TG Om-A 24may11

Operations Manual Part A (OM-A)
Revision No.: Revision Date:
1 23 MAY 11
Thai Airways International Public Company Limited
Title Page
Reverse side blank
Table of Contents
OM-A
TOC Page 1 Rev 1 (23 MAY 11)
LES 0
0.1 0.1.1 0.1.2 0.1.3 0.1.4 0.1.5 0.2 0.2.1 0.2.2 0.3 0.3.1 0.3.2 0.3.3 0.3.4 0.3.5 0.3.6 0.4 0.4.1 0.4.2 0.5
List of Effective Sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL . . . . . . . . . . . . . . . . . . . . . . . 1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Document Hierarchy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Operations Manual structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Terms Used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Index System and Symbol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 System of Amendment and Revision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 OM-A Revision and Distribution Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Operations Manual Revision and Distribution Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Air Operator Certificate (AOC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Certificate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Responsible Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Duration of Certificate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Authorized Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Contact Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Terms & Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Abbreviation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Revision Record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1
1.1 1.1.1 1.1.2 1.2 1.3 1.3.1 1.3.2 1.3.3 1.3.4 1.3.5 1.3.6 1.3.7 1.3.8 1.3.9 1.3.10 1.3.11 1.3.12 1.3.13
ORGANIZATION AND RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

ORGANIZATION STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 COMPANY ORGANIZATION CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 OPERATIONS ORGANIZATION CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 NOMINATED POSTHOLDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 RESPONSIBILITIES AND DUTIES OF OPERATIONS MANAGEMENT PERSONNEL . . . . . . . . 1 EXECUTIVE VICE PRESIDENT (DO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 VICE PRESIDENT, FLIGHT OPERATIONS (DP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 VICE PRESIDENT, AVIATION RESOURCES DEVELOPMENT (DX) . . . . . . . . . . . . . . . . . . . . . 2 VICE PRESIDENT, FLIGHT OPERATIONS SUPPORT (D8) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 VICE PRESIDENT, IN-FLIGHT SERVICES (DQ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 DIRECTOR, PILOT ADMINISTRATION (OS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 DIRECTOR, FLIGHT STANDARDS (OO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 DIRECTOR, FLIGHT TEST AND DEVELOPMENT (OE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 DIRECTOR, OPERATIONS CONTROL AND PLANNING (OP) . . . . . . . . . . . . . . . . . . . . . . . . . 5 DIRECTOR, OPERATIONS COORDINATION AND DISPATCH SERVICES (OC) . . . . . . . . . . 6 DIRECTOR, FLIGHT DECK CREW TRAINING (BX) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 DIRECTOR, AVIATION PERSONNEL DEVELOPMENT (BA) . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 DIRECTOR, FLIGHT SIMULATOR (BF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Operations Manual Part A
Table of Contents
OM-A
1.3.14 1.3.15 1.3.16 1.3.17 1.3.18 1.3.19 1.3.20 1.3.21 1.3.22 1.3.23 1.3.24 1.3.25 1.4 1.4.1 1.4.2 1.5 1.5.1 1.5.2 1.5.3 1.6 1.6.1 1.6.2 1.6.3
DIRECTOR, CABIN CREW TRAINING (BQ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 DIRECTOR, FLIGHT OPERATIONS SAFETY (OI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 DIRECTOR, CREW GENERAL ADMINISTRATION (OA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 DIRECTOR, FLIGHT TECHNICAL AND DOCUMENT SUPPORT (OH) . . . . . . . . . . . . . . . . . . 9 DIRECTOR, STRATEGIC & QUALITY SYSTEM MANAGEMENT (OX) . . . . . . . . . . . . . . . . . . 9 DIRECTOR, CABIN CREW ADMINISTRATION (QV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 DIRECTOR, IN-FLIGHT SERVICES STANDARD & QUALITY CONTROL (QQ) . . . . . . . . . . . 9 DIRECTOR, IN-FLIGHT EQUIPMENT PLANNING & CONTROL (QK) . . . . . . . . . . . . . . . . . . 10 DIRECTOR, IN-FLIGHT CATERING PLANNING & CONTROL (QY) . . . . . . . . . . . . . . . . . . . . 10 DIRECTOR, OPERATIONS RESOURCES AND SERVICES MANAGEMENT (OZ) . . . . . . . 10 DEPARTMENT MANAGER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 DIVISION MANAGER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 AUTHORITY, DUTIES AND RESPONSIBILITIES OF THE PILOT-IN-COMMAND . . . . . . . . . . . . 1 DUTIES AND RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 AUTHORITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 DUTIES AND RESPONSIBILITIES OF CREW MEMBER OTHER THAN THE PILOTIN-COMMAND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Copilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Cruise Pilot (CRP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Cabin crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 GENERAL DUTIES OF FLIGHT PERSONNEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Subordination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Crew conduct . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2
2.1 2.1.1 2.1.2 2.1.3 2.1.4 2.1.5 2.1.6 2.1.7 2.1.8 2.1.9 2.2 2.3 2.3.1 2.3.2 2.3.3 2.3.4
OPERATIONAL CONTROL AND FLIGHT SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

SUPERVISION OF THE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Line Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Establishment of Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Operational Documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Competence of Operations Personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 License and Qualification Validity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Flight Duty Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Operated Airports, Routes and Areas of Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Control, Analysis and Storage of Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 System of Promulgation of Additional Operational Instructions and Information . . . . . . . . . . . . . . 1 Flight Satety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Operations Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Flight Safety and Goal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Safety Management System (SMS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 THAI Flight Operation Safety Management Activities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Table of Contents
OM-A
2.3.5 2.4 2.4.1 2.4.2 2.4.3 2.4.4 2.5 2.5.1 2.5.2
Safety reports and forms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Operational Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Authority . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Flight Dispatch Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Power of the Authority . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Officials on Official Duty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3
3.1 3.2 3.3
QUALITY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 DO SAFETY AND QUALITY POLICY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 QUALITY MANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
4
4.1 4.1.1 4.1.2 4.1.3 4.2 4.2.1 4.2.2 4.2.3 4.2.4 4.2.5 4.2.6 4.3
CREW COMPOSITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
METHOD FOR DETERMINING CREW COMPOSITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Flight crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Cabin Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 DESIGNATION OF THE PILOT-IN-COMMAND (P-i-C) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Route and aerodrome qualifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Base release flights of captain candidates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Two captains occupying pilot seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 P-i-C seated in RH seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 P-i-C not seated in either pilot seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 P-i-C passing his 60th birthday . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 FLIGHT CREW INCAPACITATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5
5.1 5.1.1 5.1.2 5.1.3 5.1.4 5.2 5.2.1 5.2.2 5.2.3 5.2.4 5.2.5 5.2.6 5.2.7 5.2.8
QUALIFICATION REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Licenses/qualification/competency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Recurrent training and checking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Conversion course . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 FLIGHT CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Employment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Categorization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Licenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Type rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Conversion to New Aircraft Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Cross Crew Qualification (CCQ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Operation of More Than One Type or Variant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
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OM-A
5.2.9 5.2.10 5.2.11 5.2.12 5.2.13 5.2.14 5.2.15 5.2.16 5.2.17 5.2.18 5.2.19 5.2.20 5.2.21 5.3 5.3.1 5.3.2 5.3.3 5.3.4 5.3.5 5.3.6 5.3.7 5.3.8 5.4 5.5 5.6 5.6.1 5.6.2
Captain Qualifications Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 First Officer (Copilot) Qualifications Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Senior Copilot Qualifications Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Relief Pilot Qualifications Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Pilot qualification to operate in either seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Other qualifications requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 ROUTE AND AERODROME QUALIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 CREW RESOURCE MANAGEMENT (CRM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 EMERGENCY AND SAFETY EQUIPMENT TRAINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 DANGEROUS GOODS TRAINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 SECURITY TRAINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Recurrent TrainingRecurrent Checking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Refresher policy in case of flight interruption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 New entrant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Cabin crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Senior cabin crew (CA-1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Operation on more-than-three aircraft types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Requirements for 747, 777, A340 and A330 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Requalification after absence from flight duty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 TRAINING, CHECKING AND SUPERVISORY PERSONNEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 OTHER OPERATION PERSONNEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Responsibility for Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 TRAINING AT FLIGHT DECK CREW TRAINING (BX) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 TYPES OF TRAINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
6
6.1 6.1.1 6.1.2 6.1.3 6.1.4 6.1.5 6.1.6 6.1.7 6.1.8 6.1.9 6.1.10 6.1.11 6.1.12
CREW HEALTH PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

GENERAL CREW HEALTH REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Alcohol and other intoxicating liquor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Narcotics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Drugs, sleeping tablets and pharmaceutical preparations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Immunization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Deep diving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Blood donation /transfusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Meal precautions prior to and during flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Sleep and rest . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Surgical operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Vision correction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Humidity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
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6.1.13 6.1.14 6.1.15 6.1.16 6.1.17 6.2 6.2.1 6.2.2 6.3 6.3.1 6.3.2 6.3.3 6.3.4 6.3.5 6.3.6 6.3.7 6.3.8 6.3.9 6.3.10 6.3.11 6.3.12 6.3.13 6.3.14 6.3.15 6.3.16 6.3.17
Diurnal rhythm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Fatigue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Pregnancy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Ear Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 High Ozone Concentration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 COSMIC RADIATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Assessment of cosmic radiation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Working schedules and record keeping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Pilot Illusions, Disorientation and Misjudgments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 PERCEPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 PERCEPTUAL CONSTANCIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 THE PERCEPTION OF SPACE AND THE FRAME OF REFERENCE OF THE PILOT . . . . . . 2 OPTICAL ILLUSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 VISUAL DEPTH PERCEPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 AERIAL PERSPECTIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 MONOCULAR OR MOTION PARALLAX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 TEXTURE DENSITY GRADIENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 INTERACTION OF CUES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 TERRAIN SLOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 RUNWAY SLOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 FLIGHT IN RAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 WHITE-OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 DESCENT INTO SHALLOW FOG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 FASCINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 SUMMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
7
7.1 7.2 7.3 7.4 7.5 7.6 7.7 7.8
DUTY REGULATIONS FOR CREW MEMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Extension of the Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Rest . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Standby . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Unforeseen Circumstances in Actual Flight Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8
8.1 8.1.1 8.1.2 8.1.3 8.1.4
OPERATING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Flight Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Minimum Flight Altitudes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Criteria for Determining the Usability of Aerodromes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Methods for the Determination of Aerodrome Operating Minima . . . . . . . . . . . . . . . . . . . . . . . . 7 VFR En-Route Operating Minima . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
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8.1.5 8.1.6 8.1.7 8.1.8 8.1.9 8.1.10 8.1.11 8.1.12 8.2 8.2.1 8.2.2 8.2.3 8.2.4 8.3 8.3.1 8.3.2 8.3.3 8.3.4 8.3.5 8.3.6 8.3.7 8.3.8 8.3.9 8.3.10 8.3.11 8.3.12 8.3.13 8.3.14 8.3.15 8.3.16 8.3.17 8.4 8.4.1 8.4.2 8.4.3 8.4.4 8.4.5 8.4.6 8.4.7 8.5 8.5.1
Presentation and Application of Aerodrome and En-route Operating Minima . . . . . . . . . . . . . 18 Meteorological Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Determination of The Quantities of Fuel and Oil Carried . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Mass and Center of Gravity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 ATS Flight Plan (FPL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Operational Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Aircraft Log Handling Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 List of Documents, Forms and Additional Information to be Carried . . . . . . . . . . . . . . . . . . . . . 38 Ground Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Fuelling Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Aircraft, Passengers and Cargo Handling Procedures Related to Safety . . . . . . . . . . . . . . . . . . 5 Procedure for the Refusal of Embarkation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 De-icing and Anti-icing on Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Flight Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 VFR/IFR Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Navigation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Altimeter Setting Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Altitude Alerting System Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Ground Proximity Warning System /Terrain Avoidance Warning System . . . . . . . . . . . . . . . . . 40 Policy and Procedures for the Use of TCAS/ACAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Policy and Procedures for the In-flight Fuel Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Adverse And Potentially Hazardous Atmospheric Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Wake Turbulence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Crew Members at Their Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 Use of Safety Belts for Crew and Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 Admission to Flight Deck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 Use of Vacant Crew Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 Incapacitation of Crew Members . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 Cabin Safety Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 Passengers Briefing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 Replanning during Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 All Weather Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Concepts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Flight Crew Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 ATC Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Continuous Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 LOW VISIBILITY TAKE-OFF (LVTO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Company Regulations for CAT II/III Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Constant Angle Non-Precision Approach (CANPA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 ETOPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
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8.5.2 8.5.3 8.5.4 8.5.5 8.5.6 8.5.7 8.5.8 8.5.9 8.5.10 8.5.11 8.5.12 8.5.13 8.6 8.7 8.7.1 8.7.2 8.7.3 8.7.4 8.7.5 8.7.6 8.7.7 8.7.8 8.7.9 8.7.10 8.8 8.8.1 8.8.2 8.9 8.9.1 8.9.2 8.10 8.10.1 8.10.2 8.10.3 8.11 8.11.1 8.11.2 8.11.3 8.11.4 8.11.5
ETOPS approval . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 ETOPS procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 ETOPS airplane configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Communications means . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Granted ETOPS area of operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Release of the airplane for an ETOPS sector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Re-grading to "NON-ETOPS" status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 ETOPS flight dispatch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 ETOPS flight documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 ETOPS in-flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 P-i-C/Crew responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 USE OF THE MINIMUM EQUIPMENT LIST (MEL) AND CONFIGURATION DEVIATION LIST (CDL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 NON-REVENUE FLIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Training flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Test flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Delivery flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Ferry flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Demonstration flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Positioning flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Other special flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Passengers on ferry, test and training flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Carriage of persons on board all-cargo airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 OXYGEN REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 CONDITION UNDER WHICH OXYGEN MUST BE PROVIDED AND USED . . . . . . . . . . . . . . 1 REQUIREMENT FOR CREW AND PASSENGERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Electronic Flight Bag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 OPERATIONAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Procedure in case of Engine Failure En Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 TWO-ENGINE AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 THREE- AND FOUR-ENGINE AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Emergency Situations (Engine Malfunction, Fires, etc.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 TASK SHARING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 OTHER PHASES OF FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 EXPLOSIVE DECOMPRESSION/EMERGENCY DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Table of Contents
OM-A
8.11.6 8.11.7 8.11.8 8.12 8.12.1 8.12.2 8.13 8.13.1 8.13.2 8.13.3 8.13.4 8.13.5 8.14 8.14.1 8.14.2 8.15 8.15.1 8.15.2 8.15.3 8.15.4 8.16 8.16.1 8.16.2 8.16.3 8.16.4 8.16.5 8.17 8.17.1 8.17.2 8.17.3 8.17.4 8.17.5 8.17.6 8.18 8.18.1 8.18.2 8.18.3 8.18.4 8.19 8.19.1 8.19.2
FLIGHT DECK AND CABIN SMOKE OR FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 FUEL JETTISON/OVERWEIGHT LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 EMERGENCY EVACUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Operation of COM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 VHF-COM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 HF COM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Operation of NAV System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 VHF NAV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 FLIGHT MANAGEMENT SYSTEM (FMS) AND AREA NAVIGATION SYSTEM (RNAV) . . . . . 5 RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 ADF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 MARKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Operation of Datalink and SATVOICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 DATALINK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 SATVOICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Operation of Flight Guidance System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 USE OF AUTOPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 USE OF FLIGHT DIRECTOR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 USE OF ALTITUDE PRESELECT/ALERT MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 USE OF AUTOTHROTTLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Management of Automatic Flight Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 AUTOMATION PHILOSOPHY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 USE OF AUTOMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 GUIDANCE FOR THE USE OF AUTOMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 CREW COORDINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Communication and Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 ATC CLEARANCES, INSTRUCTIONS AND APPROVALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 ATS REPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 COMPANY REPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 AIRCRAFT DAMAGE ACCIDENT REPORTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 SUSPECTED COMMUNICABLE DISEASE REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Use of Checklist and Standard Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 USE OF NORMAL CHECKLIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 USE OF EMERGENCY/MALFUNCTION OR EMERGENCY/ABNORMAL CHECKLIST . . . . . 2 STANDARD CALLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Flight Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 RIGHT OF WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Table of Contents
OM-A
8.19.3 8.19.4 8.19.5 8.19.6 8.19.7 8.19.8 8.19.9 8.20 8.20.1 8.20.2
LOOKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 TEST AND TRAINING DURING LINE FLYING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 DEVIATION FROM FLIGHT PLAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 COMMUNICATION FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 USE OF AIRCRAFT EXTERNAL LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 PROTECTION OF PASSENGERS IN FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Safeguarding of Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 STATIONS WITH COMPANYS OR CONTRACTING HANDLING AGENTS . . . . . . . . . . . . . . . 1 STATIONS WITHOUT COMPANYS OR CONTRACTING HANDLING AGENTS . . . . . . . . . . . 1
9
9.1 9.1.1 9.1.2 9.2 9.2.1 9.2.2 9.2.3
DANGEROUS GOODS AND WEAPONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

HANDLING OF DANGEROUS GOODS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Reference documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 FIREARMS AND BODYGUARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Application and information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10
10.1 10.1.1 10.1.2 10.1.3 10.2 10.2.1 10.2.2 10.2.3 10.3 10.3.1 10.3.2 10.3.3 10.3.4 10.4 10.4.1 10.4.2 10.4.3 10.4.4 10.5 10.5.1 10.5.2 10.5.3
SECURITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
OPERATIONS SECURITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General and Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 CREW AND CREW BAGGAGE SECURITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Crew responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 UNRULY/DISRUPTIVE (DISORDERLY) PASSENGERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Company policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Handling procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Company report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 BOMB OR SABOTAGE THREATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Handling of sabotage treats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Bomb search procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Least risk bomb location (LRBL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 HIJACKING/UNLAWFUL SEIZURE OF AN AIRPLANE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Threat of hijacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Confirmed hijacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Post-hijacking procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Table of Contents
OM-A
11
11.1 11.1.1 11.1.2 11.2 11.2.1 11.2.2 11.2.3 11.2.4 11.3 11.3.1 11.3.2 11.3.3 11.4 11.4.1 11.4.2
HANDLING OF ACCIDENTS AND INCIDENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Accident . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Incident . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 ACTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Air safety report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Treatment of crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Accident/serious incident notification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Preservation and custody of flight/voice recorders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 INVESTIGATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Level of investigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Re-opening of the investigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 FOLLOW-UP ACTIVITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Corrective actions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Action on investigations outside THAI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
12
12.1 12.2 12.3 12.4
RULES OF THE AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

The Tokyo Convention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 The Hague Convention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 The Montreal Convention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 ACT on Certain Offences against Air Navigation (Thailand) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
13
13.1 13.2
LEASING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Leased Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14
14.1 14.1.1 14.1.2 14.1.3 14.1.4 14.1.5 14.1.6 14.2 14.2.1 14.2.2 14.2.3 14.2.4 14.2.5 14.2.6 14.3 14.3.1
MISCELLANEOUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Fuel Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Advantage of Fuel Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Background Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Flight Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Pilot's Techniques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Potable Water Uplift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Aircraft Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Take-off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 En Route Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Structural Requirements and Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Wet and Contaminated Runways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Characteristic Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 MNM Control Speed (VMC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
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OM-A
14.3.2 14.3.3 14.3.4 14.3.5 14.3.6 14.3.7 14.3.8 14.3.9 14.3.10 14.3.11 14.3.12 14.3.13 14.3.14 14.3.15 14.3.16 14.3.17 14.3.18 14.3.19 14.4 14.4.1 14.4.2 14.4.3 14.4.4 14.4.5 14.4.6 14.5 14.5.1 14.5.2 14.5.3 14.6 14.6.1 14.6.2 14.6.3 14.7 14.8 14.9 14.10
CRITICAL ENGINE FAILURE SPEED (VEF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 DECISION SPEED/ ACTION INITIATED SPEED (V1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Rotation Speed (VR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Takeoff Safety Speed (V2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Flap and Slat Retraction Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 V Clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Max Operating Limit Speed and Mach Number (VMO/MMO) . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Rough Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Speed for Max Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Speed for Max Endurance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 VL/D Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Cruise Speed Stability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Buffet Onset Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Stall Speed (VS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Pattern and Approach Speeds (VP, VA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Reference Speed (VREF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Threshold Speed (VTH) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Approach and Landing Climb Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Air Traffic Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 ATS FLIGHT PLAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 CONTROLLED AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 UNCONTROLLED AIRSPACEFIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 SEPARATION OF IFR TRAFFIC IN VMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 ATC CLEARANCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Crew Regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Medical Regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Regulations for Flight Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Uniform Regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Personnel Regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Vacation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Leave of Absence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Disembarkation En Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Administrative Meetings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Fatigue Risk Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Interception . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Search and Rescue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
15
15.1 15.1.1 15.1.2
APPENDICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
The Preparation of Duty Rosters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Reference Document . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Table of Contents
OM-A
15.1.3 15.1.4 15.1.5 15.1.6 15.1.7 15.1.8 15.2 15.3 15.3.1 15.3.2 15.3.3 15.3.4 15.4 15.4.1 15.4.2 15.4.3 15.5 15.6 15.6.1 15.6.2
Process of Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Planning Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Extension of the Planning Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Rest Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Standby . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Check-in/Check-out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Additional Roster Requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Reports & Forms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Safety Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Non-Safety Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Forms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 THAI Automatic Flight Planning System (TAFS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Dispatch Release Message Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Flight Plan Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Description of TAFS Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 THAI RNAV Equipments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Procedures for Royal Travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Official Travels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Private Travels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
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List of Effective Sections

OM-A
LES Page 1 Rev 1 (23 MAY 11)
Page
Title Page Table of Contents TOC Page 1 to 12 List of Effective Sections LES Page 1 to 2 0 ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL 0.TOC Page 1 to 2 0.1 Page 1 to 4 0.2 Page 1 to 2 0.3 Page 1 to 6 0.4 Page 1 to 20 0.5 Page 1 to 2
Date
23 May 11 23 May 11 23 May 11
Page
Date
11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11
23 23 23 23 23 23
May May May May May May May May May May May May May
11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11
7 DUTY REGULATIONS FOR CREW MEMBERS 7.TOC Page 1 to 2 23 May 7.1 Page 1 to 2 23 May 7.2 Page 1 to 2 23 May 7.3 Page 1 to 6 23 May 7.4 Page 1 to 2 23 May 7.5 Page 1 to 2 23 May 7.6 Page 1 to 2 23 May 7.7 Page 1 to 2 23 May 7.8 Page 1 to 2 23 May 8 OPERATING PROCEDURES 8.TOC Page 1 to 12 8.1 Page 1 to 42 8.2 Page 1 to 18 8.3 Page 1 to 70 8.4 Page 1 to 16 8.5 Page 1 to 12 8.6 Page 1 to 4 8.7 Page 1 to 6 8.8 Page 1 to 4 8.9 Page 1 to 2 8.10 Page 1 to 2 8.11 Page 1 to 6 8.12 Page 1 to 2 8.13 Page 1 to 8 8.14 Page 1 to 2 8.15 Page 1 to 2 8.16 Page 1 to 2 8.17 Page 1 to 4 8.18 Page 1 to 4 8.19 Page 1 to 4 8.20 Page 1 to 2 9 DANGEROUS GOODS AND WEAPONS 9.TOC Page 1 to 2 9.1 Page 1 to 2 9.2 Page 1 to 2 10 SECURITY 10.TOC Page 1 to 2 10.1 Page 1 to 4 10.2 Page 1 to 2 10.3 Page 1 to 10 10.4 Page 1 to 2 10.5 Page 1 to 2 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 May May May May May May May May May May May May May May May May May May May May May
1 ORGANIZATION AND RESPONSIBILITIES 1.TOC Page 1 to 2 23 1.1 Page 1 to 6 23 1.2 Page 1 to 2 23 1.3 Page 1 to 12 23 1.4 Page 1 to 2 23 1.5 Page 1 to 4 23 1.6 Page 1 to 2 23
2 OPERATIONAL CONTROL AND FLIGHT SAFETY 2.TOC Page 1 to 2 23 May 2.1 Page 1 to 8 23 May 2.2 Page 1 to 2 23 May 2.3 Page 1 to 22 23 May 2.4 Page 1 to 4 23 May 2.5 Page 1 to 2 23 May 3 QUALITY SYSTEM 3.TOC Page 1 to 2 3.1 Page 1 to 2 3.2 Page 1 to 2 3.3 Page 1 to 2 4 CREW COMPOSITION 4.TOC Page 1 to 2 4.1 Page 1 to 4 4.2 Page 1 to 2 4.3 Page 1 to 2 5 QUALIFICATION REQUIREMENTS 5.TOC Page 1 to 4 5.1 Page 1 to 2 5.2 Page 1 to 14 5.3 Page 1 to 6 5.4 Page 1 to 2 5.5 Page 1 to 2 5.6 Page 1 to 2 6 CREW HEALTH PRECAUTIONS 6.TOC Page 1 to 2 6.1 Page 1 to 8 6.2 Page 1 to 2 6.3 Page 1 to 4 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 May May May May May May May May May May May May May May May May May May May
23 May 11 23 May 11 23 May 11 23 23 23 23 23 23 May May May May May May 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11
11 HANDLING OF ACCIDENTS AND INCIDENTS 11.TOC Page 1 to 2 23 May 11.1 Page 1 to 2 23 May 11.2 Page 1 to 2 23 May 11.3 Page 1 to 4 23 May 11.4 Page 1 to 2 23 May 12 RULES OF THE AIR 12.TOC Page 1 to 2 12.1 Page 1 to 4 12.2 Page 1 to 4 12.3 Page 1 to 4 12.4 Page 1 to 4 23 23 23 23 23 May May May May May
LES Page 2 Rev 1 (23 MAY 11)
List of Effective Sections

OM-A
Page
13 LEASING 13.TOC Page 1 to 2 13.1 Page 1 to 2 13.2 Page 1 to 2 14 MISCELLANEOUS 14.TOC Page 1 to 4 14.1 Page 1 to 14 14.2 Page 1 to 32 14.3 Page 1 to 8 14.4 Page 1 to 4 14.5 Page 1 to 4 14.6 Page 1 to 2 14.7 Page 1 to 2 14.8 Page 1 to 2 14.9 Page 1 to 2 14.10 Page 1 to 2 15 APPENDICES 15.TOC Page 1 to 2 15.1 Page 1 to 6 15.2 Page 1 to 2 15.3 Page 1 to 50 15.4 Page 1 to 16 15.5 Page 1 to 2 15.6 Page 1 to 2 Index I Page 1 to 4
Date
23 May 11 23 May 11 23 May 11 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 May May May May May May May May May May May May May May May May May May 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11
23 May 11
ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL Table of Contents
OM-A
0.TOC Page 1 Rev 1 (23 MAY 11)
0
0.1 0.1.1 0.1.2 0.1.3 0.1.4 0.1.5 0.2 0.2.1 0.2.2
ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL . . . . . . . . . . . . . . . . . . . . . . . 1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Document Hierarchy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Operations Manual structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Terms Used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Index System and Symbol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 System of Amendment and Revision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 OM-A Revision and Distribution Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Operations Manual Revision and Distribution Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Format and Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Revision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 OH Web Access . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Certificate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Responsible Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Duration of Certificate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Authorized Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Contact Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Terms & Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Abbreviation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Revision Record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
0.2.2.1 0.2.2.2 0.2.2.3 0.2.2.4 0.3 0.3.1 0.3.2 0.3.3 0.3.4 0.3.5 0.3.6 0.4 0.4.1 0.4.2 0.5
Air Operator Certificate (AOC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
oOo
Reverse side blank
ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL Introduction
OM-A
0.1 Page 1 Rev 1 (23 MAY 11)
0
0.1
0.1.1
ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL

Introduction
General
Operations Department (BKKDO) is, on the whole, responsible for the Operations Manual Part A (OM-A) in conjunction with Flight Standards Dept. (OO). The manual is written in English and is issued in order to cover all policies, regulations and instructions/procedures that govern the flight operations under the responsibility of THAI. All personnel within THAI Operations shall be familiar with the laws, policies, rules, regulations, instructions and procedures; and the contents of this OM-A relevant to the performance of their duties. The instructions and the regulations may not cover all aspects of flight operations; consequently, the personnel concerned must not consider the instructions hindrance to the use of common sense and good judgment. Since the manual is the property of THAI, revelation of its contents in any manner to persons not associated with THAI is prohibited.
0.1.2
Document Hierarchy
The Operations Manual is part of Companys manuals and under the responsibility of the Operations Department (DO).
0.1 Page 2 Rev 1 (23 MAY 11)
OM-A
0.1.3
Operations Manual structure

The Operations Manual is made of the following parts: OM-A: General Operations Manual Part A defines all non type-related operational policies, procedures, instructions and guidance necessary for Opearations personnel to perform their duty and needed for a safe operation. OM-B: Aircraft Operating Information Operations Manual Part B comprises all type-related instructions and procedures needed for a safe operation. OM-B includes the following documents for the operated aircraft:
Flight Crew Operating Manual (FCOM)/Aircraft Operations Manual (AOM); Quick Reference Handbook (QRH); Minimum Equipment List (MEL); Configuration Deviation List Item (CDL); Gross Weight Chart (GWC); Parts of Load Control Manual (LCM); Cabin System Operating Manual (CSOM); Cabin Attendant Emergency Procedures (CAP).
OM-C: Areas, Routes and Aerodrome Operations Manual Part C comprises all instructions and information needed for the area of operation. OM-C includes the following documents for the operated aircraft:
Route Manual; Aerodrome Manual; Charts Manual.

Material produced by THAI for this Part is intended for supplemental information to applicable Route Manual produced by Lido. They are for example SAI part in Route Manual, ...??? OM-D: Training Operations Manual Part D coprises all training instructions required for safe operation. OM-D includes the following documents for the operated aircraft:
Flight Training Manual (FTM); Flight Crew Training Manual (FCTM).
0.1.4
Terms Used
When used in OM-A, the terms below shall have the following meaning: "Shall", an action verb in the imperative sense, means that the application of a rule or procedure or provision is mandatory. "Should" means that the application of a procedure or provision is recommended. "May" means that the application of a procedure or provision is optional.
0.1.5
Index System and Symbol

The OM-A is divided into Chapters, which are broken down into sections and sub-sections. Each sheet has an index reference consisting of manual type, chapter title and number, section title and number, page number, revision number and revision date.
OM-A
0.1 Page 3 Rev 1 (23 MAY 11)
Gray shading indicates a change or addition of the statement for the current revision of that page only. The shading will be removed at the next OM-A revision. oOo indicates the end of sections/sub-sections.
Bangkok, 1 June 2011 THAI AIRWAYS INTERNATIONAL PUBLIC COMPANY LIMITED Operations Department (DO)
Capt. Asdavut Watanangura Executive Vice President
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Reverse side blank
ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL System of Amendment and Revision
OM-A
0.2 Page 1 Rev 1 (23 MAY 11)
0.2
0.2.1
System of Amendment and Revision

OM-A Revision and Distribution Policy
Operations Department (BKKDO) is responsible for the contents and the issuance of the OM-A in consultation with Flight Standards Dept. (OO). OO will forward the manual(s) to Thai Department of Civil Aviation (DCA) for approval of the content and amendments and revisions. The revision procedure shall be in accordance with OSQM SupplementWork Instruction (OO-WI 3). In order to keep up-to-date the relevant OM-A policies, procedures, instructions and guidance through proper channels, the responsible functions are specified in APPENDICES chapter. Departments or personnel concerned shall coordinate with OO and advise whenever an updating is required. Change requests can be made using the Document Approval Form (SQMRFM 9). Revisions include a Filing Instruction and a Listof Effective Sections. In the Filing Instruction, a summary will be given to explain the reason of the revision. Use the information on the Filing Instruction and List of Effective Sections to verify the manual content.
0.2.2
0.2.2.1
Operations Manual Revision and Distribution Policy

General
Manuals and Checklists in Operations Department (DO) relevant to the operation of flight are controlled to ensure the information provided is correct, up-to-date, and distributed to all concerned. Revision and distribution of these manuals are in accordance with the processes prescribed in OSQM; or if necessary, are in accordance with the process prescribed in the introductory part of each manual. Currently, some of the documents are available digitally while others are available in both digital and in printed versions. To eliminate any confusion which might occur, this section outlines the policy on the distribution of the following documents of which the primary method of distribution is by electronic means: OM-A; OSQM; FCOM/AOM; QRH/EMCL/NCL; FCTM; MEL; GWC (introduction part); FTM; CSOM; CAP; SHB; Captain's Announcement; Route Manual (SAI part). These documents are provided on OH web site or in EFB or, in case of paper documents, are on official distribution list controlled by BKKOR or are distributed by BKKOB. Documents downloaded, or printed out, or reproduced are considered uncontrolled and may become out-of-date. Therefore, these documents shall clearly be identified and should be used at users' discretion and own risk. It is the duty of all users to access OH web site regularly to ensure that any new revisions that occurred are known and carefully studied.
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OM-A
ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL System of Amendment and Revision
0.2.2.2
Format and Distribution

Document format Digital documents Users/Locations Pilots and Cabin crew. Office (at home base and line stations). Access/Distribution OH web site at:
http://thaisphere/thaifamily/oh/ index.htm,
or
https://thaispace.thaiairways.com/ via
PilotDocs. EFB Paper documents Flight deck and Cabin (for document name and location, refer to Technical Equipment Checklist). Training/classroom. A330/A340 pilots a). DCA. Aircraft simulator.
a) Due to limitations of the tool used to create digital document, A330/A340 paper FCOM are provided until problem has been resolved.
BKKOR
0.2.2.3
Revision
Revisions to digital documents are made as needed (refer to Introduction in each document for details) and uploaded to OH web site once they are completed. When available on OH web site, revision announcement will be notified to all concerned via corporate e-mail. Revisions to paper documents are normally distributed later due to the required processing and distribution time and therefore may not be as updated as digital documents. However, paper documents on board remain valid and can be used until updated by the responsible function (BKKOB) at home base when condition permits. Note: For A330/A340 FCOM, due to the longer Airbus revision cycle, digital format in OH web site and EFB (FlySmart) may not be as updated as paper manuals.
List of Current Revisions is provided at OH web site for users to check the current status. The list is updated when a revision is uploaded. Also, eDocument Revision Monthly Summary is provided to identify all revisions issued during each month.
0.2.2.4
OH Web Access
OH web can be accessed anytime from within the Company via intranet (THAISphere) or from external location via: https://thaispace.thaiairways.com/ or http://thaisphere/thaifamily/oh/index-html. To access from external location, token is required. For new pilots, the token and the 4-digit password (PIN) can be obtained at BKKBX-E. Should there be any problem accessing THAISpace, Company help desk (IT Service Desk) is available 24/7 at 02 545-2020. Any other inquiries as regards PilotDocs, mail to: pilotdocs@thaiairways.com
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ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL Air Operator Certificate (AOC)
OM-A
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0.3
0.3.1
Air Operator Certificate (AOC)

Certificate
0.3 Page 2 Rev 1 (23 MAY 11)
OM-A
OM-A
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0.3.2
Responsible Functions
Flight Operations Safety Dept. (OI) has overall responsibilities in ensuring that the contents of the Air Operator Certificate (AOC) are updated by coordinating with departments concerned. Government Affairs Dept. (YN) is responsible for submitting documents to Department of Civil Aviation (DCA) for approval and applies for a renewal before the expiration of the certificate. Flight Documentation and Publication Services Dept. (OR) is responsible for document support, keeping OM-A up-to-date, and maintaining the original certificate.
0.3 Page 4 Rev 1 (23 MAY 11)
OM-A
Airworthiness Dept. (TQ-W) is responsible for carrying and putting in place copies of the certificate on board all aircraft in THAI fleet.
0.3.3 0.3.4
Duration of Certificate
The certificate expires at the end of the fifth year after the date on which it was issued unless it is sooner surrendered, suspended or revoked.
Authorized Aircraft
Authorized aircraft according to AOC no: AOC01/2010
Aircraft type 747-400 Registration HS-TGA HS-TGB HS-TGF HS-TGG HS-TGY HS-TGZ HS-TGH HS-TGJ HS-TGK HS-TGL HS-TGM HS-TGN HS-TGO HS-TGP HS-TGR HS-TGT HS-TGW HS-TGX 777-200 HS-TJA HS-TJB HS-TJC HS-TJD HS-TJE HS-TJF HS-TJG HS-TJH 777-200ER HS-TJR HS-TJS HS-TJT HS-TJU HS-TJV HS-TJW 777-300 HS-TKA HS-TKB HS-TKC HS-TKD Name Srisuriyothai Si Satchanalai Sri Ubon Pathoomawadi Dararasmi Phimara Chaiprakarn Hariphunchai Alongkorn Theparat Chao Phraya Simongkhon Bowonrangsi Thepprasit Siriwatthana Watthanothai Visuthakasatriya Sirisobhakya Lamphun Uthai Thani Nakhon Nayok Mukdahan Chaiyaphum Phanum Sarakham Pattani Suphan Buri Nakhon Sawan Phra Nakhon Pathum Wan Phichit Nakhon Pathom Phetchabun Sriwanna Chainarai Kwanmuang Thepalai MSN 32369/RM028 32370/RM029 33770/RM030 33771/RM431 28705/RM026 28706/RM027 24458/RT691 24459/RT692 24993/RT693 25366/RT694 27093/RT695 26615/RT696 26609/RT697 26610/RT698 27723/RT699 26616/RT801 27724/RT802 27725/RT803 27726/WA086 27727/WA087 27728/WA088 27729/WA089 27730/WA090 27731/WA091 27732/WA092 27733/WA093 34586/WC531 34587/WC532 34588/WC533 34589/WC534 34590/WC535 34591/WC536 29150/WB601 29151/WB602 29211/WB603 29212/WB604 Delivery 11-May-01 27-Jun-01 3-Oct-03 4-Nov-03 22-Dec-98 11-May-99 22-Feb-90 22-Mar-90 31-Jan-91 12-Dec-91 4-Nov-92 8-Dec-92 20-Oct-93 22-Nov-94 7-Nov-95 20-Dec-96 28-Apr-97 12-Nov-97 3-Apr-96 13-Jun-96 25-Oct-96 20-Dec-96 15-Aug-96 29-Sep-97 1-Nov-97 10-Jan-98 2-Nov-06 9-Nov-06 17-Nov-06 13-Dec-06 24-Sep-07 29-Oct-07 23-Dec-98 30-Dec-98 20-Oct-99 9-Dec-99 RR Trent 892 RR Trent 892 RR Trent 875 RR Trent 875 CF6-80C2 B1F Engines CF6-80C2 B1F
OM-A
0.3 Page 5 Rev 1 (23 MAY 11)
Aircraft type
Registration HS-TKF HS-TKE
Name Lahan Sai Sukhirin Krabi Darabha Dej-Udom Songkhla Phuket Chumphon Surin Si Sa Ket Kalasin Lop Buri Nakhon Chaisi Sri Surat Manorom Si Sakhon Bang Rachan Don Chedi Kusuman Song Dao Lam Plai Mat Sai Buri Sudawadi Srichulalak Thepamart Jiraprabha Suchada Chutamat Srianocha Phaya Thai Sritrang Chiang Mai Chiang Rai Chanthaburi Pathum Thani Yasothon Yala Srimuang Suranaree Thepsatri Srisoonthorn Srisubhan Chiang Kham Uttaradit Phitsanulok Kamphaengphet
MSN 29214/WB606 29213/WB605 35137/WD761 35138/WD762 35161/WD769 24830/PW161 24831/PW162 26611/PW164 26612/PW165 26613/PW166 26614/PW167 28703/PW168 28704/PW169 28701/PW170 050 060 062 064 065 066 112 122 209 224 231 346 990 1003 1035 566 569 577 628 629 635 681 705 782 784 785 786 787 624 628 698 775
Delivery 9-Dec-00 17-Oct-00 12-May-10 19-May-10 17-May-10 15-Aug-90 27-Sep-90 10-Jul-92 22-Jul-92 5-Aug-92 28-May-93 14-Dec-97 17-Dec-97 7-Jan-98 20-Jan-95 8-Dec-94 13-Dec-94 2-Feb-95 30-Jan-95 24-Mar-95 14-Oct-95 21-Dec-95 27-Aug-98 22-Dec-98 23-Sep-98 20-Jul-00 1-Apr-09 8-Apr-09 29-Jul-09 16-Oct-90 10-Nov-90 4-Dec-90 7-Apr-92 21-Apr-92 29-Jun-92 18-Mar-93 5-Oct-93 27-Nov-98 8-Dec-98 10-Dec-98 15-Dec-98 26-Nov-98 6-Mar-05 29-Apr-05 25-Oct-05 11-Apr-07
Engines
RR Trent 892 GE90-115B
777-300ER
HS-TKG HS-TKH HS-TKJ
737-400
HS-TDA HS-TDB HS-TDD HS-TDE HS-TDF HS-TDG HS-TDH HS-TDJ HS-TDK
CFM 56-3C-1
A330-300
HS-TEA HS-TEB HS-TEC HS-TED HS-TEE HS-TEF HS-TEG HS-TEH HS-TEJ HS-TEK HS-TEL HS-TEM HS-TEN HS-TEO HS-TEP
PW4164
PW4164
PW4168
PW4168A RR Trent 772B
A300-600R
HS-TAK HS-TAL HS-TAM HS-TAN HS-TAO HS-TAP HS-TAR HS-TAS HS-TAT HS-TAW HS-TAX HS-TAY HS-TAZ
PW 4158
A340-500
HS-TLA HS-TLB HS-TLC HS-TLD
RR Trent 553
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Aircraft type A340-600
Registration HS-TNA HS-TNB HS-TNC HS-TND HS-TNE HS-TNF
Name Watthana Nakhon Saraburi Chon Buri Phetchaburi Nonthaburi Mae Hong Son
MSN 677 681 689 710 719 953
Delivery 29-Jun-05 26-Jul-05 5-Oct-05 28-Nov-05 9-Dec-05 29-Oct-08
Engines RR Trent 556
RR Trent 556
0.3.5
Contact Details
Personnel accepted by authority and point of contact No. 1 Department Name Contact number Tel. +662 545-2666 Fax. +662 545-3849 E-mail Flightsafety@thaiairways. com Flight Operation 1. Capt.Werasak Safety Wiroonpecth 2. Flg.Off Sarun Keokomain 2 Cargo & Mail Commercial 1. Mr. Rath Pukkoh 2. Mr. Yannawit Rojratanawichai
Tel. +662 137-4165 Fax. +662 137-4162 Tel. +662 545-3435 Fax. +662 545-4175 Tel. +662 137-6000 Fax. +662 137-6900 Tel. +662 137-5601 Fax. +662-137-5919 Tel. +662 137-5100 Fax. +662 137-5910
Rath.p@thaiairways.com Yannawit.s@thaiairways.com Pratana.p@thaiairways.com Pratana.p@gmail.com mcc.lc@thaiairways.com Vanlop.j@thaiairways.com
Aviation Safety, 1. Capt.Pratana Security & Patanasiri Standards Maintenance Control Center Base & Outer Station Maintenance Quality Assurance 1. Mr.Loet Vudhijaya 1. Mr. Vanlop Jaivisarn 1. Mr. Porrerk Komolvanij
4 5
Porrerk.k@thaiairways.com
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Maintenance
List of approved MRGL Aircraft type A330 A340 A300-600 737-400 747-400 777 ATR72 MRGL revision Rev.03 / 01 Sep 2009 Rev.01 / 01 Sep 2009 Rev.01 / 01 Apr 2009 Rev.03 / 01 Feb 2010 Rev.01 / 01 Nov 2008 Rev.03 / 01 Mar 2010 Rev.01 / 01 Aug 2009 Based on MPD revision Rev.16/01 Feb 2009 Rev.17/01 Feb 2009 Rev.24/01 Oct 2008 Rev. Sep 2009 Rev. Jul 2008 Rev. Jan 2010 Rev.16/Mar 2009
oOo
ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL Terms & Definitions
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0.4.1
Terms & Definitions

Abbreviation
AAF AAPA AB ACARS ACAS ACFT, A/C AD ADF ADS AFIS AFS AFTN AGL AH AHC AIB AIDS AIP AIREP ALTN AMM ANT AOC AOG AOM AP APAPI APCH APP APU ARINC ARR ASD ASDA ASHTAM ASM ASR ASRTEX ATC ATIS ATPL Alternative Airport Familiarization Association of Asia Pacific Airlines Aerodrome Briefing Aircraft Communications Addressing & Reporting System Airborne Collision Avoidance System Aircraft Aerodrome Automatic Directional Finder Automatic Dependent Surveillance Aerodrome Flight Information Service Automatic Flight System Aeronautical Fixed Telecommunication Network Above Ground Level Alert Height Airport Handling CommitteeIATA Accident Investigation Board Aircraft Information Data System Aeronautical Information Publication Air Report Alternate Aircraft Maintenance Manual Antenna Air Operator Certificate Aircraft On Ground Aircraft Operations Manual Autopilot, Air Purser Abbreviated Precision Approach Path Indicator Approach Approach Control Auxiliary Power Unit Aeronautical Radio Incorporated Arrival AccelerateStop Distance AccelerateStop Distance Available Volcanic Ash information to Airmen Ad hoc Schedule Message Air Safety Report Air Safety Report, sent by Telex Air Traffic Control Automatic Terminal Information Service Airline Transport Pilot License
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ATS ATT AVASIS BA B-RNAV BASI C CA CA-1 CAA CALL CANPA CAP CAPT CAS CAT CAT I (II or III) CB CBT CCQ CDL CEET CF CFIT CFMU CG CLP cm COM COMIS CP CPDLC CPL CPT CRF CRM CRP CSM CSOM CSV CUT CWY DA/H DCA
Air Traffic Service Airline Transition Training Abbreviated Visual Approach Slope Indicator System Braking Action Basic Area Navigation Bureau of Air Safety Investigation ( Australia ) Celsius Cabin crew Senior cabin crew Representative from DCA Computer Assisted Language Learning Constant Angle Non-Precision Approach Cabin Attendant Emergency Procedures Captain Calibrated Airspeed Category Precision instrument approach and landing Category I (II or III) Cumulonimbus cloud Computer Based Training Cross Crew Qualification Configuration Deviation List Cabin Emergency Evacuation Trainer Contingency Fuel Controlled Flight Into Terrain Central Flow Management Unit Center of Gravity Climb-out Procedure Centimeter Communication Crew Online Management Information System Co-pilot Controller-Pilot Data Link Communication Commercial Pilot License Cockpit Procedure Training Captain Report Folder Crew Resource Management Cruise Relief Pilot Cabin Service Mock-up Cabin System Operating Manual Cabin Supervisor Company Utility Transmission Clearway Decision Altitude/Height Department of Civil Aviation
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DCT DEP DEST DGR DLI DME DOF DOI DOW E EAP EDP EEP EET EGPWS ELT EM/MALF ENG EPR ETA ETD ETOPS ETP EXPICS F FAA FAF FAR FC FCF FCL FCOM FCTM FD FE FFF FFS FIM FIR FIS FL FMC FMS F/O
Direct Departure Destination Dangerous Goods Regulations Dead Load Index Distance Measuring Equipment Date of Flight Dry Operating Index Dry Operating Weight East Emergency & Accident Procedures Manual for Corporate Response Electronic Data Processing ETOPS Entry Point Estimated Elapsed Time Enhanced Ground Proximity Warning System Emergency Locator Transmitter Emergency/Malfunction Engine Engine Pressure Ratio Estimated Time of Arrival Estimated Time of Departure Extended-Range Twin-Engine Operations Equi-Time Point Expert Irregularity Control System Fahrenheit Federal Aviation Administration Final Approach Fix Federal Aviation Regulations Captain or P-i-C Functional Check Flights Flight Crew License (JAR) Flight Crew Operating Manual Flight Crew Training Manual Flight Director Flight Engineer Flown flight plan/Fueling order Folder Full Flight Simulator Fault Isolation Manual Flight Information Region Flight Information Service Flight Level Flight Management Computer Flight Management System Flight Officer
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FOD FOO FORA FOTA FP FPL fpm FPR FREQ FS FSG FSI ft FTD FTM GCA GES GNSS GPS GPWS GS G/S GW GWC h HF HIALS HIRL HOT hPa Hz IAA IAS IATA ICAO IFR ILS IM IMC INMARSAT INOP INS INTER IPC
Foreign Object Damage Flight Operation Officer (Dispatcher) Flights with Operation under Risk Assessment Flight Operational Trend Analysis Co-pilot ATS Flight Plan feet per minute Flight Plan Routing Frequency Cruise relief pilot Flight Safety Goal Flight Safety Index feet Flight Training Device Flight Training Manual Ground Control Approach Ground Earth Station Global Navigation Satellite System Global Positioning System Ground Proximity Warning System Ground Speed Glide Slope Gross Weight Gross Weight Chart hour High Frequency High Intensity Approach Light System High Intensity Runway edge Lights Hold-Over Time Hecto Pascals Hertz (Cycles per second) Initial Approach Altitude Indicated Air Speed International Air Transport Association International Civil Aviation Organization Instrument Flight Rules Instrument Landing System Inflight Manager Instrument Meteorological Conditions International Maritime Satellite Organization Inoperative Inertial Navigation System Intermittent Illustrated Part Catalog
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IR IRS ISA ISO JAA JAR JBI KT, kt KG, kg km LAT LCF LCM LCS LEP LIFUS LIZFW LLWAS LLZ LNAV LOC LOFT LONG LP LRC LRU LVP LVTO LW M m MAP MAX, Max, max MCP MCT MDA/H MEA MEL MET METAR MF MFA MFF MGA
Instrument Rating Inertial Reference System International Standard Atmosphere International Organization for Standardization Joint Aviation Authorities Joint Aviation Requirements James Brake Index Knot(s) Kilogram Kilometer Latitude Load Control Folder Load Control Manual Load Control Supervisor List of Effective Pages Line Flying Under Supervision Load Index Zero Fuel Weight Low Level Wind Shear Alerting System Localizer Lateral Navigation Localizer, Location Line Oriented Flight Training Longitude Pilot occupying the left seat Long Range Cruise Line Replacement Unit Low Visibility Procedure Low Visibility Takeoff Landing Weight Mach meter Missed Approach Point Maximum Mode Control Panel Maximum Continuous Thrust Minimum Descent Altitude/Height Minimum En Route Altitude Minimum Equipment List Meteorology, Meteorological Meteorological Aviation Routine Weather Report Miscellaneous File Minimum Flight Altitude Mixed Fleet Flying Minimum Grid Altitude
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Min, min MLS MMEL MMO MNM MOCA MSA MSL MTCA MTOW MVT N NAV NAVAIDS NDB NM, Nm NMLL NOTAM NOTOC O OAT OCA/H OCL OM ONC OPC OPR OPS OPT OSQM OTP OVHD PA PANS PAPI PAR PAX PCN PDP PDT PED PER PF PPC
Minute Microwave Landing System Master Minimum Equipment List Maximum Operating Mach Minimum Minimum Obstacle Clearance Altitude Minimum Safe (Sector) Altitude Mean Sea Level Minimum Terrain clearance Altitude Maximum Takeoff Weight Movement North Navigation Navigation Aids Non-Directional Beacon Nautical Mile(s) Networked Multi-media Language Laboratory Notice To Airmen Notification To Captain Observer Outside Air Temperature Obstacle Clearance Altitude/Height Obstacle Clearance Limit Outer Marker Operational Navigation Chart Operator Proficiency Check Operator Operations, Operational Operational Procedure Training Operations Safety and Quality Manual On-Time Performance Overhead Passenger Address Procedures for Air Navigation Services Precision Approach Path Indicator Precision Approach Radar Passenger Pavement Classification Number Pre-Determine Point Periodic Dispatch Training Portable Electronic Devices THAI Personnel Manual, ACFT Performance (FPL) Pilot Flying Pilot Proficiency Checks (PPC)
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PGT PHB PHM PI (I) P-i-C PICUS PNF POR PROB PS PSM PTT QAR QF QFE QNH QRH RA RALT RAT RCR REF REG REQ RF RFC RFFS RH RIF RM RMK RNAV RNP ROC, R/C ROD RP RPL RPM RTAF RTO RVR RVSM RW, RWY S
Periodic Ground Training Pilots Handbook Passenger Handling Manual Instructor Pilot Pilot-in-Command Pilot-in-Command Under Supervision Pilot Not Flying Point of Replanning Probability Student Pilot Passenger Service Manual Push-To-Talk Quick Access Recorder Qualification Flight Altimeter setting, to indicate height above the reference datum Altimeter setting, to indicate altitude measured from MSL Quick Reference Handbook Radio Altitude, Resolution Advisory, Risk Assessment En Route Alternate Ram Air Temperature Runway Condition Reading Reference Registration Required, Requirement Risk Factor Route Facility Chart Rescue and Fire Flighting Services Radio Height Reclearance in Flight Route Manual Remark Area Navigation Required Navigation Performance Rate of Climb Rate of Descent Pilot occupying the right seat Repetitive Flight Plan Revolutions Per Minute Royal Thai Air Force Rejected Takeoff Runway Visual Range Reduced Vertical Separation Minimum Runway South
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SAR SAT SATCOM SATVOICE SE SEC sec SEFP SELCAL SFE SFT SHB SID SIGMET SIR SITA SN SO SOP SQMR SRA SRE SSR STA STAR STD STS SV SWY t TA TACAN TAF TAS TAT TBN TCAS TCH TEMP TEMPO TERPS TIPS TKOF TMA
Search and Rescue Static Air Temperature Satellite Communication Satellite Voice Station Engineer Secondary second Special Engine Failure Procedure Selective Calling Synthetic Flight Examiner SAAB Friction Tester Ships Handbook Standard Instrument Departure Significant weather report Standard Investigation Report Societe International de Telecommunication Aeronautique Supernumerary System Operator Standard Operating Procedure Safety and Quality Management Representative Surveillance Radar Approach Surveillance Radar Element of precision approach radar Secondary Surveillance Radar Schedule Time of Arrival Standard Terminal Arrival Route Schedule Time of Departure Status Supervisory Stopway ton Transition Altitude, Traffic Advisory Tactical Air Navigation Terminal Aerodrome Forecast True Airspeed Total Air Temperature To Be Notified Traffic Alert and Collision Avoidance System Threshold Crossing Height Temperature Temporary Terminal Instrument Procedure Standard Traffic Information and Planning System Takeoff Terminal Control Area
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TOD TODA TOPS TOR TOW TPI TRF TSM TSP TSQM TTPM T-VASIS TWY UDL UTC V VA Vclean VEF VFI VL/D MAX VMC VMCA VMCG VMO VP VR VREF VS VSI VTH V1 V2 VAR VASIS VDP VFR VHF VIP VIS VMC VNAV VOLMET VOR
Takeoff Distance Takeoff Distance Available THAI Operations System Takeoff Run Takeoff Weight Traffic Program Information Total Risk Factor Trouble Shooting Manual THAI Security Manual THAI Security and Quality Manual THAI Technical Procedure Manual T-Visual Approach Slope Indicator System Taxiway Upper Deck Left Coordinated Universal Time Velocity Approach speed Minimum Climb speed with the ACFT in clean configuration Engine Failure speed Minimum Speed for selecting Flaps The speed at which the relationship between lift and drag has its maximum Minimum control speed Minimum control speedairborne Minimum control speedon ground Maximum operating limit speed Pattern speed Rotation speed Reference speed Stall speed Minimum speed for selecting Slats Threshold speed Decision speed Takeoff safety speed Volcanic Activity Report (ICAO) Visual Approach Slope Indicator System Visual Descent Point Visual Flight Rule Very High Frequency Very Important Person Visibility Visual Meteorological Conditions Vertical Navigation Routine aerodrome weather broadcast for aircraft in flight VHF Omni-Directional Range
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VP VR VS W WAC WHO ZFW
Vice President Voyage Report Versus West World Aeronautical Chart World Health Organization Zero Fuel Weight
0.4.2
Definitions
Advisory route Aerodrome See RM/Rules and Regulations (RAR). A defined area on land or water (including any buildings, installations and equipment) intended to be used either wholly or in part for the arrival, departure and surface movement of aircraft. The elevation of the highest point of the landing area. The limits of usability of an aerodrome for: Takeoff, expressed in terms of runway visual range and/ or visibility and, if necessary, cloud conditions; Landing in precision approach and landing operations, expressed in terms of visibility and/or runway visual range and decision altitude/height (DA/H) as appropriate to the category of the operation; and Landing in non-precision approach and landing operations, expressed in terms of visibility and/or runway visual range, minimum descent altitude/height (MDA/H) and, if necessary, cloud conditions. Aerodrome traffic Aeronautical Information Publication (AIP) Airborne Collision Avoidance System (ACAS)/Traffic alert and Collision Avoidance System (TCAS) Airborne time All traffic on the maneuvering area of an aerodrome and all aircraft flying in the vicinity of an aerodrome. A publication issued by or with the authority of a State and containing aeronautical information of a lasting character essential to air navigation. An aircraft system based on secondary surveillance radar (SSR) transponder signals which operates independently of ground based equipment to provide advice to the pilot on potential conflicting aircraft that are equipped with SSR transponders. The time from and including the application of takeoff power before takeoff on the runway to the moment when the landing roll after landing is completed. See RM/Rules and Regulations (RAR). A term designating any electronic device, including its electrical part, for use in an aircraft, including radio, automatic flight control and instrument systems. A manual associated with the certificate of airworthiness, containing limitations within which the aircraft is to be considered airworthy, and instructions and information necessary to the flight crew members for the safe operation of the aircraft. (AOM is issued for A300-600 aircraft.) A situation in which, in the opinion of a pilot or air traffic services personnel, the distance between aircraft as well as their relative positions and speed have been such that the safety of the aircraft involved may have been compromised. An aircraft proximity is classified as follows:
Aerodrome elevation Aerodrome Operating Minima (AOM)
Aircraft approach category ICAO Aircraft avionics
Aircraft Operations Manual (AOM)
Aircraft proximity
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Risk of collision
The risk classification of an aircraft proximity in which serious risk of collision has existed; The risk classification of an aircraft proximity in which the safety of the aircraft may have been compromised; The risk classification of an aircraft proximity in which no risk of collision has existed; The risk classification of an aircraft proximity in which insufficient information was available to determine the risk involved, or inconclusive or conflicting evidence precluded such determination.
Safety not assured No risk of collision Risk not determined
Aircraft stand Airground communication Air Operator Certificate (AOC) Air traffic control clearance Air Traffic Services (ATS)
A designated area on an apron intended to be used for parking an aircraft. Two-way communication between aircraft and stations or locations on the surface of the earth. A certificate authorizing an operator to carry out specified commercial air transport operations. See RM/Rules and Regulations (RAR). A generic term meaning variously, flight information service, alerting service, air traffic advisory service, air traffic control service (area control service, approach control service or aerodrome control service). Airspaces of defined dimensions, alphabetically designated, within which specific types of flights may operate and for which air traffic services and rules of operation are specified. A unit established for the purpose of receiving reports concerning air traffic services and flight plans submitted before departure. See RM/Rules and Regulations (RAR), Navigation (NAV). The vertical distance of a level, a point or an object considered as a point, measured from mean sea level (MSL). A defined area, on a land aerodrome, intended to accommodate aircraft for purposes of loading or unloading passengers, mail or cargo, fuelling, parking or maintenance. A unit established to provide air traffic control service to controlled flights in control areas under its jurisdiction. A method of navigation which permits aircraft operation on any desired flight path within the coverage of stationreferenced navigation aids or within the limits of the capability of selfcontained aids, or a combination of these. An ATS route established for the use of aircraft capable of employing area navigation. A surveillance technique in which aircraft automatically provide, via a data link, data derived from on-board navigation and position-fixing systems, including aircraft identification, fourdimensional position and additional data as appropriate. The provision of current, routine information to arriving and departing aircraft by means of continuous and repetitive broadcasts throughout the day or a specified portion of the day.
Air traffic services airspaces
Air traffic services reporting office Airway Altitude
Apron
Area Control Center (ACC) Area navigation (RNAV)
Area navigation route Automatic Dependent Surveillance (ADS)
Automatic Terminal Information Service (ATIS)
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Base aircraft
An aircraft or group of aircraft, designated by the applicant, used as a reference to compare differences with another aircraft. A transmission from one station to another station in circumstances where two-way communication cannot be established but where it is believed that the called station is able to receive the transmission. A crew member who performs, in the interest of safety of passengers, duties assigned by the operator or the pilot- incommand of the aircraft, but who shall not act as a flight crew member. A pre-captain candidate who has successfully passed the pre-captain candidate evaluation process and undergoing the training and checking process. The height above the ground or water of the base of the lowest layer of cloud below 20,000 ft covering more than half the sky. The point at which an aircraft navigating on an ATS route segment defined by reference to very high frequency omnidirectional radio ranges is expected to transfer its primary navigational reference from the facility behind the aircraft to the next facility ahead of the aircraft. An extension of an instrument approach procedure which provides for visual circling of the aerodrome prior to landing. The point to which an aircraft is granted an air traffic control clearance. A defined rectangular area on the ground or water under the control of appropriate authority, selected or prepared as a suitable area over which an aircraft may make its initial climb to a specified height. An aircraft operation involving the transport of passengers, cargo or mail for remuneration or hire. See RM/Rules and Regulations (RAR). A means of communication between controller and pilot, using data link for ATC communications. See RM/Rules and Regulations (RAR). A licensed pilot serving in any piloting capacity other than as Pilot-in-Command but excluding a pilot who is on board the aircraft for the sole purpose of receiving flight instruction. The acceptance of training, checking or recent experience on one type or variant as being valid for another type or variant because of sufficient similarities between the two types or variants. The Airbus reduced type rating transition course between Airbus fly-by-wire types, the technical similarities and common operational and handling procedures. The flight plan, including changes, if any, brought about by subsequent clearances. An airspace of defined dimensions within which activities dangerous to the flight of aircraft may exist at specified times. Articles or substances which are capable of posing significant risk to health, safety or property when transported by air.
Blind transmission
Cabin crew
Captain candidate
Ceiling
Change-over point
Circling approach Clearance limit Clearway (CWY)
Commercial air transport operation Controlled airspace Controller-Pilot Data Link Communication (CPDLC) Control zone Copilot
Credit
Cross Crew Qualification (CCQ) Current flight plan Danger area
Dangerous goods
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Deadhead crew member
A member of the flight personnel shown on the flights documents as a crew member but taking part in the flight only for transportation purpose.
Decision Altitude/Height (DA/H) See RM/Abbreviations (ABB). Dependent parallel approaches Simultaneous approaches to parallel or near-parallel instrument runways where radar separation minima between aircraft on adjacent extended runway center lines are prescribed. Different types Different type is formally assigned to two or more aircraft that have different type ratings for which simulator training is mandatory, e.g. A330/A340. The forced landing of an aircraft on water. The vertical distance of a point or a level, on or affixed to the surface of the earth, measured from mean sea level. An aerodrome to be used by aircraft which, for some reasons, cannot reach its regular destination or alternate. The estimated time required to proceed from one significant point to another. The estimated time at which the aircraft will commence movement associated with departure.
Ditching Elevation Emergency aerodrome (USA and Canada) Estimated Elapsed Time (EET) Estimated off block time
Estimated Time of Arrival (ETA) The time at which it is estimated that the aircraft will arrive over that designated point, defined by reference to navigation aids, from which it is intended that an instrument approach procedure will be commenced, or, if no navigation aid is associated with the aerodrome, the time at which the aircraft will arrive over the aerodrome. Expected Approach Time (EAT) The time at which ATC expects that an arriving aircraft, following a delay, will leave the holding point to complete its approach for a landing. Fail-operational automatic landing system Fail-passive automatic landing system An automatic landing system is fail-operational if, in the event of a failure, the approach, flare and landing can be completed by the remaining part of the automatic system. An automatic landing system is fail-passive if, in the event of a failure, there is no significant deviation of aircraft trim, flight path or attitude but the landing will not be completed automatically. The flight plan as filed with an ATS unit by the pilot or a designated representative, without any subsequent changes. A licensed crew member charged with duties essential to the operation of an aircraft during flight time. The total time from the moment a flight crew member commences his duty, immediately subsequent to a rest period and prior to making a flight or a series of flights, to the moment he is relieved of all duties after having completed such flight or series of flights. See RM/Rules and Regulations (RAR). A surface of constant atmospheric pressure which is related to a specific pressure datum, 1013.2 hPa, and is separated from other such surfaces by specific pressure intervals. Flight officer, is a common designation used for all pilots other than captain. For more details, see Pilot nomenclature. Specified information provided to air traffic services units, relative to an intended flight or portion of a flight of an aircraft
Filed flight plan
Flight crew Flight duty period
Flight Information Region (FIR) Flight level
Flight Officer (F/O)
Flight plan
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Flight recorder Flight time
Any type of recorder installed in the aircraft for the purpose of complementing accident/incident investigation. The total time from the moment an aircraft first moves under its own power for the purpose of taking off until the moment it comes to rest at the end of the flight. Note: Flight time defined here, is synonymous with the term block-to-block time, or chock-tochock time in general usage, which is measured from the time the aircraft moves from the loading point until it stops at the unloading point.
Flight visibility Forecast
The visibility forward from the cockpit of an aircraft in flight. A statement of expected meteorological conditions for a specified time or period, and for a specified area or portion of airspace. A descent profile determined for vertical guidance during a final approach. The visibility at an aerodrome, as reported by an accredited observer. The direction in which the longitudinal axis of an aircraft is pointed, usually expressed in degrees from North (true, magnetic, compass or grid). The vertical distance of a level, a point or an object considered as a point, measured from a specified datum. A specified location, identified by visual or other means, in the vicinity of which the position of an aircraft in flight is maintained in accordance with air traffic control clearances. A predetermined maneuver which keeps an aircraft within a specified airspace whilst awaiting further clearance. Simultaneous approaches to parallel or near parallel instrument runways where radar separation minima between aircraft on adjacent extended runway center lines are not prescribed. Simultaneous departures from parallel or near parallel instrument runways. A flight conducted in accordance with the instrument flight rules. A series of predetermined maneuvers by reference to flight instruments with specified protection from obstacles from the initial approach fix, or where applicable, from the beginning of a defined arrival route to a point from which a landing can be completed and thereafter, if a landing is not completed, to a position at which holding or en route obstacle clearance criteria apply. Time during which a pilot is piloting an aircraft solely by reference to instruments and without external reference points. Time during which a pilot is practicing, on the ground, simulated instrument flight on a mechanical device approved by the Competent Licensing Authority. Meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling*, less than the minima specified for visual meteorological conditions. A generic term relating to the vertical position of an aircraft in flight and meaning variously, height, altitude or flight level. A check done to ensure a flight crew members competence in carrying out normal line operations.
Glide Path (GP) Ground visibility Heading
Height Holding point
Holding procedure Independent parallel approaches
Independent parallel departure IFR flight Instrument approach procedure
Instrument flight time
Instrument ground time
Instrument Meteorological Conditions (IMC) Level Line Check
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Low Visibility Procedures (LVP) Procedures applied at an aerodrome for the purpose of ensuring safe operations during Category II and III approaches and Low Visibility Takeoffs. Low Visibility Take-Off (LVTO) Maneuvering area Master Minimum Equipment List (MMEL) A takeoff where the Runway Visual Range (RVR) is less than 400 m. The part of an aerodrome to be used for takeoff, landing and taxiing of aircraft excluding aprons. A list established for a particular aircraft type by the organization responsible for the type design with the approval of the State of Design containing items, one or more of which is permitted to be unserviceable at the commencement of a flight. The lowest height of the wheels above the runway at which it is demonstrated that a goaround can be carried out without external visual references with an acceptable level of safety. See RM/Abbreviations (ABB). See RM/Navigation (NAV). A list which provides for the operation of aircraft, subject to specified conditions, with particular equipment inoperative, prepared by an operator in conformity with, or more restrictive than, the MMEL established for the aircraft type. See RM/Navigation (NAV). See RM/Abbreviations (ABB), Navigation (NAV). See RM/Navigation (NAV). A point prescribed in each instrument approach procedure at which a missed approach procedure shall be executed if the required visual reference does not exist. The procedure to be followed if the approach cannot be continued. The operation of a base aircraft and one or more variants of the same type, common type, related type, or a different type by one or more flight crew members, between training or checking events. That part of an aerodrome to be used for the takeoff, landing and taxiing of aircraft, consisting of the maneuvering area and the apron (s). Non-intersecting runways whose extended center lines have an angle of convergence/ divergence of 15 degrees or less. The hours between the end of evening civil twilight and the beginning of morning civil twilight or such other period between sunset and sunrise, as may be prescribed by the appropriate authority. Note: Civil twilight ends in the evening when the center of the suns disc is 6 degrees below the horizon and begins in the morning when the center of the suns disc is 6 below the horizon.
Minimum Approach Break-off Height (MABH) Minimum Descent Altitude/ Height (MDA/H) Minimum En route Altitude (MEA) Minimum Equipment list (MEL)
Minimum Obstacle Clearance Altitude (MOCA) Minimum Terrain Clearance Altitude (MTCA) Minimum Safe/Sector Altitude (MSA) Missed Approach Point (MAP)
Missed Approach Procedure Mixed Fleet Flying (MFF)
Movement area
Near-parallel runway
Night
Non-precision approach NOTAM
An instrument approach and landing which does not utilize electronic glide path guidance. A notice distributed by means of telecommunication containing information concerning the establishment,
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condition or change in any aeronautical facility, service, procedure or hazard, the timely knowledge of which is essential to personnel concerned with flight operations Obstacle Clearance Altitude/ Height (OCA/H) The lowest altitude or the lowest height above the elevation of the relevant runway threshold or the aerodrome elevation as applicable, used in establishing compliance with appropriate obstacle clearance criteria. The operators plan for the safe conduct of the flight based on considerations of aircraft performance, other operating limitations and relevant expected conditions on the route to be followed and at the aerodromes concerned. A person, organization or enterprise engaged in or offering to engage in an aircraft operation. A formal description of differences between types or variants flown by a particular operator. Several sets of titles and abbreviations used to define ranks, duties, seating, etc.: Rank
Operational flight plan
Operator Operator Difference Requirements (ODR) Pilot nomenclature
Captain Flight officer Flight officer trainee

Duties and responsibilities
Pilot-in-Command (P-i-C) The pilot responsible for
the operation and safety of the aircraft during flight time.
Copilot (CP) The pilot assisting the P-i-C. Cruise Pilot (CRP) The crew member carried as a
relief pilot on flight exceeding the maximum agreed flying time. Any pilot on duty Pilot flying Pilot not flying (PM/Pilot Monitoring)* Cruise pilot Line Check Pilot Supernumerary pilot Instructor pilot Student pilot Observer Representative from DCA Pilot occupying the left seat (CM1) Pilot occupying the right seat (CM2) Pilot occupying seats assigned by P-i-C Observing pilot Captain or P-i-C Copilot Cruise pilot Flight deck duties P PF PNF CRP SV SN PI, I PS O CAA LP RP CRP O FC FP FS
Seat allocation
Crew schedules, BX programs, etc.
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FTR Note:
Flight officer trainee 1. Special duty designation may be defined by a third letter, e.g. FCI (instructor pilot.) 2. Designation as Flight officer trainee will be started from his first employment until he is released as Flight officer for the aircraft type.
Pre-captain candidate
A senior copilot who has been approved by Flight Operations committee to undergo the pre-captain candidate evaluation process. An instrument approach and landing using precision azimuth and glide path guidance with minima as determined by the category of operation. Primary radar equipment used to determine the position of an aircraft during final approach, in terms of lateral and vertical deviations relative to a nominal approach path, and in range relative to touchdown. Note: Precision approach radars are designated to enable pilots of aircraft to be given guidance by radiocommunication during the final stages of the approach to land.
Precision approach and landing operations Precision Approach Radar (PAR)
Pressurealtitude
An atmospheric pressure expressed in terms of altitude which corresponds to that pressure in the Standard Atmosphere. The orthogonal projection of a flight path or portion thereof on the vertical surface containing the nominal track. An airspace of defined dimensions, above the land areas or territorial waters of a State, within which the flight of aircraft is prohibited. Alcohol, opioids, cannabinoids, sedatives and hypnotics, cocaine, other psycho stimulants, hallucinogens, and volatile solvents, whereas coffee and tobacco are excluded. An approach in which the final approach phase is executed under the direction of a radar controller. The separation used when aircraft position information is derived from radar sources. Provision of navigational guidance to aircraft in the form of specific headings, based on the use of radar. A form of radio communication primarily intended for the exchange of information in the form of speech. An authorization entered on or associated with a license and forming part thereof, stating special conditions, privileges or limitations pertaining to such license. A flight on which a pilot is scheduled with a supervisory pilot as the P-i-C in order to demonstrate his ability to be released for active service on the route or aircraft concerned without further training. A flight plan related to a series of frequently recurring, regularly operated individual flights with identical basic features, submitted by an operator for retention and repetitive use by ATS units. A specified geographical location in relation to which the position of an aircraft can be reported. A statement of the navigation performance necessary for operation within a defined airspace.
Profile Prohibited area
Psychoactive substances
Radar approach Radar separation Radar vectoring Radiotelephony Rating
Release Flight (RF)
Repetitive flight plan (RPL)
Reporting Point Required Navigation Performance (RNP)
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Rest period Restricted area
Any period of time on ground during which a flight crew member is relieved of all duties by the operator. An airspace of defined dimensions, above the land areas or territorial waters of a State, within which the flight of aircraft is restricted in accordance with certain specified conditions. A containment value expressed as a distance in nautical miles from the intended position within which flights would be for at least 95 per cent of the total flying time. Information given to a pilot by a qualified person to ensure that a pilot has sufficient knowledge of a route or routes to commence flight as either student pilot or active pilot. A defined rectangular area on a land aerodrome prepared for the landing and takeoff of aircraft. A designated position intended to protect a runway, an obstacle limitation surface, or an ILS/ MLS critical/sensitive area at which taxiing aircraft and vehicles shall stop and hold, unless otherwise authorized by the aerodrome control tower. The range over which the pilot of an aircraft on the center line of a runway can see the runway surface markings or the lights delineating the runway or identifying its center line. A surveillance radar system which uses transmitters/ receivers (interrogators) and transponders. Simultaneous operations on parallel or near-parallel instrument runways in which one runway is used exclusively for approaches and the other runway is used exclusively for departures. A self-study of the route or aerodrome to be flown in the relevant route and aerodrome manuals and flight plans until the pilot is confident that his knowledge of the route or aerodrome to be flown is adequate. A flight officer who holds a position as a copilot for more than 4 years, holds an Airline Transport Pilot License (ATPL) and passed the requirement program from Pilot Administration Department. Information issued by a meteorological watch office concerning the occurrence or expected occurrence of specified en route weather phenomena which may affect the safety of aircraft operations. A special series of NOTAM notifying the presence or removal of hazardous conditions due to snow, ice, slush or standing water associated with snow, slush and ice on the movement area, by means of a specific format. A designated instrument flight rule (IFR) arrival route linking a significant point, normally on an ATS route, with a point from which a published instrument approach procedure can be commenced. A designated instrument flight rule (IFR) departure route linking the aerodrome or a specified runway of the aerodrome with a specified significant point, normally on a designated ATS route, at which the en route phase of a flight commences. Any one of the following three types of apparatus in which flight conditions are simulated on the ground: A flight simulator, which provides an accurate representation of the flight deck of a particular aircraft type to the extent that the mechanical, electrical,
RNP type
Route briefing
Runway Runwayholding position
Runway Visual Range (RVR)
Secondary Surveillance Radar (SSR) Segregated parallel operations
Self-study/ self-briefing
Senior Copilot
SIGMET information
SNOWTAM
Standard instrument arrival (STAR)
Standard Instrument Departure (SID)
Synthetic flight trainer
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electronic, etc., aircraft systems control functions, the normal environment of flight characteristics of that type of aircraft are realistically simulated; A flight procedures trainer, which provides a realistic flight deck environment, and which simulates instrument responses, simple control functions of mechanical, electrical, electronic, etc., aircraft systems, and the performance and flight characteristics of aircraft of a particular class; A basic instrument flight trainer, which is equipped with appropriate instruments, and which simulates the flight deck environment of an aircraft in flight in instrument flight conditions. Taxiway A defined path on a land aerodrome established for the taxiing of aircraft and intended to provide a link between one part of the aerodrome and another. These include the following: Aircraft stand taxilane Apron taxiway A portion of an apron designated as a taxiway and intended to provide access to aircraft stands only; A portion of a taxiway system located on an apron and intended to provide a through taxi route across the apron; A taxiway connected to a runway at an acute angle and designed to allow landing aircraft to turn off at higher speeds than are achieved on other exit taxiways thereby minimizing runway occupancy times.
Rapid exit taxiway
Terminal control area (TMA) Threshold Touchdown Track
A control area normally established at the confluence of ATS routes in the vicinity of one or more major aerodromes. The beginning of that portion of the runway usable for landing. The point where the nominal glide path intercepts the runway. The projection on the earths surface of the path of an aircraft, the direction of which path at any point is usually expressed in degrees from North (true, magnetic or grid). The altitude at or below which the vertical position of an aircraft is controlled by reference to altitudes. The airspace between the transition altitude and the transition level. The lowest flight level available for use above the transition altitude. An instrument used for assessment of Runway Visual Range (RVR). A variant is an aircraft or a group of aircraft with the same characteristics that have pertinent differences from a base aircraft. The vertical visual range into an obscuring medium. The ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night. An approach by an IFR flight when either part or all of an instrument approach procedure is not completed and the approach is executed in visual reference to terrain.
Transition altitude Transition layer Transition level Transmissometer Variant
Vertical visibility Visibility
Visual approach
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Visual Meteorological Conditions (VMC) VOLMET broadcast Waypoint
Meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling, equal to or better than specified minima. Routine broadcast of meteorological information for aircraft in flight. A specified geographical location used to define an area navigation route or the flight path of an aircraft employing area navigation. Waypoints are identified as either: Fly-by waypoint A waypoint which requires turn anticipation to allow tangential interception of the next segment of a route or procedure; or A waypoint at which a turn is initiated in other to join the next segment of a route or procedure.
Flyover waypoint
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No. 1 Revision date 1 JUN 11 Date filed No. Revision date Date filed
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ORGANIZATION AND RESPONSIBILITIES Table of Contents
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1.1 1.1.1 1.1.2 1.2 1.3 1.3.1 1.3.2 1.3.3 1.3.4 1.3.5 1.3.6 1.3.7 1.3.8 1.3.9 1.3.10 1.3.11 1.3.12 1.3.13 1.3.14 1.3.15 1.3.16 1.3.17 1.3.18 1.3.19 1.3.20 1.3.21 1.3.22 1.3.23 1.3.24 1.3.25 1.4 1.4.1
ORGANIZATION AND RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

ORGANIZATION STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 COMPANY ORGANIZATION CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 OPERATIONS ORGANIZATION CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 NOMINATED POSTHOLDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 RESPONSIBILITIES AND DUTIES OF OPERATIONS MANAGEMENT PERSONNEL . . . . . . . . 1 EXECUTIVE VICE PRESIDENT (DO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 VICE PRESIDENT, FLIGHT OPERATIONS (DP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 VICE PRESIDENT, AVIATION RESOURCES DEVELOPMENT (DX) . . . . . . . . . . . . . . . . . . . . . 2 VICE PRESIDENT, FLIGHT OPERATIONS SUPPORT (D8) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 VICE PRESIDENT, IN-FLIGHT SERVICES (DQ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 DIRECTOR, PILOT ADMINISTRATION (OS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 DIRECTOR, FLIGHT STANDARDS (OO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 DIRECTOR, FLIGHT TEST AND DEVELOPMENT (OE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 DIRECTOR, OPERATIONS CONTROL AND PLANNING (OP) . . . . . . . . . . . . . . . . . . . . . . . . . 5 DIRECTOR, OPERATIONS COORDINATION AND DISPATCH SERVICES (OC) . . . . . . . . . . 6 DIRECTOR, FLIGHT DECK CREW TRAINING (BX) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 DIRECTOR, AVIATION PERSONNEL DEVELOPMENT (BA) . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 DIRECTOR, FLIGHT SIMULATOR (BF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 DIRECTOR, CABIN CREW TRAINING (BQ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 DIRECTOR, FLIGHT OPERATIONS SAFETY (OI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 DIRECTOR, CREW GENERAL ADMINISTRATION (OA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 DIRECTOR, FLIGHT TECHNICAL AND DOCUMENT SUPPORT (OH) . . . . . . . . . . . . . . . . . . 9 DIRECTOR, STRATEGIC & QUALITY SYSTEM MANAGEMENT (OX) . . . . . . . . . . . . . . . . . . 9 DIRECTOR, CABIN CREW ADMINISTRATION (QV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 DIRECTOR, IN-FLIGHT SERVICES STANDARD & QUALITY CONTROL (QQ) . . . . . . . . . . . 9 DIRECTOR, IN-FLIGHT EQUIPMENT PLANNING & CONTROL (QK) . . . . . . . . . . . . . . . . . . 10 DIRECTOR, IN-FLIGHT CATERING PLANNING & CONTROL (QY) . . . . . . . . . . . . . . . . . . . . 10 DIRECTOR, OPERATIONS RESOURCES AND SERVICES MANAGEMENT (OZ) . . . . . . . 10 DEPARTMENT MANAGER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 DIVISION MANAGER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 AUTHORITY, DUTIES AND RESPONSIBILITIES OF THE PILOT-IN-COMMAND . . . . . . . . . . . . 1 DUTIES AND RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Prior to flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 During flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 After flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 AUTHORITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 DUTIES AND RESPONSIBILITIES OF CREW MEMBER OTHER THAN THE PILOTIN-COMMAND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Copilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.4.1.1 1.4.1.2 1.4.1.3 1.4.1.4 1.4.2 1.5 1.5.1
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ORGANIZATION AND RESPONSIBILITIES Table of Contents
1.5.1.1 1.5.1.2 1.5.1.3 1.5.1.4 1.5.2 1.5.2.1 1.5.2.2 1.5.2.3 1.5.2.4 1.5.3 1.6 1.6.1 1.6.2 1.6.2.1 1.6.2.2 1.6.2.3 1.6.3 1.6.3.1 1.6.3.2 1.6.3.3
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Prior to flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 During flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 After flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Cruise Pilot (CRP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Prior to flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 During flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 After flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Cabin crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
GENERAL DUTIES OF FLIGHT PERSONNEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Subordination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Personnel off duty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Personnel on duty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Duties outside THAI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Crew conduct . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Appearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Conversation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
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ORGANIZATION AND RESPONSIBILITIES

ORGANIZATION STRUCTURE
COMPANY ORGANIZATION CHART
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OPERATIONS ORGANIZATION CHARTS
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NOMINATED POSTHOLDERS
Executive Vice President, Operations (DO) Vice President, Flight Operations (DP) Captain ASDAVUT W. Captain WIROJ J. Captain PONGPEERA P. (DP-B) Captain VIRIN A. (DP-C) Vice President, Aviation Resources Development (DX) Captain ATHISAK P. Captain SATHAPORN C. (DX-B) Captain CHUCHART J. (DX-C) Vice President, Operations Support (D8) Vice President, In-flight Services (DQ) Captain ALONGOT P. Captain SUCHART K. (D8-B) Ms. BHINKHAM R. Ms. KITRAVEE B. (DQ-B) (DQ-C) Director, Pilot Administration (OS) Director, Flight Standards (OO) Director, Flight Test & Development (OE) Director, Operations Control & Planning (OP) Director, Operations Coordination and Dispatch Services (OC) Director, Flight deck Crew Training (BX) Director, Aviation Personnel Development (BA) Director, Flight Simulator (BF) Director, Cabin Crew Training (BQ) Director, Flight Operations Safety (OI) Director, Crew General Administration (OA) Director, Flight Technical & Document Support (OH) Director, Strategic & Quality System Management (OX) Director, Cabin Crew Administration (QV) Director, In-flight Services Standard and Quality Control (QQ) Director, In-flight services Equipment Planning and Control (QK) Director, In-flight services Catering Planning and Control (QY) Director, Operations Resources and Services Management (OZ) Captain BHURIT S. Captain PAIROJ P. Captain Mr. MANOP N. Captain KUMPOL C. Captain SAKTAWEE S. Captain POOWADOL B. Mr. PRAMOOK T. Mrs. WACHANA P. Captain WERASAK W. Captain SUTEE C. Mr. KONGSIN V. Mr. TAWEECHAI H. Mr. CHATCHAWAN S. Mr. CHATUPOL P. Mrs. USANEE S. Mr. CHUMBHOT T. Ms. PORNPAN P.
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1.3.1
RESPONSIBILITIES AND DUTIES OF OPERATIONS MANAGEMENT PERSONNEL

EXECUTIVE VICE PRESIDENT (DO)
The Executive Vice President, Operations (DO) reports directly to the President of the Company and has duties and responsibilities to: Plan, organize and control overall activities of Flight Operations Dept. (DP), Aviation Resources Development Dept. (DX), and Flight Operations Support Dept. (D8) to be in compliance with the Companys targets, regulations and policies. Establish and supervise flight operations and services to satisfy commercial demands for safe, economical and efficient performance. Support coordination with government agencies, state enterprises, and international organizations in matters related to flight operations and services. Supervise all flight operations and services in order to maintain the Companys required qualities and standards. Closely follow international aviation developments in order to attain operational improvement. Represent the Company externally in issues related to flight operations and services. Delegate duties to a senior administrative pilot to ensure managerial continuity during his absence. Authority and responsibility for maintaining compliance with conditions and restrictions of the AOC.
1.3.2
VICE PRESIDENT, FLIGHT OPERATIONS (DP)

The Vice President, Flight Operations (DP) reports to the Executive Vice President, Operations (DO), and has duties to: Organize, direct and develop overall flight operations activities, both International and Regional, as well as to exercise overall control in order to be in compliance with the Companys targets, regulations, policies and planning. Establish standardized requirements for all flight operations and related ground operations, and supervise all activities concerned in accordance with the Companys standard as well as the regulations from both local and international authorities with adherence to applicable government regulations. Plan, conduct, and control flight operations in a way that satisfies commercial demands and ensures safe, economical and efficient performance of all transport activities and also maintains the Companys required quality and standard. Closely follow international aviation development in respect of flight operations, and also participate, in liaison with the Companys authorities and international bodies, in the development of flight operation requirements for equipment and performance concerning safety as well as economy. Establish, assure and supervise dynamic and economical personnel development projects to ensure the highest personnel standard in every possible way and to maximize personnel utilization. Be fully responsible for provision, utilization, maintenance and quality control assurance of all Flight Operations resources and supports, such as personnel, equipment as well as document. In certain circumstances, plan and implement pilot rotation under discreet consideration and approval of authorities concerned. Provide cooperation and assistance, as required, to functions concerned within DO. Represent the Company externally in the issues related to and all matters concerned with flight deck crew operation. Handle short- and long-term Flight Operations resource planning.
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Submit annual budget proposal and ensure result achievement to the targets and performance measures required by the Executive Vice President, Operations and the Companys Management. Perform and fulfil any mission or task assigned by the Executive Vice President, Operations. The Mission Commander (DP-B/DP-C) reports to the Vice President (DP), and has duties to: Assist DP in all matters concerning flight operations as well as administrative tasks. Act on DPs behalf during his absence regarding his duties and responsibilities. Perform and fulfill any mission assigned by DO and DP.
1.3.3
VICE PRESIDENT, AVIATION RESOURCES DEVELOPMENT (DX)

The Vice President of Aviation Resources Development Dept. (DX) reports to the Executive Vice President, Operations (DO) and has duties to: Plan, organize and direct appropriate and efficient functional ground and flight training as well as emergency training for all flight crew. Initiate and implement certain means and measure to promote operational safety, economical and efficient procedure to accomplish effective training for all flight personnel. Coordinate with all functions concerned the preparation and provision of required training aids, training materials and training facilities to ensure that they are always available in accordance with training needs. Organize and assure the economical and efficient operation, utilization as well as maintenance of flight simulator, Cabin Service Mock-up (CSM), Cabin Emergency Evacuation Trainer (CEET) and the premises. In cooperation with functions concerned, analyze, plan and promote efficient measures in carrying out recruitment procedures of both flight crew and cabin crew whenever needed and in accordance with the Companys requirement. Arrange, in coordination with related government authorities, the examination and the process of flight personnel licensing. Schedule and supervise the Pilot Proficiency Checks (PPC) for all pilots. Prepare and draft curricula and syllabi for all operation training and route supervision. Follow up and be fully familiar with the aviation technological advance with respect to training activities in order to ensure operational safety, efficiency and high training standard. Acquire and develop computerized advance training aids as well as concerned computer resources to the highest available technology to serve future expansion of both internal functions and external requirement. Organize, handle and coordinate all matters concerning external sales of training services. Represent the Company externally in issues related to flight training. Keep contact and conversant with experts, academicians and specialists in concerning fields for flight crew training course development. Handle and prepare revenue and cost analysis of flight crew training programs in terms of profitability control and planning purposes. Perform other duties and responsibilities delegated and assigned by DO. The Mission Commander (DX-B/DX-C) reports to the Vice President (DX), and has duties to: Assist DX in all matters concerning flight operations as well as administrative tasks. Act on DXs behalf during his absence regarding his duties and responsibilities. Perform and fulfill any mission assigned by DO and DX.
1.3.4
VICE PRESIDENT, FLIGHT OPERATIONS SUPPORT (D8)

Scope of department tasks
The main task of this department is to be responsible for overall activities of flight operations relating to flight safety, crew general administration, i.e. scheduling, crew movement and crew requirement for flight duty, as well as airplane rotation according to Company Traffic
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Program. This secondary task is to be responsible for coordinating with other functions within/ outside the Company related to non-flight operations matters, especially concerning regulatory requirements and aviation medical services.
Scope of authority
The Vice President of Flight Operations Support Dept. (D8) is the superior of the department and is responsible for all departments under D8. He has fully authority in administrating, delegating and directing tasks within the department. He reports to the Executive Vice President of Operations (DO). His responsibilities are to: Plan, organize and control that flight operations and crew general administration are carried out smoothly and efficiently. Coordinate with all functions within and outside the Company relating to flight support and associated matters, e.g. regulatory requirements and aviation medical services. Compile and follow up the monthly operational reports of the departments under DO in order to utilize the information therein for improvement and development of flight operations. Plan, organize and ensure that the economical, safe and efficient flight performance as well as crew utilization are in accordance with Companys long-term planning. Perform any other duties as delegated and assigned by DO.
1.3.5
VICE PRESIDENT, IN-FLIGHT SERVICES (DQ)

The Vice President, In-flight Services Dept. (DQ) reports to the Executive Vice President, Operations (DO), and has duties and responsibilities to: Plan, establish policies and manage all activities concerning in-flight services both domestic and international routes. Plan, establish policies and direct cabin crew utilization administration in relevant to the Company's long-term plan. Coordinate with functions concerned in planning cabin crew recruitment and utilization. Establish policies, oversee, enforce and manage the in-flight service standard development in accordance with passenger's expectation on each route. Oversee, monitor, evaluate and control the cabin crew in-flight service performance to maintain the standard service quality and consistency. Oversee and direct all the matters concerning the occupational health, safety and environment for cabin crew in relevant to the Company's policies, regulations and law. Oversee and manage all the matters concerning the Department's standard in compliance with law, standard and relevant rules. Establish policies, oversee and manage cabin crew training and development in compliance with the Company's vision and corporate plan. Cooperate with functions concerned regarding the management of cabin crew's benefits including reward, punishment and career path in order to create spirit and motivation. Plan, establish policies, and oversee the management of the in-flight food and equipment utilization consistency to enhance in-flight services. Oversee all subordinate functions and perform duties as assigned by the superiors. In-flight Services Department (DQ) comprises departments as follows: 1. Cabin Crew Administration Dept. (QV) 2. In-flight Services Standard and Quality Control Dept. (QQ) 3. In-flight Catering Planning & Control Dept. (QY) 4. In-flight Equipment Planning & Control (QK) Service Operations Director (DQ-B/DQ-C) reports to the Vice president, In-flight Services (DQ), and has duties to: Assist DQ in all matters concerning in-flight services operations as well as administrative tasks. Act on DQs behalf during his absence regarding his routine duties and responsibilities.
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Perform and fulfill any tasks assigned by DO and DQ. Note: For the rest of DQ organization and its duties and responsibilities, refer to DQ Management Manual.
1.3.6
DIRECTOR, PILOT ADMINISTRATION (OS)

The Director of OS reports to the Vice President (DP). It is his duties and responsibilities to: Plan and establish policy for administration of all matters concerning flight operations as performed by flight crew. Ensure that all operational procedures and regulations and other aspects regarding the Company's route net, are being observed and adhered to. Participate in investigation term in case of any incidents or accidents caused by pilots and gather all the required documents to forward to the departments concerned. Coordinate closely with OA on long-term planning to ensure that there are sufficient number of pilots to serve the flight operations requirement and any necessary supporting activity. Monitor the pilot utilization to ensure that all pilots are scheduled for flight duty in accordance with the established rules and the Company's policy. Oversee and ensure that Line Check Pilots perform supervision flights for each pilot at least once a year and whenever necessary. Direct and supervise all functions under OS to ensure that the efficiency and performance of all pilots are always kept up to the Company's standards. Issue Flight Deck Bulletin.
1.3.7
DIRECTOR, FLIGHT STANDARDS (OO)

The Director of Flight Standards Department (OO) reports directly to Vice President (DP). It is his duties and responsibilities to: Plan, establish policy and oversee the flights standards related matters to ensure that the pilots are familiar with regulations and instructions concerning flight operations in all the routes flown by the Company. Follow up on all regulations applied to the flight operations on all routes and aerodromes in order to ensure that the existing regulations and instructions can be practically applied. Review the rules and regulations in the planning of all phases of flight and give instructions, which in the course of time, are found appropriate to be adjusted or revised in order to maintain safe, economical and efficient flight operations. Develop and standardize system-wide flight operation documents such as Operations Manual Part A (OM-A), Ships Handbook (SHB), Route Manual, Aerodrome Manuals and Chart Manuals. Coordinate with Department of Civil Aviation and other authorities concerned to ensure that rules, regulations and procedures stated in the OM-A are clearly understood and accepted by the authorities. Also, ensure that OM-A and other related documents are updated to aviation standards. Suggest ways and means of improving navigational standards and acquire current knowledge of the international trends in aeronautical navigation and technology. Plan, conduct and oversee Pre-Captain Candidate evaluation process. Follow up and analyze Pre-Captain Candidate evaluation results and inform departments concerned. Act as chairman of Pre-Captain Candidate Evaluation Meeting which is held every quarter with the Chief Pilots and Pre-Captain Candidate Evaluators in order to check and calibrate the standards of Flight Officers who would be selected to be trained as Captain. Perform the duty of Pre-Captain Candidate Evaluator to check the readiness of Flight Officers in order to select them for training as Captain. Perform base release for Captain Candidate in one out of three base release flights for the Flight Officers who have been trained in order to promote them as Captain. Closely follow up on the Voyage Reports in order to ensure that the departments concerned rectify all the problems mentioned in the reports.
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Propose the significant Voyage Reports to the departments concerned in the meeting in order to discuss and initiate corrective and preventive process for benefit to the Company. Prepare and issue FLIGHT STANDARDS INFO bulletins to all flight crew members and functions concerned to remind them of any changes from the previous information, instructions and procedures. Oversee the works performed by subordinates under OO. Perform any other duties as assigned by the superiors. The Deputy Director (OO-B) and the Assistant Director (OO-C) report to the Director (OO) and have duties to: Assist OO in all matters concerning flight standards as well as administrative tasks. Act on OOs behalf during his absence upon being assigned. Perform any mission or tasks as assigned by OO.
1.3.8
DIRECTOR, FLIGHT TEST AND DEVELOPMENT (OE)

The Director of OE reports to the Vice President (DP) and has duties and responsibilities to: Establish policy, plan and administer all matters related to flight test and technical development of all airplane types. Control and give advice to test pilots on technical matters related to flight and ground test of newly purchased/leased airplane including airplane released after major maintenance program. Provide full support and coordination to
Engineering Dept. (TE), Pilot Administration Dept. (OS), Flight Technical & Document Support Dept. (OH), Flight Standards Dept. (OO), Flight Operations Safety Dept. (OI), Flight Deck Crew Training Dept. (BX), and Flight Technical Engineering Dept. (OU)
in relation to engineering matters, flight technical requirements, technical operations as well as safety impact. Study, analyze, evaluate and follow up on all matters regarding international development in aviation technology which particularly relates to Flight Operations. Be in charge of all administrative matters within OE and perform any other duties as assigned by DO/DP.
1.3.9
DIRECTOR, OPERATIONS CONTROL AND PLANNING (OP)

The Director of OP reports to the Vice President (DP). He has the authorities to issue the instructions to functions concerned on disposition of system-wide daily traffic. Based on traffic demand and operations reason, this includes establishing extra flights, re-routing combining, rescheduling, delaying and canceling flights, etc. He has duties and responsibilities to: Supervise overall activities in operations control and planning in order to maintain and improve the efficiency in flight regularity and punctuality. Plan and supervise the execution of current traffic in relation to established international and domestic flight schedules. In the event of an airplane accident or emergency, activate the Initial Emergency Crisis Center and notify emergency response units.
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1.3.10
DIRECTOR, OPERATIONS COORDINATION AND DISPATCH SERVICES (OC)

The Director of OC reports to the Vice President (DP). It is his duties to: Assist and coordinate operations matters with DP. Coordinate with the departments concerned the necessary operations and traffic planning activities in connection with the current and future traffic programs and additional production, and also evaluate all factors, which may have influence on operations and economic situation. Supervise overall activities concerning the management, maintenance and development of THAI Automatic Flight Planning and Weather Analysis System (TAFS) and other related subsystems in order to promote the efficiency of flight dispatch services systemwide. Coordinate flight and route facility matters with functions concerned within his area of responsibility. Control navigation database expenses. The Deputy Director (OC-B), reports to the Director (OC), and has duties to: Assist OC in all matters concerning Operations Coordination and Dispatch Services as well as administrative tasks. Act on OCs behalf during his absence regarding his role and responsibilities. Perform and fulfill any mission delegated by OC. The Assistant Director (OC-C) reports to the Director (OC) and has duties to: Assist OC and OC-B in handling matters concerning Operations Coordination and Dispatch Services. Act on OCs behalf during OCs/OC-Bs absence. Perform any mission or task assigned by OC.
1.3.11
DIRECTOR, FLIGHT DECK CREW TRAINING (BX)

The Director of BX reports to the Vice President (DX). It is his duties and responsibilities to: Organize adequate ground and flight training including safety and emergency training. Keep DX informed of the progress and performance of trainees. Initiate measures to ensure a safe, economical and efficient way to accomplish the training. Prepare curricula and syllabi for all operation training and route supervision. Have the training personnel well-prepared and their equipment ready for use at all times. Participate in Flight Operations committee by giving constructive comment with regard to the performance and efficiency of each pilot trainee. Submit budget proposal and maintain cost control for BX. Prepare the yearly calendar BX master training plan which can be collected from BD and BO fleet.
1.3.12
DIRECTOR, AVIATION PERSONNEL DEVELOPMENT (BA)

The Director of BA reports to the Vice President (DX). His duties and responsibilities are to: Supervise and administer initial and periodical training regarding safety and emergency for all flight deck crew and cabin crew as required by international aviation regulations. Manage and implement CRM training programs provided for all flight deck crew, cabin crew and other aviation personnel to comply with ICAO, FAA and EASA requirements. Administer and conduct English language training for all pilots in the Operations Department to ensure that their English proficiency meets the ICAO requirements. Closely follow up the new technology of additional pilot training. Manage and maintain practical utilization of the digital library. Supervise and maintain the use of electronic mail facilities for pilot website:
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www.thaipilot.com, www.thaipilot.net, www.thaipilot.org Select and review aviation related articles for DO News to be published and loaded in THAISphere. Be responsible for the Pilot HotSpot project to enhance aviation personnels work potentiality. Revise and update EASA, FAA and ICAO aviation documents in BAHome database. Acquire, collect and keep updated with book, IT information and advanced technology to effectively select and place an order for aviation personnel best training material and resources. Compile and collate aviation information, news and documents: FAA, EASA, ICAO (Documents and Annex) for pilots usage. Manage administrative work for Operations Information Center at the head office bld.5, fl.4, OPC A2, fl. 4 and Pilot Lounge Domestic Terminal fl. 3 Donmeung Airport. Coordinate with other IT functions to ensure that members gain the utmost benefit from the internet/intranet. Prepare budget and control expenses of the department. The Deputy Director (BA-B) reports to the Director (BA). His responsibilities are as follows: Act on behalf of BA during his absence. Administer and supervise all functions within the department.
1.3.13
DIRECTOR, FLIGHT SIMULATOR (BF)

The Director of BF reports to the Vice President (DX). It is his duties and responsibilities to: Organize, control and ensure the economical and efficient operation and maintenance of all aviation training equipment (such as Flight Simulator, Flight Training Device, Cabin Emergency Evacuation Trainer and Aircraft Door Trainer, etc.) and the related equipment. Set up strategic actions to maintain high reliability and high standard of flight simulators, flight training devices and safety training equipment. Closely follow the movement of international technology development in the field of flight simulators, flight training devices and safety training equipment in order to improve the training equipments to ensure effective and efficient training. Coordinate with functions concerned to monitor and participate in evaluating the specification of new training equipments required for aviation personnel training activities. Coordinate with functions concerned to ensure effective utilization of aviation training equipment. The Deputy Director (BF-B) reports to the Director (BF), and has duties and responsibilities to: Assist BF in all matters concerning Flight Simulator responsibilities. Act on BFs behalf during his absence regarding his duties and responsibilities except policy matters. Perform and fulfill any mission assigned by DO, DX, and BF.
1.3.14
DIRECTOR, CABIN CREW TRAINING (BQ)

The Director of BQ reports to the Vice President, Aviation Resources Development Dept. (DX) and has duties and responsibilities to: Plan and prepare BQ strategic plan including monitoring and submitting monthly reports to summarize and forward to the management. Plan, establish policies and manage cabin crew training in compliance with In-flight service development by studying and analyzing data from various functions concerned. Establish policies, monitor BQ strategic plan and plan for basic, advanced courses including competency development for cabin crew in all classes of service in relevant to the Company strategic plan and goal. Plan, establish policies and manage manpower of cabin instructors by cooperating with QV. Oversee and develop cabin crew instructors, including enforce BQs rules, regulations and announcements to them.
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Control records of all course evaluation and assessment. Direct the development of training aids, classrooms, CST (Cabin Service Trainer), production of manuals and textbooks, develop and update service technique. Process training courses and analyze report of customers demand consistently and efficiently to compete with other airlines. Control consistent and efficient records of training data analysis of customers demand for publishing to concerned with other function. Coordinate with functions under BQ at least once a month in summarizing the operation and propose reports and operation progress to the superior. Direct and control subordinate function to submit reports though MIS (management Information System) and publish to functions under DX and DQ. Prepare and submit department annual budget and subordinate functions to the superior. Oversee the operation of subordinate functions and perform other duties as assigned by the superior. Oversee the operation functions and perform other duties as assigned by the superior.
1.3.15
DIRECTOR, FLIGHT OPERATIONS SAFETY (OI)

The Director of OI reports to the Vice President (D8) and has duties and responsibilities to: Monitor an analysis of aviation electronic data. Conduct and/or participate in accident/incident investigation. Give recommendations to concerned functions on how to prevent accident/incident. Monitor and handle all air safety reports of Operations Dept. Develop and manage the operations safety training courses. Liaise with domestic and international bodies in the matter of operations. Supervise the process to have a Certificate of Operations Specification issued and approved. Handle Line Operations Safety Audit (LOSA). Handle and control the operations internal audit. Monitor and handle cabin safety. Supervise the publication of THAI Flight Safety Information magazine and other printed materials relevant to aviation safety. Authorize/approve revisions of the OSQM content. The Deputy Director of Flight Operations Safety Dept. (OI-B) reports to the Director (OI) and has duties and responsibilities to: Act on behalf of OI upon being assigned. Assist OI in all works under the responsibilities of Flight Operations Safety Dept. Report all matters pertaining to flight operations to the Director of Flight Operations Safety Dept.
1.3.16
DIRECTOR, CREW GENERAL ADMINISTRATION (OA)

The Director of OA reports to the Vice President (D8) and has duties and responsibilities to: Based on the Traffic Program Information, maximize the utilization of Flight Crew and Cabin Crew, according to the Company rules and regulations. Produce Flight/Cabin Crew Master Crew Sling for economical and efficient flight operation. Be one of the Crew Hotel Selection Committee. Ensure that crew hotel accommodation, transportation and other related activities and services are sufficiently provided to fulfill the requirements of crew in order to perform their daily flight duties. Change of Crew Movement by Telex in case of any irregularities, for smooth flight operation.
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1.3.17
DIRECTOR, FLIGHT TECHNICAL AND DOCUMENT SUPPORT (OH)

The Director of OH reports to the Vice President, Flight Operations Support (D8) and has duties and responsibilities to: Develop flight technical and publication frameworks, policies and standard. Ensure that all Company's airplanes are adequately equipped for their mission. Provide system-wide technical operation instructions for safe, efficient operations of airplane and in accordance with regulations concerned. Provide support and cooperate with other functions in such matters as training, flight procedures, flight test, publication, airplane and equipment specifications, technical data etc. Be current with the latest development and progress in flight technical and publication matters in order to develop necessary solution to operation problem and for continuous improvement. Provide the information centre with flight technical data, develop and promote use of technical data in digital form on ground and in flight. Maintain liaison with Department of Civil Aviation and international authorities as well as alliance airlines. This also includes supervision of operations done by subordinate functions, and be responsible for those ad hoc missions assigned by superior officer. The Deputy Director (OH-B) reports to the Director (OH) and has duties to: Assist OH in all matters concerning flight technical and document support responsibilities as well as administrative task. Act on OH's behalf during his absence regarding his duties and responsibilities. Perform and fulfill any mission assigned by DO, D8 and OH.
1.3.18
DIRECTOR, STRATEGIC & QUALITY SYSTEM MANAGEMENT (OX)

The Director of OX reports to the Vice President (D8) and has duties and responsibilities to: Plan, monitor, and supervise all functions to prepare Risk Management Reports, Internal Control Reports and Strategic Planning Reports. Be responsible in planning, monitoring and supervising knowledge accumulation for all Executive Management and staff in Operations Department (DO). Execute Knowledge Management in DO for purpose of adding on potential and competencies of staff work performance. Manage IT system within DO, facilitate DO IT utilization, research and develop IT projects according to DO strategies and business requirements, coordinate with VZ relating to DO IT master plan, conduct and monitor IT security procedures within DO. Monitor and control all work performance under OX and other tasks assigned by the superior.
1.3.19 1.3.20
DIRECTOR, CABIN CREW ADMINISTRATION (QV)

Refer to DQ Management Manual.
DIRECTOR, IN-FLIGHT SERVICES STANDARD & QUALITY CONTROL (QQ)

The Director, Head of the department, reports to the Vice President, In-flight Services Department, and has duties and responsibilities to: Plan, establish policies, prepare strategic plan for the department, monitor and report the progress and success of the operation according to the department's plan, purpose, goal and Key Performance Indicator/KPI set by the department. Submit monthly operation data summary to the Risk Planning & Management Division (QC-D) to summarize for the management.
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Plan, establish policies, direct and administer all the matters concerning standard setting and In-flight service quality control on intercontinental, regional and domestic routes, to promote efficiency in passenger services, highlight strengths and improve weaknesses according to the passengers' needs in a timely manner and to meet the customers' actual expectation in each route for their continuous and consistent satisfaction according to the Company's plan. Cooperate, in terms of policies, with the Commercial Department to fulfill passengers' needs in each region. Prepare in-flight service development plans to be compatible with missions and directions of Company by collecting information from customers, functions concerned and employees, to create guidelines for service improvement in relevant to actual passengers' needs, and by cooperating with QB in training to promote employees' competencies for certain route localization. Set standards of in-flight service, and cooperate with the management of In-flight Food & Equipment Utilization Management Department, and functions concerned to establish service procedure in accordance with the Company's and the department's guidelines. Oversee service procedure for VVIP/VIP flights by systematically co-operating with all functions concerned. Summarize 3-month cabin reports and journey reports to continuously improve in-flight service. Oversee the evaluation of the in-flight service on each route. Supervise in editing and updating the In-flight Service Operation Procedure Manual (ISOP). Organize monthly meeting to summarize the operation of subordinate functions and reports management progress of the department to the superior. Prepare and submit annual budget to the superior. Control, oversee subordinate functions to fully operate in compliance with the defined plans and goals including perform duties as assigned by the superior.
1.3.21
DIRECTOR, IN-FLIGHT EQUIPMENT PLANNING & CONTROL (QK)

1.3.22
DIRECTOR, IN-FLIGHT CATERING PLANNING & CONTROL (QY)

1.3.23
DIRECTOR, OPERATIONS RESOURCES AND SERVICES MANAGEMENT (OZ)

The Director of OZ reports to the Executive Vice President, Operations (DO) and has duties and responsibilities to: Control the budgetary work of DO and facilitate the administrative services to functions concerned. Plan and set up a policy as well as perform human resources administration of DO. Control the acquisition of crew uniform and accessories. Coordinate with the center to handle the administrative work of DO to be in compliance with Companys policy. Monitor and control works of other functions under supervision and perform other duties as assigned.
1.3.24
DEPARTMENT MANAGER
Refer to OSQM.
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1.3.25
DIVISION MANAGER
Refer to OSQM.
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ORGANIZATION AND RESPONSIBILITIES AUTHORITY, DUTIES AND RESPONSIBILITIES OF THE PILOT-IN-COMMAND
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1.4.1
1.4.1.1
AUTHORITY, DUTIES AND RESPONSIBILITIES OF THE PILOT-IN-COMMAND

DUTIES AND RESPONSIBILITIES
GENERAL
The P-i-C is responsible for the navigation and safety of the airplane and the welfare of passengers since the first passenger has been on board the airplane until the last passenger has disembarked. He has full command over all crew members during flight and when away from home base. He will ensure that standard and emergency procedures and regulations are adhered to by all members of his crew on board as well as on ground. He is responsible for taking action upon receiving a bomb alert message at the time when the airplane is airborne or during taxi maneuvering. He may delegate the responsibility for the safety of the airplane, its cargo and passengers on the ground to the Companys representatives or to specific crew members. He should familiarize himself with the records of pilot trainees on board and assign various duties to them. He should instruct and correct the trainees/ copilots, and give them full chance to gain experience in order to improve their efficiency and quickly lead them up to standard within their own categories. Have responsibility to ensure that the checklists are complied with.
1.4.1.2
Prior to flight
The P-i-C shall: Attend necessary briefing regarding hazard areas, serviceability of aerodromes and aids to navigation for the route to be flown. Attend necessary meteorological briefing. Check the Company Flight Plan, determine and request the quantity of fuel, etc., required. The flight plan check shall cover routing, flight levels and a rough check that the flight plan time and fuel quantity are correctly calculated. Check the NOTAMS and ATS Flight Plan, especially that the routing corresponds to the Company Flight Plan. If conditions so warrant, ascertain the general status of the airplane by a brief visual check. Accept the airplane either from the station engineer (SE) and receive a verbal report on its serviceability, or, if the SE is not present, either the P-i-C himself or through other flight crew members, make himself familiar with the technical condition of the airplane through the Technical Log, the P-i-C carries out a complete Reduced Line Check in accordance with the procedure laid down in FCOM/AOM and signs off the Technical Log. Thereafter, he shall be responsible for the airplane until the flight is completed. Approve the distribution and the magnitude of load by checking and signing the Load sheet and General Declaration. Check fueling and loading. Brief the copilot with regard to who is going to act as PF/PNF (PM) Ensure, when applicable, that the cabin crew are briefed regarding the flight and especially such relevant matters as flight conditions. In case cameras may not be kept by passengers during flight, see to it as far as possible, that the cabin crew follow the specified instructions in the Passenger Service Manual (PSM), or in the Navigation Acts for domestic flight operations.
1.4.1.3
During flight
Ensure that navigation, radio communication, position reporting, etc., are properly performed. Ensure that the flight is carried out at the flight altitude stipulated in the Flight Plan or ordered by the ATC.
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ORGANIZATION AND RESPONSIBILITIES AUTHORITY, DUTIES AND RESPONSIBILITIES OF THE PILOT-IN-COMMAND
Immediately inform the stations concerned of irregularities (technical troubles, diversions, etc.) which occur during flight and which may have influence on the planning and handling of activities on ground. If applicable, keep passengers informed of the flight progress through loudspeaker announcements. Maintain an effective lookout whenever possible during VMC and marginal IMC in order to avoid collisions. Utilize available flight crew when flying in the areas of heavy traffic in order to strengthen lookout as well as handling of CUT communication, tuning of radio aids, etc. When making up the crew working schedule, properly allot the working hours and rest time among crew members.
1.4.1.4
After flight
The P-i-C shall sign all reports made during flight and check whether they are completely filled out.
1.4.2
AUTHORITY
The P-i-C shall: Have authority to give all commands he deems necessary for the purpose of securing the safety of the airplane and of persons or property carried therein. Have authority to justify that safety requirements such as the technical standard of the airplane, adequate crew, weather en route, alternate aerodrome, minimum fuel, etc., are satisfied before the flight plan for his flight is approved. Have authority and joint responsibility for making decision on operational control and flight dispatch regarding flight planning of his flight. Have authority to disembark any person, or any part of the cargo, which, in his opinion, may represent a potential hazard to the safety of the airplane. Not allow a person to be carried in the airplane, who appears to be under the influence of alcohol or drugs to the extent that the safety of the airplane or its occupants is likely to be endangered. Have the right to refuse transportation of inadmissible passengers, deportees or persons in custody if their carriage poses any risk to the safety of the airplane or its occupants. Satisfy himself that the airplane is airworthy and its configuration and equipment are in accordance with the CDL/MEL and decide whether or not to accept the airplane with items unserviceable allowed by the CDL/MEL. Have authority to take extra fuel on top of the minimum fuel for his flight whenever he considers the weather and other conditions warrant. Have authority to justify that the service standard is satisfactory. This shall be made in close cooperation with cabin crew and ground staff taking into consideration the effect of slot times and other operational disadvantages. Have authority to delegate the conduct of the flight to another suitable qualified pilot. Ensure that the airplane flight deck emergency system, passenger cabin emergency system, flight deck emergency equipment, and cabin emergency equipment checks are conducted by the flight crew or delegated to the cabin crew:
Prior to the first flight of the flight crew on an airplane during a duty period, or After a new cabin crew has assumed control of the airplane cabin, or After an airplane has been temporarily left unattended by flight crew or cabin crew.
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ORGANIZATION AND RESPONSIBILITIES DUTIES AND RESPONSIBILITIES OF CREW MEMBER OTHER THAN THE PILOT-INCOMMAND
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1.5.1
1.5.1.1
DUTIES AND RESPONSIBILITIES OF CREW MEMBER OTHER THAN THE PILOT-IN-COMMAND

Copilot
General
Take orders directly from the P-i-C and act as his deputy in his absence or when he is off duty. Be familiar with available navigational facilities and takeoff and approach procedures for the route concerned. Refer to checklists according to the current procedures. Advise the P-i-C of any obstructions on the ground and in the air, other airplane or any instructions from the ATC. Monitor engine instruments and if required, make power adjustments according to the instruction in FCOM/AOM. Assist in the operation of the airplane radio and navigation systems. Observe, analyze and report technical condition of the airplane.
1.5.1.2
Prior to flight
The copilot shall: Attend the P-i-Cs briefing from the Flight Dispatcher and collect Flight Plan, NOTAM and the latest news if applicable. Attend the P-i-Cs meteorological briefing and collect the meteorological report. Complete the ATS Flight Plan, if not yet stored with ATS, and check Flight Plans. After the P-i- Cs examination of the ATS plan, hand it over to ATS if not handled by the Flight Dispatcher or already stored. Collect and bring to the airplane all documents necessary for the flight. Acquaint himself with the contents of the Technical Log from the immediate preceding flights. Calculate actual takeoff data and assist in refueling in accordance with the Companys laiddown procedures.
1.5.1.3
During flight
The copilot shall: Perform the navigation and carefully observe changes of the wind, ice formation and other conditions which may influence the time given in the Flight Plan. Check all essential instruments at regular intervals. In cooperation with other crew members, complete all standard flight forms and prepare applicable reports. Make the required weather observations and see to it that they are transmitted at the time prescribed in the various route procedures. If applicable, keep passengers informed of flight progress, etc., through loudspeaker announcements as directed by the P-i-C. Operate and monitor the engine instrument panel according to valid procedures and immediately inform the P-i-C of any irregularity and malfunction, or if normal operating limits are exceeded. Assist the pilots in communication and navigation including pre-selection of VHF COM frequencies, and change of ATC transponder codes according to ATC instructions. Receive weather broadcasts and currently keep the P-i-C informed of the changes. Assist the pilots in keeping a lookout during VMC, particularly in terminal areas. Partake, by the use of en route chart, in the navigation of the airplane and monitor by the use of all applicable charts in all Descent/Approach and Takeoff/Climb procedures when other duties permit.
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1.5.1.4
After flight
The copilot shall assist the P-i-C in completing the Technical Log and other relevant reports. For two-man crew airplane, the copilot shall also have to: Brief the SE and relief crew on remarks entered in the Technical Log as required. At line stations, assist in refueling according to the laid-down procedures. To reduce on ground time, fuel density and, if applicable, fuel required shall be requested over CUT before landing. Maintain close cooperation with the SE regarding technical services rendered to the airplane, and make sure that the Technical Logs are properly signed. Complete and file Company Flight Plans, Journey Log/FLT Statistics after the flight and ensure that all items belonging to the manuals are returned to their appropriate places at BKK and final destinations, and that items used are noted on the appropriated forms for immediate replacements. Report to the P-i-C for approval of discrepancies to be entered in the Technical Log and ensure that Technical Log is signed by the P-i-C after each landing.
1.5.2
1.5.2.1
Cruise Pilot (CRP)

General
The cruise pilot shall: Assist the operation of airplane radio and navigation systems. Observe, analyze and report technical condition of the airplane.
1.5.2.2
Prior to flight
The cruise pilot shall: Be briefed by the Flight Dispatcher/P-i-C with regard to routes, altitudes, radio facilities and fuel requirement. Make himself familiar with technical condition of the airplane and advise the P-i-C on items noted in the Briefing Card, the hold item list and the Technical Log. Assist copilot in calculating actual takeoff data.
1.5.2.3
During flight
The cruise pilot shall: Assist the pilots in communication and navigation including pre-selection of VHF COM frequencies, and change of ATC transponder codes according to ATC instructions. Receive weather broadcasts and currently keep the P-i-C informed of the changes. Assist the pilots in keeping a lookout during VMC, particularly in terminal areas. Act as relief pilot during cruise from top of climb to top of descent including change of flight level not below FL 200. In cooperation with other crew members, prepare applicable reports. Partake, by the use of en route chart, in the navigation of the airplane and monitor by the use of all applicable charts in Descent/Approach and Takeoff/Climb procedures.
1.5.2.4
After flight
The cruise pilot shall: Assist copilot in completing and filing Company Flight Plans and Journey Log/FLT Statistics and after the flight and ensure that all items belonging to the manuals are returned to their appropriate places at BKK and final destinations, and that items used are noted on the appropriate forms for immediate replacements. Report to the P-i-C for approval of discrepancies to be entered in the Technical Log and ensure that the Technical Log is signed by the P-i-C after each landing.
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Brief the SE and relief crew on remarks entered in the Technical Log as required. Maintain close cooperation with the SE regarding technical services rendered to the airplane, and make sure that the Technical Log are properly signed. Be responsible for the hotel registration form and the per diem pay order.
1.5.3
Cabin crew
Refer to PSM and CAP.
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Reverse side blank
ORGANIZATION AND RESPONSIBILITIES GENERAL DUTIES OF FLIGHT PERSONNEL
OM-A
1.6 Page 1 Rev 1 (23 MAY 11)
1.6
1.6.1
GENERAL DUTIES OF FLIGHT PERSONNEL

General
All flight personnel shall: Keep conversant with the Companys regulations and maintain personally allotted manuals, handbooks, etc. Be fully familiar with crew procedures for the airport concerned. Be fully familiar with the handling of airplane equipment for both normal and emergency operations, according to current regulations. Immediately warn the P-i-C when, in the maneuvering of the airplane, something is considered abnormal. Report any details in the operating procedures considered unsafe, impractical or inconsistent with the specified Companys standards and, if possible, make suggestions for improvement. During flight duty, carry passport, pilot license, all certificates and inoculation cards if required for such duty. On all flights, carry along private belongings for at least one night stop. Report to Dispatch Office (OW)/In-flight Services Standard & Quality Control (QQ) at the hour specified. Refuse to accept, for transportation on THAIs airplane, private and personal letters or parcels. Be on board the airplane at the time sufficient to perform prescribed checks, etc., and after parking, leave the airplane as soon as duties permit in order to facilitate a rapid ground handling. Settle personal bills, etc., before leaving an overnight station in order to avoid extra document processing. Collect mail from their special mailboxes in connection with departures, arrivals and/or at suitable intervals. Pass through Customs, Immigration, Currency Control, etc., as prescribed in Crew Procedures. Flight personnel must carefully comply with the local customs and currency regulations, which are often more rigorous for crew members than for passengers. The Customs and Immigrations Procedures at THAIs OPC shall be strictly adhered to. It must be clearly understood that smuggling is a very serious offence against both the Companys regulations and the law of the country. Anybody caught smuggling can expect immediate discharge from the Company as well as heavy fines or even imprisonment.
1.6.2
1.6.2.1
Subordination
Personnel off duty
When not on flight duty, pilots report to the Director, Pilot Administration Department (OS) through their respective chief pilots; and cabin crew to the Director, In-flight Services Standard & Quality Control (QQ).
1.6.2.2
Personnel on duty
When on flight duty (from the time of check-in at the departure station before the assigned flight duty, until such duty is terminated): P-i-C reports to the Director, Pilot Administration Department (OS). All other crew members report to the P-i-C of their flights.
1.6.2.3
Duties outside THAI

Apart from flying for THAI, no crew is allowed to fly privately for financial gain, or commercially for a third party without the approval of Executive Vice President (DO). Such flying shall be considered in the calculation of flight time and duty time limitation as THAI.
1.6 Page 2 Rev 1 (23 MAY 11)
OM-A
ORGANIZATION AND RESPONSIBILITIES GENERAL DUTIES OF FLIGHT PERSONNEL
1.6.3
1.6.3.1
Crew conduct
General
All flight personnel serving with THAI are subject to the Companys orders and regulations and also to disciplinary action in case of violations and irregularities. Public confidence in an airline is highly dependent on the impression of flight personnels conduct. Therefore, flight personnel should always remember that they are the object of public interest. They shall, on or off duty, act in disciplined and correct manner at all times.
1.6.3.2
Appearance
Clean and good appearance must always be carefully maintained. Hair shall be neatly groomed and in length not exceeding the collar of the uniform jacket. The length and bulk of hair must not interfere with proper wearing of uniform cap. Sideburns and moustache shall be neatly trimmed and must not be of unusual shape or size. While on active flight duty as well as passive duty on the following flights, all flight personnel shall wear a uniform jacket:
All intercontinental flights, and Regional flights, during winter TPI, which operate to destination within Japan, Korea,
Middle-East, P.R. of China and Taiwan. Crew members will normally wear the complete uniform according to the above regulations when work in public. If the ambient temperature is high and local customs permit, the P-i-C may allow the jacket to be taken off during hours of duty, but a uniform and proper appearance (shirt buttoned, tie up, cap on) is still required.
1.6.3.3
Conversation
When talking with passengers, authorities, superiors and colleagues, crew members should always remind themselves of being tactful and polite. Furthermore, always avoid discussing political and religious issues. On duty as well as off duty, crew members should be careful while discussing the Companys matters, especially irregularities. If non-Companys persons pick up part of such discussions, it may break the required secrecy and lead to misunderstandings, detrimental to the Company.
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OPERATIONAL CONTROL AND FLIGHT SAFETY Table of Contents
OM-A
2
2.1 2.1.1 2.1.2
OPERATIONAL CONTROL AND FLIGHT SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

SUPERVISION OF THE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Line Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Administrative Regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Crew Composition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Establishment of Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Operational Documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Competence of Operations Personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 License and Qualification Validity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 License Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Absence from Aircraft Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Recency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Special Qualification Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Flight Duty Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Operated Airports, Routes and Areas of Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Control, Analysis and Storage of Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Documents Used for the Preparation and Execution of the Flight . . . . . . . . . . . . . . . . . . . . . . 6 Flight Recorders Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Cockpit Voice Recorder Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Document Storage Period . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.1.2.1 2.1.2.2 2.1.2.3 2.1.3 2.1.4 2.1.5 2.1.6 2.1.6.1 2.1.6.2 2.1.6.3 2.1.6.4 2.1.7 2.1.8 2.1.9 2.1.9.1 2.1.9.2 2.1.9.3 2.1.9.4 2.2 2.3 2.3.1 2.3.1.1 2.3.2 2.3.2.1 2.3.2.2 2.3.3 2.3.3.1 2.3.3.2 2.3.3.3 2.3.4 2.3.4.1 2.3.4.2 2.3.4.3 2.3.4.4 2.3.4.5 2.3.5 2.4
System of Promulgation of Additional Operational Instructions and Information . . . . . . . . . . . . . . 1 Flight Satety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Operations Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General and Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Flight Safety and Goal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 THAI Flight Safety Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 THAI Flight Safety Goal (FSG) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Safety Management System (SMS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 The Philosophy of Safety Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Factors Affecting System Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Safety Management Concepts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 THAI Flight Operation Safety Management Activities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 THAI Risk Assessment Method (TRAM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 THAI Flight Data Analysis Program (FDAP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Line Operation Safety Audit (LOSA) program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Cabin safety program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Safety reports and forms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Operational Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
OM-A
OPERATIONAL CONTROL AND FLIGHT SAFETY Table of Contents
2.4.1 2.4.2 2.4.3 2.4.3.1 2.4.3.2 2.4.3.3 2.4.3.4 2.4.4 2.4.4.1 2.4.4.2 2.4.4.3 2.4.4.4 2.4.4.5 2.4.4.6 2.5 2.5.1 2.5.2
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Authority . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Pilot-in-Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Operations Control (BKKOP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Flight Operations Officer (FOO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Station Personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Flight Dispatch Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 FLIGHT PLANNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 FLIGHT ASSISTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 FLIGHT WATCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 TERMINAL ASSISTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 TERMINAL WATCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Officials on Official Duty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Power of the Authority . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
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OPERATIONAL CONTROL AND FLIGHT SAFETY SUPERVISION OF THE OPERATION
OM-A
2.1 Page 1 Rev 1 (23 MAY 11)
2
2.1
2.1.1
OPERATIONAL CONTROL AND FLIGHT SAFETY

SUPERVISION OF THE OPERATION
General
The Executive Vice President, Operations (DO) is responsible for the overall supervision of flight operations. He co-ordinates and supervises the operational departments and appoints subordinates. The supervision of the flight operations is achieved by: Defining in the Operations Manual (OM), the policies and the procedures to ensure that the operations comply with the content of the granted AOC and its associated Operations Specifications; Ensuring that aircraft is operated in compliance with the terms of its Certificates of Airworthiness; Setting up operational procedures and instructions for all types of operations both on ground and in flight, which define duty for crewmembers and operational staff; Setting up checklist system to be used by crewmembers under normal, abnormal and emergency conditions to ensure that the operating procedures of the Operations Manual are adhere to; Training crewmembers and operational staff on the procedures, instructions and checklist associated to their tasks; Ensuring crew licenses validity and competence of operational staff; Monitoring flight time, duty time and rest period of each crewmember; Checking, analyzing and storing flight records, pilots and cabin crew reports for the statutory periods; Ensuring all operational daily events in respects of safety and efficiency of the operations; Assisting the crew to ensure safe and efficient operations taking account the satisfaction of the passengers; Promulgating additional operational instructions and information when needed.
2.1.2
2.1.2.1
Line Check
General
The Line Check is considered a particularly important factor in the development, maintenance and refinement of high operating standards. Line Check is a test of a flight crewmembers ability to perform a complete line operation satisfactorily, including preflight and post flight procedures. All flight crewmembers shall complete a Line Check as scheduled by OS, in cooperation with respective Chief Pilot. A Line Check deals with the following subjects, as applicable: Planning of flight; ATC procedures; Route procedures; Communications; Meteorology; Technical questions of actual interest; Company regulations; Emergency equipment and procedures; Crews cooperation; Judgment and efficiency; Passenger relation and personal appearances; Aircraft systems.
2.1 Page 2 Rev 1 (23 MAY 11)
OM-A
2.1.2.2
Administrative Regulations
A pilot may only be scheduled for active duty if his Line Check has been completed within the specified period. All pilots shall be given Line Check at least once every 12 calendar months. The period of validity of a Line Check shall be 12 calendar months, in addition to the remainder of the month of issue. If issued within the final 3 calendar months of validity of a previous Line Check, the period of validity shall extend from the date of issue until 12 calendar months from the expiry date of that previous Line Check. Line Check shall be indicated in the crew schedule. If a scheduled Line Check is not performed, a new Line Check can be scheduled with a 3-day notice. In exceptional case, it may be necessary to perform a Line Check with no notice or very short notice. The Line Check can be completed on two legs, one as Pilot Flying and one as Pilot Not Flying. The Supervision and release Flight Report form shall be completed for each pilot under Line Check and signed by the Line Check Pilot before being forwarded to OS-Aircraft Type. The completed forms shall be kept in file at OS for 3 years.
2.1.2.3
Crew Composition
The Line Check Pilot is normally scheduled as an extra crew, seated on the observer seat, but may perform any flight deck duty for which he is currently qualified. For Initial Line Check of a Copilot after initial employment. The pilot being checked shall be in his normally assigned position.
2.1.3
Establishment of Procedure
Operations Department (DO) is legally responsible for establishing all operational policies, procedures, instructions and guidance given in Operations Manual (OM). Editorial responsibilities of associated parts of the Operations Manual (OM) can be delegated to OM responsible functions as follows: OM-A responsible function:
Chapter 0 1 2 2.3 3 4 5 6 7 8 9 10 11 12 13 14 15 Content Administration and Control of Operations Manual Organization and Responsibilities Operational Control and Flight Safety Flight Safety Quality System Crew Composition Qualification Requirements Crew Health Precautions Flight Time Limitations Operating Procedures Dangerous Goods and Weapons Security Handling of Accidents and Incidents Rules of the Air Leasing Miscellaneous Appendices Function OO, OR OO OO, OS OI SQMR, OO OO, OS BX, OS, OO OS-F OA, OS, OO OO OO OI OI OO OO OO OO
OM-B responsible function: OH OM-C responsible function: OC, OO OM-D responsible function: BX
OM-A
2.1 Page 3 Rev 1 (23 MAY 11)
2.1.4 2.1.5
Operational Documentation
See OM-A 15.3.2.1Reports & Forms; Safety Reports.
Competence of Operations Personnel

THAI shall ensure that all personnel assigned to, or directly involved in, ground and flight operations are properly instructed, have demonstrated their abilities in their particular duties and are aware of their responsibilities and the relationship of such duties to the operation as a whole. Competence of operations personnel is monitored: For crewmember: A training and checking program permit to ensure that each crewmember is competent. A monitoring of validities of the licenses and qualification ensure that crewmember without valid required licenses or qualification cannot be nominated as crewmember on a flight. Line checks also allow assessing flight crewmembers competence and adherence to company policies and procedures. For ground personnel: The managers of ground personnel must ensure that they have received the adequate training and that they are competent to perform their tasks.
2.1.6
2.1.6.1
License and Qualification Validity

License Requirements
Validity of License
In order to maintain validity of each license, the medical examination shall be conducted and the assessment of medical fitness shall be made in accordance with physical requirements prescribed for flight crew. The report of medical fitness from an authorized examiner shall be submitted to DCA at intervals of not exceeding 12 months. When the license holder has passed his 60th birthday, the 12-month interval shall be reduced to 6 months. Failure to acquire the medical examination at the specified interval will cause license validity to expire and will necessitate a renewal according to DCA requirements.
Logging of Flight Time

As THAI's data system records only block time, the individual flight officer holding a Commercial Pilot License shall keep his own record specifying his flight time required for the issuance of an Airline Transport Pilot License. Time as Copilot or Cruise Pilot/SO is credited according to table below towards the total time requirement. The record may be subjected to the inspection by DCA, if requested. Note: The flight time acquired at Flight Deck Crew Training by the Flight Simulator logged in the Flight Training Flight Log shall be credited to pilots concerned as Instrument Ground Time.
Crediting of Flight Time

License Duty Total time (Block time) 100% 100% 100% 100% To be credited as: P-i-C time 100% N/A 100% (MAX 150 hr) N/A Copilot time N/A 100% N/A 100%
a) a)
Towards total time for ATPL N/A N/A 100% 50%
ATPL ATPL CPL CPL
P-i-C Copilot PICUS Copilot
2.1 Page 4 Rev 1 (23 MAY 11)
OM-A
License
Duty
Total time (Block time) 100%
To be credited as: P-i-C time N/A Copilot time 25%

b)
Towards total time for ATPL N/A
CPL
Cruise Pilot/ SO
a) For more-than-two-pilot operation, only the time actually performing flight duty occupying a pilot seat will be credited. 60% of block time is credited with 4-pilot operation. 75% of block time is credited with 3-pilot operation. b) Cruise Pilot/SO and newly employed pilot are credited 25% of block time for renewal continued validity of license only.
Crediting of flight time towards issuance of ATPL, PICUS operation

THAI has obtained DCA approval for application of the Pilot-in-Command Under Supervision (PICUS) concept. This serves two purposes: The individual Copilot (Commercial Pilot License holder) gets more credit for his flight time, thus reaching the minimum required total time for issuance of an Airline Transport Pilot License (ATPL) in a short time span. The individual Copilot (Commercial Pilot License holder) is credited with P-i-C time up to a certain limit (150 hours), thus avoiding costly flying in order to reach the prescribed minimum for issuance of an ATPL, which is 250 hours. Note: The minimum required total credited flight time for issuance of an ATPL is 1500 hours, a maximum of 100 hours of which may have been completed in a flight simulator. ICAO and JAA state that 500 hours must be time in multi-pilot operations and that 250 hours must be time as P-i-C (or at least 100 hours as P-i-C and 150 hours as PICUS, or equivalent).
Application of the PICUS concept shall cease for the individual Copilot when time requirements for issuance of ATPL have been reached, or when the limit in Table 1. above has been reached. Under the PICUS concept, the Copilot shall perform the P-i-Cs duties during flight planning and flight execution, taking all decisions/actions normally performed by the P-i-C. However the P-i-C cannot delegate duties like signing of loadsheet, aircraft log and flight plan. The Copilot shall operate the aircraft from his normal position (right-hand seat). The P-i-C is still responsible for the safe conduct of the flight, and temporarily assumes a combined supervisory and Copilot role during the specific flight. If circumstances so dictate, a reversion to the normal the P-i-C and Copilot roles shall take place. The PICUS concept may only be applied when: Both the P-i-C and Copilot have served in the current aircraft type for twelve months since Base Release and P-i-C shall have an experience as P-i-C for at least 2 years. The Copilot is authorized by Pilot Administration Dept. (OS) for PICUS operations The P-i-C and the Copilot have agreed to operate the flight according to the PICUS concept. PICUS flight time may only be credited when: The flight is completed without the need of the P-i-C to make inputs over and above what is normal in a Copilot's function. The PICUS flight time has been properly logged and the entries are verified by the signature of the P-i-C. When required PICUS flight time has been obtained, the Copilot shall report this to his respective Chief Pilot. The PICUS log book must be kept by the Copilot concerned as part of the record.
2.1.6.2
Absence from Aircraft Type

The following rules shall be applied when a pilot, for any reason, has been absent from his aircraft type.
OM-A
2.1 Page 5 Rev 1 (23 MAY 11)
Absence more than 35 days

a)
Requirement 1 flight with
Captain & Copilot

b)
Cruise Pilot
System Operator SO instructor
flight instructor or linecheck pilot as P-i-C flight instructor or linecheck pilot as P-i-C 1 RI + 1 B
c) b)
Or a flight simulator training according to syllabi established by BX 90 days 180 days PPC plus 1 flight with Extended PPC plus Refresher Training plus N/A 1 flight with flight b) instructor 2 flight with flight b) instructor N/A 1 flight with SO Instructor 2 flight with SO Instructor
12 months
2 RI + 1 B
c)
36 months
Complete conversion course
a) In exceptional cases, the Chief Pilot of the aircraft type concerned, with OS's consent, may permit exemption from this requirement for pilots, who have been qualified on such aircraft type for two years or more. b) For Copilot and Cruise Pilot, a route instructor (FCR) is qualified for such flight. c) RI = Route Introduction flight, B = Base Release flight.
The above rules can be exempted at OS's discretion when the transfer of pilots takes place from one specific aircraft type to another of the same family. Captains and copilots may be absent from the Cruise Only duty on another aircraft type of the same family. if qualified, for not more than 180 days without infringing their currency. Duty as Simulator/Flight Instructor, Line Check Pilot or lower rank is not considered as absence from aircraft type. Where credit for similarity between aircraft types, A330/A340, has been granted by the authority, absence is determined by reference to last flown type.
2.1.6.3
Recency
Recency must be checked and adhered to by both Operations Dept. and the pilots. For pilots who operate 2 types, the 90 days recency requirement must be satisfied and recurrent training must be maintained in date for each type.
P-i-C 90 days
a)
Copilot
Cruise Pilot Flight simulator recency and refresher flying skill training. (Not required if maintaining recency as Copilot on other aircraft type)
Three takeoffs and landings in the aircraft or in an approved simulator as PF.
6 months
PPC
b)
Duration of class 1 medical certificate (pilots >60 years) Low Visibility Operation requirement 12 months Line Check Emergency and Safety equipment training and checkingb) Ground and Refresher training Duration of class 1 medical certificate (pilots 60 years) Route and Aerodrome competence Qualification Renewal of instrument rating (aircraft) Renewal of flight instructor rating Renewal of type rating instructor N/A N/A N/A N/A N/A
Renewal of type and multi-engine class ratings
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P-i-C Renewal of synthetic flight instructor 2 years 3 years Dangerous goods training PGT/PPC Training Cycle
Copilot
Cruise Pilot N/A
Emergency and Safety equipment training program Instructor rating validity CRM recurrent training cycle
a) Recency regarding landings where credit for similarity between aircraft types has been granted by the authorities (A330/A340), the 90-day requirements is still valid; however, minimum one takeoff and landing must be performed on each aircraft type. If expired, the recency requirement is satisfied by a training flight or by use of a flight simulator. b) The check or qualification is to be performed within the final 3 months of the expiry month. Where credit has been granted for similarity, PPC and Line Check must alternate between the 2 types. Check on one type revalidates the same check on the other type.
2.1.6.4
Special Qualification Requirements

During the first 3 months: Newly promoted P-i-C shall be scheduled with Copilot who has served more than 3 months on aircraft type. Newly promoted Copilot shall be scheduled with P-i-C who has served more than 3 months on aircraft type. Whenever possible, Cruise Pilot with less than 1-month service should be scheduled with P-i-C who has served more than 1 month on aircraft type.
2.1.7
Flight Duty Time

The supervision of flight duty and rest period is ensured by: Crew Scheduling (OL), which take account of the duty period, flight duty period, flight time and rest period of the crewmembers in monthly and weekly planning; Crew Coordination (OD), which take account of the actual duty period, flight duty period, flight time and rest period in the daily planning. Nevertheless, it is the THAIs responsibility to not perform a flight without complying: With maximum duty period, flight duty period, flight time requirements or with its authorized exceedance; With minimum rest period or with its authorized reduction.
2.1.8 2.1.9
2.1.9.1
Operated Airports, Routes and Areas of Operations

See OM-A 8.1.2.1.2Flight Preparation; Usability of Airport.
Control, Analysis and Storage of Documents

Records, flight documents, reports are used for the supervision of the operations.
Documents Used for the Preparation and Execution of the Flight

Flight documents to be carried for each flight are mentioned in 8.1.12. By examining and signing these documents, the P-i-C certifies that he is satisfied with the flight preparation. Flight documents to be retained on ground for at least the duration of the flight are: A copy of the operational flight plan (TAFS); Copies of the relevant parts of the Aircraft Log; Route specific NOTAM documentation; Mass and Balance documentation (Load sheet); NOTOC.
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2.1.9.2
Flight Recorders Data

Following an accident or incident for which reporting to the Authority is required the original recorded data pertaining to that occurrence shall be preserved as retained by the recorder for a period of 60 days unless otherwise directed by the investigating authority. The operator shall, within a reasonable time after being requested to do so by the Authority, produce any recording made by a flight recorder, which is available or has been preserved. The flight data recorder recordings may not be used for purposes other than for the investigation of an accident or incident subject to mandatory reporting except when such records are: Used by the operator for airworthiness or maintenance purposes only; or De-identified; or Disclosed under secure procedures.
2.1.9.3
Cockpit Voice Recorder Data

Cockpit voice recorder data may not be used for purpose other than for the investigation of an accident or incident. The recorders are primarily intended for accident investigation and shall be operated according to the relevant instructions in FCOM/AOM. The continuous operation of the recorders in flight must not be interrupted. Flight and voice recorder information may only be used in connection with investigations of an accident/incident. In the event of an occurrence of a serious nature (accident or major incident), the P-i-C shall ensure that both the flight recorder and the voice recorder be removed and secured for the subsequent investigation. Permission to use the recorded data can only be given by DO. Note: that the voice recorder will normally continue to run after parking. To preserve the recording during accident/incident, it is necessary to pull its circuit breaker immediately after parking.
Whenever the accident/serious incident occurred, the P-i-C shall enter the complaint in the Aircraft Technical Logbook, stated that: Remove and secure flight data recorder and/or cockpit voice recorder for subsequent investigation. The P-i-C shall coordinate with the station engineer to be assured that flight/voice recorders have been preserved and secured.
2.1.9.4
Document Storage Period

Information used for the preparation and execution of the flight
Document Flown Flight Plan (TAFS) Briefing documentation Aircraft Log Load sheet NOTOC Retained by OW OW TE KL KL Time to be kept 3 months 3 months Refer to TTPM-QP 1601 6 months 6 months
Reports
Document Journey log VR ASR Retained by EM/EE-D OO OI Time to be kept 1 year/5 years 3 years 5 years
Flight crew records

Document Line Checks Emergency training Retained by OS BT Time to be kept 3 years 5 years
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Document Conversion training and checking Recurrent training and checking
Retained by BX BX
Time to be kept As long as the flight crewmember is employed by THAI
Cabin crew records

Document Initial training, conversion and differences training Recurrent training and refresher Emergency training Retained by BQ BQ BT 5 years Time to be kept As long as the cabin crewmember is employed by THAI.
Records for other operations personnel

Document Training/qualification records of other personnel for whom an approved training program is required Retained by Respective Department Manager Time to be kept -
Other records
Document Records on cosmic and solar radiation dosage Retained by OS-F Time to be kept -
oOo
OPERATIONAL CONTROL AND FLIGHT SAFETY System of Promulgation of Additional Operational Instructions and Information
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2.2
System of Promulgation of Additional Operational Instructions and Information

Promulgation of information that may be of an operational nature but supplementary to that contained in the Operations Manual, is made by an internal operations information system. THAISquare; DO Homepage; OS Circular; Flight Standard Information; THAI Flight Safety Information; Flight Technical Circular; Crew Procedure; C/A Bulletin.
oOo
Reverse side blank
OPERATIONAL CONTROL AND FLIGHT SAFETY Flight Satety
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2.3
2.3.1
2.3.1.1
Flight Satety
Operations Safety
General and Purpose
To achieve advance safety culture throughout our organization as stated in THAI corporate safety goal. All flight operations personnel shall be given reason to feel proud of being valuable members of a strong THAI flight operations team. Each employee shall receive the necessary education and training to be qualified and competent for his or her assigned duties and shall perform his or her duties in accordance with legal requirements and the approved procedures and instructions. All of our flights shall be operated with safety as the top priority, followed by punctuality and other services in accordance with their relative importance to customer satisfaction. We therefore adopt a cost-effective strategy with the goal of maximizing safety. We shall do our utmost to impress our customers with the best combination of quality, superior service, and value for money in our products; and we shall strive to be respected as contributing members of the communities where we perform our business. Our relations with all Authorities concerned shall be regular and active, and our performance shall be continuously monitored, evaluated, and improved. Furthermore, safety and quality improvement programs shall be in place and functional in all departments, including active monitoring and accident prevention activities as integral parts. In establishing ICAO and THAI DCA states safety program (SSP), THAI differentiates between safety program and safety management systems (SMS) as follows: A safety program is an integrated set of regulations and activities aimed at improving operations safety. A safety management system (SMS) is an organized approach to managing safety, including the necessary organizational structures, accountabilities, policies and procedures. Director of Flight Operations Safety Department (OI) is appointed as flight operations Safety Manager (SM) who has fully responsibility and accountability to navigate and achieve flight operations safety program as well as flight operations Safety Management System. Nevertheless, responsibility and accountability are closely related concepts. While individual THAI flight operations staff members are responsible for their actions, they are also accountable to their supervisor or manager for the safe performance of their functions and may be called on to justify their actions. Although individuals must be accountable for their own actions, managers and supervisors are accountable for the overall performance of the group that reports to them. Accountability is a two-way street. Managers are also accountable for ensuring that their subordinates have the resources, training, experience, etc. needed for the safe completion of their assigned duties.
2.3.2
2.3.2.1
Flight Safety and Goal

THAI Flight Safety Policy
THAI Flight Safety Policy means never to: Expose any personcustomer, employee or third partyto any potential hazard Cause injury to any person Cause damage to any flight equipment or facility. The fulfillment of this requires that: THAI shall consider FLIGHT SAFETY control activities as a fundamental and integrated part of management. THAI shall monitor and evaluate all of its own incidents as well as all available information within the industry which may have any influence on FLIGHT SAFETY, in order to keep a high level of vigilance upon THAI own FLIGHT SAFETY. Personnel who can influence FLIGHT SAFETY shall be given relevant information so that they can maintain their level of knowledge and motivation.
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When recruiting personnel in the field of FLIGHT SAFETY, THAI shall ensure that those chosen are among the most qualified in the market. Information regarding FLIGHT SAFETY to the general public shall be open, honest and correct. THAI shall always safeguard flights, personnel, passengers and related equipment against acts of unlawful interference, thus considering security as an aspect of FLIGHT SAFETY. Procurement and maintenance of airplane material, flight simulators or other equipment, shall be based upon solid knowledge and safety analysis in both the technical and operational fields. THAI shall actively participate in international FLIGHT SAFETY work, whenever it has a positive impact on THAI FLIGHT SAFETY. THAI shall define and establish standards for FLIGHT SAFETY in such a manner that they can be clearly understood, monitored and compared, for the purpose of process control. Taking the technical and operational consequences into account, THAI shall have the ambition to comply with any directive from relevant aviation authorities as fast as possible, well within the given time limits.
2.3.2.2
THAI Flight Safety Goal (FSG)

In order to achieve the above policy, the following measurable goals have been set: THAI shall not have any hull losses or airplane accidents. THAI shall not have any injury to persons or damage to property due to acts of unlawful interference. THAI shall not be involved in any acts of hostility or aerial piracy. In addition, THAI use THAI Risk Assessment Method (TRAM) to assess risk of the occurrence reported by ASR. The Risk Factor (Rx) number is ranging from R0 to R5. R0 R1 R2 R3 R4 R5 No risk in those occurrences related to safety of flight operation. The risk of those occurrences is acceptable. The risk of those occurrences is acceptable but shall be monitored. The occurrences require review of the operation. The occurrences must be controlled or mitigate which requires management decision. The occurrence is unaccepted.
Total Risk Factor (TRF)

TRF is the accumulative Rx points being assessed in the reported ASRs per month. Example Assessed R 4 + 2 +3 +3 gives TRF = 12.
Average Risk Factor (ARF)

ARF is the TRF divided by number of monthly ASRs.
Risk Factor Index (RFI)

THAI use Six Sigma (6) tools to measure and achieve THAI Flight Safety Goal (FSG) and focus on the occurrences with R3, R4 and R5. The occurrences with R5 is not acceptable, the number of monthly occurrence with R5 shall be Zero. For occurrence with R4, RFI (R4) is the number of monthly R4 divided by monthly ASR.
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The frequency of the occurrence with R3 shall be focused. The Cause Category of occurrences with R3 in 1 month shall be repeated within 5 occurrences, therefore RFI (R3) is the number of monthly R3 divided by 5 then divided by monthly ASR.
Flight Safety Index (FSI)

Flight Safety Index (FSI) for R4 or R3 is the number of each RFI divided by No. of monthly flights and multiplied with 1,000,000.
Flight Safety Goal (FSG)

THAI Flight Safety Goals are: 1. No reported occurrence with R5. 2. Monthly ARF shall be less than 2.0. 3. FSI (R4) and FSI (R3) shall be less than 3.4. This means that: THAI Flights Operations will operate without unacceptable risk. Average THAI flights will operate with acceptable risk. Note: If any of FSG target is exceeded, Six Sigma (6) processes in part of Investigation, Recommendation, Action and Monitor must be reviewed.
2.3.3
2.3.3.1
2.3.3.1.1
Safety Management System (SMS)

The Philosophy of Safety Management
Core business function
In THAI AIRWAYS INTL., safety management is a core business functionas is financial management. Effective safety management requires a realistic balance between safety and production goals. Thus, a coordinated approach in which the organizations goals and resources are analyzed helps to ensure that decisions concerning safety are realistic and complementary to the operational needs of flight operations. The finite limits of financing and operational performance must be accepted in any industry. Defining acceptable and unacceptable risks is therefore important for costeffective safety management. If properly implemented, safety management measures not only increase safety but also improve the operational effectiveness of THAI flight operations. Experience in other industries and lessons learned from the investigation of airplane accidents have emphasized the importance of managing safety in a systematic, proactive and explicit manner. These terms are explained below: Systematic means that safety management activities will be conducted in accordance with a predetermined plan and applied in a consistent manner throughout the organization. Proactive means the adoption of an approach which emphasizes prevention through the identification of hazards and the introduction of risk mitigation measures before the riskbearing event occurs and adversely affects safety performance. Explicit means that all safety management activities should be documented, visible and performed independently from other management activities. Addressing safety in a systematic, proactive and explicit manner ensures that on a long-term basis safety becomes an integral part of the day-to-day business of THAI flight operations and that the safety related activities of the organization are directed to the areas where the benefits will be greatest.
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2.3.3.1.2
System approach
Modern approaches to safety management have been shaped by the concepts introduced, in particular, by the role of flight operations issues as contributory factors in accidents and incidents. Safety cannot be achieved simply by introducing rules or directives concerning the procedures to be followed by all THAI flight operations staff. The scope of safety management encompasses most of the activities of THAI flight operations. For this reason, safety management must start at the senior management level, and the effects on safety must be examined at all levels of the organization.
2.3.3.1.3
System safety
System safety was developed as an engineering discipline for aerospace and missile defense systems in the 1950s. Its practitioners were safety engineers, not operational specialists. As a result, their focus tended to be on designing and building fail-safe systems. On the other hand, civil aviation tended to focus on flight operations, and safety managers often came from the ranks of pilots. In pursuing improved safety, it became necessary to view aviation safety as more than just the aeroplane and its pilots. Aviation is a total system that includes everything needed for safe flight operation. The system includes the airport, air traffic control, maintenance, cabin crew, ground operational support, dispatch, etc. Sound safety management must address all parts of the system.
2.3.3.2
Factors Affecting System Safety

The factors affecting safety within the defined system can be looked at two ways: first, by discussing those factors which may result in situations in which safety is compromised; and second, by examining how an understanding of these factors can be applied to the design of systems in order to reduce the likelihood of occurrences which may compromise safety. The search for factors that could compromise safety must include all levels of the organization responsible for operations and the provision of supporting services. Therefore, safety starts at the highest level of the organization.
2.3.3.2.1
Active failures and latent conditions

Active failures are generally the result of equipment faults or errors committed by operational personnel. Latent conditions, however, always have a human element. They may be the result of undetected design flaws. They may be related to unrecognized consequences of officially approved procedures. There have also been a number of cases where latent conditions have been the direct result of decisions taken by the management of the organization. For example, latent conditions exist when the culture of the organization encourages taking short cuts rather than always following approved procedures. The direct consequence of a condition associated with taking short cuts would materialize at the operational level by non-adherence to correct procedures. However, if there is general acceptance of this sort of behavior among operational personnel, and management is either unaware of this or takes no action, there is a latent condition in the system at the management level.
2.3.3.2.2
Equipment faults
The likelihood of system failures due to equipment faults is in the domain of reliability engineering. The probability of system failure is determined by analyzing the failure rates of individual components of the equipment. The causes of the component failures may include electrical, mechanical and software faults. A safety analysis is required to consider both the likelihood of failures during normal operations and the effects of continued unavailability of any one element on other aspects of the system. The analysis should include the implications of any loss of functionality or redundancy as a result of equipment being taken out of service for maintenance. It is therefore important that the scope of the analysis and the definition of the boundaries of the system for purposes of the analysis be sufficiently broad so that all necessary supporting services and activities are included. The techniques for estimating the probability of overall system failure as a result of equipment faults and for estimating parameters, such as availability and continuity of service, are well established and are described in standard texts on reliability and safety engineering.
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2.3.3.2.3
Human error
An error occurs when the outcome of a task being performed by a human is not the intended outcome. The way in which a human operator approaches a task depends on the nature of the task and on how familiar the operator is with it. Human performance may be skill-based, rulebased or knowledge-based. Errors may be the consequence of lapses in memory, slips in doing what was intended, or the result of mistakes which are conscious errors in judgment. A distinction should also be made between honest or normal errors committed in the fulfillment of assigned duties, and deliberate violations of prescribed procedures or accepted safe practices. Some organizations use the concept of a just culture to assist in defining what errors are acceptable.
2.3.3.2.4
System Design
Given the complex interplay of human, material and environmental factors in operations, the complete elimination of risk is an unachievable goal. Even in organizations with the best training programs and a positive safety culture, human operators will occasionally make errors. The best designed and maintained equipment will occasionally fail. System designers must therefore take into account the inevitability of errors and failures. It is important that the system be designed and implemented in such a way that, to the maximum extent possible, errors and equipment failures will not result in an accident. In other words, the system is error-tolerant. The hardware and software components of a system are generally designed to meet specified levels of availability, continuity and integrity. The techniques for estimating system performance in terms of these parameters are well established. When necessary, redundancy can be built into the system to provide alternatives in the event of failure of one or more elements of the system. The performance of the human element cannot be specified as precisely; however, it is essential that the possibility of human error be considered as part of the overall design of the system. This requires an analysis to identify potential weaknesses in the procedural aspects of the system, taking into account the normal shortcomings in human performance. The analysis should also take into account the fact that accidents rarely, if ever, have a single cause. As noted earlier, they usually occur as part of a sequence of events in a complex situational context. Therefore, the analysis needs to consider combinations of events and circumstances in order to identify sequences that could possibly result in safety being compromised. Developing a safe and error-tolerant system requires that the system contain multiple defences to ensure that, as much as possible, no single failure or error will result in an accident, and that when a failure or error occurs, it will be recognized and remedial action taken before a sequence of events leading to an accident can develop. The need for a series of defences rather than just a single defensive layer arises from the possibility that the defences themselves may not always work perfectly. This design philosophy is called defences-in-depth. For an accident to occur in a well-designed system, gaps must develop in all the defensive layers of the system at the critical time when that defense should have been capable of detecting the earlier error or failure. An illustration of how an accident event must penetrate all defensive layers is in figure below. Defences-in-depth
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2.3.3.3
2.3.3.3.1
Safety Management Concepts

Cornerstones of Safety Management
In its most simple terms, safety management involves hazard identification and the closing of any gaps in the defences of the system. Effective safety management is multidisciplinary, requiring the systematic application of a variety of techniques and activities across the aviation spectrum. It builds upon three defining cornerstones, namely: 1. A comprehensive corporate approach to safety. This sets the tone for the management of safety. THAI flight operations approach builds upon the safety culture of the organization and embraces the organizations safety policies, objectives and goals, and, most importantly, senior managements commitment to safety. 2. Effective organizational tools to deliver safety standards. Effective THAI flight operations tools are needed to deliver the necessary activities and processes to advance safety. This cornerstone includes how THAI flight operations arrange its affairs to fulfill its safety policies, objectives and goals, and how it establishes standards and allocates resources. The principal focus is on hazards and their potential effects on safety-critical activities. 3. A formal system for safety oversight. This is needed to confirm THAI flight operations continuing fulfillment of its corporate safety policy, objectives, goals and standards. The term safety oversight refers specifically to the activities of the State as part of its safety program. For THAI flight operations, the term safety performance monitoring is often used to cover these activities under THAIs safety management system (SMS).
2.3.3.3.2
Strategies for safety management

The strategy that THAI flight operations adopts for its SMS will reflect its corporate safety culture and may range from purely reactive, responding only to accidents, through to strategies that are highly proactive in their search for safety problems. The traditional or reactive process is dominated by retrospective repairs (i.e. fixing the stable door after the horse has bolted). Under the more modern or proactive approach, prospective reform plays the leading part (i.e. making a stable from which no horse could run away or even want to). Depending on the strategy adopted, different methods and tools need to be employed.
Reactive safety strategy

Investigate accidents and reportable incidents This strategy is useful for situations involving failures in technology, or unusual events. The utility of the reactive approach for safety management purposes depends on the extent to which the investigation goes beyond determining the causes to include an examination of all the contributory factors. The reactive approach tends to be marked by the following characteristics:
Managements safety focus is on compliance with minimum requirements. Safety measurement is based on reportable accidents and incidents with such limitations
in value as: Any analysis is limited to examining actual failures; Insufficient data is available to accurately determine trends, especially those attributable to human error; and Little insight is available into the root causes and latent unsafe conditions, which facilitate human error.
Constant catching up is required to match human inventiveness for new types of errors.
Proactive safety strategy
Aggressively seeking information from a variety of sources which may be indicative of emerging safety problems THAI flight operations pursuing a proactive strategy for safety management believe that the risk of accidents can be minimized by identifying vulnerabilities before they fail and by taking
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the necessary actions to reduce those risks. Consequently, they actively seek systemic unsafe conditions using such tools as:
Hazard and incident reporting systems that promotes the identification of latent unsafe
conditions;
Safety surveys to elicit feedback from front-line personnel about areas of dissatisfaction
and unsatisfactory conditions that may have accident potential; normal operating procedures;
Flight data recorder analysis for identifying operational exceedances and confirming Operational inspections or audits of all aspects of operations to identify vulnerable areas
before accidents, incidents or minor safety events confirm a problem exists; and
A policy for consideration and embodiment of manufacturers service bulletins.
2.3.3.3.3
Key safety management activities

THAI flight operations manage safety most successfully through several common activities. Some of those specific activities are outlined below. Organization Safety assessments Organize to establish a safety culture and to reduce their accidental losses. Systematically analyze proposed changes to equipment or procedures to identify and mitigate weaknesses before change is implemented. Establish formal procedures for reporting safety occurrences and other unsafe conditions. Employ both reactive and proactive schemes for identifying safety hazards throughout their organization, such as voluntary incident reporting, safety surveys, operational safety audits, and safety assessments. Several safety processes that are effective in the identification of safety hazards, for example, Flight Data Analysis Program (FDAP) and Line Operations Safety Audit (LOSA). Follow up on reported occurrences and unsafe conditions and, if necessary, initiate competent safety investigations and safety analyses. Actively seek feedback necessary to close the loop of the safety management process using such techniques as trend monitoring and internal safety audits. Actively disseminate the results of safety investigations and analyses, sharing safety lessons learned both within the organization and outside, if warranted. Continuously being under the closed monitoring and safety performance assessment program, organized by Thai DCA.
Occurrence reporting Hazard identification schemes
Investigation and analysis
Performance monitoring
Safety promotion
Safety oversight
2.3.3.3.4
Safety Management Process

Conceptually, the safety management process parallels the safety cycle involve a continuous loop process as represented in figure below. Safety management is evidence-based, in that it requires the analysis of data to identify hazards. Using risk assessment techniques, priorities are set for reducing the potential consequences of the hazards.
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Safety management process
Strategies to reduce or eliminate the hazards are then developed and implemented with clearly established accountabilities. The situation is reassessed on a continuing basis, and additional measures are implemented as required. The steps of the safety management process outlined in figure above are briefly described below: 1. Collect data The first step in the safety management process is the acquisition of relevant safety data the evidence necessary to determine safety performance or to identify latent unsafe conditions (safety hazards). The data may be derived from any part of the system: the equipment used, the people involved in the operations, work procedures, the human/ equipment/procedures interactions, etc. 2. Analyze data By analyzing all the pertinent information, safety hazards can be identified. The conditions under which the hazards pose real risks, their potential consequences and the likelihood of occurrence can be determined; in other words, What can happen? How? and When? This analysis can be both qualitative and quantitative. 3. Prioritize unsafe conditions A risk assessment process determines the seriousness of hazards. Those posing the greatest risks are considered for safety action. This may require a cost benefit analysis. 4. Develop strategies Beginning with the highest priority risks, several options for managing the risks may be considered, for example: Spread the risk across as large a base of risk-takers as practicable. (This is the basis of insurance.) Eliminate the risk entirely (possibly by ceasing that operation or practice). Accept the risk and continue operations unchanged. Mitigate the risk by implementing measures to reduce the risk or at least facilitate coping with the risk. When selecting a risk management strategy, care is required to avoid introducing new risks that result in an unacceptable level of safety. 5. Approve strategies Having analyzed the risks and decided on an appropriate course of action, managements approval is required to proceed. The challenge in this step is the formulation of a convincing argument for (perhaps expensive) change. 6. Assign responsibilities and implement strategies
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Following the decision to proceed, the nuts and bolts of implementation must be worked out. This includes a determination of resource allocation, assignment of responsibilities, scheduling, revisions to operating procedures, etc. 7. Re-evaluate situation Implementation is seldom as successful as initially envisaged. Feedback is required to close the loop. What new problems may have been introduced? How well is the agreed strategy for risk reduction meeting performance expectations? What modifications to the system or process may be required? 8. Collect additional data Depending on the re-evaluation step, new information may be required and the full cycle reiterated to refine the safety action. Safety management requires analytical skills that may not be routinely practiced by management. The more complex the analysis is, the more important is the need for the application of the most appropriate analytical tools. The closed loop process of safety management also requires feedback to ensure that management can test the validity of its decisions and assess the effectiveness of their implementation.
2.3.3.3.5
Safety oversight
The term safety oversight refers to the activities of a State under its safety program, while safety performance monitoring refers to the activities of an operator or service provider under its SMS. Safety oversight or safety performance monitoring activities are an essential component of THAI flight operations safety management strategy. Safety oversight provides the means by which an authority function (Thai DCA) can verify how well the aviation industry is fulfilling its safety objectives. Some of the requirements for a safety performance monitoring system will already be in place in many organizations as required by the States authority. Identifying weaknesses in the systems defences requires more than just collecting retrospective data and producing summary statistics. The underlying causes of reported occurrences are not necessarily immediately apparent; therefore, investigation of safety occurrence reports and any other information concerning possible hazards should go hand in hand with safety performance monitoring. The implementation of an effective safety oversight program requires that States and organizations: Determine relevant safety performance indicators; Establish a safety occurrence reporting system; Establish a system for the investigation of safety occurrences; Develop procedures for the integration of safety data from all available sources; and Develop procedures for the analysis of the data and the production of periodic safety performance reports.
2.3.3.3.6
Safety performance indicators and targets

The safety management process is a closed loop. The process requires feedback to provide a baseline for assessing the systems performance so that necessary adjustments can be made to effect the desired levels of safety. This requires a clear understanding of how results are to be evaluated. For example, what quantitative or qualitative indicators will be employed to determine that the system is working. Having decided on the factors by which success can be measured, safety management requires the setting of specific safety goals and objectives (targets). For the purposes of this manual, the following terminology is used: Safety performance indicator or THAI Flight Safety Index is a measures used to express the level of safety performance achieved in THAI flight operations safety system. Safety performance target or THAI flight safety Goal is the required level of safety performance for THAI flight operations safety system. A safety performance target comprises one or more safety performance indicators, together with desired outcomes expressed in terms of those indicators.
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A distinction should be made between the criteria used to assess operational safety performance through monitoring, and the criteria used for the assessment of planned new systems or procedures. The process for the latter is known as safety assessments.
Safety performance indicators

In order to set safety performance targets, it is necessary to first decide on appropriate safety performance indicators. Safety performance indicators are generally expressed in terms of the frequency of occurrence of some event causing harm. Typical measures that could be used include: Airplane accidents per 100,000 flight hours; Airplane accidents per 10,000 movements; Fatal airplane accidents per year; and Serious incidents per 10,000 flight hours. There is no single safety performance indicator that is appropriate in all circumstances. The indicator chosen to express a safety performance target must be matched to the application in which it will be used, so that it will be possible to make a meaningful evaluation of safety in the same terms as those used in defining the safety performance target. The safety performance indicator(s) chosen to express global, regional and national targets will not generally be appropriate for application to individual organizations. Since accidents are relatively rare events, they do not provide a good indication of safety performanceespecially at the local level. Even at the global level, accident rates vary considerably from year to year. An increase or decrease in accidents from one year to the next does not necessarily indicate a change in the underlying level of safety.
Safety performance targets

Having decided on appropriate safety indicators, it is then necessary to decide on what represents an acceptable outcome or goal. These are: To reduce the number of accidents and fatalities worldwide irrespective of the volume of air traffic; and To achieve a significant decrease in accident rates, particularly in regions where these remain high. The desired safety outcome may be expressed either in absolute or relative terms. ICAOs global targets are examples of relative targets. A relative target could also incorporate a desired percentage reduction in accidents or particular types of safety occurrences within a defined time period. For example, under a State safety program, a regulatory oversight authority may determine that an acceptable level of safety will be achieved by specifying the following safety performance targets: For airline operators: less than 0.2 fatal accidents per 100,000 hours. A further target may be that the number of EGPWS warnings be reduced by 30 percent in the next 12 months; For airplane maintenance organizations: less than 200 major airplane defects per 100,000 hours flown; For aerodrome operators: less than 1.0 bird strike per 1,000 airplane movements; and For ATS providers: less than 40 airspace incidents per 100,000 flights. In each sector of the industry, various safety requirements would be utilized to achieve the required safety performance, as measured by safety indicators. Note: For THAI Flight Safety Goal (FSG); See OM-A 2.3.2.2.2Flight Satety; THAI Flight Safety Goal (FSG).
2.3.4
2.3.4.1
THAI Flight Operation Safety Management Activities

General
THAI Flight Operations implement an accepted safety management system (SMS) and integrate the diverse safety activities into a coherent system.
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The safety activities that be integrated into THAI Flight Operations SMS include: Hazard identification and incident reporting system; Flight Data Analysis Program (FDAP) or Flight Operational Trend Analysis (FOTA) and Flight with Operation under Risk Assessment (FORA); Line Operations Safety Audit (LOSA); and Cabin safety. Each is described more fully below.
2.3.4.2
2.3.4.2.1
THAI Risk Assessment Method (TRAM)

General
THAI Flight Operations has process to identify all possible hazards which might effect to the operations prior to launch the new operations. During the line operations, THAI Risk Assessment Method (TRAM) is applied to assess risk of the occurrence reported by Air Safety Report (ASR).
2.3.4.2.2
Defined assessment
TRAM shall define assess and categorize the relevant data in 4 parts as shows in the assessment table below:
Cause category Operational area Severity level Likelihood category Are related to the causes of the occurrence and activity in which the occurrence was reported. Describe the occurrence area; on ground during pre-flight, in flight or landing. Concern the probability of a major accident if the event should recur. Concerns the level of probability of a major accident for this occurrence under the prevailing circumstances.
TRAM cause category will define the nature of occurrence and analyzing function:
Cause Category & Analyzing function Operation Analyzed by OF Technical Analyzed by OF/TE Load control Analyzed by OF/LC Ground damage Analyzed by OF/D2 Miscellaneous Analyzed by OF and function concerned Combined Analyzed by OF and function concerned Airplane damaged by ground vehicle or other object, apparently not caused by actions of the flight crew. Occurrences not referable to any of the above categories. Examples are bird strikes and lightning strikes. More than one of the above categories are applicable. It will be annotated on the ASR which categories are involved, e.g."Operational/ Load Control". The category mentioned first reflects what is regarded as the primary nature of the occurrence. Apparently caused by a technical fault or by actions of technicians. Load control error. Nature of occurrence Apparently caused by actions of the flight crew.
TRAM operational area (phase of flight):

Operation area Pre flight Push back Explanations During flight preparation. Pushing back and ENG start, for flight operation.
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Operation area Towing Taxi out Take off Initial climb Climb Cruise Descent Holding Approach Landing Go around Taxi in Taxi out for takeoff. T/O and abort T/O.
Explanations Towing for flight operation.
From accelerate altitude until flaps/slats retracted. Climb to first cruise altitude with clean configuration. Leveling first cruise altitude and step climb. Leaving last cruise altitude. In holding pattern. Arrival, star & approach until L/D checklist completed. After the L/D checklist completed until vacate the runway. Go around. Vacate the R/W to parking until before Pre flight.
TRAM severity level:

Severity Catastrophic (A) Hazardous (B) Multiple fatalities Large reduction in safety margins Physical distress or a high workload such that a flight crew cannot be relied upon to perform their tasks accurately or completely Serious injury or fatal to a relatively small number of occupants Major equipment damage Major (C) Significant reduction in safety margins Reduction in the ability of flight crew to cope with adverse operating condition as a result of increase in workload or as a result of conditions impairing their efficiency Serious incident Injury to persons Minor (D) Nuisance Operating limitations Use of emergency procedures Minor incident None (E) Little consequences Explanations Equipment destroyed
TRAM likelihood category: Likelihood categories are categories of probabilities and express the likelihood of a major accident if the occurrence recurs. Likelihood categories are categories of probabilities and express the likelihood of a major accident if the occurrence recurs.
Probabilities Frequent (5) Occasional (4) Remote (3) Explanations Likely to occur many times (has occurred frequently) (1 in 100 flight sectors) Likely to occur some times (has occurred infrequently) (1 in 1,000 flight sectors) Unlikely, but possible to occur (has occurred rarely) (1 in 10,000 flight sectors)
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Probabilities Improbable (2) Extremely improbable (1)
Explanations Very unlikely occur (not known has occurred) (1 in 100,000 flight sectors) Almost inconceivable that the event will occur (1 in 1,000,000 flight sectors)
Note:
The use of mathematical probabilities is not essential. They are included here to give an indication of order of magnitude when making qualitative estimates.
2.3.4.2.3
THAI Risk Assessment Matrix Scales (TRAMS)

Probability SEVERITY Catastrophic (A) Hazardous (B) Major (C) Minor (D) None (E) Extremely Improbable (1) A1 (R3) B1 (R2) C1 (R1) D1 (R1) E1 (R0) Improbable (2) A2 (R4) B2 (R3) C2 (R2) D2 (R1) E2 (R1) Remote (3) A3 (R5) B3 (R4) C3 (R3) D3 (R2) E3 (R1) Occasional (4) A4 (R5) B4 (R5) C4 (R4) D4 (R3) E4 (R2) Frequent (5) A5 (R5) B5 (R5) C5 (R5) D5 (R4) E5 (R3)
Note:
The numbers used in the table are the product of the severity/probability assessments. The matrix is used to prioritize actions to mitigate risk as R-code table below.
Risk explanation
R5 R4 R3 R2 R1 R0 Unacceptable under the existing circumstances Risk control/mitigation requires management decision Review of the Operation requires Acceptable and monitor Acceptable No Risk related to safety of flight operation
Review of the operation After analysis and investigation by Safety Action Group (SAG), Safety Manager shall:
Directly contact function(s) concern to indicate the cause(s) of the occurrence and ask to
find out the best practice to improve their operation for such Risk reduction. Risk control program.
Present in CSC (Corporate Safety Committee), the function concern can create their own Issue safety recommendation, present to Safety Review Board (SRB), they shall direct
function concern under DO to control the Risk. Risk control/mitigation Safety Manager shall present the Occurrence and indicate the cause(s) of the occurrence to SRB for immediate decision making to control or mitigate the risk. Then DO will present in DODT meeting to find the process of implementing actions or defenses to eliminate or reduce the probability or severity of risks associated with occurrence. Unacceptable under the existing circumstances Immediate action(s) is (are) required by decision making of SRB to stop or eliminate the probability or severity of risks:
Crew duty (flight crew or cabin crew). Crew operation. Airplane operation. Airplane type (fleet) operation.
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Operating to such airport.

Then the post action shall follow by Risk control/mitigation.
2.3.4.2.4
Reporting system
2.3.4.3
2.3.4.3.1
THAI Flight Data Analysis Program (FDAP)

General
In order to maintain a constant and the highest level of safety, the operation of all flights should be monitored. An operation limit should be set and all excessive events gathered for analysis. The trend of excessive events should be studied. It should be summarized in such a way as to indicate the safety level of the operation according to safety standard goal in 2.3.2.2, FSG. The aim of trend analysis is to monitor all revenue flights. The analytical criteria should be aimed at best indicating the possible trend of incidents and method of improvements for accident prevention. THAI Flight Data Analysis Program (FDAP) is comprised of two main parts known as: Flight Operational Trend Analysis (FOTA). Flight with Operation under Risk Assessment (FORA).
2.3.4.3.2
Flight Operational Trend Analysis (FOTA)

Definition
FOTA is a system that extracts significant information from the digital data recorded on each flight. The system monitors the operation of each fleet in a variety of operation aspects. It does not identify any individual flight in particular but as a possible unsafe operation of the whole fleet. The limit of classification is set in 3 levels: Safety limit Indicates the highest limit acceptable in line operations. It should be in accordance or lower than the manufacturers' maximum limitations. Operation limit Indicates the level of the pilots' adherence to Company regulations. This limit should be set according to OM-A/AOM/FCOM when stated. Performance limit Indicates the performance of pilots within the fleet. It is mainly for training and supervisory purposes. This limit should be set in order to indicate the probability of pilots exceeding the regulation requirements. Therefore, it should be well within the operational limits where stated in OM-A or AOM/FCOM of that type. It should also be agreed upon by OS and BO fleet. The criteria for analyzing digital data shall be agreed upon by OS fleet, BO fleet, and OI. Furthermore, it shall be approved by DO.
Responsibilities
Operations Safety Quality Department (OQ) is responsible for analyzing the digital data recorded on each airplane equipped with a Quick Access Recorder (QAR) or equivalent component, which is collected and stored by the Technical Department (TE-E). All information gathered or analyzed by OQ shall be kept strictly confidential. Only authorized personnel may have access to the information. Data from all airplane types gathered by TE-E should, as much as possible, be analyzed by OQ.
Procedures
A report should be completed within the following month from the period the digital data has been received. OQ is responsible for taking every possible means to make sure that the excessive events reported are correct and do not represent an error in the data received from TE-E. The
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report shall never, in any way, have the intent of indicating any person(s) involved. Performance and Operational limit exceed data will be used primarily for trend analysis. A summary of the excesses should be analyzed and presented along with the trend by OQ. After the approval of OI, it will be distributed to DO, DJ, D8, DP, DX, BX, OS, OS fleet and BO fleet concerned. There shall be no information regarding the nature of the flight that may lead to the person(s) involved included in the report. If a Safety limit has been exceeded, in such a way that is potentially dangerous, OQ may contact the person(s) involved directly or through FMP of the fleet in order to gather more information concerning the event. The enquiry shall concentrate on the cause of the event and to find preventive methods. OQ should then make a recommendation and report directly to OI for further action. No punishment can be imposed on any person(s). If the Safety limit excesses involve the airplane structure, the maintenance department should also be informed in order to inspect the airplane.
2.3.4.3.3
Flights With Operation Under Risk Assessment (FORA)

Definition
FORA represents flights in abnormal conditions which involve the performance of the crew. It does not necessarily indicate that the condition is caused by them. FORA identifies any flight that exceeds a significant limit or a combination of limits which require further analysis and corrective actions. For example, flights that are not stabilized at 500 ft, GPWS activated or hard landing etc.
Category
FORA is classified in two risk categories: Category A representing flights that mostly relate to pilot performance. Category B representing flights that relate to outside factors, such as mechanical problems or ATC clearance, etc. FORA also classifies the particular flight with a scale which represents the level of promptness in response to the event, 10 being the most and 1 being the least. For example, if a flight experiences a GPWS "Sink rate" warning below 1000 radio height, according to FORA definition, the risk scale will be A9 which means that the flight had a significant incident which mostly related to pilot performance. The risk scale detail is as follows: A10 Abort takeoff above V1 Initiate takeoff without T/O flap Stall warning below 2000 RA GPWS "Too low terrain", "Pull-up" or "Too low gear" TCAS RA A9 Rate of descent more than 1400 fpm below 500 RA GPWS "Sink rate" GPWS "Don't sink" or IVV less than 0 fpm below 1000 RA during climb out Speed 10 kt less than VA with landing flaps High pitch attitude during rotation or landing above safety limit A8 Speed 35 kt more than VA below 500 RA Bank angle more than 10 below 100 RA Rotate speed low A7 Rate of descent more than 1400 fpm between 1,000500 RA Rotate speed more than VR 30 kt Heading change more than 7 during takeoff or landing A6 Speed 35 kt more than VA between 1,000500 RA Stall warning above 2,000 RA Speed 15 kt less than VP Clean or VA with approach flap/slat GPWS "Glide slope" or "Too low flaps"
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Excessive VMO/MMO Dual input B5 G load above 2.0 G during touchdown (hard landing) Late landing flaps below 1,000 RA Glide slope deviation more than 1 dot low below 1,000 RA Low pitch attitude during landing B4 IVV less than 500 fpm during climb out Go around pitch high above safety limit Bank angle more than 20 between 100500 RA TCAS TA B3 Glide slope deviation more than 1 dot high below 500 RA Localizer deviation more than 1 dot below 1,000 RA Bank angle more than 35 above 500 RA B2 B1 Speed 5 kt more than flap placard speed Abort T/O below V1 Min fuel landing (landing with fuel less than minimum setting) Engine shut down during flight Overweight landing Note: 1. In case of any malfunction or a false warning such as GPWS "Too low gear" during final approach when all gears are confirmed to be normal, the flight will not be included in FORA index. Corrective actions will be more towards the Technical department rather than the crew themselves. 2. If a flight executed a go-around only half of the FORA index will be valid as risks were still involved.
Procedure
Further action for a FORA would be an inquiry into the details of the flight, which must be analyzed and corrective actions recommended if OI deems it necessary. In case OQ requires information to support or clarify an excessive event, the person(s) involved in the flight may be contacted either directly or through FMP. The appointment shall be made in person or by phone. No legal action may be taken against any person(s) involved based on the information from such a meeting. FORA monthly report should be completed within the following month. A full report will be forwarded to OS fleet concerned. A de-identified report, which does not specify the flight number or date, will be distributed to DO, D8, DJ, and OS-fleet.
FORA index
FORA index represents a reference that summarizes all FORA risk scales in category "A" of each fleet per given period. It is calculated with the following formula:
Information support
A request for information from the Flight Data Recorder can be made by internal functions. If such information reveals the person(s) involved, the request shall be in writing with the approval of OI and OQ or on their behalf. The request form shall be kept at OQ for a duration of no less than 1 year or as long as the on-going investigation concerning the particular flight has not yet been completed. The reply to such a request shall not take longer that 30 working days starting from the day after OQ receives the request. If the information to such a request is unavailable, the request form shall be returned along with the actual reason within the same period of time. For the sake of training or personal interest, any pilot may request a printout of the flight parameter of his own flight. The request form provided by OQ must be completed stating that
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the person may not use the information in any legal or Company matter. The printout shall not indicate in any way that may lead back to the person(s) involved in that particular flight. The request form shall be kept at OQ for at least 1 year.
FORA Monitoring Pilot (FMP)

In order to interpret the information correctly and to find the best solution to handle an event, FMP is required in each fleet. FMP should be an active pilot in the fleet or has thorough knowledge of the way the fleet he is representing operates. FMP is responsible for following up on each FORA in order to find out the nature of that flight and corrective action necessary. He has the authority to contact any pilot in that fleet directly in order to ascertain information. All inquiries should be done in a discreet manner and all findings be reported directly to OQ.
2.3.4.4
2.3.4.4.1
Line Operation Safety Audit (LOSA) program

Definition
A LOSA is a formal process that requires trained observers to observe all flight operations related during regularly scheduled flights to collect safety-related data on environmental conditions, operational complexity, and flight crew performance. Confidential data collection and nonjeopardy assurance for pilots are fundamental to the process.
2.3.4.4.2
Importance of a LOSA
A LOSA provides unique data about an airline's defenses and vulnerabilities. LOSA does not replace other safety-data sources such as FOQA (Flight Operations Quality Assurance) or ASAP (Aviation Safety Action Plan). Instead, it complements these programs and extends the reach of an airline's safety management system. The data collected during a LOSA can impact almost every department in an airline, as the following examples show. The data collected during a LOSA can help an airline: Identify threats in the airline's operating environment. Identify threats from within the airline's operations. Assess the degree of transference of training to the line. Check the quality and usability of procedures. Identify design problems in the human/machine interface. Understand pilots' shortcuts and workarounds. Assess safety margins. Provide a baseline for organizational change. Provide a rationale for allocation of resources.
2.3.4.4.3
Processes
LOSA projects start from DO appoints LOSA Steering Committee from the involved departments, Pilot Administration Dept. (OS), Flight Deck Crew Training Dept. (BX), Flight Standards Dept. (OO) and Flight Operations Safety Dept. (OI). LOSA Steering Committee will then appoint LOSA Working Group which normally from Safety Expert and members from the involved departments. LOSA Working Group shall perform LOSA Step start from in-flight observation and Data Collection as follow: Gather information and LOSA resources from other airlines and industry groups. Publicize LOSA within the airline and send a letter to the line pilots. Decide the focus of the LOSA. Decide the number of observations. Create an observation form. Select observers. Train and calibrate observers. Schedule observations. Decide on a data repository.
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Follow by data analysis and feedback process: Verify the data. Analyze data. Prepare report. Brief management. Brief line pilots. Monitor safety change process.
2.3.4.4.4
Operating characteristics of LOSA

It is recommended that a LOSA observe all 10 characteristics to ensure the integrity of the LOSA process and the quality of the final product. The 10 LOSA operating characteristics are: 1. Jumpseat observations during normal flight operations. 2. Joint management/pilots' association sponsorship. 3. Voluntary crew participation. 4. De-identified, confidential, and non-disciplinary data collection. 5. Targeted observation form. 6. Trained and calibrated observers. 7. Trusted data repository. 8. Data verification. 9. Targets for enhancement. 10. Feedback results to the line pilots.
2.3.4.4.5
LOSA targets
The last stage of a LOSA is a written report that presents the overall findings of the audit. The report should be concise and present the most significant trends from the data. Along with the results, the report should provide an initial list of targets for enhancement. Targets need to be action-focused and data driven. Some example targets that might emerge from a LOSA: Reduce the number of unstabilized approaches. Streamline predeparture checklists. Reduce SOP cross-verification errors. Understand automation errors on the new fleet. Investigate conditions at airports X and Y. Improve management of adverse weather threats. Investigate high rate of MEL items on the xxx fleet. Reduce dispatch errors at the hub. Develop an international flight operations guide. Develop a module on intentional noncompliance errors for captain upgrade training.
2.3.4.5
2.3.4.5.1
Cabin safety program

General
THAI flight operations Cabin safety program is aimed at minimizing risks to the occupants of the airplane. By reducing or eliminating hazards with the potential for creating injuries or causing damage, cabin safety focuses on providing a safer environment for the occupants of the airplane. The range of threats to the airplane and its occupants include: In-flight turbulence; Smoke or fire in the cabin;
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Decompression; Emergency landings; Emergency evacuations; and Unruly passengers. The work environment and working conditions for cabin crew are influenced by a diverse set of human performance issues that may affect how cabin crew respond to threats, errors and other undesirable states. The cabin crew are usually the only company representatives that passengers see while in the airplane. From the passengers' perspective, the cabin crew are there to provide in-flight service. From the perspective of senior management, the cabin crew may have more to do with creating a favourable THAI image. From a regulatory and operational perspective, cabin crew are on board to manage adverse situations that may develop in the airplane cabin and to provide direction and assistance to passengers during an emergency. Following a major aviation accident, investigative attention will likely focus initially on flight operations. As guided by the evidence, the investigation may then expand to include other issues. The triggering event for an accident rarely begins in the passenger compartment. However, improper response by cabin crew to events in the cabin may have more serious consequences. For example: Incorrect loading of passengers (e.g. weight and balance considerations); Failure to properly secure the cabin and galleys for take-off and landing and in turbulence; Delayed reaction to warnings (e.g. of in-flight turbulence); Inappropriate response to events in the cabin (e.g. electrical short-circuits, smoke, fumes, or an oven fire); and Failure to report significant observations (such as fluid leaks, or wings contaminated by snow or ice) to the flight crew. With much of the cabin crew members' routine activities focused on cabin service, extra effort is required to ensure that cabin service is not provided at the expense of fulfilling their primary responsibilities for passenger safety. It is essential that training and operating procedures for cabin crew address the full range of issues that could have safety consequences.
2.3.4.5.2
Requirements
Although ICAO does not require cabin crew to be licensed, Chapter 12 of Annex 6Operation of Airplane specifies requirements with respect to: Assignment of emergency duties; Role during emergency evacuations; Use of emergency equipment; Flight- and duty-time limits; and Training. THAI establish and maintain an approved training program (including recurrent training) to be completed by all persons before being assigned as cabin crew as stated in 5.3. This training is aimed at ensuring the competence of cabin crew to perform in emergency situations. THAI establish the cabin crew training program for training of cabin crew including: Joint training with flight crew in handling of emergencies; and Training in assisting flight crew in the event of flight crew incapacitation. THAI Flight Operations, Aviation Resourcse Development (DX), also provides training about human performance relating to passenger cabin safety duties including flight crew-cabin crew coordination and on human factors in teams with an emphasis on working in the cabin environment communication and coordination aspects, as well as handling abnormal events. Recognizing the challenge of initiating a cabin safety program, flight operations developed a systematic approach to the management of cabin safety.
2.3.4.5.3
Managing cabin safety

Commitment
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The provision of cabin service may be viewed as a marketing or customer service function; however, cabin safety is clearly an operational function. Corporate policy should reflect this, and management needs to demonstrate its commitment to cabin safety with more than words. Common indicators of management's commitment to cabin safety include:
Allocation of sufficient resources (adequate staffing of cabin crew positions, initial and
recurrent training, training facilities, etc.); SOPs for safety; and
Clearly defined responsibilities, including the setting, monitoring and enforcing of practical Fostering of a positive safety culture.
Positive safety culture Creating a positive safety culture for cabin crew begins with departmental organization. If, as in many airlines, the cabin crew receive their principal direction from marketing rather than from the flight operations department, the focus of cabin crew will probably not be on cabin safety. Other considerations for the promotion of a positive safety culture include:
The relationship between flight crew and cabin crew, for example:
Spirit of cooperation, marked by mutual respect and understanding; Effective communications between flight crew and cabin crew; Regular review of SOPs to ensure compatibility between flight deck and cabin procedures; Joint pre-flight briefings for flight crew and cabin crew; and Joint debriefings following safety-related occurrences, etc.; and
Cabin crew participation in safety management:

Involvement of the safety manager in cabin safety issues; Avenues for offering cabin safety expertise and advice (Cabin Safety and Security Committee/ Cabin Safety Working Group meetings); Participation in developing policies, objectives and SOPs affecting cabin safety; and Participation in company's incident reporting system e.g. Cabin Report (Safety/ Security related), CA Voluntary Safety Report (VSR). SOPs, checklists and briefings As in flight deck operations, cabin safety requires strict adherence to well-thought-out and practical SOPs, including the use of checklists and briefings of cabin crew. Procedures include, but are not limited to the following: passenger boarding; seat assignment; stowage of carry-on baggage; emergency exit accessibility and availability; passenger safety briefing; service equipment storage and use; emergency medical equipment storage and use (oxygen, defibrillator, first aid kit, etc.); handling of medical emergencies; non-medical emergency equipment storage and use (fire extinguishers, protective breathing equipment, etc.); in-flight emergency procedures (smoke, fire, etc.); cabin crew announcements; turbulence procedures (including securing the cabin); handling unruly passengers; emergency evacuations; and routine deplaning. Hazard and incident reporting Cabin crews must be able to report hazards, incidents and safety concerns as they become aware of them without fear of embarrassment, incrimination or disciplinary action. Cabin crew, their supervisors should have no doubts about:
The types of hazards that should be reported (refer to 2.3.5.2.3); The appropriate reporting mechanisms; Their job security (following the reporting of a safety concern); and Any safety actions taken to follow up on identified hazards.
Training for cabin safety Cabin crew duties and responsibilities are safety-related, and cabin crew training should clearly reflect this fact. While training can never duplicate all the types of situations that may confront cabin crew, training can instill basic knowledge, skills, attitudes and confidence that
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will allow cabin crew to handle emergency situations. Cabin crew training should therefore include:
Initial indoctrination covering basic theory of flight, meteorology, physiology of flight,

psychology of passenger behavior, aviation terminology, etc.;
Hands-on training (using cabin simulators for fire, smoke and evacuation drills); In-flight safety assessment (included in THAI LOSA program); Annual recurrent training and re-qualification; Knowledge and skills in CRM, including coordinating activities with the flight crew; Joint training exercises with flight crew to practice drills and procedures used in flight and in emergency evacuations; and hazard and incident reporting); etc.
Indoctrination in function and use of selected aspects of the company's SMS (such as
In an emergency, the expertise of the cabin crew will be required with little or no warning. Thus, effective safety training for cabin crew requires practice to maintain the sharpness necessary in an emergency. 5.3.3.3 addresses safety training for cabin crew. Cabin safety standards Safety inspections, safety surveys and safety audits are tools that can be used to ensure that requisite cabin safety standards are being maintained. Once an operator is certificated, cabin safety standards may be confirmed through an ongoing program of:
Airplane inspections (e.g. emergency exits, emergency equipment, and galleys); Pre-flight (ramp) inspections; In-flight cabin inspections (e.g. passenger briefings and demonstrations, crew briefings
and use of checklists, crew communications, discipline, and situational awareness);
Training inspections (e.g. facilities, quality of instruction, and records); and Base inspections (e.g. crew scheduling, dispatch, safety incident reporting and response),
etc. A Company's internal safety audit program should include the cabin crew department. The audit process should include a review of all cabin operations, as well as an audit of cabin safety procedures, training, the cabin crew's operating manual, etc.
2.3.5
Safety reports and forms

oOo
Reverse side blank
OPERATIONAL CONTROL AND FLIGHT SAFETY Operational Control
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2.4
2.4.1
Operational Control
General
For an individual flight, the P-i-C of the flight has the authority and the responsible in the interest of safety, over the initiation, continuation, diversion, termination or cancellation of the flight. Before the flight:
The Operations Control & Planning (OP) coordinates latest information on the planned
flight and takes the necessary decisions to ensure the flight or to cancel it;
The flight dispatch officer prepares the flight. Once the P-i-C has commenced his flight
duty, he must inform and consult him about all matter dealing with his flight, his crew and his aircraft; loading). He coordinates also with The Operations Control & Planning (OP) and the P-i-C of the flight. Airport Services Manager is responsible of the flight until the P-i-C takes the responsibility of the flight (door closed).
Airport Services Manager supervises all airport activities (passenger, ground handling,
Initiation of the Flight:
It is the responsibility of the P-i-C to initiate the flight.

Once the flight has commenced:
The authority to dispose of the aircraft rests with the P-i-C; The Operations Control & Planning (OP) or Flight watch must provide the P-i-C with any
information having an operational impact or with information requested by the P-i-C. After the flight:
The P-i-C must report to the Chief Pilot and if necessary to Flight Operations Safety (OI),
any operational procedure deviation and any event providing useful information for the enhancement of flight safety
2.4.2
Policy
All flights shall be executed with regard to safety, punctuality, economy and customer service. It is essential that all flights be operated in close relation to the established schedule. All flights shall be operated with the use of all available air traffic services needed by a pilot to plan and to carry out a safe and efficient operation which shall be obtained from the respective government services. If the authorities indicate that they are unable to maintain the published facilities, an operation shall only be considered provided that at least FIS (Flight Information Service) is available. Except for the evacuation flights made at government's request an operation shall neither be planned nor made through or close to the airspace that has been declared a dangerous area by the authorities concerned. All flights shall be planned and operated in accordance with the Companys regulations which have been laid down with regard to the rules and regulations set up by local authorities. Should it be observed that the Companys regulations inadvertently violate the rules and regulations set up by local authorities the latter regulation shall be the governing one and the discrepancy shall be reported to the Executive Vice President, Operations (DO). Flying under IMC and in darkness may only be done on the maps, charts, Flight/Route Manual information, etc. approved by THAI. In exceptional circumstances, however, other materials may be used provided: The P-i-C has very good reason to believe such materials are correct. The circumstances permit a greater terrain clearance than that prescribed in OM-A 8.1.1Minimum Flight Allitudes. Great caution should be exercised when using the materials that are not approved by the Company, particularly those concerning the indication of elevation figures.
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2.4.3
2.4.3.1
Authority
Pilot-in-Command
See OM-A 1.4.2.2AUTHORITY, DUTIES AND RESPONSIBILITIES OF THE PILOT-INCOMMAND; AUTHORITY.
2.4.3.2
Operations Control (BKKOP)

BKKOP has authority to issue, on a systemwide basis if necessary: Instructions to Station Managers on the disposition of daily traffic. This includes, based on traffic demand, establishment of extra flights or sections, canceling, advancing, delaying, routing and consolidating flights. Such traffic instructions shall be adhered to by all operations personnel unless safety or limitations in the operation of the aircraft prevent the adherence in the opinion of the P-i-C. Recommendations to the aircraft in flight including the deviations from normal routing, which the actual traffic situation may warrant. Such recommendations will consequently be issued from a traffic point of view.
2.4.3.3
Flight Operations Officer (FOO)

A Flight Operations Officer is a person holding a flight dispatcher license and has the authority to originate and transmit to aircraft, information or advice pertaining to the safe conduct or the operational planning of the flight, such as: Weather information (forecast, actual, trend information, etc.) Altimeter settings (QNH, QFE, etc.) Runway conditions (braking action, depth of snow/slush/water, etc.) Holding recommendation Diversion recommendation Additional fueling recommendation When exercising this authority, FOO shall not take such action that would contradict the procedures established by Air Traffic Control, the Meteorological Services or the Communications Services.
2.4.3.4
Station Personnel
At the stations without FOO, or FOO not on duty, the station managers or their deputies have authority to forward to aircraft over the Company Utility Transmission (CUT), or other appropriate A/G channels, and to give advice on all information supplied by an FOO, ATS or MET, as well as the suggestions regarding holding or diverting from a traffic point of view. Such communication shall begin with THAI.... (Station name). To ensure that the safety of the flights are being fulfilled regarding aircraft technical services/ fueling and other ground handling, provided by external resources (handling agents), the station manager or the concerned departments shall utilize the auditing process to monitor their services quality and procedures.
2.4.4
2.4.4.1
Flight Dispatch Services

General
Complete dispatch service is provided by the licensed flight dispatcher at the designated Dispatch Office (OW). However, in order to improve operations efficiency at certain stations, the selected personnel should have been given a limited operational training which enabling them to assist flight crew with certain duties.
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2.4.4.2
FLIGHT PLANNING
Flight planning is performed by the licensed flight dispatcher on all routes, using the flight planning system to compute the Company flight plan. Flight planning shall include the complete pre-flight documentation (Company information, NOTAM, MET information and Company flight plan) and ATS flight plan filing. The complete documentation shall be arranged in an orderly aspect and adhere to the established checklists where deemed necessary. The Dispatch Office performing remote flight planning shall forward the documentation to the crew/stations concerned according to the established procedures including a dispatch release. On routes with a through planning, pre-flight documentation for the whole route requirements shall be provided by the originating Dispatch Office.
2.4.4.3
FLIGHT ASSISTANCE
Flight assistance normally covers such operational service as may be requested by an aircraft in flight in order to overcome unforeseen circumstances in a more efficient manner. Such assistance shall be requested by the P-i-C when deeming it necessary, but should also be initiated by the relevant Dispatch Office when unforeseen circumstances arise, such as SIGMET.
2.4.4.4
FLIGHT WATCH
Flight watch is established for flights over routes or portions of routes, where special weather operational conditions exist and for flights operating with marginal fuel.
2.4.4.5
TERMINAL ASSISTANCE
Terminal assistance may be established at aerodromes where the flight crew need on-ground assistance with regard to the collecting and filing of flight documents, and with any other operational services during a ground stop.
2.4.4.6
TERMINAL WATCH
A terminal watch may be established at aerodromes where flight crew need information which is not available on the normal ATS channels, in order to carry out a more efficient and economical operation. This service should be available for aircraft approaching such aerodromes from before top of descent and on departure until reaching top of climb. The terminal watch information to an aircraft shall normally consist of the following as required: Weather information not available on ATIS. NOTAM information of importance, not available on ATIS or the latest NOTAM. Expected traffic delays, if any. Runway conditions, if not available on ATIS or if deemed different from those given. Advise on availability of alternates and fuel requirement, in case a diversion is possible. Any other problems that the flight crew may not be aware of. Requirements for a terminal watch should be specified by BKKOS.
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OPERATIONAL CONTROL AND FLIGHT SAFETY Power of the Authority
OM-A
2.5 Page 1 Rev 1 (23 MAY 11)
2.5
2.5.1
Power of the Authority

General
The Authority has the right to interview any nominee or call for additional evidence of his suitability before deciding upon his acceptability. The Authority has the power to: Determine the adequacy, relevance and consistency of the AOC holders compliance with the requirements; Assess the efficiency of the operators internal monitoring procedures and confirm the availability of sufficient resources and proper processes, as documented by the AOC holders Quality System; Verify by means of inspections, compliance with the requirements and the effectiveness of the AOC holders Quality System; The Authority has the power to assess the continued competence of an AOC holders by inspection and monitoring of: Infrastructure; Manuals; Training; Crew records; Maintenance; Ramp; Equipment; Pre-flight preparation; Release of Flight/Dispatch; Flight; Ground; Dangerous Goods; Quality System and results of Quality audits.
2.5.2
Officials on Official Duty

The P-i-C shall render all possible assistance to DCA officials engaged in flight safety work. DCA inspectors on official duty shall be admitted to the flight deck whenever they ask for. If the P-i-C decides to refuse admittance, the inspector should be informed of the reason for the refusal. In such case, the P-i-C shall submit a written report, as soon as possible after the flight, to the Vice President, Flight Operations (DP) for further report to Executive Vice President, Operations (DO) who will forward the report together with the Companys comment to the authorities concerned.
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QUALITY SYSTEM Table of Contents
OM-A
3
3.1 3.2 3.3
QUALITY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 DO SAFETY AND QUALITY POLICY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 QUALITY MANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
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QUALITY SYSTEM General
OM-A
3.1 Page 1 Rev 1 (23 MAY 11)
3
3.1
QUALITY SYSTEM
General
The purpose of the Quality System is to fulfill safety and quality requirements imposed by legal and company standards. At the same time it gives a comprehensive overview of the responsibilities and processes within the Company. Monitor compliance with, and the adequacy of, procedures required to ensure safe operational practices and airworthy aeroplane. Explain the total of duties and responsibilities to its employees. Make clear the responsibilities at the points of co-operation. Create a more efficient work flow. Avoid duplicative work. Enable employees to recognize quality. Identify deficiency at work and to take remedial action as soon as required. The Executive Vice President, Operations Department (DO) has the responsibility to define the DO safety and quality policies and has authority to make all policy decisions. All managers and supervisors are accountable for practical implementation and continuous enforcement of the Safety and Quality Policy. All personnel have individual responsibility for safety and quality.
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QUALITY SYSTEM DO SAFETY AND QUALITY POLICY
OM-A
3.2 Page 1 Rev 1 (23 MAY 11)
3.2
DO SAFETY AND QUALITY POLICY

A number of completed flights according to the agreed TPI is the main product of Operations Department (DO). All our flights shall meet the expectations of our customers. Safety shall never be compromised. Utmost precautions shall be taken to avoid contact with all acts of hostilities. Safety and quality shall be integral and core elements of every process in Operations Department. All processes shall be performed by competent personnel and controlled by professional management according to the established procedures in the Operations Safety & Quality Manual (OSQM). All employees shall be given reason to feel proud of being valuable members of strong Operations Team of DO. All of our flights shall be operated with safety as the top priority, followed by punctuality and other services in accordance with their relative importance to customer satisfaction. We therefore adopt a cost-effective strategy with the goal of maximizing safety. Our performance shall be continuously monitored, analyzed, and improved. Our Safety and Quality objectives are:
Safety Punctuality Passenger comfort and satisfaction Economy Employee satisfaction.
For safety assurance:
Every manual, process, procedure, checklist and work instruction must comply with Thai
DCA, ICAO, EASA, FAA. to.
Applicable rules and regulationsThai DCA, ICAO, EASA, FAAshall be strictly adhered
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QUALITY SYSTEM QUALITY MANUAL
OM-A
3.3 Page 1 Rev 1 (23 MAY 11)
3.3
QUALITY MANUAL
For THAI Operations, the Operations Safety & Quality Manual (OSQM) is the Quality Manual. SQMR (Safety and Quality Management Representative) is responsible for authorizing/ approving revisions of the OSQM content. SQMR is appointed by the Executive Vice President, Operations Dept. (DO) and reports directly to DO. The purpose of OSQM is primarily to assure that all tasks within THAI Operations Dept. (DO) are functioning efficiently to fulfill DO safety policy and objectives and to reach the quality targets. The OSQM contains instructions and information on the operations safety and quality systems that direct the flight operations under the responsibility of the Operations Department (DO).
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CREW COMPOSITION Table of Contents
OM-A
4
4.1 4.1.1 4.1.2
CREW COMPOSITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
METHOD FOR DETERMINING CREW COMPOSITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Flight crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Relief of flight crew member . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Cabin Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Required Minimum Number of Cabin Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Reduced required minimum number of cabin crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Additional crew members . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Route and aerodrome qualifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Base release flights of captain candidates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Two captains occupying pilot seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 P-i-C seated in RH seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 P-i-C not seated in either pilot seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 P-i-C passing his 60th birthday . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 FLIGHT CREW INCAPACITATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
4.1.2.1 4.1.3 4.1.3.1 4.1.3.2 4.1.3.3 4.2 4.2.1 4.2.2 4.2.3 4.2.4 4.2.5 4.2.6 4.3
DESIGNATION OF THE PILOT-IN-COMMAND (P-i-C) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
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CREW COMPOSITION METHOD FOR DETERMINING CREW COMPOSITION
OM-A
4.1 Page 1 Rev 1 (23 MAY 11)
4
4.1
4.1.1
CREW COMPOSITION
METHOD FOR DETERMINING CREW COMPOSITION
General
The method for determining crew composition must take into account the following parameters: Type of aircraft. The area and type of operation (e.g. long range, ETOPS, MNPS, AWO, Polar). Revenue, non revenue flight. The phase of the flight. The minimum crew requirement and flight duty period. Flight crew qualification and experience. The designation of the P-i-C and, if necessitated by the duration of the flight, the procedures for their relief.
4.1.2
Flight crew
All flights shall be planned and carried out with a minimum of one qualified captain scheduled as P-i-C. In order to be considered qualified as the P-i-C on the related aircraft type, the captain must fulfil the training and qualification requirements laid down in OM-A. A captain scheduled as P-i-C on a specific flight may not relinquish this responsibility without informing BKKOL/OD verbally or by telex, except on Base Release flights for captains, where the releasing captain may authorize the captain candidate to act as the P-i-C. When two captains are scheduled on the same flight and both fulfil qualification requirements for the aircraft, route and aerodrome, the captain with the higher work seniority shall be scheduled as P-i-C. For a series of long-haul flights, in order to share responsibilities and reduce workload legally, the exception to the above paragraph may be granted by OS or OS fleet concerned to schedule the less seniority captain as the P-i-C on some sectors where appropriate. In this case, all documents concerned such as TAFS Computer Flight Plan, ATS Flight Plan, Journey Log/Flt Statistics, Flight Crew Hotel Register, etc. shall be corresponded to the flight crew schedules. The captain scheduled to take over the P-i-C's or the copilot's duties on an issued current crew schedule shall do so, regardless of the seniority of the pilot he is replacing, even if this entails flying as copilot to captain with less seniority, or as P-i-C with captain having a higher seniority as copilot. On route and aerodrome qualification flights, as well as aircraft introduction flights, the welltrained pilots shall be scheduled as copilots irrespective of their seniority. All flights except school flights shall be planned and carried out with a minimum of one qualified copilot. Flight training/maneuvers and aircraft type training may only be carried out with a qualified flight instructor occupying one of the pilot seats. An instructor, an engineer, an inspector or an interpreter may complete flight crew. They will use cockpit accommodation provided for observers. This minimum flight crew may be augmented depending of the operation and/or the flight duration. The flight crew includes additional flight crew members when required by the type of operation, and is not reduced below the number specified in the Operations Manual. All flight crew members hold an applicable and valid licence acceptable to the Thai DCA and are suitably qualified and competent to conduct the duties assigned to them.
4.1.2.1
Relief of flight crew member

During takeoff, climb, descent, approach and landing, the pilot seats shall be occupied by the pilots qualified to maneuver the aircraft from these positions.
4.1 Page 2 Rev 1 (23 MAY 11)
OM-A
Flight crew member must not leave his station without permission from the P-i-C. For a short period, one of the minimum numbers of flight crew members may be permitted to leave the flight deck for toilet visit or for safety reasons, however the remaining flight crew shall continuously maintain unobstructed access to the flight controls, alertness and situational awareness. A flight crew member may be relieved in flight of his duties at the controls by another suitably qualified flight crewmember.
4.1.2.1.1
Relief of the P-i-C

The P-i-C may delegate conduct of the flight to: Another qualified pilot ; or For operations only above FL 200, a pilot qualified as detailed below. Minimum requirements for a pilot relieving the P-i-C: Valid Airline Transport Pilot Licence (intercontinental flight); Type Rating; All recurrent training and checking; Route qualification.
4.1.2.1.2
Relief of the copilot

The copilot may be relieved by: Another suitably qualified pilot; or A cruise relief copilot qualified as detailed below. Minimum requirements for cruise relief copilot: Valid Commercial Pilot Licence with Instrument Rating; Conversion training and checking, including Type Rating training except the requirement for take-off and landing training; All recurrent training and checking (except the requirement for take-off and landing training); and To operate in the role of copilot in the cruise only and not below FL 200.
4.1.3
4.1.3.1
Cabin Crew
Required Minimum Number of Cabin Crew
Cabin crew serving on a flight, in the interest of safety of passengers, shall be qualified according to OM-A 5.3 - Cabin Crew. The minimum number of cabin crew shall normally not be less than that stated in the Table below, in order to cover the established emergency procedures. The minimum number of cabin crew is linked to the approved passenger seating capacity of the configuration. One cabin crew is required for each unit of 50 plus one additional cabin crew for part of the unit of passenger seats. Cabin crew are required to be located near required floor level exits and be uniformly distributed throughout the cabin. One cabin crew is required at each over-wing exit 3L and 3R on 747-400 and 777-300. One cabin crew is required on the 747-400 upper deck during taxi, takeoff, and landing when passengers occupy the upper deck.
Aircraft type Cabin version Seating capacity Min. No. of cabin crew 8 8 8 7 7 6 3 5 AP AP AP AP AP AP X Station to be occupied Main station 1L 1L 2L 2L 2L 2L 2L 2L 2L 2L 3L 3R 4L 2R 2R 2R 3L 3L 3L 3L 3L 3L Others 3R 3R 3R 3R 3R 3R 4L 4L 4L 4L 4L 4L 4R 4R 4R 4R 4R 5L 5L 5L 5L UDL* UDL*
747-400 777-300 777-300ER 777-200 777-200ER 737-400 A340-500
7742 7743 7732 7739 7723 77E1 7341 3452
389 375 364 312 309 292 150 215

Aircraft type Cabin version Seating capacity Min. No. of cabin crew 6 7 6 5 6 6
OM-A
4.1 Page 3 Rev 1 (23 MAY 11)

Station to be occupied
Main station AP AP AP AP AP AP 2L 2L 2L 2L 2L 2L 2R 2R 3L 3L 3L 3L 3L 3L
Others 3R 3R 3R 3R 3R 3R 4L 4L 4L 4L 4L 4L 4R 4R 4R 4R
A340-600 A330-300 A300-600
3461 3302 3303 36R1 3602 36R3
267 305 299 247 261 260
Note:
1. In exceptional cases, a flight may be operated with the minimum number of cabin crew as stated in the respective FCOM/AOM /CAP, provided the conditions for such operation are adhered to. 2. Main station AP or 1L shall be occupied by the most senior cabin crew who qualifies for the specific duties at that station, prescribed in the CA Pre-Flight/Takeoff and Landing/Security Checklist. 3. * UDL = Upper Deck Left. 4. Regarding requirements for cabin composition when transporting physically handicapped passengers, see the respective FCOM/AOM. 5. Cabin crew are not required on the following flights with passengers: Cargo flights operated according to special procedures Flight with only passengers to a number of 5 or less, who have a good knowledge of the emergency equipment in the passenger cabin. Flight with only flight crew members as passengers regardless of number.
4.1.3.2
Reduced required minimum number of cabin crew

In unforeseen circumstances the required minimum number of cabin crew may be reduced provided that: The number of passengers has been reduced in accordance with procedures specified in the Operations Manual; and A report is submitted to the Authority after completion of the flight. In this case, additional instructions must be given considering:
Re-seating of passengers with due regard to exits and other applicable aircraft
limitations; and
Relocation of cabin crew and any change of procedures.
4.1.3.3
Additional crew members

Crew composition with regard to the service requirements is stated in THAI PSM 9. In case cabin crew responsible on a flight require more extra cabin crew than those scheduled, deadheaded cabin crew available on the same flight can be utilized as active upon the P-i-C's decision.
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CREW COMPOSITION DESIGNATION OF THE PILOT-IN-COMMAND (P-iC)
OM-A
4.2 Page 1 Rev 1 (23 MAY 11)
4.2
4.2.1
DESIGNATION OF THE PILOT-IN-COMMAND (P-i-C)

Route and aerodrome qualifications
For route introduction flights, the captain approved for giving such introduction shall be scheduled as a P-i-C. Captains scheduled as copilots on routes or aerodromes, in order to attain qualification, may occupy either the left or right pilot seat according to P-i-C's discretion.
4.2.2
Base release flights of captain candidates

The releasing captain (check airman) will be scheduled as a P-i-C. If the releasing captain is from a different aircraft type, an extra captain, qualified on that aircraft type, shall be scheduled as a P-i-C.
4.2.3
Two captains occupying pilot seats

When two captains qualified on the aircraft type concerned occupy the pilot seats, the captain designated as P-i-C may occupy either the left or the right pilot seat. The captain acting as PF during takeoff and landing shall normally occupy the left pilot seat. However, an instructor, Line Check pilot or Captain who is currently qualified on the RH seat may perform PF's duty from the right pilot seat. Note: The loadsheet shall be signed by the P-i-C.
4.2.4
P-i-C seated in RH seat

During normal operation, the P-i-C shall perform the duties of PF or PM/PNF as applicable. The P-i-C shall initiate all actions required in case of an emergency. If he deems it necessary to take over the maneuvering of the aircraft, he shall call out My controls or I have controls. In case of emergency/malfunction during takeoff roll, he shall order Stop orGo. Stop indicates his decision to reject the takeoff. Thereafter, he shall perform the checklist items pertaining to RP. Go indicates his decision to continue the takeoff. The pilot acting as PF shall continue to maneuver the aircraft. Emergency evacuation shall be called by P-i-C, but he shall perform checklist items as RP. When Emergency evacuation Checklist is completed, he shall resume the duties as P-i-C during evacuation. The other pilot occupying LH seat shall perform the duties as copilot during evacuation.
4.2.5
P-i-C not seated in either pilot seat

On flights scheduled with more than one captain, the P-i-C may occupy the observer seat while another captain performs LP duties. However, the responsibility still rests with the P-i-C. During takeoff and landing, a flight scheduled with more than 1 captain, if the P-i-C is not seated in either pilot seat, he shall delegate the P-i-C flight authority and duties to the captain who occupies a pilot seat. In case of emergency, the designated captain shall decide and initiate all immediate emergency actions as deemed necessary, whereas the P-i-C shall direct evacuation as required. During other phases of flight, if the P-i-C has to leave the pilot seat, he shall delegate his tasks to a crew who occupies the pilot seat. However, the delegation of flight authority does not relieve the P-i-C responsibility to ensure the best of his ability and the safe operation of flight. He shall decide and initiate all emergency actions as deemed necessary and direct evacuation as required.
4.2.6
P-i-C passing his 60th birthday

The Captain, whose age has passed 60th birthday, is entitled to perform flight duty as a P-i-C until the Companys retirement date provided he is scheduled with a copilot who is under 60 years of age and qualified on the right hand seat.
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CREW COMPOSITION FLIGHT CREW INCAPACITATION
OM-A
4.3 Page 1 Rev 1 (23 MAY 11)
4.3
FLIGHT CREW INCAPACITATION

Succession of command in case of incapacitation of the P-i-C: Flight crew composed of two pilots: The second pilot takes the authority over all persons on board the aircraft until the normal chain of command can be re-established. Flight crew composed of more than two pilots: The second pilot takes the authority over all persons on board the aircraft until a more qualified pilot (if any) takes the authority after having been informed by the second pilot and having acknowledged the overall situation and this until the normal chain of command can be re-established. If the original P-i-C cannot continue his command of the flight, the flight will not depart from the aerodrome where it has landed or, if occurring in flight, from the next aerodrome at which it lands, unless another captain on that particular type of aircraft is included in the Crew list. See OM-A 8.3.14.60Flight Procedures; Incapacitation of Crew Members.
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QUALIFICATION REQUIREMENTS Table of Contents
OM-A
5
5.1 5.1.1 5.1.2 5.1.3 5.1.4 5.2 5.2.1 5.2.2
QUALIFICATION REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Licenses/qualification/competency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Recurrent training and checking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Conversion course . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 FLIGHT CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Employment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Pilot scholarships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Flight officers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Categorization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Licenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Type rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Conversion to New Aircraft Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Qualifications requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Ground training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Flight training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Release for Route Introduction (X) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Route Introduction (RI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Release for LIFUS (Y) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Line Flying Under SupervisionLIFUS (T) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Base Release (B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Appointment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Cross Crew Qualification (CCQ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Operation of More Than One Type or Variant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Mixed Fleet Flying (MFF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Captain Qualifications Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Qualifications Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Ground Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Flight Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Release for Route Introduction (X) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Route Introduction (RI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Release for LIFUS (Y) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Line Flying Under SupervisionLIFUS (T) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Base Release (B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Appointment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 First Officer (Copilot) Qualifications Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Qualifications Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Ground Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
5.2.2.1 5.2.2.2 5.2.3 5.2.4 5.2.5 5.2.6 5.2.6.1 5.2.6.2 5.2.6.3 5.2.6.4 5.2.6.5 5.2.6.6 5.2.6.7 5.2.6.8 5.2.6.9 5.2.7 5.2.8 5.2.8.1 5.2.8.2 5.2.9 5.2.9.1 5.2.9.2 5.2.9.3 5.2.9.4 5.2.9.5 5.2.9.6 5.2.9.7 5.2.9.8 5.2.9.9 5.2.10 5.2.10.1 5.2.10.2
OM-A
5.2.10.3 5.2.10.4 5.2.10.5 5.2.10.6 5.2.10.7 5.2.10.8 5.2.10.9 5.2.11 5.2.12 5.2.13 5.2.14 5.2.14.1 5.2.14.2 5.2.14.3 5.2.14.4 5.2.15 5.2.15.1 5.2.15.2 5.2.15.3 5.2.15.4 5.2.15.5 5.2.16 5.2.16.1 5.2.16.2 5.2.16.3 5.2.17 5.2.17.1 5.2.17.2 5.2.17.3 5.2.17.4 5.2.17.5 5.2.18 5.2.19 5.2.20 5.2.20.1 5.2.20.2 5.2.20.3 5.2.21 5.3 5.3.1 5.3.2
Flight Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Release for Route Introduction (X) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Route Introduction (RI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Release for LIFUS (Y) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Line Flying Under SupervisionLIFUS (T) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Base Release (B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Appointment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Senior Copilot Qualifications Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Relief Pilot Qualifications Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Pilot qualification to operate in either seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Other qualifications requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 All weather operations (AWO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 ETOPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 FANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 ROUTE AND AERODROME QUALIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Qualification validity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Route qualification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Aerodrome qualification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Administrative procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 CREW RESOURCE MANAGEMENT (CRM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 General policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Flight crew members . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Recency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 EMERGENCY AND SAFETY EQUIPMENT TRAINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Type of Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Tests and Qualification Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Syllabi and Training Aids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Scheduling, Control and Periods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 DANGEROUS GOODS TRAINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 SECURITY TRAINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Recurrent TrainingRecurrent Checking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Periodic Ground Training (PGT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Pilot Proficiency Checks (PPC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Line Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Refresher policy in case of flight interruption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

OM-A
5.3.3 5.3.3.1 5.3.3.2 5.3.3.3 5.3.4 5.3.4.1 5.3.4.2 5.3.4.3 5.3.4.4 5.3.4.5 5.3.4.6 5.3.5 5.3.5.1 5.3.5.2 5.3.6 5.3.7 5.3.8 5.4 5.5 5.6 5.6.1 5.6.2
New entrant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Initial employment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Training requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Duty allotment and regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Cabin crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Training regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Conversion training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Difference training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Emergency training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Qualification requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Base release . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Senior cabin crew (CA-1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Training regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Base release . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Operation on more-than-three aircraft types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Requirements for 747, 777, A340 and A330 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Requalification after absence from flight duty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 TRAINING, CHECKING AND SUPERVISORY PERSONNEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 OTHER OPERATION PERSONNEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Responsibility for Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 TRAINING AT FLIGHT DECK CREW TRAINING (BX) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 TYPES OF TRAINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
oOo
Reverse side blank
QUALIFICATION REQUIREMENTS GENERAL
OM-A
5.1 Page 1 Rev 1 (23 MAY 11)
5
5.1
5.1.1
QUALIFICATION REQUIREMENTS
GENERAL
Licenses/qualification/competency
All crewmembers have to carry with them the required licenses/certificates with appropriate rating(s) to exercise their duties (such as passport, pilot license, all certificates and inoculation cards, if required, that is issued/agreed by the authorities). All crewmembers are responsible for the renewal of their licenses/certificates. Note: Details of the required licenses, rating(s), qualification/competency, experience, training, checking and recency for operations personnel to conduct their duties are provided in FTM.
5.1.2
Recurrent training and checking

Each crewmember have to undergo recurrent training and checking relevant to the type or variant of aircraft on which they have to operate, as required by the authorities. For flight crew See OM-A 5.2.20.13FLIGHT CREW; Recurrent TrainingRecurrent Checking. For cabin crew See CAP.
5.1.3
Conversion course
All crewmembers are required to complete a conversion course before commencing unsupervised flying on THAI flight. The conversion training is conducted in according with the training programs approved by Thai DCA. These programs are available in FTM.
5.1.4
Terminology
Aircraft type The aircraft has a separate airworthiness type certificate or has handling requirements for additional flying or simulator training. Aircraft of different configurations within and aircraft type. Acceptance of pilot after completion of conversion or promotion training. A Base Release, which is a Company requirement, is to be regarded as a Line Check. Training performed when changing to a new aircraft type. A check performed to ensure a flight crew members competence in carrying out normal line operations. Pilot nominated to perform a line check.
Aircraft variant Base release (Production release) Conversion course (Transition course) Line check (Supervision) Line check pilot (Supervisory pilot)
Line flying under supervision Line flying under supervision of a Line Check pilot to gain LIFUS (Route training) experience with the routes and aerodromes served by the aircraft type. The period will be concluded with a Line Standard Conformity Check. Line standards conformity check Operator Proficiency Check (OPC) Proficiency CheckPC (Type rating renewal) A check made to ascertain that the pilot has adequate of the average route structure to be flown and of the aerodromes (including alternate) to be used. A check performed by Simulator Check pilot every six months. A check performed by a Simulator Check pilot for type rating revalidation once every year. The check is done in connection with pilot and operator proficiency check.
5.1 Page 2 Rev 1 (23 MAY 11)
OM-A
QUALIFICATION REQUIREMENTS GENERAL
Recency Requalification training Standard conformity check
Mandatory requirements that must be fulfilled to be qualified for flight duty. Training to requalify. Consists of Full Flight Simulator (FFS) conformity check and license check by DCA.
oOo
QUALIFICATION REQUIREMENTS FLIGHT CREW
OM-A
5.2 Page 1 Rev 1 (23 MAY 11)
5.2
5.2.1
FLIGHT CREW
General policy
Employment and categorization of pilots will be governed by the number of pilots required in various categories according to the planned traffic programs. Flight Deck Crew Training Dept. (BX) is responsible for establishing training courses that ensure the highest operational standard of all pilots with regard to the requirements within the category concerned. All trainings are described in the Flight Training Manual (FTM). Procedures and course syllabi in the manual shall satisfy Companys requirements and be acceptable to the authority. Training shall be performed by properly qualified instructors (see FTM).
5.2.2
5.2.2.1
Employment
Pilot scholarships
In order to be qualified for pilot scholarships, the applicants must: Be 23-28 years of age, Be a university graduate with at least a bachelors degree, Have passed a medical examination arranged by THAI, Have passed the tests arranged by THAI, Have been approved by a selection board arranged by THAI.
5.2.2.2
Flight officers
The minimum requirements for employment as flight officers are as follows: Be 23-38 years of age with university degree or equivalent, Have graduated from a flying school approved by THAI, Have at least 200-hour flight time, with at least 20-hour instrument time and 5-hour night flying time, Have passed a medical examination arranged by THAI, Have passed a test arranged by THAI, Have been approved by a selection board arranged by THAI. Newly employed pilots will be contracted to serve at least eight years as active flight officers.
5.2.3
Categorization
Courses and syllabi at Flight Deck Crew Training Dept. (BX) are based on high uniformity of standard among the pilots attending such courses. Pilots will, therefore, be categorized with telex code as indicated in the table below: Pilots will, therefore, be categorized with telex code as indicated in the table below:
Category Captain Copilot (CP) System Operator (SO)/Cruise Pilot (CRP) Flight Officer Trainee FC FP FS FTR Telex code
Assignment to the respective categories is based on demand and individuals bidding, provided the pilots fulfilled the following requirements: Captain Prior to assignment as a captain, a pilot must:
Have served a minimum of four-year duty as a copilot in THAI with at least eight years
as an active pilot counted from the graduation of his basic flight training,
5.2 Page 2 Rev 1 (23 MAY 11)
OM-A
Fulfil Airline Transport Pilot License requirements as specified by DCA.

Flight officer
Pilots will be assigned duty as either System Operator (SO), Cruise Pilot (CRP) or
Copilot (CP).
5.2.4
Licenses
All flight crewmembers shall hold an applicable and valid license acceptable to the Authority and shall be suitably qualified and competent to conduct the duties assigned to them. The holder of license or rating must not exercise privileges other than those granted by that license or rating. A license holder must not exercise the privileges granted by any license or rating unless the holder maintains competency by meeting the relevant requirements. The validity of the license is determined by the validity of the ratings therein and the medical certificate. Pilots are required to have, onboard the aircraft, the applicable licenses as detailed below: Captains shall hold an Airline Transport Pilot License (ATPL). First officers (Copilots) shall hold an ATPL or a valid Commercial Pilot License (CPL) and Instrument Rating privileges. Prior to commencement of Captain Candidate training, a first officer (copilot) must have an Airline Transport Pilot License.
5.2.5
Type rating
The holder of a pilot license must not act in any capacity as a pilot, except as a pilot undergoing skill testing, unless the holder has a valid and appropriate type rating. There is no limit to the number of ratings that may be held at one time, but there are restrictions concerning the number of ratings that can be exercised at any one time. (See OM-A 5.2.8.4 FLIGHT CREW; Operation of More Than One Type or Variant.) Note: In order to change to a different variant of the same airplane type, further differences training or familiarization are required.
A flight crewmember shall complete: Differences Training, which requires additional knowledge and training on an appropriate training device:
When operating another variant of an airplane of the same type or another type of the
same class currently operated; or
When a change of equipment and/or procedures on types or variants currently operated,

Familiarization Training, this requires the acquisition of additional knowledge:
When operating another airplane of the same type or variant; or When a change of equipment and/or procedures on types or variants currently operated
5.2.6
5.2.6.1
Conversion to New Aircraft Type

Qualifications requirements
A pilot may commence training on a new aircraft type when he has been selected for such training by Operations Dept. (DO). No pilot shall be transferred to a new aircraft type and/or upgraded or promoted when he is 55 years of age or more. When a pilot is transferred to one aircraft type, he shall normally perform duty in that aircraft type for at least one year before being transferred to another aircraft type. Exemption from these rules is, however, at the discretion of the Executive Vice President, Operations (DO)
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5.2.6.2
Ground training
A syllabus provided by BX shall ensure that the student has adequate knowledge of operating procedures, and of the technical performance flight planning and loading aspects of the aircraft type concerned.
5.2.6.3
Flight training
Aircraft Type Training comprises CPT, FFS including checks and aircraft training (school flight) including license check by DCA. A syllabus provided by BX shall ensure that the student has adequate experience of the aircraft handling and flying characteristics under normal, emergency and extreme flight conditions.
5.2.6.4
Release for Route Introduction (X)

Upon satisfactory completion of the aircraft training (school flight) and license check by DCA, the flight instructor concerned will give the student a Release for Route Introduction on the respective aircraft type. This release shall be sent by telex to DP, DX, OO, BX, OS, OA, OZ, OL and OD concerning the students status with regard to: Date and course completed. Any restrictions in planned qualifications. If the candidates performance is deemed unsatisfactory, it shall be advised to give him additional aircraft training and/or flight simulator training before being released for Route Introduction. Note: I shall be indicated in the subsequent crew schedule for both the instructor and the student concerned after such Release for Route Introduction.
5.2.6.5
Route Introduction (RI)

Upon completion of 5.2.6.4, the student shall receive Route Introduction flights from assigned instructor according to the syllabus provided and issued by BX.
5.2.6.6
Release for LIFUS (Y)

When the Chief Instructor (BO) of the aircraft type concerned deems that the students performance is satisfactory to be qualified on the respective aircraft type, he will be given a Route Introduction Release Check, by which he will be released for Line Flying under Supervision. This release shall be sent by telex to DP, DX, OO, BX, OS, OA, OZ, OL and OD concerning the students status with regard to: Date and course completed. Any restrictions in planned qualifications. If the students performance is deemed unsatisfactory, he shall be given additional route introduction and/or flight simulator training as required before being release for Line Flying under Supervision. Note: T shall be indicated in the subsequent crew schedule for both Line Check pilot and the student after such release for Line Flying under Supervision.
5.2.6.7
Line Flying Under SupervisionLIFUS (T)

The student will receive line flying under the supervision of Line Check pilot according to the syllabus provided and issued by BX.
5.2.6.8
Base Release (B)

After a satisfactory Line Standard Conformity Check and when the Chief Pilot of the aircraft type concerned deems that the student is qualified on the respective aircraft type, he shall be given Base Release flight with a Line Check pilot. If this is deemed satisfactory, he shall be released for regular duty on the aircraft type concerned. The Chief Pilot of the respective aircraft type shall immediately be informed of the date of release
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by the Pilot Training Release Form together with a telex to DP, DX, OO, BX, OS, OA, OZ, OL and OD. If the students performance is deemed unsatisfactory, Refer to OSQM 7.1.
5.2.6.9
Appointment
Upon satisfactory completion of 5.2.6.7 and 5.2.6.8, the candidate will be appointed a Captain.
5.2.7 5.2.8
5.2.8.1
Cross Crew Qualification (CCQ)

CCQ refers to a reduced type rating transition course which gives credit for the technical similarities and common handling and operational procedures.
Operation of More Than One Type or Variant

General
No pilot shall be assigned for active service on more than one aircraft type simultaneously, except: When authorized for such operations by DO. Cruise-only duty on the same family aircraft with prior permission from DO. A330/A340 pilots when credit for similarity has been granted. A flight crew member operating more than one type or variant shall comply with all requirements for each type or variant unless the Authority has approved the use of credit(s) related to the training, checking and recent experience requirements.
5.2.8.2
Mixed Fleet Flying (MFF)

Qualification requirements
A pilot may commence conversion training on second aircraft type when he has been selected for such training by Operations Dept. (DO) provided: He has completed 2 consecutive PFT and must have 500 hours in the relevant crew position in THAI before being selected, and He has completed 3 months and 150 hours flying on the base aircraft which must include one License Check.
Training
Training process is the same as prescribed in 5.2.5.
Additional Requirement
After the Base Release on the new type, 50 hours flying or 20 sectors must be achieved solely on the aircraft of new type rating. Within the same flight duty period, only aircraft within the same type rating may be flown. The recency requirements in 2.1.6 License and Qualification Validity must be fulfilled on both aircraft types. Note: In case that the copilot has exercised the privileges of 2 license endorsements, and then being promoted to Captain on one of those types, the required minimum experience as P-i-C is 6 months and 300 hours, and the pilot must have completed 2 consecutive PFT before again being eligible to exercise 2 license endorsements for mixed fleet flying.
Credit for Similarity

If credits for similarity between the aircraft types being flown have been granted by the authority, the requirements in 2.1.6 License and Qualification Validity will be in force. Credit can be granted in the areas of training, checking and recent experience when sufficient similarities exist between the aircraft types. The similarities and difference must be documented in an Operator Difference Requirement table (ODR), a form that serves as justification for the sought approval from the authorities, and as the basis for the associated difference/ familiarization training for the flight crew. BOs for the involved aircraft types are responsible for the compilation and issuance of ODRs.
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5.2.9
5.2.9.1
Captain Qualifications Requirements

Qualifications Requirements
A senior copilot can commence training as a Captain when Operations Dept. (DO) has selected him for this training. In order to be qualified for such a selection, he shall: Fulfilled the requirements of Airline Transport Pilot License as specified by DCA. Have served a minimum of four-year duty as a copilot in THAI with at least eight years as an active pilot counted from the graduation of his basic flight training. Have passed the Evaluation Process.
5.2.9.2
Ground Training
A syllabus provided by BX shall ensure that the candidate is adequately qualified to assume the duties and responsibilities as P-i-C of the aircraft type concerned. Particular emphasis shall be laid on P-i-Cs authorities, the Companys organization and policy, passenger relations and other points relating to the responsibility.
5.2.9.3
Flight Training
Flight training comprises CPT, if require, FFS including checks and aircraft training (school flight) including license check by DCA. A syllabus provided by BX shall ensure P-i-C of the aircraft type concerned. A temporary license as a P-i-C will be issued after passing license check by DCA.
5.2.9.4

Upon satisfactory completion of the aircraft training (school flight) and license check by DCA, the flight instructor concerned will give the candidate a Release for Route Introduction on the respective aircraft type. This release shall be sent by telex to DP, DX, OO, BX, OS, OA, OZ, OL and OD concerning the candidate status with regard to: Date and course completed. Any restrictions in planned qualifications. If the candidates performance is deemed unsatisfactory, it shall be advised to give him additional aircraft training and/or flight simulator training as required before being released for Route Introduction. Note: I shall be indicated in the subsequent crew schedule for both the instructor and the candidate after such Release for Route Introduction.
5.2.9.5

Upon completion of 5.2.9.4, the candidate shall, as a captain candidate, receive a Route Introduction flights from a Flight Instructor according to the syllabus provided and issued by BX.
5.2.9.6

When the Chief Instructor (BO) of the aircraft type concerned deems that the candidates performance is satisfactory to be qualified as a P-i-C on the respective aircraft type, he will be given a release for Line Flying under Supervision. This release shall be sent by telex to DP, DX, OO, BX, OS, OA, OZ, OL and OD concerning the candidates status with regard to: Date and course completed. Any restrictions in planned qualifications. If the candidates performance is deemed unsatisfactory, he shall be given additional route introduction and/or flight simulator training as required before being released for Line Flying under Supervision. Note: T shall be indicated in the subsequent crew schedule for both the Line Check pilot and the candidate after such Release for Line Flying under Supervision.
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5.2.9.7

The candidate will receive line flying under the supervision of line Check Pilot according to the syllabus provided and issued by OS.
5.2.9.8
Base Release (B)

After a satisfactory Line Standard Conformity Check and when the Chief Pilot of the aircraft type concerned deems that the candidate is qualified as a P-i-C on the respective aircraft type, he shall be given 3 Base Release flights by 3 Line Check pilots. If the release flight is satisfactory, the candidate shall be released for regular line flight as Captain on the aircraft type concerned and may be scheduled for flight duty as P-i-C on all routes and aerodromes flown by that aircraft type, unless specified otherwise. The Chief Pilot of the respective aircraft type shall immediately be informed of the date of release by the Pilot Training Release Form together with a telex to DP, DX, OO, BX, OS, OA, OZ, OL and OD. If candidates performance is deemed unsatisfactory, Refer to OSQM 7.1. Before being scheduled for the Base Release flights, he shall carry out a minimum of 50 landing on left-hand seat, with a minimum of 30 landings as PF.
5.2.9.9
Appointment
Upon satisfactory completion of 5.2.9.8, the candidate will be appointed a Captain.
5.2.10
5.2.10.1
First Officer (Copilot) Qualifications Requirements

Qualifications Requirements
Pilots with no previous pilots experience in the Company shall complete an Airline Transition Training Course according to the syllabus published in FTM by BX. The syllabus shall ensure that the student attains the minimum requirements for duty as a copilot.
5.2.10.2
Ground Training
A syllabus provided by BX shall ensure that the student has adequate knowledge of operating procedure, and of the technical performance, flight planning and loading aspects of aircraft type concerned.
5.2.10.3
Flight Training
Flight training comprises Cockpit Procedure Training (CPT), FFS including checks and aircraft training (school flight) including license check by DCA. A syllabus provided by BX shall ensure that the student has adequate experience of the aircraft handling and flying characteristics under normal and emergency conditions to serve as a copilot on the aircraft type. A temporary license as a copilot will be issued after passing license check by DCA.
5.2.10.4

Upon the satisfactory completion of the Aircraft Training (school flight) and license check by DCA, the flight instructor concerned will give the student a Release for Route Introduction on such aircraft type. This release shall be sent by telex to DP, DX, OO, BX, OS, OA, OZ, OL and OD concerning the students status with regard to: Date and course completed Any restrictions in planned qualifications. If the students performance is deemed unsatisfactory, it shall be advised to give him additional aircraft training and/or flight simulator training as required before being released for Route Introduction. Note: I shall be indicated in the subsequent crew schedule for both the instructor and the student concerned after such Release for Route Introduction.
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5.2.10.5

Upon completion of 5.2.10.4, the student shall receive Route Introduction Flights from a flight instructor or an assigned instructor with flight instructor experience according to the syllabus provided and issued by BX.
5.2.10.6

When the Chief Instructor (BO) of the aircraft type concerned deems that the studentss performance is satisfactory to be qualified as a copilot on the respective aircraft type, he will be given a Route Introduction Release Check, by which he will be released for Line Flying under Supervision. This release shall be sent by telex to DP, DX, OO, BX, OS, OA, OZ, OL and OD concerning the students status with regard to: Date and course completed Any restrictions in planned qualifications. If the students performance is deemed unsatisfactory, he shall be given additional route introduction and/or flight simulator training as required before being released for Line Flying under Supervision. Note: T shall be indicated in the subsequent crew schedule for both line check pilot/assigned instructor and the student after such Release for Line Flying under Supervision.
5.2.10.7

The student will receive line flying under the supervision of Line Check pilot or assigned instructor according to the syllabus provided and issued by OS.
5.2.10.8
Base Release (B)

After a satisfactory Line Standard Conformity Check and when the Chief Pilot of the aircraft type concerned deems that the student is qualified as copilot on the respective aircraft type, he shall be given a Base Release flight with a Line Check pilot. If this is deemed satisfactory, he shall be released for regular duty on the aircraft type concerned. The Chief Pilot of the respective aircraft type shall immediately be informed of the date of release by the Pilot Training Release form together with a telex to DP, DX, OO, BX, OS, OA, OZ, OL and OD. If the students performance is deemed unsatisfactory, he shall be given additional Line Flying under Supervision and/or flight simulator training as required before Base Release.
5.2.10.9
Appointment
Upon satisfactory completion of 5.2.10.7 and 5.2.10.8 the released pilot will be appointed a copilot on the aircraft type concerned and may be scheduled as an active copilot on all routes and aerodromes flown by the aircraft type unless specified otherwise.
5.2.11
Senior Copilot Qualifications Requirements

A copilot holding ATPL License will be entitled to Senior Copilot position provided that the following conditions are fulfilled: Being and ATPL holder, A minimum of 4 years flying as a copilot, Passed senior copilot and pilot announcement course, and Satisfactory performed the assigned 3 SV flights from OS/OS-B, BO/BO-B on that fleet or superiors.
5.2.12
Relief Pilot Qualifications Requirements

If the recent experience requirements are not fulfilled, the relief pilot is restricted to operate in the role of copilot in the cruise above FL 200 (Cruise relief copilot).
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A pilot must not be assigned to operate an airplane as part of the minimum certified crew, either as pilot flying or pilot non-flying, unless he has carried out three take-offs and three landings in the previous 90 days as pilot flying in an airplane, or in a flight simulator, of the same type.
5.2.13
Pilot qualification to operate in either seat

Pilots, whose duties also require them to operate in the other seat, shall complete additional training and checking as approved by the Authority and specified in FTM. Other seat checking may be concurrent with the proficiency check. The engine out maneuvers shall be carried out in the training and checking.
Captain operating on the right-hand seat

The additional training must include at least the following: An engine failure during take-off A one engine inoperative approach and go-around A one engine inoperative landing
Pilot operating on the left-hand seat

A pilot other than the P-i-C occupying the left-hand seat must have demonstrated practice of drills and procedures, which would otherwise have been the ,P-i-Cs responsibility acting as pilot non-flying. Where the differences between left and right seats are not significant (for example because of use of autopilot) then practice may be conducted in either seat.
5.2.14
5.2.14.1
Other qualifications requirements

All weather operations (AWO)
CAT II/III qualification requirements
To be qualified before conducting CAT II or III operations, flight crew members shall undertake the appropriate training as follows: Flight crew members with no CAT II or CAT III experience must complete the full training program. Flight crew members with CAT II or CAT III experience (Conversion) may require undertaking the following:
Abbreviated ground training; and Simulator trainingAt least successful completion of 8 approaches and/or landing;
or
asFlight trainingWhere no type-specific simulator is available, at least successful

completion of 3 approaches including at least 1 go-around is required on the aircraft. Following the simulator or flight training, Route Introduction (R/I) or Line Flying Under Supervision (LIFUS) must be flown simulated according to the listed number of landings given below:
For CAT IIWhen a manual landing is required, a minimum of 3 landing from autopilot
disconnect. For aircraft certified for an auto land, this requirement is disregarded. the Simulator training or Flight training above has been carried out.
For CAT IIIA minimum of 3 auto lands, except that only 1 auto land is required when
Note: Simulated CAT II/III shall be carried out when actual weather report is at or above CAT I minima.
Details are included in FTM.
5.2.14.2
ETOPS
The ETOPS course is a combination of academic knowledge and practical application. Details are included in FTM. The content of the training is part of the granted operation approval.
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5.2.14.3
TCAS
The TCAS course requires academic knowledge and is fully integrated in the type rating course. Details are included in FTM.
5.2.14.4
FANS
The FANS course is an academic and knowledge related course. Details are included in FTM. The content of the training is part of the granted operation approval.
5.2.15
5.2.15.1
ROUTE AND AERODROME QUALIFICATION

General
A pilot shall have adequate knowledge of the route and aerodrome to be flown before serving as the P-i-C on such route and aerodrome. Normally, Copilot is qualified by self-briefing using published material. Route and aerodrome competence qualification shall be revalidated by operating on a route in the group or to an aerodrome in the group within the period of validity, prescribed in Table below. Change of aircraft type requires no re-qualification regarding Route and Aerodrome Qualification. Deviations from the following regulations may be approved by DP.
5.2.15.2
Qualification validity
The period of validity of the route and aerodrome qualification is 12 calendar months in addition to the remainder of the month of qualification, or the month of the latest operation. Operation on the route or to the aerodrome within the previous period of validity revalidates route and aerodrome competence qualification. If revalidated within the final 3 calendar months of validity of a previous qualification, the period of validity is from the original expiration date plus 12 months.
5.2.15.3
Route qualification
In order to ensure that a pilot has adequate knowledge of a route to be flown, Flight Operations will decide the training required for each individual route. The following conditions must be taken into consideration: Terrain and minimum safe altitude, Seasonal meteorological conditions, Meteorological, communication and air traffic facilities, services and procedures, Search and rescue procedures, and Navigational facilities pertaining to the route on which the flight is to take place.
Route classification
The routes are classified into 2 different groups, Less complex routes and More complex routes, based upon the level of facilities serviceability, procedures, weather conditions and area of operations. Less complex routes The criteria to be considered as Less complex routes are given hereunder:
Standard navigational facilities and air traffic services, Standard communication and reporting procedures, No special terrain problem, and Normal en route weather conditions.
All routes, except those classified as More complex routes, are classified as Less complex routes.
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More complex routes The criteria to be considered as More complex routes are as follow:
Navigational facilities/equipment or procedures that require in-flight experience, and /or Communication or reporting procedures that require in-flight experience, and/or Terrain problems that require in-flight experience, and/or Meteorological conditions that require in-flight experience. Thailand - U.S.A. (via Polar Routes) v.v. U.S.A. - Thailand (via North Atlantic) Thailand - European countries (via Iran & Afghanistan) v.v. Thailand - P.R. of China v.v. Japan - North Pacific - U.S.A. v.v.
The following routes are classified as More complex routes:
Route qualification requirement

Depending on the complexity of the routes, the following methods of familiarization to attain route qualification are as follow: Less complex routes Self-briefing with routes documentation or by means of programmed instruction is considered to be qualified for such route. More complex routes To be qualified for flight operations on More complex routes stated in 5.2.5.3.1:Route classification above, the P-i-C shall have his in-flight familiarization under supervision, or have familiarized in an approved simulator using the database appropriate to the route concerned.
5.2.15.4
Aerodrome qualification
In order to ensure that a pilot has adequate knowledge of an aerodrome to be flown, Flight Operations will decide the training required for an individual aerodrome. The following conditions must be taken into consideration: Influence of the terrain and obstructions on approach and departure procedures, Similarity of the instrument approach procedures and letdown aids to those with which the pilot is familiar, Influence of marginal runway dimensions and aircraft performance limitations, Reliability of meteorological forecasts and probability of difficult meteorological conditions, Adequacy of available aerodrome information, Nature of air traffic control procedures and familiarity of the pilot with such procedures, Influence of route conditions including terrain, navigational aids and air/ground communication facilities, Practicability of enabling the pilot to familiarize himself with unusual approach, departure, or en route feature by the use of ground instruction, synthetic training aids or adequate selfstudy material.
Aerodrome Classification
See OM-A 8.1.2.4.6Flight Preparation; Aerodrome Categories.
Aerodrome qualification requirements

The aerodrome familiarization requirements for the P-i-C to attain aerodrome qualification of each aerodrome group are as follows: Group A No requirement.
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Group B and Group C See OM-A 8.1.2.5.6Flight Preparation; Use of Aerodrome Group B and C. Note: The requirements for special airport qualification will not be applied if ceiling for such airport is at least 1,000 ft above the lowest MEA or MOCA, or initial approach altitude prescribed for the instrument approach procedure, and the visibility is at least 3 miles.
5.2.15.5
Administrative procedures
Qualification records shall be maintained for all applicable pilots indicating their current qualifications on routes and aerodromes.
5.2.16
5.2.16.1
CREW RESOURCE MANAGEMENT (CRM)

General policy
Crew Resource Management is the application of team management concepts and the effective use of all available resources to operate a flight safely. There shall be an effective liaison between flight crew and cabin crew training departments. Initial and recurrent CRM shall, when practical, include joint training. Experience has proven that the most effective way to maintain safety of flight and resolve these situations is to exercise knowledge management concept, which is to combine the skills and experience of all crew members in the decision making process to determine the safest course of action. In addition to the aircrew, it includes all other groups routinely working with the aircrew who are involved in decision required to operate a flight. These groups include, but are not limited to, aircraft dispatchers, cabin crew, maintenance personnel and air traffic controllers.
5.2.16.2
Flight crew members

The objective of CRM training is to enhance the communication and management skills of the flight crew member concerned. The emphasis is placed on the non-technical aspects of flight crew performance. Situational awareness, the ability to accurately perceive what is going on in the flight deck and outside the aircraft, requires on going questioning, cross-checking, communication and refinement of perception. Feedback from the analysis of FOR, FOTA, FORA, Accident/Incident investigation, Line Check system and other available sources shall constantly be scanned in order to find valuable information in the Human Factor area that can be integrated into the training. Elements of CRM should also be integrated in the: Conversion courses for pilots; Pilot-in-Command courses; and Training of Line Check and Instructor Pilots.
5.2.16.3
Recency
See OM-A 2.1.6.3.5SUPERVISION OF THE OPERATION; Recency.
5.2.17
5.2.17.1
EMERGENCY AND SAFETY EQUIPMENT TRAINING

General
All Flight crew shall complete emergency training and test as arranged by Aviation Personnel Development Dept. (DX) according to the rules laid down below.
5.2.17.2
Type of Training
Initial emergency training which is performed on initial employment.
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Transition emergency training which is performed during conversion (transition) to a new aircraft type. Periodic Emergency Training which is performed as follows:
For flight crew, once a year.
5.2.17.3
Tests and Qualification Requirements

Flight crew will be given a test included in the Periodic Emergency Training. The required standard for passing the written test is shown in the table below:
Examination result in % 90% or more 70-90% None A new test with a grading of min 90% shall be passed within the next fourteen days. If at least 90% is not attained on this new test, no line duty shall take place until a specially arranged test has been passed with a grading of min 90%. Below 70% No line duty shall take place until a specially arranged test has been passed with a grading of min 90%. Action required
Failure to attain 70% grading shall be reported to the Director of BX and BA for further action.
5.2.17.4
Syllabi and Training Aids

Syllabi for emergency training organized by BT shall cover: Emergency equipment Procedures for evacuation on land and on water and the post-evacuation procedures Training in the use of oxygen systems and fire fighting equipment Instruction and/or practical training in the use of exits, evacuation slides, slide rafts, life rafts and life vests. Training on first aid and medical assistance.
5.2.17.5
Scheduling, Control and Periods

All personnel requiring emergency training shall be scheduled for such training by OL in the Crew Schedule. OL shall send daily reports on the differences from the data lists of persons scheduled to attend the trainings to BT. BT shall forward the names of persons who have not attended a scheduled emergency training to OL for appropriate action to be taken. Note: Absence from emergency training without proper reason shall be treated as absence from flight duty.
OL shall schedule emergency training for any person who has not completed scheduled emergency training and has duty time available on the current schedule. BT shall inform OL whenever scheduled emergency training cannot be completed on a current crew schedule due to rescheduling of the program or others. Personnel who have not attended periodic emergency training will not be scheduled for flight duty. See OM-A 2.1.6.3.5SUPERVISION OF THE OPERATION; Recency.
5.2.18
DANGEROUS GOODS TRAINING

This training program is be in accordance with the Technical Instructions (ICAO doc 9284) and has been approved by the Authority. Recurrent training must take place within an interval of 2 years. See OM-A 5.2.20.1.13FLIGHT CREW; Periodic Ground Training (PGT).
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5.2.19
SECURITY TRAINING
The crewmembers must be trained to take appropriate action to prevent acts of unlawful interference and to minimize the consequences of such events, should they occur. The training program is be compatible with the National Aviation Security program and specified in FTM. Note: Individual crew member knowledge and competence should be based on the relevant elements described in ICAO doc 9811, Manual of the implementation of the Security provisions of annex 6.
5.2.20
Recurrent TrainingRecurrent Checking

Each flight crewmember shall undergo recurrent training and checking; all such training and checking is relevant to the type or variant of airplane on which the crewmember operates. The recurrent training and checking program must be approved by the Authority. Recurrent training and checking consists of : Periodic Ground Training (PGT). Periodic Flight Training / Test (PPC) or Operator Proficiency Check (OPC). Line Checks.
5.2.20.1
Periodic Ground Training (PGT)

The PGT consists of: Periodic Technical Brush-up: Chief Instructor (BO fleet) is responsible for the periodic technical brush-up of the pilots of his aircraft type, once a year in the CBT. Periodic Emergency and Safety Equipment Training: The successful resolution of aircraft emergencies requires interaction between flight crew and cabin crew and emphasis should be placed on the importance of effective co-ordination and two-way communication between all crew members in various emergency situations. Emergency and Safety Equipment training should include joint practice in aircraft evacuations so that all who are involved are aware of the duties other crew members should perform. When such practice is not possible, combined flight crew and cabin crew training should include joint discussion of emergency scenarios. Emergency and safety equipment training should, as far as is practicable, take place in conjunction with cabin crew undergoing similar training with emphasis on coordinated procedures and two-way communication between the flight deck and the cabin. Safety Training Dept. (BT) is responsible for this training, once a year for each pilot. Crew Resource Management Training (CRM): Each flight crew member shall be scheduled for full CRM training every 3 years. In addition, recurrent training will be conducted every 12 calendar months. Dangerous Goods Training: Dangerous Goods recurrent training shall be undertaken at intervals of not longer than 2 years. However, the training will be included in the PPC by means of a written or oral test Details are provided in FTM.
5.2.20.2
Pilot Proficiency Checks (PPC)

The PPC consists of: Oral examination: The questions for oral examination are random from questionnaire, which shall include questions regarding emergency equipment and the procedures on the aircraft type concerned as well as general Company procedures laid down in OM-A, RM or other flight manuals. The examination shall cover at least 10% of the questions in the questionnaire, 75% of which shall be correctly answered, in order to pass with an approved result. A pilot who fails
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this examination will not proceed with the flight simulator training of the PPC nor will he be scheduled on line flight until after a successful re-examination. Flight Simulator Training: The training covers operation under normal, abnormal and emergency conditions with an emphasis on crews cooperation. The training is divided into different programs so called OPC I, OPC II and LOFT (Line Oriented Flight Training). In exceptional cases, e.g. due to simulator breakdown or simulator status below required operational standard, the simulator training may be substituted by training in the aircraft. A pilots failure to pass the PPC will restrict him to perform line flight duty until having passed the new PPC. Should a pilot also fail this PPC, his case will be referred to OS with a recommendation as to whether additional training would be justified. The period of validity of a PPC shall be 6 calendar months in addition to the remainder of the month of issue. If issued within the final 3 calendar months of validity of a previous PPC, the period of validity shall extend from the date of issue until 6 calendar months from the expiry date of that previous PPC. Note: The first period of validity may be selected to start from, or any month prior to, license check by DCA, i.e. the last training event before first revenue flight.
Additional simulator flying may be utilized, when applicable, as an added measure to improve piloting skills or for training of specific procedures. All PPC reports shall be kept in file at the Flight Deck Crew Training Dept. (BX) for 5 years.
5.2.20.3
Line Checks
See OM-A 2.1.2.1SUPERVISION OF THE OPERATION; Line Check.
5.2.21
Refresher policy in case of flight interruption

See OM-A 2.1.6.2.4SUPERVISION OF THE OPERATION; Absence from Aircraft Type. Details of the programs are included in FTM.
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QUALIFICATION REQUIREMENTS CABIN CREW
OM-A
5.3 Page 1 Rev 1 (23 MAY 11)
5.3
5.3.1
CABIN CREW
General policy
Employment and categorization of cabin crew will be governed by the number of cabin crew members required in the various categories according to the planned traffic programs. Records of all emergency training and checkinginitial, conversion and recurrentshall be kept on file and made available, on request, to the cabin crew concerned, and the authority.
5.3.2
Terminology
Aircraft type
Aircraft with a separate airworthiness type certificate.
Aircraft variant
Aircraft of different configurations within the aircraft type which are considered, from cabin safety point of view, to be different type if they are not similar in all the following aspects: Emergency exit operation, Location and type of emergency equipment, and Emergency procedures.
Base release
After the completion of flight training according to Flight Operations requirement as stated in Training Summary Chart, the cabin crew will be released for flight duty.
Cabin crew categories

CA-T CA-Y CA-E, -F CA-R AP IM CSV Note: New entrant Junior cabin crew Senior cabin crew who performs duties in royal class of group A, qualified as CA-1 Senior cabin crew who performs duties in royal class for group B, qualified as CA-1 Air purser, qualified as CA-1 In-flight Manager, qualified as CA-1 Cabin Supervisor, qualified as CA-1 1. CA Group A is qualified for aircraft types A300-600/A330, 777, A340, 747. 2. CA Group B is qualified for aircraft types A300-600/A330, 737, 777.
CA-1
The senior cabin crew who have responsibility to the P-i-C for the conduct and coordination of normal an emergency procedures.
Checking
During or following completion of the training, each cabin crew member must undergo a check in order to verify his proficiency in carrying out safety and emergency duties. These checks must be performed by personnel approved by THAI and be acceptable to the authority.
Conversion training
Type training after completion of initial training or when assigned to operate another aircraft type.
Duty designators
The following duty designators shall be applied:
Flight training Supernumerary Duty designator N Definition CA in addition to normal crew
a)
5.3 Page 2 Rev 1 (23 MAY 11)
OM-A
Flight training Qualification/ re-qualification CA-1 qualification
Duty designator X S
Definition CA in addition to normal crew

b) b)
CA in addition to minimum crew
a) See PSM 9. b) See OM-A 4.1.3.1.2METHOD FOR DETERMINING CREW COMPOSITION; Required Minimum Number of Cabin Crew.
New entrant
A cabin crew member who has performed flight duties in THAI during probation period of at least six months.
5.3.3
5.3.3.1
New entrant
Initial employment
New entrant cabin crew members shall be qualified according to THAI Personnel Regulations and meet the following minimum requirements: Be at least the minimum age of 20, Have passed an initial medical examination acceptable to the authority and be found medically fit to carry out cabin crews duties, Be able to read and communicate in English, Have passed the selection board review according to the requirements stated by THAI.
5.3.3.2
Training requirement
Initial course
Each of new entrant cabin crew must successfully complete an initial course, organized by BQ. The initial training must be completed before undertaking conversion training.
Conversion training
Conversion training must be completed before conducting as crew member.
Flight duty training

Before perform flight duties training, each new entrant cabin crew shall: Successfully complete initial conversion training. Participate in a visit to the aircraft type to be operated. The numbers of training flights are as follows:
Duty designator N Long-haul Minimum 2 sectors
a) Depends on initial employment contract.
a)
Short-haul Minimum 4 sectors

a)
Base release
After completion of the familiarization and training flights, according to THAI Flight Operations requirement, the new entrant cabin crew member shall be checked and, upon satisfactory, released for flight duty.
5.3.3.3
Duty allotment and regulations

Duty allotment After base release, the new entrant is qualified only for one aircraft type and designated as CA-T. Crew composition
In any crew composition with new entrant, there shall be at least one AP or senior cabin
crew (CA-1) on each flight.
OM-A
5.3 Page 3 Rev 1 (23 MAY 11)
On each flight, the maximum number of CA-T, not more than half of cabin crew required
Note: During the probation period, the new entrant cabin crew member shall be monitored by personnel approved by THAI. The final report shall clearly state whether the new entrant is recommended for a permanent employment.
for the aircraft type in question is allowed, provided that at least two of more than three CA-T on such flight must have conducted in-flight services at least 10 flights.
5.3.4
5.3.4.1
Cabin crew
Whenever the new entrant is recommended to be a permanent employee, his/her qualification designator will be changed to CA-Y.
Training regulations
A cabin crew member (CA-Y) may commence training on another two aircraft types. The duration of at least 3 months is required before each aircraft conversion. A 3-year period after the first base release, CA-Y may be designated as CA-R, -E or -F which is qualified as CA-1 and suitable for 3 aircraft types plus 1 similar type. The training flight for each cabin crew member shall be documented and form part of training records signed by CA-1.
5.3.4.2
Conversion training
Conversion training must be completed before performing duties on another aircraft type, provided that: At least 3 months of active duty have passed since completing the conversion training of the previous type (except the conversion course provided for CA who are absent from flight duty), 30 days after conversion training on additional type, the duty should be mostly performed on the additional type, No more than 2 types of aircraft on mixed duty with the same flight duty period.
5.3.4.3
Difference training
Difference training must be completed before performing duties on a variant of aircraft type, which has different equipment, different location, or safety procedures from the currently operated aircraft types or variants.
5.3.4.4
Emergency training
Conversion and difference training shall include the practical use of all emergency and survival equipment and emergency procedures applicable to the type of aircraft, and shall involve practice on either a representative training device or on the actual aircraft.
5.3.4.5
Qualification requirement
In order to be qualified as one of the minimum crew, the following regulations and procedures shall be adhered to: Each cabin crew member must have at least 2 familiarization flights within 90 days after the respective training on a specific aircraft type. The familiarization flight shall be conducted under supervision of a CA-1 who must be AP or IM or CSV. The cabin crew members shall, before the flight, study the CAP manual in order to rehearse procedures and location of the emergency equipment. The cabin crew shall immediately, after check-in, report to AP or IM or CSV for emergency appraisal. The CA-1 shall inform the P-i-C that familiarization is taking place. The CA-1 shall, with the cabin crew member, go through the relevant CA Preflight Checklists. After the familiarization flight, the CA-1 must perform a debriefing to the CA concerned. The numbers of training flight are as follows:
5.3 Page 4 Rev 1 (23 MAY 11)
OM-A
Duty designator X 2 sectors
Long-haul 2 sectors
Short-haul
5.3.4.6
Base release
Upon satisfactory completion of the training, checks and familiarization flight(s), according to Flight Operations requirement, the cabin crew member will be released for flight duty.
5.3.5
5.3.5.1
Senior cabin crew (CA-1)

Training regulations
Following the completion of the initial senior cabin crew member course, the senior cabin crew trainee must undertake flight training prior to conducting as CA-1. When performing flight training, the following requirements must be met:
The senior cabin crew trainee must be seated adjacent to the CA-1, The CA-1 may delegate his duty to the senior cabin crew trainee provided that:
The entire crew is fully aware that the duties of the CA-1 have been delegated to the senior cabin crew trainee The entire crew is fully aware that CA-1 always has the final responsibility to the P-i-C or his delegation. The flight training shall be documented and form part of the training records for the senior cabin crew members, At least 2 sectors, with the duty designator S, shall be performed under the supervision of AP, IM or CSV.
Duty designator S 2 sectors Long-haul 2 sectors Short-haul
5.3.5.2
Base release
Upon satisfactory completion of training, checking and flight training according to THAI Flight Operations requirement, the crew member will be released for flight duty.
5.3.6
Operation on more-than-three aircraft types

Each cabin crew shall not operate on more than three aircraft types except that, with the approval of the Authority, the cabin crew may operate on another one similar types provided that safety equipment and emergency procedures for at least two of the types are similar. Note: Variant of aircraft types are considered to be different types if they are not similar in all the following aspects: Emergency exit operations, Location and type of safety equipment, and Emergency procedures.
5.3.7
Requirements for 747, 777, A340 and A330

Under normal operation, one IM and one AP should be assigned for Intercontinental and Regional routes. For unforeseen circumstances, a senior cabin crew (CA-1) may replace IM or AP but one IM or AP must be assigned.
5.3.8
Requalification after absence from flight duty

Type and duration of absence which need requalification are as follows:
Type of absence Absence from flight duty Duration More than 35 days More than 180 days
Required training Refresher course 1 Refresher course 2
OM-A
5.3 Page 5 Rev 1 (23 MAY 11)
Type of absence
Duration More than 12 months
Required training Conversion course plus Periodic course Refresher course 3
Away from aircraft type
More than 180 days
Note:
Exemption from requalification requirements may be granted by THAI Flight Operations (DP) taking into consideration the individual crew members background.
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Reverse side blank
QUALIFICATION REQUIREMENTS TRAINING, CHECKING AND SUPERVISORY PERSONNEL
OM-A
5.4 Page 1 Rev 1 (23 MAY 11)
5.4
TRAINING, CHECKING AND SUPERVISORY PERSONNEL

Details of personnel training are provided in FTM (Flight Training Manual).
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QUALIFICATION REQUIREMENTS OTHER OPERATION PERSONNEL
OM-A
5.5 Page 1 Rev 1 (23 MAY 11)
5.5
OTHER OPERATION PERSONNEL

All personnel assigned to, or directly involved in Operations shall: Be properly instructed, Have demonstrated their abilities in their particular duties, and Be aware of their responsibilities and the relationship of such duties to the operation as a whole. Details of training for other operations personnel are provided in FTM (Flight Training Manual).
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QUALIFICATION REQUIREMENTS Responsibility for Training
OM-A
5.6 Page 1 Rev 1 (23 MAY 11)
5.6
5.6.1
Responsibility for Training

TRAINING AT FLIGHT DECK CREW TRAINING (BX)
All flight training which is organized and supervised by Flight Deck Crew Training Dept. (BX) is given by a flight Instructor on the aircraft type concerned in accordance with the syllabus for the type of training in question (ref Flight Training ManualFTM). Flight Deck Crew Training Dept. (BX) establishes suitable training equipment and purchases or manufactures such equipment in sufficient number of the needs. Flight Deck Crew Training Dept. (BX) is responsible for maintenance and possible modification of available training equipment.
5.6.2
TYPES OF TRAINING
Types of training FLIGHT CREW: Pilot Proficiency Checks (PPC) Periodical Emergency Training/Technical BrushUp All theoretical training including initial Emergency Training of flight personnel except above Operational Procedure Training (OPT) Preparatory subjects Simulator Training Flight Training incl Route Introduction Line Flying under Supervision CABIN CREW: Periodical Emergency Training Operational Training BT QB BT QB BT QB BX BT/BG BT BX BX BX BX OS BX BT BT BX BX BX BX OS BX BT BT BX BX BX BX OS Responsible for training Syllabus for training Training arranged by
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CREW HEALTH PRECAUTIONS Table of Contents
OM-A
6
6.1 6.1.1
CREW HEALTH PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

GENERAL CREW HEALTH REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Statutory requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Illness or incapacitation while on duty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 International regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Quarantine regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Alcohol and other intoxicating liquor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Narcotics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Drugs, sleeping tablets and pharmaceutical preparations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Immunization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Deep diving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Blood donation /transfusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Meal precautions prior to and during flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Sleep and rest . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Surgical operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Vision correction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Humidity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Diurnal rhythm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Fatigue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Pregnancy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Ear Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 High Ozone Concentration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 SYMPTOMS OF OZONE EXPOSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 REMEDY ACTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Assessment of cosmic radiation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Working schedules and record keeping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Pilot Illusions, Disorientation and Misjudgments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 PERCEPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 PERCEPTUAL CONSTANCIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 THE PERCEPTION OF SPACE AND THE FRAME OF REFERENCE OF THE PILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 OPTICAL ILLUSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 VISUAL DEPTH PERCEPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 AERIAL PERSPECTIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 MONOCULAR OR MOTION PARALLAX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 TEXTURE DENSITY GRADIENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 INTERACTION OF CUES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
6.1.1.1 6.1.1.2 6.1.1.3 6.1.1.4 6.1.2 6.1.3 6.1.4 6.1.5 6.1.6 6.1.7 6.1.8 6.1.9 6.1.10 6.1.11 6.1.12 6.1.13 6.1.14 6.1.15 6.1.16 6.1.17 6.1.17.1 6.1.17.2 6.1.17.3 6.2 6.2.1 6.2.2 6.3 6.3.1 6.3.2 6.3.3 6.3.4 6.3.5 6.3.6 6.3.7 6.3.8 6.3.9 6.3.10
COSMIC RADIATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
OM-A
CREW HEALTH PRECAUTIONS Table of Contents
6.3.11 6.3.12 6.3.13 6.3.14 6.3.15 6.3.16 6.3.17
TERRAIN SLOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 RUNWAY SLOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 FLIGHT IN RAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 WHITE-OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 DESCENT INTO SHALLOW FOG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 FASCINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 SUMMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
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CREW HEALTH PRECAUTIONS GENERAL CREW HEALTH REQUIREMENTS
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6.1 Page 1 Rev 1 (23 MAY 11)
6
6.1
6.1.1
6.1.1.1
CREW HEALTH PRECAUTIONS

GENERAL CREW HEALTH REQUIREMENTS
General
Statutory requirements
No person may serve as a crew member knowing that he has a physical deficiency or mental condition that would render him unable to meet the requirements of his current medical certificate, to discharge his responsibilities to a safe standard or could endanger the safety of the airplane or its occupants. Crewmembers should not undertake flying duties whilst under the influence of alcohol or drugs. These drugs include narcotics or any medicine that is not approved by the medical department for use by crewmembers, such as sleeping tablet.
Medical examinations
Initial medical examination To satisfy the licensing requirements of medical fitness for the issue of license, the initial medical examinations shall be carried out only by the Institute of Aviation Medicine, RTAF. Physical condition Flight crew are strongly recommended to strictly adhere to recommendations on general hygiene given by the Companys physicians in order to be in good physical condition to maintain their ability for flight operation. Periodic medical examinations Routine medical examinations are to be carried out every 6 or 12 months, depending on age of the license holder. These periodical examinations shall be carried out only by the Institute of Aviation Medicine, RTAF or by Thai DCA designated examiners at B Care Hospital, Bangkok Hospital, Bumrungrad Hospital, Samitivej Hospital Srinakarin and Vejthani Hospital.
6.1.1.2
Illness or incapacitation while on duty

Any crewmember who becomes ill or incapacitated while on flight duty or during a stop over period at an outstation must report the matter to the P-i-C at the earliest opportunity. P-i-C should be aware that a sudden deterioration in health might be an indication of the onset of a dangerous or infectious complaint. Carriage of a flight crew or cabin crewmember who is ill is not authorized without permission from the medical department. Carriage of an ill crewmember could prejudice the Company's position in several ways: International health regulations. Liability to the staff member concerned, should a serious illness ensue. Invalidation of the insurance of the airplane. The P-i-C must ensure that a doctor is called at the earliest opportunity to examine the crewmember concerned. A certificate must be obtained stating whether the individual is fit for duty, or alternatively for travel. The P-i-C is authorized to arrange any tests necessary to ascertain the condition of the individual concerned. A written report must be submitted by the P-i-C and the ill or incapacitated crewmember as soon as practicable after return to the main base. The P-i-C should arrange for the arrival time of the concerned crewmember at the main base to be notified to the Medical department. Crewmembers who are unable to perform their duties on account of illness or indisposition shall report the case to the Crew Coordination Dept. (OD), or when on flight duty/at Line Station, shall report to the P-i-C. Illness shall be reported as soon as possible, even outside flight duty period. If possible, expected duration of the illness shall be given. The Crew Coordination Department shall be continuously informed if the duration of the illness is prolonged. For flight crew, any illness that results in the suspension of pilot license shall be reported to the respective OS fleet.
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OM-A
The P-i-C has an overall responsibility for ensuring that all of the crew is fit for duty, even if a report of sickness is not received. Where any doubt exists, the P-i-C must ensure that the individual concerned is seen by a doctor and that the report from that doctor is forwarded to the main base, if possible on the flight concerned and, failing this, at the earliest opportunity. In the case of the P-i-C being incapacitated, the normal devolution of command to the First Officer applies (See OM-A 4.3.1FLIGHT CREW INCAPACITATION). Procedures to be followed in case of crewmember incapacitation are detailed in section 8.3.14.
After sick-leave report

Flight crew who has been absent from flight duty due to illness or injury, or whose absence of shorter duration is presumed to affect his license, shall not resume flight duty until he has been released by the Institute of Aviation Medicine, RTAF. When that flight crew has been released for flight duty, it is his duty to report this immediately to the Crew Coordination Dept. (OD).
Insurance I.D. cards

Insurance I.D. cards held by all crewmembers are used when any emergency arises such as severe injuries and unforeseen illness where the crew have to be admitted into a hospital and are unable to contact station manager. The crew may call: Mercury Assistance and Claims Limited Head Office, UK
+44 1273 680453

North America
+1 800 988 0638 (toll free) +1 804 673 1451 (charged)

For any inquiries, contact OJ office.
6.1.1.3
International regulations
The P-i-C must report all cases of illness on board an airplane (excluding cases of airsickness and accidents) on landing at an airport. The details are to be given in the appropriate part of the Aircraft General Declaration (Flight Information, Personal Information, Contact Information). Cases of ill passengers disembarked during the flight must also be reported on arrival.
6.1.1.4
Quarantine regulations
When a passenger on board shows symptoms which might indicate the presence of a major disease (if they have a fever (temperature 38 deg C/100 deg F or greater) associated with certain signs or symptoms, e.g. appearing obviously unwell, persistent coughing, impaired breathing, persistent vomiting, etc.),the P-i-C of an arriving flight must ensure that the airport medical or health authority have been informed giving all available information of such person (flight information, personal information, contact information). It is the responsibility of the airport medical or health authority to decide whether isolation of the airplane, crew and passengers is necessary. On arrival of the airplane, nobody shall be permitted to board the airplane or disembark or attempt to off load cargo or catering until such time as authorized by the airport medical or health authority. Each station, in conjunction with the airport medical or health authorities will devise a plan that would provide, when necessary, for: The transport of suspected cases of infectious diseases by selected ambulances to a designated hospital. The transfer of passengers and crew to a designated lounge or waiting area where they can be isolated from other passengers until cleared by the airport medical or health authorities. The decontamination of the airplane, passenger baggage, cargo and mail and any isolation lounges used by passengers or crew suspected of having infectious diseases.
OM-A
6.1 Page 3 Rev 1 (23 MAY 11)
6.1.2
Alcohol and other intoxicating liquor

Under no circumstances may any crewmember consume alcohol in any form within 12 hours of commencing flight duty or standby until the end of the flight duty or standby. Crewmembers must not commence a flight duty period with a blood alcohol level in excess of 0.2 grams per liter. Furthermore alcohol of any type may not be consumed while in uniform in public places. Flying while under the influence of alcohol is strictly forbidden. It is recommended that a 24-hour period should be allowed between the last drink and takeoff time. However, the percentage of alcohol in the blood must be 0.02 or less at the latest 12 hours prior to flight duty or standby duty. Therefore, any consumption of alcohol within 12 hours before such duty is strictly prohibited. Flight crewmembers/cabin crewmembers shall not consume alcoholic beverages while in uniform. It is the duty of all crew members to warn their colleagues to always comply with the above regulation.
6.1.3
Narcotics
The consumption of narcotics is not allowed for crewmembers unless approved by the medical department. As the use of psychoactive substances may adversely affect performance and have side effects liable to impair judgement, thus flying while under the influence of psychoactive substances is strictly forbidden. Flight/cabin crew may be subject to random test as required by the authorities. Flight duties shall not be resumed until the effects of psychoactive substances have entirely worn off. Note: Psychoactive substances in this chapter mean marijuana, cocaine, opiates and amphetamines.
6.1.4
Drugs, sleeping tablets and pharmaceutical preparations

Crewmembers should not undertake flying duties while under the influence of any drug that may adversely affect performance. Pilots should know that many commonly used drugs have side effects liable to impair judgement and interfere with performance. Ideally crewmembers should not fly on duty whilst taking any medication. When in doubt pilots should contact the medical department to establish whether medication being taken precludes flight duties or not. The following are some of the types of medication in common use which may impair reactions. There are many others and when in doubt a pilot should consult the medical department. Hypnotic (Sleeping tablets) Use of hypnotics must be discouraged. They may dull the senses, cause confusion and slow reactions. On rare occasions, the use of sleeping pills may be considered necessary. However, only mild and short-acting pills are authorized, if prescribed by the Companys doctor for such use. No sleeping pills shall be taken within 9 hours before flight duty. Note: There are several other medicines that are not compatible with flight duty. To confirm the possibility of side effects, aviation medical expert advice may be needed.
Antihistamines Antihistamine pills should not be taken within 24 hours before flight duty due to possible side effects. All antihistamines can produce side effects such as sedation, fatigue and dryness of the mouth. Quite commonly they are included in medication for treatment of the common cold, hay fever and allergic rashes or reactions. Some nasal sprays and drops may also contain antihistamines. Antihistamine preparations are included in various medicines such as pills against air and sea sickness, pills for allergic deceases and also in medicine against common colds. However,
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mild antihistamines, such as brompheniramine or dexchlorpheniramine, may be prescribed by aviation medical expert for use during flight service.
6.1.5
Immunization
Medical advice is to be sought concerning the period to be observed before returning to flying duties following an immunization. Crewmembers are responsible for the validity of their individual vaccination certificates. All data concerning the period of validity of a vaccination are given in the respective document. Crewmembers shall present their vaccination certificates to the appropriate authorities when required to do so.
6.1.6
Deep diving
A crew member shall not perform duties on an airplane following deep sea diving except when a reasonable time period has elapsed. Flying in pressurized airplane after deep diving can result in the bends (decompression sickness). A crewmember should not practice deep diving to a depth exceeding 10 meters within 24 hours before a flight assignment.
6.1.7
Blood donation /transfusion

(ICAO Doc. 8984-AN/895, Manual of Civil Aviation Medicine, Part VAviation Medical Training, Chapter 3Medical Facts for Pilots) Flight crewmembers/cabin crewmembers should, as a rule, not be blood donors. If, in case of emergency, blood has been given, flight duty is not permitted within 72 hours. (Regulated by the Institute of Aviation Medicine, RTAF.) If in doubt, consult appropriate aviation medical expert before resuming flight duty.
6.1.8
Meal precautions prior to and during flight

Cases of acute food poisoning in the air continue to occur sporadically and surveys of incapacitation of flight crew in flight show that of these cases, gastro-intestinal disorders pose by far the commonest threat to flight safety. No other illness can put a whole crew out of action so suddenly and so severely, thereby immediately and severely endangering a flight, as food poisoning. Any food, which has been kept in relatively high ambient temperatures for several hours after preparation, should be regarded with extreme suspicion. This applies particularly to the cream or pastry, which is commonly part of a set airplane meal. The re-heating process usually used in airplane for the main course of a meal rarely destroys food poisoning organisms and the toxins they produce. These toxins are tasteless and cause no unpleasant odours. Since the most acute forms of food poisoning frequently come on suddenly 1-6 hours after contaminated food is eaten, common sense rules should be observed as far as practicable in respect of meals taken within 6 hours of a flight. For any crewmember, before and during flight it is essential to avoid eating easily perishable foods as well as foods and drinks served cold. This is most important with milk and cream products, mayonnaise, sauces, salads, meat pies, other meat products and every kind of seafood salads. In order to eliminate, as far as possible, the risk of food poisoning, the captain and first officer should not partake of the same dishes before or during a flight. Symptoms and treatment of poisoning If there is a symptom of food poisoning, take carbonized tablets, drink tea (without sugar) and mineral water to compensate for dehydration caused by vomiting and diarrhoea. If symptoms are severe and continue for more than 1-2 days, or in case of high fever, contact doctor as soon as possible. Crew meals during flight service As a Companys policy for the safety of flight, different hot meals for captain and copilot shall be loaded on every flight that requires crew meal. Meal standard
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All caterers authorized by THAI are requested to observe the standard outlined in the WHO Guide regarding Hygiene and Sanitation in Aviation, which are considered to be the basic minimum requirements. Meal consumption Flight crew shall have regular crew meals during flight service. The period between two meals must not exceed 6 hours. At least one hot meal shall be served during a service of 12 hours. Only under exceptional circumstances may the P-i-C decides to deviate from this rule. Flight service should never begin on an empty stomach. Two flight crew members occupying the pilot seats shall not have their meals simultaneously. Light snacks and coffee, etc. can, at the P-i-Cs discretion, be taken at the same time. Different hot meals shall be served to the captain and copilot during flight duty. Preference should be given to a simple meals which do not require complicated preparation.
6.1.9
Sleep and rest

Although the controls on flight and duty periods are intended to ensure that adequate opportunities are provided for crewmembers to obtain rest and sleep, individuals should ensure that proper advantage is taken of such opportunities.
6.1.10 6.1.11
Surgical operations
Aero-medical advice should be sought prior to returning to flying duties following any surgical operation.
Vision correction
All flight crewmembers who are required by the licensing authorities to wear corrective lenses in order to satisfy visual requirements laid down for the granting of licenses, are required to carry a spare pair of spectacles with them on all occasions whilst operating their license. Spectacles, either corrective or anti-glare, when worn by flight crew during flight should be of a type of frame that allows maximum peripheral vision. The examination for the prescription of a spectacle correction should ideally be carried out by an examiner with some understanding of the problems of vision in aviation. Due to the fact that reduced eyes accommodation, presbyopia, might cause difficulties from about 40 years of age in reading charts and instructions, especially under dimmed light conditions. The appropriate correction glasses might be necessary for the safe operations of the pilots. For selection of adequate correction glasses, the Institute of Aviation Medicine can give information regarding suitable ophthalmologists. In case corrective glasses are a medical requirement for the license, flight crew must wear the prescribed glasses while on flight duty and have to carry a spare set on board. Near vision correction Where the only correction necessary is for reading, pilots should never use full lens spectacles while flying - because the pilot's task requires frequent changes from near to distant vision and the latter is blurred by reading glasses. Half moon spectacles or lower segment lenses with a neutral upper segment should be used in these circumstances. Near and distant vision correction Where correction for both near and distant vision is required, bifocal lenses are essential and pilots should discuss with their medical examiner the shape and size most suitable for each segment. Where triple correction is necessary for reading, the instrument panel range and distant vision, then specialist advice is required.
Eye protection
Sunglasses Sunglasses reduce the vision drastically. Therefore, they should only be used when necessary for longer periods due to dazzling of clouds and sun. For such protection, sunglasses with maximum peripheral vision are recommended. These must not be polarized as they may cause blurred and reduced vision when used in airplane with laminated windshields
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Lighting in flight deck When flying in the dark, the lighting in flight deck should normally be dimmed. Especially before and during takeoff, approach and landing, the use of bright white light should be reduced so as to favor the eyes adaptation to darkness.
6.1.12
Humidity
The relative humidity of cabin air is much lower in flight than that to which we are accustomed. Coffee and especially black coffee, being a diuretic (kidney stimulant) can exacerbate the effects of reduced humidity. Symptoms resulting from low humidity are dryness of the nose, mouth and throat and general tiredness.
6.1.13
Diurnal rhythm
It is a well-established fact that our bodies have a diurnal cycle or rhythm. This means that our chemical, psychological and physiological activity are high during our normal waking hours, and are low during our normal sleeping hours. They reach the lowest point at about 4 a.m. When we fly across time zones, that is either east-west or west-east, we may interrupt our diurnal cycle. However, there is no proof that this is harmful to our health. To minimise the tiring effects of interruption to our day-night biological cycle we should: when away from home adhere as much as possible to the home time for sleeping, eating and bowel function take adequate rest before flight eat light snacks at three or four hourly intervals to increase alertness.
6.1.14
Fatigue
A crewmember shall not commence a flight duty or continue a flight duty after an intermediate landing if he is aware that he is too fatigued or will be too fatigued before next landing. The basic responsibility in fatigue management rests with the individual crewmember who should report for duty in a reasonably rested state and in an emotionally fit state to perform his expected duty. This includes attention to such factors as sleep, personal fitness and health, life-style and activities prior to flight. Due allowance for any adverse effects of these factors should be taken into account to ensure that fatigue which would significantly affect operating performance is not encountered during flight duties.
6.1.15
Pregnancy
Any crewmember who becomes pregnant must immediately, upon becoming aware of such pregnancy, inform OS. Certification of "unfitness to fly" shall be in writing from the attending physician and shall indicate the expected date of delivery. Upon receipt of such a notice, the crewmember will be removed from flying duties.
6.1.16 6.1.17
6.1.17.1
Ear Protection
Flight crews are recommended to use suitable hearing protection during airplane walk-around inspection on noisy apron.
High Ozone Concentration

GENERAL
Ozone (O3) is unstable gas with a characteristic odor which is produced by ultraviolet radiation from the sun combining atomic oxygen (O) and ordinary oxygen (O2) The amount of ozone in the troposphere is very small but above the troposphere, the amount of ozone increases rapidly and a maximum is normally found at altitudes between 50,000 and 100,000 ft. The total amount of ozone in the stratosphere and its distribution with altitude varies from year to year, with latitude, season of the year, and weather conditions.
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The maximum concentration of ozone at normal cruising altitudes can be expected during February to April at high latitudes, i.e. in the polar regions. This is because the tropopause is lower and the upper atmospheric wind transport higher concentration of ozone to lower altitudes within the stratosphere at this time of the year, especially, the area to the North of strong jet stream winds has great potential for high concentrations of ozone.
6.1.17.2
SYMPTOMS OF OZONE EXPOSURE

Exposure to high ozone concentrations can bring about shortness of breath, coughing, headache, fatigue reduced night vision and chest pains. The degree of irritation generally increases with the increasing level of ozone concentrations, exposure time and physical activity.
6.1.17.3
REMEDY ACTIONS
Normally, the cabin crew will be the first to feel discomfort from ozone concentrations in cabin, This is related to the higher physical activity and the higher respiration rate of cabin crew. If after evaluating the conditions, the possibility to ozone irritation is suspected, the following actions may be taken if feasible to reduce the cabin zone concentration: Reduce the air condition flow to reduce the amount of ozone in the cabin, Use all available re-circulation fans, The destruction rate of ozone is increased by the increased mechanical ventilation, Use high stage engine bleed if possible. By heating the air to a higher temperature, the destruction rate of ozone is increased, Descent to lower flight level should be considered. The amount of descent required is variable. Descending below the tropopause will be preferable but is in most cases not practical, Advise cabin crew to minimize physical activity during the exposure period and the breath through a warm moist towel to relieve the ozone symptom, If flight crew has been exposed to ozone irritation, use 100% oxygen prior to descent to guard against any decrease in performance from the ozone exposure.
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CREW HEALTH PRECAUTIONS COSMIC RADIATION
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6.2
COSMIC RADIATION
An operator shall take account of the in-flight exposure to cosmic radiation of all crewmembers while on duty (including positioning) and shall take the following measures for those crew liable to be subject to exposure of more than 1 millisievert (mSv) per year. 1. Assess their exposure. 2. Take into account the assessed exposure when organizing working schedules with a view to reduce the doses of highly exposed crewmembers. 3. Inform the crewmembers concerned of the health risks their work involves. 4. Ensure that the working schedules for female crewmembers, once they have notified the operator that they are pregnant, keep the equivalent dose to the foetus as low as can reasonably be achieved and in any case ensure that the dose does not exceed 1 mSv for the remainder of the pregnancy; 5. Ensure that individual records are kept for those crewmembers who are liable to high exposure. These exposures are to be notified to the individual on an annual basis, and also upon leaving the operator.
6.2.1 6.2.2
Assessment of cosmic radiation

Assessment of exposure level can be made by the method acceptable to the Authority.
Working schedules and record keeping

Where in-flight exposure of crewmembers to cosmic radiation is likely to exceed 1 mSv per year the operator should arrange working schedules, where practicable, to keep exposure below 6 mSv per year. For the purpose of this regulation crewmembers who are likely to be exposed to more than 6 mSv per year are considered highly exposed and individual records of exposure to cosmic radiation should be kept for each crewmember concerned.
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CREW HEALTH PRECAUTIONS Pilot Illusions, Disorientation and Misjudgments
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6.3
6.3.1
Pilot Illusions, Disorientation and Misjudgments

GENERAL
A pilot should realize that illusions are quite natural phenomena in flight operation and that they have their origins in psychological and physiological mechanism. If a pilot does not understand the reason why an illusion occurs, the emotional disturbances which are the result of disorientation can be more of a contributing factor to an accident than the disorientation itself. Knowledge of illusory sensations will be of great help to the pilot because his responses will then be determined more by the meaning he attaches to the stimuli than by the stimuli themselves. It is on the basis of personal perception that a pilot makes his decision and selects his responses.
6.3.2
PERCEPTION
The outside world's signals are carried to the brain via nerve connections of the sense organs, where they give origin to conscious experience. This process is called perception. What we perceive is not always an exact copy of the outer world. The interpretation process involves the possibility of misinterpretation. Certain aspects are excluded, some are added and others distorted. What we perceive is the result of the information conveyed via the sense organs (stimuli information) and partly of an existing disposition to understand in a certain way (assumptive hypothesis). The stimuli situation is said to be great when the information conveyed by the senses is explicit and complete. It is said to be small when the information is unclear, ambiguous and incomplete. The strength of the assumption hypothesis depends on how often the relation in question is observed (i.e., how often the hypothesis is confirmed) and how strong the need and/or the frame of reference is, that supports the hypothesis. The stronger the assumptive hypothesis is, the more likely it is that the individual will be influenced by it and the greater the risk that he misinterprets a situation, should the hypothesis be false.
6.3.3
PERCEPTUAL CONSTANCIES
The world around us, as we perceive it, more or less stable. We experience things around us as fixed, even if we or they move around. The two-dimensional picture of the eye is transformed into a three-dimension world where a round table keeps its roundness, no matter from where we look at it, and where the white snow is white irrespective of the lighting effect, provided we know that it is snow. An object of a given size forms in the eye's retina a picture that is gradually changed as the object recedes or approaches. Despite this, we perceive the object as constant in size. This is due to our ability to put the size of an object in relation to its distance. Size is judged as a function of distance. However, our ability to judge distance depends on our knowledge of the things around us. In a flat field, i.e., in a field or on a surface without objectsdesert, water or a dark area, etc.the determination of distance to and size of an object is very difficult. Pilots, therefore, have difficulty in determining height when landing at the airport located as above. In such a case, they should use other cues for his judgment. However, a great part of a pilot's judgment is based on experiences and the assumption that runways in general are of approximately the same size. On the basis of probability, the pilot makes up in his mind a model runway with which every new runway is compared. Unfortunately, the runway sizes are not standardized; they vary in width, slope and length and are, therefore, bounded to create factors causing illusions. There are cases where our constant keeping of objects is disturbed despite the fact that the surroundings are well structured. When we estimate the size of an object from above we tend to overestimate the distance. People seen from a high tower seem very small. Investigations have shown that we overestimate height by some 25%. Judging from the low height at which the thresholds, according to measurements are passed, there is a reason to believe that pilots, despite their experiences, have the same tendency.
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Misjudgments of height also seem to occur when the terrain forms a trench, etc., immediately before the threshold. The feeling of being too high on the last part of the final approach will induce the pilot to erroneously reduce height.
6.3.4
THE PERCEPTION OF SPACE AND THE FRAME OF REFERENCE OF THE PILOT

Our perception of space is based on experience and assumes that our sense organs work unanimously and adequately. However, great divergencies do occur as in the case with illusions, hallucinations, etc. The perception of space requires a fixed frame of reference. If no flight instruments were available, the pilot would be in a floating frame of reference, his position being referred to the coordinate system of the aircraft which, not necessarily, will be in congruence with the world around. In bad weather without a visual horizon and a sufficient number of other visual cues, the pilot who looks out to establish ground contact will not be able to determine whether he is in a bank or not. If the pilot assumes that he flies wing level when he actually is in a bank, he will, without knowing it, increase the bank angle when making a correction in the direction of the bank. If thus, one assumption is incorrect; the risk of a faulty decision is great and the consequences will be serious if the altitude is low and the time factor is short. Another example of an ambiguous situation likely to create an illusion is the case when the pilot, during an approach, tries to follow one single row of approach lights. As the relation between height and lateral displacement is a function of angle of perspective, the angle between the light row and the line of horizon, these parameters will be mixed up when the conditions are such that the angle of perspective cannot be adequately determined. A change in height may be interpreted as a change in displacement and v.v. It is obvious that our eyesight plays an important part in forming our world of imagination. Aided by our sight, we place ourselves in a frame of reference consisting of a firm ground plane with horizontal and vertical lines. If the conditions to form our frame of reference should change, we become uncertain and disorientated; we may, in fact, become indisposed.
6.3.5
OPTICAL ILLUSIONS
As previously stated the word "perceive" includes both eyes and brain. The picture transmitted by the eyes to the brain is often distorted and we perceive things that do not agree with the real conditions. Such divergencies between the perception as requested by the brain and what the eyes really see are called optical illusions. Many of them are constructed, i.e., we are aware of the strength of the illusion; despite this, our judgment is subjective. From a pilot's point of view, the auto-kinetic illusion is of interest. A bright spot being looked at in a dark room appears to move around. This is caused by the absence of a firm frame of a reference and may be observed when flying along a coastline where a light beacon will be difficult to focus on.
6.3.6
VISUAL DEPTH PERCEPTION

Our brain can solve the depth problem if the object or the distance to it or both are known. By only using the eyes, this task would be more or less impossible. The pilot can, for instance, much more easily judge the distance to another aircraft in the air when he has identified it. In this case the cue is his familiarity with the object. Another relevant cue to the pilot is the linear perspective. In darkness the eye will reproduce a lighted runway as two lines converging towards the horizon. The pilot perceives, however, depth and two parallel lines. If the runway is the one that he uses daily, he can solve the problem of judging the distance. If, on the other hand, the runway is unfamiliar to him, he is open to illusions and misjudgments. Should it be wider than what he is used to, it will appear shorter and closer than it actually is.
6.3.7
AERIAL PERSPECTIVE
In conjunction with size and linear perspective, we automatically assess object distance by clarity of detail. Brighter lights and sharp terrain contours appear closer, whereas dimmer lights and
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vague contours seem farther away. The clear desert air, for instance, is a good transmitter of light. A lighted runway, therefore, appears closer than it actually is. An aggravating factor will be the absence of approach lights on a dark desert surface, giving no cues to aircraft height. This condition requires extreme caution and a frequent checking of flight instruments.
6.3.8
MONOCULAR OR MOTION PARALLAX

By moving the head slightly from side to side, it is possible to get a perception of depth with one eye or with two, provided the angle is wide enough to produce this effect. Such a change of eye position may also be enough to produce an interposition or overlap which will give a definite cue of the relative positions of two objects. On landing, especially if the flight has been conducted at high altitudes where there are a few things for eyes to focus on, such movements will aid perception.
6.3.9
TEXTURE DENSITY GRADIENT

When assessing distance to an object, we often forget the surfaces around us and the surfaces forming the objects. When looked at more closely, these surfaces often consist of textures becoming denser with the increasing distance. The texture density gradient faacilitates our depth perception. The runway light density increases the further away the lights are, and enables the pilot to judge distance. If the runway has a slope, the judgment of distance will be faulty. An upslope will induce the pilot to make a flat approach, resulting in inadequate terrain clearance.
6.3.10
INTERACTION OF CUES
Every moment, several factors are fed into our mechanism of perception. The result will not necessarily be the sum of the total effect. If the information received is inadequate, the individual will fill up the rest with assumptions. In the pilot's world of assumption, the ground surface is an endless floor and the sky an endless ceiling. In reality, these two meet at the horizon line but, in spite of this, judgments are often based on faulty assumptions. The closer another aircraft is, the higher its altitude appears to be in relation to ours, whereas an aircraft far away seems to be at the same altitude. On final the pilot often searches too low to find the "number one to land", i.e. he looks at this side of the threshold instead of between the threshold and the horizon. At night or during the day when the horizon is obscured, the pilot will make his judgments out of his own attitude. In areas with dense traffic, for instance in the traffic circuit, the risk of collision with other aircraft is great under such circumstances.
6.3.11
TERRAIN SLOPE
The slope of the terrain at the approach end of a runway can affect a pilot's perspective. If the terrain slopes upward to the runway threshold, the pilot may perceive that his glide slope is steeper than it actually is. The opposite may occur when there is a long, pronounced downslope to the threshold. In this case the closeness of the terrain throughout the final approach may give the pilot a feeling of a low, flat approach. Unless the pilot is aware of this illusion, he might unconsciously raise the nose of the aircraft to increase height.
6.3.12
RUNWAY SLOPE
Quite a few runways have some degrees of slope from one end to the other. This slope angle will produce various illusions to the pilot. Normally, when a pilot makes an approach, he flies close to a three-degree profile with a given rate of descent. He is, in other words, used to seeing a 177 relation between himself and the runway. If the runway slopes upward from the touchdown end, it is very easy to attempt to follow the same approach path in relation to how it looks on final with a level runway. The pilot tries to maintain the 177 relation visually and the result will be a flat approach. This problem is more acute at night when lights or other cues are not available to warn the pilot that the aircraft is dangerously low. The flat approach path induced by the illusion created by a sloped runway has caused the aircraft to hit the ground as far as a mile or more from the threshold.
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6.3.13
FLIGHT IN RAIN
In addition to the poor visibility when flying in rain, there is a refraction error in vision which causes the eyes to indicate a false horizon below the true one. The reduced windshield transparency and the deflection of the light waves due to water patterns will, to the pilot, cause objects to appear lower than they actually are. This error can be as high as five degrees, which at a distance of one mile is 200 ft. This danger is the greatest on an approach after becoming contact below clouds. It is, therefore, vitally important to crosscheck the altimeter in such conditions.
6.3.14
WHITE-OUT
White-out may occur under special atmospheric conditions when contrast is non-existent so that objects will disappear in a seemingly homogenous field. Without horizon, lights and shades, the pilot will find no reference points and a landing will become difficult.
6.3.15
DESCENT INTO SHALLOW FOG

It has been shown that the sudden reduction in visual range on entering shallow fog during the final stages of an approach may be misinterpreted by the pilot that the nose of his aircraft is rising. Pilots unfamiliar with this phenomenon will, therefore, tend to steepen their angle of descent when they encounter this situation, resulting in too high sink rate.
6.3.16
FASCINATION
Fascination is a phenomenon that occurs when a pilot does not succeed in perceiving a clearly defined stimulus situation in an adequate way, his attention being focused on one object or task, others being overlooked. Fatigue, stress or emotional disturbances will increase this tendency. Even an experienced and well-trained pilot may find himself "hunting the needles" after a tiresome duty period.
6.3.17
SUMMARY
From the above it is apparent that illusions exist and that they are hazardous to pilots. The greatest illusion potential is at night. Darkness provides excellent camouflage and their eyes lose much of their efficiency. Lights must compensate for the absence of daylight cues. Lights, however, usually lack sufficient definition to provide more than outline, warning or stimulus to which pilots may or may not react correctly. Note: There is only one way to avoid the consequences of believing in an illusion that is to make use of all available flight instruments and navigational aids and to carefully study the Approach Chart.
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DUTY REGULATIONS FOR CREW MEMBERS Table of Contents
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7.1 7.2 7.2.1 7.2.2 7.3 7.4 7.4.1 7.4.2 7.5 7.5.1 7.5.2 7.6 7.6.1 7.6.2 7.7 7.8
DUTY REGULATIONS FOR CREW MEMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 THAI Responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Crew Responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Block Times . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Flight Duty Periods (FDP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Extension of the Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 FDP Extension for Flight Deck Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 FDP Extension for Cabin Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Rest . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Minimum Rest . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Reduced Rest . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Standby . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Unforeseen Circumstances in Actual Flight Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
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DUTY REGULATIONS FOR CREW MEMBERS General
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7.1 Page 1 Rev 1 (23 MAY 11)
7
7.1
DUTY REGULATIONS FOR CREW MEMBERS

General
The Duty Regulations for Crew Members shall be applied with regard to duty periods and rest for all Flight Crew and Cabin Crew and are valid for all duties assigned to a crew member by THAI in compliance with Authority. Nothing in these regulations shall be interpreted as forcing a P-i-C to operate a flight when he deems it unsafe due to crews fatigue. Apart from flying for THAI, any crew member is not allowed to fly privately for financial gain, or commercially for a third party without the approval of Executive Vice President, Operations (DO). It shall be considered in the calculation of duty or flight duty period limitations and rest periods as THAI. The preparation of duty rosters shall be according to 15.1 and 15.2 which are under THAI's Duty Regulations for Crew Members and be applied during planning phase. Sections 15.1 and 15.2 shall not violate any restriction stated in the Duty Regulations for Crew Members of Thai Authority. Thai Authority's approval is not required for Appendices but any alteration to the planning requirement shall be informed to the Authority within 30 days after being issued.
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DUTY REGULATIONS FOR CREW MEMBERS Responsibility
OM-A
7.2 Page 1 Rev 1 (23 MAY 11)
7.2
7.2.1
Responsibility
THAI Responsibility
Crew General Administration Department (OA) is liable for exercising control of the duty periods and rest schemes of all crew members. Duty rosters are prepared, published and distributed to all crew members sufficiently in advance to provide the opportunity for crew members to plan adequate rest and thus to be regarded as Notification to crew members. All flights are planned as to be completed within the allowable flight duty period, taking into account the time necessary for all pre-flight duties, all subsequent flights, and all post flight duties. THAI will publish duty rosters for its crew members according to one of the following two possibilities: Every crew member will be given a duty roster covering one calendar month. The duty roster normally will be published no later than 25th date of the previous month. The duty roster will be published for every crew member at least 5 days before becoming active, for instance according to TPI changing. The duty roster shall be managed as such balance workload of office time prior to a flight for management crew member. AirCrews System is the electronic system for the management and control of THAI rostering and Crew controlling, the system provides for a schedule generation of back-up record files. Crew General Administration Department (OA) is responsible for maintaining fully updated and sufficiently detailed crew members records of block times, start-durationend of each duty or flight duty periods, rest periods and local days free of all duties. These records shall be kept in the system for at least 15 calendar months and be ready for retrieval by crew members, when so desired.
7.2.2
Crew Responsibility
A crew member shall not operate an airplane, if he/she knows that he/she is suffering from or is likely to suffer from fatigue to the extent that the flight may be endangered. Crew members should make optimum use of the opportunities and facilities for rest provided, and plan and use their rest periods properly. Crew members shall check and record his/her own block times, start-duration-end of each duty or flight duty periods, rest periods and local days free of all duties. All records shall be kept and easily accessible by crew members. Any discrepancies shall be informed to Crew General Administration Department (OA) promptly for data correction.
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DUTY REGULATIONS FOR CREW MEMBERS Terminology
OM-A
7.3 Page 1 Rev 1 (23 MAY 11)
7.3
Terminology
Accountable block time
The accountable block time for each flight crew member of an augmented flight crew shall be as follows: 80% of the block time, when augmented by 1 flight crew member. 75% of the block time, when augmented by 2 flight crew members. 70% of the block time, when augmented by 3 flight crew members. The accountable block time for each cabin crew member shall be as follows: 80% of the block time for a flight sector with more than 8 hour block time. 75% of the block time for a flight sector with more than 10 hour block time. 70% of the block time for a flight sector with more than 12 hour block time. Note: The accountable block time for each crew member in 7.4 Limitations shall be used for record keeping by OA with regard to the limitation of the block time only. For other functions in THAI, 100% of the block time is accountable.
Actual flight operation

Starts at 1 hour before scheduled or last notified departure time of the first sector start at HOMEBASE and ends 30 minutes after the actual on block time of the last sector at HOMEBASE.
Additional cabin crew

One or more cabin crew members, as agreed by both Crew General Administration Department (OA) and In-flight Services Standard & Quality Control Department (QQ) upon the necessity and the number thereof, in addition to the normal crew composition of the operating cabin crew members of airplane types and/or routes concerned as laid down in PSM 9 to meet operational requirements.
Adequate facility
A quiet and comfortable place not opens to the public. THAI will provide such facility as required by the Duty Regulations for Crew Members. It may be: A room as such at the airport concerned, or some other suitable places; An airplane during a transit stop, during which no passengers are on board.
Augmented flight crew

A flight crew, which comprises more than the minimum number required for the operation of the airplane and in which each crew member can leave his/her post and be replaced by another appropriately qualified flight crew member.
Authority
The Department of Civil Aviation (DCA), Thailand.
Block time
The time between an airplane first moving from its parking place for the purpose of taking off until it comes to rest on the designated parking position and all engines or propellers are stopped. Generally flight time means the time from airplane air born to touchdown.
Check-in time
The time, at which a crew member is required by THAI to report for any duty.
Check-out time
The time, at which the crew goes off duty.
Day
A 24-hour period commencing at 0000 local time at home base or place of stationing.
7.3 Page 2 Rev 1 (23 MAY 11)
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Deadhead (DH)
Traveling as a non-operating crew member immediately prior to or following an operating duty such that the deadheading forms part of the total duty period.
Duty
Any task that a crew member is required to carry out associated with the Companys business. The following are considered as duties: For flight duties:
Normal flights (including training in flight, checks in flight, supervision in flight, evaluation
flights);
Special flights (including supplementary flights, chartered flights, ferry flights, escape/
evacuation flights, delivery flight);
Airplane training flights (school flights) for flight crew (including check flights of DCA); Test flights; Full flight simulator.
For ground duties:
All kinds of ground training/courses; Fixed bases simulator training or cabin mock-up; Periodic emergency or technical training or brush-up; Other functional task in associate with responsible role but not in relationship with flight shall not be considered as ground duty;
Meeting required and scheduled by THAI associated with flight.

Standby. Deadhead. Positioning.
Duty period (DP)

A period, which starts when a crew member is required by THAI to report for a duty (at checkin) and ends when he/she is free from all duties (at check-out). The accountable duty period for the following duties shall be counted as stated below: Flight duties: As check-in time and check-out time. Ground duties: From the laid-down starting time or check-in time to the ending time of such ground duties. Standby: As 7.7 standby, of which period OA shall specify the starting and ending times. Deadhead (DH):
Deadheading prior to an operating sector

From relevant check-in time of the deadheading flight to the final actual on block time thereof, or the start (1 hour before STD) of the succeeding flight duty period, if this occurs last (see Figure below). An FDP for Deadhead prior to operating duty shall start at 1 hour before scheduled or last notified departure time of the deadheading flight. DH prior to an operating duty
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7.3 Page 3 Rev 1 (23 MAY 11)
Deadheading following an operating sector

From 30 minutes after the final actual on-block time of the preceding flight duty period or the STD of the succeeding deadheading flight, if this occurs first, to the final actual on block time of the deadheading flight (see Figures below). DH following an operating duty
(Transit stop more than 30 minutes) DH following an operating duty
(Transit stop 30 minutes or less)
Positioning
From 1 hour before STD of the positioning flight to the final actual on-block time of such flight.
Escape/evacuation flights
The flight in an emergency situation which in the judgment of the P-i-C to escape or evacuate from any situation or crisis that may taking the serious risk to the health or safety of crew members and passengers or endangers the lives of others and Company's properties.
Flight duty period (FDP)

Any time, during which a person operates in an airplane as a member of its crew. The FDP starts 1 hour before scheduled or last notified departure time and ends 30 minutes after the actual on block time of the final flight, on which he/she is an operating crew member.
Home base
The location nominated by THAI to the crew member, from where he/she normally starts and ends a duty period or a series of duty periods and where, under normal conditions, THAI is not responsible for his/her accommodation. Bangkok station is normally the home base for all crew members employed by THAI, unless otherwise designated for the crew members concerned.
Intercontinental flight
Any flight or a series of flights, of which the destinations zone time differs by 4 hours or more from that of its point of departure, or Any flight having an FDP of more than 10 hours with uninterrupted flight time.
Local day
A 24-hour period commencing at 0000 local time.
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Local night
An 8-hour period falls between 22:00 hours and 08:00 hours local time.
Notification time
The period of time starting from the moment crew member on standby is notified to perform a duty until the report time of that duty.
Operating crew member

A crew member, who carries out his/her duties in an airplane during a flight or during any part of a flight.
Planning phase
Any period which the crew member is not in the actual flight operation.
Positioning (PN)
Traveling as a non-operating crew member from place to place by any means of transportation, excluding traveling (as TRAVELING) , for the purpose of taking rest before commencing any duty or to return to home base after the completion of a required rest period following an assigned duty. All time spent on positioning is counted as duty period.
Rest facilities on board

Adequate rest facilities One C-class reclining seat blocked off, if deemed necessary, for one resting crew member preferably separated and screened from the galleys and the passengers; or, when not sufficiently available, One Y-class reclining seat per one resting cabin crew member blocked off, if deemed necessary, in a group equal to at least the number of such resting cabin crew members preferably separated and screened from the galleys and the passengers. Suitable rest facilities A bed, a bunk, or a berth separated and screened from the flight deck/galleys and the passengers, or any applicable horizontal rest facilities as such.
Rest period (RP)

An uninterrupted and defined period of time during which a crew member is free from all duties. In normal cases, a rest period starts 30 minutes after the final actual on-block time of the flight duty period, or after the actual on-block time of the positioning flight, after which such rest is provided/required, and ends 1 hour before the scheduled or last notified departure time of the next flight duty period. If the total traveling time in both directions between the place of duty and suitable accommodation provided by THAI exceeds 1 hour, then any excess shall be added to the minimum rest period. Rest period outside home base shall be considered as rest/standby responsibility at resting station.
Standby
A defined period of time, during which a crew member is required by THAI to be available to receive an assignment for a flight, positioning or other duty without an intervening rest period.
Stationing
Staying of a crew member, as assigned by THAI, at any station other than normal duty rosters for a certain period of time in order to perform flight duties and/or standby duties. This includes the rest.
Suitable accommodation
A suitably furnished bedroom, with single occupancy if required by the crew member, which is subject to minimum noise, is well ventilated and should have the facility to control the level of light and temperature.
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7.3 Page 5 Rev 1 (23 MAY 11)
Time difference (TD)

The number of hours separating local standard time at two locations disregarding daylight saving time. Taking into account the geographical effect, the time difference between any two locations shall be calculated at the shortest distance thereof. Therefore, the greatest time difference will never exceed 12 hours.
Time zone adapted

To become time zone adapted a crew member must achieve 3 consecutive local nights free of duty on the ground in a time zone which is no more than two hours wide. He/she will remain time zone adapted until he/she becomes time zone adapted to another time zone or, become nontime zone adapted by finishing a duty period at a place where local time differs by more than two hours from that to which he/she is time zone adapted. At least two consecutive local nights rest period required for time zone adapted at home base.
Transit stop
A period of time on the ground between block-on and block-off time of a flight or a series of flights, where no rest is granted.
Traveling
The time spent by a crew member transferring between his/her place of rest and the place of reporting.
Ultra long range flight

Any intercontinental flight having an FDP of more than 16 hours and up to 20 hours with uninterrupted flight time.
Window of circadian low (WOCL)

The period between 02:00 and 05:59 local time for a crew member who is time zone adapted and during which performance is degraded as physiological, psychological and behavioral functions are at a low status.
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DUTY REGULATIONS FOR CREW MEMBERS Limitations
OM-A
7.4 Page 1 Rev 1 (23 MAY 11)
7.4
7.4.1
Limitations
Block Times
The cumulative accountable block times of the flights on which an individual crew member is assigned as an operating crew member shall not exceed: 110 accountable block hours in any 28 consecutive days; 34 accountable block hours in any 7 consecutive days. Flight deck crew shall not exceed: 1,000 accountable block hours in any 12 consecutive months spread as evenly as practicable throughout the year.
7.4.2
Flight Duty Periods (FDP)

The allowable flight duty periods depending on the periods of starts of FDPs and the number of landings are given in the following Table.
Allowable FDPs for crew member

Local time of FDP start 1 05:0006:59 07:0013:59 14:0020:59 21:0004:59 13 13:30 13 11 2 12:15 13:15 12:15 10:15 The allowable flight duty period Sectors 3 11:45 12:30 11:30 9:30 4 11:15 11:45 10:45 9 5 10:45 11:15 10 9 6 9:45 10:45 9:15 9 7 9 9:30 9 9 8> 9 9 9 9
Note:
If the planned FDP for a two crew aircraft includes a scheduled sector length in excess of 9 hours (8 hours if the sector extends through or ends within the period 0200-0559 hours at the local time where the FDP commenced) shall be augmented by 1 pilot.
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DUTY REGULATIONS FOR CREW MEMBERS Extension of the Limitations
OM-A
7.5 Page 1 Rev 1 (23 MAY 11)
7.5
7.5.1
Extension of the Limitations

FDP Extension for Flight Deck Crew
For two-pilot crew augmented by 1 pilot, the maximum FDPs irrespective of encroachment of the WOCL are: 14 hours with the provision of an adequate rest facility; 16 hours with the provision of a suitable rest facility. For two-pilot crew augmented by 2 pilots, the maximum FDPs irrespective of encroachment of the WOCL are: 16 hours with the provision of an adequate rest facility; 20 hours with the provision of a suitable rest facility. In all cases, where the flight crews are augmented, the sharing of time away from task by flight crew members leaving their posts should be kept in balance.
7.5.2
FDP Extension for Cabin Crew

Irrespective of the periods of the starts of FDPs the allowable flight duty period for cabin crew, as prescribed in Table in 7.4.2, may be increased as shown in Table below provided that: Each cabin crew member is relieved of all tasks during a part of the flight; For all of the above conditions, the division of duty and rest is kept in balance between all of the cabin crew.
Maximum FDPs after extension for cabin crew

Hours of rest for each cabin crew member 00:0001:59 02:0002:59 03:0003:59 04:00 up Max hours of FDPs after extension With adequate rest facility no extension Up to 14:00 Up to 16:00 Up to 18:00 With suitable rest facility no extension Up to 16:00 Up to 18:00 Up to 20:00
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DUTY REGULATIONS FOR CREW MEMBERS Rest
OM-A
7.6 Page 1 Rev 1 (23 MAY 11)
7.6
7.6.1
Rest
Minimum Rest
The minimum rest, which must be provided before undertaking a FDP, shall be at least as long as the preceding FDP as prescribed in Table below.
Minimum rest period

Flight duty period Not exceeding 8 hours Exceeding 8 but not exceeding 10 hours Exceeding 10 but not exceeding 12 hours Exceeding 12 but not exceeding 14 hours Exceeding 14 but not exceeding 16 hours Exceeding 16 but not exceeding 20 hours (not exceeding 23 hours in case unforeseen) Minimum rest period 8 hours 10 hours 12 hours 14 hours 16 hours 24 hours
Note:
If the planned FDP for a two crew aircraft includes a scheduled sector length in excess of 9 hours (8 hours if the sector extends through or ends within the period 0200-0559 hours at the local time where the FDP commenced), the minimum rest period shall be at least 18 hours.
7.6.2
Reduced Rest
Flight Operations will have to demonstrate to the authority, using operational experience and taking into account other relevant factors, such as current scientific knowledge, that its request for reduced rest arrangements produces an equivalent level of safety.
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DUTY REGULATIONS FOR CREW MEMBERS Standby
OM-A
7.7 Page 1 Rev 1 (23 MAY 11)
7.7
Standby
The standby limits 12 hours in each 24 hours. The accumulative continuous waiting time shall be maximum 72 hours with at least 24 hours rest period before undertaking a FDP. Suitable accommodation shall be provided, if a crew member is required to be on airport standby.
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DUTY REGULATIONS FOR CREW MEMBERS Unforeseen Circumstances in Actual Flight Operations
OM-A
7.8 Page 1 Rev 1 (23 MAY 11)
7.8
Unforeseen Circumstances in Actual Flight Operations

During the actual flight operation, the limits on flight duty, duty and rest periods prescribed in these regulations may be modified in the event of unforeseen circumstances. Any such modifications must be acceptable to the P-i-C after consultation with affected crew members and must, in all circumstances, comply with the following:
The allowable FDP may not be increased by more than 3 hours. The extension shall
be calculated according to what actually happens, not on what was planned to happen. Except for escape/evacuation flight, the maximum allowable FDP may be disregarded by the authority of P-i-C. will result in exceedance of the limit, the flight may continue to the planned destination or alternate; and in 7.6.
If on the final sector within a FDP unforeseen circumstances occur after take-off, which
The rest period may be reduced but never below the minimum rest prescribed in Table
In case of special circumstances, which could lead to severe fatigue, and after consultation with the crew members affected, the P-i-C shall reduce the actual flight duty time and/or increase the rest time in order to eliminate any detrimental effect on flight safety. The P-i-C shall submit a report to the Director, Pilot Administration Department (OS), whenever a FDP is increased. A copy of the report mentioned above shall be sent to the Thai authority no later than 14 days after the event. The P-i-C shall submit a report to the State Authority which the emergency situation occurred without delay and submit the report to Thais Authority no later than 10 days after the event according to the Regulations of the Civil Aviation Board Number 86 (CAB Regulations No.86) item 2.1.6 OS shall separately retain all P-i-Cs discretion reports of extended FDP, at least 6 months after the event. OA will take action to change a schedule or duty roster at the latest where the actual operation exceeds the maximum FDP on more than 33% of the flights in that traffic program.
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OPERATING PROCEDURES Table of Contents
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8
8.1 8.1.1
OPERATING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Flight Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Minimum Flight Altitudes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Minimum VFR Altitudes Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Minimum IFR Altitude Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Minimum Flight Altitude Corrections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Criteria for Determining the Usability of Aerodromes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Usability of Airport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Planning Minima . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Selection of Airport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Aerodrome Categories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Use of Aerodrome Group B and C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Methods for the Determination of Aerodrome Operating Minima . . . . . . . . . . . . . . . . . . . . . . . . 7 Concept of Minima . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Aerodrome Operating Minima . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Take-off Operating Minima . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Aeroplane Categories All Weather Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Approach Operating Minima . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 VFR En-Route Operating Minima . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Presentation and Application of Aerodrome and En-route Operating Minima . . . . . . . . . . . . . 18 Meteorological Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Meteorological Information for Pre-flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Meteorological Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Operational Practices for Interpretation of Meteorological Information . . . . . . . . . . . . . . . . . 18 Determination of The Quantities of Fuel and Oil Carried . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Fuel Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Fuel and Oil Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Mass and Center of Gravity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Methods, Procedures and Responsibilities for Preparation and Acceptance of Mass and Center of Gravity Calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Policy for Determining Crew Masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Method for Determining Passengers, Baggage and Cargo Mass . . . . . . . . . . . . . . . . . . . . . 29 Standard Passenger and Baggage Masses for Various Types of Operations . . . . . . . . . . . 29 General Instruction for Load and Trim Sheet Verification . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Last Minute Change Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Specific Gravity of Fuel and Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Seating Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 ATS Flight Plan (FPL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
8.1.1.1 8.1.1.2 8.1.1.3 8.1.2 8.1.2.1 8.1.2.2 8.1.2.3 8.1.2.4 8.1.2.5 8.1.3 8.1.3.1 8.1.3.2 8.1.3.3 8.1.3.4 8.1.3.5 8.1.4 8.1.5 8.1.6 8.1.6.1 8.1.6.2 8.1.6.3 8.1.7 8.1.7.1 8.1.7.2 8.1.7.3 8.1.8 8.1.8.1 8.1.8.2 8.1.8.3 8.1.8.4 8.1.8.5 8.1.8.6 8.1.8.7 8.1.8.8 8.1.8.9 8.1.9 8.1.9.1
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8.1.9.2 8.1.9.3 8.1.9.4 8.1.9.5 8.1.10 8.1.10.1 8.1.10.2 8.1.10.3 8.1.11 8.1.11.1 8.1.11.2 8.1.11.3 8.1.11.4 8.1.11.5 8.1.11.6 8.1.12 8.1.12.1 8.1.12.2 8.1.12.3 8.1.12.4 8.1.12.5 8.1.12.6 8.2 8.2.1 8.2.1.1 8.2.1.2 8.2.1.3 8.2.1.4 8.2.1.5 8.2.2 8.2.2.1 8.2.2.2 8.2.2.3 8.2.2.4 8.2.2.5 8.2.2.6 8.2.2.7 8.2.2.8 8.2.2.9 8.2.2.10
Company Designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Type of Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Pilot and ATC Agreement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 ATC Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Operational Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Company Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Computer Flight PlanTAFS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Aircraft Log Handling Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Reference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 List of Documents, Forms and Additional Information to be Carried . . . . . . . . . . . . . . . . . . . . . 38 Aircraft Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 Folder/File . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Documents in the Cabin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Maintenance Manuals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Filing of Written/Filled Forms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Crew Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Fuelling Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Safety Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 P-i-C Duties Concerning Refuelling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Refuelling and Defuelling when Passengers are Embarking, On Board or Disembarking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Precautions with Mixed Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Refuelling with One Engine Running . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Aircraft, Passengers and Cargo Handling Procedures Related to Safety . . . . . . . . . . . . . . . . . . 5 Minimum Number of Cabin Crew on Board during Ground Operations . . . . . . . . . . . . . . . . . 5 Embarking, Disembarking Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Seats Allocation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Exit Row Seating Assignments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Multiple Occupancy of Aircraft Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Sick/Disabled/Incapacitated Passengers (Persons with Reduced MobilityPRM) . . . . . . . . 6 Transport of Inadmissible Passengers, Deportees or Persons in Custody . . . . . . . . . . . . . . . 7 Access of Special Aircraft Areas during Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Hand Baggage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Loading and Securing the Items in the Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Ground Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
OM-A
8.2.2.11 8.2.2.12 8.2.2.13 8.2.2.14 8.2.2.15 8.2.3 8.2.3.1 8.2.4 8.2.4.1 8.2.4.2 8.3 8.3.1 8.3.1.1 8.3.1.2 8.3.1.3 8.3.1.4 8.3.1.5 8.3.1.6 8.3.1.7 8.3.1.8 8.3.1.9 8.3.1.10 8.3.1.11 8.3.1.12 8.3.1.13 8.3.1.14 8.3.2 8.3.2.1 8.3.2.2 8.3.2.3 8.3.2.4 8.3.2.5 8.3.2.6 8.3.2.7 8.3.3 8.3.3.1 8.3.3.2 8.3.3.3 8.3.3.4 8.3.3.5
Special Loads and Classification of Load Compartments . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Positioning of Ground Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Operation of Aircraft Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Safety on the Ramp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Start-up, Ramp Departure and Arrival Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Procedure for the Refusal of Embarkation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Responsibilities of Persons other than the P-I-C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 De-icing and Anti-icing on Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Glossary/Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 De-/Anti-Icing AwarenessThe Basic Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 VFR/IFR Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Preparation for Descent and Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Circling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Go-around . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Stabilized Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Summary of Approach Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Noise Abatement Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Before Takeoff and after Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Simultaneous Close Parallel Approaches Using Precision Runway Monitoring (PRM) Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Navigation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Routes and Areas of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 In-flight Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Performance Based Navigation Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Navigation: RNAV/RNP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Vertical Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Reduced Vertical Separation Minimum (RVSM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 CNS/ATM FANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Altimeter Setting Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Type of Altimeter Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Setting Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Temperature Correction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 Altimeter Discrepancies in Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Flight Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
OM-A
8.3.3.6 8.3.3.7 8.3.3.8 8.3.4 8.3.5 8.3.5.1 8.3.5.2 8.3.6 8.3.7 8.3.7.1 8.3.7.2 8.3.8 8.3.8.1 8.3.8.2 8.3.8.3 8.3.8.4 8.3.8.5 8.3.8.6 8.3.8.7 8.3.8.8 8.3.8.9 8.3.8.10 8.3.8.11 8.3.9 8.3.9.1 8.3.9.2 8.3.10 8.3.10.1 8.3.10.2 8.3.10.3 8.3.11 8.3.12 8.3.12.1 8.3.12.2 8.3.12.3 8.3.12.4 8.3.12.5 8.3.13 8.3.14 8.3.14.1 8.3.14.2
Metric Altimetry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 QFE Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 IFR Flight Level TablesSemi Circular Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Altitude Alerting System Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Ground Proximity Warning System /Terrain Avoidance Warning System . . . . . . . . . . . . . . . . . 40 Flight Path and Configuration Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 GPWS Pull-up Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Policy and Procedures for the Use of TCAS/ACAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Policy and Procedures for the In-flight Fuel Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Fuel Quantity Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Fuel Freezing Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 Adverse And Potentially Hazardous Atmospheric Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Thunderstorms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Icing Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 TURBULENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Wind Shear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 Jetstream . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 Volcanic Ash Clouds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 Heavy Precipitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 Sandstorms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Mountain Waves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Significant Temperature Inversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Operations on Slippery Surfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Wake Turbulence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Takeoff and Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 In Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Crew Members at Their Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 Flight Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 Cabin Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 Controlled Rest on Flight Deck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 Use of Safety Belts for Crew and Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 Admission to Flight Deck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 Officials on Official Duty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 Visit to and/or Travel in the Flight Deck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 Flight Deck Permit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 VIP Flight Deck Permit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 Use of Vacant Crew Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 Incapacitation of Crew Members . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 Detection of Incapacitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
OM-A
8.3.14.3 8.3.14.4 8.3.15 8.3.15.1 8.3.15.2 8.3.15.3 8.3.15.4 8.3.15.5 8.3.15.6 8.3.16 8.3.16.1 8.3.16.2 8.3.16.3 8.3.16.4 8.3.16.5 8.3.16.6 8.3.16.7 8.3.17 8.3.17.1 8.3.17.2 8.3.17.3 8.3.17.4 8.3.17.5 8.4 8.4.1 8.4.1.1 8.4.1.2 8.4.1.3 8.4.1.4 8.4.1.5 8.4.1.6 8.4.1.7 8.4.2 8.4.2.1 8.4.2.2 8.4.2.3 8.4.2.4 8.4.2.5 8.4.3 8.4.4 8.4.5
Actions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 Cabin Safety Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 Cabin Preparation and Passengers Seating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 Smoking on Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 Portable Electronic Devices (PED) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 Medical Kits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 Procedures and Checklist System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 Use of Portable Oxygen Bottles on Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 Passengers Briefing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 Before Takeooff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 After Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 Before Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 After Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 Emergency Situations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 Public Address (PA) Announcements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 Replanning during Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 CONTINUATION PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 REPLANNING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 MINIMUM REMAINING FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 DIVERSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 Concepts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 CAT II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 CAT III . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Decision Height (DH) and Alert Height (AH) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Runway Visual Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Minimum Approach Break-off Height (MABH) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Operating Minima . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Low Visibility Procedure (LVP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Flight Crew Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Flight Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Approach Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Approach Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Failures and Associated Actions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Effect of Failed or Downgraded Ground Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 ATC Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Continuous Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 LOW VISIBILITY TAKE-OFF (LVTO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
All Weather Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
OM-A
8.4.5.1 8.4.5.2 8.4.5.3 8.4.5.4 8.4.6 8.4.6.1 8.4.6.2 8.4.6.3 8.4.6.4 8.4.6.5 8.4.7 8.4.7.1 8.5 8.5.1 8.5.2 8.5.3 8.5.3.1 8.5.3.2 8.5.4 8.5.5 8.5.6 8.5.6.1 8.5.6.2 8.5.6.3 8.5.6.4 8.5.6.5 8.5.7 8.5.7.1 8.5.7.2 8.5.7.3 8.5.7.4 8.5.8 8.5.9 8.5.9.1 8.5.9.2 8.5.9.3 8.5.9.4 8.5.9.5 8.5.9.6 8.5.9.7 8.5.9.8
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 LVTO With RVR Between 400 M and 150 M . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 LVTO With RVR Between 150 M and 125 M . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 LTVO With RVR Between 125 M and 75 M . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Company Regulations for CAT II/III Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Use of Automatic Flight System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Airborne and Ground Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 RVR Reporting Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Constant Angle Non-Precision Approach (CANPA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Decision Point (DP)/Visual Descent Point (VDP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 ETOPS approval . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 ETOPS procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Configuration Maintenance and Procedure (CMP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Type Design Approval (TDA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 ETOPS airplane configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Communications means . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Granted ETOPS area of operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Maximum diversion time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 One-engine-inoperative cruise speed (diversion speed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Adequate airport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Maximum diversion distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Area of operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Release of the airplane for an ETOPS sector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 ETOPS approved engineer/mechanics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Service check for ETOPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 The Minimum Equipment List (MEL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Maintenance release for ETOPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Re-grading to "NON-ETOPS" status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 ETOPS flight dispatch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Suitable airport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 ETOPS dispatch weather minima . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Period of suitability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Communication and navigation facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Equitime Point (ETP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 ETOPS segment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 ETOPS Entry Point (EEP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 ETOPS Exit Point (EXP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
ETOPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
OM-A
8.5.9.9 8.5.9.10 8.5.10 8.5.11 8.5.11.1 8.5.11.2 8.5.11.3 8.5.11.4 8.5.11.5 8.5.11.6 8.5.11.7 8.5.12 8.5.13 8.6 8.7 8.7.1 8.7.2 8.7.3 8.7.3.1 8.7.3.2 8.7.3.3 8.7.3.4 8.7.3.5 8.7.3.6 8.7.3.7 8.7.4 8.7.5 8.7.5.1 8.7.5.2 8.7.6 8.7.7 8.7.8 8.7.9 8.7.10 8.8 8.8.1 8.8.1.1 8.8.1.2 8.8.2 8.8.2.1
Critical Point (CP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Dispatch fuel requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 ETOPS flight documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 ETOPS in-flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Pre-flight check list and in-flight procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 In-flight forecast monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Fuel monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Diversion speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Engine Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 System Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Rectification of airplane defects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 P-i-C/Crew responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
USE OF THE MINIMUM EQUIPMENT LIST (MEL) AND CONFIGURATION DEVIATION LIST (CDL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 NON-REVENUE FLIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Training flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Test flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Actions requiring a test flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Flight test reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Test crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Weather conditions for test flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Delivery flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Ferry flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Standard Ferry Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 One-engine-out ferry for three- and four-engine airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Demonstration flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Positioning flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Other special flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Passengers on ferry, test and training flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Carriage of persons on board all-cargo airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 OXYGEN REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 CONDITION UNDER WHICH OXYGEN MUST BE PROVIDED AND USED . . . . . . . . . . . . . . 1 CREW MEMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 PASSENGERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 REQUIREMENT FOR CREW AND PASSENGERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 First aid oxygen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
OM-A
8.8.2.2 8.8.2.3 8.9 8.9.1 8.9.2 8.10 8.10.1 8.10.1.1 8.10.1.2 8.10.2 8.10.3 8.10.3.1 8.10.3.2 8.11 8.11.1 8.11.2 8.11.2.1 8.11.2.2 8.11.3 8.11.3.1 8.11.3.2 8.11.3.3 8.11.4 8.11.4.1 8.11.4.2 8.11.5 8.11.6 8.11.7 8.11.7.1 8.11.7.2 8.11.8 8.12 8.12.1 8.12.1.1 8.12.1.2 8.12.2 8.13 8.13.1 8.13.1.1 8.13.1.2 8.13.1.3
Supplemental oxygen for sustenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Crew protective breathing equipment/using oxygen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 OPERATIONAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Electronic Flight Bag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedure in case of Engine Failure En Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 THE SAFETY ASPECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 ASPECTS ON SCHEDULE, PASSENGER COMFORT AND ECONOMY . . . . . . . . . . . . . . . 1 TWO-ENGINE AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 THREE- AND FOUR-ENGINE AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 DISCONTINUATION OF FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 CONTINUATION OF FLIGHT WITH ONE-ENGINE FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . 1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 TASK SHARING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Guideline procedure for normal situation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Guideline procedure for abnormal situation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 MENTAL REVIEW AND BRIEFING BEFORE TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 STOP OR GO DECISION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 FLIGHT DECK PROCEDURES FOR TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 OTHER PHASES OF FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 CONTACT WITH CABIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 EXPLOSIVE DECOMPRESSION/EMERGENCY DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 FLIGHT DECK AND CABIN SMOKE OR FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 FUEL JETTISON/OVERWEIGHT LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 FUEL JETTISON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 OVERWEIGHT LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 EMERGENCY EVACUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Operation of COM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 VHF-COM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 HF COM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Operation of NAV System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 VHF NAV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 TEST OF AIRBORNE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 USE OF VOR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Emergency Situations (Engine Malfunction, Fires, etc.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
OM-A
8.13.1.4 8.13.1.5 8.13.2 8.13.3 8.13.3.1 8.13.3.2 8.13.4 8.13.4.1 8.13.4.2 8.13.4.3 8.13.4.4 8.13.4.5 8.13.5 8.14 8.14.1 8.14.1.1 8.14.1.2 8.14.2 8.14.2.1 8.14.2.2 8.15 8.15.1 8.15.1.1 8.15.1.2 8.15.1.3 8.15.2 8.15.2.1 8.15.2.2 8.15.2.3 8.15.3 8.15.3.1 8.15.3.2 8.15.4 8.16 8.16.1 8.16.2 8.16.3 8.16.4 8.16.5 8.17
USE OF DME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 USE OF ILS SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 FLIGHT MANAGEMENT SYSTEM (FMS) AND AREA NAVIGATION SYSTEM (RNAV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 WEATHER AVOIDANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 NAVIGATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 ADF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 EN ROUTE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 NDB APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 OTHER APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 MARKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Operation of Datalink and SATVOICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 DATALINK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Datalink Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 SATVOICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Satellite Voice Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 USE OF AUTOPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 AUTOMATIC APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 SEMI-AUTOMATIC APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 USE OF FLIGHT DIRECTOR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 APPROACHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 MONITORING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 USE OF ALTITUDE PRESELECT/ALERT MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 ALTITUDE PRESELECT SETTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 USE OF AUTOTHROTTLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Management of Automatic Flight Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 AUTOMATION PHILOSOPHY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 USE OF AUTOMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 GUIDANCE FOR THE USE OF AUTOMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 CREW COORDINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Communication and Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Operation of Flight Guidance System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
OM-A
8.17.1 8.17.2 8.17.3 8.17.3.1 8.17.3.2 8.17.3.3 8.17.3.4 8.17.3.5 8.17.3.6 8.17.4 8.17.4.1 8.17.4.2 8.17.4.3 8.17.4.4 8.17.5 8.17.5.1 8.17.5.2 8.17.6 8.17.6.1 8.17.6.2 8.17.6.3 8.18 8.18.1 8.18.2 8.18.3 8.18.4 8.18.4.1 8.18.4.2 8.19 8.19.1 8.19.2 8.19.3 8.19.4 8.19.5 8.19.5.1 8.19.5.2 8.19.6 8.19.7 8.19.8 8.19.9
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 ATC CLEARANCES, INSTRUCTIONS AND APPROVALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 ATS REPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 POSITION REPORTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 REPORTING OF OPERATIONAL AND METEOROLOGICAL INFORMATION . . . . . . . . . . . 1 AIRCRAFT OBSERVATIONS AND REPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 POTENTIAL HAZARD REPORTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 AIR TRAFFIC INCIDENT REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 REPORTS OF ELT TRANSMISSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 COMPANY REPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 PROGRESS REPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 SNAG REPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 OPERATION INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 OPERATION ADVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 AIRCRAFT DAMAGE ACCIDENT REPORTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 REPORTING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 SUSPECTED COMMUNICABLE DISEASE REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 REPORTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 USE OF NORMAL CHECKLIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 USE OF EMERGENCY/MALFUNCTION OR EMERGENCY/ABNORMAL CHECKLIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 STANDARD CALLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 USE OF STANDARD CALLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 SPECIFIC STANDARD CALLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 RIGHT OF WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 LOOKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 TEST AND TRAINING DURING LINE FLYING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 SIMULATION OF ABNORMAL OR EMERGENCY SITUATIONS . . . . . . . . . . . . . . . . . . . . . . 2 AIRCRAFT TRAINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 DEVIATION FROM FLIGHT PLAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 COMMUNICATION FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 USE OF AIRCRAFT EXTERNAL LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 PROTECTION OF PASSENGERS IN FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Use of Checklist and Standard Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Flight Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
OM-A
8.19.9.1 8.19.9.2 8.19.9.3 8.19.9.4 8.19.9.5 8.19.9.6 8.20 8.20.1 8.20.2
EMERGENCY EXITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 DECELERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 CABIN PRESSURE RATE OF DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 CABIN VENTILATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 USE OF SEAT BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 SMOKING IN THE CABIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 STATIONS WITH COMPANYS OR CONTRACTING HANDLING AGENTS . . . . . . . . . . . . . . . 1 STATIONS WITHOUT COMPANYS OR CONTRACTING HANDLING AGENTS . . . . . . . . . . . 1
Safeguarding of Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
oOo
Reverse side blank
OPERATING PROCEDURES Flight Preparation
OM-A
8.1 Page 1 Rev 1 (23 MAY 11)
8
8.1
8.1.1
OPERATING PROCEDURES
Flight Preparation
Minimum Flight Altitudes
All flights shall be planned and performed with adequate terrain clearance. The methods used to determine the minimum altitudes, other than that have been established by the responsible states/authorities (MSA, MEA, MOCA, etc.), which required for flight operations shall be specified and approved by the state of the operator. According to the requirements in paragraph above, the Company minimum altitudes required for the routes flown, Minimum Grid Altitude (MGA) and Minimum Terrain Clearance Altitude (MTCA) specified in the Route Manual, Legends And Tables (LAT) part and Navigation (NAV) part.
8.1.1.1
Minimum VFR Altitudes Requirements

The Company normally does not allow VFR operations for revenue flight. If VFR is required for a specific flight or part(s) of a flight, an authorization of the Flight Operations (DP) must be given. For VFR altitudes requirements, refer to ICAO Rules of the Air - Annex 2 chapter 4 and to any national regulations applicable to the area over flown.
8.1.1.2
Minimum IFR Altitude Requirements

When an aircraft is operated for the purpose of commercial air transport, the minimum altitude/ flight level at which it is permitted to fly may be governed by national regulations, air traffic control requirements, or by the need to maintain a safe height margin above any significant terrain or obstacle en route. Whichever of these requirements produces the highest altitude/flight level for a particular route, it will determine the minimum flight altitude for that route.
Terminal Area
Except during IFR approach or departure when on track with a published minimum altitude on airport charts, the minimum altitude must not be lower than the Minimum Sector Altitude (MSA). Take-off obstacle clearance See OM-A 14.2.2.5.6Aircraft Performance; Obstacle Clearance Requirements. Minimum turning altitude All-engine turns shall not be initiated below 500 ft AGL except where clearly published in SID or climb-out procedures.
En-route Minimum Altitude

Normal operation En-route IFR flight levels or altitudes should be higher than the published Minimum Enroute IFR Altitude (MEA) indicated on en-route charts and must be higher than the published Minimum Terrain Clearance Altitude (MTCA). The minimum safe off-route altitude should be higher than the Minimum Grid Altitude (MGA) and the published Minimum Terrain Clearance Altitude (MTCA). Both minimum altitudes are indicated on en-route charts when they exist. If available and not limiting, the MGA may be used as minimum flight altitude. These minimum altitudes must be respected along the track with all engines operative. During flight preparation, the en-route minimum altitudes must be established for all the route segments. Abnormal operation It may be necessary to establish diversion procedures for critical cases taking into account the topography along the route and the requirements mentioned below (engine(s) failure, depressurization). In this case the procedure must specify the location of Non-return Point(s) and/or Continuing Point(s). When obstacle limited, the pilot should be reminded for correct drift down procedure as specified in the appropriate chapter of the FCOM/AOM (one/two engine(s) inoperative).
8.1 Page 2 Rev 1 (23 MAY 11)
OM-A
Any diversion procedure established for a particular route should be described in the Route Manual.
Minimum terrain clearance in case of engine failure

The aircraft gross weight at all points along the route shall be such that the one engine inoperative service ceiling is 1000 ft higher than the terrain. If using drift-down procedure instead, the flight level at the Pre-Determined Point (PDP) must be high enough to obtain a 2000 ft vertical clearance between the net drift-down flight path and the terrain.
Pressurization failure
For depressurization, it may be necessary to descend below the en-route minimum altitude determined for normal operation in order to cope with passenger oxygen requirements (refer to 8.8). At any time, the aircraft gross (actual) flight path must clear vertically all obstacles by 2000 ft.
8.1.1.3
Minimum Flight Altitude Corrections

All minimum altitudes stated in para.8.1.1.2. above shall be corrected for wind and temp when altimeter is set to QNH and for wind, temp and QNH when altimeter is set to standard:
Wind Correction
For wind, add 500 ft per 10 kt, above 30 kt up to max 2000 ft.
Temperature Correction
For temperature, calculate correction on computer or add 4% per 10 deg C below standard.
Pressure Correction
For QNH below 1013.2 hPa, add 30 ft per hPa.
8.1.2
8.1.2.1
Criteria for Determining the Usability of Aerodromes

Usability of Airport
Before an aerodrome is utilized for operations, it shall have been approved by DO. As a general policy, the operation will be permitted only to an aerodrome where the aircraft type concerned can operate utilizing normal operating procedures. The normal operating procedures shall not only be applied for the approach, landing and takeoff phases but also cover all aspects of ground handling and operation. Only in case of emergency that an aerodrome which has not been approved for the aircraft type concerned shall be utilized at the P-i-C's discretion. In approving an aerodrome for THAI operation, the following facilities shall be considered: Runway dimensions and Pavement Classification Number (PCN) with regard to performance requirements, including taxiing and parking requirements; ATS facilities including the availability of visual and non-visual aids; SAR facilities and capabilities; Local conditions, such as weather, terrain, or political aspects which may affect operations; Ground service facilities for fueling, loading, cleaning and general handling using normal operating procedures. Under certain conditions, special flights or a series of flights to the aerodromes not fulfilling the above requirements may be approved by DO. Alternate, departure and destination airport considered to be used for operations must be adequate for the type of aircraft and operation concerned. In addition to be selected for conducting an operation they should be complying with given weather minima at the time/period of the operation (See OM-A 8.1.3.7Flight Preparation; Methods for the Determination of Aerodrome Operating Minima).
OM-A
8.1 Page 3 Rev 1 (23 MAY 11)
Note:
For ETOPS operation (See OM-A 8.5.1.1ETOPS; Introduction), the term "suitable" is used to define adequate airport complying with ETOPS flight dispatch weather minima criteria.
Adequate Airport
An airport satisfy with the aircraft performance requirements and runway characteristics. At the time of use, it will be available with ATC services, communication, NAV aids, lighting, emergency services, weather reporting, at least one let-down aid (ground radar would qualify) to be used for an instrument approach.
Authorization of Airport Emergency Services

In general, THAI flights shall operate to the airport which Rescue and Fire Fighting Service is compatible with the aircraft (Refer to ICAO Doc 9137-AN/898).
Aircraft type A380 744 777 A340 A330 AB6 734 ICAO RFFS Category 10 9 9 9 9 8 6
The derogation of RFFS categories may be applied when necessary but shall not below the THAI RFFS categories requirements as follows:
THAI RFFS categories requirements

Aircraft type A380 744 777 A340 A330 AB6 734 Departure & Destination 9 8 8 8 8 7 5 Take-off Alternate & Destination Alternate 9 5 5 5 5 4 4 ETOPS enroute Alternate & En-route Alternate (3%CF) 9 5 5 5 5 4 4 Emergency or Intermediate Aerodrome 9 5 5 5 5 4 4
Note:
1. THAI RFFS categories requirements shall be approved by Thai DCA. 2. The airport which are applied by THAI RFFS categories requirements shall be specified in operational flight plan (TAFS).
Temporary downgrading of RFFS In case of temporary downgrading of the RFFS category at an airport as announced by NOTAMs, THAI will continue to operate with scheduled aircraft type to such an aerodrome as long as it has not been declared Closed by the airport authority and the level of RFFS category is not less than the alternate requirement in 8.1.2.1. In flight, a P-i-C may decide to land at an airport where the Airport RFFS Category lower than specified above, if in his judgment and after due consideration of all the prevailing circumstances, to do so would be safer than to divert. Furthermore, the following items should be considered when necessary:
Landing and over-flying permission has been obtained; The flight crew members have the required qualification, experience and documentation
including up-to-date approach and airport charts for each pilot;
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At the expected time of use, the airport is equipped with the necessary ramp handling
facilities: refuel, tow bar, step, cargo loading, ground power unit, air starter, catering water services, toilet services; expected time of use.
For international flight, police, custom and immigration services are available at the
Note: 1. RFFS Category: Rescue and Fire Fighting Services Category as defined in ICAO Annex 14. 2. Aeroplane RFFS Category: the category specified in ICAO Annex 14 Table 9-1 for a given aeroplane type. 3. Airport RFFS Category: The published RFFS Category for a given airport.
8.1.2.2
Planning Minima
Planning minima deals with forecast airport weather conditions (See OM-A 8.1.3.1.7Flight Preparation; Concept of Minima).
Planning Minima for Take-off Alternate Airport

An adequate airport shall only be selected as a take-off alternate when the appropriate weather reports or forecasts or any combination thereof indicate that, during a period commencing 1 hour before and ending 1 hour after the estimated time of arrival at the airport, the weather conditions will be at or above the applicable landing minima. The ceiling must be taken into account when the only approaches available are nonprecision and/or circling approaches. Any limitation related to one-engine inoperative operation must be taken into account.
Planning Minima for Destination Airport

The weather forecast for destination airport will be used to determine the number of alternate required for flight planning. During the period commencing one hour before and one hour after the ETA at destination, if the weather condition indicates that it is at or above the planning minima given in Table below, only one destination alternate is required.
Weather requirement for Destination using one alternate, and for takeoff alternate airport.
Type of Approach Precision approach Non-precision or circling approach Weather Requirements RVR/VIS as in approach chart RVR/VIS and ceiling at or above the respective minima in approach chart
Planning Minima for En-route and Destination Alternate Airport and Isolated Destination Airport
The weather forecast, for airport to be planned as destination alternate, en route Alternate or isolated destination airport shall be indicated that, during the period commencing one hour before and one hour after the ETA at that aerodrome(s), it is at or above the applicable planning minima given in Table below.
Planning minima for destination alternate, en-route alternate and isolated destination airport.
Type of Approach CAT II or III CAT I Non-precision Circling
a)
Planning minima RVR/VIS as for CAT I RVR/VIS and ceiling at or above the minima for non-precision
b)
RVR/VIS and ceiling at or above the minima for non-precision plus 200 ft/1000 m Circling
a) The flight crew shall be qualified for CAT II or CAT III operations and the aircraft must be certified for CAT II or CAT III. The selected airport shall fulfill CAT II or CAT III requirements at the time of use. b) Planning with LOC minima is applicable, subject to operative ILS system. Operations Manual Part A
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8.1.2.3
Selection of Airport
Destination Airport
Intended destination The intended destination is normally the scheduled destination. If the flight is planned to, and a landing is intended at an airport other than the scheduled destination, coordination with appropriate functions concerned and station manager is recommended. Secondary destination A selected airport, which routed via the same Point of Replanning as the intended destination, to be planned as destination for the flight in order to accommodate more payload than a direct planning to the intended destination, or for fuel economy.
Take-off Alternate Airport

An airport to which a flight can proceed with one engine out whenever the airport of departure is not available for a possible return due to meteorological or performance reasons. Requirement for takeoff alternate, see RM/PFL. Weather requirement for the selected takeoff alternate is the same as that for destination.
Destination alternate airport

An airport to which a flight may proceed if the destination becomes unavailable. Such airport shall be specified on the Company flight plan and ATS flight plan.
En route alternate
An en route alternate used for planning with reduced Contingency Fuel (CF) is an airport which should be located within a circle with a radius equal to 20% of the total flight plan distance, the center of which lies on the planned route at a distance from destination 25% of the total flight plan distance, or 20% of the total flight plan distance plus 50 nm, whichever is greater.
Whenever possible, aerodromes close to the intended track should be selected. The weather at the en route alternate shall be forecasted and expected to be at or above alternate minima. The en route alternate shall be specified in the Company flight plan.
Intermediate Alternate Airport (Emergency Airport)

An aerodrome which offers a possible landing in case of en route irregularity that requires nodelay landing.
Secondary Alternate
The alternate used for a secondary destination.
Isolated Destination Airport

The destination can be considered as an isolated destination airport if the fuel required (diversion plus final) to the nearest adequate destination alternate airport is more than fuel to fly for two hours at normal cruise consumption above the destination airport, including final reserve fuel.
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8.1.2.4
Aerodrome Categories
Aerodromes in THAI route net (including alternates) will be classified in the following groups: Group A An aerodrome which satisfies all of the following requirements:
An approved instrument approach procedure; At least one runway with no performance limited procedure for take-off and/or landing; Published circling minima not higher than 1000 feet above aerodrome elevation; and Night operations capability.
All aerodromes applicable in THAI route net, except those stated in Group B & C, are classified as Group A. Group B An aerodrome which does not satisfy the Category A requirements or which requires extra considerations such as:
Non-standard approach aids and/or approach patterns; or Unusual local weather conditions; or Unusual characteristics or performance limitations; or Any other relevant considerations including obstructions, physical layout, lighting, etc.
The aerodromes with the above qualifications are classified as Group B. Group C An aerodrome which requires additional considerations to a Category B aerodrome, such as:
Being surrounded by mountainous terrain, which need special approach and missed
approach procedures;
Influence of significant wind shear and turbulence in the approach areas.
8.1.2.5
Use of Aerodrome Group B and C

Use of Aerodrome Group B
Prior to operating to Group B aerodrome, the P-i-C shall be briefed; or self-briefing by means of programmed instruction on the Group B aerodrome(s) concerned and should certify that he has carried out those instructions.
Use of Aerodrome Group C

Prior to operating to Group C aerodrome, except the aerodromes in U.S.A., the P-i-C shall be briefed and visit the aerodrome as an observer; or undertake instruction in a flight simulator approved by the authority for this purpose. Only for the classified aerodromes in U.S.A., which require special P-i-C qualification within the preceding 12 calendar months, the P-i-C shall: Undertake an entry to that airport as a flight crew member; Use a pictorial means acceptable to that airport administrator; or Make an entry while occupying the flight deck observer seat of qualified aircraft type and monitor radio communications. Note: The requirements for special airport qualification will not be applied if ceiling for such airport is at least 1,000 ft above the lowest MEA or MOCA, or initial approach altitude prescribed for the instrument approach procedure, and the visibility is at least 3 miles.
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8.1.3
8.1.3.1
Methods for the Determination of Aerodrome Operating Minima

Concept of Minima
The term minima refers to the aerodrome weather conditions and defines the minimum visibility (horizontal and vertical) prescribed for taking off from, or landing a civil aircraft to this particular aerodrome. Different concepts of minima are the following: Aircraft capability given in the Aircraft Flight Manual defining the lowest minima for which the aircraft has been certified They depend on:
The aircraft type, performance and handling characteristics; The equipment available on the aircraft for the purpose of navigation and/or control of
the flight path. Aerodrome operating minima noted on the aerodrome chart, established in accordance with the national authorities of the aerodrome They depend on:
The dimension and characteristics of the runways which may be selected for use; The adequacy and performance of the available visual and non-visual ground aids; The obstacles in the approach, missed approach and the climb-out areas required for
the execution of contingency procedures and necessary clearance;
The obstacle clearance altitude/height for the instrument approach procedures; The means to determine and report meteorological conditions.
They always take obstacle clearance into account and have different values depending on the weather conditions and the aerodrome facilities available. Operators minima approved by the national authority of the operator, which is the lowest minima that the operator is allowed to use, and written on the AOC For CAT II or III minima, they may depend on a probationary period. Crew minima They are the minima that the crew is authorized to operate. They are based upon the qualification of the flight crew members.
8.1.3.2
Aerodrome Operating Minima

For each flight, the flight crew members have to check the followings: The Aircraft Capability minima; The Aerodrome operating minima; The Operators minima; and The Crew minima. They must use the higher value to determine the allowed operating minima for their flight. In no case, the minima selected by the flight crew members can be lower than one of the previous four limitations. However, at the P-i-C's discretion, if other factors indicate that the operation cannot be conducted with the required standard of safety, the selected minima can be higher than the allowed operating minima. NOTAM may affect minima. For further operational information, See OM-A 8.4.1All Weather Operations.
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8.1.3.3
Take-off Operating Minima

Before commencing a take-off, the P-i-C must satisfy himself that: The visibility or RVR is equal or better than the take-off visibility or RVR limits; The weather conditions (ceiling and visibility) at the departure airport are equal or better than the applicable minima for landing (approach) at that airport or at a usable take-off alternate as defined in planning minima (See OM-A 8.1.2.2.4Flight Preparation; Planning Minima). When no reported meteorological visibility or RVR is available, a take-off may only be commenced if the P-i-C can determine that sufficient visual reference exists to permit a safe takeoff. When the reported meteorological visibility is below that required for take-off and RVR is not reported, a take-off may only be commenced if the P-i-C can determine that the actual visibility along the take-off runway is equal to or better than the required minimum. For multi-engine aircraft, whose performance is such that in the event of a power loss at any point during take-off, the aircraft can either stop or continue to a height of 1500 feet above the aerodrome while clearing all obstacles by the required margins, the take-off minima must be expressed as RVR/visibility values and may not be less than those given in Table below.
RVR/Visibility for take-off

Type of Approach Nil (day only) Runway edge and centreline lighting Runway edge, centreline lighting and multiple RVR information 500 m
b) b) d)
RVR/Visibility
a)
Runway edge lighting and/or centreline marking 250/300 m b) c) 200/250 m 150/200 m
a) The reported RVR/Visibility representative of the initial part of the take-off run may be replaced by pilot assessment. b) The higher values apply to Category D aircraft (see 8.1.3.4 below). c) For night operations, at least runway edge and runway end lights are required. d) The required RVR value must be achieved for all of the relevant RVR reporting points except as stated in a), above.
The authority may grant some exceptions to the above requirements: Subject to the approval of the authority, and provided the requirements below have been satisfied, the take-off minima may be reduced to 125 m RVR (Category A, B and C aeroplanes) or 150 m RVR (Category D aeroplanes) when:
Low visibility procedures are in force; High intensity runway centreline lights spaced 15 m or less and high intensity edge
lights spaced 60 m or less are in operation;
Flight crew members have satisfactorily completed training in a flight simulator; A 90 m visual segment is available from the cockpit at the start of the take-off run; and The required RVR value has been achieved for all of the relevant RVR reporting points.
Subject to the approval of the authority, when an approved lateral guidance system for takeoff is used, the take-off minima may be reduced to an RVR less than 125 m (Category A, B and C aeroplanes) or 150 m (Category D aeroplanes) but not lower than 75 m provided runway protection and facilities equivalent to Category III landing operations are available. THAI aircraft CAT D and CAT C have been approved for conducting low visibility takeoff by qualified pilots as low as RVR 150 m.
8.1.3.4
Aeroplane Categories All Weather Operations

Classification of aeroplanes
For approach, aircraft are classified in categories: A, B, C, D, and E. The criteria taken into consideration for the classification of aeroplanes by categories is the indicated airspeed at threshold (VAT) in landing configuration at the maximum certified landing weight. VAT = 1.3 VSO or VAT = 1.23 VS1G (fly-by-wire aircraft).
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If both VSO and VS1G are available, the higher resulting VAT must be used. Thai aircraft are categorized as follows: CAT C CAT D CAT E 737, A300, A330 A340, 777, 747 A380
8.1.3.5
Approach Operating Minima

Commencement and Continuation of an Approach
See OM-A 8.3.1.6.9Flight Procedures; Approach.
Non-precision Approaches
Minimum descent height (MDH) Non-precision approach procedures are based on the use of ILS without glide slope (LLZ only), VOR, VOR/DME, NDB, NDB/DME, SRA (Surveillance Radar Approach), RNAV or GPS. The MDH on a non-precision approach shall not be lower than the highest of:
The Obstacle Clearance Height (OCH) for the category of aircraft; Any State minima if applicable.
Visual reference A pilot may not continue an approach below Minimum Descent Height (MDH) unless at least one of the following visual references for the intended runway is distinctly visible to, and identifiable by the pilot:
Elements of the approach light system; The threshold, or its markings, lights or identification lights; The visual glide slope indicator(s); The touchdown zone, zone markings or zone lights; The runway edge lights; or Other visual references accepted by the authority.
Operating minima The minimum RVR for a non-precision approach depends on the MDH and on the approach lighting and runway lighting/marking available as shown in Table below.
MDH (ft) Full Facilities Intermediate facilities C 1200 1400 1600 1800 D 1400 1600 1800 2000 Basic Facilities Nil Approach light Facilities C 1600 1800 2000 2000 D 1800 2000 2000 2000
RVR-Required (m) C 250 - 299 300 - 449 450 - 649 650 and above Approach light Threshold lights 800 1000 1200 1400 D 1200 1400 1600 1800 C 1400 1600 1800 2000 D 1600 1800 2000 2000
Facilities - Required (lights must be on) HIALS/MIALS 720 m or more X X HIALS/MIALS 420 m - 719 m X X HIALS/MIALS 419 m OR less Or ALS any length X X Nil Approach light X X
a)
Night Operations: For night operation at least edge lights, threshold and runway end lights must be on.
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Facilities - Required (lights must be on) Approach light Rwy edge lights Rwy end lights Rwy marking HIALS/MIALS 720 m or more X X X X X X HIALS/MIALS 420 m - 719 m X X X X X X HIALS/MIALS 419 m OR less Or ALS any length X X X X X X Nil Approach light X X X X X
a) a)
Night Operations: For night operation at least edge lights, threshold and runway end lights must be on.
a) No lights at all for daytime operation.
Table below may not be used for calculating take-off minima or CAT II/III minima nor when a reported RVR is available. Note: If the RVR is reported as being above the maximum value assessed by the aerodrome operator, e.g. RVR more than 1500 metres, it is not considered to be a reported RVR in this context and the Conversion Table may be used.
Lighting element in operation RVR=Reported Meteorological visibility multiplied by Day Hl approach and runway lighting Any type of lighting installation other than above No lighting 1.5 1.0 1.0 Night 2.0 1.5 Not applicable
Converting reported visibility to RVR
Precision Approach CAT I

Category I A Category I operation is a precision instrument approach and landing using ILS, GLS or PAR with:
A runway visual range (RVR) not less than 550 metres or VIS 800 m; and A decision height (DH) not lower than 200 feet.
The DH must not be lower than the highest of:
The OCH for the category of aircraft; The minimum DH specified in the FCOM/AOM, if stated; The minimum height to which the precision approach aid can be used without the required
visual reference; and
200 feet.
Visual references No pilot may continue a precision approach CAT I below the DH unless at least one of the following visual references for the intended runway is distinctly visible to, and identifiable by the pilot:
Elements of the approach lighting system; The threshold, or its markings, lights or identification lights; The visual glide slope indicator(s); The touchdown zone, zone markings or zone lights; or The runway edge lights.
Operating minima
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The minimum RVR is governed by the DH and the approach lighting and runway lighting/ marking available as shown in Table below.
MDH (ft) Full Facilities Intermediate facilities 700 700 800 900 HIALS/MIALS 420 m - 719 m X X X X X X X X Basic Facilities Nil Approach light Facilities 1000 1000 1200 1200 Nil Approach light
RVR-Required (m) 200 201 - 250 251 - 300 301 and above Approach light 550 600 650 800 HIALS/MIALS 720 m or more Threshold lights Rwy edge lights Rwy end lights Rwy marking Night Operations: For night operation at least edge lights, threshold and runway end lights must be on.
a) No lights at all for daytime operation.
800 800 900 1000 HIALS/MIALS 419 m OR LESS Or ALS any length X X X X X X X X
Facilities - Required (lights must be on)
X X X X
X X X X
X X X X
X X X
a) a) a)
Precision Approach CAT II

Category II A category II operation is a precision instrument approach and landing using ILS or MLS with:
A RVR of not less than 300 m; and A decision height below 200 ft and not lower than 100 ft.
The DH shall be not lower than:
The minimum DH specified in the FCOM/AOM; The minimum height to which the precision approach aid can be used without the required
visual reference;
The OCH/OCL for the category of the aircraft; The DH to which the flight crew is authorized to operate; and 100 ft.
Note: Crosswind component must not exceed 10 kt. Visual references No pilot may continue a precision approach CAT II below the DH unless the following visual references are attained and can be maintained. The visual references must contain:
A segment of at least 3 consecutive lights being:

The centre light of the approach lights; or Touchdown zone lights; or Runway centre line lights; or Runway edge lights; or A combination of these; and
A lateral element of the ground pattern, for example:

An approach lighting crossbar; or
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The landing threshold; or A barrette of the touchdown zone lighting. Operating minima The required RVR/VIS charted in various approach charts are determined by using the relationship between MDH and ACFT category with respect to approach lighting and runway lighting facilities in conjunction with runway marking. Complete derivative can be found in Route Manual, all values charted are minimum and in accordance with appropriate regulation.
RVR for category II approach versus DH

Decision Height 100 - 200 ft 121 - 140 ft 141 ft and above Auto-coupled to below DH RVR aircraft category A,B,C 300 m 400 m 450 m RVR aircraft category D 300 (2) / 350 m 400 m 450 m
Determination of DH The approved decision height is obtained for CAT II operations. The most critical terrain lies in an area 60 m either side of the extended runway centerline into the approach area to the distance of at least 300 m before the threshold. The approved DH is converted to a radio height as follows:
Using the precision approach terrain profile chart, the nominal position of the DH is
projected onto the horizontal plane through the landing threshold;
Applying the difference in elevation of this plane to the ground at the nominal position of
Corrected DH = 100 ft+ 13 ft = 113 ft
the DH point by adding to or subtracting from the approved DH to get the decision height by means of the Radio Altimeter (see Figure below).
Note:
When the terrain surrounding the projected DH point is not level, an area corresponding to a vertical and lateral displacement of one dot around this point is surveyed. If the average longitudinal slope of the area exceeds 4%, approximately equal to a vertical difference of 20 ft, the difference in elevation between the lowest part of this area and the horizontal plane through the landing threshold is added to/ subtracted from the DH as applicable. This value is added to the DH as described in Figure below.
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Corrected DH = 100 ft + 23 ft = 123 ft
Precision Approach CAT III

Category III A category III operation is a precision instrument approach and landing using ILS or MLS. Category III is subdivided in category III A and in category III B as follows:
Category III A approach is a precision instrument approach and landing with:

A decision height lower than 100 ft (30 m); and A runway visual range not less than 200 m.
Category III B approach is a precision instrument approach and landing with:

A decision height lower than 50 ft (15 m) or no decision height; and A runway visual range less than 700 ft (200 m) but not less than 50 m. Note: Where the decision height (DH) and runway visual range (RVR) do not fall within the same Category, the RVR will determine in which Category the operation is to be considered.
For operations in which a DH is used, the DH must not be lower than:
The minimum decision height specified in the AFM; The minimum height to which the precision approach aid can be used without the required
visual reference;
The decision height to which the flight crew is authorized to operate.

Operations with no DH may only be conducted if:
Operation with no decision height is authorized in the AFM; Approach aid and airport facilities can support operations with no DH; The operator has an approval for CAT III operation with no DH.
Note: In case of a CAT III runway, it may ba assumed that operations with no decision height can be supported unless specifically restricted as published in the AIP or NOTAM.
Visual references For CAT III A operations, and for CAT III B operations with fail-passive flight control systems, a pilot may not continue an approach below DH unless a visual reference containing at least 3 consecutive lights being:
The centreline of the approach lights, or The touchdown zone lights, or The runway centre line lights, or
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The runway edge lights, or A combination of these is attained and can be maintained.
For CAT III B operations with fail-operational flight control systems using a DH, a pilot may not continue an approach below the DH unless a visual reference containing at least one centreline light is attained and can be maintained. For CAT III operations with no DH there is no requirement for visual contact with the runway prior to touchdown. The permitted RVR is dependent on the level of aeroplane equipment. A CAT III runway may be assumed to support operations with no decision height unless specifically restricted as published in the AIP or NOTAM Operating minima The required RVR/VIS charted in various approach charts are determined by using the relationship between MDH and aircraft category with respect to approach lighting and runway lighting facilities in conjunction with runway marking. Complete derivative can be found in Route Manual, all values charted are minimum and in accordance with appropriate regulation.
Approach category III A III B III B III B Decision Height (ft) Less than 100 ft Less than 100 ft Less than 50 ft Less than 50 ft or no DH Roll-out control/ guidance system Not required Fail-passive Fail-passive Fail-operational 200 m 150 m 125 m 75 m RVR (m)
Minima
THAI aircraft 747-400, 777-200(ER)/-300(ER), A330-300 and A340-500/-600 have been authorized to conduct CAT III A/III B operations by qualified flight crew to the following minima: Category III A operations Category III A operations Category III B operations Category III B operations Note: DH 50 ft / RVR 200 m; no DH / RVR 175 m; DH 20 ft / RVR 100 m; no DH / RVR 50 m.
1. Crosswind component must not exceed 10 kt. 2. In CAT III operations with DH, the condition required at DH is that there should be visual references, which confirm that the aircraft is over the touchdown zone. Go around is mandatory if the visual references do not confirm this. For required visual references, See OM-A 8.4.1All Weather Operations. 3. CAT III without DH For this category of operation, the decision to continue does not depend on visual references, even though a minimum RVR is specified. It is nevertheless good airmanship to confirm aircraft position with available visual references. However, the decision depends only on the operational status of the aircraft and ground equipment. If a failure occurs prior to reaching the AH, a goaround will be made. A go around must nevertheless be performed if the autoland warning is triggered below AH.
Required RVR
The TDZ and MID RVR values are mandatory. For FAA requirements, the TDZ, Mid and Rollout RVR reporting systems are normally required. However, one of these may be inoperative and the operations may be initiated and continued using the two remaining RVR reporting systems. In CAT III operations, the entire approach down to the touchdown should be flown automatically. For fail-operational Category III A, RVR is used to establish that the visual reference will be adequate for the pilot to verify that the aircraft is in a position which will permit a successful landing in the TDZ.
Decision height
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The decision height is measured by means of Radio Altimeter. In CAT III operations as in other operations, the aircraft should be capable of executing a missed approach from any height prior to touchdown. For CAT III fail-operational operations either a decision height or an alert height may be used. If a decision height is used, any necessary visual reference is specified.
Alert height
Alert height is a height specified for operational use by pilots (200 ft or less ,according to aircraft type, above the highest elevation in the touchdown zone): Above this height, if a failure occurred in one of the required redundant operational systems in the aircraft or in the relevant ground equipment, a Category III approach would be discontinued and a missed approach initiated; Below this height, the approach, flare, touchdown and, if applicable, roll-out may be safely accomplished following any failure in the aircraft or associated Category III system. This height is based on characteristics of an aircraft and its particular fail-operational airborne Category III system.
Visual Manoeuvring (Circling)

Visual manoeuvring (circling) is the term used to describe the visual phase of an instrument approach required to position an aircraft for landing on a runway which is not suitably located for a straight-in approach. The minimum MDH and visibility which are required for visual manoeuvring are as given in Table below. Caution: The minima given in the following table shall not be used as they are without changes. This table only gives the lowest limit that shall never be transgressed or violated. The flight crew shall also take into account the aircraft capability, the aerodrome operating minima, the operators minima; and the crew minima.
A 400 ft 1500 m B 500 ft 1600 m C 600 ft 2400 m D 700 ft 3600 m
Visibility and MDH for visual manoeuvring

Aircraft category MDH Minimum meteorological visibility
Minima The methods used to determine and establish the circling minima by each state are different, depend on its location and preferred regulation. The determination methods are as follows:
In conformity with FAA-OPS SPEC part C

When conducting an instrument approach procedure which requires a circling maneuver to the runway of intended landing, the foreign air carrier shall not use a landing minima lower than specified in the Table below:
Speed Category (MAX IAS) 120 kt 140 kt 165 kt HAA (MDH) 450 ft 450 ft 550 ft Visibility in Statute Miles 1 1 2
In conformity with JAR-OPS 1 subpart E

The lowest minima to be used for circling are the same as regulated by ICAO-AWO.
Visual approach
For a visual approach, a RVR of less than 800 m shall not be used.
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IFR flights may be cleared to execute visual approaches provided the pilot can maintain visual reference to the terrain and: The reported ceiling is not below the approved initial approach level for the aircraft so cleared; or The pilot reports at the initial approach level or at any time during the instrument approach procedure that the meteorological conditions are such that with reasonable assurance a visual approach and landing can be completed. Separation shall be provided between an aircraft cleared to execute a visual approach and other arriving and departing aircraft. If visual contact with terrain is established before completion of an approach procedure, the entire procedure must nevertheless be executed unless a clearance limit shall be obtained.
Requirement for Night Landing

When performing night landings the following aids must be installed and functioning: Glide path reference, which may consist of:
An ILS glide path; or Approach lights with at least one crossbar or a centerline consisting of barrettes; or A Visual Approach Slope Indicator system.
Runway edge lights, threshold lights and runway end lights. Note: Barrettes are three or more aeronautical ground lights arranged in such a way that from a distance they appear as a short cross bar of light.
Effect of failed or downgraded ground equipment

These instructions are intended for pre-flight and pre-approach. It is not expected however that the P-i-C would consult such instructions after passing the outer marker or equivalent position. If ground aids failure is announced on final approach, the approach could be continued at the P-i-C's discretion. If, however, failures are announced before final approach, their effect on the approach should be considered as described in Table below, and the approach may have to be stopped to allow the review of: Conditions applicable to the Table below:
Multiple failures of runway lights other than indicated in Table below are not acceptable; Deficiencies of approach and runway lights are treated separately; Category II or III operations - A combination of deficiencies in runway lights and RVR
assessment equipment is not allowed;
Failures other than ILS affect RVR only and not DH.
Operations with no decision height (DH) An operator should ensure that, for aircraft authorized to conduct "no DH" operations with the lowest RVR limitations, the followings apply in addition to the content of the Table below:
RVR: At least one RVR value must be available at the airport; Runway lights:
No runway edge lights, or no centre lights No TDZ lights No standby power to runway lights
Failed or downgraded equipment ILS standby transmitter Outer marker
Day only min RVR 200 m No restrictions Day only RVR 200 m.
Failed or downgraded equipment - effect on landing minima

Effect on landing minima CAT III B no DH CAT III B with DH Not allowed No effect if replaced by published equivalent position CAT III A CAT II CAT I No effect Not applicable Non-precision
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Effect on landing minima
Failed or downgraded equipment Middle marker Touchdown Zone RVR assessment system Midpoint and/or stop-end RVR Anemometer for RWY in use Ceilometer Approach lights Approach lights except the last 210 m Approach lights except the last 420 m Standby power for approach lights Whole runway light system Edge lights Centerline lights
CAT III B no DH
CAT III B with DH
CAT III A No effect
CAT II
CAT I
Non-precision No effect unless used as MAPt No effect
May be temporarily replaced with midpoint RVR if approved by the state of the aerodrome. RVR may be reported by human observation. At least one RVR must be available at the aerodrome No effect
No effect if other ground source available No effect No effect Not allowed for operations with DH>50 ft No effect Not allowed Not allowed Minima as for nil facilities Minima as for basic facilities Minima as for intermediate facilities RVR as for CAT I basic facilities No effect
No effect
No effect
Not allowed Day only RVR 200 m Day only RVR 200 m RVR 150 m Day only, RVR 300 m Day only Day: RVR 300 m Night: RVR 550 m No effect
Minima as for nil facilities, day only No effect
Centerline lights spacing increased to 30 m Touchdown Zone lights Standby power for runway lights Taxiway light system
No effect Day only RVR 200 m
RVR day 200 m, night 300 m
RVR day 300 m, night 550 m Not allowed
No effect No effect
No effect, except possible delays due to reduced movement rate.
8.1.4
VFR En-Route Operating Minima

VFR flights are generally not allowed except when authorized by DO (See OM-A 8.3.1.1Flight Procedures; VFR/IFR Policy). When authorized, VFR flights shall be conducted in accordance with the Visual Flight Rules and in accordance with the table below. Special VFR flights shall not commence when the visibility is less than 3 km and not otherwise be conducted when the visibility is less than 1.5 km.
Minimum Visibilities for VFR Operations

Airspace class ABCDE
a)
FG Above 900 m (3000 ft) AMSL At and below 900 m (3000 ft) or above 300 m (1000 ft) above AMSL or 300 m (1000 ft) terrain, whichever is the higher above terrain, whichever is the higher
Distance from cloud Flight visibility
1500 m horizontally 300 m (1000 ft) vertically 8 km at and above 3050 m (10,000 ft) AMSL 5 km below 3050 m (10,000 ft) AMSL
b)
Clear of cloud and in sight of the surface 5 km

c)
a) VMC Minima for Class A airspace are included for guidance but do not imply acceptance of VFR Flights in Class A airspace. b) When the height of the transition altitude is lower than 3050 m (10,000 ft) AMSL, FL 100 should be used in lieu of 10,000 ft.
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c)
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CAT A and B aeroplanes may be operated in flight visibilities down to 3000 m, provided the appropriate ATS authority permits use of a flight visibility less than 5 km, and the circumstances are such, that the probability of encounters with other traffic is low, and the IAS is 140 kt or less.
8.1.5
Presentation and Application of Aerodrome and En-route Operating Minima

Aerodrome and en-route operating minima shall be specified for each departure, destination or alternate aerodrome authorized for the type(s) of aircraft and operations concerned. These minima must take into account any increment to the specified values imposed by the state. Furthermore, the operating minima are applicable if: The ground equipment shown on the respective chart required for the intended procedure is operative; The aeroplane systems required for the type of approach are operative; The required aeroplane performance criteria are met; The crew is qualified accordingly. The aerodrome operating minima for takeoff and Landing must be established as specified in 8.1.3 These minima must not be lower than the minima indicated on the chart. When these established minima are higher than the minima written on the approach chart this must be mentioned in the Aerodrome Manual (CCI) and a document must complete the set of charts used on board the aircraft to specify these minima to the pilots. In addition it must be specified that: The instrument departure and approach procedures established by the state in which the aerodrome is located must be used; Notwithstanding the instrument departure and approach procedures above, a P-i-C may accept an ATC clearance to deviate from a published departure or arrival route, provided obstacle clearance criteria are observed and full account is taken of the operating conditions. The final approach must be flown visually or in accordance with the established instrument approach procedure; Different procedures to those required to be used in accordance with the instrument departure and approach procedures above may only be implemented by an operator provided they have been approved by the State in which the aerodrome is located, if required, and accepted by the authority.
8.1.6
8.1.6.1
Meteorological Information
Meteorological Information for Pre-flight Planning
Meteorological information shall comprise at least: A significant weather chart corresponding to the flight; Upper temperatures/winds charts in accordance with the different FL used during the flight; Aerodrome reports (METAR) and aerodrome forecasts (TAF) for departure, destination, destination alternate and en route alternate airports; SIGMET information corresponding to the flight.
8.1.6.2
Meteorological Information
The meteorological authority designated by each state shall provide or arrange for the provision of meteorological services for international air navigation in accordance with the standards and recommended practices of ICAO Annex 3.
8.1.6.3
Operational Practices for Interpretation of Meteorological Information

Whenever changes in meteorological conditions are given in TAF/ Trend, the application of forecasts following change indicators are specified in the Table below:
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Application of Forecast Following Change Indicators in TAF/Trend

TAF or Trend for Aerodrome Planned as: FM (alone) BECMG (alone), [BECMG TEMPO (alone), INTER, PROB 30/40 (alone) PROB [BECMG AT]: FM, BECMG TL, BECMG [TEMPO FM, TEMPO TL, TEMPO FM....TL] TEMPO Deterioration FM.....TL] in case of PROB Deterioration Improvement and INTER: Improvement Deterioration Improvement Deterioration Showery Prolonged Any cases and conditions conditions Improvement Applicable from start of the change Applicable from start of the change Applicable from end of the change Not applicable; however Extra Fuel is recommended Applicable Disregarded Disregarded
Destination, Dest Altn, En Route Altn, & Takeoff Altn at ETA 1 hour ETOPS En Route Altn at ETA 1 hour
Same
Same
Same
Applicable if below applicable landing minima
Same
Same
Note:
1. The precipitation associated with thunderstorm (TS) and shower (SH) is considered Showery conditions. 2. Haze, mist, fog, dust/sandstorm, smoke and continuous precipitation are considered Prolonged conditions. 3. The forecast change indicators in the bracket [......] are used in the trend forecasts.
Mean Wind/Gust
During the period of 1 hour of ETA, the application of surface mean wind/gust for flight planning shall be as follows: Aerodromes planned as DEST/DEST & EN RTE ALTN:
Mean wind: Should be within required limits; Gusts: May be disregarded.

Note: Mean wind exceeding required limits may be disregarded, only for "TEMPO" or "INTER" in connection with Showery conditions and for "PROB TEMPO" and "PROB INTER".
Aerodromes planned as ETOPS EN RTE ALTN:
Mean wind: Should be within required limits; Gusts: Exceeding crosswind limits should be fully applied.
Note: Both mean wind and gusts may be disregarded, only for "PROB TEMPO" and "PROB INTER". Required limits are those contained in the respective FCOM/AOM.
8.1.7
8.1.7.1
Determination of The Quantities of Fuel and Oil Carried

Fuel Policy
The fuel calculation before departure shall conform to the pre-flight planning procedures and based on the latest meteorological information available. The fuel consumption monitoring program for individual aircraft shall be followed up to ensure that valid data determined by means of such a program is used for fuel calculation. At the planning stage, not all factors which could have an influence on the fuel consumption to the destination aerodrome can be foreseen. Therefore, contingency fuel is carried to compensate for items such as: Deviations of an individual aircraft from the expected fuel consumption data; Deviations from forecast meteorological conditions; and Deviations from planned routings and/or cruising level/altitudes. Whenever the P-i-C orders an extra fuel in excess of the minimum fuel required for the flight, the economical aspect should be considered. However, the P-i-C, at his own discretion, may adjust to a new minimum fuel in case of: ZFW being less than planned; or Selecting a closer alternate; or
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Applying 3% CF if en route alternate is available, instead of the planned 5%; or Selecting less trip fuel being calculated in TAFS for optional flight level. In order to speed up ground handling, the station personnel may fuel the aircraft with standard, economy or recommended tankage stated whenever the aircraft has to be fueled without the P-i-C having been contacted. In such cases, the P-i-C may order the additional fuel should he deem it necessary. To assist an intermediate station in planning their load, the P-i-C shall, if practicable, forward information to the station regarding fuel requirements for the next sector.
Standard Fuel Planning

The pre-flight calculation of usable fuel required for a flight includes taxi fuel, trip fuel reserve fuel and extra fuel if required by the P-i-C. Reserve fuel consists of contingency fuel, alternate fuel, final reserve fuel and additional fuel if required by the type of operation. Therefore, the fuel planning must be sufficient to cover the following requirements: Taxi fuel The amount of fuel is expected to be used prior to takeoff, taking into account the APU consumption and local conditions at the departure aerodrome. The standard amount of taxi fuel for the aircraft type is stated in the respective FCOM/AOM as follows: 747-400 A340 777 777-300ER A330 A300 737 Note: Trip fuel The amount of fuel is required for: 700 kg 600 kg 400 kg 600 kg 400 kg 400 kg 200 kg P-i-C may adjust this requirement if he deems necessary, taking into consideration the expected taxi time.
Takeoff and climb from aerodrome elevation to initial cruising level/altitude, taking into
account the expected departure routing; and
Cruise from top of climb to top of descent, including any step climb/descent; and Descent to the point where the approach is initiated, taking into account the expected
arrival procedure; and
Approach and landing at the destination aerodrome.

Contingency fuel The amount of fuel is required for unseen factors which could have influence on the fuel consumption to the destination aerodrome, such as deviation of an individual aircraft from the expected consumption data, deviation from meteorological conditions and deviation from planned routings, cruising levels or cruising altitudes.
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Note:
1. The following maximum and minimum amount of CF are recommended to be used for flight planning. 2. The minimum CF for the aircraft types given below are not less than the amount of fuel to fly for 10 minutes at cruise consumption, maximum landing weight and at ISA + 15 deg C: 747 A340 777-300ER 777 A330 A300 737 747 A340 777-300ER 777 A330 A300 737 1.6 t 1.3 t 1.3 t 1.0 t 0.9 t 0.9 t 0.3 t 5.0 t 4.2 t 3.4 t 2.5 t 2.5 t 2.1 t 0.8 t
3. The maximum CF for the aircraft types are as follows:
Alternate fuel
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The amount of fuel which shall include:
Fuel for a missed approach from the applicable MDA/DH at the destination aerodrome
to missed apporach altitude, taking into account the complete missed approach procedure; and account the expected departure routing; and routing; and
Fuel for climb from missed approach altitude to cruising level/altitude, taking into Fuel for cruise from top of climb to top of descent, taking into account the expected Fuel for descent from top of descent to the point where the approach is initiated, taking
into account the expected arrival procedure; and
Fuel for executing an approach and landing at the destination alternate aerodrome.
Note: If two destination alternate aerodromes are required, alternate fuel shall be sufficient to proceed to the alternate aerodrome which requires the greater amount of alternate fuel.
Final reserve fuel Fuel required to fly for 30 min at holding speed at 1500 ft above aerodrome elevation in standard conditions, calculated with the estimated weight on arrival at the alternate, or the destination when no alternate is required for flight planning. Note: Note As a normal operating procedure, the P-i-C shall ensure that a safe landing can be made with final reserve fuel remaining.
Company fuel Fuel uplifted in addition to minimum ramp fuel to cover Companys specific operational requirements such as destination holding. Where traffic holding is required, the holding time recommended shall be listed on the respective Companys information chart or applicable NOTAM. Fuel quantity shall be based on the following standard holding consumption: 747-400 A340 777-300 777-300ER 777-200ER 777-200 A330 A300 737 Note: 8.0 t/h 7.8 t/h 6.0 t/h 6.8 t/h 6.0 t/h 5.6 t/h 4.8 t/h 4.2 t/h 2.4 t/h The P-i-C may disregard this requirement, taking into consideration the wind, weather and traffic.
Minimum additional fuel Fuel required in addition to Minimum fuel and Company fuel for the purposes of:
Covering Economy tankage/Through tankage, where applied; or Proceeding to an adequate alternate aerodrome in the event of engine failure or loss of
pressurization based on the assumption that such a failure occurs at the most critical point along the route, and hold for 15 min at 1,500 ft above aerodrome elevation in standard conditions; or conditions, when a flight is operated without a destination alternate aerodrome.
Holding for 15 min at 1,500 ft above destination aerorome elevation is standard

Mandatory reserve fuel The amount of fuel, required for isolated destination, to fly for two hours at normal cruise consumption after arriving overhead the destination, including final reserve fuel. Ramp fuel The total fuel on board the aircraft before starting engines. Fuel ordered by the P-i-C or the flight dispatcher shall always refer to RAMP FUEL.
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Takeoff fuel Ramp fuel minus taxi fuel. Block fuel The pre-flight calculation of usable fuel (BLOCK FUEL) required for a flight includes taxi fuel, trip fuel reserve fuel, alternate fuel, ETOPS critical reserve fuel and any additional fuel required by the P-i-C. Extra fuel At the discretion of the P-i-C, he may decide for example to add fuel to the minimum required fuel quantity defined above if he expects significant deviations from present flight planning, this includes fuel requirement penalties due to inoperative equipment or component according to MEL/CDL. Refer also to Fuel Transportation. The figure below illustrates the different fuel quantities for a standard flight fuel planning.
Note:
Additional fuel and extra fuel are not shown in this figure.
Planning without Destination Alternate

Criteria The flight can be planned without destination alternate, if:
The destination is fulfilled with all of the following criteria:

The duration of the flight does not exceed 6 hours; and Two separate runways are available and usable at the destination; and The destination weather forecast indicates that, for the period from one hour before until one hour after the ETA at destination, the ceiling will be at least 2000 ft or circling height + 500 ft whichever is greater; and the visibility will be at least 5 KM.; or
The destination is isolated and no adequate destination alternate exists.

Weather requirements
For planning without destination alternate, weather required for destination shall be at least
as stated in Criteria of destination above. destination alternate planning minima.
Weather requirement for isolated destination shall be the same as that required for
Minimum fuel requirements
When a flight is planned without destination alternate as in Criteria of destination above,

the minimum amount of fuel to be on board shall include: Taxi F. + Trip F. + CF + Final reserve F. + Additional F. 15 min. +Extra F., if required by the P-i-C.
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For isolated destination, the minimum amount of fuel to be on board shall include:
Taxi F. + Trip F. + CF + Mandatory reserve F. + Extra F., if required by the P-i-C.
Planning with One Alternate Aerodrome

Except conditions stated in 8.1.7.1 above, all flights shall be planned with at least one destination alternate. Weather Requirements For destination and planning minima for alternate aerodrome, See OM-A 8.1.2.2.4Flight Preparation; Planning Minima. Minimum fuel requirement The minimum amount of fuel to be on board shall include: Taxi F. + Trip F. + CF + ALTN F. + Final reserve F. + Extra F., if required by the P-i-C.
Planning with Two Alternate Aerodromes

Criteria When the weather at the destination does not meet the requirements for planning without alternate, or with one destination alternate, or when no weather forecast is available, or expected crosswind exceed limits for the aircraft types, the flight shall be planned with two alternate aerodromes.
Minimum fuel requirement The minimum amount of fuel to be on board shall include: Taxi F. + Trip F. + CF + ALTN F. (sufficient to cover the alternate requiring the greater amount of fuel) + Final reserve F. + Extra F., if required by the P-i-C.
Planning with Secondary Destination

The flight can be planned with a secondary destination, provided that there is a reasonable chance to proceed to its schedule destination via a Point of Re-planning (POR). The ATS flight plan shall normally be filed to the intended destination, and the re-clearance shall be requested only when the flight is compelled to divert to the secondary destination. (See RM/RAR, for FPL item 18 : Insertion of other information, RIF/..)
Weather requirements Weather requirements for destination and secondary destination are the same, See OM-A 8.1.2.2.4Flight Preparation; Planning Minima for Destination Airport. For destination alternate and secondary destination alternate planning minima, See OM-A 8.1.2.2.4Flight Preparation; Planning Minima for En-route and Destination Alternate Airport and Isolated Destination Airport. Minimum fuel requirement Since the flight shall be planned via a POR, provided a chance to continue to the intended destination from the POR exists, then the following two fuel quantities shall be calculated: 1. Taxi F. + Trip F. (to secondary destination) + CF (5% or 3%) + ALTN F. (secondary destination alternate) + Final reserve F. + Extra F., if required by the P-i-C;
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2. Portion from POR to the intended destination: Trip F. + CF 5% + ALTN F. (for intended destination) + Final Reserve F. Fuel quantity under 1) is the minimum fuel to be uplifted. When over the POR, if the fuel remaining is equal to or more than that calculated under 2) and the weather permits, the flight can proceed to the intended destination, otherwise the flight shall proceed to the secondary destination. (In exceptional case, see Re-planning during Flight.)
Fuel Transportation (Tankering)

Economy tankage On flights where fueling in excess of the minimum requirements will result in a saving in operating costs, an economy tankage shall be established. This tankage must be limited to an amount which will ensure the safe operation even at the increased weight. On sectors limited by Landing Weight, to avoid weight problem in case of last minute change of payload, a suitable margin shall be left when calculating the total amount of fuel. The recommended pre-planned landing weight for the aircraft types are as follows: 747 A340/777 A330/A300 737 Note: MAX LW minus 3.0 tons; MAX LW minus 2.0 tons; MAX LW minus 1.0 ton; and MAX LW minus 0.5 ton. THRU Tankage is the sum of burnoff (for the first sector) + Minimum fuel required for the next sector. It is the P-i-C's consideration whether or not the extra fuel is required if fueling is not available at intermediate station.
8.1.7.2
Oil
The minimum and maximum oil quantities and the maximum average estimated oil consumption (if no data from maintenance available) are indicated in FCOM/AOM for the related aircraft/ engine concerned.
8.1.7.3
Fuel and Oil Records

Fuel and oil loaded data will be entered into the aircraft technical log (See OM-A 8.1.11.37 Flight Preparation; Aircraft Log Handling Procedure).
8.1.8
Mass and Center of Gravity

In accordance with ICAO Annex 5 and the International System of Units (SI), the actual and limiting masses of aeroplanes, the payload and its constituent elements, the fuel load etc, are expressed in EU-OPS 1 in units of mass (kg). However, in most approved flight manuals and other operational documentation, these quantities are published as weights in accordance with the common language. In the SI system, a weight is a force rather than a mass. Since the use of term weight does not cause any problem in the day-today handling of aeroplanes, its continued use in operational applications and publications is acceptable.
8.1.8.1
Definitions
Manufacturers Empty Weight (MEW) The weight of the structure, power plant, furnishings, systems and other items of equipment that are considered an integral part of the aircraft. It is essentially a dry weight, including only those fluids contained in closed systems (e.g. hydraulic fluid). The manufacturers weight empty plus the operators items, i.e. the flight and cabin crew and their baggage, unusable fuel, engine oil, emergency equipment, toilet chemicals and fluids, galley structure, catering equipment, seats, documents, etc The total weight of an aircraft ready for a specific type of operation excluding all usable fuel and traffic load. Operational Empty Weight plus items specific to the type
Operational Empty Weight (OEW)
Dry Operating Weight (DOW)
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of flight, i.e. catering, newspapers, pantry equipment, extra crew etc Zero Fuel Weight (ZFW) Landing Weight (LW) Takeoff Weight (TOW) The weight obtained by addition of the total traffic load and the dry operating weight. The weight at landing at the destination airport. It is equal to the Zero Fuel Weight plus the fuel reserves. The weight at takeoff at the departure airport. It is equal to the landing weight at destination plus the trip fuel (fuel needed for the trip), or to the zero fuel weight plus the takeoff fuel (fuel needed at the brake release point including reserves). The weight of the fuel on board at take-off. The weight of the fuel necessary to cover the normal leg without reserves. The total weight of the passengers, baggage and cargo, including non-revenue loads.
TOW = DOW + Traffic load + Reserve fuel LW = DOW + Traffic load + Reserve fuel ZFW = DOW + Traffic load
a) Reserve fuel = Contingency + alternate + finale reserve + additional fuel (See OM-A 8.1.7.1.20Flight Preparation; Standard Fuel Planning.)
a) a)
Take-off fuel Trip fuel Traffic load
+ trip fuel
Aircraft Weights
Passenger classification: Adults, male and female, are defined as persons of an age of 12 years and above; Children are defined as persons of an age of 2 years and above but who are less than 12 years of age; Infants are defined as persons who are less than 2 years of age.
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8.1.8.2
Methods, Procedures and Responsibilities for Preparation and Acceptance of Mass and Center of Gravity Calculations
Different types of loadsheet forms/formats may be used, provided that it conforms with IATA AHC (Airport Handling Committee). It is the duty of the load control supervisor to check and, if necessary, to amend the loadsheet in accordance with the regulations laid down in LCM 5.9.7. Last-minutes changes are to be conveyed to the flight crew either verbally or in writing. The load control supervisor is responsible in particular for seeing that : The passenger figures tally with the figures established at the gate check; The fuel figures correspond to the final quantities stated on the fueling order; The load distribution figures match the equivalent figures on the loading report. Note: 1. On training flights, a special precalculated loadsheet form may be use in accordance with the instructions for use, found on the loadsheet form for the respective aircraft type. 2. On test flights performing at BKK, DMK and UTP, the P-i-C is responsible for correct loading and load control. A special precalculated weight and balance manifest may be used. 3. Should a test flight be performed at a line station, the same procedure as for regular line flights will be applied.
Type of Loadsheet
Manual loadsheet In addition to THAI loadsheet, form THAI 2666-2, a handling agent's loadsheet may be used provided it conforms with IATA AHC standard which will be checked by BKKKQ-H and, if applicable, shall be completed according to the Company instructions. Electronic data processing (EDP) loadsheet At station where Departure Control System (DCS) is used for check-in and weight & balance, the IATA standardized EDP loadsheet may be Issued instead of manual loadsheet. Since all essential data required for the safe operation of the flights are already stored in the database, then the system will automatically check before a loadsheet is printed, to ensure that all limitation parameters are not exceeded, i.e. CG is within limits. EDP loadsheets shall be signed by the load control supervisor. However, at some stations, EDP loadsheet may be released by Loadsheet Agent / Load Control Supervisor whose name appears on loadsheet and will be granted as his/her "Electronic Signature". DCS for computerized check-in and EDP loadsheet have been approved for use at all Domestic airports and almost all International stations in THAI route net, except where departure from the airports in Cambodia, P.R. of China (all, except Beijing and Chengdu), Myanmar, United Kingdom and some other new airports. ACARS loadsheet Aircraft Communications Addressing and Reporting System (ACARS) is the system connected to the avionics on the aircraft for the purpose of sending and receiving the message to/from ground and the aircraft. ACARS loadsheet consists of all necessary load control information as same as EDP loadsheet and will be transmitted by Load Control at each departing online stations to the aircraft via ACARS system. The benefit in using ACARS loadsheet is to support the Company policy regarding "On-Time Performance" as the loadsheet could be automatically printed out in the cockpit as soon as flight closed. Furthermore, the P-i-C will be informed instantly in the event of payload alteration.
Handling procedures
ACARS loadsheet will be transmitted to the ACARS equipped aircraft within 15 minutes prior to STD for International flights and within 10 minutes for Domestic flights. Once ACARS loadsheet is transmitted, it will be printed out, except 777 that pilot needs to retrieve manually. P-i-C shall retrieve an extra copy and sign for the approval on both copies.
Responsibility
Pilot-in-Command
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By signing the loadsheet and NOTOC, if applicable, the P-i-C certified on behalf of the Company that the following requirements are met with:
The aircraft is airworthy; The instruments and equipment installed in the appropriate aircraft type are sufficient for
the flight;
A check has been completed, indicating that the operating limitations of the aircraft and
of the aerodrome listed in the flight plan can be complied with for the flight; conditions and fuel/oil supply.
The flight has been planned to meet the Company regulations regarding weather
Note: The delegation of responsibility to various Company's officials does not relieve the P-i-C from ensuring to the best of his ability, that the correct procedures have been followed in preparing his aircraft for a safe operation.
Load control supervisor At stations where THAI officials or approved handling agents are responsible for load control handling, the following items are certified by the load controller:
The calculated weight and balance of the aircraft is within the prescribed limits for the
flight;
The amount of load carried is correct and secured for the safe of the flight; The amount and type of dangerous goods is correct and secured for the safe of the flight.
By signing of the loadsheet and NOTOC constitutes the "Load Control Release" for the flight. Note: If deemed necessary, the load control supervisor shall request cabin crew to perform a headcount. If the flight is planned in advance to the station with no existance of the Companys officials or approved Handling Agent, a load control supervisor will be sent to that station or accompanying the flight to perform his responsibility stated above.
At stations with no existence of the Compnays officials or a Companys approved Handling Agent, it is the responsibility of the P-i-C to collect the loadsheet and that the load distribution shown corresponds to the actual loading and the load is properly secured. In an exceptional case, a flight may be planned to a station for delivery of passenger/ cargo/mail followed by an empty flight to a base station without being served a load control supervisor. In this case, a pre-prepared loadsheet shall be issued by the preceding THAI station for a completion by the P-i-C after the load control supervision has been performed.
8.1.8.3
Policy for Determining Crew Masses

Crew
For weight calculations on the load sheet, the standard crew weight given below shall be used. The standard weight is valid for male and female crew members: Scheduled flights/charter flights; Check and training flights. Note: Weight of crew is included in DOW.
Baggage
For weight calculations on the load sheet, the standard baggage weight given below shall be used: Scheduled flights, 20 kg per piece. Crew baggage shall be loaded in Compartment 5 door section on 747/777/A330/A300, Crew Baggage Container on A340 and Compartment 4 door section on 737 aircraft. The weight of crew baggage shall be shown on the load sheet as passenger baggage.
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8.1.8.4
Method for Determining Passengers, Baggage and Cargo Mass

Actual or standard masses may be used for passengers and baggage when determining the aircraft traffic load. Actual masses shall be used when taking freight into account: Passengers plus hand baggage: standard masses are used; Baggage: weighed at check-in. If not possible, standard masses are used; Freight: must be always weighed. The P-i-C must be advised when a non-standard method has been used for determining the mass of the load and the method used must be stated in the mass and balance documentation.
8.1.8.5
Standard Passenger and Baggage Masses for Various Types of Operations

International Flights
For weight calculation on load sheet, the following standard weights shall apply for passengers: 75, 78, 80 kg for each male and female adult passenger; 35 kg for each child (2-12 years); 10 kg for each infant (under 2 years). These weights include a standard weight of 7 kg of hand baggage (excl. infants). The standard passenger weight for international flight is classified into two main groups as the following table shall apply for each stations:
80 kg AKL ARN ATH BLR BNE BON CCU CDG CGP CMB CPH DAC DEL DME DXB FCO FRA HYD ISB JNB KHI KTM KWI LHR LHE MAA 75 kg CAN CGK CTU DPS HAN FUK HKG ICN HAN KIX KMG KUL MNL NGO NRT PEK PEN PNH PUS PVG RGN SGN SIN TPE VTE XMN
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80 kg MAD MCT MEL MUC MXP PER SYD ZRH
75 kg -
Note:
78 kg of standard passenger weight for all U.S. stations. The Passenger Weight Conversion Table is found in LCM 5.5.3.
Domestic Flights
For weight calculation on load sheet, the following standard weight shall apply for passengers: 75 kg for each male and female adult passenger; 35 kg for each child (2-12 years); 10 kg for each infant (under 2 years); These weights include a standard weight of 7 kg of hand baggage (excl. infants). Note: Domestic Flights are all flights which the first digit of the flight number starts with 0, 1 and 2. The standard passenger weight as prescribed above shall be applied in a specific international route, provided that the weight survey and official approval from BKKOU must be achieved.
8.1.8.6
General Instruction for Load and Trim Sheet Verification

The P-i-C or a crew member delegated by him shall check certain items on the loadsheet. The check shall be referred to the GWC, the approved flight plan, the ICAO Emergency Response Guidance, and the applicable balance tables available in LCF or LCM. The NOTOC shall be completed whenever a station has loaded dangerous goods or other special loads (e.g. wheelchair with dry or wet cell battery, live animals) or embarks deportees, prisoners, sick/ incapacitated passengers, VIPs or unaccompanied minors.
Items to be Checked on Loadsheet

Flight number; Aircraft registration/version; Crew; Takeoff and trip fuel.
Items to be Checked for Manual Loadsheet

DOW/DOI; Actual takeoff, landing and zero fuel weight to be equal to or below MAX; Center of gravity location within limits.
Items to be Checked on NOTOC

Flight number; Position where dangerous goods is loaded; Drill code. ( If not shown on the NOTOC, check the drill code from ICAO's Emergency Response.) Guidance using the UN number or proper shipping name, and note the code on NOTOC. Review applicable Emergency Procedures. When checking the EDP balance figures by using the applicable Balance Table carried in the LCF and/or LCM, certain differences might be discovered. This is due to the fact that the electronic computer calculates the balance influence of every single kilogram of load in the different
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compartments, whereas manual Balance Tables are based upon the use of figure groups and rounded index values. The following tolerances shall therefore be accepted:
DLI 747/777/A330/A340 A300-600 737 3.0 3.0 2.0 LIZFW 5.5 5.0 4.0
Note:
In case of any difference exceeding the limits, load control supervisor shall be asked to verify the loadsheet.
Before Taxi
Before starting aircraft movement, the P-i-C shall ensure that: Any last-minute corrections received after having checked the loadsheet are included; The actual fuel is sufficient with regard to the last-minute changes in takeoff weight; The co-pilot has received the NOTOC; The "Cabin clear" report has been received from the cabin crew.
Before Takeoff
Before takeoff, the P-i-C or a crew member delegated by him shall check that: The actual fuel corresponds to loadsheet fuel. If deemed necessary, a last-minute correction shall be made. The zero fuel weight and actual gross weights for takeoff and landing do not exceed maximum allowed weights. The weight and balance of the aircraft is such that the flight can be conducted safely, taking into account the flight conditions. Any discrepancies noted between stated and actual conditions may be amended by the P-i-C in order to avoid delays, provided ground personnel are informed of the corrections before takeoff.
Storage Of Loadsheet
If the LCF is kept on the flight deck, make sure that it is returned to the document briefcase before landing in order to avoid its being left on board when the briefcase is offloaded.
Weight Check
In case of suspected loading error or when the longitudinal stability of the aircraft has otherwise been impaired, the P-i-C shall, after landing, order the load weight check. A weight check, including the case which implies aircraft control difficulties, shall be reported by an ASR. An Aircraft Log remark shall be made as the reason may be related to a flight control problem. In this remark it is essential to state that a load weight check has been performed and that an ASR/ ASRTEX has been submitted.
P-i-Cs or Delegated Crew Members Responsibility

When the P-i-C suspects a loading error, or when the longitudinal stability of the aircraft is impaired, the following items shall be completed: In-flight
Contact station concerned and inform that a load weight check has to be performed
upon landing;
Note actual passenger seating per seat row.

On-ground
Ensure, in cooperation with ground staff, that a proper load weight check is performed
Including: A check that the compartment load is properly separated and net positions noted; and The actual position and weight of the load in each compartment is noted;
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Compare the actual load in each compartment with the load according to the loadsheet
and note any difference; ASRTEX.
Attach a copy of the loadsheet together with the figures noted as above to the ASR/
8.1.8.7
Last Minute Change Procedures

Note: Last Minute Change issue is also addressed in IATA Airport Handling Manual section 551.
Traffic Load
Last Minute Change (LMC) means any change concerning dry operating weight (crew and catering) or traffic load (passengers, baggage, and cargo) occurring after the issuance of the Load and Trim sheet. In the case of Last Minute Change, four checks must be performed as follows: The total weight of the LMC must lower than the underload. The underload is the difference between the maximum allowed payload for that flight and the actual payload. The LMC being lower than the underload ensures that there is no risk of exceeding any aircraft maximum gross weight for that particular flight. This takes into account structural and performance limitations. The total weight of the LMC must be lower than the LMC tolerance, which must be determined by the operator and depend on the aircraft type. The maximum allowed change in the number of passengers or hold load acceptable as a last minute change must be determined by the operator for each aircraft type and specified in the Operations Manual. The determination of this tolerance and of potential associated loading procedure must minimize the effect of LMC on the aircraft balance. The centre of gravity must stay within the operational limits. It means that LMC influence on aircraft balance must always be assessed. Note: It may be possible to include the LMC tolerance into the centre of gravity operational margins. Consequently, in such a case, if the total weight of the LMC is lower than the LMC tolerance, its impact on the aircraft balance is already covered.
For LMC consisting of cargo (baggage or freight), it must be checked that compartment and positions maximum load are not exceeded. If one of the above limits is exceeded, a new load and trim sheet must be issued. Any LMC must be brought to the attention of the P-i-C and mentioned on the load and trim sheet.
Fuel
Fuel LMC can be change on take-off fuel or on trip fuel. In case of fuel LMC, the take-off and landing weights must be updated taking into account the added or removed fuel quantity. The operator must ensure that the impact on the aircraft balance is either negligible or considered.
Traffic Load and Fuel

When both traffic load LMC and fuel LMC are considered, all aircraft maximum weight must be updated as follows: The ZFW (Zero Fuel Weight) must be recalculated to included the traffic load LMC; and The TOW (Take Off Weight ) and LDW (Landing Weight) must be recalculated to included the fuel LMC.
8.1.8.8
Specific Gravity of Fuel and Oil

The fuel and oil supplier generally provide the specific gravity of fuel and oil to be used. If not known, the following values are used: Fuel:
JET A/A1: 0.79 JET B, JP4: 0.76;

Oil: 0.88.
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8.1.8.9
Seating Policy
THAI uses seating allocation system for preparation of the Load and Trim sheet, any possible errors in the CG position will be covered/compensated by the operational CG envelope provided the passengers are seated as allocated.
8.1.9
ATS Flight Plan (FPL)

The FPL is done by flight dispatcher or, if required by authorities at remote stations, by a pilot. It is the P-i-C's responsibility to check that an ATS flight plan has been submitted. A copy of ATS flight plan will also be printed in the dispatch release message attached to the Company flight plan of the flight concerned for further reference (See OM-A 8.1.10.35Flight Preparation; Operational Flight Plan). A flight plan should be amended whenever the flight is delayed from a given ETD in excess of 30 min or if there is any change in the preceding FPL. In this circumstance, flight dispatcher shall, before informing the P-i-C, coordinate with the appropriate ATS units regarding the reception and acknowledgement of the change. For more information concerning ATS flight plan, see RM.
8.1.9.1
General
Prior to departure, unless a Repetitive Flight Plan (RPL) is filed, an ATS Flight Plan shall be submitted to the ATS reporting office at the departure aerodrome, generally 60 min before the estimated off-block time. The instructions for completion of the ICAO flight plan form, and also example of completed flight plan form, are given in RM/RAR.
8.1.9.2
Company Designation
For aircraft identification to be used in the ATS flight plan, ICAO 3-letter designator is THA (see Doc 8585) and the use of radiotelephony call sign is THAI. Note: In case the flight is delayed and causes duplicated flights on the next day, the suffix D shall be added to the aircraft identification number, e.g. THA 930D.
8.1.9.3
Type of Aircraft
According to ICAO Doc 8643Aircraft Type Designators, the following designators shall be used for ATS flight plan filing: 747-400 747-300 777-300ER 777-300 777-200 737-400 A340-500 A340-600 A330-300 A300-600 744 743 773 772 734 A345 A346 A333 A306
8.1.9.4
Pilot and ATC Agreement

A clearance issued by ATC and accepted by a pilot constitutes an agreement between ATC and the P-i-C as to the planned execution of the flight. This agreement is the current ATS flight plan, whether or not it is the same as the originally filed ATS flight plan. If at any point after take-off the P-i-C wishes to change the flight plan, he must request the change and obtain the concurrence of ATC in the form of an amended clearance. Likewise, ATC may initiate an amended clearance for traffic requirement and if concurrence between the P-i-C and an ATC controller is not possible, the flight is continued under the emergency authority of the P-i-C. Any request for an amended clearance should be made considering traffic and the planning and co-ordination requirements of the ATC. A pilot must not accept a clearance with which he cannot safely comply or which exceeds the capabilities of the aircraft. The P-i-C is the final authority as to the operation of the aircraft; he is directly responsible for the operation of
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the aircraft. An ATC clearance is not an authorisation for a pilot to deviate from any regulation or to conduct an unsafe operation. If, due to severe weather, an immediate deviation is required, the pilots emergency authority will be exercised. A pilot should question any clearance or any part of a clearance that he does not understand.
8.1.9.5
ATC Clearance
Clearance Limits
An ATC clearance issued before take-off normally includes the destination airport as the clearance limit. A flight may be cleared to a point short of the destination if ATC has no assurance that co-ordination with a subsequent area control center will be accomplished before that flight enters its FIR. A flight must not continue beyond its clearance limit without further clearance. It is the controllers responsibility to furnish further clearance before a flight reaches the clearance limit. This clearance may change the clearance limit to a point beyond or it may include holding instruction at the clearance limit. In the latter case the controller should provide the pilot with an expected further clearance time.
Departure Procedure
The departure procedure includes the routing and any altitude restrictions during after takeoff to the en-route phase. At some airports, Standard Instrument Departures (SID) have been established which identify each departure procedure with a name and a number. At airports where they are used, these SIDs are charted and used routinely to simplify and shorten clearance delivery. A pilot is to accept a SID as part of the ATC clearance only if the SID number in the clearance corresponds with his charted information.
Route of Flight
If the route of flight is different from that filed, or if the flight is an oceanic flight, or if a clearance is issued en-route, the clearance must include a description of the route using airway designations, radio fixes, or latitude and longitude. When ATC includes the Mach number as part of the clearance, that Mach number must be maintained as closely as possible (e.g. in MNPS airspace), any change in Mach number must be approved by ATC. Additionally, ETA amendments and/or TAS changes must be reported to ATC.
Altitude
A cleared altitude means an assigned altitude or flight level including any restrictions. A new clearance is required to leave that altitude or flight level. At airport without an approved instrument approach procedure, the destination clearance authorises the pilot to proceed to the destination airport, descend, and land. The clearance does not permit the pilot to descent below the MEA or MOCA unless the descent and landing are made in accordance with Visual reference Flight Rules. In some part of the world, altitude clearances are based on separation from known air traffic and may not provide separation from terrain and obstructions. The P-i-C is responsible for ensuring that any clearance issued by ATC provides terrain and obstruction separation. Upon receiving a clearance containing altitude information, the P-i-C must verify that the clearance does not violate any altitude restriction for the route to be flown.
Holding Instructions
If a flight is cleared to hold, ATC holding instructions must be complied with. These instructions may be issued by the controller or they may be required on the charts.
Arrival Route
Clearance for an arrival route is not issued until a flight is approaching the terminal area. This is a detailed clearance that fully describes the routing to a point from which the flight will be manoeuvred for the approach to the airport. At some airports, Standard Terminal Arrival Routes (STAR) have been established. They identify each airport arrival route with a name and a number. STARs are charted and used routinely to simplify and shorten clearance delivery. A pilot is to accept a STAR as part of the ATC clearance only if the STAR number in the clearance corresponds with his charted information.
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Communications
The frequency of departure control or the next en-route facility may be included with the clearance. ATC instructions, ATC clearances and altimeter settings shall be read back. Reception and read back shall be monitored by another pilot who shall also repeat the significant parts of the clearance. In case of disagreement between the pilots or doubts concerning the message, a repeat shall be requested. When changing stations, it is recommended to give the new station a short review of valid clearance if considered relevant. An ATC clearance may contain a clearance limit specified by the name of an appropriate reporting point, airport or airspace boundary.
Approach Clearance
An approach clearance is authorisation to conduct an approach and missed approach. If the type of approach is not specified, the pilot may execute any type of instrument approach approved for the runway to be used. In this case, the pilot must announce his intended choice of approach procedure. An approach clearance does not include clearance to land.
Complying with a Clearance

When ATC issues a clearance, a pilot is expected to comply promptly after acceptance. ATC may use the term immediate to communicate urgency and the requirement for expeditious compliance.
Clearance Recording
A pilot should make a visible record of each ATC clearance, and all route changes should be recorded on the flight plan log.
Cancelling an IFR Flight Plan

The flight plan is normally cancelled by the tower. After a landing on a non-controlled airport the P-i-C must ensure that the flight plan is cancelled.
8.1.10
8.1.10.1
Operational Flight Plan

General
The operational flight plan is the Company flight plan plus names/duty assignment of flight crew members and relevant meteorological information. The relevant meteorological information required for the flight should be arranged as specified below: First flight of the day
Significant Weather Chart for the applicable area; Upper Wind Chart; SIGMETS, if there is significant weather concerning operation of the flight; TAF and/or METAR (TREND) for applicable aerodromes.
Consecutive flights
Within the validity period of the Significant Weather Chart/ Upper Wind Chart:
TAF and/or METAR (TREND) for applicable aerodromes; SIGMETS, if there is significant weather concerning operation of the flight.
Outside the validity period of the Significant Weather Chart/Upper Wind Chart:
Significant Weather Chart for the applicable area; Upper Wind Chart; SIGMETS, if applicable; TAF and/or METAR (TREND) for applicable aerodromes. The approved operational flight plan signed by the P-i-C including copy of ATS flight plan printed in the dispatch release page shall be kept for 3 months at the responsible flight dispatch services office.
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8.1.10.2
Company Flight Plan

A Company flight plan shall be completed for every intended flight and signed by both the flight dispatcher and P-i-C indicating that the flight can be conducted with safety and complied with the Companys requirements. Preparation of the Company flight plan, including determination of minimum fuel is performed by flight dispatchers at relevant stations and according to their responsibilities. The Company flight plan contains the following items: Aircraft registration; Aircraft type and variant; Date of flight; Flight identification; Place and time of departure (planned and actual); Place and time of arrival (planned and actual); Route and route segments with checkpoints/waypoints distances, time and track; Planned cruising speed and flying times between checkpoints/waypoints (estimated and actual times overhead); Planned altitudes/flight levels; Fuel calculations (record of inflight fuel checks); Minimum fuel required; Alternate(s) for destination and, where applicable, takeoff and en-route alternate, including all information required; Inflight re-planning calculations, if required.
8.1.10.3
Computer Flight PlanTAFS

General
TAFS stands for THAI Automatic Flight Planning System. It is an in-house LAN-PC based flight planning system that provides the facility to calculate flight plans and dispatch flight. The system structure is based on AirPathTM Flight Planning & Dispatch system developed by Sabre Incorporation. TAFSs system servers and workstations operate under Windows 2000 which allows the system to utilize full Windows functionality while provide flexibility, superior multi-tasking and a high level of security. They are connected through a Local Area Network (LAN), Wide Area Network (WAN) and a series of gateway PCs. Navigational data is based on ARINC 424 format, which is provided by Lido FlightNav Incorporation for each AIRAC Cycle. Meteorological information (upper-air wind/temperature, tropopause heights and maximum wind forecasts for eight different pressure levels) are received from the UK Meteorological Office, Bracknell, via Satellite Distribution System (SADIS) in digital grid point format using gridded binary code (GRIB). TAFS products also include NOTAMs and Company Information. NOTAMs are received from AEROTHAI via ATN Network. The TAFS flight plan is produced in one copy for pilot use and, for statistically use, keeping records by means of electronic file (ASCII format) in TAFS data base. A reference number of each plan will be assigned automatically by the system for the purposes of tracing and identifying. Each flight plan, with printed licensed dispatchers name, shall be approved and signed by the P-i-C.
Fuel/Time Calculation
All calculations in Computer flight plan, from departure aerodrome to the destination and its planned alternate, are based on the fuel policy as described in 8.1.7. Note: For optional alternates, distance to alternates are great circle distances. Fuel burn computation is based on valid aircraft performance data, as provided by the aircraft manufacturer, and correction using Drag and Fuel Flow Factor calculated by OU for all phases of flight. The distances used are ground distances corrected for wind component and crab angle
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(ESAD). Interval times are functions of ESAD distances and true airspeed, and rounded up/down to the nearest whole minute. Fractions of minutes are transferred to the following segment.
8.1.11
8.1.11.1
Aircraft Log Handling Procedure

Purpose
The purpose of this procedure is to provide the information and instruction to an authorized LAE/ crew in handling of the Aircraft Log Books entries in order to comply with the regulatory requirements.
8.1.11.2
Scope
Any data, which is entered into the Aircraft Log Books, affects THAI maintenance reliability. These documents are used as aircraft current information transferring between operators such as flight deck crew, cabin attendants to maintenance personnel as well as the maintenance support functions. They shall be monitored and controlled for quality and standard by the Quality Assurance Department (TQ), and shall be complied with DCA requirements.
8.1.11.3
Reference
OM-A AOM Operations Manual Part A Aircraft Operation Manual
8.1.11.4
Definitions
A/C REG ACTION TAKEN AIRWORTHINESS RELEASE AMK ATA CAD CAT CDD CDL CREW DDC DEFECT SYMPTOMS DLY ETOPS FAD FDD FOB FOR LAE LF MEL Notif. AC Notif. AF ORDER Aircraft registration. Relevant information, which remedies the corresponding complaint. Certificate of safety for flight also declaration of approval to return for flight. Airborne Maintenance Kit Air Transport Association of America Cabin - Additional Deferred Defect Repair interval category Cabin Deferred Defect Configuration Deviation List P-i-C, In-flight Manager or Air Purser Dispatched Damage Chart Any defect or any information that LAE/CREW shall write during working on the aircraft. Technical Delay Extended range operations with two-engine aircraft. FlightAdditional Deferred Defect Flight Deferred Defect Fuel on board Flight Occurrence Report Licensed Aircraft Engineer. Resource Planning Department Minimum Equipment List Cabin Log Notification type (SIAM) Technical Log Notification type (SIAM) SIAM service order number
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P-i-C
Pilot in Command (The pilot assigned to each flight to be ultimately responsible for the operation of and safety of that flight.) Reduced Vertical Separation Minimum Station System Integration for Aircraft Maintenance
RVSM STA SIAM
8.1.11.5
Responsibility
LAE on each assigned flight is responsible to handle and perform the maintenance works required or other necessary action implied with Aircraft Log Books reported in accordance with company standard and regulations along with aircraft manufacturer maintenance manual. Crews are responsible to report or advise an aircraft discrepancy occurring during their flight operations in Aircraft Log Books (Technical Log and Cabin Log). LAE / SIAM TEAM are responsible to entry the data from Aircraft Log to central maintenance computer system, so it can be retrieved by other support functions and for further maintenance work processes.
8.1.11.6
Procedure
General Rules
Aircraft Log Books compose of Technical Log and Cabin Log, which provide information on technical disturbance experience during aircraft operation or aircraft maintenance. They are used as the aircraft status information for all concerned functions. Technical Log is starting with letter F and Cabin Log is starting with letter C. Technical Log is carried on board and stowed in the cockpit of each aircraft in set. Each set consists of three log pads as follows:
One current working pad or LOG IN USE, this is the pad placed in a protective cover:
Brown color: For All Boeing aircraft, Technical Log; Purple color: For All Airbus aircraft, Technical Log; Note: For approved ETOPS aircraft, the protective cover is labeled "ETOPS" on front.
One file pad or PREVIOUS LOG, this is also placed in protective cover (same as LOG
IN USE cover color);
One spare pad SPARE LOG, this is a new unused pad numbered in series of sequence
next to the working pad. Any error made during writing on the Aircraft Log, the Page, Technical Item or Cabin sequence shall be crossed out by one diagonal line and signed by the writer with his ID No./AUTH No. under the diagonal line. Any kind of eraser is not allowed.
8.1.12
List of Documents, Forms and Additional Information to be Carried

It is the responsibility of OB-R to check, revise, load and unload the operations documents on board except the documents from the aircraft manufacturer which shall be done by TE-L. For each flight, following mandatory documents and forms must be carried on board. Documents from the list of optional documents are not required to be on board. Note: 1. In case of loss or theft of documents mentioned below with (*), the flight shall be dispatched until the aircraft reaches the base or a place where a replacement document can be provided. 2. Thai DCA may permit some part of the information listed below to be presented in a format other than on printed (electronic format).
8.1.12.1
Aircraft Documents
The following documents are loaded in the Aircraft Document Folder, in the flight deck. Operating flight crew must check their availability prior to the commencement of the flight.
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Mandatory Documents Air Operator Certificate (AOC) Certificate of Airworthiness Certificate of Insurance Certificate of Registration License for the Operation of Radio Communication Noise Certificate
a)
Flight Deck Documents Manuals and Checklists Folder/Files, Booklet, pads of forms/logs and Others
Aerodrome, Chart and Route Manuals Chart folder Aircraft Operations Manual (AOM)/ Captain Report Folder (CRF) Flight Crew Operating Manual (FCOM) Cabin Attendant Emergency Procedures (CAP) Captains Announcement Fault Reporting Manual (FRM) Flown Flight Plan/Fueling Order Folder (FFF) Miscellaneous File (MF) Speed Booklet (AB6, 734)
Operations Policy Manual (Part A General/Basic) Fueling Instruction Gross Weight Chart (GWC)
Calculation of Max Takeoff Weight Engine Monitor Log (AB6 only)
ICAO Emergency Response Landing Data (ATR only) Guidance for ACFT Incidents Involving Dangerous Goods Load Control Manual (LCM) MEL binder Ships Handbook (SHB) Aircraft Security Search Checklist Cabin Emergency Checklist Cabin Fire Checklist Cabin Smoke Evacuation Checklist (747 only)
b)
Aircraft Log Books (Technical Log and Cabin Log) AVIATION CREDIT CARD (CARNET CARD) Operational flight plan(s) with ATS flight plan information NOTAM briefing Meteorological information Mass and Balance documents (Load and Trim Sheet) Notification ofspecial categories of passengers such as handicapped persons, inadmissible passengers, deportees and persons in custody, security personnel Notification of special loads (NOTOC - Dangerous Goods) Any other specific documents required by individual states to be carried on board. Journey log Cargo manifest, passenger manifest, overflight permission (if applicable).
Emergency Announcement Emergency/Malfunction Checklist, or Quick Reference Handbook Mini Normal Checklist Normal Checklist or Flight Deck Preparation Checklist Technical Equipment Checklist
a) Letter from Boeing and JAA for 747, 777, 737. b) This checklist is provided by TE and be kept in the sealed holder, the same place as the aircraft certificates/license
Note:
1. The Mandatory Documents are located in the sealed holder in the flight deck. TQ is responsible for providing and updating the aircraft certificates. 2. Each set of Technical Log consists of three log pads (Log in Use, Previous Log and Spare Log). 3. LC is responsible for providing Aircraft Log Books.
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4. OB-R on behalf of TE is responsible for providing the Engine Monitor Log.
8.1.12.2
Folder/File
Chart Folder
Chart folder contains aircraft performance tables and charts, normally extracted from the AOM/ FCOM, that flight crew frequently uses in flight. It is the responsibility of OU to coordinate with OS/OO to ensure that its content fulfills the needs of flight crew.
Captain Report Folder (CRF)

The CRF contains various forms which may be required during flight and on ground. The filled forms shall be dispatched by the pilot using the quickest possible means to OO, OS, OE, OI, OU or OP as appropriate. The forms are as follows: Air Safety Report (ASR); CAT II/III Unsatisfactory Autoland Report; Flight Crew Hotel Register; Flight Disturbance Incident Report (FDIR); FMS Data Base Report; Ground/Flight Test Report; Passenger/Crew Illness Report; Passenger Disturbance Report (PDR); Passenger Notice Form; Test Flight/Flight Training Flight Log; ICAO Volcanic Activity Report Form (VAR); Voluntary Safety Report; Voyage Report (VR); Witness Form.
Flown Flight Plan/Fueling Order Folder (FFF)

The FFF contains Journey Log/FLT Statistics blank forms and the clear holders. The clear holders are provided for keeping the documents and written forms which shall be collected by OB-R at regular intervals. The documents and written forms are as follows: Autoland Record; Journey Log/FLT Statistics; Flight Per Diem; Flown Flight Plan.
Miscellaneous File (MF)

THAI NOTAM; Other miscellaneous documents/forms on special request for specific purposes.
8.1.12.3
Documents in the Cabin

At Cabin Crew Stations
The documents at the cabin crew stations are safety instructions and checklists to be used by the cabin crew. It is the responsibility of OB-R to check and load such documents according to the requirement given in the Technical Equipment Checklist. The required documents are as follow: Cabin Emergency Checklist; Cabin Fire Checklist; Cabin Smoke Evacuation Checklist; CA Preflight Checklist & Cabin Takeoff and Landing Checklist; Emergency Announcement; and
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Technical Equipment Checklist.
At Other Places
On some aircraft types, Cabin System Operating Manual (CSOM) is provided and located in accordance with the instruction given in the Technical Equipment Checklist.
8.1.12.4
Maintenance Manuals
Maintenance manuals on board are mainly used by maintenance personnel. The manuals are provided in the forms of hard copy, microfilm and digital data, based upon aircraft family/type, and located in the flight deck, in the avionic compartments or any appropriate stowage compartment in the cabin wherever suitable for that aircraft type (see Technical Equipment Checklist). It is the responsibility of TE-L to provide and revise the maintenance manuals, except Line Maintenance Manual (LMM) which will be done by TW. The maintenance manuals available on board in various forms/names for the specific aircraft type are as follows:
Hard Copy
Manual SSM/ASM CLM ADPM LMM Description System Schematic Manual/Aircraft Schematic Manual Component Location Manual Aircraft Deactivate Procedure Manual Line Maintenance Manual Remark All, except A340 A330 A330 All
CD-Rom / DVD-Rom
Manual PMA - AIPC - AMM - FIM - SSM - WDM - Application IPC TSM AMM Air N@V - AIPC - AMM - TSM - ASM - AWM Description Portable Maintenance Aid - Airframe Illustrated Part Catalog - Aircraft Maintenance Manual - Fault Isolation Manual (Except 734) - System Schematic Manual - Wiring Diagram Manual - Application Illustrated Part Catalog Trouble Shooting Manual Aircraft Maintenance Manual Air N@V - Airframe Illustrated Part Catalog - Aircraft Maintenance Manual - Trouble Shooting Manual - Aircraft Maintenance Manual - Aircraft Wiring Manual AB6 AB6 AB6 A330. A340 Remark 734, 744, 777
TR-AMM/ IPC/ Temporary Revision of Aircraft Maintenance All FIM/ TSM Manual / Illustrated Part Catalog / Fault Isolation Manual / Trouble Shooting Manual TSD Thai Supplemental Data All
8.1.12.5
Filing of Written/Filled Forms

The following written/filled forms will be filed at the offices concerned as follows: Journey Log/FLT Statistics, and Fuel Receipt at EM; Ground/Flight Test Report at OE; Flight Training Flight Log at BX;
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Flown Flight Plans at OW. All other forms shall be handled according to instructions given in OM-A, for the specific form.
8.1.12.6
Crew Documents
Each flight crew member shall carry: A valid flight crew licence with appropriate ratings for the purpose of the flight; Valid passport with appropriate visas (if applicable); Certificates of vaccination (if applicable).
oOo
OPERATING PROCEDURES Ground Handling
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8.2
8.2.1
8.2.1.1
Ground Handling
Fuelling Procedures
Safety Precautions
Safety precautions must be always taken to preclude the possibility of fire during refuelling and defuelling procedures. The main causes of risk of fire with fuel deal with sparks due to static electricity and hot point (engines, APU, ground installations, smoking). The fuel generally does not catch fire easily, but the risk of fire is increased when the fuel is sprayed (link, disconnecting pipe) and in the presence of fuel vapour especially when low flash point fuels are used. General safety precautions for fuelling procedures are given in respective FCOM/AOM. The following precautions apply during any fuelling operations: Engine ignition system must be "OFF"; The weather radar must be switched OFF; Radio is not transmitting on HF; Electrical circuits in the tanks area must not be connected or disconnected; Ground Power Unit and APU may be functioning, but must not be started nor Stopped; No open flame, nor smoking is permitted around the aircraft. For aircraft fitted with a trim tank, refuel or defuel procedure should ensure that there is no fuel in the trim tank as long as the wing tanks are not full and that wing tanks are not defuelled as long as trim tank is not empty unless authorized by the normal operation of the aircraft fuel system (refer to FCOM /AOM) in order to avoid a possible tail tipping.
8.2.1.2
P-i-C Duties Concerning Refuelling

The P-i-C should confirm the dispatcher (or the representative of the airport services manager at line station) that the fuel quantity ordered is sufficient to meet at least the requirements calculated for the flight, and during pre-flight preparation he should ensure that he, or a flight crew member nominated by him, confirms that: The aircraft fuel gauges indicate that the tanks have been filled to the required levels; and Details of the fuel uplift have been correctly entered in the Technical Log; If an APU is stopped for any reason during a fuelling operation it should not be restarted until the flow of fuel has ceased and there is no risk of igniting fuel vapors; Smoking is not permitted within 15 meters of the aircraft while refueling is in progress.
8.2.1.3
Refuelling and Defuelling when Passengers are Embarking, On Board or Disembarking

Fuelling with Kerosene (JET A, JET A1) when passengers are embarking, remaining on board, or disembarking, is allowed unless prohibited by Airport Authorities and following conditions are met to ensure a coordinated and expeditious cabin evacuation in the unlikely event that fire does occur: After arrival of the aircraft, the P-i-C must ensure that fuelling shall not be commenced before passenger steps/passenger jetways are positioned and the passengers have started disembarking. Permanent supervision of passengers by cabin crew and station personnel shall be provided. The airport fire brigade and airport ramp control shall be informed accordingly. Passengers shall be led directly to and from the aircraft, keeping the maximum possible distance from the fuelling zone. A two-way communication shall be established and shall remain available between the flight crew and cabin crew for the purpose of ensuring notification when the fuelling operations start/end and when a passenger evacuation is required. The seat belt sign must be switched OFF.
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The No Smoking sign must be switched ON, together with interior lighting to enable emergency exits to be identified. An adequate announcement must be made to the passengers, repeated as necessary, including the following information:
Fuelling will take place; No-smoking policy must be observed; Passengers must remain seated with their seat belts unfastened; Use of electronic devices is prohibited.
The minimum cabin crew complement must be present on board and be prepared for an immediate emergency evacuation. One exit door (normally used for passengers disembarkation/embarkation) with Jetway / stairs in position must be designated as primary exit intended for emergency evacuation. The area outside that exit must be unobstructed. In addition, one secondary exitwith Jetway/stairs in position or exit door (*)must be designated as exit intended for emergency evacuation. The area outside that exit must be unobstructed. (*) This exit door must be closed and disarmed with the assigned cabin crew standby until the re/de-fuelling is completed. The ground area beneath that exit (and the associated slide deployment area) must be kept clear and free of vehicles/obstacles on the ramp within at least 12 meters from the aircraft. In case evacuation is required, following the Evacuation Command, the cabin crew shall open that door in the armed mode to allow slide inflation and rapid evacuation if outside conditions are safe. The choice of the designated primary and secondary exit doors shall be communicated to all crew on board by the P-i-C Inside the cabin, ground servicing activities and work (such as catering and cleaning) should be conducted in such a manner that they do not create a hazard. The required emergency exits as well as the aircraft aisle(s) leading to the exit doors must never be blocked by unattended catering or cleaning equipment. Lavatories shall be locked during the entire process. All dividers/curtains must be secured in the open position. In case of passengers remaining on board, gathering in the entrance area(s) shall be avoided. Cabin crew must be aware of the location of wheelchair passengers, stretcher cases, and unaccompanied minors to ensure a safe emergency evacuation of these passengers if it becomes necessary. If the presence of fuel vapour is detected inside the cabin, or any hazard arises during the re/de-fuelling, the process must be stopped immediately. If only one fuel truck is used, it is recommended but not mandatory to position it on the right (Starboard) side of the aircraft. Boarding shall not be delayed because of the fuel truck position. A fire truck must be present (applies only if it is an airport requirement). In case evacuation is required, crew shall follow Aircraft Evacuation procedures. Note: Fuelling of wide-cut fuel (e.g. JET B / JP4 or equivalent) with passengers embarking, on board or disembarking is not allowed.
The following procedure shall be applied: The pilot(s) shall:
Ensure that at least one cockpit crewmember remains in the cockpit during the entire
process;
Establish communication with the engineer; Switch the no smoking signs ON; Switch the fasten seatbelt signs OFF; Inform the cabin crew of the beginning and ending of fuelling; Listen for fire warning from the engineer;
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8.2 Page 3 Rev 1 (23 MAY 11)
Be prepared to initiate a passenger evacuation if necessary.

The cabin crew shall:
Establish communication with the pilots and inform them in case of presence of fuel
vapour in the cabin;
Perform the required announcement according to SEPM; Ensure that lavatories are locked; Ensure that the designated emergency exits are unobstructed; Ensure that ground servicing such as catering or cleaning does not risk creating hazard or hindering an emergency evacuation; from any obstacles;
Secure all dividers and curtains in the open position and ensure that the aisles are free Be present in the immediate of their respective exits; Be prepared to initiate a passenger evacuation if necessary.
The ramp agent must ensure that:
The area around emergency exits is kept clear; The fire service is alerted; The fire brigade is positioned at the aircraft in case the response time exceeds three
(3) minutes;
Passengers boarding / disembarkation is carried out in a controlled manner.

The engineer on ground shall:

Note:
Establish communication with the pilot(s); Inform the pilot(s) of the beginning and ending of fuelling; Alert the pilot(s) if fire occurs and take appropriate actions; Stop fuelling upon pilots request. Once communication is established with the Pilot(s), the Ground Engineer need not maintain radio monitoring during the entire refuelling process.
8.2.1.4
Precautions with Mixed Fuels

Safety Precautions
The various types of jet engine fuels are miscible, in all proportions: The density varies proportionally to the percentage of the mixture; The flash point of the mixture vary in function of non-straight laws. JET A, JET A1 JP8, TS1, RT and TH are kerosene type fuel. JET B and JP4 are wide-cut gasoline type fuel. Wide-cut fuel (designated JET B, JP-4 or AVTAG) falls between gasoline and kerosene in the distillation range and consequently, compared to kerosene (JET A or JET A1), it has the properties of higher volatility (vapour pressure), lower flash point and lower freezing point. JP4 is used in military aviation, but is being replaced by JP8 (kerosene type fuel), which provide more safety. More stringent precautions must be observed when refuelling an aircraft with JET B or JP4 fuel where the fuel tanks already contain JET B or JP4 or a mixture of JET B / JP4 and JET A, JET A1 JP8, TS1, RT or TH. A major consideration when mixing fuels at normal temperatures is the fuel air mixture that develops in the space above the fuel inside the tank. JP4 and JET B develop an ignitable fuel air mixture at frequently encountered ambient temperatures. When JP4 or JET B and JET A1 are being mixed, the fuel vapour mixture with air is in the explosive or ignitable envelope throughout the range of ground temperatures common at the majority of airports during all or part of the year.
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Wide-cut fuel is considered to be involved when it is being supplied or when it is already present in aircraft fuel tanks. When wide-cut fuel has been used, this should be recorded in the technical log. The next two uplifts of fuel should be treated as though they too involved the use of wide-cut fuel. Overwing refuelling is not permitted when wide-cut fuels are involved. When refuelling/defuelling with fuels not containing anti-static additive, and where wide-cut fuel are involved, top-up at fuel filling rate is reduced by 50% of the normal filling rate.
Fuel Freezing Point Determination

The freezing point of a fuel mixture vary in function of non-straight laws. Therefore, the only reliable way to obtain an accurate freeze point of a mixture of fuels is to make an actual freeze point measurement. When this is not possible, consider the freezing point of the mixture to be the same as the highest freezing point when the fuel type in lowest quantity reaches 10% of the mixture. Determination of the fuel freezing point of fuel mixtures may be particularly a concern when operating transatlantic or transpacific routes and when very low OAT are expected as the aircraft will have to continuously cope with the mixture of JET A generally delivered in USA and JET A1 elsewhere. On a practical point of view, in order to determine the fuel freezing point, apply the followings: When the mixture contains less than 10% JET A, the fuel is considered as JET A1; When the mixture contains more than 10% JET A, the fuel is considered as JET A. Mixing all the residual JET A with all the refuel JET A1 to achieve maximum dilution is not considered practical. To practically achieve the best dilution, all the JET A should be placed in the inner wing tanks as these have the largest volume (by transfer of outer tanks JET A fuel into the inner tanks either during the previous flight or on ground before refuelling). Depending on the aircraft model, inner tanks will receive fuel from the centre tank early in the flight, further diluting the JET A. Placing all the JET A into the inner wing tanks potentially enables a maximum dilution but does not guarantee that the mixture will be homogenous. In reality, due to the compartmental structure of the inner wing tank and the fact that the residual JET A fuel will start at the inboard end of the tank, the concentration of JET A will be greater near the tanks inboard end. The poor dilution of the JET A in the inner wing tank and its concentration near the inboard end of the tank has a potentially positive consequence. This is because the fuel near the inboard end of the inner wing tank tends to be consumed first by the engines. Thus, the concentration of the remaining JET A fuel on board, later in flight, when low fuel temperatures might be encountered in the case of low OATs, will be less than at takeoff. This gives a higher confidence margin that low concentrations of JET A in JET A1 will have a freeze point similar to JET A1 and can thus be treated as JET A1 with respect to the cold fuel alert. For in-flight fuel management of fuel freezing, See OM-A 8.3.7.2.44Flight Procedures; Fuel Freezing Limitations.
8.2.1.5
Refuelling with One Engine Running

Procedure for refuelling with one engine running is given in OM-B. This procedure may be used only if: Airline authorizes the refuelling with one engine running; No external ground pneumatic is available while APU is unserviceable; Airport authorisation is obtained for this operation; Airport fire department stands by at the aircraft during the entire refuelling procedure; One flight crew member can manage the operation and monitor all systems and the engine running from the flight deck; A qualified ground crew member is present at the fuelling station; The refuelling system is fully operational. (Overwing filling is not permitted.)
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8.2.2
8.2.2.1
Aircraft, Passengers and Cargo Handling Procedures Related to Safety

Minimum Number of Cabin Crew on Board during Ground Operations
Whenever any passengers are on board an aircraft, the minimum number of cabin crew required in accordance with 4.1.3.1 or 4.1.3.2 are present in the passenger cabin.
8.2.2.2
Embarking, Disembarking Passengers

Before disembarking or embarking, cabin stair or jetway and guard rail must be in position. The step between stair and aircraft should not be too high and the stair should be against the aircraft. Note: During refueling, the weight of the aircraft increases and the shock absorbers settle down. In consequence the bottom of the door may touch the stair and may be damaged.
For more details, Refer to PHM.
8.2.2.3
Seats Allocation
All persons on board aged 2 years or more must occupy a fixed seat fitted with a safety belt (or a berth fitted with a restraining belt). Seats layout must permit access to emergency evacuation doors and the assistance of the cabin crew. Any infant (less than 2 years old) must be attended by an adult (more than 18 years old). This adult may hold the infant in his arms and the safety belt of this adult seat must not strap the infant but only the adult. A supplementary loop belt or other restraint device must be used for the infant. The number of passengers on each seat row must not be higher than the number of life vests and oxygen masks available on this row. The rules concerning children assistance are specific to each operator and must be defined by the operator. Any child (less than 12 years old) should be assisted by an adult seated near him. The adult attending children must be informed of safety instructions, the lay out of the emergency exits and of the use of the individual safety equipment. An adult may attend a group of children if he is not in charge during the flight of an infant less than 2 years old. This adult could be a cabin crewmember in addition of the minimum cabin crew number and being not on safety duty during the flight. When passengers are embarking, required cabin crew must be on board and be able to give instruction about seat availability or allocation and hand baggage storage. Cabin crew has to be informed by ground crew or flight crew about hazardous situation and must be able to manage emergency evacuation of passengers. The number of passengers must be checked with the passenger manifest (list of passengers) established by the operations. Before departure, a copy of the checked passenger manifest must be left to a ground agent and kept by the operator. In case a passenger is missing, his checked baggage must be unloaded. If necessary all checked baggage should be unloaded and all passengers should be disembarked and required to identify their baggage. The captain shall request airport security assistance should any unidentified baggage remain. In case the number of passenger is higher than the number on the passenger manifest, a check of all passenger boarding pass must be done. At arrival copies of the checked passenger manifest must be available on board the aircraft to be given to the authorities (police, customs, ...).
8.2.2.4
Exit Row Seating Assignments

Refer to PHM.
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8.2.2.5
Multiple Occupancy of Aircraft Seats

Multiple occupancy of aeroplane seats may only be allowed on specified seats and must not occur other than by one adult and one infant who is properly secured by a supplementary loop belt or other restraint device.
8.2.2.6
Sick/Disabled/Incapacitated Passengers (Persons with Reduced MobilityPRM)

Sick Passengers and Persons with Reduced Mobility
The P-i-C must be informed about presence on board of any sick passenger or persons with reduced mobility (PRM). If deemed necessary, he may request a medical examination by a qualified physician. PRMs shall not be allocated, nor occupy, seats where their presence could: Impede the crew in their duties; Obstruct access to emergency equipment; or Impede the emergency evacuation of the aeroplane. A person with reduced mobility (PRM) is understood to mean a person whose mobility is reduced due to physical incapacity (sensory or locomotory), an intellectual deficiency, age, illness or any other cause of disability when using transport and when the situation needs special attention and the adaptation to a persons need of the service made available to all passengers. In normal circumstances they should not be seated adjacent to an emergency exit. In circumstances in which the number of PRMs forms a significant proportion of the total number of passengers carried on board: The number of PRMs should not exceed the number of able-bodied persons capable of assisting with an emergency evacuation; and To the maximum extent possible, PRMs should not be seated adjacent to an emergency exit. The P-i-C should satisfy himself that the carriage of such passengers will not cause inconvenience or discomfort to other passengers and that emergency evacuation and safety during the flight will be guaranteed. Stretcher patients Carriage of any stretcher patient is subject to the approval of the patient's physician and should be accompanied by an able-bodied adult attendant qualified to provide him required en-route care. The stretcher must be secured to the aircraft. The patient must be secured by an adequate harness to the stretcher or aircraft. Wheelchair passengers Wheelchair passengers may be accepted without an attendant provided they are able to make the flight without difficulty or special attention. They must not be seated next to emergency exits. Guide dog for the blinds A trained guide dog may be carried in the cabin if it accompanies a passenger who is dependent upon it and if it is properly harnessed. The passenger and the guide dog will normally be seated at a bulkhead seat, where there is sufficient floor space for the dog.
Serious Passenger Illness, Injury or Death in Flight

Any action must be taken in case of serious illness, injury or death in flight, to avoid contagion for the other persons on board. The ill person should be isolated for the comfort and the safety of the ill person and of the others passengers. As long as the ill person is on board, first aid must be given by a cabin crewmember or competent passengers. If medical assistance is needed, cabin crew shall make a special announcement over PA system calling for a doctor or a trained nurse.
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If the condition of a sick passenger or crew member is critical, it is the P-i-Cs duty to land at the nearest suitable airport where proper medical care can be given and to make preparations over the radio for the care of the sick person e.g. requesting for doctor/ ambulance. Such a situation can be considered as an "Emergency". If no doctor or nurse available on board, cabin crew will ask the P-i-C to obtain medical advice via ACARS or Stockholmradio with phone patch capabilities to suitable hospitals (Refer to RM/ COM). ARINC is offering a similar service within its area of coverage. Note: Action required in the event of death on board the aircraft is specified in PHM 10.9.
Passengers Death in Flight

In the event of a death in flight, the P-i-C must advise through ATC, of the State's airspace in which the death occurred and also the destination State's authorities, if different, when entering their airspace. Furthermore, the P-i-C shall immediately report to THAI Station Manager or the Companys representative via the Company channel, as soon as possible. The information would then be relayed further to the airport authority, police, customs department, immigration department, public health department, coroner, and embassy or consulate concerned, etc. at the landing station. Since the authorities at the designated stations require details including a written report which should be submitted immediately after landing, then the P-i-C shall prepare a Voyage Report comprising the following details: Full names, nationality, sex, date of birth, address (if available), time of death, altitude at the time of death (actual and cabin altitudes), airport of embarkation, and airport of destination; Name of close relative, friends or attendant accompanying, if any ; and Circumstantial details of death. Retain a copy of the Voyage Report for further submission to BKKOO.
8.2.2.7
Transport of Inadmissible Passengers, Deportees or Persons in Custody

An inadmissible passenger is a passenger who is refused admission to a country by the authorities. Airlines are responsible for passengers carried on their flights who are refused admission to a country.
Inadmissible Passengers
Escorted inadmissible passengers Inadmissible passengers who are deemed to pose a security and safety risk, or whose behavior or conduct may cause discomfort to other passengers shall be accompanied by the escort. The escort shall wear civilian clothes and carriage of firearms and weapons are not allowed in the cabin. Inadmissible passengers must not be handcuffed. The P-i-C shall be verbally notified of the escort of inadmissible passengers. Unescorted inadmissible passengers Unescorted inadmissible passengers shall be treated as normal passengers. The presence of deporting authority at the boarding areas, to monitor boarding of INAD on their return flight, shall be explained to the P-i-C. Travel documents Passenger's travel documents shall be put in the envelope (Form THAI 0244) and handed over to IM/AP upon boarding, together with pertinent details, e.g. passenger's full name, seat number, nationality, etc. The P-i-C must be informed. At destination, IM/AP shall deliver the inadmissible passenger(s) and the travel document envelope to ground staff during disembarkation. Seating Inadmissible passengers holding or paying for return tickets shall be seated in the class they are entitled. The inadmissible passengers must not be seated at the emergency exits.
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Deportees or Persons in Custody

Acceptance of deportee(s) on THAI flight is based on the following rules drawn up by THAI cooperation with the authorities of Thailand: THAI always reserves the right to refuse the carriage of deportees; If the local authorities in any country are unwilling to comply with THAI policy and rules, carriage of deportees shall be refused; THAI may under no circumstances absorb the cost of transportation and escort services of deportees. There are 3 types of deportee traveling on THAI: Type A Type B Person(s) who had legally been admitted into a country, or who had entered a country illegally, and who is required later by authorities to be removed from that country. Person(s) who is either under arrest or convicted by courts of law to be transported to another country, and will be handled as deportee with the condition that he/she must always be escorted. Person(s) who is in the custody of authorities and considered as Dangerous Prisoner. This type of deportee must always be transported with escorts.
Type C
Provision of escort Escort shall always be provided if a deportee:
Is deemed to be a security or safety risk; Behaves or conducts in a way that may cause discomfort to other passengers; Has committed unprovoked violence or other dangerous criminal acts; Objects to the deportation; Is wanted by the police in his home country or in another state, or is assumed to be arrested upon arrival at the destination;
Needs guarding at intermediate or transfer station; Due to mental state or drug dependence, is considered a hazard to himself and/or other
people;
Is to be handed over to the arriving country's police authorities due to a criminal act.
Police authority The police authority has the rights to initiate a security screening of all passengers and their hand baggage on flights carrying deportees.
It is the responsibility of the police authority to ensure that deportees do not carry any objects
on them or in their baggage which may be used for a violent or threatening act.
The police/wardens shall present themselves with the deportee to THAI Duty Manager or
deputy at least 1 hour before departure on international flights and 30 minutes on domestic flights. sufficient number of copies to allow distribution to all P-i-C along the routing. unauthorized persons.
The police/wardens shall bring along the completed form Notification of Deportee in a The police authority will, for security reasons, not disclose the itinerary of a deportee to
Deportee(s) traveling regulations
Transportation of all types of deportee (A/B/C) shall be authorized by HB. Regarding carriage of deportees, the following regulations shall be applied: Deportee(s)
Deportees must have a tidy appearance; Deportees must not be served with alcohol or intoxicating beverage.
Escort(s)
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8.2 Page 9 Rev 1 (23 MAY 11)
The escort(s) shall:
Wear civilian clothes; Not carry firearms and weapons in the cabin; Have a good command of English; Keep the deportee(s) under surveillance during the whole transport; Not be served with alcohol and intoxicating beverage.
Depotee(s) traveling without escort (DEPU) Only deportees type A shall be accepted to travel without escort. There is no limitation on the number of deportee type A to be accepted in the same flight. Depotee(s) traveling with escort (DEPA) Deportee(s) type B and C must always travel with escort(s). A maximum of 2 deportees (type B) accompanied by escorts shall be accepted on the same flight. Only 1 deportee (type C) accompanied by at least two escorts shall be accepted on the same flight. The following rules apply for deportees traveling with escorts:
The deporting authority shall provide escort of the deportee right through to the
Destination;
Deportees must not be handcuffed; Prisoners may be served food at the discretion of escorts but shall not be provided with
metal utensils or a knife. Embarkation / disembarkation procedures Before embarkation, the police/wardens and the deportee(s) shall be arranged to meet the P-i-C. The police/wardens and deportee(s) shall board the aircraft before other passengers, and disembark after all passengers have left the aircraft. Seating Deportee and escorts, if required, shall be seated in the class they are entitled according to the tickets. However, THAI reserves the right to seat the deportee and any escorts in Y-class, if the deportee's behavior and appearance are considered inappropriate for C- or F-class. The police/wardens and deportee shall be assigned the rearmost seats in the class of service. Under no circumstances should a deportee be seated adjacent to any normal or emergency exits and in the aisle seat. Deportee shall not be permitted to leave his seat without an escort.
8.2.2.8
Access of Special Aircraft Areas during Flight

No-one is allowed to access any part of an aeroplane in flight which is not a part designed for the accommodation of persons unless temporary access has been granted by the P-i-C to any part of the aeroplane: For the purpose of taking action necessary for the safety of the aeroplane or of any person, animal or goods therein; or In which cargo or stores are carried, being a part which is designed to enable a person to have access thereto while the aeroplane is in flight.
8.2.2.9
Hand Baggage
Cabin baggage will normally be restricted to handbags, briefcases, coats and other items that can be reasonably stowed in approved stowage, unless the carriage in the cabin of other items has been cleared with the company at the time of booking. The size and the placarded weight limitation of the overhead stowage depend on the aircraft type. This determines the weight and size limitations of hand baggage for a given cabin configuration: Refer to PHM 12.2Unchecked Baggage.
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8.2.2.10
Loading and Securing the Items in the Aircraft

During loading, a qualified person must check that the cargo is correctly positioned and secured and accessible if required. Before take off and landing cabin crewmember must check that servicing trolleys are securely stowed. The P-i-C must be informed of the weight, the arrangement and of the nature of the goods carried. Refer to LCM.
8.2.2.11 8.2.2.12 8.2.2.13
Special Loads and Classification of Load Compartments

Refer to LCM.
Positioning of Ground Equipment

Refer to TTPM LO.
Operation of Aircraft Doors

Refer to the FCOM /AOM of the aircraft for the operation of the doors and especially to the CAP or CSOM for the cabin doors, and to the Cargo Loading Manual of the aircraft for the cargo doors.
Departure
Once all doors are closed, IM/AP or the senior cabin crew member should command, through the aircraft PA, cabin crewmembers to arm doors and crosscheck (the opposite door). Arming Procedures are referred to CAP 2.2/5.
Arrival
When escape slide deployment is not required, cabin doors must be disarmed and crosschecked before opening. Opening the doors must not be without the allowance of the P-i-C. Before opening the doors, the flight crew and the cabin crew must ensure that no cabin differential pressure exists. Disarming of all doors shall take place at the end of a flight when the aircraft reaches parking stand and SEATBELT SIGN had been turned off IM/AP or the senior cabin crew member will announce via PA. For disarming Procedure, Refer to CAP 2.2/5.
Opening Doors from the Outside

Opening a door or emergency exit from the outside automatically disarms the escape slide/raft.
8.2.2.14
Safety on the Ramp

Engines Blast and Suction Areas
Normally engines are not running when passengers are embarking or disembarking. However, if one engine is running, keep preferably a right hand engine running for convenience of disembarkation and boarding of passengers. The way for embarking or disembarking passengers should avoid blast and suction areas.
Fire Prevention
Protective clothes/protective breathing equipment Hydraulic fluid leakage under high pressure (3000 psi) may result in serious injury and contamination. The use of protective clothes and protective breathing equipment is recommended whenever facing an aircraft fire. Carbon fibres and other composite materials used in airframe structure and cabin furniture require the use of a protective breathing equipment whenever fighting any aircraft fire. Brakes overheat/Fire In case of smoke, protective breathing equipment should be wear since the dense smoke generated by tire rubber results in major and irreversible lung damage. Carbon brakes and steel brakes are to be treated using same techniques and agents.
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In case of severe brake overheat, fuse plugs melting should result in tires deflating and should prevent tires and wheels burst.
If a tire is inflated, do not go near the area around the wheel for about one hour. When you
go near, go from the front or rear and not from the side of the wheel. with a spray gun onto a hot tire if it is inflated.
Unless there is a fire, do not apply the extinguishing agent (liquid, water, mist, foam etc.)
Do not apply the extinguishing agent directly into the heat pack of the brake or into the wheel. This can cause thermal shock to the stressed parts. Especially, do not use CO2 as this has a strong cooling effect which is not the same in all areas. It can cause an explosion in the stressed parts. Extinguishing on hot wheels can: Increase the time necessary for the fuse(s) to melt; or Prevent operation of the fuse(s). You must let the brake get cool by itself for at least one hour and use the cooling fans (if installed). Note: You can use blowers or air conditioning equipment only after:
The temperature of the fuses decreases (more than one hour after the aircraft
stops) ; or
The fuses are melted.

You must not use these if you can see flames or burning ambers.
In the event of fire, immediately stop the fire. Do not wait until the tires are deflated. Come
near the wheel only from the front or from the rear. Note: It is not recommended to use multi-purpose powders as they may be changed into solid or enamelled deposit. These agents stop the fire but they decrease the heat dissipation speed. This can cause permanent structural damages at the brake, the wheel or wheel axle.
Do not apply the parking brake. Put a warning notice in the cockpit to tell persons not to operate the landing gear control
lever.
Put the wheel chocks in position. Clean all the parts if extinguishing agents were used.
Cargo compartment fire The appropriate flight crew procedures are given in FCOM/OM-BEmergency Procedures. If case cargo compartment smoke warning occurred with cargo door closed, the ground crew should be informed not to open the door of the affected cargo compartment unless passengers have disembarked and fire services are present. If the smoke warning is displayed on ground with cargo compartment door open, the aircraft extinguishing agent should not be discharged. Ground crew should be requested to investigate and to fight the smoke source. It must be ensured that the extinguishing agent used is adapted to the burning cargo material. Engine or APU compartment fire The appropriate flight crew procedures are given in FCOM/OM-BEmergency Procedures. Engine tailpipe fire The engine tailpipe fire being an internal engine fire, do not discharge the engine fire extinguishing agent. The agent has an effect on the nacelle fire only. The appropriate flight crew procedure is given in FCOM / OM-BAbnormal Procedures. Engine motoring by the flight crew is the normal and most effective action. External fire agents can cause severe corrosive damage and therefore should only be considered if fire persists after flight crew procedure application or if no bleed air source is available to motor the engine. In such a case, Halon or CO2 should be sprayed in engine exhaust nozzle.
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8.2.2.15
Start-up, Ramp Departure and Arrival Procedures

On aircraft equipped with serviceable cockpit to ground intercom, this equipment should be used whenever the aircraft is on stand, and until clearance for hand signals has been given prior to departure. All start-up, ramp departure and arrival procedures shall be applied as per aircraft type Standard Operating Procedures given in the FCOM. Ground marshallers and pilots should use hand signals defined in ICAO rules of the airannex 2.
8.2.3
Procedure for the Refusal of Embarkation

The P-i-C is allowed to refuse to carry or to off-load at any aerodrome any person if, in his opinion, the conduct, status, age or mental or physical condition of the person is such as to: Render him incapable of caring for himself without special assistance of cabin crew; Cause discomfort or make himself objectionable to other passengers; Involve any hazard or risk to himself or to other persons, to property or to the aircraft; He fails to observe instructions of the crew. However the authority to refuse embarkation to person obviously under the influence of drugs does not apply to persons who are subject to such condition following emergency medical treatment after commencement of the flight, nor to persons under medical care accompanied by personnel trained for that purpose. Whenever it becomes necessary to remove a passenger from an aircraft, the flight crew shall inform the local company representative who, in turn, shall take the necessary actions, considering assistance of local law enforcement officers. Passengers who have been refused embarkation or who has been disembarked are left with the airport authorities. For passengers not acceptable for travel, Refer to PHM 3.2Refusal of Passage.
8.2.3.1
Responsibilities of Persons other than the P-I-C

In order to assist the PIC in the proper exercise of his authority, all company personnel engaged in passenger handling and loading, including other crew members, handling agents and checkin personnel, should alert the P-i-C if at any time they consider that the condition of a particular passenger could jeopardise the safety of a flight.
8.2.4
8.2.4.1
De-icing and Anti-icing on Ground

Glossary/Definitions
Anti-icing Fluids
The fluids used for de-icing as well as for anti-icing. Depending on their characteristics,anti-icing fluids are divided into different types with quite different anti-icing properties: Type I fluids form a thin liquid wetting film, which gives a rather limited Hold-Over Time (HOT). In precipitation, they are quickly diluted and give short HOT. Type I fluids arealways mixed with water. The fluid/water mixture is selected to maintain freezing point atleast 10 deg C below OAT. Increasing the fluid concentration does not improve HOT. Type II fluids contain a thickener and form a thicker film adhering to aeroplane surfaces. Therefore, compared to Type I, the Type II fluids provide improved HOT especially under precipitation. Before liftoff, the viscosity is drastically reduced by shear forces, allowing the fluid to run off the wing. Type II fluids are used undiluted or diluted with water and are identified according to the mixture ratio; e.g. Type II 75" is a mixture of 75% (by volume) Type II fluid with 25% water. Higher concentrations allow use down to lower temperatures and improve HOT. Type IV fluids are similar to Type II, but provide even better HOT when used undiluted or slightly diluted.
Check
An examination of an item against a relevant standard by a trained and qualified person.
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Check after De-/Anti-icing

The verification that frost, ice and snow has been completely removed and, if applicable, that anti-icing treatment has been performed correctly.
Check for Need to De-ice

A visual check of the entire aeroplane to determine whether the de-icing is required. The check is performed before every departure as an item in the Departure Check.
De-icing
A procedure by which frost, ice, slush or snow is removed from the aeroplane in order to provide clean surfaces. This may be accomplished by mechanical methods, pneumatic methods, or the use of heated fluids.
De-icing Fluids
The fluids are used for de-icing. They can be hot water or anti-icing fluids. One-step de-/anti-icing One-step de-/anti-icing is performed with an anti-icing fluid. The fluid used to de-ice the aeroplane remains on the treated surfaces and provides anti-icing capability. The correct fluid and concentration shall be chosen with regard to the desired HOT, and is dictated by ambient/ aeroplane surface temperature and weather conditions. Two-step de-/anti-icing For two-step de-/anti-icing, the first step (de-icing) is normally performed with regard to the temperature, and shall provide protection of treated surfaces until the second step is performed. The second step (anti-icing) is an overspray with hot or cold anti-icing fluid. The correct fluid and concentration shall be chosen with regard to desired HOT, OAT or aeroplane skin temperature (whichever is lowest) and prevailing weather conditions.
De-/anti-icing Release Person

The authorized person who performs the check after de-/anti-icing and issues the de-/anti-icing release statement.
De-/anti-icing Release Statement

The notification to P-i-C that the aeroplane is checked free from frost, ice and snow after performed de-/anti-icing. It shall include a specification of the performed treatment. Refer to TTPMLG913.
Determined Hold-Over Time (HOT)

The HOT that can reasonably be expected under prevailing conditions. It shall be determined as a single number by the P-i-C based on the given anti-icing treatment, prevailing temperature and weather and the time range given in the HOT table. In light weather it may be selected in the upper region of the HOT table time range. In heavy weather it should be selected in the lower region of the HOT table time range. In very heavy weather and/or very strong wind it may even be advisable to select a HOT shorter than the lower number in the HOT table. If weather conditions change during the HOT, there may be reason to revise the determined HOT.
Dry Snow
Dry Snow (normally experienced when temperatures are below freezing) can be brushed off easily whilst wet snow (normally experienced in temperatures above freezing) is more difficult to remove, being sufficiently wet to adhere.
Freezing Conditions
Conditions in which the outside air temperature is below +3 deg C (37.4 deg F) and visible moisture in any form (such as fog with visibility below 1.5 km, rain, snow, sleet or ice crystals) or standing water, slush, ice or snow is present on the runway.
Freezing Drizzle (Metar code: FZDZ)

A fairly uniform precipitation composed exclusively of fine dropsdiameter less than 0.5 mm (0.02 inch)very close together which freeze upon impact with the ground or other objects.
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Freezing Fog (Metar code: FZFG)

A suspension of numerous tiny supercooled water droplets which freeze upon impact with ground or other exposed objects, generally reducing the horizontal visibility at the earths surface to less than 1 km (5/8 mile).
Glaze Ice or Rain Ice

A smooth coating of clear ice formed when the temperature is below freezing and freezing rain contacts a solid surface. It can only be removed by de-icing fluid; hard or sharp tools should not be used to scrape or chip the ice off as this can result in damage to the aeroplane.
Hoar Frost
Hoar frost (a rough white deposit of crystalline appearance formed at temperatures below freezing point) usually occurs on exposed surfaces on a cold and cloudless night. It frequently melts after sunrise; if it does not, an approved de-icing fluid should be applied in sufficient quantities to remove the deposit. Generally, hoar frost cannot be cleared by brushing alone. Thin hoar frost is a uniform white deposit of fine crystalline texture, which is thin enough to distinguish surface features underneath, such as paint lines, markings, or lettering.
Holdover Time
HOT is the estimated time the anti-icing fluid will prevent frost, ice and snow to form or accumulate on the protected (treated) areas of the aeroplane. HOT starts at beginning of the final anti-icing treatment. A HOT table is published in RM/PFL, giving HOT as function of applied fluid, temperature and weather. For each condition the table gives a range of HOT (e.g. 30-45 minutes) and it is the responsibility of the P-i-C to determine what HOT can be expected under prevailing conditions, see Determined Hold-Over Time (HOT).
Icing Conditions
May be expected when the OAT (on the ground and for takeoff) or when TAT (in flight) is at or below 10 deg C, and there is visible moisture in the air (such as clouds, fog with low visibility of one mile or less, rain, snow, sleet, ice crystals) or standing water, slush, ice or snow is present on the taxiways or runways. (AFM definition)
Light Freezing Rain

A precipitation of liquid water particles which freezes upon impact with exposed objects, in the form of drops of more than 0.5 mm (0.02 inch) which, in contrast to drizzle, are widely separated. Measured intensity of liquid water particles are up to 2.5 mm/hour (0.10 inch/hour) or 25 grams/ dm2/hour with a maximum of 2.5 mm (0.10 inch) in 6 minutes.
Pre-takeoff Check
Pre-takeoff Check is the P-i-C's final check that the aeroplane is free from frost, ice and snow before takeoff. It shall be performed within 2 minutes of commencing takeoff roll whenever conditions are such that frost, ice and snow might have accumulated on the aeroplane after the de-/anti-icing treatment. See para 4.
Representative Surface
Any surface of the aeroplane, visible from the flight deck and de-/anti-iced equally as the critical surfaces, which can be checked, in lieu of the critical surfaces, when performing the Pre-takeoff Check.
Rime
(A rough white covering of ice deposited from fog at temperature below freezing). As the fog usually consists of super-cooled water drops, which only solidify on contact with a solid object, rime may form only on the windward side or edges and not on the surfaces. It can generally be removed by brushing, but when surfaces, as well as edges, are covered it will be necessary to use an approved de-icing fluid.
Skin Temp
The temperature of the aeroplane (wing) skin, which may be different from OAT; especially where skin is in contact with cold fuel. Low skin temp may cause frost or ice on wings at OAT normally not associated with icing.
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Sleet
A precipitation in the form of a mixture of rain and snow. For operation in light sleet treat as light freezing rain.
Slush
Water saturated with snow, which spatters when stepping firmly on it. It is encountered at temperature around 5 deg C.
8.2.4.2
De-/Anti-Icing AwarenessThe Basic Requirements

Responsibility
The ultimate responsibility for determining that the aeroplane is free from contamination and to decide whether de-/anti-icing is necessary rests solely with the P-i-C.It is the responsibility of the departure check person to perform these checks and verbally report his findings to the P-i-C. Any reported check findings shall be confirmed by readback from the P-i-C who in co-operation with the Departure Check Person state the necessary de-/anti-icing treatment of the aeroplane. If the flight crew is not present, the Departure Check Person has the authority to order de-/antiicing as he deems necessary. The P-i-C shall forward the findings from the Departure Check and his order of required treatment to the person in charge of the de-/anti-icing operation. The de-/anti-icing release person is responsible for the correct and complete treatment of the aeroplane. After de-/anti-icing he must report to the P-i-C with a de-/anti-icing release statement. If statement not received, the P-i-C shall ask for it. The responsibility of accepting the performed treatment lies with the P-i-C. The transfer of responsibility takes place at the moment the aeroplane starts moving under its own power after de-/anti-icing. The P-i-C shall perform the checks if no ground crew is available. The P-i-C shall determine HOT for prevailing conditions. Ref DETERMINED HOT. The HOT table must only be used as a guideline, as many factors affect the time of protection of the aeroplane. The P-i-C must be ensured that there is no frost, ice or snow on the critical surfaces of the aeroplane when commencing the takeoff roll. This is considered to be accomplished when the Pre-takeoff Check of the aeroplane has been performed satisfactorily If it cannot be satisfactorily confirmed by the Pre-takeoff Check, that critical surfaces are free from frost, ice and snow, the aeroplane shall return for a new de-/anti-icing.
Checks
Have you enough information and adequate knowledge in order to dispatch? Do accurate visual checks over wing and THS have been performed? Remark: Ladder or other equipments may be needed to perform the checks.
Effect of Ice
General Aircraft icing more greatly affects the performance of the aircraft through the impairment of aerodynamic properties of the wings than through the increased weight. These results in poorer handling, higher stall speed, more drag and less range of the aircraft and in the case of engine failure, can make it impossible to maintain safe terrain clearance. Ice breaking loose from the surface of the aircraft during ground roll and flight is a serious hazard to the engines if ingested. The most critical temperature range is experienced between 0 deg C and 10 deg C. Icing conditions may be expected in cloud and/or precipitation at temperature well above 0 deg C. Icing conditions should be expected in clouds down to 20 deg C. Below that temperature, icing conditions encountered should be less than severe, but the risk remains down to 60 deg C. Engine inlet ice reduces the performance of the engine and may cause damage to the engine if breaking loose. During ground operations the risk for engine inlet ice may increase if there is standing water, ice, slush or snow present on the ramps, taxiways and runways.
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Note:
Everyone concerned should have a clear realization of the potentially catastrophic effect which even the thinnest layer of snow, frost and ice can have on the performance of an aircraft when it is in a critical situation, e.g. during takeoff. Numerous takeoff accidents serve as a warning not to neglect this fact.
Different types of aeroplane icing The following parts of the aircraft are especially exposed to ice buildup and hereby create various difficulties of different kinds: Wing and stabilizer Icing is the main factor causing problems mentioned above through degrading of the aerodynamic characteristics. A relatively small roughness on a wing leading edge has large influence on the maximum lift capability of the wing. Snow, ice, frost or any other type of contamination, e.g., crushed insects, may cause a sandpaper surface. It is known that ice particles of a cross sectional size of one millimeter scattered over the wing as sparsely as one per square centimeter can reduce the stall angle of incidence and thus will increase the stall speed to values corresponding to normal rotation speeds. In extreme cases, can freeze up and become difficult and even impossible to move. In rare cases, can be iced up to such an extent that it may hamper approach and landing. Ice can produce errors to such an extent that the flight safety can be affected, especially during takeoff and landing. Their capability is reduced through formation of ice resulting in minimized or even lack of communication and radio navigation. Under-wing icing is common after long flights at high altitudes when fuel temperature may be appreciably below zero long after descent into warmer and more humid air. Frost will then often form on the wing under surfaces. Engine air intake is normally the first part of a jet aircraft to be iced up if icing conditions exist. This result in a loss of thrust and, if no de-icing is applied, surge and stall of the compressor may occur. Jet fuel contains small amount of water which is liable to freeze in the fine mesh of the fuel filters. With fuel temperature below 0 deg C, this may decrease the fuel flow and thereby the thrust and in extreme cases even stop the engine. Wing icing in the form of clear ice may form at the upper surfaces of the wings even at outside temperatures well above zero, whenever coldsoaked fuel is inside the wing fuel tanks and the aircraft is exposed to high humidity, fog, drizzle, rain or other water. During flight, the fuel temperature decreases to a very low level, depending on actual flying time, flight level and the fuel temperature at refueling. Due to very slow heat transfer/air convection on ground, the wings will remain coldsoaked over and extensive period of time. The ice is very hard to detect. If breaking loose during flight, the ice may cause substantial damage.
Controls Windshields Pitot tube Antennas Under-wing icing
Engine air intake
Fuel icing
Wing icing
Nomenclature The words "Light", "Medium" and "Heavy" aircraft icing conditions as used by FAA in the USA when approving U.S.-built aircraft, are scientific terms based upon the liquid water content in clouds, and also the mean effective drop diameter and ambient air temperature and have consequently no relation to the definitions in AIREP. The terms "Light", "Moderate" and "Severe" icing used at meteorological briefing, and in meteorological warning messages should correspond, as far as possible, to the definitions in AIREP. Meteorologist may have obtained information from aircraft in flight or made an estimation from previous experiences. If not stated, and the P-i-C deems it necessary, he should inquire from what type of aircraft the reports of icing have been received.
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Pilot Techniques
The purpose of this section is to deal with the issue of ground de-icing/anti-icing from the pilot's point of view. The topic is covered in the order it appears on cockpit checklists and is followed through, step by step, from flight preparation to take-off. The focus is on the main points of decision-making, flight procedures and pilot techniques. Receiving aeroplane When arriving at the aeroplane, local advice from ground maintenance staff may be considered because they may be more familiar with local weather conditions. If there is nobody available or if there is any doubt about their knowledge concerning de-icing/anti-icing aspects, pilots have to determine the need for de-icing/anti-icing by themselves. Flight deck preparation The following actions shall be performed before every departure. The Departure Check Person shall perform a check for need to de-ice according to TTPMLG917. Preflight actions:
The P-i-C or crew member delegated by him shall inspect the aeroplane to assure that
no frost, ice or snow adheres to the aeroplane; icing on the planned flight altitude;
Check anti-icing and de-icing to be fully serviceable, unless there is positively no risk of Move flight controls to full deflection in both directions to detect possible blocking by ice; Use ice protection equipment during taxiing and takeoff as laid down in AOM/FCOM; Correct takeoff weights, thrust settings and speeds for ice protection as laid down in AOM/
FCOM and GWC. These corrections apply when icing conditions are expected at or below the minimum flap retraction altitude as stated in the special engine failure procedure. Avoid getting into the jetblast area behind other aeroplane as snow may be blown into engines and may accumulate on aerodynamic surfaces and lift devices. Note:
The P-i-C shall, if applicable in cooperation with the departure check person, state the necessary de-/anti-icing treatment of the aeroplane or be assured that there is no frost, ice or snow on the critical surfaces of the aeroplane. If de-icing performed:
The de-/anti-icing release person shall perform a check after de-/anti-icing verifying that all
Note: The regulations and instructions for the ground crew are found in TTPMLG917.
frost, ice and snow accumulations are removed from the critical surfaces of the aeroplane after completed treatment.
If conditions are such that frost, ice or snow might accumulate on the aeroplane:
After anti-icing, the P-i-C shall determine the HOT for prevailing conditions. See
Determined Hold-Over Time (HOT) and Technical Log shall be entered INFO of fluid type and the time the final de-/anti-icing step commenced, e.g. INFO:De-/anti-icing Type II, 75/25 at XXXX UTC.
The P-i-C or a delegated person shall perform a Pre-takeoff Check within 2 min before takeoff. Taxiing During taxiing, the flight crew should observe the intensity of precipitation and keep an eye on the aeroplane surfaces visible from the cockpit. Ice warning systems of engines and wings or other additional ice warning systems must be considered. Sufficient distance from the preceding aeroplane must be maintained as blowing snow or jetblasts can degrade the anti-icing protection of the aeroplane. The extension of slats and flaps should be delayed, especially when operating on slushy areas. Slat/flap extension must be verified prior to take-off and the before Takeoff checklist can be postponed accordingly.
Pre-takeoff Check
Whenever conditions are such that frost, ice and snow might be present on the aeroplane, the P-i-C or a delegated person shall perform a Pre-takeoff Check within 2 min of commencing takeoff roll. The purpose of the check is to verify that frost, ice and snow has not accumulated
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on the critical surfaces after the de-/anti-icing treatment. The following three methods are acceptable:
Mental Review
A mental review of prevailing conditions including: Anti-icing treatment and HOT; Precipitation type and rate and variations experienced since anti-icing was performed; Temperature, normally OAT but also skin temp if aeroplane has been cold soaked; Relation of temperature/dewpoint; Wind or experienced jet blast (especially for Type I fluid); Visual cues as available from flight deck. The Pre-takeoff Check is passed satisfactorily, if review confirms, beyond any doubt, that critical surfaces remain free from frost, ice and snow.
Check of Representative Surface

A visual check of a representative surface from within the flight deck. The Pre-takeoff Check is passed satisfactorily if: The determined HOT has not expired; and It is visually confirmed that the representative surface is free from frost, ice and snow.
Check of Wings
A visual check of wings may be necessary to open flight deck windows or perform the check from the cabin. The Pre-takeoff Check is passed satisfactorily if: The determined HOT has not expired; and The visual check confirms that wings are free from frost, ice and snow. Takeoff Recommendations given in FCOM of individual aeroplane types regarding performance corrections (effect of engine bleeds) or other procedures applied when operating in icing conditions must be considered. General remarks In special situations, flight crew must be encouraged not to allow operational or commercial pressures to influence decisions. If there is any doubt as to whether the wing is contaminated - do not go on. As in any other business, the key factors to keep procedures efficient and safe are awareness, understanding and communication. If there is any doubt or question at all, ground and flight crew must communicate with each other.
oOo
OPERATING PROCEDURES Flight Procedures
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8.3
8.3.1
Flight Procedures
VFR/IFR Policy
Air Traffic Services must be used for all flights whenever available. A flight must not be commenced unless an ATS flight plan has been submitted, or adequate information has been deposited in order to permit alerting services to be activated if required. All flights shall be filed and performed according to an IFR flight plan that must not be changed to VFR. However, visual approaches may be executed in accordance with 8.3.1.5. Instrument departure and approach procedures established by the State in which the aerodrome is located have to be used. However, a P-I-C may accept an ATC clearance that deviates from above, provided obstacle clearance criteria are observed and full account is taken of the operating conditions. The final approach must be flown visually or in accordance with the established instrument approach procedure. Note: Abnormal or emergency situations may never be simulated during line flying with passengers on board.
8.3.1.1
Takeoff
General
All takeoffs shall be made under the conditions that published performance requirements are met. Takeoff from aerodrome not listed in GWC must not be made without permission from DP. It is compulsory that departure and approach charts be readily available at every takeoff. A takeoff shall not be commenced unless the weather conditions at the aerodrome of departure are equal to or better than applicable minima for landing at that aerodrome, unless a suitable takeoff alternate aerodrome is available. For takeoff minima, takeoff alternate aerodrome selection and requirements, See OM-A 8.1.3.7Flight Preparation; Methods for the Determination of Aerodrome Operating Minima and RM.
Briefing
Before every takeoff, a briefing shall be given by PF. The briefing shall be short, precise and in accordance with actual situation, containing at least the following items: NOTAMs, technical snags that affect aircraft operations Applicable departure procedure including clearance limits Procedure to be followed in case of engine failure. P-i-C shall review individual flight crew's duties in case of emergency evacuation or any emergency procedures deemed necessary especially for every first flight of the day.
Takeoff Weight
The max takeoff weight on the load sheet is primarily used for calculation of the traffic load, and may differ considerably from the actual max takeoff weight, depending on a choice of runway and actual takeoff conditions. The crew, before each takeoff must therefore, calculate the permissible max takeoff weight for actual runway and conditions.
Choice of Runway
Runway giving the best safety margin under prevailing conditions shall normally be used, with due regard to other factors. If adhering to this rule involves unreasonable delays, another performance wise acceptable runway may be used. The runway width for takeoff and landing should normally not be less than 40 m. For narrow-bodied aircraft the runway width is 30 m. However, the operation from narrower runways can be approved by DP depending on availability of runway shoulders, type of aircraft, etc., or by establishing special weather minima, crosswind limits, etc. If runway width less than those specified above is approved, this will be indicated in the Airport Chart or Company information contained in the Aerodrome Manual.
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Intersection Takeoff
Takeoff shall normally be started from the beginning of a runway. However, if other takeoff points are given in Gross Weight Chart (marked by a letter on the Airport Chart) the takeoff runway may start from such a point in order to: Comply with noise abatement procedure. Comply with the requests from ATC. Save fuel. Reduce delays or adhere to schedule. Intersection takeoff requires a visibility of 2 km or more, except when intersection takeoff is an official requirement. Takeoff weight must always be checked against the Gross Weight Chart and due regard must be paid to runway conditions, e.g. braking action.
Selection of Takeoff Configuration, Thrust and Speeds

Takeoff configuration, takeoff thrust and V1 shall be selected with due regard to prevailing conditions, such as the relation between actual takeoff weights and the runway, obstacle and climb limited takeoff weights, the runway and weather conditions, and the terrain and climb-out procedures. In a performance limited takeoff, the choices are limited, but most often, a careful consideration of these factors can contribute to overall takeoff safety. Takeoff flap When TOW margins exist versus obstacle and climb limited takeoff weights, consider using a large flap setting on wet and contaminated runway and whenever extra accelerate-stop margin is advisable. When a large amount of excessive runway is available (TOW margin versus runway limited takeoff weight), consider using a smaller flap setting if improved climb performance is advisable. Refer to GWC manual for respective aircraft type. Max takeoff thrust The maximum permitted takeoff weights given in Gross Weight Charts are based on the use of max takeoff thrust according to the respective FCOM/AOM or the takeoff thrust ratings given in the Gross Weight Chart. Max takeoff thrust The maximum permitted takeoff weights given in Gross Weight Charts are based on the use of max takeoff thrust according to the respective FCOM/AOM or the takeoff thrust ratings given in the Gross Weight Chart. Derated takeoff thrust In order to conserve engine life, derated takeoff thrust is permitted as specified in the respective FCOM/AOM. Derated takeoff thrust may only be used provided a check of the relevant Gross Weight Chart confirms that the thrust will be sufficient in relation to the actual takeoff weight versus the climb performance and runway to be used. Derating is based on the performance-limited weight, not on the noise-limited weight. In situations when the advisability of using reduced thrust is doubtful, the takeoff margins can be improved, without sacrificing all the benefits of reduced thrust, by selecting an assumed temperature to lower than the max permissible assumed temperature. Full takeoff thrust is always an option if the P-i-C deems this more advisable than reduced thrust under prevailing conditions. Selection of V1 Reduced V1 shall be used on wet and contaminated runways according to rules in the respective FCOM/AOM. For aircraft types where a range of permissible V1 is available, additional accelerate-stop margin can be obtained by selecting a low V1 within the permissible range. Although, this will reduce screen height in case of continued takeoff after engine failure,
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it will not compromise the required screen height (35 or 15 ft). The option of selecting a V1 is available in the pre-takeoff planning stage only. Once a V1 has been selected, this V1 is valid for the STOP/GO decision.
Alignment
Alignment distance and the length of the aircraft are considered in permissible takeoff weights. For runway-limited takeoffs, use minimum possible alignment distance. However, if taxi speed can be maintained until advancing throttles for takeoff, the kinetic energy may compensate for longer alignment decision.
Foot Placement Braking Technique

If the aircraft is equipped with auto brakes, the system should always be set for maximum brake capability during takeoff. In case of a rejected takeoff, the LP must be prepared to manually brake the aircraft, if the automatic brake system malfunctions. However, he should not interfere with a functioning system unless stopping is no longer a problem. The foot placement shall also be such that steering is assured under strong crosswind and gust. LP shall have his feet placed in a position such that a rejected takeoff can be initiated without delay. RP shall have his feet placed to steer the aircraft when performing a takeoff, but be prepared to assist LP in braking upon order.
Thrust Setting Technique

Thrust setting and thrust changes on all modern fan engines should be done with caution. Therefore, it always takes some times to apply takeoff thrust. Furthermore, individual engines on one aircraft will sometimes show different acceleration characteristics. On these occasions, it takes an even longer time to adjust the throttles, so as to avoid a thrust difference between the engines. During the thrust application time, available runway length is consumed. Therefore, throttles should be advanced before the brakes are released. When verified that all engines are accelerating at the same rate, the brakes should be released at the recommended thrust setting, which is found in FCOM/AOM. When takeoff performance is not marginal and excessive runway is available, brakes may be released before thrust application. Under these conditions a rolling takeoff is also permitted.
Monitoring of Flight Instruments

In order not to be misguided by erroneous flight instrument indications, it is extremely important that both pilots carefully monitor attitude, altitude, speed and rate of climb during liftoff and initial climb. The possibility of flight instrument failure during this critical part of the flight must always be kept in mind. Do not read the Climb Checklist until the aircraft has reached at least 1000 ft above field elevation. Should any malfunction or other disturbances occur during takeoff or initial climb phase, it must be realized that the primary duty of PF is to maneuver the aircraft in a safe way. Pertinent actions called for by the malfunction shall, without neglecting proper monitoring of the flight, be performed when this can be done safely.
Takeoff in Limited Visibility

Visibility refers to meteorological visibility, or "RVR". RVR is applied whenever given. If more than one RVR value is given for the same runway, the lowest RVR determines the minima for takeoff. The additional values shall be used as guidance unless otherwise specified. The reported RVR/visibility value representative of the initial part of the takeoff runway can be replaced by pilot assessment. Fog dispersal by means of taxiing along the runway is not permitted. For more regulations regarding takeoff in limited visibility, see RM. All takeoffs in RVR of 500 m or less (visibility if RVR not available) must be performed by the LP. Max crosswind is 10 kt. Use of landing lights in limited visibility When taking off in reduced visibility, use of external lights may cause disorientation and reduce forward visibility due to reflections and blinding effect. False impressions of drift may also occur in precipitation and crosswind conditions. The use of such lights during takeoff in these conditions is, therefore, not recommended.
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Malfunction/Abnormal Aircraft Behavior during Takeoff

In order to reach a quick and correct decision should an abnormality occur, it is recommended that the P-i-C, prior to starting a takeoff, already make a mental review of the factors affecting that particular takeoff, e.g. Gross Weight Available runway length (overrun) and runway conditions Obstacles (beyond the threshold and in the climb area) Climb conditions (icing, wind conditions) Procedure for engine failure after takeoff for the respective aerodrome Action in case of tire failure Aircraft serviceability and technical remarks. If the abnormality seriously affects the takeoff thrust, e.g., engine failure, the following basic rules are applied: If occurring at or after V1, normally go. If occurring before V1, normally stop. Generally, an aircraft can be expected to lift off at the end of the required runway length in case of a continued takeoff after engine failure at speeds: 2- and 3-engine aircraft 4-engine aircraft All aircraft on wet and slippery runway when reduced V1 is used Caution: V1 - 10 V1 - 20 V1 - 5.
The basic V1 concept is based on dry runway conditions and since there is no full explanation for contamination, it will not normally be possible to stop the aircraft on a runway-length-limited takeoff from speeds close to V1 when the runway is covered with water, slush, snow or ice even if reversing and prescribed corrections have been applied.
For each aircraft type, consult the respective GWC for reduced V1 operations. When other abnormalities occur, their nature and time of occurrence must be taken into consideration. If occurring at an early stage of the takeoff where no doubt exists as to a safe stop on the runway, then stop. If occurring at the speeds close to V1, the nature of the abnormality and its effects on the airworthiness of the aircraft in a continued flight, must be judged versus the possibility of making a safe stop. The following abnormalities may justify a continued takeoff: Engine fire warning when all engines develop normal thrust, Indication failure of instruments not absolutely required, General electrical failures, Pilot's incapacitation (body not blocking controls), Tire failure close to V1 on a marginal runway with all engines developing desired power. The following abnormalities may justify a discontinued takeoff: Collision with foreign objects resulting in structural damage, Flight control failure or blocking of controls, and aircraft acceleration is not considerably effected. A takeoff discontinued at the speed above V1 on a minimum length runway is unprotected from a performance point of view. For detailed flight deck procedures, see the respective FCOM/AOM. Experience has proved that blown tires or landing gear structural failures may cause severe damage to landing gear doors, brake system, fuselage, wings and flaps as well as wiring and
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tubes in the landing gear well. In case of noticed or reported failures of this type, it is therefore recommended to: Keep landing gear extended for at least 5 min (except when prohibited from a performance point of view). If possible, confirm by visual check from aircraft or control tower that no fire or visible damage exists. Be very restrictive as regards continuation of flight as a damage may not be immediately discovered but may deteriorate and make a continued flight hazardous. Ask for an inspection of the takeoff area to check that vital parts have not become detached, or are causing a hindrance on the runway.
8.3.1.2
Climb
The rate of climb shall be at least 500 ft/min within 1000 ft of reported vacated altitude and practically 1000 ft/min within 1000 ft of the new assigned altitude unless ATC prescribes otherwise. In an automatic altitude control mode, rate of climb may be greater than 1000 ft/min in which case both pilots must ensure that aircraft correctly levels off at the required altitude. Caution: Excessive rate of climb may trigger an unintentional TCAS warning in RA mode if flight is conducted in a congested area.
During climb, a warning shall be given by PM/PNF calling out at 1000 ft before reaching a cleared altitude/flight level. If for some reason that call out cannot be made by PM/PNF, the call out shall be made by PF. Note: 1. On the aircraft equipped with serviceable automatic callout, the callout by PM/PNF is not required. However, the callout checked shall be made by PF after such automatic callout. 2. Altitude pre-select system, if equipped, shall always be used.
Keeping of Terrain Clearance during Climb Out

A visual climb out may be carried out during daylight when actual cloud base is above the highest minimum sector altitude and surrounding terrain is clearly visible, provided: Clearance to deviate from SID/departure is obtained from ATC. Max TOW according to GWC for given runway/departure based on IMC is adhered to. Noise sensitive areas otherwise protected by SID/departure are not over flown. VMC conditions are maintained at all times, up to safe altitude, i.e. MSA, MTCA. During visual climb out, the P-i-C must prepare to regain climb out procedure or return to departure airport, to maintain VMC. If necessary, aircraft configuration must be changed in order to maintain proper terrain clearance. Required terrain clearance will be obtained if published climb out procedure or SID's are followed. Published climb out procedure shall always be followed during IMC. Deviations from published SID's are permitted provided clearance and radar vectoring are given by ATC. If more than one departure procedure can be utilized from the same runway, great care must be taken to ensure that the radio navigation aids are tuned and set so as to correspond to the actual clearance received. Anticipation of one specific clearance should be avoided and any pre-departure briefing or preparation made before receiving the ATC clearance should include reference to all possible published procedures that can be received. When no SID's or departure are published, the climb procedure is left to the P-i-C's discretion. The following guidelines shall be applied: In VMC and daylight, visual climb may be performed according to conditions in 8.1, Separation of IFR traffic in VMC. In IMC and darkness, minimum terrain clearance shall be maintained. In case of engine failure: Follow special engine failure procedure (SEFP) if published and ATC be informed if procedure deviates from the cleared procedure, or
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Follow SID or climb out procedure (CLP) if special engine failure procedure not published, or Proceed at the P-i-Cs discretion, if SEFP or climb out procedure not published. Note: While performing climb-out procedure with one-engine inoperative, if the procedure (engine failure or SID) does not require the aircraft to maintain V2 until level-off height (which is higher than flaps retraction height or acceleration height), the aircraft clean up shall be made at the height stated in the respective GWC (minimum acceleration height).
8.3.1.3
Cruise
General
The P-i-C shall ensure that all flight crew members are aware of their duties required to perform during cruise and holding phases of the flight. It is particularly important that the P-i-C ensure that a crew member occupying a flight deck seat not usually occupied by him is aware of the duties he is required to perform. When conditions and workload permit, the P-i-C can allot offduty periods to his flight crew members as applicable. Before a crewmember is off duty, he shall ensure that his duties and responsibilities have been taken over by one of the on-duty flight crew members. (See Crew Composition.)
Procedures
1. Keeping of Separation The increasing traffic density calls for the highest precision in adhering to cleared altitude/ flight levels, and the maintaining of accurate navigation. The assigned flight level/altitude should normally be kept within an indicated tolerance of 50 ft. Altimeter errors can reduce vertical separation. Exercise extreme caution when flying from one area into another where different altimeter settings are used for vertical separation or where different units are used, i.e. meters/feet. 2. Keeping of Terrain Clearance Except during climb and descent, a flight must not be conducted at an altitude/flight level below the applicable safe altitude corrected for pressure, wind and temperature. Whenever a flight comes outside the corridor on which the minimum altitude is based, the P-i-C must check that the flight is performed above the minimum grid altitude. 3. Radar Assistance Radar may be used to assist in navigation and to reduce separation requirements. The P-i-C must, however, be aware that in certain weather conditions with low-level temperature inversion, a ground radar may receive echoes from the aircraft when it is still flying outside the operating range of radar. In such situations, the radar may show the aircraft to be far closer to radar station than it actually is. Fortunately, such weather conditions seldom occur. Descent under radar vectoring shall only be approved after consideration of required terrain clearance and weather conditions. 4. Instrument Monitoring To ensure that faults or failure tendencies are quickly noticed and corrective actions are taken accordingly, pilots must periodically check all relevant instruments and take note of any abnormal readings. 5. Deviation from Prescribed tracks The P-i-C shall not deviate from his prescribed track unless necessary due to safety reasons (i.e. to avoid CBs, turbulence, ice, etc.).
Range Control
Checking the actual fuel remained for a certain distance versus that estimated for that distance performs Range Control. The fuel remained shall be checked versus the fuel consumed in order to ensure correct figures. The difference between actual and estimated remaining fuel shall be noted, and reasons for the difference established. The range control shall be carried out at least every 60-90 min simultaneously with suitable position reports.
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8.3.1.4
Preparation for Descent and Approach

General
Planning and preparation for descent and approach shall be completed well before commencing approach. Flight crew should be well prepared for the expected approach procedure that the approach chart is only needed for quick references. It is compulsory for both pilots to have valid approach chart for the planned approach procedure available during every approach. When CAT II/III approach facilities are available, the approach shall be planned and carried out as CAT II/III when weather conditions so require.
Definitions
Automatic approach Note: An approach utilizing aircraft autopilot to capture and to hold the ILS localizer and glide path.
If visual guidance is obtained at or above DA/DH, it is recommended to keep the autopilot engaged until reaching the minimum height permitted for autopilot operation according to the respective FCOM/AOM, provided it functions satisfactorily and a correct flight path is followed. During an automatic approach, the Automation is used to control the aircrafts flight path and speed along the relevant ILS localizer and glide path down to touchdown. It may also include control of the aircraft along the runway during the landing rollout. An approach utilizing aircraft autopilot to maintain the correct heading and/or rate of descent during an approach. An approach where the pilot continuously receive both lateral and vertical guidance from the signal of an electronic landing system; e.g. ILS, PAR. An approach where the pilots receive only lateral guidance from the signal of an electronic approach aids; e.g. LOC, VOR, NDB.
Automatic landing
Semi-automatic approach Precision approach
Non-precision approach
Briefing
Briefing is a means of making agreement among the flight crew as to when, where, and how the approach and landing or a missed approach would be carried out. Briefing shall be done in a timely manner when every crewmember can pay full attention to. PF shall, in his briefing, clearly state his intentions and ensure that PM/PNF is fully aware of the type of approach to be performed and the procedures are followed in case of a go-around, utilization of Auto Flight Control System, setting of navigation aids, and checks required during approach. With regard to the actual conditions, the briefing for an instrument approach shall be made well before commencing descent covering approach procedures and stressing essential items below. Weather Decide on minimum weather conditions applicable for the type of approach to be made. Navigation aids All available navigation aids including markers shall be used. Clearance limits Advise PM/PNF to warn whenever the applicable clearance limit has been reached. Type and method of approach Brief on intended type and method of approach, e.g. ILSAutomatic Approach (Automatic/ Manual Landing), VOR/NDB-Semi-Automatic Approach, etc. Altitudes Decide on the applicable minimum altitude for each segment upon over navigation aids stated on the approach chart. During an ILS approach, the altitude checks over OM and other equivalent positions are mandatory. Remember temperature correction in extremely cold conditions. Decision altitude/height or minimum descent altitude
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If there is no automatic callout, advise PM/PNF of approaching and reaching minimum altitude he is to call out, one hundred feet above DA/DH/MDA and at DA/DH/MDA. These altitudes/ heights shall be called out when reached, by PM/PNF or automatic callout, if PF is still flying the aircraft by using instruments. During briefing, the actual values, e.g. 430 ft and 330 ft shall be mentioned, whereas during approach the callout shall be done in accordance with the respective FCOM/AOM. For non-precision approaches autopilot has to be disengaged at or before reaching the minimum height permitted for autopilot operation in accordance with the respective FCOM/AOM. Constant Angle Non-Precision Approach (CANPA) Determine time to Decision Point on approaches without glide path reference, and calculate the appropriate rate of descent. Briefing on minimum crossing altitudes and minima is recommended. Dimming Decide on how dimming of approach and runway lights shall be requested, if required. Runway lights should not be requested to dim when landing in minimum visibility condition. Lookout PF shall ensure that PM/PNF is aware of who is to stay on instruments and who is to look out for visual guidance after 100 ft prior to reaching minima. CAT II/III approach Brief on all relevant callouts before commencing a CAT II/III approach and landing. Missed approach Ensure a complete understanding of the valid missed approach procedures including setting of navigation aids. If a circling approach is planned, determine a missed approach procedures to be used at specific points along the circling pattern. Technical status Review aircraft technical status for equipment that may affect approach and landing. NOTAM Reviews NOTAM that may affect approach and landing.
Checklist
PF shall ensure that the checklist is completed well in advance of each phase of descent and approach, as this will improve the flight crew members' possibility of efficiently monitoring the approach.
8.3.1.5
Descent
General
Descent occurs when an aircraft leaves its en route altitude with the intention to commence an approach and landing. Before commencing a descent, the P-i-C shall carefully consider various aspects with regard to descent, as specified in the respective FCOM/AOM.
Terrain Clearance
In order to keep sufficient terrain clearance during descent and approach, the following regulations shall be applied: Altitude limit Maintain at least the applicable minimum altitude for the area/segment, until a positive check over VOR, NDB, Marker or a designated position in relation to VOR/DME clearly indicates the correct position for further descent in the approach area in accordance with the approach procedure laid down in STAR/Approach Chart. Descent to a lower altitude before reaching the approach aid is only permitted if stated on the STAR/ Approach Chart. Radar vectoring When being vectored by radar, the radar controller shall ensure that adequate terrain clearance will exist at all time until the aircraft reaches the point where the pilot will resume own navigation. However, all possible aids shall be utilized to monitor the aircraft position.
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Note:
1. The minimum radar vectoring altitudes shall include a correction for temperature effect. 2. In case of COM failure, squawk 7600 and perform the relevant communication failure procedures.
Visual descent and approach During daytime, a visual descent and approach may be carried out when weather conditions so permit. During night time, when it is positively determined by navigation aids that the position of the aircraft is within sector distance, a visual approach may also be executed. The position during the whole descent and approach shall be constantly confirmed by means of navigation aids available and proper terrain clearance maintained. When performing a visual approach, the aerodrome and/or the landing runway must be in sight at all times. (See Night landing requirements.)
Procedure
The PM/PNF, shall carefully monitor the descent and check that the relevant points and altitudes mentioned during the briefing are adhered to. 1. Altitude warning During descent, if automatic callout is not available, PM/PNF shall warn 1000 ft prior to reaching a cleared altitude/flight level. 2. Rate of descent The rate of descent shall be at least 500 ft/min within 1000 ft of reported vacated altitude and practically 1000 ft/min within 1000 ft of the new assigned altitude, unless ATC prescribes otherwise, exception from this restriction is when utilizing an automatic altitude control system. The rate of descent below the applicable minimum altitude for the area/ segment plus 2000 ft shall normally not exceed 2000 ft/min. Exceptions may be made during daylight with visible surrounding terrain or when a greater rate of descent is part of an approved ATC procedure according to RM. When a rate of descent of more than 2000 ft/min is permitted below the above mentioned altitudes, all pilots must pay special attention to flight instruments and to lookout. 3. Speed The speed during a descent should be kept to a reasonable limit with regard to traffic density, weather conditions and approach aids used. (See the information in Aerodrome Manual for various countries.) To maintain proper terrain clearance in holding pattern, procedure turns, reversal and racetrack patterns, the maximum speed stated in RM must not be exceeded. 4. Fuel economy Optimum fuel economy should be aimed through careful planning and professional execution of the descent and approach. Attention is drawn to the importance of initiating the descent at the optimum top of descent and to fly the approach using minimum drag consistent with other operation limitations. 5. Fuel check during approach Minimum fuel during approach consists of fuel from the present position to landing or to go-around plus alternate fuel, if required, plus final reserve fuel and any additional fuel, if applicable.
8.3.1.6
Approach
General
An approach procedure is said to commence when an aircraft leaves a holding or an equivalent terminal area position in order to carry out a landing on a selected runway. It is left to the P-i-C to decide whether or not an approach will be commenced based on the operational minima and on his judgment as to the probability of a successful approach, taking into account the environmental weather conditions and the regulations. It is the Companys policy that an approach shall not be commenced if the weather situation, as deemed by the P-i-C, is likely to cause a go-around.
ATC Clearance
When an approach clearance has been received, the entire approach procedure must be executed unless receiving:
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Radar vectors to an approach within navaid coverage, or Clearance for a visual approach, or Clearance for a straight-in approach.
Terrain Clearance
Descent in IMC from the initial/intermediate approach altitude shall not be commenced before the procedure turn is completed or the final approach fix is passed and the aircraft is established on: The LOC or VOR inbound track for the respective procedure and within a half-full scale deflection, or The inbound track 5 to/from final approach aid in an NDB approach. When available, a glide path reference shall be followed. When performing a CANPA, the recommended descent rate and/or glide slope angle shall be used in order to reach MDA at the proper position from threshold, thus enabling a safe landing.
Requirements
An approach may be continued to DA/DH/MDA provided that at the outer marker or equivalent position, the officially reported RVR or visibility is not less than required. Converting the reported visibility in accordance with RM may derive RVR values. If no outer marker or equivalent position exists, this position is substituted by 1000 ft AGL. After passing the outer marker or equivalent position, if the RVR/visibility falls below requirement, the approach may be continued to DA/DH/MDA. For circling, both the official ceiling/vertical visibility and the visibility have to satisfy the circling minima. For non-precision approach and precision approach CAT I, an approach may not be continued below MDA or DA/H, unless at least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot: Element of the approach light system Threshold Threshold markings Threshold lights Threshold identification lights Visual glide slope indicator Touchdown zone or touch down zone markings Touchdown zone lights. If after having attended visual reference, the reported VIS/RVR is falling below minima, a goaround shall be initiated unless a landing is considered safer than a low altitude go-around. For precision approach CAT II and CAT III A, no pilot may continue and approach below the authorized DH, unless a visual reference containing a segment of at least 3 consecutive lights of the following is attained and can be maintained: Centerline of the approach lights, or Touchdown zone lights, or Runway centerline lights, or Runway edge lights, or A combination of these lights. The visual reference must include a lateral element of the ground pattern, i.e. an approach lighting crossbar or the landing threshold or a barette of the touchdown zone lighting. For precision approach CAT III B with fail-operational flight control system using a DH, a pilot may not continue an approach below the DH, unless a visual reference containing at least one centerline light is attained and can be maintained.
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Go-around
When no missed approach procedure is published, the procedure to use is left to the P-i-Cs discretion, except for circling approaches.
Weather
The P-i-C shall try to obtain the latest available weather observations before he decides to commence an approach. Visibility refers to meteorological visibility, or RVR. RVR is applied whenever given. For CAT II/III approach, the RVR shall be measured by transmissometer or other such means. If more than one RVR value is given for the same runway, the RVR at the threshold determines the minima for landing. Visibility is the only criterion (Except for circling, see Requirements above.) to continue an approach before the Outer Marker or equivalent position, however, due regard shall also be paid to actual reported ceiling in assessing the probability for a successful approach. Ceiling refers to a cloud amount of broken or more. When both ceiling and vertical visibility are given, the highest value is applied. Whenever the threshold cloud base/ vertical visibility is reported, this value is applied for instrument approach to that runway. It is also important to ensure that the runway surface conditions, e.g. water, slush, snow, ice, etc. and the braking action are fully considered. The P-i-C shall consider adjustment of the Companys minima upward if factors, such as, ice formation, turbulence, runway conditions, lack of experience or tiredness affect the approach and landing in a negative way.
Procedure
Closest cooperation is of the highest importance to achieve a safe and smooth operation. Both pilots shall monitor the instruments approach and it is especially a very important duty of PM/PNF to automatically inform PF of abnormal deviations from the approach procedure, altitude, rate of descent, speed and timing, and to progressively follow the points under the previous briefing. In order to detect false indications in any of the pilot instrument systems, momentary crosschecks shall be made by PM/PNF. If there is an extra crew, he shall take part in this task as he is in the best position to compare the instrument panels. During final course interception, raw data should be mainly displayed on PFs instrument. Should a malfunction or other disturbances occur or remain after selection of gear down, or when below 1000 ft above field elevation, and be of such a nature or require such an action that it prevents PF from a safe maneuvering of the aircraft, and/or PM/PNF from proper flight monitoring, the approach shall be discontinued. Whenever an approach radar is available, it shall normally be utilized to monitor an approach in weather conditions at or just above minimum. It is especially important to make a full use of available approach radar service for the monitoring of IMC approaches without glide path reference. PM/PNF is primarily a safety pilot and must not hesitate to manually interfere in a critical situation.
Automatic Approach Procedure

An automatic approach shall be made according to the following procedures in order to attain a uniform crew coordination.
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PF Check clearance Brief on:
POS 1 Confirm briefing Check navaids
PNF
Approach procedure Setting of navaids Crossing altitudes Minima Missed approach procedure. 2 3 Check AP and FD modes. Check altitude over OM or equivalent position.
Select appropriate AP and FD modes. Check correct aircraft configuration and establishment on ILS. Check and confirm altitude over OM or equivalent position. Start to divide attention between flight monitoring and lookout for visual guidance Acknowledge PNF's advice. Advise PNF when sufficient visual guidance for landing has been obtained. At DH/DA: Advise PNF and state intention whether sufficient visual guidance for landing has been obtained or not.
Advise PF of approaching minimum (Refer to barometric altimeter for CAT II/ III minima.) Continue to monitor AP and flight instruments.
5 6
Continue to monitor AP and flight instruments. At DH/DA: Advise PF of reaching minimum if PF does not obtain sufficient visual guidance. Continue to monitor flight instruments and aircraft configuration.
Note:
1. All advice, confirmation, acknowledgement, and intention shall be called out according to respective FCOM/AOM. 2. Should PF obtain sufficient visual guidance for landing at an earlier stage of the approach than that indicated herein, PM/PNF shall be advised and all subsequent callouts required by PM/PNF shall be omitted. 3. Any callouts that have been PIN programmed to call out automatically may be omitted if automatic callout is functioning. 4. When using CAT II minima, a go-around shall be made no later than when reaching CAT I minima if CAT II requirements are not fulfilled.
Manual or Semi-automatic Approach Procedure

A manual or semi-automatic approach shall be made according to the following procedures in order to attain a standard crew coordination.
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PF Check clearance Brief on:
POS 1 Confirm briefing Check navaids
PNF
Approach procedure Setting of navaids Crossing altitudes Minima Missed approach procedure. 2 3 Check AP and FD modes. Check altitude over OM or equivalent position. Start timing, if applicable. 4 Advise PF of approaching minimum. Start to divide attention between flight monitoring and lookout for visual guidance. 5 When approach lights or runway is in sight: Advise PF of visual reference acquisition. Continue to monitor flight instruments.
Use AP and FD to the possible extent. Check correct aircraft configuration and alignment with regard to approach aids. Check and confirm altitude over OM or equivalent position. Continue to monitor flight instruments and be prepared to level off or go around a) at minimum. Acknowledge and try to acquire visual reference according to PNF's advice. Start to divide attention between flight monitoring and lookout for visual guidance. Advise PNF when sufficient guidance for landing has been obtained. At DH/DA: Advise PNF and state intention whether sufficient visual guidance for landing has been obtained or not.
At DH/DA: Advise PF of reaching minimum if PF does not obtain sufficient visual guidance. Continue to monitor flight instruments and aircraft configuration.
a) For a non-CANPA procedure.
Note:
1. All advice, confirmation, acknowledgement, and intention shall be called out according to respective FCOM/AOM. 2. Should PF obtain sufficient visual guidance for landing at an earlier stage of the approach than that indicated herein, PM/PNF shall be advised and all subsequent callouts required by PM/PNF shall be omitted. 3. Any callouts that have been PIN programmed to call out automatically may be omitted if automatic callout is functioning. 4. After having passed position 3, PF shall remain on instruments until PM/PNF advises visual reference acquisition. Advice of visual reference can be made earlier than position 5 as appropriate.
Callout Procedure
Refer to FCOM/AOM.
Speed Control
During the entire approach, it is important to keep the correct speed with as little throttle manipulation as possible. However, the thrust setting must be promptly adjusted as soon as it becomes apparent that the adjustment is required. Whenever a wind shear is expected, the speed shall be corrected to compensate for expected wind shear effect.
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High Intensity Lights

As high intensity lights are beamed so as to give maximum intensity along the correct glide path, an approaching aircraft must follow the glide path in order to obtain the earliest contact with the lights. Aircraft entering the glide path from above or below will risk sudden blinding by the lights during an approach. Pilots should make themselves well aware of the approach lighting system in use at the runway selected in order to quickly establish correct visual reference. RVR is based on max intensity of the runway lights. It is therefore of utmost importance that dimming of the runway lights not be requested when landing under minimum visibility conditions as any attained visual reference may thereby be lost. Make sure that both pilots are aware of the intensity at which the approach and runway lights are operating, and to what degree of intensity they will be reduced if dimming is called for. When landing at aerodromes having separate dimming circuits for the approach and runway lights, ensure that the procedure for requesting individual dimming is known and followed so as to avoid losing runway visibility, if only the approach lights need dimming. Experience has shown that aircraft equipped with white integral flight deck lighting suffers less from blinding by high intensity approach or runway lights if a high level of flight deck lighting is maintained during approach and landing.
Visual Approach Slope Indicator System (VASIS)/Precision Approach Path Indicator (PAPI)
The glide path defined by standard system shall be closely followed. Due to system tolerances, as well as differences in eye-to-wheel height of various aircraft types, deviations from the ideal glide path may occur close to the ground. A constant aiming point shall be selected slightly further down the runway from the normal VASIS touchdown point. Use of full flaps is recommended. Be aware that the threshold crossing height could be somewhat lower than normal. When an ILS glide path is available, VASIS/PAPI should be disregarded, as these two glide path references might not be compatible. Under certain weather conditions, e.g. smog, haze, dust, the red light propagation might be reduced and the white output might dominate. VASIS and AVASIS VASIS are called AVASIS if consisting of less component (lights) or if installed on only one side of runway. VASIS are used down to 200 ft by aircraft having eye-to-wheel heights of approximately 4.5 m or less (737). VASIS must not be used for positive indication below 500 ft by 747, A340, 777, A330 and A300. 3-BAR VASIS and 3-BAR AVASIS 3-BAR VASIS, 3-BAR AVASIS shall consist of VASIS/AVASIS plus the installation of a pair of additional upwind wing bars. They are provided for aircraft having eye-to-wheel heights exceeding approximately 4.5 m but not more than approximately 16 m (for example, 747, A340, 777, A330 and A300). 3-BAR VASIS must not be used for positive indication below 200 ft. T-VASIS and AT-VASIS T-VASIS are called AT-VASIS if installed only one side of runway. T-VASIS may be used by all aircraft down to 200 ft. PAPI and APAPI (Precision Approach Path Indicator) PAPI are called APAPI if consisting of two lights only. PAPI are normally installed on the left side of runway. PAPI may be used by all aircraft down to 200 ft. For specific detail, see RM/LAT. Note: For 3-BAR VASIS/T-VASIS, wide-bodied aircraft are recommended to fly on a slightly higher profile than narrow-bodied aircraft.
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8.3.1.7
Circling
Circling Approach
An approach requiring visual maneuvering after completing an instrument approach in order to bring an aircraft into position for landing on a runway which is not suitably located for straightin approach.
Circling Minima
Circle-to-land, MDA/H applies within the circling approach area as designated by each state and provides at least the minimum required obstacle clearance within the final approach segment as well as for the missed approach. Minima The methods used to determine and establish the circling minima by each state are different, depend on its location and preferred regulation. The determination methods are as follows:
In conformity with ICAO Doc 9365 AWO

The minimum visibility for a circling approach should be that associated with the applicable MDH as shown in the Table below:
Aircraft Category B MDH (ft) Visibility (m) 500 1,600 C 600 2,400 D 700 3,600
Note:
The visibility values for circling minima given in Table above are commonly accepted operating minima and should not be confused with the design criteria for visual maneuvering (Circling) approach areas in PANS-OPS (Doc 8168). Where the MDH is higher than the minimum MDH given in Table above, the visibility value will be higher (Doc 9365).
In conformity with FAA-OPS SPEC Part C

When conducting an instrument approach procedure which requires a circling maneuver to the runway of intended landing, the foreign air carrier shall not use a landing minima lower than specified in the table below:
Speed Category (MAX IAS) (kt) 120 140 165 HAA (MDH) (ft) 450 450 550 1 1 2 Visibility in Statute Miles
In conformity with JAR-OPS 1 Subpart E

The lowest minima to be used for circling are the same as regulated by ICAO-AWO. Note: MDA is related to the relevant aerodrome elevation.
Procedure
Normal Circling Descent to circling altitude in IMC shall be made by utilizing the radio aid or aids for straight-in approaches. When reaching circling minima and runway not in sight, the aircraft shall execute a go-around and continue to the missed approach point. (In determining MAP, use VOR, NDB, Markers, DME distance.) After establishing contact for circling, the runway, or approach lights used for landing, shall be well within sight of the pilot throughout the whole circuit. This should always be flown at the highest altitude possible below the clouds up to a normal visual circuit height, and the final descent shall be started no earlier than where it fits into a normal approach angle.
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If at any place in the pattern it is allowed to descend below minimum altitude for circling, this shall be clearly indicated in the approach chart. No turns of more than 30 bank should be made with a terrain clearance less than 500 ft. Special Procedures Special circling procedures may be published in Aerodrome Manual for airports or runways where the terrain requires the use of specific approach patterns.
8.3.1.8
Go-around
General
A go-around occurs when an aircraft abandons its approach to a selected runway. In order to achieve maximum safety, it is important that the decision to abandon an approach be made as early as possible. Once the decision is made, it must not be changed. A go-around once commenced, must be completed and no attempt shall be made to reestablish an abandoned approach. PM/PNF shall carefully monitor that the go-around is performed in accordance with established procedures. In case PM/PNF has taken over the controls from PF in order to make a go-around, no further change of control shall be made until the go-around is completed. If a go-around is initiated after touchdown, the performance requirements cannot always be ascertained. A go-around shall therefore be initiated as early as possible and not after the aircraft has settled firmly on the ground, however, training flights with such qualified flight instructor as P-i-C may make touch-and-go landings during scheduled training flights.
Caution
Go-around from altitude BELOW MINIMA or beyond MAP may not always provide terrain clearance even with all engines operating when following missed approach procedure in the approach chart. To increase the safety margin in such a case, missed approach shall be performed in accordance with SID or SEFP whenever published and ATC must be informed accordingly. This problem is particularly pronounced if the permissible landing weight for a runway is higher than the permissible takeoff weight for that runway. However, the P-i-C may follow the missed approach procedure if he deems it adequate for the circumstances.
Go-around on ILS Approach

The approach shall be abandoned and a go-around be commenced if: The official visibility is below the applicable Company minima at the Outer Marker or equivalent position, or at 1000 ft AGL if no OM The approach is not stabilized at approximately 1,000 ft AGL At DH/DA, the pilot is unable to make a landing by using visual guidance Visual guidance is lost below DH/DA At CAT I minima on CAT II approach, requirements for CAT II are not fulfilled and visual guidance not obtained At minimum plus 100 ft on CAT II approaches, requirements for CAT II are not fulfilled On CAT III approaches, if requirements not fulfilled at 1,000 ft AGL At CAT II/III minimum, if the crosswind component measured on ground when passing DH exceeds 10 kt.
Go-around on Approach without Glide Path Reference

The approach shall be abandoned and a go-around be commenced if: The official visibility is below the applicable Company minima before reaching FAF Not stabilized at 1,000 ft AGL (CANPA) When reaching DP, the pilot is unable to make a landing by using visual guidance (CANPA) Visual guidance is lost below MDA. The approach must not be continued at MDA to a position closer to the runway unless the pilot is able to descend visually at normal sink rate.
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Go-around on Instrument Approach for Circling

The approach shall be abandoned and a go-around be commenced if: The official visibility and/or ceiling is below the applicable Company minima at outer marker or equivalent position. No contact when reaching an estimated position from which a normal or special circling pattern can be followed. If visual reference is lost while circling to land from an instrument approach. The missed approach specified for that particular procedure must be followed. It is expected that the pilot will make an initial climbing turn toward the landing runway and overhead the aerodrome where the pilot will establish the aircraft climbing on the missed approach track.
Go-around on Visual Approach

The approach shall be abandoned and a go-around be commenced if: The official visibility is below the applicable Company minima. The approach is not stabilized at 1,000 ft AGL (straight-in approach) or 500 ft AGL (nonstraight-in approach). At any time during a visual approach, the required visual reference is lost.
Second Approach
If the first go-around has been made due to weather conditions, the second approach shall only be commenced if the P-i-C has reason to believe that this approach will lead to a successful landing. More than two approaches are allowed if there is indication that conditions have considerably improved, giving greater probability of a successful landing.
8.3.1.9
Stabilized Approach
An approach is stabilized when the aircraft is flown: Along the desired flight path in landing configuration, With thrust setting not below minimum thrust required to maintain the desired flight path, At the approach speed between VREF and VREF+20 kt, While maintaining an acceptable rate of descent, and not exceeding 1,000 ft per minute, and All briefings and checklist have been performed. Note: 1. ILS approach must be flown within one dot of the glide slope and localizer. A CAT II/ III approach must be flown within the expanded localizer band. 2. Unique approach procedure or abnormal conditions requiring a deviation from the above elements of a stabilized approach require a special briefing. 3. The related AOM/FCOM gives aircraft specific definition of acceptable flight path, configuration, speed, rate of descent and thrust setting. All instrument approaches and straight-in visual approach shall be planned to be stabilized at 1,000 ft AGL, otherwise a go-around shall be made. For non-straight-in visual approach and circling approach, a go-around shall be made, if the approach is not stabilized at 500 ft AGL and 300 ft AGL respectively. It is the duty of the PNF to monitor that every approach is stabilized and to warn the PF if not stabilized at the specified height for the particular approach.
8.3.1.10
Summary of Approach Procedures

Type of approach Precision approach Approach aid ILS CAT I, CAT II/III Method of approach Automatic approach Flight monitoring At DH/DA+100 ft, PF starts to divide attention between flight monitoring and lookout for visual guidance.
Precision approach
ILS CAT I, PAR/GCA
Semi-automatic or manual approach
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Type of approach Non-precision approach
Approach aid LOC, ILS Back course, VOR, NDB, PPI/SRE
Method of approach
Flight monitoring At DA/MDA+100 ft, PNF starts to divide attention between flight monitoring and lookout for visual guidance.
When planning an approach, the approach briefing shall include the method of approach to be performed and clearly state who is to stay on instruments and who is to look out for visual guidance after "Plus hundred" has been called. If visual guidance is obtained at or above DH/ DA/MDA, it is recommended to keep the autopilot engaged until reaching the minimum height permitted for autopilot operation in accordance with the respective FCOM/AOM provided its function is satisfactory and a correct flight path is followed.
8.3.1.11
Noise Abatement Procedure

THAI shall establish appropriate operating departure and arrival/approach procedures for each aircraft type in accordance with the followings: THAI shall ensure that safety has priority over noise abatement, and These procedures shall be designed to be simple and safe to operate with no significant increase in crew workload during critical phases of flight, and For each aircraft type, two departure procedures shall be defined, in accordance with ICAO Doc. 8168 (Procedures for Air Navigation Services, PANS-OPS), Volume I:
Noise abatement departure procedure one (NADP 1), designed to meet the close-in
noise abatement objective; and abatement objective; and
Noise abatement departure procedure two (NADP 2), designed to meet the distant noise In addition, each NADP climb profile can only have one sequence of actions.
Pilot prompted by safety concerns can refuse a runway offered for noise preferential reasons. Noise Abatement Procedures will not be conducted in conditions of significant turbulence or wind shear. P-i-C must not perform or no longer apply Noise Abatement Procedure, if conditions preclude the safe execution of the procedure and the minimum required obstacle clearance. For THAI, whenever noise abatement procedures are established, follow the below guidelines from RM and ICAO/Annex 16Environmental Protection and DOC 8168Flight Procedures: Clearances and/or procedures designed for heading changes below 500 ft above the terrain shall not be considered acceptable. The bank angle for turns after takeoff is limited to 15 except when adequate provision is made for an acceleration phase permitting attainment of safe speeds for bank angles greater than 15. Reduction of power for noise abatement purposes shall not be initiated earlier than specified in the respective FCOM/AOM. No turns should be required coincident with a reduction of thrust associated with a noise abatement procedure. No climb shall be executed at the airspeeds less than the maneuvering speed for the existing flap configuration. Note: The details of Noise Abatement Departure Procedures, (NADP) are contained in RM. To comply with NADP, THAI normally, use acceleration height 1,000 ft and climb thrust at 1,500 ft AGL, except as otherwise stated by local authorities.
During the approach phase, no noise abatement procedures shall be accepted if they are in conflict with the stabilized approach procedures for the aircraft type in question.
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8.3.1.12
Landing
CHOICE OF RUNWAY
The runway which gives the best safety margin under prevailing conditions shall normally be used with due regard to other factors, e.g., ATC requirements, etc. An effort shall always be made to attain a runway with good braking conditions even if this may cause a delay in landing due to awaiting measurement of braking conditions or sanding of runway. Landing should normally not be made on runways with width less than that specified in the respective AOM/FCOM. For runway width requirement in connection with snow, See OM-A 14.2.6.26Aircraft Performance; Wet and Contaminated Runways. The landing weight must always be checked against GWC and due regard must be paid to runway conditions, e.g. braking action, etc. See also FCOM/AOM with regard to runways not given in GWC.
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REQUIREMENT FOR NIGHT LANDING

When performing night landings the following aids must be installed and functioning: Glidepath reference, which may consist of:
An ILS glidepath, or Approach lights with at least one crossbar or a centerline consisting of barrettes, or A Visual Approach Slope Indicator system.
Runway edge lights, Threshold lights and Runway end lights. Note: Barrettes are three or more aeronautical ground lights arranged in such a way that from a distance they appear as a short cross bar of light.
PRECIPITATION, GROUND FOG, BLOWING SNOW OR BLOWING SAND

Precipitation, ground fog or drifting snow/sand in crosswind conditions may create a false impression of the direction of aircraft movement and thus the pilots may get an impression of no drift, though, in fact, a considerable drift is present. There is no definite rules as to how to handle the problem, but here are some recommended procedures: Make yourself aware of the existing situation. Do not use landing lights. Look well in front of the aircraft during touchdown and landing roll. Use runway lights for reference. Refer to also the respective AOM/FCOM.
USE OF LANDING LIGHTS

When landing in reduced visibility, the use of landing lights may cause reduced forward visibility due to the blinding effect and may also lead to disorientation. In case of precipitation and crosswind, false impressions of drift can occur. The use of landing lights during landing in the above mentioned conditions is therefore not recommended.
HEIGHT OVER RUNWAY THRESHOLD

In normal landing, the height over the runway threshold shall be about 50 ft with reference to wheel clearance above the runway. If guided by an approved ILS glide path, the wheel height over the threshold may be lower than 50 ft as dictated by the vertical distance between the airborne glide path antenna and the landing gear. However, when downdrafts are expected due to terrain or turbulent air, the height margin over threshold should be increased whenever excessive runway length is available.
RUNWAY ALIGNMENT
Every effort shall be made to ensure a landing along the runway centerline as this gives the best margin for correction in case of unforeseen alignment difficulties after touchdown.
REVERSING
A full-stop landing must be completed if engine reversing has been initiated. For reversing procedures, Refer to the respective AOM/FCOM.
8.3.1.13
Before Takeoff and after Landing

PREFLIGHT INSPECTION
A Preflight Inspection (walk-around) shall be performed by the flight crew before departure. Wearing a highly visible jacket (safety vest) is mandatory.
ICE ON AIRCRAFT
See OM-A 8.2.4.12Ground Handling; De-icing and Anti-icing on Ground.
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USE OF AIRCRAFT ENGINE AS GROUND POWER

External or a self-contained internal ground power unit shall normally be available at all aerodromes approved for a specific aircraft type. If a flight has been approved by Flight Operations to an aerodrome without such power available, or if such a power unit is unserviceable during an operation, the aircraft engine may be utilized as ground power provided the procedures and precautions for such operation are available in the respective AOM/FCOM and are strictly adhered to.
GROUND LOCKS AND PITOT COVERS

Before starting engines, the P-i-C shall ensure that all landing gear pins and pitot covers are on board. After landing, covers should be put on if weather situation calls for it, e.g., blowing snow, blowing sand, etc.
PARKING
Aero/jet bridges During arrival to or departure from a parking position served by a jet bridge, the bridge shall be manned by authorized personnel. A jet bridge in retracted position can restrict proper inflation of the slide, thereby hinder an emergency evacuation of the aircraft. It is accepted that an emergency exit served by a jet bridge is temporarily blocked for emergency evacuation during arrival or departure. In connection with departure, the forward entrance door should be kept opened until all procedures are completed. This is to keep the exit available as an emergency exit as long as possible. A maneuver sign for the aircraft type concerned must be lit or in position before entry. Apron drive bridges/steps Authorized personnel are not required to man the apron drive bridges/steps during
Passenger embarkation, disembarkation or While waiting for deicing provided the drive bridges/steps are positioned so as not to hinder
an emergency evacuation using slides.
ENGINE START
The P-i-C shall decide in accordance with AOM/FCOM when to start the engines taking departure time, slot time, cabin safety announcement, closing of cabin/cargo doors and other relevant factors into consideration.
CABIN CLEAR
Before pushback or engine start, the P-i-C shall ensure that the Cabin Clear report has been received from the IM/Air purser, indicating that: Security pre-flight check has been performed. Cabin galleys, passengers and cabin crew are ready for aircraft movement. Crew meals are loaded. Cabin crews passports/visa and vaccination certificates (if applicable) are checked. All cabin doors are closed and armed. The document and equipment according to CA Preflight Checklist is checked and Technical Equipment Checklist is signed (only at base station and at crew change station). Seating is in accordance with loadsheet, and headcount performed as required. Note: Where applicable, the Cabin Clear report shall be done by interphone voice or cabin ready function.
PUSHBACK, TOWING AND TAXIING

PUSHBACK Before commencing a pushback, the P-i-C shall ensure that clearance for this movement has been received from ground control.
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Pushback of aircraft is only authorized with stopped aircraft engines unless specially authorized by local conditions. Instructions for pushback procedures are stated in SHB/TTPM-LO: 912 TOWING All forward towing shall be performed with the engines stopped. Exempted from this rule is short forward towing in connection with pushback in order to center the nose wheel or to comply with ATC instruction. TAXIING The P-i-C is solely responsible for ensuring that the aircraft does not come in contact with any object while being maneuvered under its own power. Aircraft clear signal must be received from ground crew member before taxiing is commenced. Taxi/landing light or other external lights according to Expanded Checklist for respective aircraft type should be switched on as an acknowledgment that clear signal has been received prior to parking brake is released and taxiing is commenced. Checklist reading shall not be initiated nor continued until taxi orientation assistance is no longer necessary. This is of particular importance when operating in adverse conditions, i.e., low visibility, unfamiliar airport, congested area, etc. All pilots must have well studied the airport chart and have it readily available when taxiing. The aircraft shall normally not be taxied closer than one-quarter wingspan from any hindrance. Taxi guidelines/markings do not always ensure adequate hindrance clearance and shall be used with caution. Whenever doubt exists, stop the aircraft and request assistance from ground. During taxiing, it is the duty of the pilot occupying the RP seat to inform the LP any time the aircraft comes closer than one-quarter wingspan to the obstruction on the right side of the aircraft. RP shall also assist LP by advising taxiway name and direction, where appropriate. Care must be taken to ensure that the aircraft is taxied in such a way that slipstream or blast from its engines will not cause damage. The aircraft should not taxi or hold so close to an active runway that a danger of collision exists, in case a landing or departing aircraft is leaving the runway. Be careful when taxiing on ice- or snow-covered tarmacs or when approaching nose-in parking stands to ensure that the taxi speed is not exceeded thus ensuring an immediate stop if conditions so warrant.
Use of brakes and nose wheel

The taxi speed should be controlled as far as possible by means of engine power. To reduce heat generation, avoid prolonged use of brakes. Brakes should be used only to decrease the speed and to stop the aircraft. See the respective AOM/FCOM for detailed instructions.
Use of landing lights

Make sure that the lights do not blind other aircraft taking off or landing, or ramp controllers.
Taxi guidelines and ramp signals

Taxi guidelines vary from place to place and do not always ensure adequate hindrance free clearance. They shall be used with caution as a guidance to aircraft positioning. The signals given by the ramp controllers are to aid the pilot when taxiing on the tarmac, parking area, etc. It must be clearly understood, however, that the P-i-C is, even when guided by ramp signals, responsible for the safe maneuvering of the aircraft.
Runway incursion prevention

In order to prevent runway incursion, the following procedures are strongly recommended: Maintain high level of situation awareness while operating in the airport environment, both on group and in the air, in order to ensure an awareness of the aircraft position relative to the airport surface by using all available resources, such as heading indicator, airport diagrams, airport signs, markings, lighting and air traffic control, to keep an aircraft on its assigned flight and/or taxi route. Briefing of pre-taxi plan and taxi route should be included when performing takeoff and approach briefing.
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Do not stop on the runway unless it is necessary to do so. Visually clearing the final approach path prior to taxiing into the takeoff position on the runway. Strictly adhere to Sterile Flight Deck procedure. Use of Standard R/T phraseology and monitoring clearances given to other aircraft. Obtaining directions or progressive taxi instructions when taxi route is in doubt. Crosscheck and verification of takeoff and landing runway and clearance. Questioning clearances when holding or lined up in position for takeoff on the runway and takeoff clearance has not been received within the reasonable time. Use of aircraft lighting during taxi, runway crossing, takeoff and landing to make the aircraft more conspicuous. Adhere to the use of transponder setting local procedure for each airport. ND should be set to ROSE mode when holding in takeoff position on the runway in order to make full use of TCAS to display traffic on the final approach, if any.
AFTER PARKING PROCEDURE

Parking brakes shall be set according to the respective AOM/FCOM and must not be released until wheels are chocked and all engines stop. It should be a standard routine to establish contact between flight crew and ground crew immediately after the aircraft has been parked. This should preferably be done via the interphone system as soon as aircraft comes to a complete stop. The P-i-C shall then advise the station engineer on any existing trouble requiring special attention during the ground stop.
AIRCRAFT LOG ENTRIES

When writing a remark in the Aircraft Log, the pilot shall detail the actual defect and the crew action taken to try to isolate and rectify the fault. The following information should be noted when appropriate: All relevant instrument readings. Phase of flight. Flight configuration. Use of automatic system. All other relevant information. If there is additional information or if the remark is of operational nature, a relevant report should be filed.
8.3.1.14
Simultaneous Close Parallel Approaches Using Precision Runway Monitoring (PRM) Systems
GENERAL
The implementation of PRM procedures allows simultaneous closely spaced operations to be conducted at airports, where parallel runways are separated by less than 4,300 ft (1,310 m) apart, in IMC. During PRM operations, ATC will provide an air traffic controller using special PRM radar, known as "Final Monitor Controller". The PRM radar system displays almost instantaneous radar information as well as visual and aural controller alerts. When ILS/PRM or LDA/PRM approaches are in progress, it will be broadcast by ATIS. Specific simultaneous close parallel approaches using PRM system is identified by the separate approach chart named ILS/PRM or LDA/PRM.
DEFINITIONS
Breakout The unpublished missed approach instruction, issued by the Final Monitor controller, prior to the published missed approach point.
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LDA Offset
An angular offset of the LDA from the runway extended centerline in a direction away from the No Transgression Zone (NTZ) that increases the Normal Operating Zone (NOZ) width. A navigational aid used for non-precision instrument approaches with utility and accuracy comparable to a localizer but which is not a part of a complete ILS and is not aligned with the runway. The lowest altitude at which an IFR aircraft will be vectored by a radar controller, except as otherwise authorized for radar approaches, departures and missed approaches. The altitude meets IFR obstacle clearance criteria. Charts depicting minimum vectoring altitudes are normally available only to the controllers, not to pilots. The NOZ is the operating area within which aircraft flight remains during normal independent simultaneous parallel ILS approaches. A 2,000 ft wide area, located equidistant between parallel runway final approach courses, in which flight is prohibited. A designed point along the extended centerline of the intended landing runway on the glide slope of LDA/ PRM approach, and at 500 ft above the touchdown zone elevation. It is used to verify a sufficient distance provided for the visual maneuver after the missed approach point to permit the pilots to conform to approved, stabilized approach criteria.
Localizer-type Directional Aid (LDA)
Minimum Vectoring Altitude (MVA)
Normal Operating Zone (NOZ)
No Transgression Zone (NTZ) Stabilized Approach Point (SAP)
CONCEPTS
To achieve improvements in airport arrival rates, PRM systems have been developed for operations at the selected airports. When weather conditions and service demands dictate, ATC will conduct PRM operations at approved airports. The aircraft not able to participate in PRM operations may be diverted by ATC, to non-PRM alternate airport. ILS/PRM ILS/PRM comprises two ILSs, each aligned with its respective runway and parallel to each other. ILS/PRM permits simultaneous instrument approach operations to parallel runways spaced less than 4,300 ft (1,310 m) but not less than 3,000 ft (914 m). LDA/PRM This operation comprises one ILS and one LDA with glide slope. The ILS is aligned with its runway, but the LDA serving the second runway is offset (no more than 3) from the parallel track. This offset permits simultaneous instrument approach operations to parallel runways spaced less than 3,000 ft (914 m) apart, but not less than 750 ft (229 m). Because of the offset, this operation is also known as "Simultaneous Offset Instrument Approach (SOIA)".
OPERATION PROCEDURES
Simultaneous close parallel approaches require final monitor controllers to utilize the PRM system to ensure prescribed separation standards are met. ILS/PRM To ensure separation is maintained, and in order to avoid an imminent situation during simultaneous close parallel ILS approaches, pilots must immediately comply with final monitor controller instructions to avoid an imminent situation. A minimum of 3 NM radar separation or 1,000 ft vertical separation will be provided during the turn on to close parallel final approach courses. In the event of a missed approach, radar monitoring is provided to 0.5 NM beyond the departure end of the runway. Final monitor controller will not notify pilots when radar monitoring is terminated.
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Simultaneous Close Parallel lLS Approaches
LDA/PRM (SOIA) After accepting a clearance for an LDA/PRM approach, pilots will remain on the LDA course until passing the LDA missed approach point (MAP) prior to alignment with the runway centerline. If ATC advises that there is traffic on the adjacent ILS, pilots are authorized to continue past the LDA MAP to align with runway centerline if:
The ILS traffic is in sight and is expected to remain in sight; and The runway environment is in sight, otherwise a missed approach must be executed.
A visual segment of the LDA approach is established between the LDA MAP and the runway threshold, permitting aircraft to transition in visual conditions from the LDA course to align with the runway and be stabilized by 500 ft above the touchdown zone elevation. Between the LDA MAP and the runway threshold, pilots of the LDA aircraft are responsible for separating themselves visually from traffic on the ILS approach, which means maneuvering the aircraft as necessary to avoid the ILS traffic until landing, and providing wake turbulence avoidance, if applicable. If visual contact with the ILS traffic is lost, advise ATC as soon as practical and execute a missed approach unless otherwise instructed by ATC. Note: For the purpose of conducting SOIA operations, ATC must position the LDA aircraft as the trailing aircraft so as to facilitate the flight crew's ability to see and maintain visual separation with the ILS traffic.
REQUIREMENTS
The following requirements must be met in order to fly PRM approach: TRAINING Pilots must complete ILS/PRM & LDA/PRM training which includes viewing one of the FAA video, RDU Precision Runway Monitor, A Pilot's Approach or ILS/PRM Approaches, Information for Pilots. Watching one of these videos is strongly recommended for all pilots who wish to fly these approaches. BREAKOUT MANEUVER During PRM approach operations, two tower frequencies for each runway shall be used, as the tower controller and the monitor controller will be broadcasting on both of the assigned frequencies. The pilot flying the approach will listen to both frequencies and only broadcast on the primary tower frequency. If a breakout is initiated by the monitor controller and the primary frequency is blocked, the breakout instruction will be able to be heard on the second frequency. Upon ATC directed Breakout flight crew must fly the breakout maneuver manually (hand flown).
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Traffic alert
One important element of the additional training is the pilot's understanding of the difference between a normal missed approach initiated by a pilot and a breakout initiated by a PRM final monitor controller. It must be clear to flight crew that the words "Traffic Alert," when used by the final monitor controller, signal critical instructions that the pilot must act on promptly to preserve adequate separation from an aircraft straying into the adjoining approach path.
ATC breakout maneuver command to turn and/or descend, climb, or maintain altitude
The flight crew must immediately follow the final monitor controller's vertical (climb/ descend/maintain altitude) and horizontal (turn) commands. If the flight crew is operating Traffic Alert and Collision Avoidance System (TCAS) in the traffic advisory (TA)/resolution advisory (RA) mode and receives a TCAS RA at any time while following the final monitor controller's command, the flight crew will simultaneously continue to turn to the controller's assigned heading and follow the vertical guidance provided by the TCAS RA.
Time-to-turn standard
Regardless of aircraft type, pilots must be able to achieve a rate of turn of 3 degrees per second within 8 seconds of receiving a breakout command. The operator should demonstrate its ability to meet this standard by having representative pilots perform the breakout maneuver while the Principal Operation Inspector (POI) or the POI's designated representative observes. The demonstration should conform to procedures contained in the approved flight operation manual. Note: In a breakout, ATC will never command a descent below the applicable minimum vector altitude (MVA), thus assuring that no flight will be commanded to descend below 1,000 feet above the highest obstacle during a breakout.
USE OF TCAS TCAS may be operated in TA/RA mode while executing ILS/PRM or LDA/PRM approaches. However, when conducting these operations, pilots must understand that the final monitor controller's instruction to turn is the primary means for ensuring safe separation from another aircraft. Pilots must bear in mind that TCAS does not provide separation in the horizontal plane; TCAS accomplishes separation by commands solely in the vertical plane. Therefore, during final approach only the final monitor controller has the capability to command a turn for lateral separation. Flight crew are expected to follow any ATC instruction to turn:
ATC command to turn with TCAS RA

In the unlikely event that a flight crew should simultaneously receive a final monitor controller's command to turn and a TCAS RA, the flight crew must follow both the final monitor command and the TCAS RA's climb or descent command.
TCAS RA alone
In the extremely unlikely event that an RA occurs without a concurrent breakout instruction from the final monitor controller, the pilot should follow the RA and advise the controller of the action taken as soon as possible. In this instance, it is likely that a breakout command would follow.
TCAS not required

An operative TCAS is not required to conduct ILS/PRM or LDA/PRM approaches. CROSSWIND LIMITATIONS Crosswind limitations will be 10 kt for runways spaced 750 ft apart, and increasing by one knot for each 75 ft of centerline separation to a maximum of 15 kt.
8.3.2
8.3.2.1
Navigation Procedures
Routes and Areas of Operation
Operations shall only be conducted along such routes or within such areas, for which: Ground facilities and services, including meteorological services, are provided which are adequate for the planned operation; The performance of the aircraft intended to be used is adequate to comply with minimum flight altitude requirements;
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The equipment of the aircraft intended to be used meets the minimum requirements for the planned operation; Appropriate maps and charts are available (See OM-A 8.1.12.38Flight Preparation; List of Documents, Forms and Additional Information to be Carried); If two-engine aircraft are used, adequate aerodromes are available within the time/distance limitations (Refer to ETOPS 8.5, Maximum Diversion Time). Operations shall be conducted in accordance with any restriction on the routes or the areas of operation, imposed by the Authority.
General
All flights shall be planned and performed with adequate terrain clearance. The methods used to determine the minimum altitudes, other than that have been established by the responsible states/ authorities (MSA, MEA, MOCA, etc.), which required for flight operations shall be specified and approved by thai DCA.. According to the requirements in paragraph above, the Company minimum altitudes required for the routes flown, Minimum Grid Altitude (MGA) and Minimum Terrain Clearance Altitude (MTCA), have been established by Route Manual, Legends And Tables (LAT) part and Navigation (NAV) part.
Minimum Terrain Clearance in Case of Engine Failure

The aircraft gross weight at all points along the route shall be such that the one-engine inoperative service ceiling is 1000 ft higher than the terrain. If using drift-down procedure instead, the flight level at the Pre-Determined Point (PDP) must be high enough to obtain a 2000 ft vertical clearance between the net drift-down flight path and the terrain.
8.3.2.2
In-flight Procedures
Standard navigational procedures and system requirements including policy for carrying out independent cross checks of keyboard entries where they affect the flight path followed by the aircraft are detailed in FCOM/AOM. Conventional navigation procedures are based on the availability of satisfactory ground navigation aids, infrastructures (VOR, DME, NDB...), and aircraft navigation systems, which enable navaid to navaid navigation. Large safety margins mandated with respect to aircraft separation contribute to airspace saturation in certain areas. Area Navigation (RNAV) allows to navigate point-to-point, the aircraft position being determined by the on board navigation system using the information from several navigation aids such as VOR/DME or DME/DME or GNSS (GPS). It is not needed to navigate directly to and from the navigation aids. For example, this allows to create approach constituted by a succession of nonaligned straight segments. But in all cases, the path is geographically defined. Inertial reference system (IRS) allows to extend this Area Navigation further than the range of the navigation aids. RNAV approaches may only be flown by FMS system. FMS system is the primary mean of navigation capable of suitable position updating and has appropriate navigation database information to properly load and display the approach procedures to flight crew.
The Performance Based Navigation (PBN)

The Performance Based Navigation (PBN) concept specifies RNAV system performance requirements in terms of accuracy, integrity, availability, continuity and functionality needed for the proposed operations in the context of a particular Airspace Concept, when supported by the appropriate navigation infrastructure. In that context, the PBN concept represents a shift from sensor-based to performance-based navigation.
8.3.2.3
Performance Based Navigation Concept

The Performance Based Navigation concept (PBN) specifies a required level of navigation performance, which is characterized by a navigation accuracy level associated with the considered route or procedure. It is defined by a value X, which is the max lateral distance from the track centerline that aircraft may deviate for 95% of flight time typical examples of navigation performance as follows: Oceanic area (en route) Continental area (en route) X = 10 X=5
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Terminal area (SID or STAR) Approach
X=1 X = 0.3
The value X is function of the type of airspace/procedure and availability of ground navigation aids or of GNSS. The PBN concept includes: RNAV navigation specifications, and RNP navigation specifications.
RNAV X Specifications
RNAV specifications are based on RNAV techniques. Consequently the navigation performance is associated with the aircraft systems (Navigation, Guidance, Display), the flight crew training and the type/location of navigations aids (ground Nav aids, GNSS). Operators must ensure that aircraft equipments and flight crew training and Nav aids availability comply with the required navigation performance level X before starting RNAV X operations. An operational approval may be required by the authorities. Accuracy but also integrity, availability and continuity must be considered.
RNP X Specifications
RNP specifications are based on Required Navigation Performance (RNP) when in addition to the RNAV capability, an on board monitoring and alerting system is implemented to warn the flight crew when the actual navigation performance is insufficient.
RNPX = RNAVX + Monitoring + Alert
The RNP concept ensures that the aircraft remains contained within a specific volume of airspace, without requiring an outside agent to monitor its accuracy and integrity.
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Airspace Designation
Note:
1. The existing RNP 10 designation is inconsistent with PBN RNP and RNAV specifications. RNP 10 does not include requirements for on-board performance monitoring and alerting. 2. Renaming current RNP 10 routes, operational approvals, etc. to a RNAV 10 designation would be an extensive and expensive task, which is not cost effective. Consequently, any existing or new operational approvals will continue to be designated RNP 10, and any charting annotations will be depicted as RNP 10.
8.3.2.4
Navigation: RNAV/RNP
THAI shall ensure that: An aircraft operated in areas, or through portions of airspace, or on routes where navigation performance requirements have been specified, is certified according to the requirements, and, if required, that the authority has granted the relevant operational approval. All contingency procedures, specified by the authority responsible for the airspace concerned, have been included in the Operations Manual.
RNAV/RNP Aircraft Navigation Systems

The certified capability and the approved FMGS modes of operation are given in the Aircraft Flight Manual (AFM). An aircraft with GPS have a statement in the AFM on RNP capability. For aircraft without GPS , there is no such statement in the AFM as the RNP concept does not exist at the time of certification. However, RNP0.3 capability is usually accepted when the DME/DME position can be ensured during the whole procedure. GNSS (Global Navigation Satellite System) or GPS (Global Positioning System) approaches are considered to be RNAV approaches when flown by FMS. FMS provides means to navigate along a flight path based upon the earth referenced waypoints. These waypoints can define a flight path that terminates at a runway. FMS may use various means to calculate aircraft position such as GNSS, ILS/DME, LOC/DME, DME/DME, VOR/DME or self-contained system (IRU). However, IRU is never used for FMS position updating. Pilots shall have completed training and familiarized with the specific functionality of the equipment and RNAV approach procedures. To permit RNAV operation in RNP airspace, the P-i-C and Dispatcher shall ascertain that: All equipments required for RNP operation are operational
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For FMS equipped aircraft, the latest information of the FMS RNAV route intending to fly is stored in the on board NAV DATABASE. NAVAIDs for planned radio updating are available. The aircraft can be flown in RNP airspace within the required time limit; and Terminal RADAR vectoring service is available in case of RNAV equipment is failed. In case the navigation accuracy is in doubt, flight crew shall notify ATC and get appropriate clearance. For more details, see RM/NAV. Operational approval by THAI DCA is required in order to perform RNAV approaches. Aircraft without GPS For these aircraft, navigation performance is function of the ground radio navaid infrastructure. Outside radio navaid coverage, navigation performance is determined by the INS/IRS drift rate, which implies a time limitation in direct relation to the RNP value to be achieved. Aircraft with GPS When GPS is available in flight, the on-board navigation performance exceeds the currently known requirements for any kind of route, in Approach, the Alarm Limit (AL) is set to 0.3 NM (containment limit). The availability of GPS , on any given route, is a function of the followings:
Satellite constellation configuration Aircraft equipment Aircrafts geographical position Required navigation accuracy.
GPS Availability Depending on which type of RNP value is envisaged, and which type of navigation mode is available, a pre-flight verification of GPS availability may be required when part of the planned route is outside radio navaid coverage. GPS Integrity The Receiver Autonomous Integrity Monitoring (RAIM) of Honeywell FMS or the Autonomous Integrity Monitored Extrapolation (AIME) of Litton FMS ensures navigation position integrity. Both the AIME and the RAIM compute a Horizontal Integrity Limit (HIL) with the followings:
99.9 % probable maximum error, assuming a satellite failure Guaranteed containment distance, even with undetected satellite failures Comparison to an Alarm Limit (AL) function of the area of operation.
RNAV Instrument Approach Procedure (RNAV IAP)
RNAV approaches are now associated with GPS. It may be considered that RNAV approaches based on ground Nav aid VOR /DME or DME /DME are no more used. The term RNAV IAP covers different kinds of approach: RNAV approach, procedure, requiring VOR /DME updating (no more used) RNAV approach, requiring DME /DME updating (very limited used) RNAV GNSS or GPS approach requiring GPS updating RNAV approach with associated RNP value, with and/or without GPS also called Basic RNP IAP (very limited used). To fly RNAV approaches, aircraft must be equipped with a RNAV system, which is the FMS or FMC. RNAV approaches without GPS are possible, provided it has been verified that, for each specific procedure, FMS navigation radio updating will support the required accuracy. RNAV (GNSS or GPS) They require a FMS equipment with GPS position update and RAIM integrity or equivalent (Litton AIME). These IAPs are sometimes published as GPS approaches but GPS approaches
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are progressively renamed RNAV (GNSS or GPS) All aircraft with the GPS or GPS PRIMARY function can be flown with this type of IAP. These approaches are necessarily coded in the WGS 84 co-ordinates system. RNAV (RNP) RNP-0.3 is the current navigation accuracy standard in approach. RNP-0.3 means that the aircraft position error must be less than 0.3NM, with a probability of 95%. Normally, FMC or FMS with GPS updating is required to demonstrate RNP-0.3, but the same RNP value can be achieved by FMC or FMS with DME/DME updating, provided the density of DME ground facilities is sufficient to support it. If DME coverage is demonstrated to be satisfactory, Authorities may accept RNP-0.3 RNAV approaches without GPS. Specific DME may need to be operative (NOTAM). All aircraft with the GPS or GPS PRIMARY function can be flown with this type of IAP. RNP APCH Both RNAV (GNSS or GPS) and RNAP (RNP) approaches are merging in a single category: RNP APCH (Refer to ICAO PBN Manual doc 9613).
RNAV IAP Operational Approval

RNAV IAP operational approval is required by the Thai DCA in order to perform RNAV approaches in AOC Part B: En-Route Authorizations and Limitations. This operational approval may be generic for any type of RNAV IAP, or specific for designated approach procedures, depending on the type of airborne navigation equipment. Typically, when the aircraft is equipped with GPS, a generic approval should be obtained for any type of RNAV IAPs published in the WGS 84 co-ordinates system. Conversely, RNP-0.3 RNAV approach procedures based on DME/ DME position updating, should be the subject of an operational approval for each individual approach, unless specifically granted on the published approach chart.
RNAV Training and Documentation

Flight crew conducting RNAV shall have satisfied specific RNP/RNAV training requirement set forth in FTM 9.4.
Flight Crew Procedures (RNAV Approach)

RNAV approach procedures laid down in the respective FCOM/AOM and the procedures depicted on the appropriate instrument approach charts shall be adhered to. Before conducting the RNAV approach, ANP/EPE or NAV accuracy shall be validated. If there is no RNAV approach procedure in the FMS database, such approach procedure shall not be conducted. Pilot shall not modify the FMS waypoints and altitude constraints of the published RNAV approach procedures or manually entered additional waypoints to the procedures. In case of RNAV overlay approach, the approach can be conducted as long as the raw data of the ground-based NAVAIDs are monitored and aircraft position is determined to be within the approach corridor.
Crew Reporting
The crew must report any lateral or vertical NAV guidance anomaly to the Flight Operations. The report must be fully documented for further investigation and corrective actions as follows: Approach designation and airport A/C type, MSN, GW, wind/temp Navigation database cycle Pilot selections, FMA, ND, MCDU displays Description of anomaly, flight path DFDR reading.
8.3.2.5
Vertical Navigation
See OM-A 8.3.2.6.32Flight Procedures; Reduced Vertical Separation Minimum (RVSM) and OM-A 8.3.3.36Flight Procedures; Altimeter Setting Procedures. With RNAV capability it is possible to specify an elevation to any point defined only by its coordinates (WGS 84 compliant). This elevation can be an altitude constraint (Above, At or Below). It is also possible to define a succession of segments with specific constraints altitudes or to define the slope of a segment. Improvement in Navigation, Guidance and Display functionalities allow a vertical guidance and
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a monitoring of the slope. This allows conducting an approach with a specific slope without ILS or a trajectory with a constant descent-angle following non-aligned straight segments or a curve. For the vertical navigation, the system compares the vertical position (barometric altitude) with the desired vertical profile and associated elevations. This type of vertical navigation is called BARO VNAV. Due to the vertical flight paths definition, vertical navigation accuracy is influenced by the followings: The along flight path horizontal position accuracy The baro-altitude accuracy, including the effect of temperature (ex: low OAT).
8.3.2.6
Reduced Vertical Separation Minimum (RVSM)

General Concept
RVSM is the application of 1000 ft vertical separation between FL290 to FL410 in the designated area of operations in order to increase the use of airspace while keeping the same level of safety which can be achieved by monitoring the altitude accuracy of the aircraft. All aircraft intending to operate in the RVSM airspace must have the specific approval for such operations from either the aviation authority of the state in which the aircraft is registered or the aviation authority of operator. Flight crew are required to have an awareness of the criteria for operating in RVSM airspace and be trained accordingly on flight planning, pre-flight procedures, in-flight procedures, entry to RVSM airspace procedures, contingency procedures and post flight procedures. Some countries or UIR have their own vertical separation rules and specific RVSM FL. China is an example of country having their own vertical separation rules. (Refer to RM, Special Airline Information.)
Aircraft Certification Status

Before entering RVSM airspace, the following equipments should be operating normally: Two primary altimetry systems; One automatic altitude-keeping device; One altitude-alerting device; and One SSR transponder with an altitude reporting system. The pilot must notify ATC whenever the aircraft: No longer RVSM compliant due to equipment failure; or Loss of redundancy of altimetry systems; or Encounters turbulence that affects the capability to maintain flight level. During cleared transition between levels, the aircraft should not overshoot or undershoot the assigned FL by more than 150 ft. Except in an ADS or radar environment, pilots shall report reaching any altitude assigned within RVSM airspace.
RVSM Operations
Operational Approval RVSM is the application of 1000 ft vertical separation between FL290 to FL410 in the designated area of operations in order to increase the use of airspace while keeping the same level of safety which can be achieved by monitoring the altitude accuracy of the aircraft. All aircraft intending to operate in the RVSM airspace must have the specific approval for such operations from either the aviation authority of the state in which the aircraft is registered or the aviation authority of operator. Flight crew are required to have an awareness of the criteria for operating in RVSM airspace and be trained accordingly on flight planning, pre-flight procedures, in-flight procedures, entry to RVSM airspace procedures, contingency procedures and post flight procedures. RVSM Procedures A generic summary of these procedures is provided below, for information only:
Pre-flight
Check that the aircraft is capable of RVSM. Check that the aircraft is approved for RVSM.
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Check that the required equipment for RVSM is operative (MEL). Check that no maintenance log entry and concerning defects may affect RVSM capability. Corrective actions shall be taken, if necessary. Check, on ground, that at least two main altitude indications are within the tolerances indicated in the FCOM. Review the weather forecast paying particular attention to severe turbulence, which may affect aircraft altitude, in order to maintain the required RVSM performance. Check that the letter W is written in field 10 of the ATC Flight Plan to indicate RVSM capability.
Prior to Entry into RVSM

The required minimum equipment must be operative otherwise, a new clearance to avoid RVSM airspace must be obtained: Two ADRs (or two ADCs), and two main altitude indications - One ATC transponder One AP in ALT and OPEN CLB/DES (or LVL/CH) modes FCU altitude selection and OPEN CLB/DES (or LVL/CH) selection One FWC for altitude alert function. At least two main altimeter indications on the STD setting must be within 200 feet. If only two ADRs (or two ADCs) are operative, record significant main and standby altimeter indications for reference, in case of subsequent altimeter failure.
Within RVSM Airspace

Keep AP in command for cruise and level changes. When making a level change, monitor AP guidance so as not to overshoot the assigned FL by more than 150 feet. Approximately every hour, check the altitude indications. At least two main indications should be within 200 feet.
Post Flight
Report any malfunction or deviation in relation to the altitude keeping capability, and any failure of the required RVSM equipment.
In-flight Abnormal Procedures

When flying within RVSM airspace, the ATC must be informed in case of: Failure of both APs. Loss of altimeter indication redundancy. Only one main indication remains. Excessive discrepancy of altitude indications without means of determining which indication is valid. Encounter with severe turbulence Abnormal situation, preventing the aircraft from maintaining the assigned FL, if one AP is unable to keep the assigned altitude, select the other AP. Suspension or Revocation of RVSM Approval Operators should report height-keeping deviations to the responsible authority when the deviation exceeds:
A total vertical error of 300 feet (for example, measured by an HMU) An altimetry system error of 245 feet An assigned altitude deviation of 300 feet.
These errors, caused by equipment failures or operational errors, may lead the responsible authority to suspend or revoke the THAIs RVSM approval. It is therefore important for THAI to report any poor height-keeping performance and to indicate which corrective actions have been taken.
Contingency Procedures
The procedures are applicable primarily when rapid descent and/or turn-back or diversion to an alternate airport is required. General Procedures
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If an aircraft is unable to continue flight in accordance with ATC clearance, a revised clearance shall be obtained prior to initiating any action, using a distress or urgency signal as appropriate. If prior clearance can not be obtained, the pilot shall:
If possible, deviate from organized track or route system Establish communications with and alert nearby aircraft by broadcasting, at suitable
intervals, flight identification, flight level, aircraft position and intentions on the frequency in use, as well as on 121.50 MHz or 123.45 MHz
Watch for conflicting traffic both visually and TCAS, if equipped; and Turn on all aircraft exterior lights.
Note: Deviation from its assigned route or track by turning 90 degrees right or left, the direction of turn should be determined by reference to other aircraft and terrain clearance.
If the aircraft unable to maintain its assigned level, whenever possible, minimize the rate of descent while is turning to acquire and maintain in either direction a track laterally separated by 25 NM from the assigned route or track, and fly at level which differs by 500 ft from those normally used before commencing a diversion across the flow of adjacent traffic or until a new ATC clearance is obtained. Weather Deviation Procedures
Obtaining ATC Priority

When in contact with ATC, state "WEATHER DEVIATION REQUIRED" to obtain rapid response. The pilots may initiate communications using the urgency call "PAN PAN PAN" to alert all listening parties to a special handling condition which may receive ATC priority for issuance of a clearance or assistance.
Revised ATC Clearance not Obtained

If the aircraft is required to deviate from track to avoid weather and prior clearance cannot be obtained, the pilot shall: Take actions as prescribed above; and For deviations of less than 10 NM, aircraft should remain at the level assigned by ATC; or For deviations greater than 10 NM, when the aircraft is approximately 10 NM from track, initiate a level change based on the following criteria:
Route centerline EAST 000-179 mag. WEST 180-359 mag. Deviations >10 NM LEFT RIGHT LEFT RIGHT Level Change Descend 300 ft Climb 300 ft Climb 300 ft Descend 300 ft
Then, continue to attempt to contact ATC to obtain a clearance. When returning to track, be at its assigned level when the aircraft is within approximately 10 NM of route centerline. Wake Turbulence or Distracting Aircraft System Alerts In Asia/Pacific airspace where RVSM is applied, an aircraft that encounters wake turbulence or experiences distracting aircraft system alerts, the pilots shall notify ATC and establish contact with other aircraft on 123.45 MHz, then initiate lateral offset, not to exceed 2 NM from the assigned track. After re-establishing on assigned track/route, notify ATC. Note: In this circumstance, ATC will not issue clearance and will not normally respond to actions taken by pilots.
Flight Planning
To indicate RVSM approved aircraft, the letter "W" shall be inserted in item 10 of the ATS flight plan.
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Phraseology Related to RVSM Operations

Phraseology Affirm RVSM Negartive RVSM Unable RVSM due turbulence Purpose For a pilot to report RVSM approval status. For a pilot to report non-RVSM approval status. For a pilot to report when severe turbulence affects the aircraft's capability to maintain the height keeping requirements for RVSM. For a pilot to report that the aircraft's equipment has degraded en route below that required for flight within the RVSM airspace. For a pilot to report the ability to resume operations within the RVSM airspace after an equipment or weather-related contingency.
Unable RVSM due equipment
Ready to resume RVSM
8.3.2.7
CNS/ATM FANS
In 1990s, the ICAO had tasked the Future Air Navigation System (FANS) committee to find solutions to cope with the traffic growth. The FANS committee works resulted in the CNS/ATM concept: C N S ATM Communication Navigation Surveillance Air Traffic Management
This CNS/ATM concept requests an extensive use of data links and satellites for Communication, Navigation, Surveillance and Air Traffic Management purposes. Numerous actors play in this global end-to-end concept, which can be seen as a chain linking a pilot and a controller. Although most of these actors are independent entities (e.g. Air Traffic Services organizations or communication service providers) the proper interoperability of all of them is the key factor for the right operation of the system. The air/ground data communications can be made through the following three communication medias: VHF SATCOM HF
CommunicationsC
Operationally speaking, the biggest change provided by FANS is the way pilot and controllers communicate. In addition to the classical VHF and HF voice, and to the more recent satellite voice, digital CPDLC (Controller Pilot Data Link Communications) is used as a primary communication means in some airspaces (mainly oceanic and remote areas). CPDLC is a powerful means to sustain ATC communications in oceanic or remote areas. CPDLC gets rid of drawbacks of HF voice (e.g. poor transmission quality, language barrier, transmission time, indirect link with ATC via radio operators, workload reduction for both ATC controllers and flight crew). CPDCL is also becoming an additional tool to overcome VHF congestion in some busy TMAs and to improve the traffic flow (e.g. deployment of ATN in Europe). Ground-ground communications are also part of the concept. They serve to link and to co-ordinate in between different ATC service organizations (or services of the same ATC) and AOC (Airline Operational Center). AFTN (Aeronautical Fixed Telecommunications Network), voice or AIDC (ATS Interfacility Data Communications) ensure these communications.
NavigationN
FANS routes or air spaces are associated with a given RNP (Required Navigation Performance) value. This RNP is a statement on the navigation performance accuracy necessary for operation in this air space (See OM-A 8.3.2.3.28Flight Procedures; RNP X Specifications). It is defined by the relevant ATS of the concerned area. In the South Pacific region, for instance, flying a Los Angeles - Sydney FANS route requires the RNP 10 capability. The combination of RNP with CPDLC and ADS-C enables the reduction of procedural separations (longitudinal and lateral)
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down to 30 NM. Therefore, airspace capacity is increased and aircraft have more flexibility to be flown in these airspaces.
SurveillanceS
Different types of surveillance may be found. Wherever radar coverage is possible, SSR modes A, C and S are used. Mode S with Elementary Surveillance (ELS) and Enhanced Surveillance (EHS) provides a lot of surveillance data to ATC. In addition to the conventional SSR modes, ATC can retrieve the aircraft position and other surveillance data thanks to the Automatic Dependent Surveillance (ADS). There are two kinds of ADS: ADS-Broadcast (ADS-B) ADS-B automatically broadcasts surveillance data towards ATC and other aircraft. From an ATC perspective, ADS-B is a promising technology to complement or replace SSR. In various places in the world (Australia, Canada, Europe, US, Asia), ADS-B enables SSR-like surveillance services. ADS-B covers continental areas where ADS-B ground stations can be easily installed. ADS-B is less expensive than SSR in terms of installation and maintenance, and promises to be more effective than SSR. From an aircraft perspective, ADS-B enhances the traffic situational awareness (e.g. display of flight numbers and tracks of surrounding aircraft). This enhanced traffic situational awareness helps the flight crew better understand ATC instructions in a busy airspace or anticipate flight planning (e.g. flight level change when flying in OTS). ADS-Contract (ADS-C). In oceanic or remote areas, ATC applies procedural separations (e.g. 10-min longitudinal separation) and flight crew have to regularly report the position of their aircraft. Thanks to ADS-C, position reports are automatically done via data link. Flight crews are no more required to perform voice position reports. ATC controllers have clear position reports that are plotted on a screen. ADS-C is an end-to-end connection between an aircraft and the ATC center. A contract is established between the aircraft avionics and the ATC center to determine the type of position reports (i.e. on event, on demand, or periodical). ADS-C enables to reduce longitudinal and lateral separations (e.g. 80 NM down to 30 NM).
Air Traffic ManagementATM

Under this term is grouped a large set of methods to improve the management of all the parts of the air traffic, e.g. traffic flow management, strategic (long term) and tactical (short term) control or air traffic services. New methods are developed and progressively implemented to provide greater airspace capacity to cope with the large increase of air traffic demand. A close cooperation of ATS, crew and airline operational centers, is expected to be reached through data communications, and automated sharing of real-time information. CPDLC, ADS and AOC/ATC inter-facility link are some of the tools used to support new ATM methods such as Collaborative Decision Making (CDM). The aim of CDM is to enable the corresponding actors (crew, controllers and airline operations) involved in ATM system, to improve mutual knowledge of the forecast/ current situations, of each other constraints, preferences and capabilities, so as to resolve potential problems.
8.3.3
8.3.3.1
Altimeter Setting Procedures

General
Altimeter Setting procedures are defined in part VI of ICAO "Aircraft operations" DOC 8168OPS/611 and in part II of ICAO "Rules of the Air and Traffic Services" DOC 4444-RAC/501/12. Before leaving the ramp or while taxiing, the pressure scales of all altimeters shall be set and checked according to the procedures laid down in the respective FCOM/AOM. If it appears that an erroneous QNH value has been obtained, a check on the QNH value shall be requested.
8.3.3.2
Type of Altimeter Settings

The three different types of altimeter settings are Standard (1013.25 hPa / 29.92 inHg), QNH and QFE. As indicated below, each setting will result in an altimeter indication which provide a measure of the vertical distance with regard to the ICAO Standard Atmosphere (ISA) above the particular reference datum shown.
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Altimeter setting Standard QNH QFE
Reference Datum 1013.25 hPa / 29.92 inHg Local mean sea level pressure Aerodrome elevation
Altimeter indication Flight Level Altitude Height above aerodrome
For vertical separation of aircraft, a system of flight level (FL) is used. Flight levels are related to a pressure datum of 1013.2 hPa (29.92 in) and are separated by a nominal distance of at least 500 ft (152.4 m) based upon the International Standard Atmosphere (ISA). A feet altimeter, with the pressure scale set to 1013.2 hPa, indicates FL when the indication is expressed in hundreds of feet. The relation between FL and altimeter indications is as follows:
Flight Level Number 50 100 150 200 etc. 5000 10000 15000 20000 etc. Altimeter Indication Flight Level Number Altimeter Indication 1500 3050 4550 6100 etc.
Transition altitude shall be specified for each aerodrome and given in approach charts, and the transition level based on actual pressure situation shall be calculated by ATC and transmitted to the aircraft prior to approach or given in approach chart. Transition layer is the vertical distance between the transition altitude and transition level. The transition from FL to altitude shall be done at the transition level when descending and that from altitude to FL at the transition altitude when climbing.
8.3.3.3
Setting Procedure
When changing an altimeter setting, each pilot will call out the new setting and check altitudes. At each resetting of the altimeters, PM/PNF shall call out the altimeter setting to be set, e.g. 1002" and PF shall answer 1002". When the altimeters have been set at 1002 hPa, both shall cross-check the readings by calling out their altimeter readings and comparing the values, e.g. 4000 ft" and 4100 ft", by PF and PNF respectively. A clear distinction shall be made between the terms Flight Level and Altitude, especially when reading back clearances and when reporting positions. The pressure scales of the feet altimeters shall be set to the following values: Takeoff and Initial Climb Both feet altimeters shall be set to the applicable QNH for the departure aerodrome. Climb Set altimeters to STD (1013.2 hPa) when penetrating the transition altitude. Baro settings and altitude readings will be cross-checked. Cruise, Descent, Approach and Landing Maintain standard setting when flying at or above the transition level. If cruising below or at transition altitude, both pilot altimeters will be on QNH of the nearest station available. Set the applicable QNH no later than when penetrating the transition level during descent. When cleared to an altitude below the transition level and provided no further reference to flight level(s) is indicated or anticipated, for terrain precaution, the change in altimeter settings should be made well in advance of reaching the transition level. The meter altimeter is used only with STD (1013.2 hPa) where applicable. Missed Approach The altimeter settings used while completing a missed approach procedure will depend on whether the procedure can be completed below the transition altitude. The settings shall be consistent with the procedures stated above.
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8.3.3.4
Temperature Correction
Pressure altimeters are calibrated to indicate true altitude under International Standard Atmosphere (ISA) conditions. Temperature deviation from ISA results in erroneous readings on pressure altimeters. When the temperature is lower than standard, the true altitude is less than indicated altitude. When the temperature is lower than standard, the true altitude is less than indicated altitude. Depending on the amount of temperature deviation (on the colder side) and amount of height to be corrected for, significant deviations between indicated and true altitude can occur in conditions of extreme cold weather where terrain clearance is a consideration, corrections should be calculated and a higher indicated altitude established and flown. Values to be added to the published altitudes are given in 8.1.1.3, Wind Correction. Minimum safe altitudes in connection with the approach procedure and climb-out procedure must be adjusted when the ambient temperature on the surface is much lower than that predicted by the standard atmosphere. An approximately correction is 4% height increase for every 10 deg C below standard temperature as measured at the aerodrome. For colder temperatures, a more accurate correction should be obtained from the following table, which are calculated for a sea level aerodrome.
Values to be added by pilot to minimum altitude

Height above aerodrome elevation (ft) Reported OAT (deg C) 0 10 20 30 40 50 20 20 30 40 50 60 20 30 50 60 80 90 30 40 60 80 100 120 30 50 70 100 120 150 40 60 90 120 150 180 40 70 100 140 170 210 50 80 120 150 190 240 50 90 130 170 220 270 60 100 140 190 240 300 90 150 210 280 360 450 120 200 280 380 480 590 170 290 420 570 720 890 230 390 570 760 970 280 490 710 950 1210 200 300 400 500 600 700 800 900 1000 1500 2000 3000 4000 5000
1190 1500
8.3.3.5
Altimeter Discrepancies in Flight

Except on aircraft fitted with 3 Air Data Reference (ADR) systems, where a faulty system can be identified, if a difference between altimeter readings occurs during climb or cruise, the average of the two readings will be used to determine the flight level or altitude. When a different altimeter reading occurs during the descent and approach phases, the lower reading altimeter will be used to determine safety heights and critical heights. However, the glide path height check at the outer markers will be used as a further check, bearing in mind that the glide slope itself may be inaccurate.
8.3.3.6
Metric Altimetry
Before commencing a flight the P-i-C must ensure that current maps, charts and associated documentation are available to cover the intended operation of the aeroplane including any diversion which may reasonably be expected. This shall include any conversion tables necessary to support operations where metric heights, altitudes and flight levels must be used. Before beginning a flight from, to or over regions where metric altimetry is used, the P-i-C must ensure that ft/meter conversion means are available to the flight crew. The conversion can be done, thanks to an aircraft system or thanks to paper conversion tables.
8.3.3.7
QFE Operation
Before beginning a flight from, to or over regions where QFE is used for operations, the P-i-C must ensure that QFE/QNH conversion means are available to the flight crew. In principle, the normal procedure is to utilize QNH. However, in certain areas where QNH is not available (or where clearances refer to QFE), QFE must be used for takeoff/climb and approach/
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landing unless a conversion table QNH is available in Approach Chart. The pressure scales of the feet altimeters shall be set to the value mentioned below during: Takeoff QFE of the aerodrome of departure. Climb QFE of the aerodrome of departure changeover to standard altimeter setting shall be made, upon reaching the transition height. Approach and Landing Changeover to local QFE from standard altimeter setting shall be made when an aircraft is passing through a transition level. Note: For cabin pressurization setting, consult FCOM/AOM. Missed Approach The relevant portions of Climb, Approach and Landing above shall be applied.
8.3.3.8
IFR Flight Level TablesSemi Circular Rules

Not applicable for RVSM spaces (See OM-A 8.3.2.6.32Flight Procedures; Reduced Vertical Separation Minimum (RVSM)).
Table 1 - Flight levels ICAO rule

180359 ft (x100) 20 40 60 80 100 120 140 160 180 200 220 240 260 280 310 350 390 meters 600 1200 1850 2450 3050 3650 4250 4900 5500 6100 6700 7300 7900 8550 9450 10650 11900 ft (x100) 10 30 50 70 90 110 130 150 170 190 210 230 250 270 290 330 370 410 360179 meters 300 900 1500 2150 2750 3350 3950 4450 5200 5800 6400 7000 7600 8250 8850 10050 11300 12500
Some countries or FIR/UIR may have their own FL semi-circular rules, such as Chile, China, Tel Aviv FIR, Mongolia, Russia. For Reduced Vertical Separation Minimum (RVSM), See OM-A 8.3.2.6.32Flight Procedures; Reduced Vertical Separation Minimum (RVSM).
8.3.4
Altitude Alerting System Procedures

The purpose of the altitude alerting system is, when manual flying, to alert the flight crew by the automatic activation of a visual and/or an aural signal when the air craft is about to reach or is leaving the pre-selected altitude/flight level. The system and its operation shall ensure an accurate altitude adherence during all phases of the flight.
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The altitude alert system is to be used to record cleared altitudes and not as a reminder device for transition levels or reporting altitudes. Depending upon the design of the alerting system (Refer to FCOM), pre-warnings are given 1,000 ft before reaching the selected altitude / flight level. When climb / descent constraints are part of a departure/arrival clearance, constraint altitude(s) should be set in the altitude alert system (selected altitude window) even though such constraints are also entered in the FMS (as applicable). When it is necessary to change the selected altitude, the PM/PNF will make the change crosschecked by the PF. The use of the altitude alerting system does not in any way release the flight crew from the responsibility of ensuring that the aircraft levels off or will be leveled off at the correct altitude or flight level.
8.3.5
Ground Proximity Warning System /Terrain Avoidance Warning System

An aircraft must not be operated if it is not equipped with a Ground Proximity Warning System (GPWS). It must automatically provide, by means of aural signals, which may be supplemented by visual signals, timely and distinctive warning to the flight crew of sink rate, ground proximity, altitude loss after takeoff or go-around, in correct landing configuration and downward glideslop e deviation. An aircraft must not be operated if it is not equipped with a predictive terrain hazard warning function (Terrain Awareness/Avoidance and Warning SystemTAWS). The terrain awareness and warning system must automatically provide the flight crew, by means of visual and aural signals and a Terrain Awareness Display, with sufficient alerting time to prevent controlled flight into terrain events, and provide a forward looking capability and terrain clearance floor. The Ground Proximity Warning System (GPWS) is designed to alert pilots that the aircraft position in relation to the terrain is abnormal and, if not corrected, could result in a Controlled Flight Into Terrain (CFIT). It is the responsibility of the P-i-C to develop and implement a plan which employs all available resources to ensure adequate terrain clearance. Under certain conditions of flight where immediate visual reference to the surrounding terrain is not available, prompt action shall be made to eliminate the cause of GPWS warning. When undue proximity to the ground is detected by any flight crew member or by a ground proximity warning system, the P-i-C or the pilot to whom conduct of the flight has been delegated shall ensure that corrective action is initiated immediately to establish safe flight conditions. Do not ignore short duration warnings. Take immediate corrective action. Avoid canceling GPWS warning by pulling GPWS C/B. The GPWS must be ON from takeoff until landing. The GPWS may not be deactivated (by pulling the circuit breaker or use of the relevant switch) except when specified by approved procedures. When a warning occurs during daylight VMC conditions, if positive visual verification is made that no hazard exists, the warning may be considered cautionary. A go-around shall be initiated in any case if cause of warning cannot be identified immediately. Any GPWS activation must be reported in writing to the flight operations whether genuine or spurious. Where such activation indicates a technical malfunction of the system, an appropriate entry should also be made in the flight deck log). Note: 1. Pilots shall be aware of the possibility that a nuisance warning may be generated by an aircraft flying below (up to 6,500 ft) e.g. during a holding. 2. Only Enhanced GPWS (EGPWS) also called TAWS (Terrain Avoidance and Warning System) have a forward-looking facility, therefore including a predictive terrain hazard warning function so that some cautions and warnings may be given if the aircraft is approaching sharply rising terrain. 3. Basic or so-called advanced GPWS do not have this facility, so that the time between the receipt of a warning and contact with the ground if no corrective action
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is taken will be around 20 seconds. This will be lessened if the rate of descent is excessive or if there is rising terrain below the aircraft.
8.3.5.1
Flight Path and Configuration Warning

Whenever SINK RATE, TERRAIN, DON'T SINK, TOO LOW TERRAIN, TOO LOW GEAR, TOO LOW FLAPS or GLIDE SLOPE warning occurs, action shall be taken to correct flight path or aircraft configuration. The following warnings may be canceled or inhibited by using the inhibit or override switch for the following conditions: Glide slope warning when making localizer approach, when conditions require deliberate approach below glide slope or when glide slope signal is unreliable. Flap and gear warning when a malfunction exists as stated in the checklist. Note: Terrain closure rate warning (mode 2A) may occur in various locations depending on their specific topographical features.
8.3.5.2
GPWS Pull-up Warning

Whenever a pull-up warning occurs in IMC, a recovery shall be initiated without delay as follows: Immediately apply max thrust. Disengage autopilot and auto throttle. Increase pitch altitude initially to 15 Nose-up or as stated in the respective FCOM/AOM. If stick shaker is activated, reduce rotation, as necessary. Do not change configuration. Thrust may be increased up to mechanical stops if situation so warrants. More pitch attitude may be required to silence the pull-up warning and/or to avoid terrain contact. When warning stops and ground contact is no longer imminent, accelerate and adjust configuration as required. In case of a pull-up warning, VMC and positive visual verification can be made so that no hazard exists, the descent/approach may be continued. Note: The verbal command "Pulling up" is used during a GPWS warning.
8.3.6
Policy and Procedures for the Use of TCAS/ACAS

An aircraft must not be operated if it is not equipped with an airborne collision avoidance system with a minimum performance level of at least ACAS II. (Refer to ICAO Annex 10, Volume IV, Chapter 4 for the minimum performance level of ACAS II.) When ACAS is installed and serviceable, it shall be used in flight in a mode that enables Resolution Advisories (RA) to be produced unless to do so would not be appropriate for conditions existing at the time. When undue proximity to another aircraft (RA) is detected by ACAS, the P-i-C or the pilot to whom conduct of the flight has been delegated must ensure that any corrective action indicated by the RA is initiated immediately, unless doing so would jeopardize the safety of the aircraft. The corrective action must: Never be in a sense opposite to that indicated by the RA Be in the correct sense indicated by the RA even if this is in conflict with the vertical element of an ATC instruction. Be the minimum possible to comply with the RA indication. Prescribed ACAS ATC communications are specified. When the conflict is resolved, the aeroplane is promptly returned to the terms of the ATC instructions or clearance. The use of the TCAS/ACAS is mandatory within certain areas (e.g. USA, Europe, India). Although not yet mandatory in other airspaces, it should always be selected ON in flight. Do not maneuver in an opposite direction other than that specified by an RA since TCAS to TCAS coordination may occur (Refer to FCOM/AOM).
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8.3.7
8.3.7.1
Policy and Procedures for the In-flight Fuel Management

Fuel Quantity Checks
The fuel on board when starting the engines must not be less than the minimum fuel quantity defined by the fuel policy (See OM-A 8.1.7.1.19Flight Preparation; Fuel Policy). The fuel on board must be periodically checked in flight to determine if the remaining fuel is not less than the minimum fuel required to continue the intended flight. This will help the P-i-C to detect possible fuel consumption higher than anticipated or a fuel leak. A P-i-C shall only commence a flight or continue in the event of in-flight re-planning when he is satisfied that the aircraft carries at least the planned amount of usable fuel and oil to complete the flight safely, taking into account the expected operating conditions.
In-flight Fuel Checks

A P-i-C must ensure that fuel checks are carried out in flight at regular intervals. The usable remaining fuel must be recorded and evaluated to: Compare actual consumption with planned consumption Check that the usable remaining fuel is sufficient to complete the flight, (See OM-A 8.3.7.1.42Flight Procedures; In-flight Fuel Management) Determine the expected usable fuel remaining on arrival at the destination aerodrome. In-flight fuel monitoring is made using the operational flight plan. Range Control Range control is performed by checking the actual fuel remained for a certain distance versus that estimated for that distance. The fuel remained shall be checked versus the fuel consumed in order to ensure correct figures. The difference between actual and estimated remaining fuel shall be noted, and reasons for the difference established. The range control shall be carried out at least every 6090 min simultaneously with suitable position reports. Note: 1. The crew must carry out regular fuel checks as follows: Time of observation; Fuel used (FU); Remaining fuel on board (FOB); Fuel flow (FF). 2. Subtract "Fuel used" from the block fuel (recorded before engine start) and compare this figure with the "Remaining fuel on board". If there is no major discrepancy, the figures read on the aircraft should be used. 3. This type of monitoring would detect fuel leaks and provide a more reliable basis of calculation in case of either Fuel Quantity Indicator (FQI) or Fuel Used (FU) failure during flight. 4. However, without any failure or fuel leak, some discrepancies, which may be considered large (more than 1000 kg on some aircraft), can be evidenced. This may be due to: APU consumption (up to 150 kg/h) which is not recorded by FU FQI errors on block fuel and on FOB FU indication tolerance. 5. Water freezing in the tanks may also affect the FQI indications.
In-flight Fuel Management

The flight must be conducted so that the expected usable fuel remaining on arrival at the destination aerodrome is not less than: The required al ternate fuel plus final reserve fuel, or
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The final reserve fuel if no alternate aerodrome is required. However, if, as a result of an in-flight fuel check, the expected usable fuel remaining on arrival at the destination aerodrome is less than: The required alternate fuel plus final reserve fuel, the P-i-C must take into account the traffic and the operational conditions prevailing at the destination aerodrome, at the destination alternate aerodrome and at any other adequate aerodrome, in deciding whether to proceed to the destination aerodrome or to divert so as to perform a safe landing with not less than final reserve fuel The final reserve fuel if no alternate aerodrome is required, the P-i-C must take appropriate action and proceed to an adequate aerodrome so as to perform a safe landing with not less than final reserve fuel. The P-i-C shall declare an emergency when calculated usable fuel on landing, at the nearest adequate aerodrome where a safe landing can be performed, is less than final reserve fuel. Fuel check during approach Minimum fuel during approach consists of fuel from the present position to landing or to go-around plus alternate fuel, if required, plus final reserve fuel and any additional fuel, if applicable.
Additional conditions for specific procedures

On a flight using the RCF (Reduced Contingency Fuel) procedure, in order to proceed to the Destination 1 aerodrome, the P-i-C must ensure that the usable fuel remaining at the decision point is at least the total of:
Trip fuel from the decision point to the Destination 1 aerodrome; and Contingency fuel equal to 5% of trip fuel from the decision point to the Destination
1 aerodrome; and and
Destination 1 aerodrome alternate fuel, if a Destination 1 alternate aerodrome is required; Final reserve fuel.
On a flight using the PDP (Pre-Determined Point) procedure in order to proceed to the destination aerodrome, the P-i-C must ensure that the usable fuel remaining at the PDP is at least the total of:
Trip fuel from the PDP to the destination aerodrome; and Contingency fuel from the PDP to the destination aerodrome calculated in accordance
with paragraph 8.1.7.1; and
Additional fuel as required in paragraph 8.1.7.1.

Required Minimum Remaining Fuel
The minimum fuel expected to be available on arrival at the destination aerodrome is the sum of the alternate fuel and the final reserve fuel as defined in chapter 8.1.7.1. If it appears en route that the fuel remaining is such that the fuel at destination will be less than expected above, the P-i-C should consider the following: Decrease aircraft speed (down to Max Range Speed) Obtain a more direct route Fly closer to the optimum FL (taking the wind into account) Select a closer suitable alternate aerodrome Land and refuel.
Re-planning in Flight
Re-planning in flight may be done when planned operating conditions have changed or other reasons make further adherence to the original flight plan unacceptable or impractical, for example: Bad weather conditions or runway condition at the planned destination and alternate Fuel penalties due to ATC constraints or unfavorable wind
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Degraded aircraft performance. As the flight progresses, the weather trends and other factors affecting the safety of the flight shall be carefully monitored. Re-planning may be done throughout the flight when the planned operating conditions have changed so much that further adherence to the original flight plan is unacceptable or impractical. The re-planning during flight is normally done by the P-i-C using the same criteria as for pre-flight planning, however flight dispatcher may be coordinated for assistance. Thus in such case, where practicable, the verification of agreement between the P-i-C and flight dispatcher shall be recorded by means of electronic method, e.g. ACARS. It shall be carried out when: The weather conditions at the destination/secondary destination or alternate(s) make a landing uncertain Fuel penalties due to ATC restrictions or unfavorable winds exceed contingency fuel and extra fuel, if carried The runway conditions hinder landing at the destination/secondary destination or alternate(s) The aircraft performance is seriously impaired by malfunctions The holding time at the destination/ secondary destination is expected to exceed that for which fuel is available After re-planning, the remaining fuel must be enough for the flight to proceed to its destination from the re-planning position without infringing the minimum fuel requirements. In-flight re-planning procedures for calculating usable fuel required when a flight has to proceed along a route or to a destination aerodrome other than originally planned must include: Trip fuel for the remainder of the flight; and Reserve fuel consisting of:
Contingency fuel; and Alternate fuel, if a destination alternate aerodrome is required. (This does not preclude
selection of the departure aerodrome as the destination alternate aerodrome); and
Final reserve fuel; and Additional fuel, if required by the type of operation (e.g. ETOPS); and
Extra fuel if required by the P-i-C. In case of in-flight re-planning, the P-i-C may not have to select a destination alternate if both: The remaining flying time to destination does not exceed 6 hours, and Two separate runways are available and usable at the destination aerodrome and the appropriate weather reports or forecasts for the destination aerodrome, or any combination thereof, indicate that for the period from one hour before until one hour after the expected time of arrival at the destination aerodrome, the ceiling will be at least 2,000 ft or circling height + 500 ft, whichever is greater, and the visibility will be at least 5 km.
Minimum Fuel Operation

Advise ATC when the remaining fuel has reached a state where, upon reaching destination any undue delay cannot be accepted. This is not an emergency situation but just an advisory that indicates an emergency situation is possible, should any undue delay occur. A minimum fuel advisory does not imply a need for traffic priority. If the remaining usable fuel suggests the need for traffic priority to ensure a safe Landing, an emergency should be declared and report fuel remaining in minutes. An emergency exists if the fuel remaining in flight does not allow to land with at least the final reserve fuel (30 minutes holding).
8.3.7.2
Fuel Freezing Limitations

For some aircraft/engines, the temperature limitation is higher than the fuel freezing point due to engines fuel system or due to specific margin. Hereafter are explanations of fuel temperature limitations:
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The minimum fuel temperature, published in the operational documentation, may be more restrictive than the certified aircraft environmental envelope. It includes two different limitations both linked to engine operation: Fuel freezing point limitation, and fuel heat management system limitation.
Fuel Freezing Point Limitation

This limitation provides an operating margin to prohibit operations under fuel temperature conditions that could result in the precipitation of waxy products in the fuel. The resulting limitation varies with the freezing point of the fuel being used. Aside from this, engines have a fuel warming (oil cooling) system at their inlet. Because of the architecture of this system and the fact that the fuel inlet hardware varies from one engine type to another, the specification of what fuel temperature is acceptable at the inlet of the engine varies from one engine type to the other.
Fuel Heat Management System Limitation

This limitation reflects the engine capability to warm-up a given water-saturated fuel flow to such a point that no accumulation of ice crystals may clog the fuel filter. Such a limitation does not appear in the documentation for some engine types when outside the environmental envelope. When applicable, the resulting limitation is a fixed temperature below which, flight ( or takeoff only, if high fuel flows only cannot be warmed-up enough) is not permitted. The most restrictive of the two limitations above should be considered. Note: The fuel anti-icing additives authorized by engine manufacturers decrease the freezing temperature of the water contained in the fuel (decrease the fuel heat management system temperature limitation), but have no effect on the fuel freezing temperature itself.
Therefore, the minimum fuel temperature should be: Fuel Freezing Point The fuel freezing point to be considered is the actual fuel freezing point (See OM-A 8.2.1.4.4Ground Handling; Fuel Freezing Point Determination).
Minimum fuel specification values (freezing point)

JET A -40 deg C JP 5 -46 deg C JET A1/JP 8 -47 deg C RT/TS-1 -50 deg C JET B -53 deg C JP 4 -54 deg C
Whenever necessary the TAT has to be increased. This is achieved by an aircraft speed increase and/or an altitude decrease. Increasing the aircraft speed provides a marginal TAT increase (in the order of 0.5 to 1 deg C for 0.01 M increase) and thus a small fuel temperature increase, at the expense of a significant increase in fuel consumption. Decreasing the altitude generally provides a SAT increase (about 2 deg C per 1000 ft). Nevertheless, whenever the tropopause is substantially low, decreasing the altitude may not provide the corresponding expected SAT and, thus, TAT increase.
8.3.8
8.3.8.1
Adverse And Potentially Hazardous Atmospheric Conditions

Thunderstorms
General
There is no useful correlation between the external visual appearance of thunderstorms and their severity. Knowledge and weather radar have modified attitudes toward thunderstorms, but one rule continues to be true: "Any thunderstorm should be considered hazardous."
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Weather Information
Meteorological observations/forecasts messages or charts contain thunderstorm and associated hazards information. But, when thunderstorms are, or are expected to be, sufficiently widespread to make their avoidance by aircraft difficult, e.g. a line of thunderstorms associated with a front or squall line or extensive high level thunderstorms, the Meteorological Office issues warnings, in the form of SIGMET messages, of "active thunderstorm area" . In addition, pilots are required to send a special air report when conditions are encountered, which are likely to affect the safety of aircraft. Such a report would be the basis of a SIGMET warning. The Meteorological Office does not issue SIG MET messages in relation to isolated thunderstorm activity and the absence of SIGMET warnings does not therefore necessarily indicate the absence of thunderstorms. Meteorological information for description of weather messages and for the meaning of the associated codes, See OM-A 8.1.6.18Flight Preparation; Meteorological Information.
Thunderstorm Hazards
Thunderstorms concentrate every weather hazard to aviation into one vicious package. The most important hazards are: Turbulence Potentially hazardous turbulence is present in all thunderstorms. Strongest turbulence within the cloud occurs with shear between updrafts and downdrafts. Outside the cloud, shear turbulence has been encountered several thousand feet above and 20 NM laterally from a severe storm. A low-level turbulent area is the shear zone associated with the gust front. Often, a "roll cloud" on the leading edge of a storm marks the top of the eddies in this shear and it signifies an extremely turbulent zone. Gust fronts often move far ahead (up to 15 NM) of associated precipitation. The gust front causes a rapid and sometimes drastic change in surface wind ahead of an approaching storm. It is almost impossible to hold a constant altitude in a thunderstorm, and manoeuvring in an attempt to do so produces greatly increased stress on the aircraft. It is understandable that the speed of the aircraft determines the rate of turbulence encounters. Stresses are least if the aircraft is held in a constant attitude and allowed to "ride the waves". (Refer to FCOM "Flight in Severe Turbulence".) Icing Super cooled water freezes on impact with an aircraft. Clear icing can occur at any altitude above the freezing level; but at high levels, icing from smaller droplets may be rime or mixed rime and clear. The abundance super cooled water droplets makes clear icing very rapid between 0 deg C and 15 deg C. Hail Hail competes with turbulence as the greatest thunderstorm hazard to aircraft. Supercooled drops above the freezing level begin to freeze. Once a drop has frozen, other drops latch on and freeze to it, so the hailstone grows. Large hail occurs with severe thunderstorms with strong updrafts that have built to great heights. Eventually, the hailstones fall, possibly some distance from the storm core. Hail may be encountered in clear air several miles from dark thunderstorm clouds. Low Ceiling and Visibility Generally, visibility is near zero within a thunderstorm cloud. The hazards and restrictions created by low ceiling and visibility are increased many fold when associated with the other thunderstorm hazards. Effect on Altimeters Pressure usually falls rapidly with the approach of a thunderstorm, then rises sharply with the onset of the first gust and arrival of the cold downdraft and heavy rain showers, failing back to normal as the storm moves on. This cycle of pressure change may occur in 15 minutes. If the pilot does not receive a corrected altimeter setting, the altimeter may be more than 1000 feet in error. Lightning A lightning strike can puncture the skin of an aircraft. Lightning has been suspected of igniting fuel vapors causing explosion; however, serious accidents due to lightning strikes are extremely rare. Nearby lightning can blind the pilot rendering him momentarily unable to
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navigate either by instrument or by visual reference. Lightning can also induce permanent errors in the magnetic compass and lightning discharges, even distant ones, can disrupt radio communications on low and medium frequencies. In the event of lightning strike, conduct the following procedure: In flight, check of all radio communication and navigational equipment and the weather radar. Record the lighting strike in the technical logbook. On ground, check the followings:
Compensation of the (standby) compass Signs of damage on fuselage, wings, radome, empennage Antennas, pitot heads All control trailing edges and static dischargers Radio and navigation equipment.
Lightning intensity and frequency have no simple relationship to other storm parameters. But, as a rule, severe storms have a high frequency of lightning. Engine water ingestion Jet engines have a limit on the amount of water they can ingest. Updrafts are present in many thunderstorms, particularly those in the development stages. If the updraft velocity in the thunderstorms approaches or exceeds the terminal velocity of the falling raindrops, very high concentrations of water may occur. It is possible that these concentrations can be excess of the quantity of water engines are designed to ingest. Therefore, severe thunderstorms may contain areas of high water concentration which could result in flameout and/or structural failure of one or more engines.
Avoiding Thunderstorms
General rule Never regard a thunderstorm lightly. Avoiding thunderstorms is the best policy. Don't land or takeoff in the face of an approaching thunderstorm. Turbulence wind reversal or windshear could cause loss of control. Don't attempt to fly under a thunderstorm even if you can see through to the other side. Turbulence and wind shear under the storm could be disastrous. Don't fly without airborne radar into a cloud mass containing scattered embedded thunderstorms. Scattered thunderstorms not embedded usually can be visually circumnavigated. Don't trust the visual appearance to be a reliable indicator of the turbulence inside a thunderstorm. Do avoid by at least 20 NM any thunderstorm identified as severe or giving an intense radar echo. This is especially true under the anvil of large cumulonimbus. Do circumnavigate the entire area if the area has 6/10 thunderstorm coverage. Do remember that vivid and frequent lightning indicates the probability of a severe thunderstorm. Do regard as extremely hazardous any thunderstorm with tops 35,000 feet or higher whether the top is visually sighted or determined by radar. Departure and arrival When significant thunderstorm activity is approaching within 15 NM of the airport, the P-i-C should consider conducting the departure or arrival from different direction or delaying the takeoff or landing. Use all available information for this judgment, including PIREPs, ground radar, aircraft radar, tower-reported winds, and visual observations. In the terminal area thunderstorms should be avoided by no less than 3 NM. Many ATC radars are specifically designed to reduce or exclude returns from "weather" and in these cases little or no assistance can be given by ATC. It is recommended that any guidance given by ATC should be used in conjunction with the aircraft own weather radar, in order to guard against possible inaccuracies in the ground radars interpretation of the relative severity of different parts of a storm area. Any discrepancies should be reported to ATC. Gust fronts in advance of a thunderstorm frequently contain high winds and strong vertical and horizontal wind shears, capable of causing an upset near the ground. A gust front can
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affect an approach corridor or runway without affecting other areas of the airport. Under such conditions, tower-reported winds and the altimeter setting could be misleading. Microbursts may also accompany thunderstorms. 2 NM or less in diameter, microbursts are reviolent short-lived descending columns of air capable of producing horizontal winds sometimes exceeding 60 kt within 150 ft of the ground. Microbursts commonly last one to five minutes and may emanate from high-based cumulus clouds accompanied by little or no precipitation, or may be associated with large cumulonimbus build-ups and be accompanied by heavy rainfall. Because of their relatively small diameter, airport anemometers and low level windshear alert systems may not sense this phenomenon in time to provide an adequate warning of nearby microburst activity. En Route
Overfly
Avoid overflying thunderstorms unless a minimum of 5,000 ft clearance above the storm top is ensured. When possible, detour between the storm cells of a squall line rather than directly above them. Keep the radar antenna tilted down during overflight to properly assess the most severe cells, which may be masked by clouds formations. At altitudes above the freezing level, super cooled rain and hail may indicate as only weak radar echoes, which can mask extreme thunderstorm intensity. Avoid weak radar echoes associated with thunderstorms by the following minimum distances: Altitude lateral avoidance 20,000 ft 25,000 ft 30,000 ft 10 NM 15 NM 20 NM
Flight Near Thunderstorms If flight closer than the minimum recommended distances is unavoidable, observe the following precaution: When it is necessary to fly parallel to a line of cells, the safest path is on the upwind side (the side away from the direction of storm travel). Although severe turbulence and hail can be encountered in any direction outside a thunderstorm, strong drafts and hail are more often encountered outside the body of the cell on the downwind side. Avoid flight under the anvil. The greatest possibility of encountering hail is downwind of the cell, where hail falls from the anvil or is tossed out from the side of the storm. Hail has been encountered as much as 20 NM downwind from large thunderstorms. Avoid Cirrus and Cirrostratus layers downwind from the storm tops. Such layer may be formed by cumulonimbus tops and may contain hail, even though the radar scope shows little or no return echoes. If ATC requirements make flight into unsafe conditions imminent, the P-i-C should request a change of routing and if necessary use his emergency authority to avoid the severe weather conditions. Any flight in the vicinity of thunderstorms carries the risk of a sudden onset of moderate or severe turbulence.
Thunderstorm Penetration
If thunderstorm penetration is unavoidable, the following guidelines will reduce the possibility of entering the worst areas of turbulence and hail: Use the radar to determine the areas of least precipitation. Select a course affording a relatively straight path through the storm. Echoes appearing hooked, finger-like, or scalloped indicate areas of extreme turbulence, hail and possibly tornadoes, and must be avoided. Penetrate perpendicular to the thunderstorm line, if not possible maintain the original heading. Once inside the cell, continue ahead, a straight course through the storm is most likely to get the aircraft out of the hazards most quickly. The likelihood of an upset is greatly increased when a turn is attempted in severe turbulence and turning maneuvers increase the stress on the aircraft. Pressure changes may be encountered in strong drafts and may conduct to an altitude error of 1,000 ft.
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Gyro-stabilized instruments supply the only accurate flight instrument indications. Avoid level near the 0 deg C isotherm. The greatest probability of severe turbulence and lightning strikes exist near the freezing level. Generally the altitudes between 10,000 ft and 20,000 ft encompass the more severe turbulence, hail, and icing conditions, although violent weather may be encountered at all level inside and outside an active thunderstorm. Due to very high concentration of water, massive water ingestion can occur which could result in engine flameout and/or structural failure of one or more engines. Changes in thrust should be minimized.
Operational Procedures
If is not possible to avoid flying through or near to a thunderstorm, the following procedures and techniques are recommended: Approaching the thunderstorm area ensures that crew members' safety belts are firmly fastened and secure any loose articles. Switch on the Seat Belt signs and make sure that all passengers are securely strapped in and that loose equipment (e.g. cabin trolleys and galley containers) are firmly secured. Pilots (particularly of long bodied aircraft) should remember that the effect of turbulence is normally worse in the rear of the aircraft than on the flight deck. One pilot should fly the aircraft and control aircraft attitude regardless of all else and the other monitor the flight instruments continuously. Height for penetration must be selected bearing in mind the importance of insuring adequate terrain clearance. Due to turbulence, wind shear, local pressure variations, the maintenance of a safe flight path can be difficult. The recommended speed for flight in turbulence must be observed and the position of the adjusted trim must be noted. Turn the flight deck lighting fully on to minimize the blinding effect of lightning. Continue monitoring the weather radar in order to pick out the safest path. Tilt the antenna up and down occasionally to detect thunderstorm activity at altitudes other than that being flown.
8.3.8.2
Icing Conditions
An aircraft shall not be operated in expected or actual icing conditions unless it is certificated and equipped to operate in icing conditions. Icing conditions occur when low temperatures are accompanied by precipitation. Icing of the aircraft is one of the most dangerous flight hazards. For further details of De-icing and Anti-icing on the Ground, See OM-A 8.2.4.12Ground Handling; De-icing and Anti-icing on Ground.
8.3.8.3
TURBULENCE
Turbulence is defined as a disturbed, irregular flow of air with embedded irregular whirls or eddies and waves. An aircraft in turbulent flow is subject to irregular and random motions, while, more or less, maintaining the intended flight path. If the weather conditions and route forecast indicate that turbulence is likely, the cabin crew should be pre-warned, and passenger advised to return to, and/or remain seated and to ensure that their seat belts are securely fastened. Catering and other loose equipment should be stowed and secured until it is evident that the risk of further turbulence has passed. When encountering turbulence, pilots are urgently requested to report such conditions to ATC as soon as practicable. Classification of intensity may be defined as follows:
Intensity LIGHT Aircraft Reaction Turbulence that momentarily causes slight, erratic changes in altitude and/or attitude. Reaction Inside Aircraft Occupants may feel a slight strain against seat belts or shoulder straps. Unsecured objects may be displaced slightly. Food service may be conducted and little or no difficulty is encountered in walking.
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Intensity
Aircraft Reaction
Reaction Inside Aircraft Occupants feel definite strains against seat belts or shoulder straps. Unsecured objects are dislodged. Food service and walking are difficult Occupants are forced violently against seat belts or shoulder straps. Unsecured objects are tossed about. Food service and walking is impossible
MODERATE Similar to light turbulence but of greater intensity. Changes in altitude and/or attitude occur but the aircraft remains in positive control at all times. It usually causes variations in indicated airspeed. SEVERE Turbulence that causes large, abrupt changes in altitude and/or attitude. It usually causes large variation in indicated airspeed. Aircraft may be momentarily out of control. Turbulence in which the aircraft is violently tossed about and is practically impossible to control. It may cause structural damage.
EXTREME
8.3.8.4
Wind Shear
Wind shear is a rapid variation in wind velocity and/or direction along the flight path of the aircraft. Wind shear conditions are usually associated with the following weather situations: Jet streams Mountain waves Frontal surfaces Thunderstorms and convective clouds Microbursts. When encountering wind shear conditions, pilots are urgently requested to report such conditions to ATC as soon as practicable in stating the loss or gain of speed and the altitude at which it was encountered.
8.3.8.5
Jetstream
Jetstreams are narrow bands with extreme high wind speeds up to 300 kt. They can extend up to several thousand miles, the width can be several miles. Avoid flying along the edge of jetstreams due to possible associated turbulence. Pilots should also be aware of the effect of increased fuel consumption due to unexpected significant head wind components that can be encountered.
8.3.8.6
Volcanic Ash Clouds

Flying through an ash cloud should be avoided by all means due to the extreme hazard for the aircraft. Volcanic ash can ca use extreme abrasion to all forward facing parts of the aircraft, to the extent that visibility through the windshields may be totally impaired, airfoil and control surface leading edges may be severely damaged, airspeed indication may be completely unreliable through blocking of the pitot heads and engines may even shut down.
8.3.8.7
Heavy Precipitation
Heavy precipitation may occur as rain showers, snow showers and hail . The greatest impairment to flight is the reduced visibility and the risk of in combination with low temperature. Heavy precipitation can be associated with significant downdrafts and wind shear.
Effect from Water Ingested by Jet Engines

Under given weather conditions, the water/air ratio absorbed by jet engines is directly related to its performance and aircraft speed. This ratio is considerably increased at a high aircraft speed and engines at flight idle (typical descent conditions). This means that during descent, under heavy rainfall conditions, or hail, significant ingestion of water may cause surging or extinction of jet engines. Heavy precipitation can quickly lead to high levels of runway contamination so runway clearance/ drainage rate must be closely monitored in order to assess if a diversion is necessary. For Operations on Slippery Surfaces, See OM-A 8.3.8.11.53Flight Procedures; Operations on Slippery Surfaces.
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8.3.8.8
Sandstorms
Avoid flying in active sandstorms whenever possible. When on ground, aircraft should ideally be kept under cover if dust storms are forecast or in progress. Alternatively, all engine blanks and cockpit covers should be fitted, as well as the blanks for the various system and instrument intakes and probes. They should be carefully removed before flight to ensure that accumulation of dust are not deposited in the orifices which the covers are designed to protect.
8.3.8.9
Mountain Waves
Mountain waves are caused by a significant airflow crossing a mountain range. On some airports, relief or obstacles may cause special wind conditions with severe turbulence and windshear on approach or during takeoff. Special procedures or recommendations are indicated on airport charts when appropriate. They must be taken into account by the flight crew for the choice of the landing or takeoff runway.
8.3.8.10
Significant Temperature Inversion

Temperature Inversion, the Weather Phenomenon
General In meteorology, air temperature at the earths surface is normally measured at a height of about 1.20 m (4 ft) above the ground. From that temperature, which is reported by Air Traffic Control , takeoff performance will be defined. All along the takeoff flight path, aircraft performance is computed considering the altitude gained, the speed increase, but also implicitly considering a standard evolution of temperature, i.e. temperature is considered to decrease by 2 deg C for each 1000 ft. However, although most of the time, temperature will decrease with altitude in quite a standard manner, specific meteorological conditions may lead the temperature evolution to deviate from this standard rule. With altitude increasing, marked variations of the air temperature from the standard figure may be encountered. In that way, air temperature may decrease in a lower way than the standard rule or may be constant or may even increase with altitude. In this last case, the phenomenon is called a temperature inversion. As described below, this may particularly affect the very lower layer of the atmosphere near the earth s surface. There are many parameters, which influence air temperature and may lead to a temperature inversion. Close to the ground, air temperature variations mainly result from the effects of:
Seasonal variations Diurnal/nocturnal temperature variations Weather conditions (effect of clouds and wind) Humidity of the air Geographical environment, such as: Mountainous environment Water surface (sea) Nature of the ground (arid, humid) Latitude Local specificity.
As a general rule, valid for everywhere, low wind conditions and clear skies at night, will lead to rapid cooling of the earth and a morning temperature inversion at ground level. Morning Temperature Inversion In the absence of wind or if the wind is very low, the air, which is in contact with a cold earth surface will cool down by heating transfer from the warm air to the cold ground surface. This transfer of heat occurs by conduction only and consequently leads to a temperature inversion, which is limited in altitude. This process needs stable weather conditions to develop. Schematically, during the day, the air is very little heated by solar radiation and the earth is very much. But the lower layer of the atmosphere is also heated by contact with the ground,
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which is more reactive to solar radiation than the air, and by conduction between earth and atmosphere. At night, in the absence of disturbing influences, ground surface cools down due to the absence of solar radiation and will cool the air near the ground surface. In quiet conditions, air cooling is confined to the lowest levels. Typically, this effect is the biggest at the early hours of the day and sunshine subsequently destroys the inversion during the morning. Similarly, wind will mix the air and destroy the inversion. Magnitude of Temperature Inversion This kind of inversion usually affects the very lowest levels of the atmosphere. The surface inversion may exceed 500 ft but should not exceed 1000 to 2000 ft. The magnitude of the temperature inversion cannot be precisely quantified. However, a temperature inversion of about +10 deg C is considered as quite an important one. Usually, within a temperature inversion , temperature regularly increases with altitude until it reaches a point where the conduction has no longer any effect.
Where can They be Encountered?

This kind of inversion may be encountered worldwide. However, some areas are more exposed to this phenomenon such as arid and desert regions. It may be also encountered in temperate climate particularly during winter season (presence of fog). Tropical regions are less sensitive due to less stable weather conditions. In some northern and continental areas (Canada, Siberia) during winter in anti-cyclonic conditions, the low duration of sunshine during the day could prevent the inversion from destruction. Thus, the temperature of the ground may considerably reduce and amplify the inversion phenomenon. In a lower extent, this may also occur in temperate climate during winter, if associated with cold anti-cyclonic conditions. An other important aspect of an inversion is wind change. The air mass in the inversion layer is so stable that winds below and above, tend to diverge rapidly. Therefore, the wind change, in force and direction, at the upper inversion surface may be quite high. This may add to the difficulty of flying through the inversion surface. In some conditions, the wind change may be so high as to generate a small layer of very marked turbulence. Other Types of Temperature Inversion The Morning temperature inversion process is considered as the most frequent and the most sensitive. However, as also mentioned above, other meteorological conditions, of a less frequent occurrence and magnitude, may lead to temperature inversions. For instance, the displacement of a cold air mass over a cold ground surface may lead to turbulence resulting in a transfer of heat to the lower levels of this mass, thus, also creating a temperature inversion in the lower levels of the atmosphere below this air mass. Usually, this kind of inversion has lower magnitude than the previous case described above. In any case, pilot experience, weather reports or pilot reports will be the best way in identifying such weather conditions.
The Effect on Aircraft Performance and Recommendations

A temperature inversion will result in a reduction of the thrust only when performing a maximum takeoff thrust during hot days, i.e. the actual ambient temperature is above T.REF (flat rating temperature). Effect on Aircraft Performance In the event of temperature inversion, the climb performance will be affected in the cases where the thrust is affected. However, to affect the aircraft performance, a temperature inversion must be combined with other factors. During a normal takeoff with all engines operative, the inversion will have no effect since the actual aircraft performance is already far beyond the minimum required performance. Then, the actual aircraft performance could be affected only in the event of an engine failure at takeoff. However, conservatism in the aircraft certified performance is introduced by the FAR/ JAR Part 25 rules, to take account for inaccuracy of the data that are use d for performance calculations. Although not specifically mentioned, temperature inversions can be considered as part of this inaccuracy.
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Therefore, a temperature inversion could become a concern during the takeoff only in the following worst case with all of these conditions met together:
The engine failure occurs at V1,and Takeoff is performed at maximum takeoff thrust, and OAT is close to or above T.REF, and The takeoff weight is limited by obstacles, and The temperature inversion is such that it results in the regulatory net flight path margin cancellation and leads to fly below the regulatory net flight path.
In all other cases, even if the performance is affected (inversion above T.REF), the only detrimental effect will be the climb performance to be lower than the nominal one.
8.3.8.11
Operations on Slippery Surfaces

Runway Friction Characteristics
The stopping performance of aircraft is to a greater degree dependent on the available friction between the aircraft tires and the runway surface, their landing and takeoff speeds. In some conditions the runway length required for landing or takeoff could be critical in relation to the runway length available. Adequate runway friction characteristics / braking action is mainly needed for three distinct purposes: Deceleration of the aircraft after landing or a rejected takeoff Directional control during the ground roll on takeoff or landing, in particular in the presence of crosswind, asymmetric engine power or technical malfunctions Wheel spin-up at touchdown. To compensate for the reduced stopping and directional control capability for adverse runway conditions (such as wet or slippery conditions), performance corrections are applied in the form of: Runway length increment Reduction in allowable takeoff or landing weight Reduction of allowable crosswind component.
Measuring and Expressing Friction Characteristics

The friction coefficient is defined as the ratio of the maximum available tire friction force and the vertical load acting on the tire. This coefficient is named "Mu" or "". Various systems are used to measure the runway friction coefficient /conditions. The results of the friction measuring equipment do not generally correlate with each other for all surface conditions and no correlation has been established between these results and the stopping performance of an aircraft. The only perfect way of measuring the friction coefficient "Mu" for a specific aircraft is by using that specific aircraft braking system on the surface concerned. When friction measurement are not available but can be only estimated, the pilot is informed only of the estimated braking action reported as "good" - "medium" - "poor" - "unreliable (nil)" or a combination of these terms. Pilots should treat reported braking action measurements with caution and interpret them conservatively.
Braking Action Reporting

Friction measurements or braking action estimation may be reported: In plain language by the tower By the routine weather broadcast By SNOWTAM.
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When necessary, ATC issues the latest braking action report for the runway in use to each arriving and departing aircraft. Pilots should also be prepared to provide a descriptive runway condition report to ATC after landing.
Meteorological Observations
Meteorological observations in connection with knowledge of previous runway conditions will, in many cases, permit a fair estimate to be made of braking action. On snow- or ice-covered runways not treated with, e.g. sand, the coefficient of friction varies from as low as 0.05 to 0.30. It is very difficult to state exactly how and why the runway conditions vary. The braking action is very much dependent upon the temperature especially near the freezing point. However , when it is freezing, the braking action could be fairly good, it will so remain if the temperature decreases but if the temperature rises to the freezing point or above, the braking action will decrease rapidly. Sometimes very low friction coefficient values occur when humid air is drifting in over an icy runway even though the temperature may be well below the freezing point. Some of the various conditions which are expected to influence the braking action are given below:
Aircraft Performance on Wet or Contaminated Runways

It is not recommended to land or take off on a runway for which the braking action is reported as "POOR" or the friction coefficient is 0.25 or less. Takeoff runway covered with more than 5 cm (2 inches) of dry snow or 2.5 cm (1 inch) of wet snow is not recommended.
Guidelines for Operations on Slippery Surfaces

General Consideration
The Use of Thrust Reversers Which is Mandatory on Contaminated Runways.

The two most important variables confronting the pilot when runway coefficient of friction is low and/or conditions for hydroplaning exist are length of runway and crosswind magnitude. The total friction force of the tires is available for two functions, braking and cornering. If there is a crosswind, some friction force (cornering) is necessary to keep the aircraft on the center line. Tire cornering capability is reduced during braking or when wheels are not fully spun up. Locked wheels eliminate cornering. Therefore in crosswind conditions, a longer distance will be required to stop the aircraft. Taxiing Aircraft may be taxied at the P-i-C discretion on ramps and taxiways not cleared of snow and slush. More power than normal may be required to commence and continue taxi so care should be taken to avoid jet blast damage to buildings, equipment and other aircraft. Be aware of the possibility of ridges or ruts of frozen snow that might cause difficulties. The boundaries/edges of maneuvering areas and taxiway should be clearly discernible. If in doubt, request "Follow me" guidance. When executing sharp turns while taxiing or parking at the ramp, remember that braking and steering capabilities are greatly reduced with icy airport conditions; reduce taxi speed accordingly. Slat/flap selection should be delayed until immediately before line up to minimize contamination. Takeoff Severe retardation may occur in slush or wet snow. In most cases, lack of acceleration will be evident early on the takeoff run. Maximum permissible power must be used from the start. Large quantities of snow or slush, usually containing sand or other anti-skid substances may be thrown into the engines, static ports and onto the airframe. Pod and engine clearance must be watched when the runway is cleared and snow is banked at the sides of runway or taxiway. Landing Pilots should be aware that where rain, hail, sleet or snow showers are encountered on the approach or have been reported as having recently crossed the airfield, there is a high probability of the runway being contaminated. The runway state should be checked with ATC before commencing or continuing the approach. Very often a short delay is sufficient to allow the runway to drain or the contaminant to melt. Use of reverse thrust on landing on dry snow
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in very low temperatures will blow the dry snow forward especially at low speed. The increase in temperature may melt this snow and form clear ice on re-freezing on static ports. The required landing field length for dry runways is defined as 1.67 times the demonstrated dry landing distance. For wet runways, this landing distance requirement is increased by 15%. The required landing field length for contaminated runways is defined as 1.15 times the demonstrated contaminated landing distance. The shortest stopping distances on wet runways occur when the brakes are fully applied as soon as possible after main wheel spin up with maximum and immediate use of reverse thrust. Landing on contaminated runways without antiskid should be avoided. It is strongly recommended to use the auto brake (if available) provided that the contaminant is evenly distributed. The factors and considerations involved in landing on a slipper y surface are quite complex and depending on the circumstances, the pilot may have to make critical decisions almost instinctively. The following list of items summarizes the key points to be borne in mind and several may have to be acted upon simultaneously:
Do not land where appreciable areas of the runway are flooded or covered with 1/2 inch
or more of water or slush.
Limit crosswind components when runway conditions are poor and runway length short. Establish and maintain a stabilized approach. Consider the following variables involved before landing on a slippery runway:
Landing weather forecast Aircraft weight and approach speed Landing distance required Hydroplaning (aquaplaning) speed Condition of tires Brake characteristics (anti-skid, autobrake mode) Wind effects on the directional control of the aircraft on the runway Runway length and slope Glidepath angle.
8.3.9
Wake Turbulence
Every aircraft in flight generates wake turbulence caused primarily by a pair of counter rotating vortices trailing from the wing tips. Wake turbulence generated from heavy aircraft, even from those fitted with wing tip fences, can create potentially serious hazards to the following aircraft. For instance, vortices generated in the wake of large aircraft can impose rolling movements exceeding the counter-roll capability of small aircraft.
8.3.9.1
Takeoff and Landing

Turbulence encountered during approach or takeoff may be due to wake turbulence. (See RM RAR for categorization and separation.)
8.3.9.2
In Cruise
Wake turbulence events are more frequent in RVSM airspace, even with very distant aircraft (20 NM). They may be encountered in cruise. In such case, the flight crew should consider keeping the seat belt signs ON, when the aircraft proximity is known. If considered necessary, the pilot may offset from the cleared track by up to a maximum of 2NM in order to alleviate the effects of wake turbulence. ATC should be advised of this contingency action but will not issue clearance for any such lateral offset. The aircraft should be returned to cleared track as soon as the situation allows. It is important to note that wake turbulence can cause variation in pitch. When crossing a vortex perpendicularly, these pitch variations are sometimes accompanied by a loud thumping noise. During an approach at night, passengers may have the sensation that the aircraft has touched the ground.
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8.3.10
8.3.10.1
Crew Members at Their Stations

Flight Crew
During takeoff and landing each flight crew member required to be on flight deck duty shall be at his station. Except for crew entry/exit, the flight deck door should remain closed and locked during the whole flight. Flight crew member must not leave his station without permission from the P-i-C. For a short period, one of the minimum number of flight crew members may be permitted to leave the flight deck for toilet visit or for safety reasons, however the remaining flight crew shall continuously maintain unobstructed access to the flight controls, alertness and situational awareness.
8.3.10.2
Cabin Crew
During takeoff and landing, and whenever deemed necessary by the P-i-C in the interest of safety, the minimum legal number of cabin crew must be positioned in seats designated for the purpose. Any additional cabin staff that cannot be accommodated in seats provided for the purpose, will normally occupy passenger seats, or at P-i-C's discretion, any spare seat in the flight deck.
8.3.10.3
Controlled Rest on Flight Deck

Even though crew members should stay alert at all times during flight, unexpected fatigue can occur as a result of sleep disturbance and circadian disruption. To cover for this unexpected fatigue, and to regain a high level of alertness, a controlled rest procedure on the flight deck can be used. Moreover, the use of controlled rest has been shown to increase significantly levels of alertness during the later phases of flight, particularly after the top of descent, and is considered a good use of CRM principles. Controlled rest should be used in conjunction with other on board fatigue management countermeasures such as physical exercise, bright flight deck illumination at appropriate times, balanced eating and drinking, and intellectual activity. The maximum rest time has been chosen to limit deep sleep with consequent long recovery time (sleep inertia). It is the responsibility of all crew members to be properly rested before flight. This paragraph is concerned with controlled rest taken by the minimum certificated flight crew. It is not concerned with resting by members of an augmented crew. Controlled rest means a period of time off task, some of which may include actual sleep. Controlled rest may be used at the discretion of the P-i-C to manage both sudden unexpected fatigue and fatigue which is expected to become more severe during higher workload periods later in the flight. It cannot be planned before flight. Controlled rest should only take place during a low workload part of the flight. Controlled rest periods should be agreed according to individual needs and the accepted principles of CRM; where the involvement of the cabin crew is required, consideration should be given to their workload. Only one crew member at a time should take rest, at his station; the harness should be used and the seat positioned to minimize unintentional interference with the controls. The P-i-C should ensure that the other flight crew member(s) is (are) adequately briefed to carry out the duties of the resting crew member. One pilot must be fully able to exercise control of the aircraft at all times. Any system intervention which would normally require a cross check according to multi crew principles should be avoided until the resting crew member resumes his duties. Controlled rest may be taken according the following conditions:
The rest period should be no longer than 45 minutes (in order to limit any actual sleep
to approximately 30 minutes).
After this 45-minute period, there should be a recovery period of 20 minutes during which
sole control of the aircraft should not be entrusted to the pilot who has completed his rest.
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In the case of 2-crew operations, means should be established to ensure that the nonresting flight crew member remains alert. This may include: Appropriate alarm systems On board systems to monitor crew activity Frequent Cabin Crew checks; in this case, the P-i-C should inform the senior cabin crew member of the intention of the flight crew member to take controlled rest, and of the time of the end of that rest; frequent contact should be established between the flight deck and the cabin crew by means of the interphone, and cabin crew should check that the resting crew member is again alert at the end of the period. The frequency of the contacts should be specified in the Operations Manual. A minimum 20 minutes period should be allowed between rest periods to overcome the effects of sleep inertia and allow for adequate briefing. If necessary, a flight crew member may take more than one rest period if time permits on longer sectors, subject to the restrictions above. Controlled rest periods should terminate at least 30 minutes before top of descent.
8.3.11
Use of Safety Belts for Crew and Passengers

Flight Crew
Both occupants of the pilot seats shall always have their seat belts fastened. Shoulder harnesses shall be fastened during takeoff and landing and during turbulence or when turbulence is expected. Where locking devices are installed, they shall be used to protect the pilots in such emergency situations as emergency landing on land or ditching. Note: Other flight crew member(s) or any person who is in the flight deck during takeoff, landing, turbulence or when turbulence is expected shall have their seat belts and shoulder harnesses fastened, unless the shoulder harnesses interfere with the performance of duties. In such case, the shoulder harnesses may be unfastened but the seat belts shall remain fastened.
Cabin Crew
In order to ensure those cabin crew have sufficient time for securing in the cabin before landing, the FASTEN SEAT BELT sign shall normally be switched on approximately 10 minutes before landing. In case the cabin crew require more than 10-minute warning, this should be coordinated with the P-i-C. During taxiing, minimum cabin crew shall be seated at their assigned stations with seat belts fastened. Only cabin crew in excess of the minimum crew may move about in the cabin for the purpose of safety-related duties. The cabin crew shall be seated with seat belts fastened whenever IM/AP, upon received flight deck signal (switching FASTEN SEAT BELT sign to OFF then ON), has made an announcement Cabin crew prepare for ...(takeoff/landing) at approximately: 30-60 sec before takeoff until the FASTEN SEAT BELT sign is switched off. 2500 ft (3 min) before landing until aircraft vacates runway after landing. During flight in turbulent air or when turbulence is expected while FASTEN SEAT BELT sign is ON, cabin crew shall return to the assigned seat or occupy passenger seat and fasten seat belt.
Passengers
Passengers must use their seat belts when the FASTEN SEAT BELT sign is illuminated. The sign must be illuminated: During taxiing, takeoff and landing During all flying in moderate and severe turbulence. When flying in light turbulence or when turbulence is expected, announcement from flight deck shall be made containing a reminder that passengers should take their seats and fasten their seat belts. Switching on FASTEN SEAT BELT sign en route also orders cabin crew to stop serving, secure loose equipment, take their seats and fasten their seat belts. Whenever conditions permit,
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switching on FASTEN SEAT BELT sign en route shall be followed by a brief announcement from the flight deck. As a safety precaution, passengers should have their seat belts fastened whenever seated.
8.3.12
8.3.12.1
Admission to Flight Deck

Policy
To prevent the unwanted persons from accessing to the flight deck, the following security measures and procedures shall be adhered to: Persons other than active flight crew shall be allowed to enter or to travel in the flight deck ONLY with prior permission of the P-i-C who has the sole authority to decide who may visit or travel in the flight deck with or without cabin seat(s) available. The flight deck door shall be closed and locked from the time the first passenger is on board the aircraft until the last passenger disembarks from the aircraft, except when necessary to permit access or egress by authorized persons The key for the flight deck door shall be kept in the flight deck and shall be used only by the flight crew. Before unlocking the flight deck door, flight crew shall monitor the entire area outside the flight deck door and clearly identify persons requesting entry. In the event of security breaches or suspicious activity in the cabin, cabin crew shall discreetly notify the P-i-C immediately via interphone. In case that the Cockpit Door Locking System (CDLS) fails during flight, P-i-C shall arrange for a responsible person to guard the flight deck door and the entire area outside the flight deck door at all time if the deadbolt system is not available on board. Note: 1. In the interest of the Flight Deck Security, all pilots shall carefully study the Operations Bulletins which are approved by DO and available in the Miscellaneous File (MF). 2. For the flights to/from the USA, no person may be admitted to the flight deck, except crew members and CAA inspector (regardless of para 8.3.12.3 of this section). 3. In case flight deck door normal locking system is inoperative, the dead bolt shall be used if installed. The cabin crew shall guard flight deck entrance at all time if the dead bolt is not installed.
8.3.12.2
Officials on Official Duty

The P-i-C shall render all possible assistance to DCA officials engaged in flight safety work. DCA inspectors on official duty shall be admitted to the flight deck whenever they ask for. If the P-i-C decides to refuse admittance, the inspector should be informed of the reason for the refusal. In such case, the P-i-C shall submit a written report, as soon as possible after the flight, to the Vice President, Flight Operations (DP) for further report to Executive Vice President, Operations (DO) who will forward the report together with the Companys comment to the authorities concerned.
8.3.12.3
Visit to and/or Travel in the Flight Deck

Although the flight deck shall not be accessible to the public, the following persons may apply for permission to visit and/or to travel in the flight deck even without cabin seat available: Companys flight crew Companys flight operations officers Flight personnel from other airlines with permission from DO or DP Employees of the Company or other operators with permission from DO or DP Other personnel who have special permission from DO or DP Any other passengers as deemed by the P-i-C to have commercial value to the Company. A person shall only be carried on the flight deck provided that a seat with safety belt / safety harness is available and that requirements concerning supplemental oxygen are met. The person shall be instructed: Not to distract and / or interfere with the operation of the flight
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Not to touch any controls, switches, instruments, circuit breakers Not to smoke Not to talk unless invited to do so by the P-i-C. The person must be familiar with the use of all flight deck relevant emergency equipment and all relevant emergency procedures to: Keep the safety belt / safety harness fastened at all times Use emergency exits, life jacket and oxygen. In special cases, the P-i-C may grant permission to passengers other than those mentioned above to temporarily visit the flight deck, provided that: The P-i-C deems this advantageous to the Company. The visit takes place only during cruise when the FASTEN SEAT BELT sign is not on. The visitor does not use any pilot seat in the flight deck. In the interests of safety, admission to the flight deck does not cause distraction and/or interfere with the flight operation. The P-i-C informs his flight crew in advance when such permission has been granted.
8.3.12.4
Flight Deck Permit

For security measures, request for Flight Deck Permit, together with photocopy of I.D.card and valid passport, shall be submitted at least 1 week in advance to Vice President, Flight Operations (DP) for approval. After approved and signed by DP, on all documents, one copy of Flight Deck Permit and associated documents (photocopy of I.D. card and valid passport) shall be sent to OW office for further hand-over to the P-i-C for his information and actions. Passenger(s) shall be accepted to travel in the flight deck only on a specific flight and date specified on the Flight Deck Permit card. Before entering the flight deck, the holder of the Flight Deck Permit shall present his/her I.D. card and/or passport together with the Flight Deck Permit card to IM/AP to obtain prior permission from the P-i-C. The P-i-C shall collect the used Flight Deck Permit card and, after the flight, send it to OA.
8.3.12.5
VIP Flight Deck Permit

The VIP Flight Deck Permit is a permanent gold card signed by the Executive Vice President, Operations (DO) and issued only to the retired captains whose last positions with THAI are Vice Presidents or higher. The Permit as such is of lifetime validity. It can exclusively be used by the captain whose name is printed on the card and is not transferable.
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8.3.13
Use of Vacant Crew Seats

The P-i-C has the authority to release cabin jump seats and cabin crew rest seats for IDpassengers when cabin seats are not available and provided that: The P-i-C is satisfied that the person is properly briefed on safety procedures and equipments and relevant operating procedures. The person is assessed as having enough strength and dexterity to operate an open emergency exit, to exit expeditiously, and to assist others in getting off an escape slide (if any).
8.3.14
8.3.14.1
Incapacitation of Crew Members

General
Incapacitation is defined as any physical or mental condition that renders a crew member incapable of performing normal operation or emergency procedures. Incapacitation may be obvious-usually involving prolonged maximum loss of function, or subtle-usually transient and involving partial loss of function.
8.3.14.2
Detection of Incapacitation
Flight crew members should be highly suspicious of a subtle incapacitation whenever a pilot does not respond appropriately to repeated verbal communication, or any time he does not respond appropriately to any standard flight profile. Proper monitoring and strict adherence to standard operational procedures and correct flight profiles, particularly during the takeoff, approach, and landing phases, provides the best means of early detection of serious incapacitation.
8.3.14.3
Actions
Irrespective of the nature of incapacitation, the prime concern of the other pilot(s) must be the safe operation of the aircraft. When the P-i-C is incapacitated, the pilot in succession assumes command.
Total Incapacitation
The incapacitated pilot shall as soon as possible be removed from his seat or have his seat pulled back and tilted so as to avoid interference with the control of the aircraft. If he remains in his seat the shoulder harness shall be locked. If necessary, cabin crew shall be requested to assist. A landing shall be made at the nearest aerodrome where proper medical care can be given.
Partial or Subtle Incapacitation

The incapacitated pilot shall be relieved of all responsibility for as long as there is evidence of incapacitation. Other actions required to be taken will depend on the type, seriousness and duration of the incapacitation.
Post-flight Actions
The P-i-C (or the pilot in succession of command when the P-i-C is incapacitated), is responsible for: Ensuring that the incapacitated pilot receives appropriate medical care Filing a ASR/ASRTEX
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Briefing the other crew members.
8.3.14.4
Training
Pilot incapacitation is trained regularly in accordance with FTM.
8.3.15
8.3.15.1
Cabin Safety Requirements

Cabin Preparation and Passengers Seating
Before the flight, the P-i-C shall also inform his crew of any useful information such as deficiency of cabin/safety equipment, special passengers/load, special procedures e.g. de-icing. The senior cabin crew member is responsible to the P-i-C for cabin safety from the time the aircraft is accepted for flight, until all the passengers have been offloaded at the end of the flight. The senior cabin crew member must also ensure that relevant emergency equipment remains easily accessible for immediate use. Unless the weight and balance for the flight and passenger category will be such that the random occupation of seats is permissible, passengers will be shown or conducted to their allocated seats. The cabin pre-flight security check shall be performed after all ground personnel have completed their duties services in the cabin and already left the aircraft, approximately 10 minutes before passengers boarding. Before pushback or engine start, the P-i-C shall ensure that the Cabin Clear report has been received from the IM/AP, indicating that: Security pre-flight check has been performed. Cabin galleys, passengers and cabin crew are ready for aircraft movement. Crew meals are loaded. Cabin crews passports/visa and vaccination certificates (if applicable) are checked. All cabin doors are closed and armed. The document and equipment according to CA Preflight Checklist is checked and Technical Equipment Checklist is signed (only at base station and at crew change station). Seating is in accordance with loadsheet, and headcount performed as required. The cabin crew shall be seated with seat belts fastened whenever IM/AP, upon receiving flight deck signal (switching FASTEN SEAT BELT sign to OFF then ON), has made an announcement Cabin crew prepare for ...(takeoff/landing) at approximately: 30-60 sec before takeoff until the FASTEN SEAT BELT sign is switched off. 2500 ft (3 min) before landing until the aircraft vacates runway after landing. During flight in turbulent air or when turbulence is expected while FASTEN SEAT BELT sign is ON, cabin crew shall return to the assigned seat or occupy passenger seat and fasten seat belt. Note: The P-i-C must ensure that multiple occupancy of aeroplane seats is only done on specified 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.
When turbulence conditions are likely to be encountered, the P-i-C should endeavor to give early warning by switching "ON" the "Seat Belt" signs and making a PA announcement. The paramount requirements are to have the passengers strapped in good time and to ensure they remain strapped in. Both objectives can be met by making a suitable public address announcement at the same time as the "Seat Belt" signs are illuminated. The senior cabin crew must ensure that all passengers have conformed to the P-i-C's instructions on fastening of seat belts. The P-i-C must instruct him whether catering and bar service may continue or whether cabin staff must fasten their own belts. As long as the "Seat Belt" signs are illuminated, cabin crew should make frequent checks that passengers seat belts remain fastened and that baggage is well stowed to not cause injury by moving. When a passenger is seen to unfasten his seat belt or attempts to leave his seat, the passenger should be asked to remain seated and strapped in.
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As a matter of policy, if passenger insists on moving, he should not be prevented, but should be warned by cabin crew to take particular care.
8.3.15.2
Smoking on Board
Smoking in the Flight Deck
Smoking in the flight deck should be avoided. However, whenever smoking does take place, it shall be kept to a minimum as it has a negative effect on health and comfort of all present crew members. Smoking is not permitted in the flight deck: Whenever the P-i-C deems it necessary. While the aircraft is on ground. During and immediately after takeoff. Immediately before and during landing. During flight in turbulent air when the P-i-C deems it necessary. Whenever a flight crew member is using oxygen. If there is any smell of fuel or anti-icing fluid. When dumping fuel. When cargo is not stored in flame-resistant containers or covered by flame-resistant canvas (freight ACFT).
Smoking in the Cabin

The Companys policy states that all revenue flights are non-smoking flights. On some special flights e.g. ferry, test, non-revenue, etc., smoking may be permitted provided that these rules are adhered to. NO SMOKING sign should be illuminated: During and immediately after takeoff Immediately before and during landing When dumping fuel When the cargo is stowed without being stored in flame-resistant containers or covered by flame-resistant canvas When there is no cabin crew on duty or other crew members in the cabin Whenever the P-i-C deems it necessary, e.g., in turbulent weather or when the smell of fuel is evident When oxygen is being used. Note: When oxygen is being used, smoking may be allowed except in the seat row where oxygen is being used and in the seat row immediately forward and aft of that seat row.
When smoking is permitted in the cabin, the following rules shall be observed: Smoking is allowed only in Smoking Area and only while seated. Smoking is never allowed in No Smoking Area, in the lavatories or when walking around in the aisles.
8.3.15.3
Portable Electronic Devices (PED)

Prohibited Devices on Board at All Times
Portable Electronic Devices which intentionally transmit radio signal can interfere with navigational and communication equipment and the operation of aircraft systems. Suspending the use of all interference potential devices during the entire flight is required. The devices must be turned off at all time whenever all aircraft doors are closed. These devices are the following: Radio transmitter Walkie-talkie
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Mobile/cellular telephones Portable radio controlled toys Radio and television receivers Citizen band radios Pagers Electronic toys Wireless devices (mouse, Bluetooth, etc.) Electronic cigarette.
Acceptable Devices on Board During Cruise

Devices, which are not intentional transmitters of radio signal, may only be used from 15 min after takeoff until the seat belt sign is switched on again before landing. If interference from a portable device is suspected, operation of such a device shall be prohibited. These devices are the following: Portable video equipment Laptop or portable PC without printer Cassette/CD/DVD/Mini Disc players (used with headphones only) Electronic games Electronic calculators Electric shavers MP3 players (used with headphones only) Mobile/cellular telephones, only when set to flight mode or wireless-disable mode. (Communication signals are switched off.)
Acceptable Devices on Board for Entire Flight

Hearing aids, heart pacemakers, electronic watches and properly certified operator equipment are allowed during the entire flight.
Cellular Phone
Cellular phones and other transmitting devices must not be used and must be switched OFF from the time at the start of the flight when the passengers have boarded and all doors have been closed until the end of the flight when a passenger door has been opened. At the P-i-Cs discretion, the use of cellular phones may be permitted when the aircraft is stationary during prolonged departure delays provided that sufficient time is available to check the cabin before the flight proceeds. Similarly, after landing, the P-i-C may authorize cellular phone use in the event of a prolonged delay for a parking/gate position (even though doors are closed and the engines are running).
8.3.15.4
Medical Kits
First Aid Kit
General The number and location of first aid kits stowed on board the aircraft are specified in the Technical Equipment Checklist. The kit provides equipment and medicines for first aid use. One extra first aid kit is loaded in excess of minimum requirement. The quantity of content in each kit is also provided in excess of minimum requirement. Use of First Aid Kit
The first aid kit may be used repeatedly during flight. Whenever the kit is opened or used
or expired, it will be replaced upon returning to Bangkok. a remark, First aid kit opened, in the Flight Deck Log.
Any cabin crew may open the kits. However, IM/AP must always inform the P-i-C to enter The kit must be closed properly after used.
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After using, IM/AP shall ensure that the form First aid kit contents list report, available
inside the kit, is filled out by the cabin crew who used the kit. The form shall be left inside the kit after being recorded for airworthiness and restocking purposes. ensure that it is not less than the minimum requirement, shown in the form. If the content in one of first aid kits is less than the requirement, the overall quantity on the aircraft can be estimated to cover the minimum requirement. requirement as stated in Minimum Equipment List (MEL)/AOM 3.1Minimum Equipment List, THAI representative at respective station shall carry out the loan from other airlines/ agents.
If the kit has been used during the flight, IM/AP of that flight must check the quantity to
At line stations, if either the number of the first aid kits or the contents are less than minimum
Medical Kit
General One medical kit is available in the cabin on each aircraft. The kit is stowed in the locked stowage compartment or in the overhead bin. The location is specified in the Technical Equipment Checklist. The IM/AP holds the key of the locked stowage. The kit provides equipment and medicines to be used only by a medical doctor or trained nurse, if necessary. The contents list is attached to the case. Use of Medical Kit
The medical kit may be used repeatedly during flight. Whenever the kit is opened or used
or expired, it will be replaced upon returning to Bangkok.
The kit may be opened after permission from the P-i-C or the IM/AP. However, the IM/AP The kit must be closed properly after used. After using, IM/ AP shall ensure that the doctor has entered the forms as follows:
Medical Kit Contents Report
must always inform the P-i-C to enter a remark Medical kit opened in the Flight Deck Log.
The form, available inside the kit, is for recording the quantity of the contents that have been used. The form shall be left inside the kit after completion for airworthiness and restocking purposes. Doctors Report The forms, available inside the kit, are for a doctor (or a trained nurse who is responsible for diagnosing the patient) to enter the patients condition and diagnosis. Each form has carbonized copy, one copy shall be carried by the patient for further medical care after landing and another shall be kept inside the kit for record keeping purposes
If the kit has been used during the flight, the IM/AP of that flight must check to ensure that
the contents in the kit are not less than the minimum requirement shown in the form. If the content in the kit is less than the minimum requirement, the IM/ AP must inform the P-i-C. representative at respective station shall carry out the loan from other airlines/agents.
At line station, if the medical kit contents are less than minimum requirement, THAI
8.3.15.5
Procedures and Checklist System

Procedures and checklist system for use of crew must at least take into account the following items:
Item 1, Brief of cabin crew by the senior cabin crew member prior to commencement of a flight or series of flight 2, Check of safty equipment in accordance with operators policies and procedures 3, Security checks: searching for concealed weapon, explosives or other dangerous devices Pre Take-off x In Flight Pre Landing Post Landing
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Item 4, Supervision of passenger embarkation and disembarkation 5, Securing of passenger cabin (e.g. seatbelt, cabin cargo/ baggage) 6, Securing of galleys and stowage of equipment 7, Arming of door slides 8, Safety information to passrnger 9, "Cabin secure" report to flight crew 10, Operation of cabin lights 11, Cabin crew at crew station for take-off and landing 12, Surveillance of passenger cabin 13, Prevention and detection of fire in the cabin, galley, crew rest areas and toilet and instructions for action to be taken 14, Action to be taken when turbulence is encountered or inflight incidents (pressurisation failure, medical emergency etc.) 15, Disarming of door slides 16, Reporting of any deficiency and/or unserviceability of equipment and/or any incident
Pre Take-off x
In Flight
Pre Landing
Post Landing x
x x x x x x x x x x x if required if required
x x x x x x
x x x
x x x x x
8.3.15.6
Use of Portable Oxygen Bottles on Board

GENERAL
According to the regulation for the flight at and above 25,000 ft altitude, portable oxygen bottles are provided for cabin crew and passengers who for physiological reasons might require undiluted oxygen for first aid treatment following descent due to rapid decompression. Two types of portable oxygen bottles, 120-liter and 310-liter bottles, are installed as standard equipment on board. Each bottle is provided with one oxygen mask and has 2 and 4 liter per minute outlets. If selecting 4 liter per minute outlet, 120-litter bottle can be used up to 30 minutes and 310-liter bottle can be used up to 75 minutes. The number of portable oxygen bottles installed in the cabin is normally more than that required by the regulation. The number in excess, spare bottles, can be used for medical purpose. In a special case, extra 310-liter bottles or Zero Two Plus oxygen unit may be uploaded to fulfill passenger need for medical use.
MINIMUM PORTABLE OXYGEN BOTTLES REQUIREMENT

The minimum requirements of portable oxygen bottles on each aircraft type, to be used by cabin crew and passengers in case of decompression, are as indicated in the table below (item 6). One bottle required for every 50 and a fragment of 50 passengers, One bottle required for each cabin crew (minimum requirement).
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SPARE OXYGEN BOTTLES FOR MEDICAL USE

In addition to the minimum requirement, the spare portable oxygen bottles are also provided on each aircraft for passengers who, for physiological reason, might request for medical use during flight. In such case, the request shall be made in advance through Sales Procedures Division (BKKHB). If HB determines that certain numbers of spare oxygen bottles are sufficient and the request can be fulfilled, HB approval telex shall be distributed to concerned functions for acknowledgement and further actions. P-i-C and IM/Air purser are to be informed through OP/OW/BW and QV/QQ. Note: To determine number of bottles for passengers, HB will use the estimation as follows: One 120-liter bottle, 4 liter per minute, 30 minutes duration, One 310-liter bottle, 4 liter per minute, 60 minutes duration.
UPLOADED EXTRA OXYGEN BOTTLES FOR MEDICAL USE

In addition to spare oxygen bottles number that may not be sufficient for medical case, uploading of Zero Two Plus oxygen unit or extra 310-liter oxygen bottles is required. BKKHB will determine the type and number of extra bottles/unit to be uploaded on a case-bycase basis and will inform concerned functions (telex). Uploading and offloading extra bottles/ unit is carried out by TE-S/LC/LW at base station in Bangkok. ZERO TWO PLUS THERAPEUTIC OXYGEN UNIT The Zero Two Plus oxygen unit, 4.7 liter, is intended to provide supplementary oxygen to a passenger requiring an enhanced oxygen for the duration of the flight. One unit is sufficient to supply therapeutic oxygen at 2 lpm (liter per minute) for 26-hour, 4 lpm for 13-hour and 6 lpm for 8.5-hour duration respectively. The Unit when uploaded shall be stowed in designated coatroom stated in Technical Equipment Checklist. PORTABLE 310-LITER OXYGEN BOTTLES Prior to the flight, brackets and 310-liter oxygen bottles, with a mask attached to each bottle, shall be affixed at the pre-installed insert positions in designated coatrooms. The location of pre-installed inserts is stated in the Technical Equipment Checklist. However, the number of extra bottles to be upload will not exceed the maximum number allowed on each aircraft type. The maximum number is shown in the table (item 6).
CABIN CREW PROCEDURESOXYGEN BOTTLES FOR MEDICAL USE

ZERO TWO PLUS OXYGEN UNIT
When requested, cabin crew shall remove oxygen unit from designated coatroom. Operate the unit and fit cannula to passenger, give instruction to passenger or escort if
required. PORTABLE 310-LITER/120-LITER OXYGEN BOTTLES
When requested, cabin crew shall remove uploaded extra oxygen bottles and masks in
designated coatroom first (if uploaded) then from various locations in the cabin.
Make sure that at least one bottle remains in each cabin zone and one remains at required Bring one bottle at a time to the passenger/escort, give instruction how to use. After use, make sure that the pressure must not be lower than 50 psi owing to the fact of
maintenance purpose. SECURING THE BOTTLE/UNIT The bottle/unit shall be secured during the use. Securing methods is as follows:
cabin crew station (minimum requirement). This is to ensure the required bottles availability throughout cabin.
Stow the bottle/unit in overhead bin, or Stow the bottle/unit on the floor against the bulkhead behind the seat, or Fasten the bottle/unit with the seat legs using extension belts that is available on board.
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AFTER USE
IM or Air Purser shall enter which bottles have been used, in Aircraft Log Return used bottles to the original locations
TABLESTANDARD QUANTITY OF PORTABLE OXYGEN BOTTLES IN CABIN
Aircraft type (Version) Pax Min Seats cabin crew Quantity of oxygen bottles carried on each flight Requirement For passenger 310-ltr 747-400 (7442) 747-400 (7443) 777-300 (7732) 777-300ER 777-200ER 777-200 737-400 A340-500 A340-600 A330-300 (3302) A330-300 (3303) A300-600 (36R1) A300-600 (3602/36R3) 389 375 364 312 292 309 150 215 267 305 299 247 261/ 260 8 8 8 7 6 7 3 5 6 7 6 5 6 8 8 8 7 6 7 3 5 6 7 6 5 6 For cabin crew 310ltr 8 8 8 7 6 7 120-ltr 3 5 6 7 6 5 6 Spare For medical use 310ltr 8 8 5 4 7 4 2 11 12 2 3 3 3 120ltr 3 2 1 2 3 2 310ltr 24 24 21 18 19 18 5 16 18 9 9 8 9 120ltr 3 8 8 8 8 8 8 Total Max number of extra bottles that can be uploaded for medical use 310-ltr 10 10 6 NA 8 6 N/A 6 2 10 9 N/A N/A
Note:
Portable oxygen bottles carried by passengers are not allowed to carry on board. If, for physical reasons, it is deemed necessary to administer oxygen to a passenger at any time during flight, available portable oxygen bottles can be used. For first aid treatment, 4 liter-per-minute oxygen flow is recommended.
8.3.16
Passengers Briefing Procedures

In order to be prepared for an emergency situation and for safety of the flight, it is the requirement that before each takeoff, the adopted safety demonstration/safety video regarding the following shall be performed/presented to the passengers: Use of safety belts, Use of oxygen mask, Locations and use of life vests (for flight over water), Use of electronic devices, Locations of emergency exits, Smoking regulations, Back of the seat to be in the upright position and tray table stowed, and Safety pamphlet. After takeoff, passengers shall be reminded of smoking regulations and the use of safety belts. IM/AP shall assign a cabin attendant to individually brief an incapacitated/blind passengers (and his attendant, if any) on the appropriate exit and time of moving in an event of emergency. Note: For flight over water, in compliance with ICAO Annex 6, 6.5.2, life vests or equivalent individual floatation devices for each person on board are required on the following flights: When flying over water and at the distance of more than 93 km (50 NM) away from the shore. When taking off or landing at an aerodrome where the takeoff or approach path is so disposed over water that, in the event of a mishap, there would be a likelihood of ditching.
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8.3.16.1
General
All passengers must receive appropriate briefing, or equipment demonstration, for the various stages of the flight, in particular: Passengers must be given a verbal briefing about safety matters. Parts or all of the briefing may be provided by an audio-visual presentation. Passengers must be provided with a safety briefing card on which picture type instructions indicate the operation of emergency equipments and exits likely to be used by passengers. Prior to embarkation, passengers must be briefed on which articles are prohibited to be carried on board (in hand baggage or in checked baggage). For dangerous goods and weapons, refer to Chapter 9.The permissible size and weight of their hand baggage must be indicated to passengers (See OM-A 8.2.2.9.9Ground Handling; Hand Baggage). Prior to boarding passengers, they must be briefed on the No smoking requirement and on all provisions relevant to their safety before and during their embarkation (See OM-A 8.2.2.5 Ground Handling; Aircraft, Passengers and Cargo Handling Procedures Related to Safety).
8.3.16.2
Before Takeooff
Prior to takeoff, cabin crew must brief all passengers on applicable safety rules and procedures. The briefing is not required before every takeoff on a multi-stop flight with no additional passenger. It is necessary only for a change of aircraft and/or applicability of information (e.g. first segment over land, second segment over water, change of seat location). Passengers must be briefed on the following items: Smoking regulations: observation of NO SMOKING signs on the ground, prohibition of smoking during flight in non-smoker section, in lavatories and aisles and during the whole flight on non-smoking flights. Back of the seat to be in the upright position and tray table stowed Location of emergency exits Location and use of floor proximity escape path markings Stowage of hand baggage Restrictions on the use of portable electronic devices (See OM-A .; ) The location and the contents of the safety briefing card. Passengers must also receive a demonstration of the followings: The use of safety belts and/or safety harnesses, including how to fasten and unfasten the safety belts and/or safety harnesses The location and use of oxygen equipment if required. Passengers must also be briefed to extinguish all smoking materials when oxygen is being used. The location and use of life jackets if flight over water is anticipated.
8.3.16.3
After Takeoff
Passengers must be reminded of the followings: Smoking regulations: observation of NO SMOKING signs, prohibition of smoking during flight in non-smoker section, in lavatories and aisles and during the whole flight on nonsmoking flights Fastening their safety belts and/or safety harnesses, when the FASTEN SEAT BELT sign is ON. Furthermore, it must be recommended to passengers to keep their seat belt fasten at all time during the flight.
8.3.16.4
Before Landing
Passengers must be reminded of the followings: Smoking regulation The requirement to keep or refasten safety belts and/or safety harnesses
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Backing their seat in the upright position and stowing their tray table Re-stowing their hand baggage Restrictions on the use of portable electronic devices (See OM-A .; ).
8.3.16.5
After Landing
Passengers must be reminded of the followings: Smoking regulation Keeping their safety belt fastened until the aircraft comes to a full stop and the engines are shut down.
8.3.16.6
Emergency Situations
If an emergency occurs during flight, the passengers shall be instructed in such emergency action as appropriate to the circumstances (Refer to FCOM and CAP).
8.3.16.7
Public Address (PA) Announcements

In addition to personal contact, adequate information especially irregularity and/or abnormality of the flight, i.e. assumed delay of more than 10 min, should be given to passengers by using public address systems as it may be vital to the passengers. Every effort to inform the passengers shall be made in order to add value and enhance the companys quality. Since the P-i-C is responsible for the information given to the passenger on board the aircraft, then particular attention should be paid and all information shall be timely, correct and honest. The announcements may be based on the Captains Announcement booklet but, if possible, should be varied, to avoid monotony. After takeoff, immediately after turning the seat belt sign off, an announcement is required recommending that the passengers keep their seat belts fastened while seated, even though the seat belt sign is off. When noticeable turbulence is anticipated or encountered, advise the cabin occupants of the duration and intensity expected. Advise passengers of any delays (takeoff, landing) or diversions and the reasons. During night time or while showing the movie, announcement shall not be given over the loudspeaker. It shall be replaced by Airshow or by oral transmission via the cabin crew on duty. The P-i-C may delegate this duty to another crew member to perform announcements, whenever deemed more appropriate. Language ability, experience, motivation, etc. should be taken into account.
8.3.17
8.3.17.1
Replanning during Flight

GENERAL
As the flight progresses, the weather trends and other factors affecting the safety of the flight shall be carefully monitored. Replanning may be done throughout the flight when the planned operating conditions have changed so much that further adherence to the original flight plan is unacceptable or impractical. The replanning during flight is normally done by the P-i-C using the same criteria as for preflight planning, however flight dispatcher may be coordinated for assistance. Thus in such case, where practicable, the verification of agreement between the P-i-C and flight dispatcher shall be recorded by means of electronic method, e.g. ACARS. It shall be carried out when: The weather conditions at the destination/ secondary destination or alternate(s) make a landing uncertain; Fuel penalties due to ATC restrictions or unfavorable winds exceed contingency fuel and extra fuel, if carried; The runway conditions hinder landing at the destination/secondary destination or alternate(s);
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The aircraft performance is seriously impaired by malfunctions; The holding time at the destination/secondary destination is expected to exceed that for which fuel is available; After replanning, the remaining fuel must be enough for the flight to proceed to its destination from the replanning position without infringing the minimum fuel requirements.
8.3.17.2
CONTINUATION PROCEDURE
The P-i-C shall only continue towards the planned destination aerodrome if the latest information available indicates that, at the expected time of arrival (ETA), the weather conditions at the destination aerodrome or at least one destination alternate aerodrome, are at or above the applicable aerodrome planning minima prescribed in OM-A 8.1-Flight Preparation.
8.3.17.3
REPLANNING PROCEDURES
REPLANNING WITH ALTERNATE
Change of destination If considered a new destination is required for the continuation of the flight, a replanning has to be done according to the flight planning procedures, prescribed in OM-A 8.1-Flight Preparation. However, if flight time to the new destination is one hour or less, the actual weather at that destination can be used for a replanning even the forecast at ETA is below applicable landing minima. Change of alternate If the updated weather forecast indicates that, during the period commencing 1 hour before and ending 1 hour after the ETA, RVR/Visibility and ceiling (depending on the type of approach) for the planned alternate are below the alternate requirements as stated in OM-A 8.1-Flight Preparation, a replanning for the new alternate shall be taken into consideration provided that the remaining fuel so permits.
REPLANNING WITHOUT ALTERNATE

Proceeding to the destination, while en route or holding overhead destination, without diversion fuel may be done if all the following are fulfilled: Flight time to the destination is one hour or less; Two separate runways meeting the landing requirements for the aircraft type are available; No heavy showers or thunderstorms are expected; Estimated remaining fuel upon landing is not less than final reserve fuel; The ATS situation indicates that a landing can be made without excessive delay; and The actual weather in combination with the forecast indicate that, at the expected time of arrival at the destination, the weather is at or above the requirements for alternate planning minima as stated in OM-A 8.1-Flight Preparation. Some or all of these requirements may, in exceptional cases, be disregarded by the P-i-C if conditions at the alternate prevent a landing or make it highly uncertain.
8.3.17.4
MINIMUM REMAINING FUEL

Whenever the P-i-C is aware that the remaining fuel upon landing will be below the final reserve fuel, he must request landing priority or even declare an emergency if situation so requires.
8.3.17.5
DIVERSION
Diversion shall be made early enough to ensure that the flight arrives over the initial approach fix at the alternate with sufficient fuel for a safe approach and landing plus at least final reserve fuel.
oOo
OPERATING PROCEDURES All Weather Operations
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8.4
8.4.1
All Weather Operations

Concepts
All Weather Operations (AWO) consist in operating an aircraft in low visibility conditions. The term AWO includes Low Visibility Take-Off (LVTO), landing Category II (CAT II), landing Category III (CAT III) and Low Visibility Taxi (LV TAXI). Weather limitations (visibility) applied for AWO are called minima. Categories of AWO and the associated minima are defined in 8.1.3.2 Aerodrome Operating Minima. For each airport procedure, approved minima are indicated in the associated aerodrome chart filed in the Route Manual. A Take-off or a Landing can not be operated with minima below which the aircraft is certified, the crew is rated and the usable runway aids are certified. The limits of the aircraft are indicated in the respective FCOM/AOM. The limit of usable landing aids is the value of the DH/DA for the approach landing category. These limits or operating minima must not be less than those imposed by the country concerned and the Operations Manual according to the type of flight.
8.4.1.1
CAT II
The main objective of CAT II operations is to provide a level of safety equivalent to other operations, but in more adverse weather conditions and lower visibility. CAT II weather minima has been established to provide sufficient visual references at DH to permit a manual landing (or a missed approach) to be executed (this does not mean that the landing must be made manually). However, in order to use the minimum RVR as stated above, conducting auto land is mandatory otherwise RVR 350 m will be applied. Visual aids required for CAT II operations consist of high intensity approach lights system (HIALS), high intensity runway edge lights (HIRL), runway centerline lights (CL), touchdown zone lights (TDZ), runway end lights (REIL), threshold lights and runway markings.
8.4.1.2
CAT III
A CAT III operation is a precision approach at lower than CAT II minima. CAT III is divided in three sub-categories: CAT III A, CAT III B, CAT III C, associated with three minima levels (CAT III A is associated with highest minima, and CAT III C with lowest minima). A category III A approach is a precision instrument approach and landing using ILS or MLS with a decision height lower than 100 ft (30 m) and a runway visual range not less than 700 ft (200 m). A category III B approach is a precision instrument approach and landing with no decision height or a decision height lower than 50 ft (15 m) and a runway visual range less than 700 ft (200 m), but not less than 250 ft (75 m). A category III C approach is a precision instrument approach and landing with no decision height and no runway visual range limitation. Note: CAT III C operations are not currently authorized and the JAA does not mention this sub-category.
The main objective of CAT III operations is to provide a level of safety equivalent to other operations but in the most adverse weather conditions and associated visibility. In contrast to other operations, CAT III weather minima do not provide sufficient visual references to allow a manual landing to be performed. The minima only permit the pilot to decide if the aircraft will land in the touchdown zone (basically CAT III A) and to ensure safety during rollout (basically CAT III B). Therefore an automatic landing system is mandatory to perform CAT III operations. Its reliability must be sufficient to control the aircraft to touchdown in CAT III A operations and through rollout to a safe taxi speed in CAT III B (and CAT III C when authorized).
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Note:
Autoland is not CAT III. An automatic landing system is only an equipment providing automatic control of the aircraft during the approach and landing and is not related to particular weather conditions. This system is mandatory for all CAT III operations. However, it is a common practice to perform automatic landing in good visibility but in that case, the ILS performance must be sufficient and ILS signals protected.
ICAO FAA 100 ft DH < 200 ft 350 m RVR < 800 m
a)
JAA 100 ft DH < 200 ft 300 m RVR DH < 100 ft

a)
CAT II
DH RVR
100 ft DH < 200 ft 350 m RVR 1200 ft RVR No DH or DH < 100 ft 200 m RVR 700 ft RVR No DH or DH < 50 ft 50 m RVR < 200 m 150 ft RVR < 700 ft No DH No RVR limitation
1200 ft RVR < 2400 ft 1000 ft RVR No DH or DH < 100 ft 200 m RVR 700 ft RVR No DH or DH < 50 ft 50 m RVR < 200 m 150 ft RVR < 700 ft No DH No RVR limitation
a)
CAT III A
DH RVR
200 m RVR 700 ft RVR No DH or DH < 50 ft 75 m RVR < 200 m 250 ft RVR < 700 ft
CAT III B
DH RVR
CAT III C
DH RVR
a) DH 50 ft if fail passive
8.4.1.3
Decision Height (DH) and Alert Height (AH)

In CAT II/CAT III regulations, two different heights are defined: The Decision Height (DH); The Alert Height (AH).
Decision Height Definition

Decision height is the wheel height above the runway elevation by which a go-around must be initiated unless adequate visual reference has been established and the aircraft position and approach path have been assessed as satisfactory to continue the approach and landing in safety. In this definition, runway elevation means the elevation of the highest point in the touchdown zone. According to the JAA, the DH recognition must be by means of height measured by radioaltimeter. Visual references at DH Because the term of adequate visual reference could be differently interpreted, JAA has defined criteria for CAT II and CAT III for visual reference at DH which are now commonly accepted. Refer to 8.4.2.3 Visual References.
Alert Height Definition

An Alert Height is a height above the runway, based on the characteristics of the aeroplane and its fail-operational automatic landing system, above which a Category III approach would be discontinued and a missed approach initiated if a failure occurred in one of the redundant parts of the automatic landing system, or in the relevant ground equipment (ICAO). In other AH definitions, it is generally stated that if a failure occurred below the Alert Height, it would be ignored and the approach continued.
Decision Height and Alert Height concept

Decision Height Concept Decision height is a specified point in space at which a pilot must make an operational decision. The pilot must decide if the visual references adequate to safely continue the approach have been established.
If the visual references have not been established, a go-around must be executed.
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If the visual references have been established, the approach can be continued. However,
the pilot may always decide to execute a go-around if sudden degradations in the visual references or a sudden flight path deviation occur. In Category II operations, DH is always limited to 100 ft or Obstacle Clearance Height (OCH), whichever is higher. In Category III operations with DH, the DH is lower than 100 ft (typically equal to 50 ft for a fail-passive automatic landing system and 1520 ft for a fail-operational automatic landing system).
The DH is measured by means of radio-altimeter. When necessary, the published DH takes into account the terrain profile before runway threshold. Alert Height Concept The alert height is a specified radio height, based on the characteristics of the aeroplane and its fail-operational landing system. In operational use, if a failure occurred above the alert height in one of the required redundant operational systems in the aeroplane, the approach would be discontinued and a go-around executed unless reversion (not made below 1,000 ft) to a higher decision height is possible. If a failure in one of the required redundant operational systems occurred below the alert height, it would be ignored and the approach continued. In the event that weather conditions are reported to drop below the applicable Category III minima after an aircraft has passed the final approach point or final approach fix, as applicable.
Operations based on an Alert Height (AH) may continue to the AH and then land, if weather
is reported to be at or above minima before passing the AH.
Operations based on an AH may continue to land regardless of reported weather conditions

if equipped with a fail operational rollout system which did not indicate a malfunction prior to passing alert height, and the pilot considers continuation a safe course of action.
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The AH is only linked to the probability of failure(s) of the automatic landing system. Operators are free to select an AH lower than the AH indicated in the FCOM/AOM but not a higher value. Airbus procedures include both AH and DH concepts for all Fail-operational Category III operations.
8.4.1.4
Runway Visual Range

RVR Definition
Runway Visual Range (RVR) is the range over which a pilot of an aircraft on the centerline of the runway can see the runway surface markings or the lights delineating the runway or identifying its centerline.
RVR Concept
Categories II and III operations require rapidly updated and reliable reports of the visibility conditions which a pilot may expect to encounter in the touchdown zone and along the runway. RVR measurements replace the use of Reported Visibility Values (RVV) which is not appropriate for conditions encountered during the final approach and landing in low visibility, because the visibility observations are often several miles away from the touchdown zone of the runway. Note: RVR is not the Slant Visual Range (SVR). SVR is the range over which a pilot of an aircraft in the final stages of approach or landing can see the markings or the lights as described in RVR definition.
Runway Visual Range Measurements

For Category II and Category III operations, the RVR measurements are provided by a system of calibrated transmissometers and account for the effects of ambient background light and the intensity of runway lights. Transmissometers systems are strategically located to provide RVR measurements associated with three basic portions of a runway: The touchdown zone (TDZ); The mid-runway portion (MID); and The rollout portion or stop end. For Category II operations the TDZ measurements is required, and for Category III operations the TDZ and MID measurements are mandatory. For CAT III without DH EU-OPS 1 requires only one RVR measuring point on the runway.
8.4.1.5
Minimum Approach Break-off Height (MABH)

The Minimum Approach Break-off Height (MABH) is the lowest height above the ground, measured by radio altimeter, such that if a missed approach is initiated without external references: In normal operation, the aircraft does not touch the ground during the procedure;
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With an engine failure during a missed approach, it can be demonstrated that taking this failure probability, an accident is extremely improbable.
8.4.1.6
Operating Minima
CAT II
See OM-A 8.1.3.5.11Flight Preparation; Precision Approach CAT II.
CAT III
See OM-A 8.1.3.5.13Flight Preparation; Precision Approach CAT III.
8.4.1.7
Low Visibility Procedure (LVP)

Normally, Low Visibility Procedure will come in force when RVR is less than 550 m and ceiling is 200 ft or less. For Category II/III operations, pilots will be informed when ATC Low Visibility procedures are in operation by ATIS or by radiotelephony. Low Visibility Procedures for the particular aerodromes, where established, are available in the Airport Chart series.
8.4.2
8.4.2.1
Flight Crew Procedures

Flight Preparation
In addition to normal flight preparation, the following planning and preparation must be performed when CAT II or CAT III approaches are envisaged. Review NOTAMS to make sure that the destination airport still meets visual or non-visual CAT II or CAT III requirements:
Runway and approach lighting; Radio navaid availability; RVR equipment availability, etc.
Aircraft status: check that required equipment for CAT II or CAT III approach is operative. The required equipment list is given in the FCOM/AOM. Although CAT II/CAT III required equipment is not listed in the MMEL, the operator may choose to list them in his own MEL. When the aircraft log book is available, confirm that no write-up during previous flights affects equipment required for CAT II/CAT III. A maintenance release statement for CAT II/CAT III may be indicated in the log book according to airline policy. Crew qualification and currency must be reviewed (both CAPT and F/O must be qualified and current). Refer to Chapter 5 Qualification Requirement and FTM for training requirements. Weather information: check that the weather forecast at destination is within airline and crew operating minima. If the forecast is below CAT I minima, verify that alternate weather forecasts are appropriate to the available approach means and at least equal to or better than CAT I minima. Fuel planning: additional extra fuel should be considered for possible approach delays.
8.4.2.2
Approach Preparation
When CAT II/III approach facilities are available, the approach shall be planned and carried out as CAT II/III when weather conditions so require. Note: Specific terminology/callout is permitted as specified in the respective FCOM/AOM.
Aircraft Status
The P-i-C shall satisfy himself that the status of the aircraft and of the relevant airborne systems is appropriate for the specific operation to be conducted. Check on ECAM STATUS page that the required landing capability is available. Although it is not required to check equipment which is not monitored by the system, if any of this equipment is seen inoperative (flag), the landing capability will be reduced.
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Weather
Check weather conditions at destination and at alternates. Required RVR values must be available for CAT II/III approaches. The selected alternate must have weather conditions equal to or better than CAT I.
Approach Ban
Policy regarding an approach ban may differ from country to country. Usually the final approach segment may not be continued beyond the OM or equivalent DME distance if the reported RVR is below the published minima for the required transmissometers. After OM or equivalent, if RVR becomes lower than the minima, the approach may be continued.
ATC Calls
Unless LVP are reported active by ATIS, clearance to carry out a CAT II or CAT III approach must be requested from ATC, who will check the status of the ILS and lighting and protect the sensitive areas from incursion by aircraft or vehicles. Such an approach may not be undertaken until the clearance has been received. Before the outer marker, the required RVR values should be transmitted.
Seat Position
The pilots must realize the importance of eye position during low visibility approaches and landing. A too-low seat adjustment may greatly reduce the visual segment. When the eye reference position is lower than intended, the already short visual segment is further reduced by the cut-off angle of the glare shield or nose. The seat is correctly adjusted when the pilot's eyes are in line with the red and white balls located above the glare shield.
Use of Landing Lights

At night in low visibility conditions, landing lights can be detrimental to the acquisition of visual references. Reflected light from water droplets or snow may actually reduce visibility. Landing lights would therefore not normally be used in CAT II or CAT III weather conditions.
CAT II or CAT III Crew Briefing

The briefing should include the normal items as for any IFR arrival and in addition the following subjects should be covered prior to the first approach: Destination and alternate weather; Airfield and runway operational status CAT II/CAT III, etc.; Aircraft systems status and capacity; Brief review of task sharing; Review approach procedure (stabilized or decelerated); Review applicable minima (performance page), go-around procedure, ATC calls; Brief review of procedure in case of malfunction below 1,000 ft; Optimum seat position and reminder to set cockpit lights when appropriate.
8.4.2.3
Approach Procedures
Task Sharing
The procedures given in FCOM/AOM for CAT II and CAT III approaches make the best use of the automatic system of the aircraft. The recommended task sharing for a CAT II/CAT III approach is that LP is PF and RP is PM/PNF. The workload is distributed in such a way that the PF primary tasks are supervising and decision making, and the PM/PNF primary task is monitoring operation of the automatic system.
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Visual References
Operations with DH It should be stressed that the DH is the lower limit of the decision zone during which, in limiting conditions, the LP will be assessing the visual references. LP should come to this zone prepared for a go around but with no pre-established judgement. LP should make a decision according to the quality of the approach and the way the visual references develop as DH is approached.
CAT II operations
In CAT II operations the conditions required at DH to continue the approach are that the visual references should be adequate to monitor the continued approach and landing, and that the flight path should be acceptable. If both these conditions are not satisfied, it is mandatory to initiate a go-around. A pilot may not continue an approach below the Category II decision height unless visual reference containing a segment of at least 3 consecutive lights being the centre line of the approach lights, or touchdown zone lights, or runway centre line lights, or runway edge lights, or a combination of these is attained and can be maintained. The visual reference must include a lateral element of the ground pattern, i.e. an approach lighting crossbar or the landing threshold or a barrette of the touchdown zone lighting.
CAT III operations

In CAT III operations with DH, the condition required at DH is that there should be visual references which confirm that the aircraft is over the touchdown zone. Goaround is mandatory if the visual references do not confirm this. For Category III A operations, and for Category III B operations with failpassive flight control systems, a pilot may not continue an approach below the decision height unless a visual reference containing a segment of at least 3 consecutive lights being the centerline of the approach lights, or touchdown zone lights, or runway centerline lights, or runway edge lights, or a combination of these is attained and can be maintained. The visual reference must include a lateral element of the ground pattern, i.e. an approach lighting crossbar or the landing threshold or a barrette of the touchdown zone lighting. For Category III B operations with fail-operational flight control systems using a decision height a pilot may not continue an approach below the Decision Height unless a visual reference containing at least one centerline light is attained and can be maintained. CAT III without DH For this category of operation, the decision to continue does not depend on visual references, even though a minimum RVR is specified (refer to 8.1.3.2 Aerodrome Operating Minima). It is nevertheless good airmanship to confirm aircraft position with available visual references. However, the decision depends only on the operational status of the aircraft and ground equipment. If a failure occurs prior to reaching the AH, a go-around will be made. A go-around must nevertheless be performed if the autoland warning is triggered below AH. For Category III operations with no decision height there is no requirement for visual contact with the runway prior to touchdown.
Loss of Visual References

Operations with DHbefore touchdown If the decision to continue has been made and the visual references subsequently become insufficient (for the appropriate category), or the flight path deviates unacceptably, a goaround must be initiated (a go-around initiated below the MABH (Minimum Approach Break off Height), whether auto or manual, may result in ground contact). Note: If the touchdown occurs after GA is engaged the AP remains engaged in that mode, and ATHR remains in TOGA. Ground spoilers and autobrake are inhibited.
Operations with and without DHafter touchdown If the visual references are lost after touchdown, a go-around should not be attempted. The rollout should be continued with AP in ROLL-OUT mode down to taxi speed.
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Flight Parameters Deviation Calls

The following calls would normally be made by the PM/PNF and acknowledged by the PF. However, any crewmember who sees a deviation outside the following limits should make the appropriate call. If any of these limits are exceeded approaching DH, a go-around should be considered.
Parameters IAS Rate of descent Pitch attitude Bank angle Localizer Glide slope Excess deviation warning If deviation exceeds + 10 kt 5 kt 1000 ft/min 10 nose up 0 nose down 7 1/4 DOT (PFD) 1 DOT (PFD)
8.4.2.4
Failures and Associated Actions

General
In general there are three possible responses to the failure of any system, instrument or element during the approach. CONTINUE the approach to the planned minima; REVERT to higher minima and proceed to a new DH (above 1,000 ft); GO AROUND and reassess the capability. The nature of the failure and the point of its occurrence will determine which response is appropriate. As a general rule, if a failure occurs above 1,000 ft AGL the approach may be continued reverting to a higher DH, providing the appropriate conditions are met (refer to "downgrading condition" hereafter). Below 1000 ft (and down to AH when in CAT III DUAL) the occurrence of any failure implies a goaround, and a reassessment of the system capability. Another approach may then be undertaken to the appropriate minima for the given aircraft status. It has been considered that below 1,000 ft, not enough time is available for the crew to perform the necessary switching, to check system configuration and limitations and brief for minima. In CAT III DUAL, in general, a single failure (for example one AP failure or one engine failure) below AH does not necessitate a go-around. But a go-around is required if the autoland warning is triggered.
Abnormal Procedures
The required procedures following failures during CAT II or CAT III approaches are provided in the Approved Flight Manual (AFM). These procedures have been established and approved during the aircraft CAT II/CAT III certification. A simplification of the AFM abnormal procedures was desirable for actual operation. Therefore, these simplified abnormal procedures, which are necessarily more conservative, are published in the FCOM/AOM. The abnormal procedures can be classified into two groups: Failures leading to a downgrading of capability as displayed on FMA and ECAM with an associated specific audio warning (triple click); Failures that do not trigger a downgrading of capability but are signaled by other effects (Flag, ECAM warning, amber caution and associated audio warnings). It should be noted that some failures might trigger ECAM warnings, cautions and a downgrading of capability.
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8.4.2.5
Effect of Failed or Downgraded Ground Equipment

See OM-A 8.1.3.5.16Flight Preparation; Effect of failed or downgraded ground equipment.
8.4.3
ATC Procedures
CAT II and CAT III operations require special procedures for the ATC and all services on the aerodrome (maintenance, security). They are often referred to under the generic name of Low Visibility Procedures. Each aerodrome authority develops its own procedures with the ICAO All Weather Document as a possible aid. Main procedures to be established are: Procedures for ATC to be quickly informed of all degradations in ILS performance and to inform the pilot if necessary; Procedures for ATC to be quickly informed of all degradations in visual aids and to inform the pilot if necessary; Procedures for the protection of the obstacle free zone (OFZ) by the control of ground movements; Procedures for the protection of the ILS critical area and the ILS sensitive area by control of ground movements and adequate separation between two aircraft on approach or one aircraft on approach and another taking off; Procedures for meteorological services; Procedures for maintenance; Procedures for security.
ATC Clearance
Clearance to carry out a CAT II or III approach must be requested from ATC, who will activate the Low Visibility Procedures, i.e. prepare the airfield and assure appropriate aircraft separation. Such an approach may not be undertaken until the clearance has been received. It is also recommended that ATC be informed when an automatic landing is intended to be performed, to ensure, whenever possible, the same protection even in CAT 1 or better conditions.
8.4.4
Continuous Monitoring
After obtaining the initial authorization of performing Low Visibility Operations, reports of in-line service must constantly be provided to the Authority. These reports must include the following information: The total number of approaches, by aircraft type, where the airborne CAT II or III equipment was utilized to make satisfactory, actual or practice, approaches to the applicable CAT II or III minima. The total number of unsatisfactory approaches by airfield and aircraft registration in the following categories:
Airborne equipment faults; Ground facility difficulties; Missed approaches because of ATC instructions; Other reasons.
The performance of the automatic landing system of each aeroplane shall also be monitored. The continuous monitoring should permit the detection of any decrease in the level of safety before it becomes hazardous. The operator must continue to check his results and to take adequate actions by modifying the operating or maintenance procedures if necessary. The monitoring may also permit problems to be detected on a specified airfield (ILS, ATC procedures, etc.). The data must be retained for a period of 12 months.
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8.4.5
8.4.5.1
LOW VISIBILITY TAKE-OFF (LVTO)

General
A low visibility takeoff with RVR/VIS below 400 m requires verification that Low Visibility Procedures (LVPs) have been established and are in force. There are a number of aerodromes which no LVPs have been established. In such case, before commencing LVTO, the P-i-C shall confirm with ATS or the aerodrome operator that only one aircraft at a time is in the maneuvering area, and vehicle traffic in the maneuvering area is controlled and restricted to the absolute minimum. The maximum RVR at takeoff is quite independent of the aircraft type and aircraft equipment except for very low RVR. The takeoff minima is mainly determined by the airport installation such as runway lighting system, RVR measurement system. When weather conditions are more severe than the landing minima, a takeoff alternate is normally required: Within one hour for twins; Within two hours for quads; Within the maximum approved diversion time for aircraft qualified for ETOPS, but not more than 2 hours. Above time is determined at the one engine inoperative speed (refer to 8.1.2.3. Take-off Alternate Airport).
8.4.5.2
LVTO With RVR Between 400 M and 150 M

The minimum RVR in this range of value is a function of the aircraft category and of the runway equipment.
Facilities Nil (day only) Runway edge and centerline lighting Runway edge, centerline lighting and multiple RVR information RVR/Visibility 500 m
b) b) d) a)
Runway edge lighting and/or centerline marking 250/300 m b) c) 200/250 m 150/200 m
a) The reported RVR/Visibility representative of the initial part of the take-off run may be replaced by pilot assessment. b) The higher values apply to Category D aircraft. c) For night operations, at least runway edge and runway end lights are required. d) The required RVR value must be achieved for all of the relevant RVR reporting points except as stated in a), above.
8.4.5.3
LVTO With RVR Between 150 M and 125 M

There is a provision to further reduce the minimum RVR, provided the Airline has obtained an operational approval to conduct LVTO with these minima. Additional requirements are as follows: Low Visibility Procedures are in force. High intensity runway centerline lights spaced 15 m or less and high intensity edge lights spaced 60 m or less are in operation. The 125 m RVR value has been achieved for all of the relevant RVR reporting points. A visual segment of 90 m is available from the cockpit at the start of the takeoff run. Flight crewmembers have satisfactorily completed a training in a simulator approved for this procedure.
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8.4.5.4
LTVO With RVR Between 125 M and 75 M

There is a provision to authorize takeoff with RVR between 125 m and 75 m, provided the aircraft is equipped with an approved lateral guidance system and an operational approval has been obtained by the operator. Such systems are, for example, Windshield Guidance Display (WGD), Head-Up Display (HUD), and Para Visual Indicator (PVI). All these systems provide the pilot flying with a lateral guidance using LOC signal. This kind of display allows the pilot to follow the guidance orders and to continue the monitoring of external visual cues (centerline lights). The FD lateral guidance indication alone is not considered to be in itself an acceptable means. With above-mentioned optional systems, the aircraft can be operated at takeoff with a minimum RVR of 75 m (as indicated in the FCOM/AOM) provided runway facilities are equivalent to CAT III landing capabilities and ILS protections are active. To obtain the operational approval, the Airline must address in particular the flight crew training which must be done in a simulator approved for this procedure. The training syllabi should include at least: Takeoff with engine failure before and after V1; Takeoff with sudden reduction of RVR; Takeoff with loss of lateral guidance.
8.4.6
8.4.6.1
Company Regulations for CAT II/III Operations

General
Do not request Practice CAT II/III approach unless necessary as the capacity of the aerodrome will decrease due to increased separation minima. CAT II procedure is mandatory when RVR is below 550 m. CAT III procedure is mandatory when RVR is below 350 m (300 m where stated by local authorities.) RWYs approved for CAT II/III are indicated in the appropriate approach charts. DH is based on Radio Altimeter (RA) reading. Both pilots must be qualified for the approach in question, except during LIFUS and Route Introduction.
8.4.6.2
Operations
LP shall perform the approach and landing, even R/I or LIFUS. The P-i-C shall satisfy himself, prior to commencing CAT II/III approach, that:
The status of the visual and non-visual facilities is sufficient; Low visibility procedures are in force; and The flight crew members are properly qualified.
Before commencing CAT II/III operations, the following additional requirements are applicable to the P-i-C or delegated pilots who are new to the aircraft type or new to the seat position (a promotion on the same aircraft type)
50 hours or 20 sectors on the aircraft type, including LIFUS, must be obtained; and 100 m must be added to the applicable CAT II or III RVR minima until a total of 100 hours
or 40 sectors, including LIFUS, has been achieved on the aircraft type. Max available flap setting shall be used. Below 200 ft RH, the flight path must stay within the limitations stated in the respective FCOM/ AOM regarding localizer and glide path. Crosswind component measured on ground when passing DH shall not exceed 10 kt.
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8.4.6.3
Use of Automatic Flight System

Autoland is approved for all ILS runways, except where localizer is offset and when otherwise stated on the approach chart. Type of approach to be performed: CAT II CAT III A CAT III B Automatic approach, when RVR not less than 350 m, and with automatic landing when RVR less than 350 m down to 300 m. Automatic approach with automatic landing. Automatic approach with automatic landing and automatic rollout.
Whenever performed an autoland, the autoland record form shall be filled in. The CAT II/III unsatisfactory autoland shall be reported.
8.4.6.4
Airborne and Ground Equipment

In case of airborne equipment/system is downgraded to be below the minimum required for the respective aircraft MEL, including autopilot failure/disengagement, the following actions shall be performed:
CAT II After passing OM or equivalent PSN Below 1,000 ft RA At or below AH 100 ft Reversion to higher minima Reversion to higher minima Not applicable CAT III A Reversion to higher minima Go around Not applicable CAT III B Reversion to higher minima Go around Continue to land a) if AUTOLAND can be maintained and without certain malfunctions in respective FCOM/ AOM. Otherwise, Go around. Go around
At or below DH
Continue to land if visual reference is maintained
Go around
a) CAT III B operations based on fail operational systems require the use of systems which after passing Alert Height, are capable of the safe completion of the approach, touchdown, and rollout, following any failure conditions not shown to be extremely remote.
In case of ground equipment is downgraded, consult OM-A 8.1.3.5.
8.4.6.5
RVR Reporting Requirements

RVR must be measured by transmissometer or similar system. RVR reporting requirements: CAT II CAT III CAT III A CAT III B Only TDZ RVR is required. The minimum is 350 m (300 m, if stated, an autoland is mandatory). TDZ and mid RVR are required. Rollout RVR provides only as an advisory. 200 m (Both TDZ &MID) Down to 50 m (Company minima)
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8.4.7
8.4.7.1
Constant Angle Non-Precision Approach (CANPA)

Decision Point (DP)/Visual Descent Point (VDP)
GENERAL
It is now accepted by FAA and ICAO that a stable descent profile during the final approach segment through landing or initiating a go-around will provide a safer means of accomplishing non-precision approaches in the following ways: The aircraft remains in a stabilized descent profile throughout the final approach segment, The pilots attention is focused primarily on the altimeter, and Procedures, profiles and callouts for visual, precision and non-precision approaches are standardized. Thus, except for circling approaches, level flight segments below 1000 ft AGL should be avoided, and any sustained deviation from the planned descent rate of greater than 300 fpm will require a go-around. CANPA procedure can be flown either as a DME-approach or as a timed approach, utilized a pre-determined constant descent angle from Final Approach Fix (FAF) to a published Minimum Descent Altitude (MDA). In conjunction with CANPA procedure, the Visual Descent Point (VDP) and Decision Point (DP) concepts are introduced and shall be taken into account.
DEFINITIONS
Decision Point (DP) An assumed point on the CANPA flight path, at which its altitude correspond to the MDA plus 1/10 the rate of descent. For practical, MDA+50 ft is considered suitable. A defined point on the final approach course of a nonprecision straight-in approach from which normal descent, approximately 3 glide path, from the MDA to the runway touchdown point may be commenced, provided the required visual reference is established. The visual portion begins at the visual descent point and ends at the runway threshold.
Visual Descent Point (VDP)
Visual portion of the final approach segment
DECISION POINT (DP)

During descent from FAF, the requirement to make the final-descent decision before reaching the MDA depends upon applicable operation policy, so called Decision Point. DP is the only factor determining go-around or landing. Upon arrival at the DP, if required visual reference is established, continue approach visually to land. If required visual reference is not established, initiate a go-around, climb to overfly the MAP and fly the published missed approach procedure.
VISUAL DESCENT POINT (VDP)

SPECIFIC LOCATION The VDP will be located at the point on the final approach course at the MDA where a descent gradient to the threshold of 300 ft per NM commences (see Figure below).
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The VDP should be considered the last point from which a stabilized approach can be conducted. Upon arriving at the VDP, a stabilized visual segment is much easier to achieve since little or no flight path adjustment is required to continue to normal touchdown. The VDP location is defined by either:
Distance from VOR/DME or LOC/DME (DME approach), or Time from the FAF (Timed approach).
SYMBOL AND DISTANCE TO RWY Where applicable, VDP is indicated in the profile view of the approach chart with a V symbol shown together with the distance to the runway. If no VDP is given in the approach chart, the VDP distance from the runway can be determined by using the Height Above Airport (HAA) of the MDA and descent rate of 300 ft/NM. Most VDPs are between 1-2 NM from the runway. The following table provides more examples:
HAA (ft) VDP Distance (NM) 300 1.0 400 1.3 450 1.5 500 1.7 600 2.0 700 2.3
In the following example, an MDA of 550 ft MSL with a 100-ft touchdown zone elevation results in a HAA of 450 ft. At 300 ft per NM, the VDP is 1.5 NM distance from runway.
Note:
If flying a VNAV approach and the aircraft remains on the published path, the VDP
is automatically complied with when the aircraft arrives at the MDA.
If flying instrument approach using Vertical Speed, adjust the rate of descent, so
that the aircraft altitude reaches MDA at approximately the VDP distance in front of the RWY.
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DESCENDING BELOW MDA During the final descent, the pilot not flying (PNF) is responsible for acquiring and calling out the visual references. Continuing the approach below the MDA is permitted only at least one of the required visual reference (as stated in FOM 3.1.8) is distinctly visible and identifiable by the PF. A non-precision approach is completed visually with a hand-flown landing, or a go-around is conducted.
oOo
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OPERATING PROCEDURES ETOPS
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8.5
8.5.1
ETOPS
Introduction
ETOPS (Extended Range Twin-Engine Operations) operations approval is required to all revenue flights conducted in a twin engine airplane over a route that contains a point further from an adequate airport, under standard conditions in still air, the distance flown in 60 minutes at the one-engine-inoperative cruise speed not exceeding VMO, based upon the true airspeed that the airplane can maintain with one-engine-inoperative.
8.5.2
ETOPS approval
The Air Operator Certificate (AOC), Operations Specifications, contains the approval of maximum diversion time for the airplane types. ETOPS operation is allowed if: The airplane is ETOPS certificated. The operator has been granted ETOPS operational approval. The ETOPS capability of the airplane is declared in the following documents approved by airworthiness authorities: Airplane Flight Manual. Configuration Maintenance and Procedures Standards (CMP). Minimum Equipment List (MEL). The operational approval is granted on the following criteria: Operational experience. Airplane configuration. Maintenance practices. ETOPS initial and recurrent training (flight crews, maintenance personnel, dispatchers). In-service reliability Operational documentation. Validation flight (if required). Note: 1. THAI shall not conduct operations beyond the threshold distance determined unless approved to do so by the DCA (ETOPS approval). 2. Prior to conducting an ETOPS flight, THAI shall ensure that an adequate ETOPS enroute alternate is available, within either the approved diversion time, or a diversion time based on the MEL generated serviceability status of the airplane, whichever is shorter.
8.5.3
ETOPS procedures
The flight preparation, in-flight procedures (normal, abnormal and emergency) defined in the FCOM/AOM are based on the Configuration Maintenance and Procedure Manual (CMP) approved for the airplane type concerned.
8.5.3.1
Configuration Maintenance and Procedure (CMP)

ETOPS Configuration/Maintenance/Procedures document also referred to as the Standards for Extended Range Operation. The CMP is approved by the Authority and constitutes the approved reference for the following aspects associated with ETOPS operations: Configurations standards. Maintenance standards. Dispatch standards. Procedures standards.
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8.5.3.2
Type Design Approval (TDA)

The airplane ETOPS Type Design Approval granted to an airframe/engine combination defines the Maximum Diversion Time for which the airplane design and reliability has been demonstrated to meet the objective defined in the applicable regulation. The TDA is subject to the compliance with Configuration, Maintenance and Procedures (dispatch requirements and flight crew procedures) standards set forth in the approved ETOPS CMP document.
8.5.4
ETOPS airplane configuration

The configuration of the airplane, such as the components fitted, Service Bulletins accomplished, is defined by the CMP. Procedures to control this configuration are contained in the TTPM-LO 1303 (ETOPS Configuration Deviation Aircraft Dispatching Procedure). Significant defects which cannot be rectified before further flight, or which re-occurs, may require a re-grading of the airplane to a "NON-ETOPS"-standard.
8.5.5
Communications means
An THAI shall ensure that airplanes conducting ETOPS have a communication means capable of communicating with an appropriate ground station at normal and planned contingency altitudes. For ETOPS routes where voice communication facilities are available, voice communications shall be provided. For all ETOPS operations beyond 180 minutes, reliable communication technology either voice based or data link, must be installed. Where voice communication facilities are not available and where voice communication is not possible or is of poor quality, communications using alternative systems must be ensured.
8.5.6
8.5.6.1
Granted ETOPS area of operations

Maximum diversion time
The Maximum Diversion time from an en-route alternate airport (e.g. 90, 120, 180 minutes) is granted to THAI by the DCA, included in the AOC-OPS SPEC and as a function of the following factors: The Maximum Diversion time defined for the airframe/engine combination and set forth in the airplane Type Design Approval (TDA) and in the AFM. The airline's prior experience with the airplane in NON-ETOPS or ETOPS operation, or the successful completion by the operator of an approved Accelerated ETOPS Approval Plan.
8.5.6.2
One-engine-inoperative cruise speed (diversion speed)

The ETOPS one-engine-inoperative cruise speeds (or diversion speed) is a Mach/IAS speed schedule selected and declared by THAI and approved by the DCA. This one-engine-inoperative cruise (diversion speed) can be any speed within the airplane certified limits.
8.5.6.3
Adequate airport
To qualify as adequate for the purpose of ETOPS, an airport must satisfy the performance requirements applicable at the expected landing weight. The following conditions are also considered at the expected time of use: Availability of the airport. Availability of ATC services, communications, navaids, weather reporting, lighting equipment and emergency services. Rescue and Fire Fighting Services (RFFS) equivalent to ICAO category 4. For the remote airports that have reduced or eliminated on site RFFS capability, it is allowed to use service of municipal fire departments located off-airport so that the minimum stated RFFS standard can be met. Off-site equipment and personnel from municipal fire departments must be able to reach to the airport within 30 minutes from notification or the
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relevant airplane category if lower, is acceptable for planning purposes only, when being considered as an ETOPS enroute alternate. Availability of at least one letdown aid (ILS, VOR/DME, VOR, NDB, ASR or PAR).
8.5.6.4
Maximum diversion distance

The Maximum Diversion Distance is the distance covered, in still air and ISA conditions (unless the area of operation is eligible for the consideration of an average yearly positive temperature deviation from ISA), within the Maximum Diversion Time granted to the operator, at the declared one-engine-inoperative diversion cruise speed and reference gross weight and at the associated optimum diversion altitude. This distance starts from the descent point, considered to be at the Critical Point (CP), and takes into account the descent profile from the initial cruise altitude down to the diversion cruise altitude. The diversion distance based on the approved one-engine-inoperative cruise speed may take into account the variation of the True Air Speed. The maximum diversion distance can be determined using tables given in the FCOM/AOM special operations chapterExtended range operations.
8.5.6.5
Area of operations
The ETOPS Area of Operation is the area in which it is permitted to conduct a revenue flight only under the ETOPS regulations. It is defined by the declared maximum diversion distance from an adequate airportor set of adequate airportsand is represented by the area enclosed within the circles centered on the selected adequate airports, the radius of which is the declared maximum diversion distance. The area of operation is defined by the Operator and is approved by the National Authority. (best lift/drag) speed and MMO/VMO, considering the remaining engine thrust to be at Maximum Continuous Thrust (MCT) or less. The selected one-engine-inoperative speed is used for the following purposes: Establishing the area of operation (maximum diversion distance). Establishing the diversion fuel requirements for the single engine diversion. Establishing the net level-off altitude to safely clear any en-route obstacle by the appropriate margin as specified in the applicable national regulation (unless a lower speed or the driftdown speed is required to clear the en-route obstacles). Conducting the diversion following an engine failure. However, as permitted by the operational regulations, the P-i-C has the authority to deviate from this planned speed after completing the assessment of the actual situation.
8.5.7
8.5.7.1
Release of the airplane for an ETOPS sector

An ETOPS departure check must be carried out at each station where the airplane is to operate ETOPS and must be released by an ETOPS approved engineer.
ETOPS approved engineer/mechanics

An ETOPS approved engineer/mechanic is a qualified engineer/mechanic having performed an initial ETOPS training as well as a period of line training (in accordance with the THAI training policy).
8.5.7.2
Service check for ETOPS

The ETOPS Service Check is a set of maintenance tasks to be performed prior to dispatching an airplane for an ETOPS flight. The scope of the ETOPS Service Check is defined in the TTPM (THAI Technical Procedure Manual) and procedures are defined regarding the conditions and terms of performance of this check.
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8.5.7.3
The Minimum Equipment List (MEL)

The MEL contains all the dispatch requirements applicable to ETOPS operations. The ETOPS dispatch conditions (provisos) are identified as follows: " For ER operations.... ", or " Except for ER operations.... ". The MEL may also reflect the particular nature of the area of operation in terms of: Maximum and average diversion time. Redundancy and equipment of the en-route alternate airports. Navigation and communication means. Prevailing meteorological conditions. Other criteria, as applicable. The MEL requirements specific to ETOPS flights are clearly identified. Deviations from the MEL items relating to 180 minute ETOPS require re-routing of the flight to follow a 120 minutes, 90 minutes or NON-ETOPS route as necessary.
8.5.7.4
Maintenance release for ETOPS

An airplane can be dispatched for an ETOPS flight only if a formal Maintenance Release for ETOPS has been entered in the aircraft logbook. This Maintenance Release for ETOPS provides the flight crew with the assurance that: The airplane configuration has been checked and confirmed to comply with the configuration standards set forth in the CMP document. The airplane condition has been checked and confirmed to comply with the ETOPS dispatch requirements set forth in the company MEL. The ETOPS Service check has been accomplished. The TTPM defines the content of the ETOPS Service Check and the procedures associated with the ETOPS Maintenance Release. Defects affecting the "ETOPS Serviceability" of the airplane must be rectified before the next ETOPS flight, or the airplane degraded to NON-ETOPS. The malfunctions observed during ETOPS and NON-ETOPS flights must be reported by the Flight Crew using the Technical Log to enable verification and rectification by a relevant ground test. A verification flight may be required by Maintenance Control and notified to Flight Operations. MEL items should be entered in the noticeable item document whether or not there is an operation procedure required. Maintenance control is responsible for alerting Flight Operations in case of dispatch under ETOPS MEL item. Flight Operations must notify the flight crew of any ETOPS MEL item and confirm that the flight preparation has taken this item into account.
8.5.8
Re-grading to "NON-ETOPS" status

If the MEL cannot be complied with for ETOPS, it must be placarded as "NON-ETOPS" on the Technical Log. The defect should be entered as a deferred defect and the "NON-ETOPS" status will be carried over the log. This must be carried out by the approved ETOPS engineer responsible for the airplane. A re-grading of the airplane to "NON-ETOPS" should be advised to flight operations and entered in the Noticeable Items Document (Aircraft Briefing Card). Flight operations may either re-schedule the flight using a NON-ETOPS route or request a replacement airplane to be allocated by Fleet Scheduling.
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8.5.9
ETOPS flight dispatch

Before each ETOPS flight, in addition to the normal preparation of any flight the dispatcher on duty must: Ensure that for the ETOPS sector, the selected en-route alternate airports (adequate airports) are suitable. Determine the position of each equitime point. Determine the position of the critical point and its associated fuel requirement.
8.5.9.1
Suitable airport
A suitable airport, for dispatch purposes, is an airport confirmed to be adequate and which satisfies the ETOPS Dispatch Weather Minima in terms of ceiling and visibility within the required period of suitability. In addition, crosswind conditions forecast must be checked to be within the performance capability of the airplane during the required period of suitability. Field conditions should also be checked to ensure that a safe landing can be conducted with one engine being inoperative or with an airplane system being inoperative (NOTAM's and SNOWTAM's should, therefore, be also reviewed in assessing the suitability of an adequate enroute alternate airport).
8.5.9.2
ETOPS dispatch weather minima

An aerodrome can only be selected as an ETOPS en-route alternate aerodrome when the appropriate weather reports or forecasts, or any combination thereof, indicate that, between the anticipated time of landing until one hour after the latest possible time of landing, conditions calculated by adding the additional limits of following table Planning minima ETOPS will exist. In addition, for the same period, the forecast crosswind component, including gusts, for the landing runway expected to be used should be less than the maximum permitted crosswind for landing.
Type of approach Planning minima (RVR/VIS & ceiling, if applicable) Aerodrome with at least 2 separate approach procedures based on 2 separate aids serving 2 separate runway Precision approach CAT II/III Precision approach CAT I Precision approach CAT I minima Non-precision approach minima Aerodrome with at least 1 approach procedure based on 1 aid serving 1 runway Non-precision approach minima Circling minima or, if not available, non-precision approach minima plus 200 ft/1000 m. The higher of non-precision approach minima plus 200 ft/1000 m or circling minima
Non-precision approach
The lower of non - precision approach minima plus 200 ft/1000 m or circling minima Circling minima
Circling approach
Note:
Runways on a same aerodrome are considered to be separate runways when: They are separate landing surfaces which may overlay or cross such that if one of the runway is blocked, it will not prevent the planned type of operations on the other runway; and Each of the landing surfaces has a separate approach procedure based on a separate aid.
8.5.9.3
Period of suitability
To declare an adequate en-route alternate airport as suitable to support a given flight, the ceiling and visibility forecast must be checked to meet the ETOPS dispatch weather minima during a required period of validity, also referred to as the period of suitability.
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The required period of validity starts one hour before the earliest estimated time of arrival at the considered en-route alternate airport and ends one hour after the latest estimated time of arrival at this airport. The earliest estimated time of arrival is computed considering a 2-engine diversion from the first Equitime Point (ETP) along the outbound route associated with the considered en-route alternate, at the normally planned cruise altitude and speed (i.e. assuming a diversion for any reason other than an engine or pressurisation failure). The latest estimated time of arrival is computed considering a 2-engine diversion from the second ETP associated with the considered en-route alternate, at FL100 or at the MORA and at the LRC speed (i.e. assuming a pressurisation failure only). The period of time between the earliest and latest possible use of the alternates is normally indicated in the computerised flight plan. If necessary, a simplified conservative method may be used by the dispatcher on duty to determine this period of time under the day's conditions or to confirm the validity of the planning in case of flight delay. For delay in excess of one hour, a new period of time is defined.
8.5.9.4
Communication and navigation facilities

An airplane shall not be dispatched on an ETOPS flight unless: Communications facilities are available to provide, under all expected conditions of propagation at the one-engine-inoperative cruise altitudes, reliable two way voice communications between the airplane and the appropriate air traffic control unit over the planned route of flight and the routes to any suitable alternate to be used in the event of diversion; and Non-visual ground navigation aids (ILS-SRE-ADF.) are available and located so as to provide, taking into account the navigation equipment installed in the airplane, the navigation accuracy required over the route and altitude of flight, and the routes to any alternate and altitudes to be used in the event of diversion for whatever reason; and Approved visual and non-visual aids are available at the specified alternates for the authorized types of approaches and operating minima.
8.5.9.5
Equitime Point (ETP)

An Equitime Point (ETP) is a point on the route which is located at the same flying tim (considering the day wind and temperatures conditions) from the two associated suitable enroute alternate airports. The location of the ETPs is usually defined by the Computerised Flight Plan (CFP) but can also be assessed by locating the mid-points (equi-distance points) on a plotting chart or orientation chart and by applying a wind correction (e.g. using the equitime number method or a wind correction scale). An airport to be available in the event of a malfunction which requires a diversion from the original planned route. The airport must be suitable and shall be listed on the Company and ATS flight plan. Aerodromes listed in the Route Manual may be used as ETOPS en route alternate.
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8.5.9.6
ETOPS segment
An ETOPS segment is the portion of a route located in the ETOPS area. The ETOPS segment extends between the ETOPS Entry Point (EEP) and the ETOPS Exit Point (EXP). An ETOPS route may contain more than one ETOPS segment.
8.5.9.7
ETOPS Entry Point (EEP)

The ETOPS Entry Point (EEP) is the first point on the route, located in ETOPS area. The EEP materializes the beginning of the ETOPS segment.
8.5.9.8
ETOPS Exit Point (EXP)

The ETOPS Exit Point (EXP) is the last point on the route, located in the ETOPS area. The EXP materializes the end of the ETOPS segment.
8.5.9.9
Critical Point (CP)

The ETOPS Critical Point (CP) is the point, along the route, for which the difference between the standard fuel expected to be on board (fuel to continue) and the required ETOPS diversion fuel (fuel to divert) is minimum or negative, thus requiring the carriage of additional ETOPS fuel reserves. The Critical Point is usually, but not necessarily, the last ETP within the ETOPS segment.
8.5.9.10
Dispatch fuel requirements

The fuel planning should be in line with the Critical Fuel Scenario requirement. A computerized flight plan is normally used to calculate the fuel requirements. In case of necessity the fuel calculation may be manually performed by the dispatcher on duty.
8.5.9.10.1
Critical fuel scenario for ETOPS

Considering the following possible failure scenarios occurring at the Critical Point (CP): Engine failure only, Engine failure + pressurization failure, Pressurization failure only, The ETOPS Critical Fuel Scenario is the scenario requiring the highest diversion fuel. The engine failure only is never fuel critical because of the diversion being conducted at higher flight levels. Depending on the selected one-engine-out diversion speed (single-engine speed) either one of the last two scenarios (i.e. 1-engine and 2-engine diversion at FL 100 or MEA /MORA) may happen to be the critical fuel scenario. The critical fuel scenario is assessed by computing the
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required diversion fuel (for the respective diversion scenarios) in accordance with the diversion profiles defined in the FCOM and in accordance with the Company ETOPS fuel policy.
8.5.9.10.2
ETOPS fuel reserves

The airplane shall not be dispatched for an ETOPS flight unless it carries sufficient fuel to meet the normal fuel requirements plus such additional fuel as may be required to fly to a suitable airport for landing in the event of engine shutdown and /or in the event of an airframe failure. It should be assumed that this event occurs at the most critical point in terms of overall fuel requirements along the planned routing. In complement to the standard fuel planning defined, ETOPS regulations require the addition of specific fuel reserves: the ETOPS diversion fuel. For the computation of the ETOPS critical fuel reserves and of the complete ETOPS critical fuel planning, the diversion fuel shall include the following fuel provisions: Fuel burn-off from CP to the diversion airport in the worst case (one or two engines operative at the associated speed and at cruising flight level FL100 or higher if supplemental oxygen on board allows it. 5% of the above fuel burn-off, as contingency fuel from the Critical Point to diversion airport. 15 minutes holding at 1500 ft over en-route alternate airport at green dot speed. First approach followed by a missed approach and then a normal approach and landing. Effect of any MEL item. APU fuel consumption, if required as a power source (MEL) If icing conditions are forecast:
Effect of Engine Anti-ice and Wing Anti-ice systems. Effect of ice accretion on unheated surfaces.
The fuel provisions associated with the effects of anti-ice systems and the ice accretion are adjusted in function of the exposure time in the forecast icing areas. The fuel provision for ice accretion on the unheated surfaces is (in percentage) a function of the ice accretion exposure time forecast in hours. For operations above 138 minutes diversion time, if the effect of ice accretion is less than 5%, it should be rounded-up to 5% of the fuel burnt during the exposure time to provide a provision for weather avoidance. Fuel for depressurization all engines running
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Fuel for depressurization one engine out
8.5.10
ETOPS flight documentation

Flight Dispatch on duty has to provide the flight crew with the following documents at the departure of any ETOPS flight: Computerized flight plan, including ETOPS specifications for the route (EEP, ETP, CP) and fuel plans. Airport charts for all adequate alternates of the route. Weather reports (forecasts and reports) for the route and for all suitable alternates, or if possible for all adequate alternate airport. NOTAM for all adequate alternate of the route. Any other documents provided for a normal flight. Plotting charts, with the area of ETOPS operation limits corresponding to the suitable alternates, may be nice to have, depending on the route.
8.5.11
8.5.11.1
ETOPS in-flight
Pre-flight check list and in-flight procedures
Pre-flight checklist and in-flight procedures are adapted for ETOPS. The items of checklist and procedure being specific to ETOPS are identified. The flight crew must verify that the airplane has not been re-graded to NON-ETOPS and must acknowledge the ETOPS release from line maintenance. All ETOPS crew procedures are provided in FCOM/AOM.
8.5.11.2
In-flight forecast monitoring

The applicable en-route minima at each alternate airport (ceiling and visibility) for en-route decisions are the normal published minima or Company minima, taking into account serviceable landing navaids and crew qualification. The ETOPS dispatch minima do not apply once in flight. During the course of the flight, the flight crew is to continue to remain informed of any significant changes in conditions at designated en-route alternates. Prior to proceeding beyond the extended range entry point, the forecast weather for the window of suitability, airplane status, runway surface conditions, landing distances and aerodrome services and facilities at designated en-route alternates should be evaluated. If any conditions are identified (such as weather forecast below landing minima) which would preclude safe approach and landing, then the pilot should take an appropriate course of action.
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8.5.11.3
Fuel monitoring
During an ETOPS flight the fuel monitoring procedure is the same as for a non-ETOPS flight. Fuel requirement for diversion to an en-route alternate mandatory for the dispatch of the ETOPS flight is not required during the flight. Company policy may requires, for statistical reasons, the flight crew to record the fuel quantity on board when crossing the CP.
8.5.11.4
Diversion speed
In case of diversion, the P-i-C has the authority to deviate from the planned one engine out operating speed after completion of assessment of the actual situation, even if the diversion time exceed the one granted by the Authority. The most important consideration being to safely conduct the flight to the diversion destination. When deviating from planned speed, special attention shall be also focused on the fuel monitoring.
8.5.11.5
Engine Failure
In case of engine failure, a landing shall be made at the nearest airport, considering safe operations under prevailing conditions. If the airplane is in RVSM airspace, the pilots shall advise ATC as soon as practicable of the situation, reminding ATC of the airplane type and request for expeditious handling.
8.5.11.6
System Failure
In case of multiple system failures, a diversion shall be made to the nearest airport or the ETOPS en route alternate as deemed most appropriate by the P-i-C. The following failures justify the diversion: Electrical system failures which would result in electrical power being available from only one single primary source (primary sources are engine-driven generators and APU generator). All smoke warnings except the source has been positively identified as harmless. Hydraulic system failure which seriously restricts the airplane operations. Explosive decompression or other structural damage. It is not realistic to attempt to recommend courses of actions which will be appropriate for all final responsibility for the disposition of airplane shall rest with the P-i-C. Continuance of the flight beyond the nearest airport which meets the operational requirements is only justifiable if relevant safety factors are considered and such action is deemed safer. The safety factors shall include the following: Nature of the function and the possible mechanical difficulties which may be encountered if the flight is continued. Availability of the inoperative system for use. Relative flight times to airports available for use. Flight time and distance to the airport selected for landing in relation to the ETOPS approval. Altitude, gross weight and usable fuel at the time of primary system failure. Weather conditions en route and at possible landing airport. Air traffic congestion. Pilot familiarity with the airport to be used. It cannot be emphasized strongly enough that the above factors are most significant in respect to safety and must be completely satisfied before other considerations, such as maintenance, economical or commercial requirements can be exercised.
8.5.11.7
Rectification of airplane defects

The crew must report in the Technical Log any airplane and engine defects being significant to ETOPS flights. Such entries must be fully investigated and rectified before the next ETOPS flight. Rectification may be verified by: Specified ground checks i.e. system or function checks with the airplane on the ground. A NON-ETOPS flight.
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An ETOPS flight subject to verification of an outstanding rectification before reaching the EEP. A specific verification flight. Maintenance control must inform flight operations and the flight crew should be contacted at least one hour before departure to get their agreement and to allow the normal dispatch of the airplane.
8.5.12
P-i-C/Crew responsibilities
P-i-C and crew are responsible for: Ensuring that the weather forecast and reports for the proposed operating area and flight duration indicate that the flight may be conducted in accordance with Company operating minima. Ensuring that sufficient fuel is carried, to meet the requirements of the ETOPS sector, considering destination and en-route alternate fuel requirements. Confirming that all necessary en-route charts and approach charts for destination and enroute alternates, are carried on board the airplane. When routing on the MNPS NAT track system, ensure that the requested flight planned routing/track, coincides with the allocated track, as issued by air traffic control. Ensuring that any re-routing requested, by ATC or the P-i-C, does not involve deviation from the authorized area of operations. Ensuring that ETOPS maintenance dispatch is correctly carried out.
8.5.13
Training
Refer to FTM.
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OPERATING PROCEDURES USE OF THE MINIMUM EQUIPMENT LIST (MEL) AND CONFIGURATION DEVIATION LIST (CDL)
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8.6
USE OF THE MINIMUM EQUIPMENT LIST (MEL) AND CONFIGURATION DEVIATION LIST (CDL)
In principle, all equipment included in the type-certificated configuration must be operative before dispatch of an airplane. However, with the high degree of redundancy that is available in a modern airplane, some deviation from the type-certificated configuration may, under certain conditions, be accepted without sacrificing a safe operation. A Minimum Equipment List (MEL) is established for each airplane type specifying the equipment, systems and components which must be operative in order that the airplane may be considered airworthy for dispatch. The purpose of MEL is to provide a dispatch aid for flight crew and maintenance crew in their efforts to bring an airplane from its point of origin to its point of destination safely and on time when repair of a deficiency is not possible without considerable impact on the flight schedule,The MEL specifies the dispatch conditions: the conditions to be fulfilled and the procedures to be performed, in order to permit the revenue flights to be flown with the inoperative item for a limited period of time. Furthermore, the MEL must take into account the area of operation including whether the airplane is being dispatched from base or an outstation. The MEL specifies the equipment, components and systems which may be totally or partially inoperative, while airworthiness, flight safety and passenger comfort is still maintained. It also specifies ultimate time limits for rectification of inoperative equipment or systems. It is not the intention that specified time limits in the MEL should be utilized to the extreme. All efforts shall be made to rectify inoperative items as soon as possible in order to minimize the time during which an airplane is operated with reduced system redundancy. The MEL should be used as a means to bring an airplane to a station where repair can be made without interrupting or delaying an ongoing flight. Similarly to the above, the Configuration Deviation List (CDL) lists the airplane secondary airframes that may be missing for a particular operation and pictorially indicates areas of damage to the airplane skin/structure that is considered acceptable for flight. Any part not included in the list must be considered as necessary. It is important to repair the airplane at the first airport where repairs or replacements may reasonably be made, since additional malfunctions may require the airplane to be taken out of service. No more than one part or one combination of parts of one system may be missing, except otherwise specified. Parts of different systems may be simultaneously missing, unless otherwise specified in this list. Missing part may introduce performance penalties that are cumulative. The Minimum Equipment List (MEL) is a document established by THAI and approved by the DCA. THAIs MEL is developed on the base of Master MEL (MMEL)/DDG? and customized by THAI as a function of its own operational policies and the DCA requirements. The MEL shall never be less restrictive than the MMEL. Note: The MEL may be more conservative than the authority requirements but must never be less restrictive.
The Configuration Deviation List (CDL) is a document approved by the Airworthiness Authority having certified the airplane. The CDL is included in the Airplane Flight Manual (AFM) The P-i-C shall not commence a flight unless he is satisfied that: The airplane is not operated contrary to the provisions of the Configuration Deviation List (CDL); The instruments and equipment are in operable condition except as provided in the MEL. The P-i-C shall decide whether or not to accept an airplane with unserviceabilities allowed by the CDL or MEL. In the MEL, any item is deemed inoperative, when it does not satisfactorily fulfill its intended function, regardless of the reason. An item is deemed to be inoperative when: It does not work at all, or It does not ensure all functions for which it was designed, or It does not consistently work within its designed operating limits or tolerances, or It is requested to be considered inoperative by the dispatch conditions, or
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It is not available due to a primary failure. Whilst operating within the limits of the MEL/CDL, the airplane is deemed to be airworthy and capable of operating within the specified environment. The MEL is not intended to provide for continued operation of an airplane for an unlimited period of time. Repairs should be made as soon as possible within the time limit imposed by Rectification Intervals. Rectification Intervals (A, B, C, and D) have been introduced in accordance with definitions of MEL. Dispatch of the airplane is not allowed after expiry of the Rectification Interval specified in the MEL unless the Rectification Interval is extended in accordance with the following: A one-time extension of the applicable Rectification Interval B, C, or D, may be permitted for the same duration as that specified in the MEL provided:
A description of specific duties and responsibilities for controlling extensions is

established by THAI and accepted by the DCA, and authorized.
The DCA is notified within a time-scale acceptable to the DCA of any extension
Although the concept of Rectification Interval does not exist for the CDL, all CDL items are not allowed to be left unrectified for an unlimited period of time as stated in the MEL/CDL. However, a specific time limit is required in the dispatch condition itself for some items. Decision for repair is under THAI responsibility. It is Company policy that every effort be made to maintain 100 % serviceability with rectification being initiated at the first practical opportunity. The exposure to additional failures during continued operation with inoperative systems or components must also be considered in determining that an acceptable level of safety is maintained. Dispatch of an airplane with more than one uncorrected MEL remark is permitted only if completely separate systems are involved, emergency procedures related to one of the MEL remarks do not affect emergency procedure for the other MEL remark or vice versa and pilot workload is not significantly increased. An airplane must not be dispatched with multiple MEL/CDL items inoperative without the P-i-C having first determined that any interface or interrelationship between inoperative systems or components will not result in a degradation in the level of safety and/or undue increase in crew workload However, some systems or equipment obviously basic to airplane airworthiness are not listed and must be operative for all flights. If there is doubt as to whether the equipment may be required or not, the P-i-C should request advice from the Head Office via BKKOP before making final decision. In case of defect, engineering personnel will certify in the Technical Log adjacent to the appropriate defect the MEL/CDL subject title, system and item number together with any operational limitations. At the completion of any engineering tasks associated with the particular MEL item, engineering personnel will placard the inoperative instrument, switch, light, etc. When applicable, operational flight plan, take off and landing performance and fuel requirement penalties must be taken into account due to inoperative equipment or component. When a MEL/CDL item is rectified, engineering personnel should make an entry in the Technical Log identifying the item and details of the rectification, including a statement that the MEL/CDL item has been removed. Appropriate MEL placards must then be removed from the flight deck. MEL (included ETOPS) governs the dispatchability of the airplane until flight is commenced (application of takeoff thrust on RWY). Dispatch of an airplane with reference to MEL requires acceptance from the P-i-C. It should be emphasized that the P-i-C, based on present or expected conditions, has the authority to require repair even if dispatch is allowed according to MEL. As a general rule, the MEL should be referred to only when it has been concluded that repair or replacement of a malfunctioning system or component cannot be made without causing an unacceptable delay.
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Whenever an airplane is dispatched with a reference to MEL, the fault must be positively identified and, if applicable, isolated. It must be ascertained that possible effects and interaction with other systems are known and understood. Detailed procedures for application and use of the MEL/CDL system can be found in the respective CDL/MEL binder. MEL does not apply to non-passenger flights.
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OPERATING PROCEDURES NON-REVENUE FLIGHTS
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8.7
8.7.1
NON-REVENUE FLIGHTS
Definitions
The following flights are considered as non-revenue flights: Training flights. Test flights. Delivery flights. Ferry flights. Demonstration flights. Positioning flights with or without passengers. Other special flights.
8.7.2
Training flights
Training flights are conducted under the responsibility of the Flight Deck Crew Training Dept. (BX) with the purpose of: School flight. P-i-C/pilot qualification/requalification. Training the abilities of pilots under normal and abnormal conditions. In flight proficiency check. However, the final decision to carry out the actual training flight and the responsibility for adherence to Company instructions described in the Operations Manual in general and FTM in particular, remains with the designated P-i-C.
8.7.3
8.7.3.1
Test flights
General
Company test flights herein are regarded as Functional Check Flights (FCF). All test flights shall be handled by THAI flight crew in accordance with the directions in 8.7.3.5.
8.7.3.2
Purpose
A test flight is a part of the maintenance program. A test flight is performed in order to: Check that the airplane conforms to specified standards. Check that the airworthiness or the function of the airplane after actions or checks in airplane systems, where the function of the system can not be verified on ground. Normally, a test flight must not be regarded as accomplished until the above requirements have been satisfied.
8.7.3.3
Actions requiring a test flight

Detailed information on the test flight requirements for each airplane type is published in the Maintenance Manual chapters: AMM 05-60-00.
8.7.3.4
Flight test reports

The test flight shall always be performed in accordance with applicable Flight Test Report prepared by BKKOE. A test flight may never be performed without preparing and filing a written report. There are four types of Flight Test Reports: 1. Flight Test Report, overhaul and new airplane acceptance The report contains all test items to be performed during test flight after major overhaul and in connection with acceptance of new airplane.
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2. Flight Test Report, engine change This shall be used when a test flight is required due to engine replacement. The actions required by the "Flight Test Report, Engine Change" are clarified in "Expanded Checklist for Flight Test Report - Engine Change" which is also available in the Captain Report Folder. 3. Flight Test Report, flight controls/airworthiness This shall be used when a test flight is required due to changes or repairs of flight control surfaces or flight control systems. 4. Flight Test Report, non-routine This shall be used when a test flight is required due to flight remarks or actions other than those covered by 1, 2 and 3. All check points required by the "Flight Test Report" shall be performed unless otherwise stated. Suitable tests to be performed at Non-Routine test flights shall be planned by the P-i-C in cooperation with an authorized station engineer. Should there be any doubts as to suitable test procedures, inquiries shall be made to BKKOE/OU. Note: Do not make a stall test unless required by the "Flight Test Report".
8.7.3.5
Test crew
Crew qualified to perform test flights shall be appointed by BKKOE. See 8.7.9 for the regulation regarding passengers on ferry, test and training flight.
8.7.3.5.1
Overhaul/new airplane acceptance test flight

The following crew are required and shall be assigned by OE-T for the following areas: Flight deck
747-300
1 Test pilot 1 Copilot 2 Test engineers (SO)
747-400, 777, A340, A330, A300 1 Test pilot 2 Copilots (qualified test engineers)
737-400 1 Test pilot 1 Copilot (qualified test engineers)
Cabin
747-300/-400, 777, A340, A330

3 Technical cabin crew
A300-600 2 Technical cabin crew
737-400
1 Technical cabin crew Additional crew other than the above shall be approved by DP.
8.7.3.5.2
Other test flights

When a test flight is to be performed in BKK as requested by DT, it is the duty of BKKOE to select the required crew from OE-T. When a test flight is required at the line station, the P-i-C present may perform the test.
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8.7.3.6
Procedure
The test pilot/the P-i-C will receive a verbal or written test flight requested from OE-T or the authorized station engineer when actions requiring a test flight have to be performed. Before takeoff, the crew shall be fully briefed on the cause of the flight and its purpose by the authorized station engineer. The crew shall familiarize themselves with the actions to be taken during the test flight by studying in advance the Flight Test Report items and, if applicable, the Expanded Checklist. One copy of Flight Test Report stating planned tests shall be left to the authorized station engineer before flight. Readings and functions observed during the test flight shall be recorded in the Flight Test Report. Normally, a test flight shall not be regarded as accomplished until the maintenance requirement(s) has been fulfilled and satisfied. If the test is deemed satisfactory, test pilot or team test leader shall record in aircraft log FLIGHT TEST PASSED or GROUND & FLIGHT TEST PASSED and sign his name to indicate the airplane has been released to revenue operations. Otherwise, he shall record NEW TEST FLIGHT TO BE PERFORMED WITH ACTION TO BE TAKEN TO COMPLAINT SEQ. NO.____ and sign his name in the aircraft log to indicate the unsatisfactory test. Flight remarks requiring a new test flight are grave remarks where the results of actions taken cannot be checked on ground. It should be observed, however, that it is the responsibility of the authorized station engineer to give the airplane maintenance release, when an approved test flight is accomplished. Copy of the completed Flight Test Report shall be sent to BKKOE. For the calculation of flight time for airplane and crew, a Test Flight/Flight Training Flight Log shall be completed. The form is available in the Captain Report Folder. If the test pilot/ the P-i-C deems it suitable, the test flight may be performed in combination with a ferry flight.
8.7.3.7
Weather conditions for test flights

The first test flight after airframe overhaul, essential modifications, repairs of major structural damages and repairs after serious malfunctions in flight control systems affecting the airworthiness of the airplane may only take place when actual and forecast weather for takeoff and landing is at least DA/MDA/Min VIS, for actual navaid on approach chart but never below 500 ft above reference elevation/1500 m. All other test flights may be performed when actual and forecast weather for takeoff and landing is at least the applicable Company landing minima, VIS according to Approach Chart. Test flights, during which the inspections of airplane visual parts are required, may only be performed in darkness if suitable lighting equipment is carried, making these inspections possible. The stall test may only be performed when external horizontal reference is available.
8.7.4
Delivery flights
Delivery flights may be combined with training flights provided the minimum crew as per the Airplane Flight Manual is on board. Delivery flights are flights where an airplane is flown from the sellers facility to the airline or vice versa. Provided all normal requirements are fulfilled, non-revenue passengers may be carried if this is not excluded on the certificate of airworthiness and certificate of registration. Full insurance coverage must be assured. For some delivery flights, the Authority might only issue a ferry permit in lieu of the certificate of airworthiness and the certificate of registration. This ferry permit may exclude the carriage of persons other than flight crew and engineers. Flights with passengers aboard require full and normal crew complement.
8.7.5
8.7.5.1
Ferry flights
Standard Ferry Flight
Ferry flights are flights to position airplane for maintenance. They may be conducted with minimum crew and reduced airworthiness as permitted by Operations Manual or the Authority.
8.7.5.2
8.7.5.2.1
One-engine-out ferry for three- and four-engine airplane

General
It is a Companys policy that no engine out ferry flight shall be authorized unless it is evident that local repair or change of the inoperative engine is impossible, or that such a repair or engine
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change/procurement of new engine will cause a delay with severe influence upon the traffic. Normally, the airplane shall only be ferried to the nearest station where engine change can be performed. The engine-out takeoff procedures laid down in the FCOM/AOM shall be adhered to.
8.7.5.2.2
Authorization procedure
If the Operations Control & Planning Dept. (OP) in coordination with Maintenance Dept. (BKKDT) considers it necessary according to 8.7.5.2.1 above and technically Possible to perform an engine-out ferry flight, a request shall be sent to DO. Before the flight is authorized, DO shall ascertain that: The engine-out flight, from a performance and operational engineering point of view, can be made without jeopardizing flight safety. The flight operational conditions for safe conduct of the flight are present. DO shall inform OP whether the flight is authorized or not. A copy of this message shall be sent to DT.
8.7.5.2.3
Safety regulations
The P-i-C shall have completed engine-out training on the airplane type concerned according to the syllabus established by Flight Test Dept. (OE). An up-to-date list of captains with qualifications shall be issued by BKKOE. The other crew members shall be thoroughly briefed by the P-i-C before takeoff. Only the minimum required number of crew members necessary for the route to be flown shall be on board. No passenger except DCA inspectors are allowed on board. Cargo and/or mail is only permitted on board to the extent needed for balancing the center of gravity. Excess fuel must not be carried. Takeoff area and adjacent terrain must be suitable. Special consideration should be given to existing obstacles on the side of the inoperative engine. The initial climb must not be made over built-up areas. The surface of the runway to be used shall be such as to allow proper nose wheel steering and wheel braking. For takeoff minima and crosswind restrictions at departure aerodrome and forecast weather at destination aerodrome, Refer to FCOM/AOM. Due consideration must be paid to the reduced climb performance with an engine out. Either normal climb out performance or engine failure procedure may be used at the P-i-Cs discretion. If in doubt, the climb should be made over the radio facilities serving the aerodrome to such a altitude/flight level as to permit the continued climb on course to be made well above the minimum true or minimum obstruction clearance altitude. The flight must not be planned or made through a region in which CB clouds, moderate to heavy icing or severe turbulence are known or suspected to exist. The minimum obstruction clearance altitude and/or the minimum off-route altitude must not exceed the 2-engine-out service ceiling for the actual gross weight. The remaining fuel must at all times be sufficient for the nearest suitable aerodrome to be reached with two engines out and, in addition, at least 30 min holding at 1,500 ft ISA. The distance to a suitable aerodrome must at all times not be greater than that which can be flown in max 90 min at normal all-engine cruise speed. Landing at the destination aerodrome may not be planned for night operation unless a visual or electronic glidepath is available. The ATS flight plan shall indicate that an engine-out ferry flight is being made. Before takeoff, the emergency equipment and personnel at the aerodrome concerned shall be alerted and requested to be on standby.
8.7.6
Demonstration flights
A demonstration flight may be for a sale/advertising purpose or to demonstrate flight characteristics. It may be also a flight with journalists and customers. All flights shall follow the standard procedures described in the Operations Manual. In any case, all flights with passengers aboard require full and normal crew complement.
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A demonstration flight (sightseeing flights ) shall either be arranged according to special schedule, or be specifically authorized by DO. Authorization shall contain relevant data such as name of the P-i-C, date, route or area to be covered, etc. Appropriate authorities should be informed of the planned flights. An IFR flights plan shall be filed. In order to descend below relevant minimum altitude for sightseeing purposes the surrounding terrain must be clearly visible and weather conditions satisfying VFR requirements. Utmost caution must be exercised. The airplane should not be flown closer than 1,000 ft from the ground. The primary purpose of a demonstration flight (sightseeing flights) is to let the passengers see, as mush as possible, the area flown over. It is important that the flight be made as smoothly as possible. During short sightseeing flights, maintain an indicated airspeed about the same value as holding speed and choose the route in such a way that the same degree of turns can be made to both sides. When several consecutive demonstration flights (sightseeing flights) are performed over one congested area, the route should be varied from time to time in order to minimize the noise disturbance.
8.7.7
Positioning flights
A positioning flight is a flight to position an airplane to an aerodrome for commercial operations. Positioning flights must be performed with at least the minimum flight crew and must follow the standard procedures described on the Operations Manual. Only crewmembers of the Company may be transported on the way to or from flight duty (dead head crews).In this case, the P-i-C nominates one crewmember to be responsible for cabin safety checks. In accordance with the P-i-C, the demonstration of safety belts, oxygen masks, life vests and emergency evacuation may be avoided, if all person on board are familiar with the demonstration of their use.
8.7.8
Other special flights

Participation of the Companys airplane in air shows or for the purpose of taking photographs or other similar engagements, is only authorized when special permission has been granted by DO. Escort flights in connection with, e.g., royal flights, shall only be accepted in accordance with special regulations laid down by Flight Operations authorities.
8.7.9
Passengers on ferry, test and training flights

On non-revenue flight, only Companys employees, their dependants or invited guests may be carried as passengers. On test and training flights, only Companys employees and DCA representatives may be accepted as passengers. Passengers must not be accepted: On test flights concerning the airworthiness of the airplane. On flights including any abnormal maneuver such as stalls, etc. On flight with any engine out. When the handling of the passengers will interfere with the handling of Companys revenue flights or delay the test or training flight. Carriage of passengers on ferry, test, and training flights will always be subject to the P-i-C's approval. The following procedures must be adhered to: The passenger shall be issued a ticket. The passenger must sign a waiver form to be filed at the station. In the case of passengers under 18 years of age, written permission from the parents must be presented and filed at the station.
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The passenger should be briefed on conduct in the airplane in order not to interfere with the test or training. The P-i-C should ensure that the passenger is holding a ticket. Note: In the instruction, the term "passengers" does not include inspectors of the authorities or technicians, who may be assigned to the flights, even though such personnel are issued tickets.
8.7.10
Carriage of persons on board all-cargo airplane

Unless otherwise authorized by Flight Operations, only persons essential for the safe and efficient transportation of a specific cargo shall be accepted as passengers on an all-cargo flight. In extreme case, Companys passengers or their dependants may be carried upon the P-i-C's permission. However, passengers may only be carried when an aisle is available for passage between passenger section and flight deck.
Seating
An approved seat with seat belt and oxygen, if required, shall be ensured for each person carried as passenger on an all-cargo flight.
Smoking
Smoking is not permitted in the cargo area of a cargo flight, not even when seated in the approved seat. On special permission from the P-i-C, the passenger may smoke in the flight deck.
Unprepared emergency procedures

Before takeoff with passengers on an all-cargo flight, the P-i-C shall ensure that such passengers have adequate knowledge of the exits and how to open them in case of unprepared emergencies. A person shall always be selected and advised to lead all actions in case of an emergency, and also to ensure that signals or orders given from the flight deck are adhered to by all persons carried. He shall also be informed that he must keep the P-i-C briefed on any disturbances or unexpected occurrences in the cabin.
Prepared emergency procedures

A flight crew member not essential for assistance in the flight deck area shall be delegated to lead the emergency preparation for passengers carried on all-cargo flights.
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OPERATING PROCEDURES OXYGEN REQUIREMENTS
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8.8
8.8.1
8.8.1.1
OXYGEN REQUIREMENTS
CONDITION UNDER WHICH OXYGEN MUST BE PROVIDED AND USED
CREW MEMBERS
At cabin pressure altitudes above 10000 ft, oxygen shall be provided for and used by each flight crew member on duty and for all other crew members. Recommendations for pilots on duty At cabin pressure altitudes of 10,000 ft and below, the following recommendations apply to pilots on duty: When flying between 8,000 and 10,000 ft cabin altitude for more than four consecutive hours, the pilots on duty should take oxygen at suitable intervals. The use of oxygen at other lower altitudes is also recommended by the medical authorities. It is, therefore, left to the pilot's discretion to use it accordingly if he so desires. Whenever exhaust fumes from ground power units or other airplane are noticed to have entered the flight deck, it is recommended to use oxygen until contamination is terminated.
8.8.1.2
PASSENGERS
During flights with high cabin altitude, oxygen must be available for passengers as follows: For flights at cabin pressure altitudes above 15,000 ft, oxygen shall be provided for each occupant carried for the duration of flight at such altitude. For flights at cabin pressure altitudes above 14,000 ft to and including 15,000 ft, oxygen shall be provided for the duration of flight at such altitude for 30 percent of the number of passengers carried. For flights at cabin pressure altitudes above 10,000 ft to and including 14,000 ft, oxygen supply shall be sufficient for 10 percent of the number of passengers carried for the duration of flight in excess of 30 min. When any of the above conditions exist or are expected, the P-i-C shall inform the cabin crew accordingly. They shall pay special attention to passengers showing sign of discomfort and give such passengers first aid oxygen as required.
8.8.2
8.8.2.1
REQUIREMENT FOR CREW AND PASSENGERS

First aid oxygen
According to the regulation for the flight at and above 25,000 ft altitude, portable oxygen bottles are provided for cabin crew and passengers who for physiological reasons might require undiluted oxygen for first aid treatment following descent due to rapid decompression. Two types of portable oxygen bottles, 120-liter and 310-liter bottles, are available on board. Each bottle is provided with one oxygen mask and has 2 and 4 liter per minute outlets. If selecting 4 liter per minute outlet, 120-litter bottle can be used up to 30 minutes and 310-liter bottle can be used up to 75 minutes. The number of portable oxygen bottles installed in the cabin is normally more than that required by the regulation. The number in excess, spare bottles, can be used for medical purpose. First aid oxygen is intended for those passengers who, having been provided with the supplemental oxygen during emergency descent initiated due to a de-pressurization, still need to breathe undiluted oxygen when the amount of supplemental oxygen has been exhausted. This quantity of oxygen, required as first aid oxygen, is independent to and must be added to the required supplemental oxygen quantity for the case of emergency descent. The amount of first-aid oxygen should be calculated for the part of the flight after cabin depressurization during which the cabin altitude is between 8,000 ft and 15,000 ft, when supplemental oxygen may no longer be available.
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Moreover, following cabin de-pressurization an emergency descent should be carried out to the lowest altitude compatible with the safety of the flight. In addition, in these circumstances, the airplane should land at the first available aerodrome at the earliest opportunity. The conditions above should reduce the period of time during which the first-aid oxygen may be required and consequently should limit the amount of first-aid oxygen to be carried on board.
8.8.2.2
Supplemental oxygen for sustenance

To operate a pressurized airplane above 10,000 ft, the quantity of supplemental oxygen on board for sustenance must be established for the most critical point of the flight from the standpoint of oxygen need in case of de-pressurization. The cabin pressure altitude being considered the same as the airplane altitude following a cabin de-pressurization, the quantity of supplemental oxygen must be determined as required by the following table:
SUPPLY FOR: All occupants of flight deck seats on flight deck duty DURATION AND CABIN PRESSURE ALTITUDE Entire flight time when the cabin pressure altitude exceeds 13,000 ft and entire flight time when the cabin pressure altitude exceeds 10,000 ft but does not exceed 13,000 ft after the first 30 minutes at those altitudes, but in no case less than: 1. 2. All required cabin crew members 30 minutes for airplane certificated to fly at altitudes not exceeding 25,000 ft (Note 2) 2 hours for airplane certificated to fly at altitudes more than 25,000 ft (Note 3).
Entire flight time when cabin pressure altitude exceeds 13,000 ft 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 13,000 ft after the first 30 minutes at these altitudes. Entire flight time when the cabin pressure altitude exceeds 15,000 ft but in no case less than 10 minutes (Note 4). Entire flight time when the cabin pressure altitude exceeds 14,000 ft but does not exceed 15,000 ft. Entire flight time when the cabin pressure altitude exceeds 10,000 ft but does not exceed 14,000 ft after the first 30 minutes at these altitudes.
100% of passengers (Note 5)
30% of passengers (Note 5) 10% of passengers (Note 5)
Note:
1. The supply provided must take account of the cabin pressure altitude and descent profile for the routes concerned. 2. The required minimum supply is that quantity of oxygen necessary for a constant rate of descent from the airplanes maximum certificated operating altitude to 10,000 ft in 10 minutes and followed by 20 minutes at 10,000 ft. 3. The required minimum supply is that quantity of oxygen necessary for a constant rate of descent from the airplanes maximum certificated operating altitude to 10,000 ft in 10 minutes and followed by 110 minutes at 10,000 ft. The oxygen required in JAROPS 1.780(a)(1) may be included in determining the supply required. 4. The required minimum supply is that quantity of oxygen necessary for a constant rate of descent from the airplanes maximum certificated operating altitude to 15,000 ft in 10 minutes. 5. For the purpose of this table "passengers" means passengers actually carried and includes infants.
Airplanes intended to be operated at pressure altitudes above 25,000 ft shall be provided an oxygen dispensing unit connected to oxygen supply terminals immediately available to each occupant, wherever seated. The total number of dispensing units and outlets shall exceed the number of seats by at least 10%. The extra units are to be evenly distributed throughout the cabin.
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8.8.2.3
8.8.2.3.1
Crew protective breathing equipment/using oxygen

GENERAL
In order to be able to don their masks as quickly as possible, flight crew members shall, therefore, practice the donning operation regularly, e.g., in connection with each preflight test of the oxygen mask.
8.8.2.3.2
NON-PRESSURIZED FLIGHTS
Both pilots shall use oxygen continuously when flying: At flight altitude above 10,000 ft through 12,000 ft MSL for that part of the flight of more than 30-min duration; and Above 12,000 ft MSL.
8.8.2.3.3
PRESSURIZED FLIGHTS
When operating above FL 350, if one pilot leaves the controls, the remaining pilot at the controls shall put on and use an oxygen mask until the other pilot returns to his station. While operating at or below FL 410, if there are two pilots at the controls, oxygen masks shall be in the Ready position which can be placed on the face with one hand within 5 sec, supplying oxygen and properly secured and sealed. When operating above FL 410, one pilot at the controls shall put on his oxygen mask in the Donned normal position. The other shall continue to have his oxygen mask in the Ready position. Note: Ready position means that the masks are kept in their storage but can be pulled out and donned for immediate use.
8.8.2.3.4
IN EMERGENCIES
All flight crew members shall immediately wear their masks in the "donned emergency position, either by donning the mask or, if already in the "donned normal position", by changing over to the "donned emergency position", whenever: A cabin decompression occurs, or When above FL 250 any warning comes on which cannot be immediately and indisputably identified as having no relation to the loss of cabin pressure. Caution: Time of useful consciousness in case of a rapid decompression at 40,000 ft is less than 15 sec, if oxygen is not immediately provided.
8.8.2.3.5
PBE (Protective Breathing Equipment)

An easily accessible quick donning type of breathing equipment for immediate use is required for each flight deck crewmember. A portable protective breathing equipment is required at each cabin crew station, in galleys and cargo compartments. This equipment must protect the eyes, nose and mouth of each crew-member while on duty and provide oxygen for a period of not less than 15 minutes. The oxygen required for breathing protection can be included in the supplemental oxygen. An additional, easily accessible portable PBE must be provided and located at or adjacent to the hand fire extinguishers except that, where the fire extinguisher is located inside a cargo compartment, the PBE must be stowed outside but adjacent to the entrance to that compartment.
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OPERATING PROCEDURES Electronic Flight Bag
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8.9
8.9.1
Electronic Flight Bag

GENERAL
Electronic Flight Bag (EFB) is an electronic device which can electronically store and retrieve a variety of data/documents required for flight operations, maintenance, etc, as well as supporting dynamic/interactive applications and performing basic calculations. Earlier, these functions were traditionally accomplished using paper references or were based on data provided to the flight crew by dispatcher. From an operational use perspective, EFB hardware has been classified into three classes by the following criteria:
Class 1
Class 1 is considered as portable electronic device generally Commercial-Of-The-Shelf (COTS) based computer systems, such as laptop computers, which must be stowed securely when not in use as same as loose objects on the aircraft. They may be connected to aircraft's power to recharge batteries on-board the aircraft and may have read-only data connectivity to other aircraft systems. Software hosted in the class 1 includes pre-composed and fixed presentations of data currently presented in paper format such as e-Chart, e-Route Manual, FCOM/AOM, MEL, and performance calculation.
Class 2
Class 2 is still considered as portable electronic device but specifically adapted/built for use in the aircraft and normally mounted to aircraft in a position where they can be utilized during all phases of flight. They may be connected to aircraft's power and may have limited data connectivity to other aircraft systems. Software hosted in the class 2 includes class 1 applications and may include dynamic, interactive applications that can manipulate data and presentation such as electronic checklist, data link communication and maintenance log.
Class 3
Class 3 is considered as avionics equipment, which is permanently mounted to the aircraft and requires full certification for installation and operation. Software hosted in the class 3 includes class 1 & 2 applications and also enables flight information applications such as primary flight display and navigation information. Class 1 & 2 are designed to operate in less paper cockpit environment, while class 3 is designed for paperless cockpit environment. For THAI's perspective, the EFB is developed to use mainly for flight operations. However, the system will further evolve and expand its capabilities to enhance future applications, such as maintenance, passenger service, etc.
8.9.2
OPERATIONAL PROCEDURES
The following operations procedures describes concept of operating EFB regardless of classes. 1. Class 1 & 2 EFB's can be used as a supplementary tool for viewing chart/document, searching data and calculating aircraft performance in lieu of using paper documents provided in the flight deck and from dispatcher. 2. Flight crew must verify and ensure that revisions to the software and database installed, e.g., e-Route Manual, e-Chart, Airport/Runway Database, and others that may adversely affect flight operations are current and complete. 3. Flight crew should use his on-side EFB for calculating and retrieving any required data/ information. 4. If an EFB generates the same data as the existing aircraft automation, the data generated from the aircraft automation should be considered as primary information while the EFB generated data will be used for consultative information. 5. Any data entry and computed data outcome must be verified or crosschecked by both crews and must be agree upon the use of those data.
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OPERATING PROCEDURES Electronic Flight Bag
6. If there is any suspicion of any EFB data/information or the EFB data/information is considerably different from other sources, PF and PM shall discuss and decide reasonably which data/information to be used. 7. In the event of single system operation, both PF and PM shall use the method of coordinated verification. 8. If both EFB systems failed, PF and PM shall either revert to use backup paper document (if exist), or retrieve required data by means of Communication, e.g., ACARS AOC, CUT channel. 9. During takeoff and landing. the class 1 EFB must be properly stowed in its dedicated container. 10. Flight crew should not use the EFB during high workload phases of flight unless he is well skilled with the use of the EFB and his attention to the safety of the flight is not diverted. 11. Connecting any unauthorized external device to the EFB device is strictly prohibited. 12. Installation of any unauthorized software is not permitted.
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OPERATING PROCEDURES Procedure in case of Engine Failure En Route
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8.10
8.10.1
8.10.1.1
Procedure in case of Engine Failure En Route

GENERAL
Several factors have to be considered before a decision can be taken as to whether a flight shall be continued with one-engine failure.
THE SAFETY ASPECT

Primarily, the safety factors shall be considered, such as: Technical condition of the aircraft, actual gross weight, remaining fuel on board. En-route weather (wind, temperature, icing, thunderstorms, landing forecasts, etc.) Route and aerodrome facilities Type and elevation of terrain.
8.10.1.2
ASPECTS ON SCHEDULE, PASSENGER COMFORT AND ECONOMY

The P-i-C of three- and four-engine aircraft may proceed with one-engine failure provided safety aspects permit and the conditions given in section 8.10.3.2 are fulfilled.
8.10.2
TWO-ENGINE AIRCRAFT
Landing shall be made at the nearest suitable airport considering safety only. Any airport where pilots have obtained or can obtain necessary information and considered safe under prevailing circumstances may be used. If two or more suitable airports are at the same flying time from the present position of the aircraft, the station having a spare engine available should have priority.
8.10.3
8.10.3.1
THREE- AND FOUR-ENGINE AIRCRAFT

DISCONTINUATION OF FLIGHT
If one engine fail immediately after takeoff or during climb to cruising altitude, the flight should normally return to the departure airport. For en route, landing shall normally be made at the nearest suitable airport: If engine shutdown has been made due to such failure as can be expected to damage vital parts of the engine fittings or other parts of the aircraft or if the shutdown has been made due to engine fire and risk of fire can still be expected. For jet engines, the risk of oil starvation of the shutdown engine should also be taken into consideration. The engine shall continuously be observed for vibrations and other abnormalities which may lead to a reevaluation of the situation. If the second engine fails en route. If the conditions in section 8.10.3.2 cannot be met.
8.10.3.2
CONTINUATION OF FLIGHT WITH ONE-ENGINE FAILURE

A flight may continue at P-i-C's discretion provided: 1. Precautionary measures for a second engine failure are taken (Ref 5.). 2. Inflight replanning has been performed. 3. The distance to a suitable airport at all times during the continued flight must not be greater than that which can be flown in a maximum of 90 min at normal all-engine cruise speed. 4. The remaining fuel, at all times during the continuation of flight, must be sufficient to reach the nearest suitable airport with two engines inoperative plus 30 min holding at 1500 ft ISA. Note: If two or more airports are at about the same flying time from the present position of the aircraft, the following priority shall be taken into consideration: The Company regular or alternate airports
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OPERATING PROCEDURES Procedure in case of Engine Failure En Route
The Company emergency airports Military airports Other airfields. 5. The two-engine service ceiling (for four-engine ACFT) and the one-engine service ceiling (for three-engine ACFT) must be equal to or higher than the MORA for the continued flight unless such terrain can be safely passed by the use of published operating procedures. When calculating the service ceiling, it is permitted to calculate with fuel dumping. However, fuel according to 4. must remain. Caution: Undumpable fuel may limit the minimum gross weight. The above calculation must be made before making a decision whether to continue or discontinue the flight, but fuel dumping shall not be made unless a second engine really fails. 6. The special procedures for the operations in RVSM airspace as described in RM shall be followed if a drift-down to a new flight level is required.
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OPERATING PROCEDURES Emergency Situations (Engine Malfunction, Fires, etc.)
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8.11
8.11.1
Emergency Situations (Engine Malfunction, Fires, etc.)

GENERAL
It is essential that all flight crew members have a good up-to-date knowledge of all emergency procedures concerned with their respective aircraft types as well as any special emergency procedures concerned with an en route or aerodrome operations. It is the P-i-C's responsibility to ensure that appropriate actions called for by an emergency or malfunction are ordered/initiated and carried out in accordance with the relevant procedures in FOM and AOM/FCOM. To help the P-i-C making a quick and correct decision, it is the responsibility of any crew member on duty in the flight deck to inform him of any abnormal condition by clearly stating its nature in accordance with the procedures in the respective AOM/FCOM. Moreover, it is also considered the duty of the flight crew member to immediately initiate such emergency procedures as he may deem it necessary in order to prevent a hazardous situation due to any delay. If Dangerous goods are loaded on a flight, the P-i-C shall inform ATC in the event of an emergency landing or landing incident. During ground movement, if the aircraft has been off the hard surface, it must not be moved under its own power unless it has been checked and released by an authorized person.
8.11.2
8.11.2.1
TASK SHARING
Whether flying a 3-man or 2-man crew aircraft, pilots shall perform their flight duties in accordance with FOM 3.2.1 para 4.
Guideline procedure for normal situation

1. PF shall always inform PNF of his intention and action that is deviating from the Standard Operating Procedure (SOP). 2. PF clearly announces AFS and FMS, if equipped, selection. 3. PNF shall callout automatic switching. 4. PNF shall always monitor all instruments while PF is flying.
8.11.2.2
Guideline procedure for abnormal situation

1. The pilot detecting any impending or existing abnormality or emergency situation shall immediately inform the other pilot. 2. Before an emergency or malfunction procedure is initiated, the affected system shall be rechecked for a normal set-up and all available indications shall be rechecked to confirm the problem. 3. Aural warning should be silenced, preferably by PNF after the identification of the problem. 4. In order to reduce any risks of creating errors and mistakes through pre-occupation, pilots shall perform their flight duties as closely as possible to what is stated in the normal situation case. If the P-i-C deems it necessary, he may assume the PF duties for further details of operation, ref FCOM/AOM. Note: Specific task sharing is permitted as specified in the respective FCOM/AOM.
8.11.3
8.11.3.1
TAKEOFF
MENTAL REVIEW AND BRIEFING BEFORE TAKEOFF
Takeoff is one of the most critical phases should an emergency occur. The whole flight crew must, therefore, be very alert during this part of the flight and should not let their attention be diverted by irrelevant matters.
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In order to aid in reaching quick and correct decision should an abnormality occur during the takeoff roll, the crew must prior to starting takeoff, make a mental review of factors affecting that particular takeoff, e.g.: gross weight, available runway length (overrun), runway conditions, action in case of malfunctions (engine or tire failure, birdstrike etc.), obstacles in the climb-out area, climb-out conditions (icing, wind, inversion etc,), aircraft serviceability and technical remarks. Based on these considerations, the P-i-C shall state his intentions on how to act on abnormality occurring during the takeoff roll applying the guiding principles in para 8.11.3.2 below.
8.11.3.2
STOP OR GO DECISION
When abnormalities occur, their nature and time of occurrence must be taken into consideration.
Early abnormalities
If abnormality occurs at an early stage of the takeoff roll where no doubts exist as to a safe stopping on the runway, then STOP.
Abnormalities close to V1
Although performance rules allow a rejected takeoff (RTO) initiation on a dry runway at speeds up to V1 the successful completion of an RTO becomes increasingly more difficult as speed approaches V1. Furthermore, the basic V1 concept is based on a dry runway and no full accountability for contamination, it will normally not be possible to stop the aircraft on a runway lengthlimited takeoff at speeds close to V1 when runway is contaminated, even if reversing, reduced V1 and prescribed corrections have been applied. On the other hand, if takeoff is continued by the runway length limit weight, an aircraft can generally be expected to reach screen height at the end of runway by 15-20 ft at engine failure speed V1-10 kt for twin-engine aircraft and 25-30 ft at engine failure speed V1-6 kt for quadengine aircraft. Thus, when abnormalities are detected close to V1, takeoff should normally be rejected only for: Engine failure
When a safe stop on the runway is doubtful, it is recommended to continue the takeoff
even from speeds down to V1-10 kt (twin-engine aircraft) or V1-6 kt (quad engine). V1. Obstacle clearance may be less than 20 ft when continuing from V1-10 kt.
Clearance over close-in obstacles will be reduced when continuing from speeds below Do not continue the takeoff if speed is <VMCG.
Abnormalities making the aircraft unsafe to fly. Abnormalities not affecting thrust or the ability to fly should normally not justify an RTO, for example: Tire failures: Close to V1, loss in acceleration due to tire failure is negligible. RTO on failed tires may cause overrun in case of runway length limited, Indication failure of instruments not absolutely required, General electrical failures, Pilot incapacitation.
Abnormalities at or after V1
If abnormality is detected at or after V1, normally GO. A takeoff rejected at speeds above V1 on a minimum length runway is unprotected from a performance point of view. Even when takeoff weight is less than the runway limited weight, a
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rejection above V1 is extremely hazardous as the available and required stopping distances are difficult to estimate.
8.11.3.3
FLIGHT DECK PROCEDURES FOR TAKEOFF

The decision whether to continue or reject a takeoff shall always be made by the P-i-C, irrespective of whether he is PF or PNF. The following terminology shall be used: "STOP" if he decides to reject the takeoff. "GO" if he decides to continue the takeoff.
Rejected takeoff
Upon decision to reject a takeoff, LP shall take over/continue maneuvering of the aircraft. A rejected takeoff from speeds close to V1 is a very demanding maneuver. It is of utmost importance that brakes, spoilers and thrust reversers are activated as quickly as possible. Apply maximum braking force immediately via autobrakes or manual braking according to the respective AOM/FCOM procedures. Spoiler extension is crucial for braking efficiency, confirm automatic extension or extend manually according to the respective FCOM/AOM. Most RTO overrun accidents have occurred when the aircraft was not at the runway limited takeoff weight. A common mistake in these accidents has been failure to maintain maximum stopping effort throughout the RTO. The distance required to decelerate from a given speed at high takeoff weights is significantly greater than from the same speed at a typical landing weight. This may lead to misjudgement of stopping progress. Do not relax retardation force until positively assured that the aircraft will stop within available runway. If required, maintain maximum stopping effort until the aircraft comes to a complete stop. The risk for wheel or brake fires must always be considered in connection with high gross weight rejected takeoffs. When the aircraft has come to a complete stop, evaluate situation. If any evidence of fire, evacuate without delay. For detailed flight deck procedures, see the respective FCOM/AOM.
Continued takeoff and climbout

Upon the decision to continue a takeoff, PF shall continue the maneuvering of the aircraft. Change of controls should not be made until the aircraft is cleaned up, unless required for safety reasons. For detailed flight deck procedures, see the respective FCOM/AOM. PF shall concentrate on flying the aircraft and, when gear is up and a safe climb is established, order the applicable Emergency / Malfunction Checklist/ QRH. PNF shall callout and perform the memory items on the ordered checklist while continuing to monitor the flight instruments. When aircraft is clean and climbing, PNF shall complete the ordered Emergency / Malfunction Checklist/ QRH. The aircraft condition should be assessed and the risk for secondary damage must be considered. Blown tires or landing gear structural failures may cause damage to landing gear doors, brake system, fuselage, wings and flaps as well as wiring and tubing in the landing gear wheel well. In cases of noticed or reported failures of this type, it is therefore recommended: To keep landing gear extended for at least 5 minutes (except when prohibitive from a performance point of view). If possible, to confirm by visual check from aircraft that no fire or visible damage exists. To be very restrictive as regards continuation of flight as damage may not be a immediately discovered but may deteriorate and make a continued flight hazardous. To ask for an Inspection of the takeoff area to check that vital parts have not become detached or are causing a hindrance on the runway. A thrown tread may also cause damage to an engine. A smell of burnt rubber, possibly accompanied by vibrations, may be an indication of engine FOD and an early landing should be made to avoid further engine deterioration.
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8.11.4
8.11.4.1
OTHER PHASES OF FLIGHT

GENERAL
It is up to the P-i-C, or in his absence, the qualified flight crew member at controls to take appropriate actions. The P-i-C shall be called as soon as possible if not presents on the flight deck. If an emergency situation occurs in the cabin, the cabin crew shall take appropriate action and inform the P-i-C as soon as possible.
8.11.4.2
CONTACT WITH CABIN

Should an emergency situation occur which needs the attention of the cabin crew, the flight crew shall make cabin call as stated in the FCOM/AOM for the aircraft type. The cabin crew in charge shall immediately answer the call by interphone. If there is no reply, he must proceed to flight deck.
8.11.5
EXPLOSIVE DECOMPRESSION/EMERGENCY DESCENT

During flight at high levels, the pilots must prepare for an explosive decompression of the cabin. An emergency descent must be initiated immediately in order to protect the passengers. This aims at bringing the aircraft down rapidly to an altitude where the passengers can breathe normally. When executing an emergency or other uncleared descent, consider turning away from the airway or designated track to avoid traffic at lower levels. Exercise caution in order not to exceed the stress limits of the aircraft in an emergency descent combined with high bank angles. The descent should not be steeper than the situation warrants. Recommended initial level-off altitude is 14,000 to 10,000 ft, if terrain permits. For further instruction, ref FCOM/AOM.
8.11.6
FLIGHT DECK AND CABIN SMOKE OR FIRE

When smoke or fumes or fire is reported or suspected and the source cannot be found and combatted directly, the flight shall proceed to nearest suitable airport. Fires are the most urgent emergencies and require immediate fire suppression in the earliest stages for proper control. After suppressing the fire, initiate smoke evacuation procedures. If the smoke or fumes do not dissipate and if it cannot be visually verified that the fire is out, consider landing as soon as possible.
8.11.7
FUEL JETTISON/OVERWEIGHT LANDING

In case of an unscheduled landing, when the allowable landing weight would be exceeded, the P-i-C has the choice to delay the landing until the weight has been reduced by fuel burn-off, or he has to consider an overweight landing or a fuel jettison. It is the prerogative of the P-i-C to assess what constitutes an emergency situation requiring an unscheduled landing and also to make the final decision as to the safest course of action. The following paragraphs are intended as guidance for the choice between fuel jettison and overweight landing.
8.11.7.1
FUEL JETTISON
Fuel jettison is an abnormal procedure and should be treated as such. It is an approved procedure and, if performed in accordance with applicable instruction in the respective FCOM/ AOM, it does not involve any hazard in itself. Other circumstances may, however, make fuel jettison hazardous or less desirable, e.g A fire on board (jettison prohibited) Conditions of heavy static When flying in high density areas
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A risk of other aircraft flying through jettisoned fuel Weather at airport of landing closing down.
8.11.7.2
OVERWEIGHT LANDING
Overweight landing in lieu of fuel jettisoned may, in many instances be preferable in the interest of safety. An overweight landing may be considered, according to the respective FCOM/AOM, when the P-i-C find this to be the best course of action. With regard to safety, an overweight landing may, in many instances, be preferable to fuel burnoff. Available runway length versus aircraft type has to be taken into account when considering an overweight landing on contaminated or slippery runways. If sufficient runway length is available and if the conditions permit a touchdown sink rate which is within the design limits of the aircraft (less than 360 fpm), an overweight landing should not involve any hazard or result in any structural damage. As a rule of thumb, the runway used for takeoff will also be sufficient for a subsequent overweight landing. By not exceeding 30 bank or flap placard speeds, an adequate strength margin will be ensured during an overweight landing. The following are examples of some typical situations that an overweight landing should be considered: Any malfunction or failure that would render the aircraft unairworthy. Any condition, mechanical or otherwise, or combinations thereof, where an expeditious landing would reduce the potential risk of experiencing additional problems which could result in a derogation or a compromise of safety. Serious illness of crew or passengers which would require immediate medical attention. On the other hand, there are situations which are not qualified for an overweight landing, or when an overweight landing is less desirable, for example: Marginal weather and/or runway conditions Minor malfunctions, which do not affect the airworthiness of the aircraft, but preclude continuation of flight to destinations, e.g. the loss of a navigational aid required on the route Landing gear damage, e.g., a tire failure. Specific procedures and precautions for each aircraft type are contained in the respective FCOM/ AOM and shall be consulted prior to an overweight landing.
8.11.8
EMERGENCY EVACUATION
An emergency evacuation shall always be initiated whenever a situation involving a risk of fire occurs in connection with takeoff, landing, taxiing or even with the aircraft stationary at the apron, e.g. during refueling. The P-i-C shall give clear orders when he wants the aircraft evacuated and should always order such an evacuation if the presence of a fire is suspected. However, if no order is received from the flight deck (pilots might be injured) and the necessity of an immediate evacuation is evident, the cabin crew shall initiate the evacuation and proceed in accordance with the instruction given in the respective FCOM/AOM. Note: For better visibility outside the aircraft should any irregularities occur, all cabin windows shall be fully opened before TKOF and landing. To ease the eyesight adjustment in darkness should emergency occur, the cabin light will be dimmed on night flights before TKOF and landing.
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OPERATING PROCEDURES Operation of COM
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8.12
8.12.1
8.12.1.1
Operation of COM
VHF-COM
GENERAL
As a principle, both pilots shall monitor the ATS channels. Monitoring of ATS channels in terminal areas should primarily be made using headset. Loudspeaker may be used when the quality of sound is such that undisturbed reception is available on the loudspeaker system. ATS frequencies must never be interfered by other reception such as ATIS, CUT, Air-to-Air pilot communication, etc. Both pilots shall set audio switches for readable output unless operational conditions make monitoring of CUT frequency or 121.5 MHz impracticable. PNF shall normally handle the frequency selection according to the procedures listed below. Maintain listening watch on 121.5 MHz to the extent possible.
8.12.1.2
PROCEDURES
THAI operates aircraft with 2 or 3 VHF-COM systems named VHF-COM 1 (Left). VHF-COM 2 (Right) and VHF-COM 3 (Center). Select Tower, Departure/Approach or ACC frequency as applicable for phase of flight on VHFCOM 1. Utilize VHF-COM 2 on 121.5 MHz when not in use for ATC, MET services, CUT frequency and/ or Air-to-Air pilot communication as necessary. Note: The use of CUT must not conflict with the Sterile Flight Deck concept (ref3.2.1). VHF-COM 3, if equipped, shall normally be set for ACARS.
8.12.2
HF COM
Use of HF COM
HF COM shall be named HF1, or HF LEFT, and HF2 or HF RIGHT. Normally, HF COM shall be used for long-range communication. Although no definite rule is given, here is general recommendation: HF1/LEFT shall be used for en route frequency HF2/RIGHT shall be used for VOLMET or In case en route frequency is not required, one HF may be tuned to known utility frequencies as appropriate. HF COM shall be operated in the same manner as VHF COM.
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OPERATING PROCEDURES Operation of NAV System
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8.13
8.13.1
8.13.1.1
Operation of NAV System

VHF NAV
GENERAL
The VHF NAV shall be named as follows; VHF NAV 1 or VOR LEFT or VOR 1. VHF NAV 2 or VOR RIGHT or VOR 2. PF shall handle the VHF NAV himself or give clear orders which station(s) shall be selected. Do not change to other stations without PF's order or consent. PF shall always, in good time, inform PNF how the system(s) shall be selected for intended procedures. When PF is going to use a VHF NAV selected by PNF, he shall make sure that correct frequency is selected by checking the frequency selector and make sure that the correct VOR radial/ILS heading are selected. PNF shall inform PF that the station call sign has been checked and also about any abnormal behavior of the receiver or station. The VHF NAV shall be monitored frequently by listening or monitoring to the station identification signal and watching for the appearance of warning flag(s). If the flight is planned on the VHF NAV systems, the systems shall be tested before takeoff, or if this is not possible, at the first opportunity en route.
8.13.1.2
TEST OF AIRBORNE INSTALLATION

If it has not been possible to ground check the installation if required, perform an airborne check as follows: Set a VOR radial which can be checked over a visual checkpoint or a radio facility. When over the point, the VOR bearing shall differ no more than 5.
8.13.1.3
USE OF VOR SYSTEM

Takeoff
When applicable the system(s) shall be selected to VOR stations suitable for track guidance and cross-bearing prior to takeoff. Automatic tuning is not recommended.
En route
When using VOR systems for track guidance, tune both VHF-NAV receivers continuously for tracking. For necessary cross-bearings, retune one of the sets as appropriate. If automatic tuning is available, monitor the correct operation of the system.
Instrument approach
With dual VOR systems, both systems shall be selected to the VOR station used for approach and set according to the procedures laid down in the respective FCOM/AOM. Utmost care shall be exercised when making the settings and both pilots shall check and crosscheck. Note: As the monitor only removes the navigation information from VOR signal, it may still be possible to receive voice identification transmission after the flag warning has appeared. A bearing error in the airborne receiver will, however, not result in flag warning. Therefore, always check one system against the other if there is a deviation of more than 4 between the systems. The system that has the bearing error can be determined by reference to approach charts.
8.13.1.4
USE OF DME
System limitations
DME information derived from the selection of a VOR or ILS frequency must only be used if the DME station is indicated on the approved navigation charts.
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Due to a great number of military TACAN stations operating in the same frequency band as the civil DME facilities, DME readings are likely to appear although the VOR or ILS station selected is not associated and co-located with the DME (TACAN) station. For the same reason, it is possible that a DME may suffer from interference by signals from a TACAN/DME element, resulting in erroneous distance readings. A published DME-intersection may, therefore, only be used as the sole means when determining terrain clearance if the station has been clearly identified and in accordance with FOM 3.1.8.
Identification of DME
A DME station transmits an identification signal modulated at 1350 Hz (as against 1020 Hz for a VOR/ILS identification signal) normally once every 30 sec in one of the following forms: An independent identification code is employed wherever a DME is not specifically associated with a VOR/ILS facility. An associated identification code is employed wherever a DME is specifically associated with a VOR/ILS facility. This code is identical to that of the VHF facility of co-location and is synchronized to the same, normally in the ratio of one to three. WARNING: MAKE SURE THAT THE DESIRED DME STATION IS POSITIVELY IDENTIFIED AND THE IDENTIFICATION OF THE VOR AND DME ELEMENTS ARE SYNCHRONIZED IF CO-LOCATION IS ANTICIPATED.
DME ARC procedure

Arrival and departure procedures utilizing a DME arc are used at a few aerodromes. Although the procedure is not compatible with our automatic flight procedures, it is not difficult to fly using the autopilot in the heading select mode. A DME arc interception of approx 90 may be required on a radial either inbound or outbound. At least 1.5 NM lead is required if ground speed is between 150-200 kt. Maintaining a DME arc is simplified by reference to the RMI in a 90 or 270off bearing. Avoid long shallow turns which may cause the gyros to precess. Heading changes of at least 20 with bank angles 10 or more are recommended.
8.13.1.5
USE OF ILS SYSTEM

System characteristics
In principle, two types of ILS ground installations are used: The omnidirectional or broad beam localizer normally of CAT I performance. The directional or narrow beam localizer normally of CAT II and CAT III performance. The localizer coverage sector extends to a minimum of 17 NM within 35 of the extended centerline of the runway (see Figure 1.).
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Figure 1. Localizer coverage
The glide slope coverage sector extends to a minimum of 10 NM within 8 of the extended centerline (see Figure 2. (a)) and within approx +2/-1.5 of the nominal glide slope angle (see Figure 2. (b)). Figure 2. Glide slope coverage
The ILS beam integrity is not guaranteed outside these coverage sectors with the exception of the omnidirectional type of localizer in which case a back-course approach may be provided. The Threshold Crossing Height (TCH) shall be 50 10 ft, with the glide slope transmitter no less than 300 m from runway threshold.
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System limitations
The ILS may suffer from false beams outside the coverage sectors due to reflections from terrain and/or obstacles. For that reason, the ILS signals shall be considered unreliable outside these sectors although a flag warning may not appear. The ILS beams may be subject to fluctuations due to reflections from moving vehicles and aircraft in the vicinity of the transmitting antennas. Such fluctuations are normally of high frequency and of short duration. Though technical criteria are laid down as regards the quality of the ILS radiation, certain variations in the beam pattern may be observed from one installation to the other and even on the same installation as a function of time. Such discrepancies, even if within established tolerances, may adversely affect the aircraft system performance in the auto-coupled mode. When an ILS is subject to maintenance, as announced by ATS, the facility shall not be used although instrument indications appear normal. The ILS is identified by the identification signal transmitted by the localizer. When the localizer is subject to maintenance, the identification signal will be suppressed. If, however, only the glide slope is subject to maintenance, the identification signal is still transmitted normally by the localizer.
Ground monitors
The ILS beams are automatically and continuously monitored to ensure radiation within prescribed tolerances. The monitoring system provides a warning to the ATC unit and removes navigation and identification components, should a significant shift occur to the localizer or glide slope beams. Similar action is initiated by the monitoring system in case of reduction in power output. Monitoring action is delayed 10 seconds for CAT I, 5 seconds for CAT II and 2 seconds for CAT III ILS. These time periods must never exceed limits and are intended to protect aircraft on final approach against erroneous ILS guidance.
ILS front-course procedures

Since the ILS coverage sector is limited, it is essential that navigation in a terminal area be carried out on available VOR, VOR/DME, NDB or by radar vectoring until position is established at a gate where unambiguous ILS signals are received. Autopilot and/or flight director systems should not be armed for ILS until such a position has been verified. Instrument descents below 1000 ft AGL, utilizing ILS shall only be made when the following conditions are fulfilled: Before intercepting the localizer:
Identification is verified. Aircraft position is confirmed within the ILS limitation sectors, normally no more than
10 NM from touchdown. Before following the glide slope
Aircraft is established on the localizer.

At OM or equivalent position: Check the passing altitude to confirm correct glideslope. The instrument descent may be continued for glideslope check, even if OM or equivalent position is located below 1000 ft AGL. Throughout the instrument approach:
Indications on the receiver being followed are monitored by reference to the other
receiver whenever possible and by reference to other navigational aids enabling a check of correct aircraft alignment and altitude AOM/FCOM.
Glide slope display does not indicate more than one dot Low or less according to Observe flag warning for the minimum equipment required for the type of approach.
Note: Special regulations apply for wide-bodied aircraft.
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In order to ensure sufficient wheel clearance, the following applies: TCH less than 47 ft: cross threshold at 1 dot above glide slope (= 6 ft extra clearance). TCH 47 ft or more: never cross threshold below glide slope.
LLZ procedures
LLZ front and back-course approaches shall be performed in accordance with Approach Chart procedures as follows: Use the relevant parts of the ILS Front-Course procedures. Flight guidance/autopilot systems may be used according to respective AOM/FCOM. Note: Do not confuse between localizer back-course procedure and localizer front-course backward procedure. For LLZ back-course approach, set ILS course as for the front course. Fly LLZ as front course approach. However, AP coupled approach is not permitted.
8.13.2
FLIGHT MANAGEMENT SYSTEM (FMS) AND AREA NAVIGATION SYSTEM (RNAV)

Aircraft equipped with FMS or RNAV are authorized to use these systems for en route and terminal area navigation according to respective AOM/FCOM. Functioning FMS/RNAV is a requirement for navigating along ATS routes based on area navigation. The navigation computer is navaid updated when signals from at least two DMEs or one VOR/ DME are available. In aircraft equipped with Inertial Reference Systems (IRS) the navigation computer is primarily navaid updated, but outside VHF-NAV range the computer will be updated by the IRS. The VHF-NAV may be used according to AOM/FCOM for cross-checking FMS/RNAV performance without checking and monitoring the identification signal as required in 8.13.1.1. If the FMS/RNAV is navaid updated it may be used for navigation to maintain terrain clearance and to comply with FOM requirements for check of correct position. Aircraft equipped with IRS may use FMS/RNAV for en route navigation without navaid update, if the progress of the flight is verified by means of other navaids. When the failure or degradation is detected before departure the aircraft is permitted to make one flight to an aerodrome where repair can be made. BKKOW or responsible office will provide crew with a new Company flight plan and file an ATS plan via a VOR/DME/ NDB defined routing. If no RNAV equipment are installed the phase Negative-RNAV shall be included by the pilot immediately following the aircraft callsign whenever initial contact on an air traffic control frequency is established. In case a B-RNAV equipped aircraft experience failure or degradation of the B-RNAV system, the aircraft is permitted to proceed if able to continue operations in accordance with the current ATC clearance. If unable, a revised clearance shall be obtained from ATC.
8.13.3
8.13.3.1
RADAR
WEATHER AVOIDANCE
Whenever flying in IMC when thunderstorm activity is forecast or expected, use the radar to provide a timely warning of CB activity and guidance for appropriate avoiding action. Furthermore, it is for avoidance of severe weather, not for penetration. Ask ATC for a deviation around the buildup area. Note: When the radar is operated in the contour mode while flying in heavy rain, the transmitted signal is attenuated by water droplets and black contour holes might not be shown.
8.13.3.2
NAVIGATION
Weather radar map display may be used as a supplementary aid to navigation.
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Prominent landmarks, such as cities, coastlines and lakes are readily seen on the scope. Other targets will require careful interpretation of the return picture to avoid mistakes. Targets such as mountain ridges can be taken for coastlines, rivers and lakes may disappear under snow and ice in winter. Radar mapping must not be used to determine the position of the aircraft for descent below minimum altitude except when otherwise specifically stated in the approach charts. However, when the radar indicates that navigation may be in error, use utmost care to ensure safe terrain clearance.
8.13.4
8.13.4.1
ADF
GENERAL
As different types of ADF are used in the Company, the following text will contain only such information generally applicable. Specific tuning procedures will be found in the respective AOM/ FCOM. In order to avoid misunderstanding, ADF 1 shall also be named RED (LEFT) and ADF 2 shall also be named GREEN (RIGHT) depending on aircraft type when applicable. PF shall order station(s) to be tuned in case he does not exceptionally handle the ADFs himself. Do not change to other stations without PFs order or consent. When PF is going to use an ADF tuned by PNF, he shall make sure that the ADF is tuned correctly. PNF shall inform PF when the tuning is completed and also of any abnormal behavior of the ADF.
8.13.4.2
TAKEOFF
Prior to takeoff, RED (ADF 1/LEFT) should be tuned to a station suitable to facilitate the keeping of the prescribed track and GREEN (ADF 2/RIGHT) to a station usable for approach in case an immediate return is necessary. The above procedure shall be considered the normal standard, but may be changed on the P-i-Cs discretion, e.g. if the two ADFs are needed during climb according to departure procedures.
8.13.4.3
EN ROUTE
Whenever an ADFs is used for establishing an en route position, the following shall be observed: The ADFs shall be monitored frequently by listening and the tuning shall be readjusted if required. If the indication seems unreliable, recheck that it is correctly tuned and identified. If a 180 error is suspected, make a check by using the other ADF, by means of cross bearings from other stations, or when possible, by flying another heading until the location of the station can be determined by the increase or decrease in magnetic bearing. On aircraft equipped with automatic tuning, pilots must monitor that the tuning is correct regarding stations and frequencies.
8.13.4.4
NDB APPROACH
Available ADFs shall be tuned to the navigation facilities prescribed in the actual procedure.
Only one station available in the terminal area

When approaching the station in the terminal area, tune both ADF receivers to the station.
Two or more stations available in the terminal area

When commencing an approach, tune RED (ADF 1/LEFT) to the station situated nearest the touchdown point and stay there until touchdown. Tune GREEN (ADF 2/RIGHT) to the other station suitable for the approach.
Preselect position
The preselect positions on the ADF control panel shall be preset for go-around in accordance with a missed approach procedure in approach charts.
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Note:
Carefully monitor the approaches based exclusively on ADF indications and continuously check the correct tuning and identification of the stations concerned. Any discrepancy from expected indications shall be treated as a malfunction and the approach abandoned until the discrepancy has been clarified. Under certain abnormal wave propagation conditions, the carrier wave of NDB with limited range might be disturbed even if tuning and identification are correct.
8.13.4.5
OTHER APPROACH
In all other approaches, where NDB stations are available, the ADFs should be tuned according to 8.13.4.4.
8.13.5
MARKER
Use of marker system
Whenever a marker system is part of a published procedure, the system shall be fully utilized and monitored by pilots as follows: Set both marker audio volumes as required. Set marker sensitivity switches in low position if applicable. When a marker indication is received, check position of aircraft and/or start timing if required.
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OPERATING PROCEDURES Operation of Datalink and SATVOICE
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8.14
8.14.1
8.14.1.1
Operation of Datalink and SATVOICE

DATALINK
Datalink Communication
Datalink is the primary method of communications for Flight Operations and ATC, when available and operational. Use of datalink is restricted to matters concerning current flight operations only. Irrelevant matters are not permitted. Datalink permits direct exchange of data between aircraft and ground facility through VHF radio or SATCOM, if applicable. SATCOM may be utilized while the aircraft is outside the VHF ground network coverage. There are three types of datalink communications: AOC (Airline Operation Control) datalink There are two types of AOC datalink functions which are:
FMCs AOC functions which permit communication between FMC and airline facility to
transfer FMCs data such as performance and flight plan routing; and telex, delay report, diversion report, etc.
Airline modifiable functions which are normally referred to as Companys datalink, i.e.
ATC datalink ATC datalink function provides the capability to communicate with an ATS facility for route changes, lateral offset, speed, vertical clearance, etc. ATS datalink ATS datalink supports air traffic service information transfer between ATC and aircraft. This application includes ATIS, PDC, METAR, RVR, etc.
8.14.1.2
Procedures
The following procedures are various means which may be used to verify those datalink messages: 1. After having received the message, flight crew shall initiate voice contact with the sender and read back the content in the datalink message. 2. Flight crew shall manually verify (compare) datalink message with associated information from other sources, i.e., comparing PDC datalink message with the filed flight plan. 3. Flight crew shall verify (compare) that numeric value and alphabet value, contained in the datalink message, are identical. 4. Flight crew shall verify that numeric value and summation of numeric value, contained in the datalink message, are correct. 5. In case of discrepancy or error, flight crew must not accept the datalink message. 6. If any question/confusion exists, flight crew shall initiate voice contact with the message sender.
8.14.2
8.14.2.1
SATVOICE
Satellite Voice Communication
Satellite voice communication provided for aeronautical services is a private telephone circuit. The normal path of communication are as follows: Aircraft to INMARSAT (Space segment), INMARSAT to Ground Earth Station (LOG-ON facility), and Ground Earth Station connection with public telephone system to facility. The average call-set-up time from selecting PLACE CALL to connection is about 22 sec. This is dependent on ground networks being available and normal priorities of operation through the Ground Earth Station. The communication system is duplex, where both parties can speak simultaneously without interference. To maintain common operating procedures with VHF and
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OPERATING PROCEDURES Operation of Datalink and SATVOICE
HF radio telephone circuits, the SATVOICE system utilizes the normal push-to-talk (PTT) switches through the aircraft audio control panel.
8.14.2.2
Procedure
SATVOICE communication is available for non-routine or irregular procedures requiring technical discussions or non-standard operating procedures with dispatch and station in operations. Use of SATVOICE with Air Traffic Control is recommended when emergency, non-routine or irregular conditions, in the opinion of the flight crew, can only be solved through direct voice communications. It is recommended to initiate the alert via datalink of impending problems and then revert to SATVOICE for follow-up procedures.
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OPERATING PROCEDURES Operation of Flight Guidance System
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8.15
8.15.1
8.15.1.1
Operation of Flight Guidance System

USE OF AUTOPILOT
GENERAL
The autopilot shall be used as an effective means to increase flying efficiency during all phases of flight where possible. Keep to the instructions and limitations for the use of autopilot in the respective AOM/ FCOM. During the flight with autopilot engaged, PF shall monitor its function and shall immediately disengage if observing any discrepancies or uncomfortable operation. In order to maintain positive control of aircraft at all times as well as to prevent passengers and crew from possible injury caused by adverse abnormal aircraft behavior during transition from auto to manual flight control operations, it is recommended that PF always keeps at least one hand on the control column during engaging or disengaging the autopilots.
8.15.1.2
AUTOMATIC APPROACH
In this type of approach the autopilot is utilized to capture and hold/track the relevant ILS localizer and glide path, provided the ground and airborne installations are functioning properly and the aircraft intercepts the ILS LOC beam at a distance of approximately 8 Nm (depending on intercept angle). This form of approach ensures the best possibility of pilot monitoring with the least workload. All approaches to runways with front beam ILS installations shall be planned as automatic approaches, unless such a procedure is considered unreliable, time consuming, or will cause passenger discomfort. If visual guidance is obtained at or above DA/DH, it is recommended to keep the autopilot engaged until reaching the minimum height permitted for autopilot operation according to the respective AOM/FCOM provided it functions satisfactorily and a correct flight path is followed.
8.15.1.3
SEMI-AUTOMATIC APPROACH
In this type of approach, the autopilot is utilized to maintain the correct heading and/or rate of descent during an approach. Localizer capture and hold/track on aircraft so equipped can also be utilized when approaches are made on VOR or ILS without glide path. Depending on the relevant instructions in the respective AOM/FCOM, the approach can be flown with manual inputs to the autopilot regarding heading and rate of descent.
8.15.2
8.15.2.1
USE OF FLIGHT DIRECTOR SYSTEM

GENERAL
Whenever a flight director system is installed and functioning, it shall be on and utilized during all phases of flight where it will assist the pilots in monitoring, maintaining or establishing a correct heading and attitude.
8.15.2.2
APPROACHES
The flight director system shall be used during all manual front beam ILS approaches to obtain the best localizer and glide path adherence, and shall be used as a monitoring device for automatic approaches. It shall be on and utilized for all other approaches where it will assist the pilots according to para 2.1.
8.15.2.3
MONITORING
Whenever the flight director system information is used as a primary reference by PF, PNF shall monitor the flying from the basic data as derived from NAV system not being used by PF for the flight director indications.
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OPERATING PROCEDURES Operation of Flight Guidance System
8.15.3
8.15.3.1
USE OF ALTITUDE PRESELECT/ALERT MODE

GENERAL
To ensure accurate altitude adherence, the altitude preselect mode shall be utilized as efficiently as possible in accordance with the procedures laid down in the related AOM/ FCOM.
8.15.3.2
ALTITUDE PRESELECT SETTING

During manual flying, the PNF shall normally set the altitude preselect switch settings. When the autopilot is engaged, the settings shall be performed by PF. When the altitude/FL warning is called out by PNF or automatic function, PF shall check and confirm that the altitude setting is correct. The utilization of the altitude preselect mode does not, in any way, relieve PF from the responsibility to ensure that the aircraft levels off at the correct altitude/FL.
8.15.4
USE OF AUTOTHROTTLE
Autothrottle shall be used according to the recommended procedures in the respective AOM/ FCOM. It is an effective means to reduce pilot workload and facilitate precise speed control. Keep to the limitations of the autothrottle system. PF shall monitor its function and shall immediately disengage if observing any discrepancies or uncomfortable operation. The throttles shall always be guarded below 1500 ft to permit the pilot to promptly counteract the ineffective or erratic throttle control. This is especially important in wind shear and turbulence conditions to prevent the programing of excessive thrust reductions.
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OPERATING PROCEDURES Management of Automatic Flight Systems
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8.16
8.16.1
Management of Automatic Flight Systems

AUTOMATION PHILOSOPHY
Automation is a tool, provided to enhance safety, reduce pilot workload and improve operational capabilities. Pilots shall be proficient in operating their aircraft in all levels of automation, as well as transitioning between different levels of automation. The pilot shall use what he believes is the most appropriate level of automation for the task at hand with regard to safety, passenger comfort, regularity and economy. THAI policy on the use of automation for control and guidance of aircraft flight path and speed is described in the subchapters below. The policy shall guide the development of procedures, training and equipment procurement.
8.16.2
DEFINITIONS
LEVELS OF AUTOMATION
The levels of automation are determined by how much authority is given to automatic flight control system (AFS) for controlling the aircrafts flight path or speed. It ranges from minimum possible AFS authority in Basic manual level to maximum possible AFS authority in Managed automatic level. Basic manual level Guided manual level Directed automatic level The aircraft is hand-flown, usually without Flight Director guidance, e.g. manual approach without FD. The aircraft is hand-flown, following Flight Director, e.g. manual approach with FD. The aircraft is flown with the autopilot engaged in modes associated with Mode Control Panel or Flight Guidance Panel inputs (e.g. vertical speed, heading select, VOR/LOC) or semiautomatic approach. The aircraft is flown with the autopilot engaged in modes coupled to the FMS/RNAV (e.g. VNAV, nav track) or ILS automatic approach.
Managed automatic level
8.16.3
USE OF AUTOMATION
The level of automation used at any time shall be the most appropriate for the task at hand with regard to safety, passengers comfort, regularity and economy within the limits of the respective AOM/FCOM. Both pilots shall be aware of intended level of automation. To the extent suitable and as prescribed in AOM/FCOM, basic data for the navigation systems shall be used for monitoring of AFS performance. In aircraft with functioning dual Flight Director systems, data from both FD computers shall be displayed.
8.16.4
GUIDANCE FOR THE USE OF AUTOMATION

Basic manual level is used where immediate, decisive and correct control of the aircraft flight path is required. This includes avoidance/escape/recovery maneuvers. These are essentially abnormal maneuvers and with the exception of intentional basic manual flying this should be considered a transitory level of automation. Guided manual level is the normal level when hand-flying the aircraft. The guided manual level is appropriate in low density traffic areas. Autothrottle is normally used. Directed automatic level is used where short term objectives are being met. The directed automatic level is normally used in terminal areas and is also a normal transitory level when flying below 10,000 ft and pilot workload does not permit reprogramming FMS. Autothrottle is normally used. Managed automatic level is the recommended level of automation to achieve long-term objectives. The managed level is normally used in climb, cruise and descent, using FMS programming accomplished at preflight. This level may also be used for departure or approach, provided this procedure is described in the respective AOM/FCOM and workload permits FMS/ RNAV programming. Autothrottle is normally used. If any uncertainty exists regarding AFS behavior, PF should revert to a lower level of automation.
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OPERATING PROCEDURES Management of Automatic Flight Systems
8.16.5
CREW COORDINATION
The lowest level of automation used at any time determines allocation of crew duties with regard to AFS. During engagement/disengagement of autopilot or switching of autopilot, PF shall always have one hand on the control column. During takeoff and departure PF shall have his hand(s) on the controls. Thrust levers shall be guarded below 1500 AGL. During approach PF shall have his hands on the controls and thrust levers below 1500 ft AGL, except for necessary inputs to AFS. Programming of AFS on ground is normally the duty of PF. At the Guided manual level, PNF will make the required AFS entries and mode selections upon order from PF. At the Directed automatic level, PF will make the required AFS entries and mode selections. At the Managed automatic level, PF manages the aircraft flight path through the FMS and normally makes the required FMS entries and mode selections. FMS entries below 10,000 ft other than short commands (e.g. direct to entries or speed interventions) should be accomplished by PNF upon order from PF. PF navigational display should be used in a mode which shows the active route and at least the first active waypoint.
Level of Automation Basic Manual AP OFF FD PF PNF Monitors flight progress. Calls out impending flight envelope deviations Monitors flight progress. Sets up AFS on PF order Monitors flight progress. OFF Handles the flight or not controls followed ON ON Handles the flight controls Makes MCP/ FGP selections. Monitors flight progress. Makes input to FMS. Monitors flight progress.
Guided Manual Directed Automatic
OFF ON
Managed Automatic
ON
ON
Monitors flight progress.
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OPERATING PROCEDURES Communication and Reporting
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8.17
8.17.1
Communication and Reporting

GENERAL
All radiotelephony communication between THAI aircraft and ground stations or other aircraft shall be conducted in English. The P-i-C shall ensure that the radiotelephony procedures specified in RM/COM are adhered to. During line operations, flight training and evaluation activities, communication on the flight deck, and between flight crew and cabin crew shall be conducted in English.
8.17.2
ATC CLEARANCES, INSTRUCTIONS AND APPROVALS

All ATC clearances, instructions and approvals are defined to cover different demands: ATC clearance is an AUTHORIZATION by an ATC unit for an aircraft to proceed under conditions specified. ATC instruction is a DIRECTIVE issued by an ATC unit for the purpose of requiring pilots to take specified actions to be adhered to and carried out without undue delay. ATC approval is a PERMISSION from an ATC unit for proposed action. ATC clearance ATC instruction ATC approval An AUTHORIZATION by an ATC unit for an aircraft to proceed under conditions specified. A DIRECTIVE issued by an ATC unit for the purpose of requiring pilots to take specified actions to be adhered to and carried out without undue delay. A PERMISSION from an ATC unit for proposed action.
For detailed information on pilot readback, monitoring etc., see RM/COM.
8.17.3
8.17.3.1 8.17.3.2
ATS REPORTS
POSITION REPORTING
Refer to RM/COM.
REPORTING OF OPERATIONAL AND METEOROLOGICAL INFORMATION

Refer to RM/COM.
8.17.3.3 8.17.3.4
AIRCRAFT OBSERVATIONS AND REPORTS

Refer to RM/COM.
POTENTIAL HAZARD REPORTING

Observation of a potential bird hazard or any irregularity of ground and navigational facilities that are likely to affect the safety or flights shall immediately be reported to the ATS.
8.17.3.5 8.17.3.6
AIR TRAFFIC INCIDENT REPORT

See OM-A 15.3.2.2.1Reports & Forms; Air Safety Report (ASR)/ASRTEX message.
REPORTS OF ELT TRANSMISSIONS

Reports of signals emanating from Emergency Locator Transmitters (ELT) on 121.50 MHz should be relayed to the ATS unit with which the aircraft is in contact.
8.17.4
COMPANY REPORTS
Company reports shall be sent on the special CUT channel or ACARS specified in the RM/ COM.
8.17 Page 2 Rev 1 (23 MAY 11)
OM-A
8.17.4.1 8.17.4.2
PROGRESS REPORTS
Progress reports shall be sent as required by the aircraft under flight watch or terminal watch.
SNAG REPORTS
A snag report shall be sent from the aircraft to facilitate the preparation for the technical bases and/or station mechanics of repairs of faults encountered during flight. To be used: Whenever a snag of significance is encountered that would need to be repaired at the next station of call, and a delay can be avoided or reduced by advanced information to that station. To be originated by: The P-i-C. To be sent to: OP on ACARS, SATCOM or on a CUT channel as convenient for forwarding to the ground mechanic at station concerned.
Text of message (in order shown)

The group snag report, Route number, Aircraft registration, Portion of ACFT affected, and Information essential to the determination of the action required by ground staff.
8.17.4.3
OPERATION INFORMATION
In order to eliminate extra workload in the flight deck due to the use of CUT, the following type of messages should only be transmitted outside the Sterile Flight Deck area: ACFT disposition, Ambulance requests, Catering messages, Connection messages, Crew disposition, Fuel messages, Limousine requests, Wheelchair requests.
8.17.4.4
OPERATION ADVICE
Where available, ACARS/SATCOM can be utilized for long range contact and relayed to Operations Control Center (OP) in order to obtain a quick advice to improve the operation efficiency.
8.17.5
8.17.5.1
AIRCRAFT DAMAGE ACCIDENT REPORTING

PURPOSE
In order to follow up on aircraft damage claims, any event likely to give rise to a claim under the Companys aviation insurance policy must be reported as soon as practicable. When an accident that causes damage to the aircraft has occurred no matter how small the accident may be, it is the duty of the P-i-C to submit the reports according to para 5.2. below.
8.17.5.2
REPORTING PROCEDURES
Immediately telex to advise significant detailed information to OP with copies to DO, DP, OI, OS, OC, DT, TK, TM, TE, TP, TS, KS, YS, ZD. Air Safety Report shall subsequently be written by P-i-C furnishing more details about the accident and sent to OI for further distribution.
OM-A
8.17 Page 3 Rev 1 (23 MAY 11)
In the case where the aircraft suffers severe damage or death occurs to its passengers outside normal office hours also including weekends or official holidays, OP shall, without delay, contact ZD to further contact AIRCLAIMS GROUP LIMITED in the respective area where the accident occurred.
8.17.6
8.17.6.1
SUSPECTED COMMUNICABLE DISEASE REPORT

GENERAL
Passengers and crew may have been exposed to a communicable disease if they have a fever (temperature 38 deg C/100 deg F or greater) associated with certain signs or symptoms, e.g. appearing obviously unwell, persistent coughing, impaired breathing, persistent vomiting, etc.
8.17.6.2
PURPOSE
To facilitate provision for the presence of special medical personnel and equipment necessary for the management of public health risks upon arrival of the flight, as recommended by ICAO.
8.17.6.3
REPORTING
In the event of a case of suspected communicable disease on board the aircraft, the P-i-C shall, before arrival of the flight, report to ATC concerned giving all available information of such person (Flight Information, Personal Information, Contact Information).
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OPERATING PROCEDURES Use of Checklist and Standard Terminology
OM-A
8.18 Page 1 Rev 1 (23 MAY 11)
8.18
8.18.1
Use of Checklist and Standard Terminology

GENERAL
In order to ensure a safe, correct and fast handling and operation under different conditions, the following special checklists are available in the flight deck: Normal Checklist/Mini Normal Checklist. Emergency/Malfunction Checklist/QRH (May also be occasionally known as Non-normal Procedure). The checklists are standard equipment in the flight deck and shall, when not in use, be stored in accordance with the Standard Loose Equipment Lists. Normal Checklist shall be used on all flights, and Emergency/Malfunction Checklist/QRH when situation so requires. As a general rule the Emergency checklist has priority over the Malfunctioning/Abnormal checklist which again has priority over the Normal checklist. If a situation arises during checklist reading, calling for a checklist with higher priority, then the lower priority checklist shall be interrupted and the higher priority check list shall be read before reverting to the one of lower priority. Similarly, the highest priority checklist determines the position of a switch, selector, lever or control, and this position cannot be changed by a subsequent, lower priority checklist. If a situation is not covered in the checklists or the AOM/FCOM, the course of action is left with the P-i-C. Normally reading of checklists should not take place below 1000 ft AGL, memory items excluded. If reading of checklist has to be interrupted for any reason, the checklist shall be put in a conspicuous place as a reminder that it has not been completed. The checklist items shall be read in chronological order. Some items may be read and not performed (e.g. altimeter setting). This requires that the checklist is placed in a conspicuous place. When completing the checklist, it must be reread with the required action and response, then checklist completed. Some aircraft types are equipped with the electronic checklist system. Note: Specific terminology/callout is permitted as specified in the respective AOM/FCOM.
8.18.2
USE OF NORMAL CHECKLIST

PF shall, with the exception below, order Normal Checklist reading for each specific phase of operation as specified in Normal and/or Expanded Checklist, Normal Procedure or SOP. To save time on ground, however, any other qualified crew member may initiate and perform the section Flight deck/Cockpit preparation and certain items on the Prestart/Before Start checklist as specified in Normal and/or Expanded Checklist, Normal Procedure or SOP. All checklist items requiring an action/answer from another crew member shall be called in a distinct, loud, and fluent manner. All items from Crew at Their Stations/Before Start until Parking shall be read out loudly, irrespective of who is to perform the required action. When a check item is called, the crew member concerned shall look at the switch, control lever, gage, etc., set it or read it as appropriate, and then read the check reply. The action relating to an item may, for practical reasons, be performed in advance and when later that check item is called, the appropriate setting or action shall be ascertained. Note: This must, under no circumstances, be interpreted that the items may be read in advance.
It is necessary that the crew take time to check each item properly. No matter how great the hurry is, the reading crew member must always wait when calling a check item until the correct reply to the preceding item is received. If an incorrect reply to a check items is given, the item, including the correct reply, shall be repeated and read aloud by the reading crew member, and the item shall be rechecked. The crew member reading the checklist is responsible for its correct use and shall insist upon the correct replies to all items of the appropriate part of the checklist.
8.18 Page 2 Rev 1 (23 MAY 11)
OM-A
When checklist is completed, PNF shall announce the checklist completion as defined in respective AOM/FCOM. After each Checklist completed, the checklist shall be returned to the appropriate checklist holder.
8.18.3
USE OF EMERGENCY/MALFUNCTION OR EMERGENCY/ ABNORMAL CHECKLIST

A memory item shall be performed without reference to checklist, normally not below 500 ft AGL. In order to ensure prompt and correct action in case of an emergency, the crew member reading the Emergency/Malfunction or Emergency/Abnormal Checklist or calling out the Memory items shall call out both the checked items and the actions listed in the checklist. The reading crew member shall further ensure that all items are covered, either by personally checking each item or by receiving a read-back from the appropriate crew member. The read-back shall consist of the action taken, and when the number or the position of an engine, throttle or system, etc., is involved, the significant parts of the checked items shall also be included in this read-back, in accordance with the terminology in the related Emergency/ Malfunction or Emergency/Abnormal Checklist. Note: Depending on aircraft types, different nomenclature e.g. thrust levers, fire switches may be used.
The Memory items shall be rechecked against the Emergency/Malfunction or Emergency/ Abnormal Checklist before proceeding with the subsequent checklist items. When the procedure is completed, PNF shall announce the procedure completion as defined in respective AOM/FCOM. During takeoff and climbout, to achieve an efficient and coordinated effort, the Emergency checklist actions shall normally be carried out as follows: PF shall concentrate on flying the aircraft and order the applicable Emergency Checklist. PNF shall call out the memory items on the ordered check list while continuing to monitor the flight. PNF shall carry out the items of the ordered Emergency Checklist. In order to maintain a good knowledge of the items on the Emergency/Malfunction or Emergency/ Abnormal Checklist, it is recommended that the P-i-C review these procedures with his flight crew, in particular, the items in connection with the Emergency Evacuation procedure.
8.18.4
STANDARD CALLS
Standard phraseology is essential to ensure effective crew communication. Standard calls are intended and designed to enhance the flight crew situational awareness, promote teamwork, and in turn create a proper practice of discipline. Insufficient horizontal or vertical situational awareness or inadequate understanding of prevailing conditions is a casual factor in more than 50% of approach-andlanding accidents. Use of standard calls and acknowledgements reduces the risk of tactical decision making errors.
8.18.4.1
USE OF STANDARD CALLS

In all normal and emergency procedures, English shall be used. The terminology of the Normal and Emergency/Malfunction Checklists defined in respective AOM/FCOM shall be adhered to. Thumb signs or any other signs must not be used for handling of gear, flaps and power settings, etc. If a callout required in the FOM or AOM/FCOM is automatically generated by an aircraft system, the oral callout shall be omitted. Standard calls should be defined in respective AOM/FCOM to be alerting, in order to be: Clearly identified by the PF or PNF, and Distinguished from other intra-cockpit or ATC communications.
OM-A
8.18 Page 3 Rev 1 (23 MAY 11)
Standard calls should be practical, concise, unambiguous and consistent with the Command and response calls should be performed in accordance with the defined PF/PNF task sharing. Nevertheless, if a call is omitted by one flight crew member, the other flight crew member should perform the call, per good crew resource management (CRM) practice. Standard calls may be generated automatically by aircraft systems. However, corresponding flight crew member acknowledgement after such automatic callout will still be required. In the absence of such auto callouts, corresponding flight crew member should make verbally the appropriate standard call. The absence of a standard call at the appropriate time or the absence of acknowledgement may: Result in a loss of situational awareness. Be an indication of a system or indication malfunction. Indicate a possible incapacitation of flight crew member. However, there would be some circumstances that have not been defined in the respective AOM/ FCOM. The necessity to identify and inform the other flight crew member will still be required in order to maintain high level of situational awareness. Such identification, information shall be cautiously done in a clearly, easily understandable, misinterpretation avoidance, manner.
8.18.4.2
SPECIFIC STANDARD CALLS

Specific standard calls shall be defined in the respective AOM/FCOM for the following events: Flight deck crew/ground mechanics communications Engine start sequence Taxiway advice/confirmation Line up on intended/assigned runway confirmation Specific event-markers along the takeoff phase Takeoff continuation/discontinuation decision Thrust setting/changing Landing gear selection/operation Slats/Flaps selection/operation Initiation, interruption, resumption and completion of normal checklist Initiation, sequencing, interruption, resumption and completion of abnormal/non-normal and emergency checklists (paper or electronic checklist) Automatic flight system selection/operation Flight guidance system selection/operation Mode transitions and reversions Changing the altimeter setting Approaching the cleared altitude or flight level Stall warning activation GPWS pull-up mode activation TCAS, TA or RA events PF/PNF transfer of controls Excessive deviation of a flight parameter (Excessive from a nominal flight parameter.) Specific points along the instrument approach procedure Approaching and reaching minimums Acquisition of visual references Landing or go-around decision Specific event markers during the landing roll Emergency evacuation decision Checklist nomenclature.
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OPERATING PROCEDURES Flight Performance
OM-A
8.19 Page 1 Rev 1 (23 MAY 11)
8.19
8.19.1
Flight Performance
GENERAL
The pilot should endeavor to make the flight as accurate and smooth as possible, which is important not only from a safety point of view but also for passenger's comfort. No extreme maneuvers are allowed and steep turns should be avoided. The pilot should aim for the highest personal skill and exercise great caution in all flying. He must know his aircraft well, know how quickly or slowly it reacts to thrust changes and the approximate thrust settings needed for various aircraft configurations of attitude, speed, gear and flap setting. When flying with the autopilot engaged, it is particularly important that disturbances do not cause distraction from flight monitoring. During automatic flight, PF shall monitor the flying, whereas during manual flight PNF shall monitor the flying.
8.19.2
RIGHT OF WAY
Aircraft that has right of way shall maintain its heading and speed, but nothing in these rules shall relieve the pilot's responsibility of taking such action as it will best avert collision. The aircraft obliged to keep out of the way of another shall avoid passing over or under or crossing ahead of it unless the passing is well cleared. Two aircraft approaching head on or approximately so, shall alter their headings to the right. When two aircraft are converging at approximately the same altitude, the aircraft with the other on its right shall give way, except: Power-driven heavier-than-air aircraft shall give way to airships, gliders and balloons Power-driven aircraft shall give way to aircraft which is seen to be towing another aircraft or object. The aircraft being overtaken has the right of way. The overtaking aircraft, whether climbing, descending or in horizontal flight, shall keep out of way by altering its heading to the right. No change in the relative positions shall absolve the overtaking aircraft from this obligation until it entirely passes and is cleared. The overtaking aircraft is the aircraft approaching another aircraft from the rear at an angle of less than 70. The aircraft in flight or operating on ground shall give way to the aircraft landing or on final approach. When two or more aircraft are approaching an aerodrome, the aircraft at higher altitude shall give way to the aircraft at lower altitude, but the latter shall not take advantage of this rule to cut-in in front of the aircraft on final approach, or to overtake it. Power-driven aircraft shall give way to gliders. An aircraft becoming aware that another aircraft is compelled to land shall give way to that aircraft.
8.19.3
LOOKOUT
When weather conditions make it possible, it is the duty of crew members to keep a sharp lookout during all stages of flight. However, at least one crew member must, at all times, ensure the safe maneuvering and monitoring of the aircraft. In the vicinity of and during descent and climb to/from the same airport, and in heavy traffic areas, crew members shall avoid paper work, map reading, etc. When flying in VMC on an IFR flight plan, the P-i-C is still responsible for avoiding collision with other aircraft. Keep in mind that information about essential traffic only includes known traffic. It is important to sharpen the lookout for this traffic but do not forget that other traffic may exist. However, information about the traffic within the dead angles of the aircraft (aircraft on approximately the same heading) is always valuable and shall be requested as the traffic cannot be seen and, therefore, strict attention is necessary.
8.19 Page 2 Rev 1 (23 MAY 11)
OM-A
Note:
Except authorized sun visors, placing of any objects on the glareshield, windshield and side windows is strictly forbidden, as it will obstruct the visibility.
8.19.4
SPEED
Where applicable, speed restriction for the flight at or below FL 100/10000 ft will be given in Aerodrome Manual/AOI for the particular airports. These speed limits may be exceeded, taking airspace classification, passengers comfort as well as weather into consideration, and if deemed necessary or desirable by the P-i-C or on ATC request.
8.19.5
8.19.5.1
TEST AND TRAINING DURING LINE FLYING

SIMULATION OF ABNORMAL OR EMERGENCY SITUATIONS
Abnormal or emergency situations may never be simulated during line flying with passengers on board.
8.19.5.2
AIRCRAFT TRAINING
Aircraft training may not be performed during line flying with passengers on board.
8.19.6
DEVIATION FROM FLIGHT PLAN

Changes of flight plan shall be reported to ATS as soon as practicable. If communication or navigation equipment degrades to such an extent that the flight cannot be carried through according to flight plan, the appropriate ATC function shall be informed without delay. Inadvertent deviations from the current flight plan shall be correctly reported as follows: If the flight is off track, take action to regain track as soon as practicable. If average true airspeed varies by 5% or more from that given in flight plan, inform ATS. If any estimated time given is in error by more than 3 min, notify ATS.
8.19.7
COMMUNICATION FAILURE
In case of COM failure, ATC will maintain separation based on the assumption that the aircraft having COM failure will proceed as follows: In VMC, the aircraft shall Continue in VMC and land at the nearest suitable aerodrome. In IMC, or if flight cannot be completed according to VMC conditions above, the aircraft shall Proceed according to the current flight plan to the NAV aids serving aerodrome of intended landing and hold until the commencement of descent. Note: Current flight plan is the flight plan, including changes if any, brought about by subsequent clearances.
If the clearance for the flight levels covers only some parts of the route, the aircraft is expected to maintain the last assigned and acknowledged cruising level(s) to the point specified in the clearance and thereafter: Commence descent as closely as possible to the expected approach time, or, if no expected approach time acknowledged, as closely to the ETA as possible. Complete a normal instrument approach procedure. Land, if possible, within 30 minutes after ETA or last acknowledged expected approach time, whichever is later.
8.19.8
USE OF AIRCRAFT EXTERNAL LIGHTS

Certain aircraft external lights should be used in various combinations to signal whether the aircraft is on a taxiway, on a runway, crossing an active runway, or moving down the runway for takeoff.
OM-A
8.19 Page 3 Rev 1 (23 MAY 11)
Aircraft external lights must not be switched ON and OFF during fueling operations. To make an aircraft operating on the airport surface more conspicuous but not adversely affect the vision of other pilots/ground personnel, pilots should illuminate the aircraft external lights for each aircraft activity during Day () and night or IMC () operations as shown in the table below:
External light Activity Engine(s) running Prior to taxi Taxi Crossing RWY Line up and wait Takeoff Landing Rotating Beacon NAV Lights Strobe Lights Landing Lights Taxi (RWY turnoff) Light Logo Lights
Note:
Strobe lights shall be turned off after landing and vacated from the active runway. Use of landing lights is recommended when below 3000 ft AGL. Use of other external light such as wing lights is recommended day and night below FL 100 and during aircraft movement on ground.
8.19.9
8.19.9.1
PROTECTION OF PASSENGERS IN FLIGHT

EMERGENCY EXITS
Emergency exits must not be unnecessarily blocked when on ground by passengers or ground personnel on board. However, when the aircraft is not moving and the engines are shut down, blocking of exits by equipment inside or outside the aircraft is considered acceptable in connection with maintenance, catering, de-icing etc. If de-icing at gate, the evacuation slides may be connected/armed, even if de-icing equipment and/ or the jet bridge will prevent the use of the slides. In case of an evacuation, passengers must either be redirected or the slide disconnected/disarmed before opening the exit. Also note that when the aircraft moves to and from a jet bridge, the bridge will, for a short period, prevent the use of the evacuation slide.
8.19.9.2
DECELERATION
Abrupt deceleration during flight must not be made without adequate warning to cabin crew and passengers, except in case of emergency.
8.19.9.3 8.19.9.4
CABIN PRESSURE RATE OF DESCENT

For passenger comfort, the increase of cabin pressure should not be more than 400 ft/min.
CABIN VENTILATION
During ground operations, be aware of possible health hazards to passengers and crew in case of a ventilation system failure or shutdown. In such a case, it is recommended to remove passengers from the aircraft within 30 min after system failure.
8.19.9.5
USE OF SEAT BELTS

Passengers must use their seat belts when the FASTEN SEAT BELT sign is lit. The sign must be lit: During taxiing, takeoff and landing During all flying in moderate and severe turbulence.
8.19 Page 4 Rev 1 (23 MAY 11)
OM-A
When flying in light turbulence or when turbulence is expected, announcement from flight deck shall be made containing a reminder that passengers should take their seats and fasten their seat belts. Switching on FASTEN SEAT BELT sign en route also orders cabin crew to stop serving, secure loose equipment, take their seats and fasten their seat belts. Whenever conditions permit, switching on FASTEN SEAT BELT sign en route shall be followed by a brief announcement from the flight deck. As a safety precaution, passengers should have their seat belts fastened whenever seated.
8.19.9.6
SMOKING IN THE CABIN

The Companys policy states that all revenue flights are non-smoking flights. On some special flights e.g., ferry, test, non-revenue etc. smoking may be permitted provided that these rules are adhered to. NO SMOKING sign should be lit: During and immediately after takeoff Immediately before and during landing When dumping fuel When the cargo is stowed without being stored in flame-resistant containers or covered by flame-resistant canvas When there is no cabin crew on duty or other crew members in the cabin Whenever the P-i-C deems it necessary, e.g., in turbulent weather or when the smell of fuel is evident When oxygen is being used. Note: When oxygen is being used, smoking may be allowed except in the seat row where oxygen is being used and in the seat row immediately forward and aft of that seat row.
When smoking is permitted in the cabin, the following rules shall be observed: Smoking is allowed only in Smoking Area and only while seated. Smoking is never allowed in No Smoking Area, in the lavatories or when walking around in the aisles.
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OPERATING PROCEDURES Safeguarding of Aircraft
OM-A
8.20 Page 1 Rev 1 (23 MAY 11)
8.20
8.20.1
Safeguarding of Aircraft
STATIONS WITH COMPANYS OR CONTRACTING HANDLING AGENTS
The Companys representative present is responsible for the safety of aircraft, passengers and cargo. At aerodromes where the ground staff available are not sufficient or the local arrangements are not satisfactory in this respect, the strongest cooperation should exist between the P-i-C and the Companys representative to ensure that every possible step is taken to prevent any unwarranted persons entering the aircraft or associating with any activities in close proximity of the aircraft, without supervision from the Companys representative.
8.20.2
STATIONS WITHOUT COMPANYS OR CONTRACTING HANDLING AGENTS

At aerodromes without Companys representative or handling agents, the P-i-C is responsible for the safe and efficient conduct of the following functions which normally are performed by ground personnel, and for which he assigns crew members or other personnel at his disposal: Safeguarding of aircraft, passengers and cargo by ensuring that every possible step is taken to prevent any unwarranted person entering the aircraft or associating with any activity in close proximity of the aircraft. Ground operations, such as:
Reduced line check Inform BKKOP of time and reason for landing as well as ETD. Contact to be made
through available means, e.g. telephone, telex or HF network etc. Preparation of Loadsheet Preparation of load distribution Preparation of Fueling Order Draining of water system if making overnight stop in subzero temperature
Passenger service, e.g., meals, hotel accommodation, sightseeing trips
For local expenses in connection with a stop at an aerodrome where there is no Companys representative or agent who effectuates the payment, credit should be asked to be debited THAI Head Office, 89 Vibhavadi Rangsit Road, Bangkok 10900, except in case when ship cash is carried.
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DANGEROUS GOODS AND WEAPONS Table of Contents
OM-A
9
9.1 9.1.1 9.1.2 9.2 9.2.1 9.2.2
DANGEROUS GOODS AND WEAPONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

HANDLING OF DANGEROUS GOODS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Reference documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 FIREARMS AND BODYGUARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Application and information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Application proceures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Secrecy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
9.2.2.1 9.2.2.2 9.2.3
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DANGEROUS GOODS AND WEAPONS HANDLING OF DANGEROUS GOODS
OM-A
9.1 Page 1 Rev 1 (23 MAY 11)
9
9.1
9.1.1
DANGEROUS GOODS AND WEAPONS

HANDLING OF DANGEROUS GOODS
General information
Dangerous goods are articles or substances which are capable of posing a significant risk to health, safety or property when transported by air. The ICAO Doc 9284 Technical Instructions for the Safe Transport of Dangerous Goods by AIR contain the internationally agreed rules which will ensure that dangerous goods can be carried safely and these rules are reflected completely in the IATA Dangerous Goods Regulations (DGR). The dangerous goods training programs provided in the Load Control Manual (LCM) are based on the provisions and procedures issued in the IATA DGR. The initial and recurrent training programs are also established and maintained by Flight Deck Crew Training Dept. (BX). For details, Refer to FTM 9.6. It is a mandatory requirement in the IATA DGR that the P-i-C is notified the dangerous goods on board and advised of their location in writing (NOTOC).
9.1.2
Reference documents
All necessary information and instructions on the carriage of dangerous goods including action to be taken in the event of an emergency are given in LCM Vol. II and ICAO Doc 9481 Emergency Response Guidance for Aircraft Incident Involving Dangerous Goods available on board.
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DANGEROUS GOODS AND WEAPONS FIREARMS AND BODYGUARDS
OM-A
9.2 Page 1 Rev 1 (23 MAY 11)
9.2
9.2.1
FIREARMS AND BODYGUARDS

General
As a policy, THAI will not transport weapons of war and munitions unless an approval to do so has been granted by the state concerned. However, local procedures and restrictions are variable. Before accepting any weapons, firearms and ammunition, the permission needs to be confirmed from the country of transit and destination. Firearms and ammunitions may be accepted for transportation, only on the cases of: Sporting purpose Carriage as Checked baggage, according to the procedures outlined in the SHB chapter 3 : PHM 12.7.2. Bodyguard Carriage as Cabin baggage.
9.2.2
Application and information

In exceptional case, when considered it necessary to protect Royalties, Royal Guests, Head of States or other dignitaries, the authorized official bodyguard(s) traveling together with the protected person may be granted to carry firearms on board (in cabin).
9.2.2.1
Application proceures
A request for permission must be sent to DO for approval. If permission is granted, functions JR/ JL shall be informed for further necessary actions. The authority making this special request must coordinate this matter in advance with the security authorities in the countries of intermediate landing, transfer and destination.
9.2.2.2
Secrecy
All information about transport involving bodyguard is confidential and shall only be handled by station management, authorized staff and authorized airport security staff.
9.2.3
Regulations
The P-i-C and all crews shall be advised of the number and the seat location of the bodyguard(s). The bodyguard must hold special card entitled Bodyguard and hold a police badge/card. During flight, the bodyguard may retain his firearms but keep the ammunitions separated from the arms, and must comply with any instructions given by the P-i-C. The bodyguard must not be served alcoholic beverage during flight.
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SECURITY Table of Contents
OM-A
10
10.1 10.1.1 10.1.2
SECURITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
OPERATIONS SECURITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General and Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Flight deck and cabin pre-flight security check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Security of the flight crew compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 CREW AND CREW BAGGAGE SECURITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Crew responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 UNRULY/DISRUPTIVE (DISORDERLY) PASSENGERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Company policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Handling procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Before flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 IN FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 After landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Company report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 BOMB OR SABOTAGE THREATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Handling of sabotage treats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Airplane on ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Airplane in flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Bomb search procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Least risk bomb location (LRBL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 HIJACKING/UNLAWFUL SEIZURE OF AN AIRPLANE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Threat of hijacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Confirmed hijacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Use of transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Special signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Special crew assignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 After landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Post-hijacking procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
10.1.2.1 10.1.2.2 10.1.3 10.2 10.2.1 10.2.2 10.2.3 10.3 10.3.1 10.3.2 10.3.3 10.3.3.1 10.3.3.2 10.3.3.3 10.3.4 10.4 10.4.1 10.4.2 10.4.2.1 10.4.2.2 10.4.3 10.4.4 10.5 10.5.1 10.5.2 10.5.2.1 10.5.2.2 10.5.2.3 10.5.2.4 10.5.3
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SECURITY OPERATIONS SECURITY
OM-A
10.1 Page 1 Rev 1 (23 MAY 11)
10
10.1
10.1.1
SECURITY
OPERATIONS SECURITY
General and Purpose
In order to comply with ICAO Security regulations and Kingdom of Thailand national civil aviation security program as well as to cope with the increasing risk involving all flights, THAI Flight Operations security program will be enforced on every flight. All crew member of the flight must strictly comply with the regulations and procedures stated. P-i-C is responsible for the operation, safety and security of the airplane and for the safety of all persons on board during flight. P-i-C has the ultimate authority and responsibility for the safety of the airplane and may enforce higher standards than those prescribed in this section. P-i-C must also ensure that all crew members perform their duties in a proper manner. The primary objective of THAI Flight Operations security program is to assure the protection and safety of passengers, crew and the airplane against acts of unlawful interference perpetrated on the ground or in flight. This is carried out through a combination of measures. As the safety of passengers, crew and the airplane is the primary consideration in all matters related to safeguarding the operations against acts of unlawful interference, it is the responsible of all THAI functions and staff to take adequate measures for the safety of passengers, crew and the airplane which have been subjected to an act of unlawful interference until their journey can be continued. THAI Flight Operations security program and measures are based on the regulation and guideline stated in ICAO Annex 6 and Annex 17, Manual on the implementation of the security provision of the Annex 6 (Doc 9811) and Thailand national civil aviation security program. The security program and measures are focused on two main activities which are: Flight deck and Cabin pre-flight security check. Security of the flight crew compartment.
10.1.2
10.1.2.1
Procedure
Flight deck and cabin pre-flight security check
Prior to commencing passenger boarding, the cabin pre-flight procedure shall be carried out according to the flight deck pre-flight preparation checklist and cabin pre-flight security checklist. In cabin compartment, the cabin crew must adhere to the following procedures strictly: The cabin pre-flight security check shall be performed after all ground personnel have completed their duties and services in the cabin and already left the airplane, approximately 10 minutes before passenger boarding. IM/AP will initiate cabin security check by:
Informing the P-i-C that the check will start. Instructing the assigned cabin crew to guard the opened door until such door is closed
for departure.
Checking that no ground staff / personnel remaining on board. Announcing to all cabin crew to perform the check.
During cabin pre-flight security check, if any ground staff / personnel need to board the airplane, the crew guarding the door must:
Inquire the nature of duty; Check all items carried on board; Collect his/her ID card or a copy of ID card. If unable to collect ID card, record his/her
name and duty in the "Access Control Record" form provided. personnel have completed the duty on board.
Return his/her ID card or complete the entry record in the form when such ground staff/
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Whenever the cabin security check has been completed, IM/AP shall report to the P-i-C and ask permission for passenger boarding. Before closing cabin door, the crew assigned to the door shall make sure that no ground staff / personnel remains on board. If there are any ID cards remaining or names on the Access Control Record form which indicates that there are ground staff / personnel remaining on board, IM/AP and P-i-C must use appropriate means to identify the person before departure.
10.1.2.2
Security of the flight crew compartment

The P-i-C of each flight shall deliberately monitor, properly supervise and strictly follow the following measures. Security briefing P-i-C shall brief the cabin crew to follow and comply with the security procedure, particularly the communication in case of emergency or uncertain situation before operating the flight. General measures
Prior to the first flight operation of the day, the P-i-C shall ensure that the flight deck
is checked for the sake of security. If any suspected object is in doubt, the P-i-C shall immediately notify all concerned functions. The airplane flight crew compartment door condition and its operation shall be checked to comply with operating manual. OM-A to enable them to explain the action to all concerned parties for better and clear understanding. closed and locked by the installed locking mechanism, except when necessary to permit access and egress by authorized persons or when deemed necessary for safety reasons.
Pilots should comprehensively study and review the topic of Sabotage and Hijacking in
When all airplane doors are closed for departure, the flight crew compartment door shall be During flight when there are only two pilots in the flight crew compartment, if either pilot has
to exit from the flight crew compartment for whatever reason, P-i-C shall consider calling one cabin crew, mechanic, passive crew or reinforce crew to act as a second party to verify and unlock the door. passengers in the cabin.
It is forbidden for pilot who is operating the flight to handle the disturbance caused by the
Flight crew compartment entry and exit measures during flight
The pilot and cabin crew have to pay very close attention to all persons in the immediate
vicinity behind flight crew compartment upon opening the door. and only for necessary reasons.
The P-i-C should keep the number of flight crew compartment entry and exit to its minimum Permission to enter the flight crew compartment shall be notified by the interphone in
advance. Before entry, the area behind flight deck compartment must also be visually checked by either: From CDSS (Cockpit Door Surveillance System) when equipped and is functioning or; One of the pilots or the second party in the flight deck compartment (Refer to General measures above) through viewing lens prior to unlocking the door when not equipped with CDSS or when CDSS is not functioning. If it is considered not feasible for a pilot to leave his station to view the area behind the flight deck compartment due to safety reasons, the pilot may consider confirming with the cabin crew over interphone system using the "Secret Code" which has been set up by P-i-C prior to each flight. The communication between pilots and cabin crew
Under normal situations, the interphone will be exercised. Under emergency situations concerning security, it will be classified according to the
circumstances. If the cabin crew is not forced, the interphone shall be used to directly inform the situation to the pilot. If the cabin crew is compelled to contact the pilot requesting permission to enter the flight deck compartment, such cabin crew shall contact with the pilot normally but include the "Emergency Code" which has been set up by P-i-C prior to each flight.
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10.1 Page 3 Rev 1 (23 MAY 11)
If the pilot in the flight deck compartment feels uncertain whether the person who is contacting via interphone is really a cabin crew or not, he should ask for the "Secret Code" set in Flight crew compartment entry and exit measures during flight.
10.1.3
Conclusion
In summary, a strict and deliberate monitoring of the flight deck door area must be accomplished prior to unlocking the door, for either entry or exit. Great care must be exercised to ensure that complacency, poor crew coordination, distractions and operating demands are not allowed to compromise the aforementioned procedure. Notwithstanding, when the situation is not covered in the outlined procedure or when deemed inappropriate in view of the circumstances, the P-i-C always has the option of operating the airplane under emergency authority as necessitated by operational circumstances, in accordance with his professional judgment.
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SECURITY CREW AND CREW BAGGAGE SECURITY
OM-A
10.2 Page 1 Rev 1 (23 MAY 11)
10.2
10.2.1
CREW AND CREW BAGGAGE SECURITY

General
Flight crew shall be encouraged to maintain an attitude of security consciousness in their own behavior. When performing normal duties, flight crew shall be familiar with security arrangements at various airports. If local security requires special restrictions, flight crew shall be informed. Each employee must wear the airline identification card (ID card) issued for the duration of his duty. ID card must not be lent or disposed of in any manner. If the card is lost it must be immediately reported to Administration Manager or Station Manager, as appropriate, and a replacement card obtained. The identification card is to be worn in a visible position at all times when on duty or when entering areas requiring the wearing of ID card. Crew members on passive flights shall comply with the same procedures as passengers on board.
10.2.2
Crew responsibility
Crew baggage is never left unattended. If for some reasons the baggage cannot be attended at all times, the security seal must be used. Baggage that has not been sealed and left unattended in non-sterile area must be completely searched by the owner. At hotel Baggage preparation and carried to check out shall be done by the owner. Baggage left for pick up service shall be placed inside the hotel. Crew transportation Flight crew shall check seal, if used, when collecting the baggage from local transportation to/from the hotel. Crew vehicles shall not be used for transportation of baggage belonging to passengers. At check in Crew members shall identify themselves when delivering their baggage. Crew members shall comply with instructions found in local crew procedures.
10.2.3
Reporting
To ensure a proper follow-up by Thai Security Organization, any lacks in security arrangements shall be reported in the Voyage Report.
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SECURITY UNRULY/DISRUPTIVE (DISORDERLY) PASSENGERS
OM-A
10.3 Page 1 Rev 1 (23 MAY 11)
10.3
10.3.1
UNRULY/DISRUPTIVE (DISORDERLY) PASSENGERS

General
Unruly and disruptive passengers can be a threat to security and safety of our flights, passengers and personnel. A passenger is considered as Unruly/disruptive when he: Repeatedly refuses to comply with instructions given by the crew; or Behaves in such a way that causes discomfort to other passengers or might threaten flight safety or constitutes a serious offence.
10.3.2
Company policy
Since disorderly or intoxicated behavior on board the airplane conflicts with THAI s goal safe and secure airline and will lower the level of customer satisfaction felt by other passengers, then THAI will not tolerate unruly and disruptive passengers and will follow the ICAO Conventions on Offences and Acts of Unlawful Interference or certain other Acts Committed on Board Aircraft. The Company will empower crew members to take responsible steps to prevent, handle and deal with passengers who have potential for creating disturbance on board the airplane. The Company will encourage the police or authorities to prosecute unruly/disruptive passengers in appropriate cases, especially when any verbal/physical assault is committed on THAI staff. All THAI crew members and ground staff shall be properly trained to deal with unruly/ disruptive passengers. The Company will assist and support crew members who are required to give witness statements to police or to appear in court after the case. Such assistance are:
Time spent on giving statements to police is deemed to be duty-time. Legal advice is available to crew member called to testify in any court. Applicable expenses incurred in court attendance will be absorbed by the Company
Appropriate information shall be given to the travelling public regarding seriousness and consequences of inappropriate and unacceptable behavior.
10.3.3
Handling procedures
Each unruly/disruptive case is different and requires a unique response. Therefore, careful judgment in handling the situation is essential to a solution to the case. Note: Procedures For handling unruly/disruptive passengers for ground staff and cabin crew are already published and circulated to all staff concerned Ground staff shall refer to The Guideline of Handling Procedure for Disruptive/Unruly Passenger for Ground Staff. Cabin crew shall refer to Passenger Service Manual (PSM).
10.3.3.1
Before flight
During embarkation, the passenger engaged in disorderly conduct or apparently intoxicated shall be observed and, if necessary, refused for embarkation or off-loaded. If such passenger is to be off-loaded, the following procedures shall be applied: If the airplane is on the parking bay, P-i-C, IM or Purser shall inform the gate lounge staff for further action. If the airplane is maneuvering on ground, the P-i-C shall inform ground staff via CUT channel and taxi the airplane to the assigned parking bay. IM/Purser must complete the Flight Disturbance Incident Report (FDIR)
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10.3.3.2
IN FLIGHT
According to the Tokyo Convention, Article 5, the term In flight means at any time from the moment when all its external doors are closed following embarkation until the moment when any such door is opened for disembarkation. Under the Tokyo Convention, chapter III, Power of the Aircraft P-i-C, the P-i-C should thoroughly familiar with the powers bestowed on them and these powers should be exercised whenever warranted. While in flight, the handling of unruly/disruptive passengers is at the discretion of the P-i-C and in coordination with the senior cabin crew.
10.3.3.2.1
Policy for alcohol

General conditions of carriage allows for refusal of drunken passengers and THAI will therefore support all crew members who deny boarding to drunken passengers. Crew members may, at the absolute discretion of the P-i-C, remove alcohol, including the passenger's duty-free item, from drunken passenger. These items must be returned when the passengers leave the airplane. Alcohol must never be served to any passenger under 18 years of age. Crew members must not serve alcohol to passengers who they think are under the influence of drugs, or appear to be drunken. Consuming alcoholic beverages in the flight deck is prohibited.
10.3.3.2.2
Warning (passenger notice)

Since the behavior of an unruly/disruptive passenger is classified in three general levels, then three levels of warning will be given to passenger who creates disturbance on board. Level 1 Give verbal warning to passenger. If the passenger stop making disturbance behavior, no any action is needed. Level 2 Passenger behavior is aggressive and not easily influenced. Verbal warning consider use of Passenger Notice form available in CRF and provided in English, French, German, Japanese, Korean and Chinese languages. The IM/AP shall inform P-i-C to obtain his signature before presenting Passenger Notice form to the passenger.
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Level 3 If passenger continues illegal behavior, the IM/AP will complete the Level 3 part of PDR and inform the P-i-C. In this case, the authorities shall be called to meet the passenger at the arrival station for positive identification of such passenger.
10.3.3.2.3
Assault by Passenger on Crew Member

In the event that a passenger physically or verbally assaults a crew member, the IM/AP shall: Complete the FDIR. Report the assault to the P-i-C for further requesting the police/Security officer to meet the airplane on arrival. Initiate legal procedures The P-i-C may require or authorize other crew members to restrain an unruly/disruptive passenger. (See OM-A 15.3.2.1Reports & Forms; Safety Reports.)
OM-A
10.3 Page 9 Rev 1 (23 MAY 11)
Note:
In case of the authorities do not take legal action against the offender, crew members desiring to institute legal proceedings should initiate the following courses of action: Report the police immediately after incident and, if possible, obtain the copy of the report. (In THAILAND the report shall be made at the Airport Police office.) The P-i-C should act as the Company's representative and accompany the crew member to assist in fling the report. The IM/AP should be present if any cabin crew member is involved.
10.3.3.2.4
Restraint
Precautions Restraint is an act to put a person into the condition of having no freedom of action or movement which may violate the right and liberty of that person. Therefore, such an act shall not be imposed unless there are reasonable grounds to believe that the person has committed or is about to commit an offence which:
Endangers the safety of the airplane, other persons, or property therein, or Violates the rights and liberties of other persons, or Violates people's peace and good morals, or Is against applicable rules and regulations in the airplane.
Restrictions
Any crew member shall not restrain any passenger either with handcuffs or other cables
without authorization from the P-i-C.
P-i-C must authorize only cabin crew members who has been trained by BKKBT to
restrain the unruly/disruptive passengers. BKKBT.
The act of restraint must be done in accordance with the restraint procedures trained by The unruly/disruptive passenger who has been restrained shall be handed over to the
authority with a key for release.
10.3.3.2.5
Action
Flight crew should not leave the flight deck to assist in the handling of in-flight disturbances unless the P-i-C deems it necessary as per 10.3.3.2.1. The P-i-C should inform OPS control center (BKKOP) the incident and his decision/action taken. OPS control shall then inform the station manager, at station of intended landing, to determine the best course of action to be taken upon arrival. In case of a serious incident, the P-i-C shall inform ATC giving the details of such incident listed in the FDIR form, and request Police or Security officer to meet the airplane upon arrival. (See OM-A 15.3.2.2.1Reports & Forms; Air Safety Report (ASR)/ASRTEX message.)
10.3.3.3
After landing
The following actions shall be made upon arrival: The P-i-C shall make a Public Announcement, requesting all passengers to remain seated. The IM/AP will coordinate with the P-i-C to identify the unruly/disruptive passenger to the authorities. The P-i-C shall report to the authorities about the reasons of restraint, using information in FDIR together with witness reports, with his signature on the official documents for prosecution.
10.3.4
Company report
In the situation where a passenger(s) is denied for embarkation or behaves in a disorderly manner in flight, a Voyage Report shall be submitted by the P-i-C, and, if practicable, nonCompany witness should be attached.
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SECURITY BOMB OR SABOTAGE THREATS
OM-A
10.4 Page 1 Rev 1 (23 MAY 11)
10.4
10.4.1
BOMB OR SABOTAGE THREATS

General
It is of utmost importance that all crew members achieve a high level of security awareness when checking for Loose Objects and Equipments and find them suspicious regarding objects which are not covered by Technical Equipment Lists. The bomb threat call shall be assessed as Genuine until evaluated and proved by the appropriate personnel that it is in fact Genuine or Hoax. The Aircraft Security Search Checklist, placed in certificate holder, consists of a number of checking for inspection of the interior and exterior of the airplane.
10.4.2
10.4.2.1
Handling of sabotage treats

The P-i-C shall be advised of the receipt of the genuine bomb threat against the airplane. The situation is to be treated as an emergency and the following procedures shall be adhered to:
Airplane on ground
If during taxi, taxi back to the parking area as advised by ground control. Summon senior cabin crew to the flight deck and advise about the situation and relevant action to be taken. Make PA announcement, as given in the Captains Announcement. It is of utmost importance that the P-i-C explains the situation to the passengers in a calm and reassuring manner. Disembark the passengers in an expeditious and orderly fashion. The passengers should be advised to bring along their hand baggage. However, if it has been decided to use evacuation slides, the hand baggage shall be left on board. In case of evacuation, the Aircraft Security Search Checklist shall be taken along with copilot in order to be readily available for a following search of the airplane. Cabin crew and ground personnel will be responsible for moving passengers to a safe area (distance of 200 meters from the airplane is considered safe for unprotected persons).
10.4.2.2
Airplane in flight
Stop/maintain cabin altitude at present value, then leave the cabin pressure controller for remainder of flight. Summon senior cabin crew to the flight deck and advise about the situation and decision making. Obtain clearance and descend to the lowest safe flight level/ Altitude. If terrain permitted, equalize pressure inside/ outside airplane without increasing cabin altitude. Make PA announcement, as given in the Captains Announcement, para 2.14. Land at the nearest suitable airport and inform ATC/Company of situation for any assistance. When the airplane is landed, then follow the procedures in 10.4.2.1 above.
10.4.3
Bomb search procedures

Guidelines regarding cooling-off period, items to be removed before search, precaution and how to perform the search are given in SHB Chapter 5/TSP 8.4. A bomb search should be carried out in accordance with the Aircraft Security Search Checklist by the expert of Bomb Disposal or Explosive Ordnance Disposal. When a suspicious article is discovered, the possibility of secondary device should not be discounted. Do not move the suspicious article until assured that the article can be moved. When unloading and search have been completed, and no suspicious article or incident has been encountered, the station management shall release the airplane for operation and notify all functions concerned. Note: For information, the use of hand-held communication is useful for communication of the search. However, once a suspicious article has been located, those using handheld communications should immediately move away and ensure that they and anyone
10.4 Page 2 Rev 1 (23 MAY 11)
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SECURITY BOMB OR SABOTAGE THREATS
else in the area move outside the cordon as quickly as possible. Radio should not be used to transmit within 25 meters of a suspicious article.
10.4.4
Least risk bomb location (LRBL)

The least risk bomb location for each airplane type is specified in the respective AOM Vol. II/ FCOMEmergency/Malfunction or Emergency/ Abnormal or Non-normal checklists.
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SECURITY HIJACKING/UNLAWFUL SEIZURE OF AN AIRPLANE
OM-A
10.5 Page 1 Rev 1 (23 MAY 11)
10.5
10.5.1
HIJACKING/UNLAWFUL SEIZURE OF AN AIRPLANE

Threat of hijacking
If a threat of hijacking is received, the following actions are recommended: At parking/boarding
Disembark passengers in the normal way.

During taxiing
Return to ramp and coordinate with ground staff. Do not inform the passengers of the reason for returning as this may aggravate a potential
hijacker to take action. Airborne
The flight should continue as planned and no action taken which might provoke a potential
hijacker into unpremeditated action. all passengers.
All crew members, including passive crew, should be alerted to keep a close watch on No one shall be allowed to enter the flight deck.
10.5.2
Confirmed hijacking
The circumstances of hijacking may vary; however, certain guidelines may be suggested: Safety and care of our passengers, crew members and airplane is the primary objective. Out posture is one of passive resistance. Keep passengers in seats with seat belt fastened to avoid interference. Keep flight deck loudspeakers turned off to avoid confusion. Maintain normal ATC communication, giving as much information as possible. Follow the instructions of the hijacker but insist his demands to be within the capability of the airplane and crew, regarding range, runway requirements etc.
10.5.2.1
Use of transponder
Squawk A7500 as soon as hijacking is evident. A7700 may be squawked to indicate that immediate assistance is required.
10.5.2.2
Special signals
Special signals are applicable in the U.S.A., in connection with a confirmed hijacking. If unable to squawk A7500, use a special word TRIP preceding the callsign. Flaps full down while on ground indicates that the situation is desperate.
10.5.2.3
Special crew assignment

One crew member assigned to communicate with the hijacker shall: Use the great slow down and delay. Calm the hijacker. Become neutral friend. Be honest. Encourage hijacker to talk. Reduce anxiety. Attempt to persuade hijacker to land and allow release of passengers. Try to determine numbers and types of weapon. Not serve alcoholic beverage to hijacker. Give only what the hijacker asks for.
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SECURITY HIJACKING/UNLAWFUL SEIZURE OF AN AIRPLANE
Note:
Do not negotiate, crew members are only message couriers.
10.5.2.4
After landing
Every effort shall be taken to care for passengers and crew. Use fuel and mechanical problems to assist in slow down. Only when situation becomes extremely dangerous, should the crew attempt to regain control of the situation by violent action.
10.5.3
Post-hijacking procedures
Before press interview, the P-i-C, with approval from DO, is the one and only spokesman for the crew. A full report of the incident shall be sent immediately by means of Security Incident Report (SIR) form, available in SHB Chapter 5:TSP 11.1.
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11.1 11.1.1 11.1.2 11.2 11.2.1 11.2.2 11.2.3 11.2.4 11.3 11.3.1 11.3.2
HANDLING OF ACCIDENTS AND INCIDENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Accident . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Incident . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 ACTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Air safety report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Treatment of crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Accident/serious incident notification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Preservation and custody of flight/voice recorders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 INVESTIGATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Level of investigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Level 1accident investigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Level 2serious incident investigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Level 3incident investigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Re-opening of the investigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 FOLLOW-UP ACTIVITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Corrective actions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Action on investigations outside THAI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
11.3.2.1 11.3.2.2 11.3.2.3 11.3.3 11.4 11.4.1 11.4.2
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HANDLING OF ACCIDENTS AND INCIDENTS DEFINITIONS
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11.1
11.1.1
HANDLING OF ACCIDENTS AND INCIDENTS

DEFINITIONS
Accident
An occurrence associated with the operation of an airplane which takes place between the time any person boards the airplane with the intention of flying until the time when all persons have disembarked, in which: 1. A person is fatally or seriously injured as a result of: Being in the airplane; or Direct contact with any part of the airplane, including parts which have become detached from the airplane; or Direct exposure to jet blast, except when the injuries are from natural causes, self-inflicted or inflicted by other persons, or when the injuries are to stowaways hiding outside the areas normally available to the passengers and crew, or 2. The airplane sustains damage or structural failure which: Adversely affects the structural strength, performance or flight characteristics of the airplane, and Would normally require major repair or replacement of the affected component, except for engine failure or damage, when the damage is limited to the engine, its cowlings or accessories; or for damage limited to propellers, wingtips, antennas, tires, brakes, fairings, small dents or puncture holes in the airplane skin, or 3. The airplane is missing or is completely inaccessible. Note: 1. For statistical uniformity only, ICAO classifies an injury resulting in death within 30 days of the date of the accident as a fatal injury. 2. An airplane is considered to be missing when the official search has been terminated and the wreckage has not been located. 3. Serious injury, in relation to a person, means an injury which: Requires hospitalisation for a period of more than 48 hours, such period commencing within 7 days from the date of the injury; Results in a fracture of any bone other than a simple fracture of any finger, toe or the nose; Involves lacerations which cause severe haemorrhage, nerve, muscle or tendon damage; Involves injury to any internal organ; Involves second or third degree burns or any burns affecting more than 5% of the surface of the body; or Involves verified exposure to infectious substances or injurious radiation.
11.1.2
Incident
An occurrence, other than an accident, associated with the operation of the airplane which affects or could affect the safety of operation. Serious incident An incident involving circumstances indicating that an accident nearly occurred. Note: 1. The difference between an accident and a serious incident lies only in the result. 2. Examples of serious incidents can be found in the ICAO Accident/Incident Investigation in Attachment C of Annex 13 which are extracted as follows: Examples of serious incidents
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HANDLING OF ACCIDENTS AND INCIDENTS DEFINITIONS
The incidents listed are typical examples of incidents that are likely to be serious incidents. The list is not exhaustive and only serves as guidance to the definition of serious incident.
Near collisions requiring an avoidance manoeuvre to avoid a collision or an unsafe situation

or when an avoidance action would have been appropriate. Controlled flight into terrain only marginally avoided. Aborted take-off on a closed or engaged runway. Take-off from a closed or engaged runway with marginal separation from obstacle(s). Landings or attempted landings on a closed or engaged runway. Gross failures to achieve predicted performance during take-off or initial climb. Fires and smoke in the passenger compartment, in cargo compartments or engine fires, even though such fires were extinguished by the use of extinguishing agents.
Events requiring the emergency use of oxygen by the flight crew. Airplane structural failures or engine disintegration not classified as an accident. Multiple malfunctions of one or more airplane systems seriously affecting the operation of
the airplane.
Flight crew incapacitation in flight. Fuel quantity requiring the declaration of an emergency by the pilot. Take-off or landing incidents. Incidents such as undershooting, overrunning or running off
the side of runways.
System failures, weather phenomena, operations outside the approved flight envelope or
other occurrences which could have caused difficulties controlling the airplane. and navigation.
Failures of more than one system in a redundancy system mandatory for flight guidance
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11.2
11.2.1
ACTIONS
Air safety report
The purpose of the Air Safety Report (ASR) System is to keep the Company and the Authorities properly informed of occurrences in the daily operation, and ultimately provide inputs for the accident and incident prevention activities within the Company. OI is ultimately responsible for handling the Air Safety Report system. If ASR is classified as an Accident, Serious Incident or Incident, the occurrence shall be investigated as mentioned in 11.3.
11.2.2
Treatment of crew
When crew competence can be questioned, the crew members involved shall be kept off flight duty until a preliminary investigation either supports or discounts such possibilities. Such temporary grounding should normally not exceed seven days, whereafter the crew should be informed of expected long-term action. Note: 1. As OI suggestion or OS/QV decision, under authorization and responsibility, shall consider sending flight crew and cabin crew to medical examination immediately after the accident/serious incident/incident if necessary. 2. Crew members involved in accidents may suffer medical or psychological injuries depending upon the seriousness of the accident concerned. Such crew members shall, therefore, only be returned to active flight duty when they have been declared medically fit, and have been released for such duty by the Vice President, Flight Operations (DP). As it is desirable to have such crew members returned to active duty as soon as possible, both from a psychological and operational viewpoint, consideration shall be given to their release for such duty either under supervision or in a lower capacity, bearing in mind the circumstances involved.
11.2.3
Accident/serious incident notification

The P-i-C shall notify the nearest Authority by the quickest available means of any accident or serious incident resulting in injury, death, or substantial airplane damage. The P-i-C shall notify the appropriate local Authority without delay in the event of any emergency situation that necessitated action in violation of local regulations and/or procedures. The P-i-C shall submit, if required by the state of occurrence, a report to the appropriate local Authority and also Thai DCA.
11.2.4
Preservation and custody of flight/voice recorders

In addition to the procedures for the use of flight and voice recorders given in 2.1.9, whenever the accident/serious incident occurred, the P-i-C shall enter the complaint in the Aircraft Technical Logbook, stated that: "Remove and secure flight data recorder and/or cockpit voice recorder for subsequent investigation". The P-i-C shall coordinate with the station engineer to be assured that flight/voice recorders have been preserved and secured.
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HANDLING OF ACCIDENTS AND INCIDENTS INVESTIGATION
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11.3.1
INVESTIGATION
General
Normally, only occurrences associated with the operation of an airplane, which take place between the time any person boards the airplane with the intention of flying until the time when all persons have disembarked, shall be investigated within the Air Safety Report System. It could also be initiated by special request from the DO/D8, if the occurrence has significant influence on THAI flight operations. Examples on such incidents is Trend Type Occurrences. The purpose of an investigation is incident/accident prevention, and it is of paramount importance that adequate and relevant measures are promptly taken to prevent recurrences. The objectives of an investigation are to: Disclose and document all factors involved to fully account for the sequence of events and to determine the probable cause of the occurrence. Recommend appropriate remedial actions and preventive measures to avoid recurrences. Ultimately provide the basis for the management to recommend effective and corrective actions.
11.3.2
11.3.2.1
Level of investigation
There are three levels of investigation:
Level 1accident investigation

If the occurrence meets the ICAO Annex 13, classified as accident, it should be investigated as level 1 investigation and OI has the responsibility to initiate such investigation. When decision has been made to initiate a level 1 investigation, DCA, DD, DO, D8 and certain key functions in THAI shall be notified. Operations Investigation Committee (OIC) DO shall appoint the level 1 Operations Investigation Committee (OIC) and also the chairman, depending on the category of accident, to manage and report the investigation according to Company standard. Normally, the OIC for level 1 investigation will consist of:
D8, acting as a chairman; OI; OS and/or OS fleet concerned; BX and/or BO fleet concerned; OE-U fleet concerned; OF; and OI Investigation Team (OIT), if OI deems necessary. OIT shall be the Companys experienced investigation persons and be appointed by OI.
OI/OF shall inform functions concerned of the committee composition. Note:
Investigation procedures A level 1 investigation shall be performed in the same manner as guidelined in ICAO Annex 13. OI/OF shall interview the crew members involved (flight and cabin crew) and present to OIC for investigation. OS and/or QV shall be invited to participate in interviewing the crew members. If the occurrence involves operational aspects, DO, OS, QV shall be informed as soon as possible and decide whether or not the crew shall be released for active duty. If the occurrence involves technical aspects, DT shall be informed as soon as possible and decide whether or not the airplane can be released back into service.
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If the occurrence is of interest to the National Investigation Board, DO/D8 shall establish contact with the Board. Investigation report The investigation shall be reported in accordance with ICAO Annex 13, chapter 6. The report shall be written in English. It is the duty of OI/OF to report any significant findings that might require immediate action to the responsible functions and the relevant heads. If OI/OF deems necessary, a Preliminary Level 1 Investigation Report shall be submitted as soon as possible, but no later than 4 weeks after the occurrence. A final Level 1 Investigation Report shall be processed with priority but no later than 6 months after the occurrence (9 months if preliminary report has been submitted).
11.3.2.2
Level 2serious incident investigation

The occurrence related flight safety which does not qualify for a level 1 investigation but cannot otherwise be fully explained without a thorough investigation shall be subject to a level 2 investigation. Operations Investigation Committee (OIC) DO shall also appoint the level 2 OIC and the chairman to manage the serious incident and report the investigation. Normally, the OIC for level 2 investigation will consist of:
OI, acting as a chairman; OS and/or OS fleet concerned; BX and/or BO fleet concerned; OE-U fleet concerned; OF; and OIT, if OI deems necessary.
OI is responsible for initiating an investigation in case where OF is allocated as investigator group. OI/OF shall inform concerned functions of the Committee composition. Investigation procedures The extent of the investigation shall be adapted to each actual occurrence at the discretion of the investigator. The main purpose of investigation is to establish the probable causes of the incidence and to recommend remedial action to prevent recurrences. The investigation shall also support in establishing risk parameters. OI/OF shall interview the crew members involved (flight and cabin crew) and present to OIC for investigation. OS and/or QV shall be invited to participate in interviewing the crew members. When deemed necessary, a combined investigation may be performed, where different functions take part. Investigation report It is OF responsibilities to issue the level 2 investigation report. The report shall be written in English. For guidance and support, it is recommended to use Annex 13 for reference, and contains the following topics, as a minimum:
A brief description of the occurrence Relevant factual information Findings based on the factual information The conclusions and the probable causes established by the investigation Recommendations based on the factual information findings Names and functions of both main and assisting investigators.
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It is OF duty to report any significant findings that might require immediate action to the responsible functions and relevant heads.
11.3.2.3
Level 3incident investigation

When the cause(s) of the occurrence may be established without a level 1 or level 2 investigation, a level 3 investigation shall be performed. OF shall perform the Level 3 investigation. OS and/or QV may be invited to participate in interviewing the crew members involved. OIT may be required for Level 3 investigation. OF shall report the investigation result directly to OI. The following shall be entered: Relevant factual information. Conclusion based on the factual information. Recommendations based on the factual information and findings.
11.3.3
Re-opening of the investigation

If new significant evidence becomes available after the investigation has been closed, it is the duty of OI or OF to re-open the case.
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HANDLING OF ACCIDENTS AND INCIDENTS FOLLOW-UP ACTIVITIES
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11.4.1
FOLLOW-UP ACTIVITIES
Corrective actions
The purpose of the reporting system and ensuing investigations is to prevent recurrence of the reported occurrence and to improve operations. Prior to final assessment, the assessor decides relevant corrective action(s) to be performed based upon the findings and recommendations of the investigation report. Each investigation recommendation must be addressed. Each function advised to take action shall, within 2 months, from the issuance of the investigation report (ten working days in case of Preliminary Level 1 Report), decide whether they have accepted to implement the action or not. If accepting, an answer shall be given stating what will be done to comply with the recommended action, a function responsible for implementation, and a planned implementation date. If rejecting, a motivation and an alternate cause of action must be given. OF shall inform OI/D8 what recommendation action(s) will be implemented and also the implementation status/schedule for those action(s) together with the issuance of the Final Level 1 Investigation Report.
11.4.2
Action on investigations outside THAI

Investigations made by the authorities with recommendations affecting THAI procedures or documentation shall be handled as described above. OI/OF shall evaluate which recommendations shall be accepted in each case.
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RULES OF THE AIR Table of Contents
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12.1 12.2 12.3 12.4
RULES OF THE AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

The Tokyo Convention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 The Hague Convention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 The Montreal Convention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 ACT on Certain Offences against Air Navigation (Thailand) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
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RULES OF THE AIR The Tokyo Convention
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12.1
RULES OF THE AIR

The Tokyo Convention
The Tokyo Convention on Offences and Certain Other Acts Committed on Board an Aircraft was made on September 14, 1963 in Tokyo. Only those parts of the Convention, which are applicable to flight crew, have been included here.
Chapter IScope of the Convention

Article 1
1. This Convention shall apply in respect of: (a) Offences against penal law (b) Acts which, whether or not they are offences, may or do jeopardize the safety of aircraft or of persons or property therein or which jeopardize good order and discipline on board. 2. Except as provided in Chapter III, this Convention shall apply in respect of offences committed or acts done by a person on board any aircraft registered in a Contracting State, while that aircraft in flight or on the surface of the high seas or of any other area outside the territory of any State. 3. For the purposes of this Convention, an aircraft is considered to be in flight from the moment when power is applied for the purpose of takeoff until the moment when the landing run ends. 4. This Convention shall not apply to aircraft used in military, customs or police services.
Article 2
Without prejudice to the provisions of Article 4 and except when the safety of aircraft or of persons or property on board so requires, no provision of this Convention shall be interpreted as authorizing or requiring any action in respect of offences against penal laws of a political nature or those based on racial or religious discrimination.
Chapter IIJurisdiction
Article 3
1. The State of registration of the aircraft is competent to exercise jurisdiction over offences and acts committed on board. 2. Each Contracting State shall take such measures as may be necessary to establish its jurisdiction as the State of registration over offences committed on board aircraft registered in such State. 3. This Convention does not exclude any criminal jurisdiction exercised in accordance with national law.
Article 4
A Contracting State which is not the State of registration may not interfere with an aircraft in flight in order to exercise its criminal jurisdiction over an offence committed on board except in the following cases: (a) The offence has effect on the territory of such State, (b) The offence has been committed by or against a national or permanent resident of such State, (c) The offence is against the security of such State, (d) The offence consists of a breach of any rules or regulations relating to the flight or maneuver of aircraft in force is such State, (e) The exercise of jurisdiction is necessary to ensure the observance of any obligation of such State under a multilateral international agreement.
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Chapter IIIPowers of the Aircraft P-i-C

Article 5
1. The provisions of this Chapter shall not apply to offences and acts committed or about to be committed by a person on board an aircraft in flight in the airspace of the State of registration or over the high seas or any other area outside the territory of any State unless the last point of takeoff or the next point of intended landing is situated in a State other than that of registration, or the aircraft subsequently flies in the airspace of a State other than that of registration with such person still on board. 2. Notwithstanding the provisions of Article 1, paragraph 3, an aircraft shall for the purpose of this Chapter, be considered to be in flight at any time from the moment when all its external doors are closed following embarkation until the moment when any such door is opened for disembarkation. In the case of a forced landing, the provisions of this Chapter shall continue to apply with respect to offences and acts committed on board until competent authorities of a State take over the responsibility of the aircraft and for the persons and property on board.
Article 6
1. The aircraft P-i-C may, when he has reasonable grounds to believe that a person has committed, or is about to commit, on board the aircraft, an offence or act contemplated in Article 1, paragraph 1, impose upon such person reasonable measures including restraint which are necessary: (a) To protect the safety of the aircraft, or of persons or property therein, or (b) To maintain good order and discipline on board, or (c) To enable him to deliver such person to competent authorities or to disembark him in accordance with the provisions of this Chapter. 2. The aircraft P-i-C may require or authorize the assistance of other crew members and may request or authorize, but not require, the assistance of passengers to restrain any person whom he is entitled to restrain. Any crew member or passenger may also take reasonable preventive measures without such authorization when he has reasonable grounds to believe that such action is immediately necessary to protect the safety of the aircraft, or of persons or property therein.
Article 7
1. Measures of restraint imposed upon a person in accordance with Article 6 shall not be continued beyond any point at which the aircraft lands unless: (a) Such point in the territory of a Non-contracting State and its authorities refuse to permit disembarkation of that person or those measures have been imposed in accordance with Article 6, paragraph 1(c) in order to enable his delivery to competent authorities, (b) The aircraft makes a forced landing and the aircraft P-i-C is unable to deliver that person to competent authorities, or (c) That person agrees to onward carriage under restraint. 2. The aircraft P-i-C shall as soon as practicable, and if possible before landing in the territory of a State with a person on board who has been placed under restraint in accordance with the provisions of Article 6, notify the authorities of such State of the fact that a person on board is under restraint and of the reasons for such restraint.
Article 8
1. The aircraft P-i-C may, in so far as it is necessary for the purpose of subparagraph (a) or (b) of paragraph 1 of Article 6, disembark, in the territory of any State in which the aircraft lands, any person who has reasonable grounds to believe has committed, or is about to commit, on board the aircraft, an act contemplated in Article 1, paragraph 1(b). 2. The aircraft P-i-C shall report to the authorities of the State in which he disembarks any person pursuant to this Article, the fact of and the reasons for, such disembarkation.
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Article 9
1. The aircraft P-i-C may deliver to the competent authorities of any Contracting State in the territory of which the aircraft lands any person who he has reasonable grounds to believe has committed on board the aircraft an act which, in his opinion, is a serious offence according to the penal law of the State of registration of the aircraft. 2. The aircraft P-i-C shall as soon as practicable and if possible before landing in the territory of a Contracting State with a person on board whom the aircraft P-i-C intends to deliver in accordance with the preceding paragraph, notify the authorities of such State of his intention to deliver such person and the reasons therefore. 3. The aircraft P-i-C shall furnish the authorities to whom any suspected offender is delivered in accordance with the provisions of this Article with evidence and information which, under the law of the State of registration of the aircraft, are lawfully in his possession.
Article 10
For actions taken in accordance with this Convention, neither the aircraft P-i-C, any other member of the crew, any passenger, the owner or operator of the aircraft, nor the person on whose behalf the flight has been performed shall be held responsible in any proceeding on account of the treatment undergone by the person against whom the actions were taken.
Chapter IVUnlawful Seizure of Aircraft

Article 11
1. When a person on board has unlawfully committed, by force or threat thereof, an act of interference, seizure, or other wrongful exercise of control of an aircraft in flight or when such an act is about to be committed, Contracting States shall take all appropriate measures to restore control of the aircraft to its lawful P-i-C or to preserve his control of the aircraft. 2. In the cases contemplated in the preceding paragraph, the Contracting State in which the aircraft lands shall permit its passengers and crew to continue their journey as soon as practicable, and shall return the aircraft and its cargo to the persons lawfully entitled to possession.
Chapter VPowers and Duties of States

Article 12
Any Contracting State shall allow the P-i-C of an aircraft registered in another Contracting State to disembark any person pursuant to Article 8, paragraph 1.
Article 13
1. Any Contracting State shall take delivery of any person whom the aircraft P-i-C delivers pursuant to Article 9, paragraph 1. 2. Upon being satisfied that the circumstances so warrant, any Contracting State shall take custody or other measures to ensure the presence of any person suspected of an act contemplated in Article 11, paragraph 1 and of any person of whom it has taken delivery. The custody and other measures shall be as provided in the law of that State but may only be continued for such time as is reasonably necessary to enable any criminal or extradition proceedings to be instituted. 3. Any person in custody pursuant to the previous paragraph shall be assisted in communicating immediately with the nearest appropriate representative of the State of which he is a national. 4. Any contracting State, to which a person is delivered pursuant to Article 9, paragraph 1, or in whose territory an aircraft lands following the commission of an act contemplated in Article 11, paragraph 1, shall immediately make a preliminary enquiry into the facts. 5. when a State, pursuant to this Article, has taken a person into custody, it shall immediately notify the State of registration of the aircraft and the State of nationality of the detained person and, if it considers it advisable, any other interested State of the fact that such person is in custody and of the circumstances which warrant his detention. The State which makes the preliminary enquiry contemplated in paragraph 4 of this Article shall promptly report its findings to the said state and shall indicate whether it intends to exercise jurisdiction.
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Article 14
In taking any measures for investigation or arrest or otherwise exercising jurisdiction in connection with any offence committed on board an aircraft, the contracting States shall pay due regard to the safety and other interests of air navigation and shall so act as to avoid unnecessary delay of the aircraft, passengers, crew or cargo.
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RULES OF THE AIR The Hague Convention
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The Hague Convention

The Hague Convention for the suppression of unlawful seizure of aircraft was made in the Hague on December 16, 1970. Only those parts of the Convention, which are applicable to flight crew have been included here.
Preamble
THE STATES PARTIES TO THIS CONVENTION, CONSIDERING that unlawful acts of seizure or exercise of control of aircraft in flight jeopardize the safety of persons and property, seriously affect the operation of air services, and undermine the confidence of the peoples of the world in the safety of civil aviation, CONSIDERING that the occurrence of such acts is a matter of grave concern, CONSIDERING that for the purpose of deterring such acts, there is an urgent need to provide appropriate measures for punishment of offenders, HAVE AGREED AS FOLLOWS:
Article 1
Any person who on board an aircraft in flight: (a) Unlawfully, by force or threat thereof, or by any other form of intimidation, seizes, or exercises control of, that aircraft, or attempts to perform any such act, or (b) Is an accomplice of a person who performs or attempts to perform any such act, commits an offence (hereinafter referred to as the offence).
Article 2
Each Contracting State undertakes to make the offence punishable by severe penalties.
Article 3
1. For the purposes of this convention, an aircraft is considered to be inflight at any time from the moment when all its external doors are closed following embarkation until the moment when any such door is opened for disembarkation. In the case of a forced landing, the flight shall be deemed to continue until the competent authorities take over the responsibility for the aircraft and for persons and property on bard. 2. This Convention shall not apply to aircraft used in military, customs or police services. 3. This Convention shall apply only if the place of takeoff or the place of actual landing of the aircraft on board which the offence is committed is situated outside the territory of the Sate of registration of that aircraft, it shall be immaterial whether the aircraft is engaged in an international or domestic flight. 4. In the cases mentioned in Article 5, this Convention shall not apply if the place of takeoff and the place of actual landing of the aircraft on board which the offence is committed are situated within the territory of the same State where that State is one of those referred to in the Article. 5. Notwithstanding paragraphs 3 and 4 of this Article, Articles 6, 7, 8 and 10 shall apply whatever the place of takeoff or the place of actual landing of the aircraft, if the offender or the alleged offender is found in the territory of a State other than the state of registration of that aircraft.
Article 4
1. Each Contracting State shall take such measures as may be necessary to establish its jurisdiction over the offence and any other act of violence against passengers or crew committed by the alleged offender in connection with the offence, in the following cases: (a) When the offence is committed on board an aircraft registered in the State, (b) When the aircraft on board which the offence is committed lands in its territory with the alleged offender still on board, (c) When the offence is committed on board an aircraft leased without crew to a lessee who has his principal place of business or, if the lessee has no such place of business, his permanent residence, in that State.
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2. Each Contracting State shall likewise take such measures as may be necessary to establish its jurisdiction over the offence in the case where the alleged offender is present in its territory and it does not extradite him pursuant to Article 8 to any of the States mentioned in paragraph 1 of this Article. 3. This Convention does not exclude any criminal jurisdiction exercised in accordance with national law.
Article 5
The contracting States which establish joint air transport operating organizations or international operating agencies which operate aircraft which are subject to joint or international registration shall, by appropriate means, designate for each aircraft the State among them which shall exercise the jurisdiction and have the attributes of the State of registration for the purpose of this convention and shall give notice thereof to the International Civil Aviation Organization which shall communicate the notice to all States Parties to this Convention.
Article 6
1. Upon being satisfied that the circumstances so warrant, any Contracting State in the territory of which the offender or the alleged offender is present, shall take him into custody or take other measures to ensure his presence. The custody and other measures shall be as provided in the law of that State but may only be continued for such time as is necessary to enable any criminal or extradition proceedings to be instituted. 2. Such State shall immediately make a preliminary enquiry into the facts. 3. Any person in custody pursuant to paragraph 1 of this Article shall be assisted in communicating immediately with the nearest appropriate representative of the State of which he is a national. 4. When a State, pursuant to this Article, has taken a person into custody, it shall immediately notify the State of registration of the aircraft, the State mentioned in Article 4, paragraph 1(c), the State of nationality of the detained person and, if it considers it advisable, any other interested States of the fact that such person is in custody and of the circumstances which warrant his detention. The State which makes the preliminary enquiry contemplated in paragraph 2 of this Article shall promptly report its findings to the said States and shall indicate whether it intends to exercise jurisdiction.
Article 7
The Contracting State in the territory of which the alleged offender is found shall, if it does not extradite him, be obliged, without exception whatsoever and whether or not the offence was committed in its territory, to submit the case to its competent authorities for the purpose of prosecution. Those authorities shall take their decision in the same manner as in the case of any ordinary offence of a serious nature under the law of that State.
Article 8
1. The offence shall be deemed to be included as an extraditable offence in any extradition treaty existing between contracting States. Contracting States undertake to include the offence as an extraditable offence in every extradition treaty to be concluded between them. 2. If a Contracting State which makes extradition conditional on the existence of a treaty receives a request for extradition from another Contracting State with which it has no extradition treaty, it may at its option consider this Convention as the legal basis for extradition in respect of the offence. Extradition shall be subject to the other conditions provided by the law of the requested State. 3. Contracting States which do not make extradition conditional on the existence of a treaty shall recognize the offence as an extraditable offence between themselves subject to the conditions provided by the law of the requested State. 4. The offence shall be treated, for the purpose of extradition between Contracting States, as if it had been committed not only in the place in which it occurred but also in the territories of the States required to establish their jurisdiction in accordance with Article 4, paragraph 1.
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Article 9
1. When any of the acts mentioned in Article 1 paragraph (a) has occurred or is about to occur, Contracting States shall take all appropriate measures to restore control of the aircraft to its lawful P-i-C or to preserve his control of the aircraft. 2. In the cases contemplated by the preceding paragraph, any Contracting State in which the aircraft or its passengers or crew are present shall facilitate the continuation of the journey of the passengers and crew as soon as practicable, and shall without delay return the aircraft and its cargo to the persons lawfully entitled to possession.
Article 10
1. Contracting States shall afford one another the greatest measure of assistance in connection with criminal proceedings brought in respect of the offence and other acts mentioned in Article 4. The law of the State requested shall apply in all cases. 2. The provisions of paragraph 1 of this Article shall not affect obligations under any other treaty, bilateral or multilateral, which governs or will govern, in whole or in part, mutual assistance in criminal matters.
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RULES OF THE AIR The Montreal Convention
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The Montreal Convention

The Montreal Convention for the suppression of unlawful acts against the safety of civil aviation was made in the Montreal on September 23, 1971. Only those parts of the Convention, which are applicable to flight crew have been included here.
Preamble
THE STATES PARTIES TO THIS CONVENTION, CONSIDERING that unlawful acts against the safety of civil aviation jeopardize the safety of persons and property, seriously affect the operation of air services, and undermine the confidence of the peoples of the world in the safety of civil aviation, CONSIDERING that the occurrence of such acts is a matter of grave concern, CONSIDERING that for the purpose of deterring such acts, there is an urgent need to provide appropriate measures for punishment of offenders, HAVE AGREED AS FOLLOWS:
Article 1
1. Any person commits an offence if he unlawfully and intentionally: (a) Performs an act of violence against a person on board an aircraft in flight if that act is likely to endanger the safety of that aircraft, or (b) Destroys an aircraft in service or causes damage to such an aircraft which renders it incapable of flight or which is likely to endanger its safety in flight, or (c) Places or causes to be placed on an aircraft in service by any means whatsoever, a device or substance which is likely to destroy that aircraft, or to cause damage to it which renders it incapable of flight, or to cause damage to it which is likely to endanger its safety in flight, or (d) Destroys or damages air navigation facilities or interferes with their operation, if any such act is likely to endanger the safety of aircraft in flight, or (e) Communicates information which he knows to be false, thereby endangering the safety of an aircraft in flight. 2. Any person also commits an offence if he: (a) Attempts to commit any of the offences mentioned in paragraph 1 of this Article, or (b) Is an accomplice of a person who commits or attempts to commit any such offence.
Article 2
For the purposes of this Convention: (a) An aircraft is considered to be in flight at any time from the moment when all its external doors are closed following embarkation until the moment when any such door is opened for disembarkation; in the case of a forced landing, the flight shall be deemed to continue until the competent authorities take over the responsibility for the aircraft and for persons and property on board, (b) An aircraft is considered to be in service from the beginning of the preflight preparation of the aircraft by ground personnel or by the crew for a specific flight until twenty-four hours after any landing; the period of service shall, in any event, extend for the entire period during which the aircraft is in flight as defined in paragraph (a) of this Article.
Article 3
Each Contracting State undertakes to make the offence mentioned in Article 1 punishable by severe penalties.
Article 4
1. This Convention shall not apply to aircraft used in military, customs or police services.
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2. In the cases contemplated in subparagraphs (a), (b), (c) and (e) of paragraph 1 of Article 1, this Convention shall apply, irrespective of whether the aircraft is engaged in an international or domestic flight, only if: (a) The place of takeoff or landing, actual or intended, of the aircraft is situated outside the territory of the State of registration of that aircraft, or (b) The offence is committed in the territory of a State other than the State of registration of the aircraft. 3. Notwithstanding paragraph 2 of this Article, in the cases contemplated in subparagraphs (a), (b), (c) and (e) of paragraph 1 of Article 1, this Convention shall also apply if the offender or the alleged offender is found in the territory of a State other than the State of registration of the aircraft. 4. With respect to the States mentioned in Article 9 and in the cases mentioned in subparagraphs (a), (b), (c) and (e) or paragraph 1 of Article 1, this Convention shall not apply if the places referred to in subparagraph (a) of paragraph 2 of this Article are situated within the territory of the same State where that State is one of those referred to in Article 9, unless the offence is committed or the offender or alleged offender is found in the territory of a State other than that State. 5. In the cases contemplated in subparagraph (d) of paragraph 1 of Article 1, this Convention shall apply only if the air navigation facilities are used in international air navigation. 6. The provisions of paragraphs 2, 3, 4 and 5 of this Article shall also apply in the cases contemplated in paragraph 2 of Article 1.
Article 5
1. Each Contracting State shall take such measures as may be necessary to establish its jurisdiction over the offences in the following cases: (a) When the offence is committed in the territory of the State, (b) When the offence is committed against or on board an aircraft registered in the State, (c) When the aircraft on board which the offence is committed lands in its territory with the alleged offender still on board, (d) When the offence is committed against or on board an aircraft leased without crew to a lessee who has his principal place of business or, if the lessee has no such place of business, his permanent residence, in that State. 2. Each Contracting State shall likewise take such measures as may be necessary to establish its jurisdiction over the offences mentioned in Article 1, paragraphs 1(a), (b) and (c), and in Article 1, paragraph 2, in so far as that paragraph relates to those offences, in the case where the alleged offender is present in its territory and it does not extradite him pursuant to Article 8 to any of the States mentioned in paragraph 1 of this Article. 3. This Convention does not exclude any criminal jurisdiction exercised in accordance with national law.
Article 6
1. Upon being satisfied that the circumstances so warrant, any Contracting state in the territory of which the offender or the alleged offender is present, shall take him into custody or take other measures to ensure his presence. The custody and other measures shall be as provided in the law of that State but may only be continued for such time as is necessary to enable any criminal or extradition proceedings to be instituted. 2. Such State shall immediately make a preliminary enquiry into the facts. 3. Any person in custody pursuant to paragraph 1 of this Article shall be assisted in communicating immediately with the nearest appropriate representative of the State of which he is a national. 4. When a State, pursuant to this Article, has taken a person into custody, it shall immediately notify the States mentioned in Article 5, paragraph 1, the State of nationality of the detained person and, if it considers it advisable, any other interested States of the fact that such person is in custody and of the circumstances which warrant his detention. The State which makes the preliminary enquiry contemplated in paragraph 2 of this Article shall promptly report its findings to the said States and shall indicate whether it intends to exercise jurisdiction.
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Article 7
The Contracting State in the territory of which the alleged offender is found shall, if it does not extradite him, be obliged, without exception whatsoever and whether or not the offence was committed in its territory, to submit the case to its competent authorities for the purpose of prosecution. Those authorities shall take their decision in the same manner as in the case of any ordinary offence of a serious nature under the law of that State.
Article 8
1. The offences shall be deemed to be included as extraditable offences in any extradition treaty existing between Contracting State. Contracting States undertake to include the offences as extraditable offences in every extradition treaty to be concluded between them. 2. If a Contracting State which makes extradition conditional on the existence of a treaty receives a request for extradition from another Contracting State with which it has no extradition treaty, it may at its option consider this Convention as the legal basis for extradition in respect of the offences. Extradition shall be subject to the other conditions provided by the law of the requested State. 3. Contracting States which do not make extradition conditional on the existence of a treaty shall recognize the offences as extraditable offences between themselves subject to the conditions provided by the law of the requested State. 4. Each of the offences shall be treated, for the purpose of extradition between Contracting States, as if it had been committed not only in the place in which it occurred but also in the territories of the States required to establish their jurisdiction in accordance with Article 5, paragraphs 1(b), (c) and (d).
Article 9
The Contracting States which establish joint air transport operating organizations or international operating agencies, which operate aircraft which are subject to joint or international registration shall, by appropriate means, designate for each aircraft the State among them which shall exercise the jurisdiction and have the attributes of the State of registration for the purpose of this Convention and shall give notice thereof to the International Civil Aviation Organization which shall communicate the notice to all States Parties to this Convention.
Article 10
1. Contracting States shall, in accordance with international and national law, endeavour to take all practicable measures for the purpose of preventing the offences mentioned in Article 1. 2. When, due to the commission of one of the offences mentioned in Article 1, a flight has been delayed or interrupted, any Contracting State in whose territory the aircraft or passengers or crew are present shall facilitate the continuation of the journey of the passengers and crew as soon as practicable, and shall without delay return the aircraft and its cargo to the persons lawfully entitled to possession.
Article 11
1. Contracting States shall afford one another the greatest measure of assistance in connection with criminal proceedings brought in respect of the offences. The law of the State requested shall apply in all cases. 2. The provisions of paragraph 1 of this Article shall not affect obligations under any other treaty, bilateral or multilateral, which governs or will govern, in whole or in part, mutual assistance in criminal matters.
Article 12
Any Contracting State having reason to believe that one of the offences mentioned in Article 1 will be committed shall, in accordance with its national law, furnish any relevant information in its possession to those States which it believes would be the States mentioned in Article 5, paragraph 1.
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Article 13
Each Contracting State shall in accordance with its national law report to the Council of the International Civil Aviation Organization as promptly as possible any relevant information in its possession concerning: (a) The circumstances of the offence, (b) The action taken pursuant to Article 10, paragraph 2, (c) The measures taken in relation to the offender or the alleged offender and, in particular, the results of any extradition proceedings or other legal proceedings.
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RULES OF THE AIR ACT on Certain Offences against Air Navigation (Thailand)
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ACT on Certain Offences against Air Navigation (Thailand)

The Act on Certain Offences against Air Navigation was enacted on 14 August 1978 by the Government of Thailand. Below is the whole part of the Act, which might be a useful reference for flight crew.
Section 1
This Act is called the Act on Certain Offences against Air Navigation, B.E. 2521.
Section 2
This Act shall come into force as from the day following the date of its publication in the Government Gazette.
Section 3
This Act shall not apply to aircraft used in military, police or customs services.
Section 4
In this Act: Aircraft in flight means an aircraft which has all its external doors closed following embarkation of passenger and/or crew until the moment when any such door is opened for normal disembarkation, and includes the case of a forced landing, until the time when the competent authority takes over the responsibility for the aircraft and for the persons and property on board; Aircraft in service means an aircraft in which the ground personnel or crew have begun the preflight preparation for a specific flight until twenty-four hours after any landing, and in any event includes the entire period during which the aircraft is in flight; Competent authority means, in respect of Thailand, a person appointed by the Minister for the execution of this Act.
Section 5
Whoever seizes or exercises control of an aircraft in flight by committing an act of violence, or threatening to commit an act of violence to a person, or threatening to endanger the aircraft, shall be liable to death penalty or to imprisonment for life or to imprisonment for a term of ten to twenty years.
Section 6
Whoever: (a) Destroys an aircraft in service; (b) Causes damage to an aircraft in service which renders it incapable of flight or which is likely to endanger the safety of aircraft in flight; or (c) Places or causes to be placed on an aircraft in service, by any means whatsoever, a device or substance which is likely to destroy the aircraft, or to cause damage to the aircraft which renders it incapable of flight, or which is likely to endanger the safety of aircraft in flight; shall be liable to death penalty or to imprisonment for life or imprisonment for a term of five to twenty years.
Section 7
Whoever commits or threatens to commit an act of violence to a person on board an aircraft in flight, which is likely to endanger the safety of such aircraft, shall be liable to imprisonment for a term of one to ten years and to a fine of two thousand to twenty thousand Baht.
Section 8
Whoever destroys or damages air navigation facilities under the law on air navigation or, by any means whatsoever, interferes with their operation, which is likely to endanger the safety of an
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aircraft in flight, shall be liable to imprisonment for a term of one to fifteen years and to a fine of two thousand to thirty thousand Baht.
Section 9
Whoever communicates information which he knows to be false, thereby endangering the safety of an aircraft in flight, shall be liable to imprisonment for a term of five to twenty years.
Section 10
If the commission of offences under section 5 or section 6 causes grievous bodily harm to a person, the offender shall be liable to death penalty or to imprisonment for life or to imprisonment for a term of fifteen to twenty years; but, if the offence causes death to a person, the offender shall be liable to death penalty or to imprisonment for life. If the offence under section 7, section 8 or section 9 causes grievous bodily harm, the offender shall be liable to imprisonment for a term of ten to twenty years; but, if the offence causes death to a person, the offender shall be liable to imprisonment for life or to imprisonment for a term of fifteen to twenty years.
Section 11
Whoever is an accessory or attempts to commit the offence under section 5 or section 6 shall be liable to punishment as the principal or the offender of such offence. Whoever prepares to commit an offence under section 5 or section 6 shall be liable to onehalf of the punishment provided by the relevant section.
Section 12
Whoever commits an offence under this Act outside the Kingdom shall be liable to punishment in the Kingdom, if: (a) The offence is committed on board a foreign aircraft which lands in the Kingdom with the alleged offender on board; (b) The offence is committed on board a foreign aircraft leased without crew to a leasee who has his domicile, permanent residence or principal place of business in the Kingdom; or (c) The offender under section 5 or section 6 is in the Kingdom and has not been extradited under the law on extradition of offenders.
Section 13
When the P-i-C of aircraft in flight has reasonable cause to believe that a person has committed or is about to commit an offence under this Act, or is about to commit an act which may endanger the safety of the aircraft or persons or property therein, or which violates the order and affects the discipline on board, the P-i-C of aircraft may employ appropriate measures to prevent such person from committing such act as well as to restrain him, if necessary, in order to deliver him to the competent authority or to disembark him. The P-i-C of aircraft may order or authorize a crew or request or authorize a passenger to assist in restraining the said person under paragraph one. The crew or passenger may, without such authorization under paragraph two, take appropriate preventive measures when there is a reasonable cause to believe that such action is immediately necessary to protect the safety of the aircraft or of persons or property therein but the P-i-C of aircraft may issue orders revoking such measures.
Section 14
After the aircraft has landed, no preventive or restraining measures under section 13 shall be employed, unless: (a) The competent authority refuses to permit disembarkation of the restrained person; (b) It is not possible to deliver the restrained person to the competent authority; or (c) The restrained person agrees or concedes to remain on board and continue the journey on board the aircraft.
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The P-i-C of aircraft, with the restrained person on board under section 13 shall, as soon as practicable and if possible before landing, notify the competent authority of the fact that a person on board is under restraint and the reasons therefor.
Section 15
After the aircraft has landed in the Kingdom, the P-i-C of aircraft may disembark and deliver any person to the competent authority when he has reasonable cause to believe that such person has committed or is about to commit the offence under this Act on board the aircraft, which may endanger the safety of the aircraft or persons or property therein, or which violates the order and affects discipline on the aircraft. The P-i-C of aircraft shall report to the competent authority under paragraph one of the fact and reasons for such disembarkation.
Section 16
After the aircraft has landed in the Kingdom, the P-i-C of aircraft may deliver any person to the competent authority when he has reasonable cause to believe that such person has committed on board the aircraft an act which, in his opinion, constitutes a serious offence under the penal law of the State of registration of the aircraft. The P-i-C of aircraft shall, as soon as practicable and if possible before landing, notify the competent authority of his intention and reasons of the delivery of such person. The P-i-C of aircraft shall furnish evidence and information which are lawfully in his progression under the law of the Sate of registration of the aircraft to the competent authority under paragraph one. The competent authority may refuse to take delivery of the person under paragraph one, if his is of the opinion that such offence is of political nature or is based on racial or religious discrimination, which is not concerned with the safety of the air navigation.
Section 17
After having taken delivery of any person under section 15 or section 16, if: (a) It is necessary to have an inquiry to institute criminal proceedings, the competent authority shall deliver such person, together with evidences, if any, to the inquiry official without delay; and if it appears in the preliminary inquiry that it is unable to institute criminal proceedings in the Kingdom and there is no request for proceedings under the law on extradition of offenders, he shall be released; (b) It is not necessary to carry out an inquiry or it is the act violating the order and affecting discipline on board, the competent authority may restrain such person only for such time as may be necessary of his departure from the Kingdom, unless such person is entitled to enter or stay in the Kingdom, he shall be released.
Section 18
In the execution of this Act, the competent authority appointed under section 19 shall have the same powers as the administrative or police official under the Criminal Procedure Code.
Section 19
The Minister of Foreign Affairs, the Minister of Communications and the Minister of Interior shall have charge and control of the execution of the Act, and shall have power to appoint the competent authority for the execution of this Act.
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LEASING Table of Contents
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13.1 13.2
LEASING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Leased Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
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LEASING General
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LEASING
General
There are various types of aircraft leases. They can be characterized by their purpose. Air carriers to avoid the otherwise substantial capital outlays/dept required in purchasing aircraft directly from the manufacturer, or to reduce taxation or other costs use a Financial or Capital lease. An operating lease is designed to meet an air carriers immediate need for additional aircraft, often on a seasonal or short-term basis. For regulatory purposes, there are two basic types of aircraft leases, namely, a dry lease where the aircraft is leased without crew; and a wet lease where the aircraft is leased with crew. A wet lease with partial crew is sometimes referred to as a damp lease. The term lessor means the party from which the aircraft is leased; the term lessee means the party to which the aircraft is leased.
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LEASING Leased Aircraft
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Leased Aircraft
(TBD)
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MISCELLANEOUS Table of Contents
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14.1 14.1.1 14.1.2 14.1.3
MISCELLANEOUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Fuel Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Advantage of Fuel Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Background Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Vision, Mission, Concept and Strategy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Basic Facts Regarding Fuel Consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Flight Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Flight Planning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Pilot's Techniques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Pre-departure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Taxi Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Weather Avoidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Holding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
14.1.3.1 14.1.3.2 14.1.4 14.1.4.1 14.1.4.2 14.1.5 14.1.5.1 14.1.5.2 14.1.5.3 14.1.5.4 14.1.5.5 14.1.5.6 14.1.5.7 14.1.5.8 14.1.5.9
14.1.5.10 Landing & Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 14.1.5.11 Taxi In . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 14.1.5.12 APU Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 14.1.5.13 Transit Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 14.1.6 14.2 14.2.1 14.2.1.1 14.2.1.2 14.2.1.3 14.2.2 14.2.2.1 14.2.2.2 14.2.2.3 14.2.2.4 14.2.2.5 14.2.2.6 14.2.2.7 14.2.2.8 14.2.3 14.2.3.1 Potable Water Uplift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Aircraft Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Performance Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Conditions To Be Considered . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Take-off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Runway Length Requirements (Balanced Takeoff) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Runway Length Requirements With Clearway and Stopway (Unbalanced Takeoff) . . . . . . . 3 Factors Affecting Required Runway Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Obstacle Clearance Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Factors Affecting Obstacle Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Takeoff Climb Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Factors Affecting Climb Requirement Limited Takeoff Weight . . . . . . . . . . . . . . . . . . . . . . . . 11 En Route Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
OM-A
14.2.3.2 14.2.3.3 14.2.3.4 14.2.3.5 14.2.3.6 14.2.4 14.2.4.1 14.2.4.2 14.2.4.3 14.2.4.4 14.2.4.5 14.2.4.6 14.2.4.7 14.2.4.8 14.2.5 14.2.5.1 14.2.5.2 14.2.5.3 14.2.5.4 14.2.6 14.2.6.1 14.2.6.2 14.2.6.3 14.2.6.4 14.2.6.5 14.3 14.3.1 14.3.2 14.3.3 14.3.3.1 14.3.4 14.3.5 14.3.6 14.3.7 14.3.8 14.3.9 14.3.10 14.3.11 14.3.12 14.3.13 14.3.14
Service Ceiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Drift-down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Alternatpe Airport Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Factors Affecting En Route Terrain Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Operation Limitations Due To Terrain En Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Required Landing Runway Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Factors Affecting Landing Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Obstacles in the Approach Area and Effective Runway Length . . . . . . . . . . . . . . . . . . . . . . 19 Approach and Landing Climb Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Factors Affecting the Landing Weight Limited by Climb Requirements . . . . . . . . . . . . . . . . 21 CAT II and IlI Climb Requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Max Quick Turnaround Landing Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Structural Requirements and Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Load Factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Speed Limits to Protect the Aircraft Against Overload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Gross Weight Limitations and Fuel Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Wet and Contaminated Runways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Effect on Takeoff and Landing Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Required Corrections for Wet and Contaminated Runways . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Improvement of Runway Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Determination of Braking Action During Winter Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . 31 MNM Control Speed (VMC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 CRITICAL ENGINE FAILURE SPEED (VEF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 DECISION SPEED/ ACTION INITIATED SPEED (V1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Reduced V1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Rotation Speed (VR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Takeoff Safety Speed (V2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Flap and Slat Retraction Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 V Clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Max Operating Limit Speed and Mach Number (VMO/MMO) . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Rough Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Speed for Max Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Speed for Max Endurance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 VL/D Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Cruise Speed Stability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Buffet Onset Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Characteristic Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
OM-A
14.3.15 14.3.16 14.3.17 14.3.18 14.3.19 14.4 14.4.1 14.4.2 14.4.3 14.4.4 14.4.4.1 14.4.4.2 14.4.4.3 14.4.5 14.4.6 14.5 14.5.1 14.5.1.1 14.5.1.2 14.5.1.3 14.5.1.4 14.5.1.5 14.5.1.6 14.5.2 14.5.2.1 14.5.3 14.5.3.1 14.5.3.2 14.5.3.3 14.5.3.4 14.6 14.6.1 14.6.1.1 14.6.1.2 14.6.1.3 14.6.1.4 14.6.1.5 14.6.2 14.6.3 14.7 14.8
Stall Speed (VS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Pattern and Approach Speeds (VP, VA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Reference Speed (VREF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Threshold Speed (VTH) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Approach and Landing Climb Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Air Traffic Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 ATS FLIGHT PLAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 CONTROLLED AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 UNCONTROLLED AIRSPACEFIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 FLIGHT INFORMATION SERVICE (FIS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 AFIS AERODROMES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 ADVISORY AREAS OR ROUTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 SEPARATION OF IFR TRAFFIC IN VMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 ATC CLEARANCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Crew Regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Medical Regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Medical Examinations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Medical Directives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Medicines Not Compatible with Flight Duty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Duty to Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Insurance ID Cards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Regulations for Flight Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Crew Meals During Flight Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Uniform Regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Grade Insignia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Composition of Uniform . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Economic Regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Vacation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Allocation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Coordination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Scheduling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Leave of Absence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Disembarkation En Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Administrative Meetings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Fatigue Risk Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Personnel Regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
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14.9 14.10
Interception . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Search and Rescue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
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MISCELLANEOUS Fuel Management
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14
14.1
14.1.1
MISCELLANEOUS
Fuel Management
General
Fuel management from an airline business viewpoint means managing the planning, handling and operation of a flight as well as the condition of the aircraft to minimize the total cost of every flight. Fuel management generally concerns with A/C manufacturer, Airline, ATC and Authorities. Fuel management in THAI concerns with: Flights and routes initiators (DZ / DN:DR, YY); Ground handling and supports (FZ / DK / D2); Flight Operations (DA:DQ, A9, SZ / DO: OP, OC, OH, OE, Pilots); Maintenance (DT: DL, DM); ATC; Authorities. Fleet Fuel Management Committee for each aircraft type consists of OS, BO, OE-U, OET, OS-B and BO-B for the aircraft type. OS aircraft type will be acted as a chairman for such aircraft type. Fuel conservation means managing the condition of an aircraft to minimize the fuel burned on each flight. Fuel tankering means carrying more fuel than the amount required to reduce overall costs (ECO/ THRU tankage). Unnecessary fuel is resulted by variation in estimated ZFW; selection of 5% CF instead of 3%, when an en route alternate is available; unmonitored company fuel and additional fuel (ECO/ THRU tank fuel); improper selection of destination alternate; unreasonable carrying of extra fuel (due to rounding up of fuel figure, habit, being lack of knowledge and experience, being too easy, etc.) and excess refueled fuel. Cost Index is the relationship between time-related costs and fuel costs, and is used by the FMC to calculate VNAV economy speeds. Cost Index = Cost of time / Cost of fuel A change to cost index affects climb, cruise, and descent speeds. A cost index of zero provides a speed approximate to maximum range cruise (MRC). A cost index of 999(9) provides maximum cruise thrust (maximum cruise speed).
14.1.2
Advantage of Fuel Management

Safety Enhancement
Accurate and efficient fuel management on the part of the Company and pilots improves safety, because it requires additional attention, accuracy and increased situational awareness.
Economy
Fuel is the largest cost item in THAI (30% of total costapproximately 50,000 MB/year). An aggressive Fuel Management Program can reduce overall fuel budget by at least 5% approximately 2,500 MB/year (917% is not impossible). 1 MB saved in fuel is equivalent to approximately 20 MB revenue (earning).
Environment
1% of fuel consumption reduction in THAI, approximately 22,000 tons, will reduce emission of pollutants by 70,000 tons of CO2; 27,000 tons of H2O; 460 tons of NOx; 21 tons of SO2; and 12 tons of CO.
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14.1.3
14.1.3.1
Background Information
Vision, Mission, Concept and Strategy
Vision Mission Concept Strategy "Optimum fuel mileage" Reduce and finally eliminate unnecessary fuel. Light and aerodynamically clean A/C. Weight Reduction and Optimization of all available resources.
14.1.3.2
Basic Facts Regarding Fuel Consumption

General
The more unnecessary excess weight is carried, the more fuel consumption isapproximately 4% /ton/flight hour. Dirty aircraft skin costs 1-2% more in fuel consumption.
Maintenance
Limited maintenance reduces the cost of aircraft down time or spare engines but degrades the fuel efficiency. Regular maintenance contributes to an aircraft's fuel efficiency. For every 3,000 hours of flight time or 1,000 cycles, new aircraft will lose approximately 1% fuel efficiency. After a few years of operation, the fuel efficiency of an aircraft will deteriorate by 5-7% (may be as much as 10% or more in certain circumstances). Major engine overhauls will normally recover approximately of the efficiency degradation. Engine wash, airframe control rigging, buffing and good paint condition can reduce fuel burn from 1-2% in some cases.
Flight Scheduling
Flight delay on departure with marginal block time entails the pilots to fly considerably or even much faster than planned speed in order to reach the destination within the scheduled time, thus consuming more fuel.
Ground Handling
Efficient handling of passenger embarkation and disembarkation, cargo loading and unloading for prevention of all kinds of delay reduces the cost for GPU/APU fuel consumption or groundsupport equipment and giving ample time to pilots for fuel optimization in flight phases.
Ground Supports
Provision of GPU, toilet and water servicing and aircraft interior cleaning help reduce fuel consumption by 0.5%.
Flight Planning
An accurate flight planning can save in excess of 12%. Inaccurate ZFW, improper route structure including alternate selection, inaccurate Cost Index (CI), insufficient information for fuel optimization and outdated wind and weather information cost more fuel.
Weight & Balance

Aft aircraft CG results in 11.5% less fuel burned than forward aircraft CG.
Flight Management
Efficient pre-flight planning, alternate selection, FMS programming, GPU/APU management, engine start-up and taxi management and efficient pilot's techniques in all phases of flight can conserve fuel by 12%. Improper flight management by pilots and excessive weather avoidance cost significant increase in fuel consumption.
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Air Traffic Control (ATC)

ATC can have a marked effect on fuel consumption due to improper ATC clearance, taxi preference, SIDs, STARs, ATC restrictions and radar vectoring techniques and control procedures. All these can result in excessive fuel penalty.
14.1.4
14.1.4.1
Flight Management
Policy
General
Operations' fuel policy is to attain minimum cost with satisfactory schedule performance for customer's satisfaction without infringing safety.
Detailed Policy
Flight with on-time departure and optimum FL is mainly the target in order to fly with the Cost Index, thus optimizing fuel mileage. Sacrifice an on-time departure to get the optimum FL, if on-time arrival is still obvious or even if only a few minutes delay on arrival is likely. However, inform the passengers that the delay is due to the traffic separation requirement. Perform fuel mileage optimization, if such delay does not affect flight connection of any passenger or when it is obviously impossible to get such connection.
14.1.4.2
Flight Planning System

Thai Automatic Flight Planning System (TAFS) in Brief
TAFS uses meteorological information (upper wind/temperature, tropopause heights and maximum wind forecasts for eight different pressure levels) from the UK Meteorological Office, Bracknell, via Satellite Distribution System (SADIS) in digital grid point format using gridded binary code (GRIB) broadcast twice daily covering forecasts valid for up to 36 hours after the time of the related synoptic data. FUEL/TIME calculations are based on the fuel policy described in 8.1.7.1 with longest SID and applicable STAR plus some compensation for known situations (from NOTAMs, AIP, pilot's report, etc.) at certain airports. The optimum altitude and step climb points based on the forecast winds and temperature. Navigational data is based on ARINC 424 format provided by Lido Flight Nav Incorporation for each AIRAC Cycle. TAFS products also include NOTAMs, received from AEROTHAI via ATN Network, and Company Information. Distance to Planned ALTN is based on normal route to be flown at calculated landing weight, while those to optional alternates are based on great circle distances and winds at calculated landing weight. Fuel burn computation is based on valid aircraft performance data provided by the aircraft manufacturer corrected by Drag and Fuel Flow Factor calculated by OU for all phases of flight. Cruise method: Cost Index or fixed Mach Number. Normally planned Contingency Fuel (CF) is 5% of Trip Fuel limited by maximum/ minimum CF as per 8.1.7.1. When 3% CF is used, the 3-letter code of the selected en route alternate will be given.
Planning Guidelines for Dispatcher

TAFS retrieval
Stations with dispatcher: 1:30h prior to STD; Other stations: at best practicable time in view of estimated ZFW accuracy.
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Planning with/without ALTN
Compare both TAFSs and choose the one with less Minimum Fuel.
CI
As supplied by OU; or Higher CI as particularly requested by P-i-C for minimizing foreseeable delayed arrival at
destination, if deemed valuable. Routes
Shortest wind route; or Optimum route consistent with ATC requirements; and Special route for Typhoon avoidance, if any.
Fl
Optimum FL based on quadrantal/RVSM FL. No step down and thereafter step up en

route; or
Flight levels consistent with ATC requirements, but file ATS Flight Plan for optimum FL,
if not otherwise restricted. Optional FL
1 above optimum FL with 1 step ZFW decrement; and 1 above optimum FL at estimated ZFW; and 1 below optimum FL at estimated ZFW.
ZFW
1 step ZFW decrement; and 1 step ZFW increment.

CF
5% (re-dispatch, if necessary). Attach mini TAFS with 3% CF for all applicable inter-continental and regional flights. Retrieve new TAFS with 3% CF upon pilot's request.
ALTN
Closest applicable ALTN. No ALTN, if conditions as per 8.1.7.1 are fulfilled and if it requires less fuel than planning
with closest applicable ALTN. ECO/THRU Tank
Use 5%/ton/flight hour for calculation of total extra cost in carrying the amount of additional
fuel for ECO/THRU tank and thus determining the suitability of such planning. Taxi fuel
Based on standard quantity given in 8.1.7.1 . The amount may be increased when
required by OS aircraft Types, taking local conditions into consideration. Weather forecast and METAR
Latest available at time of briefing. Always attach latest satellite image to the briefing
folder, unless unavailable.
Guidelines for Pilots

The following guidelines for conserving fuel can be directly controlled by pilots. These guidelines are not limiting; any new ideas that conserve fuel without compromising safety are worth considering. By thinking fuel conservation, many small savings can accumulate into very significant savings. Individual weight control
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14.1 Page 5 Rev 1 (23 MAY 11)
Personal health in view of weight control, observation of maximum crew baggage allowance (15 kg), minimal weight carried in overnight bag and possible toilet visit before boarding the plane enhance Fuel Management weight reduction strategy. Fuel ordering Carrying excess fuel means carrying extra weight, which results in higher fuel consumption typically 4%/hour/Ton of excess fuel. Reducing excess weight can result in direct fuel savings (higher optimum FL) and payload optimizing, such as:
Choosing 3% instead of 5% CF, when practicable; Choosing trip fuel of optional FL, which reflects less trip fuel than planned; Choosing closer ALTN than planned, in case of good weather, as in such case the
destination alternate is for planning purpose to comply with applicable regulatory only; ALTN.
Choosing applicable planning without ALTN, if this requires less fuel than the one with
Weather forecast for any specific airports all over the world is issued by related national MET office. Therefore all operators will face the same precision and non-precision of such local MET forecast, of which non-precision can be compensated by individual pilot's experience and statistical information supplied by station personnel concerned. TAFS accuracy in fuel/time calculation is affected by non-precision in estimated ZFW derived from cargo and passengers. To minimize its effect, all functions concerned have agreed that cargo acceptance will be closed at 1:30h prior to STD and seat reservation at closure of checkin counter. A careful review of satellite image, current and forecast weather may lead to proper selection or deletion of an ALTN or, if planned with ALTN, an anticipation of re-planning without ALTN, which is the main strategy used in ordering Minimum Fuel as planned by dispatch or as further reduced by P-i-C. Contact dispatch for retrieval of new TAFS for any changes in dispatch's planned TAFS decided by P-i-C, if deemed necessary. Confirmation of aircraft loading status Ask dispatch or OP to confirm with functions concerned regarding:
Mid to aft CG loading, where possible; Use of seat trim in case of CG problem in A300-600 to the extent possible rather than
using ballast weight. In such a case, seat assignment to passengers in question shall be done right at the check-in counter. No reseat while boarding; for THAI and results in unnecessary excess weight;
Exact fuel uplift as ordered. Excess fuel supply is supplier's policy, while it is both costly Potable water uplift; Toilet service.
14.1.5
14.1.5.1
Pilot's Techniques
Pre-departure
Check FMS vs. TAFS and final ZFW (P-i-C is to be informed 0:30h before STD via ACARS or verbally). Contact dispatch for recalculation of trip fuel in case of significant changes of ZFW. If such changes are minimal, pilots may use type specific fuel consumption set up by Fleet Fuel Management Committee to calculate changes in trip fuel. If not available, use typical fuel consumption of 4% per one flight hour per one ton of difference in ZFW. If ZFW decreases, reduce fuel uplift, if still possible. Generally minimal increase in ZFW up to 1% would not require more fuel uplift. Whenever ZFW increases, correct 'FPR Fuel Burn' in FLIGHT INFO/STATISTIC as per aforesaid recalculation. Acquire information about beginning time of AAT/foreign GPU power supply for determination of APU starting time to minimize costly APU usage and pollutant emission.
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Well before STD, monitor Clearance Delivery and Ramp/Ground frequencies for traffic going in the same direction and especially to the same destination for planning of optimum FL and pushback/start-up. During "Gatehold" or "Departure Flow" operations, if a gate is available, remain at the gate under ground power. Pilot's intelligence and use of standard phraseology help expedite traffic flow at all phases of flight by not unnecessarily occupy the radio frequency and thus save time and fuel. When starting the engines during pushback, coordinate with the ground crew so that little or no delay occurs before commencing taxi. Knowledge of elapse times for engine start up and pushback will efficiently help determine when to start up the engines. Usually the pushback will take 35 minutes, but it may take 57 minutes depending on the ramp layout and ATC requirement. Engine start-up takes 45 seconds to 2 minutes depending on aircraft type. APU shall be shut down immediately, unless otherwise required, after the last starter valve cuts off to conserve fuel. In case of hung or failed start of the last engine, use cross bleed start.
14.1.5.2
Taxi Out
One engine out taxi actually conserves fuel, but it is not allowed by THAI for the time being. Further more this technique is not recommended for twin-engine aircraft. Taxi clearance can be requested without wasting the time to wait for Clear Signal from ground mechanic, but taxi shall not be commenced prior to receive such 'Clear Signal'. Brake-check at the initial taxi-out is no longer required, as professional parking brake release technique requires prior pedal brake operation, unless otherwise required by specific procedures. Idle thrust/power is usually sufficient to roll out. Higher thrust/power setting is at pilot's judgement under certain circumstances, such as taking priority over competing or conflicting ground traffic. Slat/flap selection may be delayed to boost taxi speed build-up until reaching desired taxi speed. Key point for taxi is to keep the aircraft move. Thai ATC has been notified of this importance and overall Fuel Management techniques for ATC. Rough taxiway surface hamper taxi speed build-up. Avoid such surface, where possible. Since each engine burns between 400 to 800 kg of fuel per hour (714 kg/minute or 175 350 B/ minute/engine) during taxi, taxi time should be minimal. Braking means both brake ware and more fuel through more time spent or re-acceleration. All aircraft, except 743, in THAI fleets are equipped with carbon brakes, of which minimum wear is attained at some 300 deg C of the brake surface temperature. Use brake cautiously for first flight of the aircraft or after a long ground stop. No brake, while turning (tire-cut). Decelerate so as to reach desired turning speed at turning point. With proper technique, tight turn can be made with maximum 15 knots taxi speed on wide and dry taxiway, otherwise 6 knots (wet) and 8 knots (dry). Considering that 45 minutes of taxi fuel equals one minute of fuel consumption in flight, request the closest suitable runway or intersection for takeoff, where safely applicable. Note: Urge ATC for frequency change or line-up in turn, if these are not initiated by ATC in due time.
14.1.5.3
Takeoff
Reduced thrust takeoffs finally consumes more fuel than the ones with full thrust, but they result in lower maintenance costs, improved engine reliability, and long term fuel savings through longer lasting engine efficiency. Fuel savings through reduced thrust takeoffs are not realized by decreased fuel consumption, but from reduced wear and tear on the engines which preserve optimum compression ratios that translates to better fuel efficiency over the life of the engine. Rolling takeoffs, where applicable in view of safety, save some kilograms of fuel. Takeoff roll is recommended to be 3 feet off the center line for prevention of possible runway incursion and to avoid hampered acceleration due to roughness of flushed center line lights. Consider packs off takeoff, if practicable.
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Takeoffs made with least possible flaps provide better acceleration, higher climb rate, and earlier flap retraction, allowing for less fuel consumption, but beware of tail strike during rotation. In case of Noise Abatement, apply NADP2, if selectable, to save at least 40 kg of fuel. Gear should be retracted as soon as possible after positive airborne, except for wind shear condition. Close adherence to the flap retraction schedule also saves fuel.
14.1.5.4
Climb
Acceleration to en route climb speed (according to CI) right after aircraft clean-up burns 40 300 kg less than climbing with 250 knots to 10,000 ft before en route acceleration. When takeoff direction is away from the departure route, if Departure Control needs distance, complete the noise abatement departure procedure, if any, and accelerate to 250 knots, or clean speed, whichever is greater. If Departure Control needs altitude, climb at clean speed. Slower speeds in turns decrease the turn radius and distance flown. At 90 prior to the desired heading/ track accelerate to higher or if practicable en route climb speed. Request direct routing, if it seems possible. Use Heading/Track Select to promptly initiate such maneuver followed by FMS activation and reengagement of LNAV/VNAV in case of large course change to the new position directly cleared to. Keep in mind that fuel flow during initial climb is about 8,000 kg/hour or 2.2 kg/sec or 60 B/sec per 1 engine. Each clumsy activation of FMS direct to mode may cost some thousand bahts in 747. Turn with prior altitude restriction may be initiated 200 ft before reaching such restricted altitude to compensate for aircraft inertia. During short intermediate level-offs at low altitude, do not increase airspeed; maintain clean speed or 250 knots, whichever is greater. Use nacelle and wing anti-ice only when needed.
14.1.5.5
Cruise
Direct routings requested after considering the effects of winds and the location of weather hazards can provide the double benefit of reduced flight time and reduced fuel burn. However, always check before executing ultra long direct routing. TAFS considers ATC restrictions, gross weight, temperature, winds, and segment distance before choosing an altitude. A change above or below planned cruise altitude may be warranted after careful analysis. It is also important to consider the adverse affects of the following after reaching cruise: Increasing temperature; Horizontal wind shear (decreasing headwind or increasing tailwind); Turbulence; Flying from low pressure to high pressure (climbing with constant altimeter).
Aerodynamic Buffet Margin

When selecting a cruising altitude, consider high and low speed buffet margins. For a given aircraft gross weight, margins from high speed to low speed buffet decrease as altitude increases. Optimum altitude increases with decreasing aircraft weight. Optimum cruise altitudes specified in the FCOM/AOM provide adequate buffet margins. Climbing to cruise at FCOM/AOM optimum altitudes result in relatively constant buffet margins. Before operating at altitudes above optimum, be aware of the reduced buffet margins and consider the effects of turbulence.
Optimizing Cruise Altitude

If the actual aircraft weight differs significantly from the flight-planned weight, the best option is to recompute the flight plan to achieve a better optimized vertical flight profile. Use FMS suggested optimum altitudes with care. Unless the wind field (including winds above and below planned altitudes) and temperatures at the planned waypoints are accurately inserted into the FMS by either an automatic download or manually, the recommended FMS optimum altitude will be incorrect. Without considering the effect of winds, the FMC optimum altitude represents the best fuel mileage for a given trip length, cost index, and gross weight. By inserting winds into the FMC,
14.1 Page 8 Rev 1 (23 MAY 11)
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and manually entering a STEP TO point on the LEGS page, the FMC will be able to compute a more accurate arrival time and fuel quantity. On short flights, the most efficient vertical profile would be to continue climbing until intercepting the descent profile. However, this is not always practical. Most optimum altitude data for short flights will assume a minimum cruise time of 5 minutes. Total air distance should be considered when selecting the optimum altitude on short flights, including the departure and arrival runways and procedures.
Cruise Speed Management

In normal cruise conditions, FMS equipped aircraft should produce an optimized Mach number based on the selected Cost Index, the aircraft weight, altitude, temperature and wind conditions. The Cost Index should not be changed to control the Mach number. As the winds, weights and FL change, regardless of how well they match the flight plan, allow the FMS to compute the best Mach number. The above assumes that the Cost Index selected is properly optimized for a specific airline's cost structure. Manually overriding the FMS speed will normally result in a loss of efficiency either in time, fuel or both. Aircraft types that do not have FMS speed optimization should either use a fixed Mach speed or Long Range Cruise (LRC) speed. LRC speed is equivalent to 99% of the Maximum Range Cruise (MRC) fuel burn but it does not account for the wind effect.
Economy Speed Operation (ECON)

For a given cost index, FMCS ECON cruise continuously optimizes cruise speed by adjusting for gross weight, altitude, and actual winds. For example: At a specific altitude, as the aircraft burns fuel and becomes lighter, ECON reduces cruise speed to maintain optimum. At a specific weight, if the aircraft climbs to a higher altitude, ECON increases the cruise speed. If the aircraft descends, ECON reduces the cruise speed. At a specific weight and altitude, if the aircraft encounters a strong headwind, ECON slightly increases cruise speed. If the aircraft encounters a strong tailwind, ECON slightly reduces cruise speed.
Cost Index Management

Cost index is the ratio of the cost of time over the cost of fuel. When entered into the FMS, it optimizes the flight profile to balance the cost of time (crew, aircraft time based maintenance, etc.) against the cost of fuel. For instance, if time is not a factor (Cost Index ="0"), the use of cost index 0 would optimize the flight for minimum fuel burn taking into consideration the aircraft weight, altitude, temperature and wind conditions. If time is critical and the flight must be conducted at minimum time, then Cost Index 999 (or the maximum for a particular aircraft type) would yield the minimum time flight but at the expense of significant increase in fuel consumption. Cost Index "0" should seldom be used because cost of time is usually a factor. A tactical exception would be an in-flight delay, such as a hold. In that case, use of Cost Index zero (or even slower) will be appropriate. Cost Index optimization will result in substantial fuel and time savings, If a flight is restricted to a lower than planned altitude for a significant time period, allow the Cost Index to determine the best Mach for that altitude. This process may result in additional time costs; however, there will be significant fuel savings. In some extreme cases, it might even allow for the completion of the flight rather than diverting for fuel.
Fuel Balance And Aircraft Trimming

Fuel imbalance causes drag and consequently more fuel consumption. So, always keep fuel in balance and the aircraft in trim. Negligence means unnecessary Company's expense and gradually affects job security.
Effect of Wind on Optimum Altitude

Some FMCs do not take wind insertion into consideration when computing optimum cruise altitude. When winds differ at higher or lower altitude from the winds at the current cruise altitude, use FCOM/AOM Recommended Step Climb Weight tables.
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Step Climb
General guideline for non-RVSM is to plan to begin a step climb at a point 2,000 ft below and to cruise at 2,000 ft above computed optimum altitude. For RVSM, 1,000 ft applies instead.
Selecting a Step Climb Point

Check FMS vs TAFS for optimal step climb point or consult step climb weight tables to calculate optimum altitudes in type specific FCOM/AOM. This altitude results in the optimum nautical ground miles considering wind above and below the current flight level for the segment being evaluated. The step climb weight tables do not consider buffet margins.
Effect of Temperature
For each 1 deg C of change, the true airspeed changes approximately 1 knot. As with wind change with altitude, the temperature change can have a significant effect on fuel burn.
Climbing in Block Altitude

A gradual climb in block altitude as the aircraft burns fuel can conserve fuel. Carefully evaluate the wind and temperature at the existing altitude and at the higher altitude. Vertical speed of 100300 fpm may be used.
Flying Above or Below Optimum Altitude

The cost of flying above or below optimum altitude can be calculated using the FMC. Below is recommendation for 744: Flying 2,000 feet below optimum altitude increases fuel burn by 0 to 1%; Flying 4,000 feet below optimum altitude increases fuel burn by 2 to 3%; Flying 2,000 feet above optimum altitude increases fuel burn by 2 to 3%; Flying 4,000 feet above optimum altitude increases fuel burn by 6 to 9%. These fuel burn percentages are based on zero wind.
Effect of Speed Changes

Compared to optimum altitude with a cost index of 100, reducing the cost index provides the following approximate fuel savings: Cost index of 50 saves approximately 0.1% to 0.5%; Cost index of 0 saves approximately 0.5% to 1.0%.
Flying Faster Than Optimum

0.01 Mach faster uses approximately 0.1% additional fuel; 0.02 Mach faster uses approximately 0.4% additional fuel.
14.1.5.6
Weather Avoidance
Excessive weather avoidance is costly and is the main cause of unnecessarily loosing fuel in flight. Professional weather avoidance requires thorough knowledge, understanding and experience in weather phenomenon, characteristics and effects of each stage of thunderstorm together with efficient radar usage and radar echo interpretation. MAP mode has two-edged effect and mostly leads to excessive or unnecessary deviation because of its curved (bent-down) cosecant beam. So, use MAP mode with caution. Weather deviation on the windward side is normally preferable, but sometimes the leeward deviation, as illustrated below, may be more advantageous due to less or no deviation required, if considered safe enough taking the progress of in-flight service for passengers into account.
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Radar echo of a CB 20 nm ahead. Position 116 nm on course 052 to SAMAS, FL 374. (TG630/4-9-05/BKKHKG)
Actual CB as detected on radar in the previous Figure
Passing near the CB illustrated in the previous Figure on leeward side, 94.7 NM on course 052 to SAMAS, seatbelt sign on
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Outside visibility ahead at time of CB passage described in the previous Figure
Turn off the weather radar, when no longer required, as it consumes some kilograms of fuel through increased electrical loads.
14.1.5.7
Descent
The ideal point for start of descent should be based on idle thrust and the lowest speed compatible with ATC. The use of VNAV optimizes descent fuel burn and time. The accuracy of VNAV PATH performance depends on the accuracy of cleared or anticipated crossing restrictions being entered into the FMC and the accuracy of the descent winds forecast entries on the VNAV descent forecast page. If unable to reach a crossing altitude and distance simultaneously, it is more economical to slightly overshoot and correct with speed brakes than to undershoot and add thrust. Fuel consumption increases significantly with airspeed and also in case of a premature descent. Descent performance depends on a/c, weight and cost index. The lower the cost index, the lower the speed, the less steep the descent path, the longer the descent distance, the greater the descent time, the earlier the top of descent (TOD) point and the lower the fuel consumption. The FMS computes the TOD as a function of cost index.
14.1.5.8
Holding
When holding, the flight crew can improve fuel efficiency by: Slowing the aircraft as soon as possible when a hold is expected; Using the longest legs possible and keeping the aircraft in a clean configuration; Flying the speeds specified on the HOLD page of the FMC. If the FMC is inoperative, fly the holding speeds indicated in the FCOM/AOM Cruise chapter. (Obtain ATC clearance for speeds greater than maximum ICAO allowable holding speeds.)
14.1.5.9
Approach
Maintain a clean configuration as long as possible. Use only the flap position necessary to meet speed requirements. Delay gear extension as long as possible (but no later than the FAF or equivalent). Observe stabilized approach requirements. Use minimum landing flaps, where applicable based on final approach noise considerations, landing weight, possible tailwind component on final approach, braking action, runway stopping distance available, brake wear, engine reverser noise considerations, fuel consumption, brake cooling during short turn around time.
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14.1.5.10
Landing & Reverse

With the ever increasing price of fuel and environmental considerations, the use of idle engine reverse should be used whenever possible. The main advantages of using idle reverse on landing include: Reduction in fuel consumption; Reduction in environment emissions; Reduction in noise emissions; Better passenger comfort; Elimination of a high power cycle on the engines; Reduction of foreign object damage (FOD); Reduction in potential engine stall and re-ingestion; Increased engine reliability; Lower cooling time requirement before shutting engines down for engine-out taxi; and Slower engine performance deterioration. When using idle reverse on landing, the following factors should be considered: Runway length and aircraft landing weight; Tailwind on final approach; Runway surface condition; Touch down point; and Turnaround time. On long runways, idle reverse thrust can decelerate the aircraft sufficiently without using the brakes. However, in the case of an aircraft equipped with auto-brake capability, the braking selection will determine the rate of deceleration, and the stopping distance is generally identical to landing with full reverse thrust. All TG a/c types, except 743, use carbon brakes. Carbon brakes can withstand higher temperatures without loss of efficiency or fading. No-reverse consumes less fuel than idle reverse taking braking action, runway stopping distance available, brake wear, engine reverser noise considerations and aircraft weight into consideration. Make a special briefing for intention to land without reverser operation. Use slightly higher level of auto brake than normal to drastically heat up the carbon brake surface to working temperature, approximately 320 deg C. Disengage auto brake earlier than usual to prevent too high brake temperature and consequential blow-up of fuse plugs.
14.1.5.11
Taxi In
After landing, shut down one engine when engine cool down requirements are met and conditions permit. For twin-engine aircraft with one engine shut down, taxi speed should not be less than 5 knots on even taxiway surface; higher speed required, in case of uphill slope. If there is to be an extended delay waiting for the gate, consider starting the APU and shutting down the remaining engines. Care should be taken, when restarting the engine(s) sufficiently for taxiing to the gate, as no fire post is available.
14.1.5.12
APU Operation
Consider APU start and usage only when no GPU is available. For aircraft with ground stop more than 1:30h at BKK and parked at remote bay, GPU will be provided. Confirm with OP for such provision and do not start the APU, except when otherwise deviated. If APU is in use during a transit stop, reduce pneumatic and electrical load after passenger disembarkation during transit stop. Perform reduced pack operation until shortly before boarding the passengers. Also check, if aerobridge is attached, that all aerobridge side doors are properly closed. Reduce electrical load and close all packs before leaving the aircraft.
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14.1.5.13
Transit Stop
Assure for toilet service and no oversupply of potable water. Toilet visit should be accomplished before toilet service.
14.1.6
Potable Water Uplift

(TBD)
oOo
Reverse side blank
MISCELLANEOUS Aircraft Performance
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14.2
14.2.1
14.2.1.1
Aircraft Performance
General
Requirements
The following are performance requirements for jet aircraft. They meet at least the requirements set up by the DCA on the basis of the ICAO recommendations, the FAR and JAR. Some of the definitions given below are condensed, whereas the whole contents can be found completed in ICAO Annex 6 and 8 and FAR Part 25. Most of the speeds mentioned below, as well as all takeoff, climb and landing performance data must, in accordance with the DCA requirements, be based on the actual test flights made under the DCA control of the aircrafts country of origin.
14.2.1.2
Performance Data
The performance data valid for each aircraft type, e.g. speeds, weight limitations etc. are published in the respective FCOM/AOM approved by DCA.
14.2.1.3
Conditions To Be Considered
When showing compliance with the requirements, due account shall be taken of aircraft configuration, environment conditions and the operation of aircraft systems having adverse effect on performance. For details, see each individual requirement.
14.2.2
14.2.2.1
Take-off
General
The Max takeoff weight for different airports and runways used are usually obtained from the Gross Weight Chart (GWC). However, for airports and takeoff conditions not given in the GWC, the Max takeoff weight must be calculated from the charts in the respective FCOM/AOM. The max takeoff weight is limited by the following requirements and limitations: With regard to the airport and ambient conditions:
Runway length; Obstacles in the climb out direction; Takeoff climb capability; Max brake energy; Max tire speed; Runway bearing strength.
With regard to the aircraft only:
Max certified takeoff weight (often limited by aircraft structure).

With regard to the route:
Terrain en route (service ceiling); Landing weight at destination.

The GWC and the respective FCOM/AOM takeoff charts are based on the certified performance documentation for the aircraft type, which gives the highest permissible takeoff weight observing the above requirements.
14.2.2.2
Runway Length Requirements (Balanced Takeoff)

The required takeoff runway length is equal to the longest of the following three distances (see Figures 1, 2, 3 below).
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All-Engine Go Distance
115% of the distance required for accelerating, rotating at VR, lift off and reach a height of 35 ft above the runway with all engines operating. V2 to be reached no later than at 35 ft. Figure 1
Engine-out Go Distance
The distance required to accelerate with all engines operating, have one engine fail at VEF, at least 1 sec before V1, continue the takeoff, rotate at VR, lift off and reach a height of 35 ft above the runway at V2 speed. Figure 2
The distance required to accelerate with all engines operating, have one engine fail at VEF at least 1 sec before V1, recognize the failure, initiate the RTO at V1, and bring the aircraft to a stop using maximum wheel braking with spoilers extended. The longer of Figure 1 and Figure 2 above is referred to as the Takeoff Distance (TOD). TOD is normally limited by the engine-out case. In the takeoff diagrams, the limiting runway requirement is always considered. Figure 3
The required runway length for a given gross weight, is the longer of TOD and ASD. Both TOD and ASD are affected by the selection of V1. With a low V1, ASD is short, but TOD is long and, thus, a long runway is required. On the other hand, with a high V1, TOD is short, but ASD is long and a long runway is required in this case. The minimum required runway is obtained when TOD=ASD (see Figure 4). Such a condition is called balanced takeoff.
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Figure 4
14.2.2.3
Runway Length Requirements With Clearway and Stopway (Unbalanced Takeoff)

Definitions
Clearway (CWY) An area beyond the runway end, which is under ATC control and is free from obstacles above a plane sloping 1.25% uphill with a width of 75 m on each side of the extended RWY centerline. A clearway does not have to be roll able and can consist of, e.g. a water area. An area beyond the runway end, which the aircraft can use this as additional retardation distance in case of rejected takeoff. The surface must be such, that no damage occurs to the aircraft and it must be of the same width as the runway end. A distance used in connection with clearways. The definition of TOR is similar to the definition of TOD, except that TOR extends to the point where the aircraft is midway between liftoff and the point where 35 ft is reached. Figure 5
Stop way (SWY)
Takeoff Run (TOR)
Takeoff Run Available (TORA)
The length of the normal runway (excluding CWY and SWY).
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Takeoff Distance (TOD) Takeoff Distance Available (TODA) Accelerate-Stop Distance (ASD) Accelerate-Stop Distance Available (ASDA)
See OM-A Categories.
8.1.2.4.6Flight
Preparation;
Aerodrome
The length of the normal runway plus clearway. The included CWY distance must not exceed half TORA. See OM-A Categories. 8.1.2.4.6Flight Preparation; Aerodrome
The length of the normal runway plus stopway. Figure 6
In connection with clearways and stopways it is required that TOD TODA and ASD ASDA. Furthermore, it is required that TOR TORA, i.e. at least half the airborne distance to 35 ft must be over normal runway. The latter requirement will impose a limit on the maximum usable CWY. Normally, Max usable clearway is in the order of 200 m.
Unbalanced Takeoff
When there is a clearway and/or stopway, the available distance for accelerate-stop (ASDA) and accelerate-go (TODA) can be of different length. To maximize the permissible takeoff weight on such a runway, it is necessary to select a V1 giving different ASD and TOD. Compare with Fig 4, low V1 is used when clearway is longer than stopway. A high V1 is used when stopway is longer than clearway. Such takeoffs are called unbalanced.
Utilizing Clearway and Stopway in Gross Weight Chart

Some aircraft types are not certified for unbalanced takeoff. For such aircraft, clearway and stopway can be utilized only when they are available simultaneously. The shorter of clearway and stopway is then regarded as a runway extension. For aircraft which are certified for unbalanced takeoff, the utilization of this capability varies. The standard GWC format and Speed Booklets are based on balanced takeoff and V1 corrections for unbalanced takeoff are provided only as exceptions. For some runways, an area in front of the official beginning of the runway is declared unable for daily operation. If such an area is used in the takeoff weight calculation, it is labeled UNDERRUN and treated as a runway extension.
14.2.2.4
Factors Affecting Required Runway Length

Takeoff Weight
The required takeoff runway length increases with the increasing takeoff weight due to the higher speeds required and the slower acceleration and deceleration associated with the higher weight.
Alignment Distance
When lining up for takeoff, some distance of the available runway is lost behind the aircraft. Furthermore, the required runway lengths do not consider the length of the aircraft which in a theoretical accelerate-stop scenario would result in the nose wheel overrunning the beginning of the runway even if main wheels were positioned on the edge of the runway before takeoff. To compensate for these factors, a correction for alignment distance is mandatory. The magnitude of the correction varies depending on aircraft geometry and the type of runway entry (straight in, 90 entry, or backtrack with U-turn).
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When utilizing GWC, this correction is included in the published numbers. When calculating Max takeoff weight from the respective FCOM/AOM, the available runway length must be reduced with a number published in the respective FCOM/AOM.
Pressure Altitude
The lower air density at higher pressure altitudes requires higher TAS to reach a given IAS and thus a longer acceleration distance to V1 and V2. With the higher TAS at V1, the stopping distance from V1 increases. Engine thrust is also often reduced with increasing pressure altitude. Together, these effects result in longer required runway for a given takeoff weight. Correction for this effect is mandatory and can be made either: By directly using pressure altitude in the takeoff data calculations; or By using airport elevation plus a correction for QNH.
Airport Elevation
See Pressure Altitude.
Runway Slope
Correction for slope is mandatory. Uphill slope results in increased and downhill slope in decreased required runway length. The runway slope is calculated as the difference between the highest and the lowest point of the runway, expressed in percentage of the runway length. Thus, runways with approximately equal elevation at both ends and with the highest or the lowest point there between are calculated as uphill slope in both directions. For runways with variable slope, the average slope is calculated in a conservative way, sometimes resulting in different uphill and downhill slope figures for the two runway directions. It must be recognized, that actual aircraft performance on a runway with variable slope may differ from the performance on a runway with even slope.
Wind
Correction for wind is mandatory. A headwind component will decrease and a tailwind component will increase the required takeoff runway length. In accordance with the requirements, 50% reported headwind and 150% reported tailwind component used in the calculation of the wind correction are given in the respective FCOM/AOM diagrams and GWC.
Temperature (OAT)
Correction for OAT is mandatory. Increased OAT results in the increased required runway length due to higher TAS for the takeoff speeds given in IAS and, above the flat rating temperature of the engines, also reduces thrust.
QNH Deviation from 1013.2 hPa

For takeoff weight calculation, see Pressure Altitude.
Wet and Contaminated Runway

Correction for wet and contaminated runways is mandatory. Standing water, slush and snow increases the acceleration distance. Reduced braking action increases the stopping distance.
Reverse Thrust
On dry runways, the effect of reverse thrust is not included in the certified runway length requirements. Reverse thrust will, therefore, create a performance margin in a rejected takeoff. However, the effect of reverse thrust on dry runway is small, typically 40-50 m for a two-engine aircraft at high TOW. No correction is required if reverse thrust is inoperative on a dry runway. On wet and contaminated runways, the effect of reverse is included in the required runway corrections. Thus, further correction is required if reverse should be inoperative. At low braking actions, reverse thrust constitutes a greater part of the available stopping force and the difference in stopping distance between no reverse and maximum reverse can be considerable. Reverse thrust has greatest effect at high speeds and high N1. Thus, the
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greatest stopping effect is achieved when maximum reverse thrust is applied as soon as possible after initiating a rejected takeoff.
Takeoff Flap Setting

Flap setting must be considered when calculating required runway length. A larger takeoff flap setting results in a shorter runway length due to the lower stall speed and thus lower liftoff speed. A disadvantage of using a larger flap setting is the reduction of climb gradient (see Figure 7). Figure 7
Improved Climb
Certain aircraft types are certified for operation at variable V2 speeds higher than the minimum V2. Such operation improves the climb performance but the acceleration to the higher V2 calls for a longer required runway. Thus, improved climb is useful when excess runway is available and the takeoff is limited by climb requirement or distant obstacles. When data for improved climb is published in GWC the effect on required runway is considered in the published numbers.
Takeoff Thrust
Static or rolling takeoff thrust setting has little effect on the takeoff performance and does not affect the required runway. Certified takeoff weights are normally valid for both thrust setting methods. Reduced (derated) takeoff thrust will increase the required runway length.
Engine Bleed Air

The use of engine bleed air for e.g. air conditioning, pressurization and ice protection reduces takeoff thrust unless the thrust setting can be increased to compensate for that loss. Correction for such bleed air usage is mandatory as stated in the respective FCOM/AOM and GWC.
Frost and Ice on Underside of Wing Tanks

Due to a decreased lift and increased drag and weight, the required RWY length will increase. Takeoff with ice on the wing is prohibited. For specific aircraft type, takeoff with limited amount of frost or rime is permitted after takeoff weight corrections given in the respective FCOM/AOM and GWC.
Unserviceable Systems Permitting Takeoff

Inoperative equipment or deactivated systems can sometimes affect the aircrafts acceleration or deceleration capability and increase required runway length. If anti-skid or one wheel brake is inoperative, the stopping distance and consequently the required takeoff RWY length will increase. Spoilers are of crucial importance for stopping performance, primarily due to their effect of reducing lift, thus increasing weight on wheels and thereby the braking force. Dispatch with spoilers inoperative therefore requires increased runway length. Corrections to compensate for unserviceable systems are mandatory as specified in the respective FCOM/AOM and GWC.
14.2.2.5
Obstacle Clearance Requirements

Vertical Clearance
The net engine-out takeoff flight path, after engine failure at VEF, must clear all obstacles within the horizontal sector shown in Table below.
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Minimum vertical obstacle clearance for the net takeoff flight path On wet or contaminated runways Normally Where more than 15 of bank is required. 15 ft 35 ft 50 ft
The actual engine-out flight path will clear obstacles by an additional margin increasing with distance traveled (for 2-engine aircraft: 0.8%, 3-engine aircraft 0.9%, 4-engine aircraft 1.0% of distance traveledsee Figure 8). Thus, for actual obstacle clearance, the table values above are valid only for close-in obstacles. The above obstacle clearance requirements apply to a point from which it is possible to start an approach to the takeoff airport or until the prescribed clearance for en route flight can be complied with. Where these requirements lead to penalizing weight limitations when applied along the normal allengine climbout track, special Engine Failure procedures may be established, following an alternate track, provided these obstacle clearance requirements are met along that alternate track. In addition to considering flight path after engine failure at VEF, as described above, engine failure at any point along the all engine flight path must also be considered. In mountainous terrain, this may call for multiple Engine Failure procedures valid for different sections of the allengine climbout procedure.
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Figure 8 Horizontal and Vertical Obstacle Clearances for Takeoff Weight Calculation
Obstacle Assessment
When utilizing reduced V1 (15 ft screen height), obstacle clearance for close in obstacles can be as low as 15 ft. Thus. utmost care should be taken when collecting obstacle information. Normally, Aerodrome Obstruction Charts from AIP shall be used and supported by topographical maps.
Curved Flight Path

It is permitted to calculate with a curved sector following a turning climbout. However, no track change shall be made until the aircraft has reached the height (above runway) specified below.
Minimum height for turn after engine failure 2-/3-engine aircraft Normally Where all-engine turn at 300 ft is permitted by Authority. 150 ft 100 ft 4-engine aircraft 250 ft 200 ft
When constructing Engine Failure procedures and calculating associated GWC weight limitations, the following apply for curved flight paths: No more than 15 of bank shall be required below 400 ft and not more than 25 of bank above 400 ft;
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The distance D in Figure 8 shall equal the distance traveled from end of TODA or, if turn is initiated before end of TODA, from the end of TOD; Allowance must be made for the degrading of climb gradient due to bank. The allowance shall be based on data published by the aircraft manufacturer. Where such data is available for 15 bank only:
A proportionate amount should be applied for bank angles less than 15; Three times the gradient loss for 15 may be applied for bank angles greater than 15
(flown at V2+10); Allowance must be made for the effects of increased operating speeds associated with bank. These effects include degrading of climb gradient during acceleration to the higher speed and increased turning radius due to the higher speed; The radius of turn is calculated as:
where R is turning radius in meters, V is climb speed in knots TAS, and is the bank angle.
14.2.2.6
Factors Affecting Obstacle Clearance

Takeoff Weight
Increased takeoff weight reduces obstacle clearance by increasing TOD (Takeoff Distance) and reducing the climb gradient.
Pressure Altitude
The reduced performance at higher pressure altitudes increases TOD and reduces the climb gradient. Correction for this effect is mandatory and can be made either by: Directly using pressure altitude in the takeoff data calculations; or Using airport elevation plus a correction for QNH.
Airport elevation

Temperature (OAT)
Correction for OAT is mandatory. Increased OAT increases TOD and reduces the climb gradient.
Wind
Correction for wind is mandatory. A headwind component will increase obstacle clearance by reducing TOD and improving climb gradient relative to the ground. A tailwind component will reduce obstacle clearance for the same takeoff weight. In accordance with the requirements, 50% reported headwind and 150% reported tailwind component is used in the calculation of the wind corrections given in the respective FCOM/AOM diagrams and in the GWC.
Wet and Contaminated Runway (Reduced V1)

When operating with reduced V1 as permitted on wet and contaminated runways, screen height at end of TOD may be reduced down to 15 ft and obstacle clearance will be reduced by up to 20 ft.

Flap setting must be considered when calculating obstacle clearance.
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A larger takeoff flap improves clearance of close-in obstacles by a shorter TOD allowing longer climb distance to the obstacle. However, as a larger takeoff flap reduces climb gradient clearance of distant obstacles is degraded by a large flap. A smaller flap setting improves clearance of distant obstacles by the better climb gradient. However, due to the longer TOD, clearance of close-in obstacles is degraded by a small flap (see Figure 7).
Improved Climb
Certain aircraft types are certified for operation at variable V2 speeds higher than the minimum V2. Such operation improves the climb performance but the acceleration to the higher V2 results in a longer TOD. Thus, improved climb reduces close-in obstacle clearance but improves clearance of distant obstacles. When data for improved climb is published in GWC the effect on obstacle clearance is considered in the published numbers.
Takeoff Thrust
Reduced (derated) takeoff thrust will reduce obstacle clearance by increasing TOD and reducing climb gradient.
Engine Bleed Air

The use of engine bleed air for e.g. air-conditioning, pressurization and ice protection reduces takeoff thrust unless the thrust setting can be increased to compensate for that loss. Correction for such bleed air usage is mandatory as stated in respective FCOM/AOM and GWC.

Inoperative equipment or deactivated systems can sometimes affect the aircraft acceleration and TOD. An unretractable landing gear will reduce climb gradient considerably. Corrections to compensate for unserviceable systems are mandatory as specified in the respective FCOM/ AOM and GWC.
Bank Angle
Increase bank angle reduces climb gradient. Where a turn is required by the engine failure procedure, the effect of bank has been considered and published in the GWC.
Increased Operating Speed

Operation at speeds higher than V2 improves climb gradient and, thus, improves clearance of distant obstacles. However, during acceleration to the higher speed, climb gradient is reduced and clearance of close-in obstacles may be reduced. The data published in the GWC are based on the speeds required by the associated engine failure procedure.
14.2.2.7
Takeoff Climb Requirements

In accordance with the requirements, the aircraft must be able to maintain a special minimum gradient of climb in still air until the end of final segment (see Figure 9). Normally, the second segment climb is the limiting one. The climb requirements can be regarded as maneuvering requirements. Thus, even if an unlimited runway without obstacles is available, the takeoff weight may be limited by the above climb requirements. These weight limitations are given in the respective FCOM/AOM and in GWC.
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Figure 9 Detailed Flight Path as Used in Takeoff Calculation
14.2.2.8
Factors Affecting Climb Requirement Limited Takeoff Weight

In accordance with the requirements, the aircraft must be able to maintain a specified minimum gradient of climb in still air in the first and second takeoff climb segments (see Figure 9). Normally, the second segment climb is the limiting one. The required gradients are as follows:
1st Segment 2-engine aircraft 3-engine aircraft 4-engine aircraft Positive 0.3% 0.5% 2nd Segment 2.4% 2.7% 3.0%
Pressure Altitude
Climb gradient is reduced with increasing pressure altitude due to reduction in engine thrust. Correction is mandatory and can be made either by: Directly using pressure altitude in the takeoff data calculations; or Using airport elevation plus a correction for QNH.
Airport elevation

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OAT
Correction is mandatory. Climb gradient is a function of engine thrust. Most engines provide constant thrust up to a certain temperature (flat rating temperature) above which thrust is reduced with increasing OAT. Thus, above the flat rating OAT, climb gradient is a function of OAT.

Flap setting must be considered when calculating climb requirement limited TOW. A smaller flap setting improves the climb gradient. Thus, the climb requirement can be met by a higher TOW. A disadvantage in using smaller flap setting is the increase in the required runway length.
Takeoff Thrust
The lower the thrust, the lower the climb gradient which, as a consequence, decreases the climb requirement limited takeoff weight.
Engine Bleed Air

The use of engine bleed air for e.g. air conditioning, pressurization and ice protection reduces thrust and climb performance unless it is compensated with thrust adjustment. Correction for such bleed usage is mandatory as stated in respective FCOM/AOM and GWC.

Correction for inoperative systems affecting climb performance is mandatory when applicable. An unretractable landing gear will decrease the climb performance and the Max takeoff weight considerably. Dispatch with an unretractable landing gear is for some types of aircraft certificated with payload, for other types only permitted for ferry with minimum crew as stated in the respective FCOM/AOM.
Bank Angle
Increased bank angle reduces the actual climb gradient but is not considered for the takeoff climb requirement. Thus, no correction is required.
14.2.3
14.2.3.1
En Route Limitations
General
In order to ensure a safe flight over mountainous terrain, the flight must be planned in such a way that, in case of engine failure, the aircraft can clear the most critical terrain en route with acceptable safety margins. This can be obtained by showing either that: One/two-engine-out service ceiling along the entire track clears all terrain by the prescribed margin (8.1.2.4); or The aircraft can drift down from the all-engine cruising altitude clearing all terrain by the prescribed margin (8.1.2.4). Limitations with regard to terrain en route are given, when applicable, in Flight Plan Routing (FPR). For the routes not covered by FPR, the limitations can be calculated from the respective FCOM/ AOM, Service Ceiling Instructions.
Escape Routes
Where the aircraft cannot satisfy the above requirements along the intended track it is permissible to plan drift-down along one or more escape routes, to be used in case of engine failure. The requirements must then be met along these escape routes.
Width of Corridor
The en route limitations shall be satisfied within 10 NM on each side of the intended track.
Practical Application of En Route Terrain Requirements

Limitations with regard to terrain en route are given, when applicable, in En Route Chart and Route Manual.
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When constructing new flight plan or in-flight replanning, it is mandatory to check that the service ceiling and/or drift down requirements are satisfied. Quick check in 8.1.2.4 provides a simple method.
14.2.3.2
Service Ceiling
Definition
The service ceiling is the highest altitude at which the aircraft in still air can perform a DCA required climb gradient with operating engine/engines at MCT, flaps and landing gear retracted and at the climb speeds given in the respective FCOM /AOM (see Figure 10). The required climb gradients are as follows:
3-engine service ceiling 2-engine aircraft 3-engine aircraft 4-engine aircraft 1.6% 2-engine service ceiling 1.4% 0.5% 1-engine service ceiling 1.1% 0.3% -
Requirements
The one-/two-engine-out service ceiling must clear all terrain along the entire track by at least 1,000 ft. The critical terrain points shall be checked with the gross weight estimated overhead each such point. The service ceiling requirements must be met without fuel dumping. When the requirement cannot be met at the estimated gross weight overhead the critical terrain: The takeoff weight must be reduced until the estimated gross weight overhead the critical terrain, considering fuel burn to that point, is reduced so the requirement is met; or Compliance with the drift-down requirements must be shown. Figure 10 Application of Service Ceiling
Quick Check
A quick check for compliance with the service ceiling requirements is made as follows: In the respective FCOM/AOM, find service ceiling, expressed in pressure altitude, for gross weight. Correct for ice protection as required.
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On En Route Chart, find MORA/MOCA. Correct for OAT, QNH and wind according to 8.1.1.3. If service ceiling is at or above the corrected MORA/MOCA, further analysis is not required.
14.2.3.3
Drift-down
The drift-down procedure is an alternative to the service ceiling requirements and has the same application. Drift-down procedure basically means that an aircraft must enter the terrain at a flight level high enough to clear the terrain on track to the nearest airport in case of drift-down resulting from engine failure.
Requirements
The drift-down path used in the calculations must, at each point, be based on a descent gradient equal to the actual gradient minus the required service ceiling gradients. This driftdown path is called the net drift-down path. The net drift-down path shall clear all obstacles vertically by at least 2,000 ft. Fuel dumping is permitted in all drift-down calculations. However, required fuel reserves for flight to the airport intended for landing must be observed. The critical point(s) for start of drift-down must be given as a Pre-Determined Point (PDP). PDP must be given with margin for at least 5 min navigational error and decision making. Drift-down path must be based on 95% headwind regularity and a temperature of STD +15 deg C. Figure 11 Application of Drift-Down
14.2.3.4
Alternatpe Airport Requirements

The airport planned to be used in case of engine failure must meet the following requirements: The service ceiling at the airport used as alternate in the drift-down calculation must be at least equal to the elevation of that airport +1,500 ft. In the two-engine inoperative case, it is sufficient to calculate with fuel for 30 min at 1,500 ft above the drift-down alternate; The estimated landing weight at the alternate shall allow landing observing normal landing weight limitations in forecast weather and runway conditions.
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14.2.3.5
Factors Affecting En Route Terrain Clearance

Gross Weight
Calculations shall be based on estimated gross weight at each point along the route. Fuel dumping is permitted for drift down calculations but not for service ceiling.
Wind
There are two effects of wind to be considered: A headwind will increase the drift-down gradient relative to terrain. Thus, drift-down paths shall be corrected for wind; The wind correction for minimum altitudes in 8.1.1.3 is applicable for both service ceiling and drift down calculations. Thus, terrain elevations shall be increased by 500 ft per 10 kts above 30 kt up to Max 2,000 ft correction. This affects service ceiling as well as drift-down calculations. The wind to be used is either: Forecast winds for the route segment of the intended flight; or 50 kt headwind.
Temperature, SAT
Terrain clearance is affected by temperature. In an engine-out situation, terrain clearance can be more critical at either high or low temperatures as two factors combined with opposite effect. For most engines, MCT thrust is reduced with increasing temperature. Thus, expressed in pressure altitude, service ceiling and drift down paths are lower at higher temperatures. Geometric height (above terrain), for a given pressure altitude, is higher at higher temperatures. Correction for temperature is mandatory for both service ceiling and drift-down calculations. Calculation can be based on either: Forecast SAT for the route segment of the intended flight; or The most critical SAT in the range STD +15. For service ceiling there are two possibilities: If the respective FCOM/AOM charts give service ceiling in pressure altitude, temperature correction shall be made according to 8.1.1.3 by adding 4% to terrain heights for each 10 degrees below standard; If the respective FCOM/AOM charts give service ceiling as geometric height, or Max gross weight relative to terrain, the effect of SAT is included in the chart.
QNH
The local QNH overhead the terrain affects the geometric height of the service ceiling and driftdown paths. Terrain clearance is reduced at low QNH. As forecast local QNH overhead terrain is normally not available, terrain heights should be increased by 1000 ft to cover QNH variations down to approx 980 hPa. Should forecast QNH be available, in connection with manual calculations, terrain heights should be increased by 30 ft per hPa below 1013.2 hPa. Corresponding reduction of terrain heights above 1013.2 hPa is permissible.
Ice Protection
Use of ice protection reduces engine thrust, thus reducing service ceiling and increasing driftdown gradient. Correction for ice protection is mandatory when icing conditions are forecast for the applicable route segments.
14.2.3.6
Operation Limitations Due To Terrain En Route

The one engine inoperative service ceiling requirements may result in a takeoff weight limitation (see Figure 10).
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However, this limitation can be overcome by calculating with the drift-down procedure described above. For 3- and 4-engine aircraft, the two-engine-inoperative case is applicable as follows: In the decision whether to continue or discontinue a flight in case of an engine failure en route. The Companys requirement for this case is published in OM-A. For ferry flights with one-engine-inoperative at the start of takeoff, the aircraft must be treated as a 2- resp 3-engine aircraft assuming an engine failure en route and the two-engine inoperative service ceiling is applied in the same way as the one engine inoperative service ceiling for allengine flight planning. For all-engine flight planning on those parts of the route where the aircraft is more than 90 min (at normal all-engine cruise speed) from an airport meeting the performance requirements for landing on a dry RWY, it is permitted to calculate with fuel dumping and the vertical clearance between the net drift-down flight path and the terrain must be 2,000 ft. Due to the low frequency of the combination (no airports within 90 min/high terrain) this requirement will, in practice, very rarely be limiting.
14.2.4
14.2.4.1
Landing
General
The maximum (Max) landing weight for different airports and runways are usually obtained from the Gross Weight Chart (GWC). However, for the conditions not covered by GWC, the Max landing weight must be calculated from the charts given in the respective FCOM/AOM provided the available runway is equal to or longer than the Company minimum landing runway length given in GWC. The Max landing weight is limited by one or more of the following requirements and limitations: Runway length (landing distance available); Obstacles in the approach area; Approach and landing climb requirements; CAT II and III climb requirement (when applicable); Structural landing weight; Runway bearing strength.
14.2.4.2
Required Landing Runway Length

The Max landing weight with regard to runway length is governed by the rule, that landing distance, without reverse thrust, shall not exceed 60% of available runway length (see Figure 12).
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Figure 12
Flight Planning
At start of takeoff or, in case of in-flight replanning at the point from which the revised operational flight plan applies, the estimated landing weight must not exceed the Max landing weight at destination and alternate(s). In connection with flight planning, the Max landing weight at destination and alternate(s) is the lower of. Max landing weight for the most favorable runway in still air; and Max landing weight for the runway most likely to be assigned considering:
Forecast wind at time of landing; Ground handling characteristics of the aircraft; Other conditions such as landing aids, terrain, noise abatement procedures.
Exceptions
If the former requirement (most favorable runway in still air) cannot be met at the destination, the flight may still be dispatched provided it is planned with two alternates meeting both the above requirements. If the latter requirement (runway most likely to be assigned) cannot be met at the destination, the flight may still be dispatched provided it is planned with at least one alternate meeting both the above requirements.
Before Commencing Approach

Before commencing approach, the landing weight must not exceed the Max landing weight for the intended runway in prevailing conditions.
14.2.4.3
Factors Affecting Landing Distance

Landing Weight
The landing distance and the required landing runway length increases with the increasing landing weight.
Runway Surface
The landing diagrams are calculated for a dry and hard runway surface. Wet, and contaminated runways will normally increase the landing distance due to decreased braking action.
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Required landing runway length shall be corrected for wet and contaminated runway according to the respective FCOM/AOM and GWC. See further 8.3.
Runway Slope
Landing distance is effected by slope. Downhill slope will increase and uphill slope will decrease the landing distance. However, required runway length is normally not corrected for slope, unless slope exceeds 2%.
Pressure Altitude
Landing distance increases with increasing pressure altitude due to the higher TAS at the lower air density. However, required runway length shall not be corrected for pressure altitude. See Airport Elevation.
Airport Elevation
For increasing the airport elevation, TAS will increase due to lower air density, which will result in increased landing distance. Landing distance increases with increasing pressure altitude. However, required landing runway length shall not be corrected for pressure altitude, but correction for airport elevation is mandatory.
QNH
Landing distance increases with increasing pressure altitude. However, required landing runway length shall not be corrected for QNH. See Airport Elevation.
Wind
Landing distance will decrease in a headwind and increase in a tailwind. In accordance with the requirements, 50% reported headwind and 150% reported tailwind component are used to calculate the wind corrections given in the diagrams and GWC.
Temperature
Landing distance increases with increasing temperature due to higher TAS at the lower air density. The required landing runway length is not corrected for temperature as the effect is small. Diagrams are based on STD temperature.
Landing Flap
In order to increase the go-around climb gradient in an engine-out landing as well as the Max landing weight with regard to the climb requirements, it is sometimes necessary to use a reduced flap setting. Landing with reduced flaps is, for some types of aircraft, recommended to reduce flap wear, noise and fuel consumption. A smaller flap setting increases landing distance and required landing runway length.
Inoperative Equipment
Landing distance will increase with malfunctions that lead to higher threshold speed or reduced braking efficiency. During flight planning, required landing runway length shall be corrected for effect of equipment known to be inoperative at departure. Required landing runway length is normally not corrected for malfunctions occurring in flight. In such case, the landing distance shall be calculated including the effect of the malfunction and the P-i-C shall determine the acceptable relation between landing distance and available landing runway length.
Reversing
Landing distance is calculated without reverse thrust. Application of reverse thrust will reduce landing distance. Required runway length, dry runway, is also based on no reverse. Thus, no correction has to be made if the reversing is inoperative and no credit is allowed for availability of reverse.
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However, the availability of the reversing will, as given in the respective FCOM/AOM, affect the braking action corrections. For landing with one or more reversers inoperative, these corrections are designed to keep landing distance within 75% of available runway length.
Ground Spoilers
Spoilers may disturb the lift of the wings and thus increasing the load on the landing gear. This will increase the braking force (= wheel load x friction coefficient) and decrease the landing distance. On most aircraft, the required landing runway length calculation is based on automatic spoiler extension, i.e. without any crew reaction time. If the automatic extension system is inoperative. Landing distance will increase due to delayed manual spoiler extension.
Anti-skid Inoperative
Braking distance of the required runway length is based on an operative anti-skid system. If this system is inoperative, the distance will increase due to less efficient brake application.
Slats and Leading Edge Flaps

If these devices cannot be extended, the stall speed and landing distance will increase.
Speed Increments
Landing distance will increase with increasing threshold speed. The landing data in the respective FCOM/AOM and GWC shall be based on the threshold speed normally used for landing. Speed increments can be added to this normal threshold speed for various purposes, e.g. due to wind gusts or malfunctions. Required runway is not corrected for increments due to gusts. The effect of speed increments due to a malfunction is included in the effect of that particular malfunction.
14.2.4.4
Obstacles in the Approach Area and Effective Runway Length

Obstacles in the approach area will decrease the usable part of the runway to an effective runway length (see Figure 13). The ineffective part of the runway is located below an inclined plane with a slope of 1:20 in relation to a horizontal plane clearing all obstacles in the approach area. The inclined plane starts at the intersection with the landing surface of 120-m width, which will increase uniformly to 300 m at a point of 450 m from the above intersection. Thereafter, the width remains constant and, thus, the obtained corridor may be based on a turn with a radius of minimum 1,200 m. When applicable, the above effective landing runway length is given in GWC as a note. If there is a runway shortening at the far end of the runway (opposite the approach area), the effective runway length will be reduced by the length of the shortening If there is a runway shortening at the beginning of the runway, the effective runway length will not be reduced until the shortening is greater than the difference between official and effective runway length. Note: Where the ILS glide path antenna is situated further than normal inside the landing threshold, a runway length shorter than the effective one may be used in the landing weight calculation as indicated in GWC. In such a case, the usable runway for landing weight calculation will begin at the point where the ILS path is 50 ft above the runway.
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Figure 13 Obstacle Clearance Requirements
14.2.4.5
Approach and Landing Climb Requirements

According to the requirements, the aircraft must be able to maintain a specified minimum climb performance in case of a go-around in the approach and landing configuration. These climb requirements can be regarded as maneuvering requirements. Thus, even if an unlimited runway length is available, the lower of the landing weights limited by one of the two climb requirements can limit the Max landing weight. These weight limitations are given in the respective FCOM/AOM and are considered in GWC.
The Approach Climb Requirement

Approach climb requirement is based on one engine inoperative, the remaining engines at goaround thrust, landing gear retracted, approach flaps and the approach climb speed.
The Landing Climb Requirement

Landing climb requirement is based on all engines at go-around thrust, landing gear extended, landing flaps and the landing climb speed. The difference in stall speed between approach and landing flap must not exceed 10%. The required climb gradients in zero wind are as follows:
Approach Climb Req. 2-engine aircraft 3-engine aircraft 4-engine aircraft 2.1% 2.4% 2.7% Landing Climb Req. 3.2% 3.2% 3.2%
There is no obstacle clearance requirement with regard to a go-around in the performance requirements. However, obstacles in the missed approach area are considered in the calculation of landing minima, i.e., climb out with one engine inoperative must clear all obstacles in the missed approach area with certain margins. Caution: Go-around from altitude BELOW MINIMA or beyond MAP may not always provide terrain clearance even with all engines operating when following missed approach procedures in the approach chart. To increase the safety margin in such a case, missed approach shall be performed in accordance with SID or SEFP whenever published and ATC must be informed accordingly. This problem is particularly pronounced if the permissible landing weight for a runway is higher than the permissible takeoff weight for that runway. However, the P-i-C may follow the missed approach procedure if he deems it adequate for the circumstances.
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14.2.4.6
Factors Affecting the Landing Weight Limited by Climb Requirements

Pressure Altitude
Climb gradient is reduced when engine thrust is reduced with increasing pressure altitude. However landing weight limited by climb requirement shall not be corrected for pressure altitude. See Airport elevation.
Airport Elevation
Climb gradient is reduced when engine thrust is reduced with increasing pressure altitude. However, landing weight limited by climb requirement shall not be corrected for pressure altitude, but correction for airport elevation is mandatory.
QNH
Climb gradient is reduced when engine thrust is reduced with increasing pressure altitude. However, landing weight limited by climb requirement shall not be corrected. See Airport Elevation.
OAT
The climb performance of the aircraft decreases with increasing OAT. OAT correction is mandatory for landing weight limited by climb requirement.
Landing Flaps
The lower drag of a smaller flaps setting will increase climb gradient. Correction for flap setting is mandatory.
Thrust
If different takeoff thrust ratings are available, this will have an influence on the climb gradient and thus the landing weight limited by climb requirements.
Engine Bleed Air

The bleed air loss in connection with ice protection reduces thrust and climb performance. However, due to the low OAT in connection with ice protection, there is normally no climb requirement limitation.
14.2.4.7
CAT II and IlI Climb Requirement

When making an approach with decision height below 200 ft, the go-around climb gradient must exceed 2.5% (or the published go-around gradient if higher). The climb gradient shall be calculated based on actual landing weight, failure of the critical engine and the speed and configuration used for go-around. If unable to comply with this requirement: To allow utilizing a DH < 200 ft, the landing weight must be reduced until the requirement is satisfied; To allow for landing at the actual landing weight, the decision height must be increased to DH = 200 ft. For factors affecting the climb gradient see 8.1.2.4.
14.2.4.8
Max Quick Turnaround Landing Weight

During landing a major part of the aircraft kinetic energy is transferred into the brakes. The heat, which builds up in brakes and wheels, constitutes a potential danger for the next takeoff unless sufficient cooling is allowed during the ground stop. The main concern is that wheel thermal fuse plugs may melt during takeoff. The Max Quick Turnaround Landing Weight is the highest landing weight allowing a short ground stop. When actual landing weight exceeds this weight the aircraft must remain parked on ground for a prescribed time before subsequent takeoff and fuse plugs must be visually inspected before
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takeoff. The requirements assume that the landing was conducted with maximum braking for the entire stopping reverse thrust not used. For landings where only light braking was used, there is substantial conservatism built into the requirement. Although Max quick turnaround landing weight is calculated with considerable conservatism, it is seldom restricting normal operation. For most aircraft types Max quick turnaround landing weight is limiting only with combinations of exceptionally high landing weights, OAT, pressure altitude, downhill slope and/or tailwind. For some aircraft types the min turnaround time requirement is substituted by a brake temperature check to be performed when the Max quick turnaround landing weight has been exceeded. See the respective FCOM/AOM.
14.2.5
14.2.5.1
Structural Requirements and Limitations

General
All aircraft structures are designed for the anticipated loads that may be caused either by deliberate maneuvering on the part of the pilot or by flight through disturbed air. In case of transport aircraft, which do not need to be violently maneuvered, loads resulting in flight through gusty air are the major design consideration. Many thousands of observations have established reasonable figures for gust velocities upon which structural design requirements are based. However, these gust figures are not the highest gust velocities possible in nature. To protect the aircraft against overload, operational limitations of aircraft weight, fuel distribution and speed are set forth and it is anticipated that pilots judgment will avoid extreme maneuvers and extreme turbulence conditions.
14.2.5.2
Load Factor
The load factor can be defined simply as the ratio between the total air load on the wings and the weight of the aircraft. Thus, if the aircraft is flown in steady flight (unaccelerated flight), the lift is equal to the weight and the load factor is equal to 1. In this case, the forces acting on the aircraft and persons inside it are only equal to the acceleration of gravity, which are the normal forces felt by a person when e.g. sitting or standing motionless. Thus, only the deviations from the load factor = 1 is felt. Note: Often, the load factor is referred to in terms of g, where g is the acceleration of gravity. The load factor exceeds 1 in the maneuver like a pull up and turns. The harder the pull up and the steeper the turn are, the greater the resulting load factor is. The load factor in a turn can be computed by dividing 1 by cosines for the angle of bank, i.e. for a 45 bank turn, the load factor is 1.4; for 60, it is 2; and for 75, it is 3.9. When an aircraft encounters air gust, a change in the wing lift and load factor will be caused by the abrupt change in the angle of attack. Thus, an up-gust increases and a down-gust decreases the load factor. The aircraft must be designed to withstand certain minimum load factors established by the DCA. There are two load factor limits defined as limit load factor and ultimate load factor, and between them a safety factor.
Limit Load Factor

The limit load factor is the highest load factor which can be withstood by an aircraft without a permanent deformation of any component of the structure. The limit load factor varies with the category of aircraft and must, for transport aircraft, never be below 2.5. One exception, however, is the flap down minimum limit load factor, which is equal to 2.0. Therefore, flaps shall be retracted when flying en route in turbulence.
Ultimate load factor

The ultimate load factor is the highest load factor which can be withstood by an aircraft without failure of any component of the structure.
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As the safety factor is normally equal to 1.5, the minimum ultimate load factor for the aircraft structure will be: 1.5 x 2.5 = 3.75 with flaps up; and 1.5 x 2.0 = 3.0 with flaps down.
Safety factor
The safety factor is different for various aircraft components and depends on material and working methods used. Normally, the minimum safety factor is 1.5. Note: The above defined design load factors are upward acting (positive) load factors. The corresponding downward acting (negative) design load factors are 1 and 1.5 respectively. Heavy negative loads are less usual on transport aircraft. Normally, the positive load factors are responsible for the limitations established to protect the aircraft structure.
14.2.5.3
Speed Limits to Protect the Aircraft Against Overload

A condensed and simplified explanation of the rather complicated establishment of speed limits shall be given below. In general, the maximum speeds are limited by two requirements: The aircraft must be able to withstand certain gust intensities without permanent deformation. These speed limits are denoted, as for instance, VMO and represent Max speeds at the lower altitude range. At such altitudes, the Max speeds are normally constant or increase slightly with altitude. The speed limits are established vs. gust intensities and gust load factor. The aircraft must not show any irregularities with regard to control forces, control effectiveness and stability. This can be expected when the aircraft approaches higher Mach number and is caused by changes in airflow around the aircraft. This results in a limiting Mach number, such as, MMO and represents Max speeds at the upper altitude range. At these altitudes the Max speeds are given as constant or slightly varying Mach numbers. The corresponding IAS will decrease with the increasing altitude. The Mach number limits are chosen by the manufacturer. The gust load factor takes into account not only the lift/gross weight ratio, but also the mass forces acting on an aircraft in turbulence. The limit gust load factor calculated from a formula is a function of aircraft geometry, aircraft speed, gust velocity, gross weight and altitude. It must not be lower than the limit load factor previously defined. All speed limits must be determined for the most critical combination of altitude, gross weight and fuel load. From Figure 14, it can be seen that the aircraft structure can withstand higher gust velocities at lower speeds and that the stall speed increases with increasing gust velocity (g-stall). Figure 14 Speed Limit vs. Gust Intensity
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Figure 15
VD/MD is a speed used only for the design and the aircraft certification. It is higher than the Max speed permitted in airline operations. VD/MD is defined as the lower of the following two speeds: The speed (VD) at which the aircraft can encounter the gust intensity of at least 25 ft/sec (decreasing above FL 200see Figure 15) without exceeding the limit gust load factor; The Mach number (MD) up to which it is demonstrated that no undesirable flight characteristics, except moderate buffeting, occur.
Maximum operating limit speed, VMO/MMO

VMO/MMO is the Max permissible airspeed in airline operations and should not be deliberately exceeded in any regime of flight, except when a higher speed is specifically authorized for flight test, pilot training or emergency. At VMO, the aircraft can encounter the gust intensity of at least 50 ft/sec (decreasing above FL 200see Figure 15) without exceeding the limit gust load factor. Furthermore, VMO/MMO must be sufficiently below VD/MD to make it highly improbable that the latter speed will be inadvertently exceeded in operation. Thus VMO/MMO must be at least 20% lower than VD/MD or the following relationship must be demonstrated: From an initial condition of stabilized flight at VMO/MMO, the aircraft nose is lowered 7 1/2 below trim attitude. After 20 seconds with the hands off the controls, a normal recovery resulting in a load factor of no more than 1.5 is initiated. During this recovery, VD/MD must not be exceeded. However, the margin at Mach limited altitudes may not be less than 0.05 M.
(Recommended) Rough Airspeed

Rough air, in this case, refers to conditions so severe that the pilots main concern is with the safety of the aircraft and passengers. In selecting the above speed, a compromise must be made between the following two limitations: A low speed to permit the structure to withstand the greatest possible gust velocities; A speed high enough to prevent an accelerated stall caused by the gusts associated with the turbulent air. The rough airspeed meets the above limitations at a gust intensity of at least 66 ft/sec (decreasing above FL 200see Figure 15).
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66 ft/sec is truly rough and there is little risk of this gust intensity being encountered except, perhaps, in the worst thunderheads. In turbulence less severe than that previously described, the pilot should reduce speed in accordance with his own judgment of the situation.
Speed Reduction in Rough Air

To reduce the effect of turbulence, decrease speed by reducing thrust and allow the aircraft to slow down without pulling the nose up. DO NOT PULL THE NOSE UP because this will produce additional acceleration. On aircraft equipped with speed or thrust brakes, use this to slow down the speed if this is permitted with regard to the airspeed.
Use of Flaps in Turbulence En Route

The flaps are intended as approach and landing aids only. As the gusts at approach heights are of reduced intensity and due to the lower probability of encountering extreme gusts during the limited time under approach conditions, the wings with flaps extended are designed accordingly. With flaps down, the aircraft must be able to encounter a sharp-edged vertical gust of at least 25 ft/sec (15 kt.) without exceeding the limit load factor, in this case = 2.0. Therefore, flaps shall be retracted when flying en route in turbulence.
Landing Gear Position in Turbulence En Route

The landing gear shall preferably be retracted. However, if it is deemed necessary to get more drag on the aircraft, it may be extended.
Conclusion
If possible, avoid severe weather conditions. Decrease airspeed by reducing power and by extending speed brakes or thrust brakes (if available) if the aircraft enters rough air or if rough air is anticipated. Do not slow down by pulling the nose up. Be careful with the stall speed which will increase with the increasing gust velocity. Do not use wing flaps en route in severe turbulence. Do not chase altitude or airspeed and do not use procedures or perform maneuvers resulting in increased load factors. Fly attitude.
14.2.5.4
Gross Weight Limitations and Fuel Distribution

Load on the wings is affected by air load on the wings, wing weight including fuel, weight of the fuselage and its contents, fuel distribution and the sequence of fuel usage.
Maximum Zero (Wing) Fuel Weight

In level flight, the total gross weight is supported by the air load on the wings. The air load is an upward acting load and the gross weight (= the weight of the fuselage, fuel and wings) is a downward acting load. Since the upward acting loads on the wings (= aircraft gross weight) are greater than those acting downward (= weight of wing + fuel), bending moments and upward acting loads are produced at the wing roots (see Figure 16). The load at the wing root can be illustrated by the following examples where the figures are given in tons:
Zero fuel Weight of fuselage and its contents Weight of wings including engines Fuel load Aircraft gross weight Lift/wing = aircraft gross weight divided by 2 60 40 +0 60+40+0=100 100/2=50 With 50-t fuel 60 40 +50 60+40+50=150 150/2=75
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Zero fuel Weight/wing (including engined & fuel) Wing joint load (40+0)/2=20 50-20=30
With 50-t fuel (40+50)/2=45 75-45=30
Thus the wing joint load remains constant provided the weight of the fuselage and its contents is kept constant. The fuel, when carried in the wings, offloads the wings to the same amount as it on loads them. If in the above examples, 30-t wing joint load is the maximum permitted including the DCA safety margins, the gross weight of 100 t is equal to the Max Zero (Wing) Fuel Weight. If this weight is exceeded, for instance, by carrying too much payload, the design load at the wing-to-fuselage joint is exceeded. Figure 16
Fuel Distribution and Consumption

A discussion, similar to that for wing-to-fuselage joint, can be made for each section of the wings along the wing span. In order to protect different sections of the wings from overloading, it is, therefore, of the utmost importance to make correct fuel distribution when tanking and consuming fuel.
Maximum Takeoff and Landing Weights

Other gross weight limits to protect the aircraft structure are the Max takeoff and landing weights. These gross weights are structurally limited by the strength of the landing gear and the wings. The aircraft must be designed for a touchdown rate of descent of at least 600 ft/min at Max landing weight and 360 ft/min at Max takeoff weight.
14.2.6
14.2.6.1
Wet and Contaminated Runways

Definitions
For performance purposes, runway conditions are divided into categories defined according to Table below. Operational rules for these categories are summarized in OM-A.
Definition Dry runway A runway which is neither wet nor contaminated. Expanded definition Regarding grooved runways, see below under Wet Runways reported as Damp belong to this category. Damp runways have changed color due to moisture but do not appear reflective.
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Definition Wet runway A runway with sufficient moisture on the surface to cause it to appear reflective, but without significant areas of standing water.
Expanded definition A Wet runways can have up to 3mm of standing water. Grooved runways and runways with porous pavement do not fall into this category, but should be regarded as Dry even when appearing reflective. Runways with WATER PATCHES 3mm covering more than 25% of the required runway length and width being used are considered Wet.
Contami- Contami- Compactnated nation ed snow runway NOT affecting See note acceleration Ice Dry ice
A runway covered by snow, which has been compressed into a solid mass resisting further compression. A runway covered by dry ice with no water.
If picked up, compacted snow will hold together or break into lumps. ROLLED snow is synonymous with COMPACTED snow. Runways reported as covered by RIME or FROST belong to this category.
Wet A runway covered by ice ice with a layer of water on top. Contami- Standing nation water affecting acceleration A runway covered by >3mm of water Density = 1. If 3mm, runway is regarded as Wet. Runways reports as FLOODED or covered by WATER PATCHES (>3mm) belong to this category. A runway covered by >3mm of slush. Slush is water-saturated snow which will splash when stamped with the foot. Density = 0.5-0.8 If 3mm, runway is regarded as covered by compacted snow. Wet snow A runway covered by >6mm of wet loose snow. If compacted by hand, wet snow will stick together and tend to form a snowball. Density = 0.5-0.8. If 6mm, runway is regarded as a covered by compacted snow. Loose snow Dry snow A runway covered by >8mm of dry loose snow. If compacted by hand, dry snow will fall apart upon release. Density = 0.15-0.35. If 8mm, runway is regarded as covered by compacted snow. A runway covered by >15mm of very dry loose snow. This is a Companys definition to be applied when the P-i-C deems snow to be very light; snow can be blown and can whirl about. Density 0.15. If 15mm, runway is regarded as covered by compacted snow.
Slush
Very dry snow
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Note:
A runway is considered to be contaminated when more than 25% of runway surface, within the required runway length and the width being used, is covered by contamination.
14.2.6.2
Effect on Takeoff and Landing Performance

General
About 1/5 of the deceleration force is obtained from the aircraft aerodynamic drag (aerodynamic braking) whereas the rest 4/5 are produced by the wheel brakes and the reversing. The deceleration force from the wheel brakes is equal to the friction coefficient m, between tire and runway, multiplied by the wheel load. Thus m is a measure of the braking force available and the braking quality of the runway. m varies with the nature and condition of the runway, the tire tread and wear. On wet and slushcovered surfaces, the m values also with the speed of the aircraft. At high speeds, aquaplaning will cause extremely low m values. The m value, obtained from the ATC and used for our corrections, is an average value based on the tire of the test vehicle. In the aquaplaning speed region, a lower m must be expected on wet and slush-covered runways. See also Unreliability of braking action measurements.
Wet Runways
The friction coefficient on a wet runway can vary considerably depending on pavement texture. Grooved and porous pavement runways exhibit only a small drop in friction. Runways with very fine texture can become very slippery and may be officially classified as Slippery when wet by the airport authorities. Runways normally exhibiting good wet friction can occasionally become slippery, e.g. during the initial rainfall following a prolonged dry spell. Unlike compacted snow and ice conditions in which there is very limited variation of friction with speed, a wet runway produces a drop in friction with an increase in speed. Aquaplaning, see below, can occur not only on contaminated runways but also on wet runways.
Aquaplaning or Hydroplaning
Aquaplaning or hydroplaning is said to occur when the wheels lose their firm contact with the runway surface and tend to float on a film or layer of slush or water. Although rare, when it does occur, hydroplaning may totally eliminate the braking force. There are three such types of friction loss: Viscous hydroplaning Acting as a thin water film lubrication, which may occur on a very smooth runway when wet or even damp. While the texture of most runways is coarse enough to prevent viscous hydroplaning, it may occur in local spots, e.g. touchdown zones where the runway is coated by rubber. Once begun, it can persist down to very low speeds. Rubber reversion A type of skid which may follow a prolonged skid on a wet runway. It is named for the appearance of the tire after such a skid. The tire shows a patch of rubber which, due to heat, has reverted to the uncured state. The explanation of this phenomenon is that the friction heat of the hydroplaning tire turns the water into steam hot enough to revert the rubber in the footprint. The soft, uncured rubber, produces a seal that keeps steam and water entrapped in the footprint and makes the tire ride on a cushion of steam. Occurrences of reverted rubber hydroplaning are very rare and usually result from some kind of brake malfunction preventing wheel rotation. Once rubber reversion has started, the skid may persist down to very low speeds. Dynamic Hydroplaning Is like water skiing and occurs when the tire is separated from the runway surface and rides on cushion of water or slush. The occurrence of dynamic hydroplaning is a function of tire pressure, aircraft speed, tire tread, runway surface (texture, grooving) and depth of fluid as follows:
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The higher the tire pressure is, the higher the hydroplaning speed becomes. If all other conditions for hydroplaning are available, the hydroplaning speed in knots is equal to 9 P . At touchdown before the tire starts to rotate, it is in fact equal to 7.7 P , where P = tire pressure in psi. Such speed is given in GWC under the heading Wind Limits and Braking Action. The risk of dynamic hydroplaning is reduced with increasing depth of grooves in tires and/or runways or if the runway has more open texture. Increasing risk of dynamic hydroplaning is obtained with increasing fluid depth.
Ice and compacted snow

Ice and compacted snow will reduce friction and affecting stopping and controllability but will not affect the acceleration. When wet, such surfaces can become extremely slippery.
Slush
Slush has undesirable effects on acceleration, as well as on braking. Having characteristics of fluid, it is displaced by the tires, resulting in a significant retarding force. The accompanying slush spray causes additional drag when it impacts on the lower side of the aircraft, the landing gear, flaps, etc. Approximately 40% of the total slush drag is produced by the nose wheel, which creates the major part of the spray drag. The slush drag increases with the square of the speed up to the aquaplaning speed and, thereafter, to a smaller degree because the spray is reduced when, especially, the nose gear tends to float on the slush layer. Furthermore, the slush drag increases linearly with increasing depth of slush. The all-engine takeoff roll distance will increase by about 20% for 1.5 cm slush, 40% for 2.5 cm slush, and indefinitely for 5 cm slush. This corresponds to 200400 m and 400800 m, depending on the type of aircraft and takeoff weight. In addition to the performance loss, the slush spray can cause several types of damage to the aircraft structure and systems. Furthermore, as slush has a slippery texture, the controllability and braking can be extremely poor, particularly at high speeds because of aquaplaning. Slush drag and spray also causes a nose down pitching moment which, in turn, increases the forces required to rotate the aircraft.
Standing Water
Standing water has an effect similar to that of slush on aircraft performance.
Loose Snow
Loose snow, being compactable and not creating any spray pattern, results in less performance deterioration. However, snowdrifts may create a great hazard to operation.
14.2.6.3
Required Corrections for Wet and Contaminated Runways

General RequirementsUsed To Construct Corrections For Wet And Contaminated Runways
The maximum takeoff and landing weight limited by runway length is corrected as required for runway surface condition, i.e. wet and contaminated runway. Such corrections shall be based on certified data when available. Corrected Max takeoff weight with regard to runway length, on a wet or contaminated runway, must not exceed that permitted for a takeoff on a dry runway under the same conditions. Corrected Max takeoff weight with regard to runway length, on a contaminated runway, must not exceed that permitted for a takeoff on a wet runway under the same conditions.
Takeoff corrections on wet runway

Correction for wet runway is mandatory. Corrections are based on: Engine failure at VEF;
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Reduced V1 (15 ft screen height); Effect of reverse thrust; Braking action being of dry runway braking action.
Takeoff Corrections on Contaminated Runway

Correction for contaminated runway is mandatory. Caution: Corrections for contaminated runway attempt to compensate for drag of contamination and reduced braking action as described below but, due to variations between actual conditions and the principles applied, a safe stop from V1 cannot be guaranteed.
For contamination NOT affecting acceleration, corrections are based on: Engine failure at VEF; Reduced V1 (15 ft screen height); Effect of reverse thrust; Reported braking action (except on wet ice). For contamination affecting acceleration, corrections are based on conditions listed below: Engine failure at VEF; Adjusted V1 (15 ft screen height). V1 is reduced or increased. See the respective FCOM/ AOM; Drag of contamination considered for acceleration and deceleration; Effect of reverse thrust; Braking action POOR (irrespective of reported braking action). The corrections protect continued takeoff with engine failure as well as rejected takeoff from V1.
Landing Correction on Wet Runway

Correction for wet runway is mandatory. Corrections prescribe a 15% longer required runway (compared to dry), without considering the actual stopping capability.
Landing Correction on Contaminated Runway

Correction for contaminated runway is mandatory. Caution: Corrections for contaminated runway attempt to compensate for reduced braking action as described below but, due to variations between actual conditions and the principles applied, actual stopping performance can vary.
Corrections are: Designed to assure stopping within 80% of available runway (75% when reverse is not available and/or when braking action is reported in plain language); Based on effect of reverse thrust; For contamination NOT affecting acceleration, based on reported braking action; For contamination affecting acceleration, based on either reported braking action or BA = POOR (depending on aircraft type). See the respective FCOM/AOM.
14.2.6.4
Improvement of Runway Conditions

Clearing
Runway shall, if possible, be cleared of ice and snow. For clearing, it is preferable to have broom/ blower sweepers that move fast enough to permit the operation on the runway during short traffic free periods as it is much easier to keep a runway clear if the traffic has not compacted the snow. Experience has shown that 24 sweepers are necessary to keep a runway in operation without undue closing time. Snow clearing should be made in a way that snow walls are not created at the immediate edge of the runway. To fight ice or compacted snow, various types of salt are used in some cases. Practically, all such agents cause corrosion and should, therefore, be avoided or the runway should be cleaned
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before continuing operation. Urea, alcohol and glycol, however, have been found acceptable, if used in an appropriate manner.
Sanding
Should it not be possible to keep snow and ice off the runway, braking action can be improved by sanding. The size of grains in the gravel used must not exceed 4 mm, preferably 3 mm, because coarse gravel may seriously damage the engines. It has been proved important to fix the sand to the runway. This can be done by melting the top of the ice layer by using a flame thrown or by spraying a thin layer of water above the sanded surfaces. These method can, of course, only be used when the temperature is below the freezing point. Fixing sand with water requires a temperature not above 5 deg C.
14.2.6.5
Determination of Braking Action During Winter Conditions

The braking action and the need for sanding must be continuously followed up by using some methods to check the braking action. Special caution regarding braking action is necessary when temperature is changing from mild to frost or vice versa. When braking action is significantly different on various parts of a runway, the mean value for each one-third part of a runway may be determined. For landing aircraft, the braking action may be reported for the first, second and third part seen in the direction of landing. If different braking action is reported along a runway, the lowest value should be used with regard to crosswind limitations and the average value of the far two-thirds with regard to takeoff and landing weight calculations. Note: For long runways, special rules given in GWC and OM-A are valid with regard to crosswind.
Braking Action Determination By Specially Designed Vehicles

The test is preferably made by specially designed vehicles, giving braking action graphically, enabling very quick evaluation of the situation. Examples of such equipment are the Skidometer, also called BV11 (Brake vehicle 11), the SAAB friction tester and the MU-meter all giving the m of the runway. The input to the instruments is obtained through the skidding of a separate slightly braked wheel in the BV11 and SAAB friction tester and by the skidding of two unparalleled wheels in the MU-meter.
Braking Action Determination by Use of a Decelerometer

Braking action can be determined by installing a decelerometer in a truck. When driving the truck at a certain speed, full brakes are applied and the Max deceleration recorded. The brakes are released once the wheels of the truck become locked. In Scandinavia, the decelerometer used is called Tapley Meter and regarded as a standby for the more reliable test vehicles. Another decelerometer, mostly used in the USA and Canada, is James decelerometer. This instrument gives braking action as retardation in ft/sec; in the USA normally labeled RCR (RWY Condition Reading) or occasionally JBI (James Brake Index). The Canadian ATC report JBI converted to . At some airports using the James decelerometer, the plain language terms POOR, MEDIUM or, FAIR, GOOD, etc. do not correspond with the international practice. Therefore, RCR or JBI shall be requested and, if reported as retardation, converted to . Conversion scales are provided in RM/Meteorology. = retardation in ft/sec divided by 32.2.
Braking Action Reports from Landing Aircraft

At many airports, reports from pilots are the basis for information regarding braking action. However, repeatedly, it is found that reports from landing aircraft greatly vary even under unchanged runway conditions Therefore, the pilots reports must be used with caution, especially if not given under the same actual conditions and with similar aircraft.
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Unreliability of Braking Action Measurements

When conditions are such that the wheels of a test vehicle will penetrate a thin layer of slush, loose wet snow, or water, whereas the aircraft wheels may not, the test results will indicate a much better braking action than a landing aircraft can expect to experience. With most existing measuring equipment the situation is as described above. Therefore, when the airport temperature is close to zero and there is wet snow, slush or standing water on the runway, correct for braking action POOR, unless the measured coefficient is reported less than 0.20 in which case the reported coefficient shall be used. However, with the BV11 and SFT equipped with a specially designed aircraft type high pressure, natural rubber tire, test run at minimum 95 km/h are regarded to give acceptable figures in the above case. However, BV11 and SFT are regarded to give acceptable figures in the above case. The above test measurement characteristics have led to the rules laid down in OM-A 8.1.2.4 regarding application of braking action measurements. Note: During non-winter conditions, the braking action is not measured on wet runways. An unreliable m would be obtained due to the difference in hydroplaning characteristics of the aircraft and measuring vehicle. Therefore, special wet runway corrections are laid down as required in the respective FCOM/AOM.
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MISCELLANEOUS Characteristic Speeds
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14.3
14.3.1
Characteristic Speeds
MNM Control Speed (VMC)
MNM Control Speed on Ground (VMCG)
MNM Control Speed on Ground (VMCG) is defined as the minimum speed at which directional control on ground can be recovered and maintained under the following conditions: Sudden engine failure on the most critical engine; Takeoff thrust on the remaining engine(s); Flaps in the smallest takeoff position; Control maintained by rudder only; Certification based on a dry RWY and disconnected rudder pedal nose wheel steering to simulate icy runway; VMCG determines the lowest V1 to be used.
MNM Control Speed Airborne (VMCA)

MNM Control Speed Airborne (VMCA) is defined as the minimum speed at which directional control can be recovered and maintained in the flight under the following conditions: Sudden engine failure on the most critical engine; Takeoff thrust on the remaining engine(s); Flaps in the smallest takeoff position; Landing gear up; Zero yaw or an angle of bank not in excess of 5; VMCA is used in determining VR and V2. Caution: It should be remembered that the change of heading, due to a sudden engine failure, may be as much as 20 before normal reaction brings the aircraft back to its original heading. Furthermore, it should be noted that the stall speed at higher weights may exceed the minimum control speed.
Factors Affecting VMCG and VMCA

Factors decreasing the takeoff thrust will automatically lower the minimum control speeds. Thus, the minimum control speed will decrease with increasing airport elevation and/or OAT. In addition, VMCG is affected by wheel-to-RWY friction, i.e. by braking action and VMCA by angle of bank toward the operating engines. When banking is used, VMCA is also affected by gross weight. The minimum control speeds in the respective FCOM/AOM are conservatively given for the highest permissible takeoff thrust. Minimum control speeds used by Takeoff Data Computers are based on the actual conditions, and may be lower than those given in the respective FCOM/ AOM.
VMCA vs. Bank Angle

The effect of up to 5 banking in a straight flight toward the operating engine(s) is normally used by the manufacturer in the certification of VMCA. The lift component resulting from this banking assists directional control. The higher the weight the larger the assistance from a given bank angle. Normally a conservative VMCA covering all weights is published. However, VMCA for control affecting systems inoperative, may be published versus gross weight. The 5 bank gives a lower VMCA than for wings level flight. Consequently, for wings level flight, the VMCA will be higher than the certified VMCA which is published in the respective FCOM/ AOM.
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VMCA vs angle of bank
Although the published VMCA is based on 5 bank, our initial climb procedure after an engine failure (without additional failure of systems) calls for wings level. The reason for this discrepancy is because VMCA-problems normally only occur at low takeoff weights. At high weights, VMCA is overruled by the stall speeds and the directional control can be maintained with wings level, practically without any side slipping. Consequently, the wing level technique is used because more emphasis is placed upon aircraft climb performance at high weights. At low weights, the performance capability is normally in excess of that desired, so favorable bank angles may be used for heading control if necessary. In summary, VMCA is not approached when performance requirements are critical (high weights) and therefore, approximately wing level attitude is desired. When directional control requirements are critical (low weights), performance requirements are not critical and favorable banks may be made. The possibility to assist heading control with banking should be kept in mind, especially in low weight, even though our normal procedure calls for wings level. On the other hand, the bank toward the operating engine(s) must not be exaggerated. Above 5 bank, the reduction in VMCA per degree of bank is smaller, and at 8-10 bank, VMCA starts to increase rapidly due to the start of flow separation at the vertical tail due to sideslip. A slightly higher bank angle can result in vertical tail stall and consequently loss of control. The above phenomenon is illustrated in the above Figure.
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14.3.2 14.3.3
CRITICAL ENGINE FAILURE SPEED (VEF)

VEF is the speed at which the critical engine is assumed to fail when determining the required takeoff runway length.
DECISION SPEED/ ACTION INITIATED SPEED (V1)

V1 is the speed at which, for the purpose of determining the required takeoff runway length, engine failure is assumed to occur and be recognized and action initiated by V1. Even though V1 is frequently called a decision speed or critical engine failure recognition speed it may be more appropriate to call it an ACTION INITIATED SPEED. Thus, for the calculation of required runway length, the engine failure is assumed to occur 1 sec before V1. The reaction time is defined as the time from engine failure to first pilot action to stop the aircraft, which normally is the application of wheel brakes. This implies that the reaction time includes recognition and decision making. At V1, in a runway limited takeoff, it should be possible to either: Reject the takeoff and stop at the end of the runway (or end of stopway if applicable), provided the physical stopping process is initiated no later than at V1 and provided that the required pilot actions are accomplished within the assigned times. The time assigned for these actions is normally the times demonstrated during certification plus 2 sec (typically a total of 3-4 sec), or Continue the takeoff and reach 35 ft at V2 speed at the end of the runway (or end of clearway if applicable), provided the engine failure occurred no earlier than 1 sec before V1. If the engine failed earlier, a continued takeoff will result in less than 35 ft at the runway end. Note: For the definition of stopway and clearway, see para 4. Normally V1 is so determined that the distance required to stop from V1 is equal to the distance required to continue from V1 to a point 35 ft above the runway. A V1 so determined is called V1 for balanced takeoff and will normally result in the shortest required runway length. To achieve balanced takeoff, it is necessary to vary V1 with TOW, slope, elevation etc. If V1 is selected in such a way that the distances to stop or to continue to 35 ft above RWY end are unequal the takeoff is said to be unbalanced. In some special cases this may permit higher TOW than balanced takeoff. Typically unbalanced takeoff is utilized on runways with stopway and/or clearway. However, not all aircraft are certified for unbalanced takeoff. V1 shall always be calculated for the actual takeoff weight. When the actual takeoff weight is lower than the runway limited takeoff weight it is possible to calculate a range of permissible V1. The lowest V1 is then limited by the requirements that a continued takeoff must result in at least 35 ft at the runway (clearway) end and that V1 must not be less than VMCG. The highest V1 is limited by the requirements that a rejected takeoff shall be stopped by the end of the runway (stopway) and that V1 must not be higher than VR. For more detailed rules, see 3.1.6. Caution: In the certification, stopping from V1 is based on the most efficient wheel braking on a dry runway without credit taken for reversing. The performance in an actual accelerate-stop case may differ from the demonstrated performance due to a number of reasons such as worn or lost brakes, excessive pilot reaction time, etc. The beneficial effect of reversers is very small on top of Max braking on dry runway. Thus, stopping from V1 at a runway length limited weight is a very critical task. At the runway length limited weight, a continued takeoff after an engine failure occurring earlier than 1 sec before V1 will result in less than 35 ft at the runway (clearway) end. Although this is often a safer course of action in case of doubts, it must be realized that continued takeoffs from engine failures at less than V110 kt (for 2- and 3-engine aircraft) and V120 kt (for 4-engine aircraft) will result in the aircraft not airborne at the runway end. Furthermore, continued takeoffs with engine failure must not be attempted from speeds less than VMCG. The rules for decision making relative to V1 in connection with malfunctions during takeoff roll can be found in 3.2.4.
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14.3.3.1
Reduced V1
In connection with reduced braking action, as on a wet runway, a rejected takeoff close to V1 becomes even more critical as described above. For such cases, a reduced V1 can be used to transfer safety margin from the continued takeoff case to the rejected case to better balance the margins between the two options. The reduced V1 is based on reaching 15 ft height at the end of the runway (clearway). Obstacle clearance is reduced by 20 ft. When V1 is based on 15 ft at the runway end, a continued takeoff from an engine failure at speeds less than V15 kt may result in no liftoff before runway end. Reduced V1 can be used on wet runways and on contaminated runways when contamination is not affecting acceleration (ice and compacted snow). For contamination affecting acceleration, reduced V1 can be used only if the gross weight corrections are designed to consider V1 reductions. Otherwise the contamination may degrade acceleration so the aircraft will not liftoff before the end of the runway. See the respective FCOM/ AOM.
14.3.4
Rotation Speed (VR)

VR is the speed at which, for the purpose of determining the required takeoff runway length, rotation of the aircraft is initiated. Rotation in this case equals rotation around the lateral axis of the aircraft, or, in fact, changes from ground roll attitude to flight attitude. VR must be determined not to be less than: V1 1.05 times VMCA The speed which permits the attainment of V2 prior to reaching 35 ft height above the takeoff surface. The speed, at which if Max practical rate of rotation is used, will result in a liftoff speed not less than 1.10 and 1.05 times the min liftoff (or unstick) speeds demonstrated for all-engine takeoff and one-engine inoperative takeoff respectively. Furthermore, it must be demonstrated that the one-engine inoperative takeoff distance to 35 ft, rotation initiated at VR5 kt does not exceed the corresponding one with rotation initiated at VR. In practice, VR is used in all takeoffs for the start of rotation. Caution: It is very important to rotate the aircraft as closely to VR as possible. A tooearly rotation will increase the drag, thus reducing acceleration so it may be difficult to lift off and to reach V2 within reasonable time and/or to clear obstacles.
Too-late rotation may also reduce obstacle clearance due to the longer TOD. (see Figure below.)
14.3.5
Takeoff Safety Speed (V2)

V2 is the speed used in determining the required takeoff performance during the initial climb. In these calculations, V2 should be reached prior to attaining the height of 35 ft above the runway surface (see Figure above).
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Thus, V2 is used in determining: The required takeoff distance, prior to the end of which V2 should be attained; The climb requirement limitations; The obstacle clearance limitations. Furthermore, V2 shall not be less than: 1.1 times VMCA; 1.2 times Vs or 1.13 times Vs1g; VR plus the increment in speed attained prior to reaching the height of 35 ft above the runway surface. In practice, V2 should be used as a climbout speed in case of an engine failure until the aircraft has attained a safe height above obstacles in the climb direction. Furthermore, normal takeoff procedures are based on speeds V2+10 to 20 or depending on aircraft type. Especially on all-engine aircraft, the climb speed must be kept down to avoid any part of the allengine flight path coming below the 1-engine inoperative flight path (see Figure below). This is covered by the procedures published in the respective FCOM/AOM and RM.
Caution:
Flying at a speed below V2 will result in a considerable loss in climb performance and may create problems regarding stall (see Figure below).
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Increased V2
From the previous discussion and Figure above, it can be seen that a V2, based on a higher percentage above stall is advantageous from a takeoff climb requirement point of view. However, a higher V2 will result in a greater RWY-length requirement. The above method is used to improve climb requirement limited TOW (second segment) for all types of aircraft.
14.3.6
Flap and Slat Retraction Speed

VFl up VFl 1, VFl 5, VFl 10, etc VSl in = MNM speed for selecting flaps up = MNM speed for selecting flaps 1, 5, 10, etc. = MNM speed for selecting slats in
These speeds are transition speeds, i.e., the speeds shall normally be allowed to increase during the retraction.
14.3.7 14.3.8
V Clean
V Clean = MNM climb speed with the aircraft in clean configuration.
Max Operating Limit Speed and Mach Number (VMO/MMO)

VMO is limited by structural requirements and MMO is limited by the high-speed aerodynamic. VMO/MMO is the Max operational speed and shall not be deliberately exceeded in any regime of flight.
14.3.9 14.3.10
Rough Airspeed
Rough airspeed is the speed which should be used in connection with severe turbulence.
Speed for Max Range

Speed for Max range is the speed which the quotient Ground Speed/Fuel Flow is at its maximum. This quotient is called Specific Range and it indicates the number of NM flown per a given amount of fuel. As the ground speed is involved in the above quotient, IAS for Max range is affected by the wind component. However, because of high en route speeds, this effect can, for practical purpose, be disregarded. As the Long-Range Cruise (LRC) procedure is based on a speed resulting in a range 99% of Max range in no wind and is about 100% range in 100 kt headwind. The speed for Max range for practical use = long-range cruise speed.
14.3.11
Speed for Max Endurance

Speed for Max endurance is the speed for Max flight time, i.e. speed for minimum fuel consumption. On jet aircraft this is a speed slightly lower than the minimum landing speed. To obtain speed stability, the holding speed is often selected higher than max endurance speed. Thus, holding speed is normally in the region of minimum drag speed or even close to VL/D Max. This holding speed is then, for practical purposes, also used as speed for max endurance. The difference in endurance is negligible. Use of Flight Management System provides a holding speed close to the maximum endurance speed.
14.3.12
VL/D Max
VL/D Max = Speed for Max glide = Speed at maximum lift (L) and maximum drag (D) = Speed for max climb gradient and drift-down
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14.3.13
Cruise Speed Stability

The flatter the slope of the curve in Fig. 5. is the lower the speed stability becomes. In the flat slope range, a small increase in drag due to turbulence, people walking in the cabin, etc. or thrust loss, means a large decrease in speed. At the same time, the available excess thrust to accelerate the aircraft is very small for the fixed throttle setting. It is impossible to give an exact min speed for cruise speed stability. However, based on experience, manufacturers are giving such a speed as a guidance in their manuals. This speed is normally 10-15 kt below LRC.
14.3.14
Buffet Onset Speed

There are two buffet onset speeds low speed buffet and high speed buffet. The two buffet speeds arise from two related but somewhat different conditions: The low speed buffet or stall buffet is related to the effect of Mach number reducing the Max lift capability of the wings. This means that the stall buffet speed and also the 10-20 kt lower stall speed will increase with increasing altitude provided the speeds are in Mach region affecting the Max lift capability. The high speed buffet is related to the growth of shock waves on the wings and the unsteady air flow associated with shock movement.
14.3.15
Stall Speed (VS)

The stall speeds given in the respective FCOM/AOM are based on: Engines idling or zero thrust (negligible effect on stall speed); CG in the most unfavorable position (forward limit); The aircraft trimmed for a straight flight at a speed between 1.2 and 1.4 VS; The approach to stall made with an elevator position resulting in a speed reduction of Max 1 kt/sec. There are two definitions of stall speed. For most purposes the difference can be disregarded and reference is made to stall speed (VS) only. For certification purposes, it is important to distinguish between minimum stall speed (VSmin) and one g stall speed (VS1g). VS min is the minimum speed obtained during the stall maneuver. When this speed is reached during the stall deceleration, the aircraft has already started to sink through and is flown at a load factor less than 1 g, which gives a stall speed less than the speed obtained at 1 g but not less than 94% of VS1g. For conventional aircraft types, VS
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min is used in the certification as a basis for other speeds and is generally referred to as VS. VS1g is the speed at which the aircraft is first observed to start sinking through during stall deceleration. This occurs at a speed higher than VSmin. For newer aircraft types, VS1g is used in the certification instead of VSmin.
Stall margins are not affected by the type of stall speed definition. For example, V2 = 1.20 VS min, VS min = 0.94 VS1g, so V2 = 1.20 x 0.94 = 1.13 VS1g. The stall speed increases with the increasing air load supported by the wings. Thus, the stall speed will increase with: Increasing gross weight; Increasing vertical acceleration obtained, for instance, in a go-around, a turn, or encountering up-gusts, i.e. turbulence; Fwd CG compared to aft CG, normally, there is a negative load on the horizontal tail. At forward CG, this negative load as well as the required lift of the wings increases. This increases the stall speed and also the drag; Ice on the aircraft and especially on the upper wing surfaces resulting in a less efficient airfoil with reduced lift capability, increased gross weight and increased drag.
14.3.16
Pattern and Approach Speeds (VP, VA)

VP Clean VP_ VA_ Is used for aircraft with separate slat retraction and denotes that slats, as well as flaps, are retracted. Pattern speed used as maneuvering speeds in low level holding, procedure turn circuits, etc. with flap setting denoted behind the P. Approach speeds used on final approach when only minor heading corrections are required. The flap setting is denoted behind the A.
14.3.17
Reference Speed (VREF)

VREF is a reference speed used to derive other speeds for different phases of flight by adding of fixed increments. The amounts to be added are stated in respective FCOM/AOM. Some aircraft types do not use VREF but refer to other speeds individually such as VTH. Normally VREF = 1.3 VS, (1.23 VS1g) but may for certain aircraft types be increased in order to provide sufficient maneuver margins for all the derived speeds. When VREF is used without additional flap suffix, it is based on the full landing configuration. Occasionally, it is necessary to use VREF based on other flap setting. In such cases the configuration is always indicated as a suffix (e.g. VREF20). Landing runway length requirements are based on VREF at 50 ft over the runway threshold.
14.3.18
Threshold Speed (VTH)

For aircraft not using VREF, the landing runway length requirements are based on VTH at 50 ft over the runway threshold. VTH = 1.3 VS. This is the recommended speed over the runway threshold.
14.3.19
Approach and Landing Climb Speeds

The speeds used to demonstrate in compliance with the approach and landing climb requirements in connection with the authority certification. As these speeds are not used in any practical procedure, they are not published in the respective FCOM/AOM.
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MISCELLANEOUS Air Traffic Services
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14.4
14.4.1
Air Traffic Services

GENERAL
All flights shall be planned and performed within airspace that is adequately covered by air traffic services as specified in various forms stated below. Flights shall primarily be performed in controlled airspace. In determining whether a flight should be performed within controlled airspace or not, due consideration should be given to the economic penalties involved as well as to the potential traffic in the area to be transversed. It is the responsibility of the P-i-C to ensure that he abides by the regulations governing flights within the areas specified. In special case, DO within his authority, may give permission to perform flights over the areas where no air traffic service is provided.
14.4.2
ATS FLIGHT PLAN

All flights shall be filed and performed according to an IFR flight plan which must not be changed to VFR. However, visual approaches may be executed in accordance with OM-A 8.3.1.5Descent.
14.4.3
CONTROLLED AIRSPACE
The ATS will provide air traffic control clearance within controlled airspace, establishing adequate traffic separation according to standard procedures. The P-i-C has the primary responsibility for terrain clearance. However, during radar vectoring en route or in connection with approach and departure procedures, the controller has all necessary information available to secure minimum safe altitude, however, the ultimate responsibility for terrain clearance rests with the P-i-C.
14.4.4
14.4.4.1
UNCONTROLLED AIRSPACEFIR
FLIGHT INFORMATION SERVICE (FIS)
Within an FIR, the ATS provides Flight Information Service (FIS) and establishes regulations regarding reporting procedures as well as altitude regulations. ATS should keep flights informed of all the relevant known IFR traffic. However, air traffic control clearances cannot be given, although some regions employ the same terminology as that used within controlled airspace. Flights within FIR's shall adhere to the regulations published for such regions and maintain flight levels as specified for the direction flown. The P-i-C himself is responsible for maintaining adequate separation from other traffic as well as for ensuring adequate terrain clearance.
14.4.4.2
AFIS AERODROMES
At some non-controlled aerodromes Aerodrome Flight Information Service (AFIS) is provided. The service is provided by an AFIS unit, the purpose of which is to supply significant information and in some case suggestions to aircraft on known air traffic, meteorological conditions and aerodrome conditions. AFIS units are identified by the name of the aerodrome concerned, followed by the word AFIS. At AFIS aerodromes the responsibility for collision avoidance rests with the P-i-C. AFIS is provided to arriving and departing aircraft on the maneuvering area, or in the vicinity of the aerodrome, and comprises: Relay of air traffic control clearances Suggested runway for takeoff and landing Information about other known traffic Meteorological information Serviceability of the aerodrome and associated aids
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Other relevant information. Pilots in communication with an AFIS unit shall report to the unit all information which may affect other traffic, i.e. position reports, intended takeoff or landing runway, traffic pattern direction, etc. Intentions to taxi shall also be updated to the AFIS unit. AFIS aerodromes are indicated on the approach chart. Pilots of aircraft arriving at or departing from AFIS aerodromes must be able to plan control over own flight in relation to other known traffic. This means that the P-i-C of the aircraft will keep the AFIS unit informed about his intentions and, if necessary, establish contact with other traffic of a practical traffic sequence. In this respect, attention is drawn to the ICAO separation minima in RM. In practice, this means a vertical separation of 1000 ft over main approach aid between arriving aircraft. The second aircraft shall not initiate final approach procedure until the preceding aircraft has runway in sight and expecting a normal landing. If backtrack is expected, allowance should be made for this. Departure, when other traffic is approaching, should be based on a combination of time, at least 3 min, and climb-out direction 45 off the approach direction.
Departing
Inform the AFIS unit when ready to start, in order to obtain takeoff data. Inform the AFIS unit when ready to taxi, in order to obtain information about traffic. Inform the AFIS unit when ready to copy relayed IFR clearance. Inform the AFIS unit when lining up, in order to obtain latest information about known traffic, usually given in the form of Runway free or Clear. Inform the AFIS unit when taking off.
Arriving
Inform the AFIS unit about position and estimated time over main approach aid, in order to obtain aerodrome information and other known traffic. Inform the AFIS unit of intended approach procedure and corresponding level/altitudes and times over.
14.4.4.3
ADVISORY AREAS OR ROUTES

Flights within advisory areas or routes will, in addition to the Flight Information Service, also receive advice or suggestions from the relevant ATS. Such advice or suggestions shall be used to the greatest extent by the P-i-C to assist him in maintaining adequate separation from other traffic. Terrain clearance within advisory areas is also the responsibility of the P-i-C.
14.4.5
SEPARATION OF IFR TRAFFIC IN VMC

Clearance within controlled airspace subject to maintaining its own separation and remaining in VMC shall only be requested and accepted during daylight and under the following conditions: Weather conditions for the entire intended flight path is considerably better than VFR minima. Without clearance to maintain its own separation, significant fuel penalty or delay would result. The clearance is temporary only, i.e., for a short phase of climb, descent or approach. Adequate information (type, altitude, speed, track) about reference aircraft is provided. The flight is able to establish its exact position and to maintain proper terrain clearance.
14.4.6
ATC CLEARANCES
ATC instructions, ATC clearances and altimeter settings shall be read back. Reception and readback shall be monitored by another pilot who shall also repeat the significant parts of the clearance. In case of disagreement between the pilots or doubts concerning the message, a repeat shall be requested.
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When changing stations, it is recommended to give the new station a short review of valid clearance if considered relevant. An ATC clearance may contain a clearance limit specified by the name of an appropriate reporting point, airport or airspace boundary.
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MISCELLANEOUS Crew Regulations
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14.5
14.5.1
14.5.1.1
Crew Regulations
Medical Regulations
General
Flight crew shall be cautious of self-medication, especially before and during flight duty, since some medicines might contain drugs which may affect flying ability. As a rule, never use medicines when on flight duty without a recommendation from a doctor familiar with aviation medicines.
14.5.1.2
Medical Examinations
Initial Medical Examination
To satisfy the licensing requirements of medical fitness for the issue of license, the initial medical examinations shall be carried out only by the Institute of Aviation Medicine, RTAF.
Physical Condition
Flight crew are strongly recommended to strictly adhere to recommendations on general hygiene given by the Companys physicians in order to be in good physical condition to maintain their ability for flight operation.
Periodic Medical Examinations

Routine medical examinations are to be carried out every 6 or 12 months, depending on age of the license holder. These periodical examinations shall be carried out only by the Institute of Aviation Medicine, RTAF or by Thai DCA designated examiners at B Care Hospital, Bangkok Hospital, Bumrungrad Hospital, Samitivej Hospital Srinakarin and Vejthani Hospital.
14.5.1.3
Medical Directives
According to ICAO Doc. 8984-AN/895, Manual of Civil Aviation Medicine, Part VAviation Medical Training, Chapter 3Medical Facts for Pilots, the following are applied:
Scuba Diving
Flight/cabin crew members should not participate in Scuba diving with breathing apparatus or pressure exposition in a pressure chamber within a period of 24 hours before flight duty, due to the risk of decompression sickness.
Blood Transfusion
Flight crewmembers /cabin crewmembers should, as a rule, not be blood donors. If, in case of emergency, blood has been given, flight duty is not permitted within 72 hours (regulated by the Institute of Aviation Medicine, RTAF). If in doubt, consult appropriate aviation medical expert before resuming flight duty.
Use of Alcoholic Beverages

Flying while under the influence of alcohol is strictly forbidden. It is recommended that a 24 hour period should be allowed between the last drink and takeoff time. However, the percentage of alcohol in the blood must be 0.02 or less at the latest 12 hours prior to flight duty or standby duty. Therefore, any consumption of alcohol within 12 hours before such duty is strictly prohibited. Flight/cabin crew members shall not consume alcoholic beverages while in uniform. It is the duty of all crew members to warn their colleagues to always comply with the above regulation.
Use of Psychoactive Substances

As the use of psychoactive substances may adversely affect performance and have side effects liable to impair judgement, thus flying while under the influence of psychoactive substances is strictly forbidden. Flight crew/cabin crew may be subject to random test as required by the authorities. Flight duties shall not be resumed until the effects of psychoactive substances have entirely worn off.
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Note:
Psychoactive substances in this chapter mean marijuana, cocaine, opiates and amphetamines.
Pregnancy
Any female pilot who becomes pregnant must immediately, upon becoming aware of such pregnancy, inform OS. Certification of unfitness to fly shall be in writing from the attending physician and shall indicate the expected date of delivery. Upon receipt a notice, such pilot will be removed from flying duties.
14.5.1.4
Medicines Not Compatible with Flight Duty

Antihistamine
Antihistamine pills should not be taken within 24 hours before flight duty due to possible side effects. Antihistamine preparations are included in various medicine such as pills against air and sea sickness, pills for allergic deceases and also in medicine against common colds. However, mild antihistamines, such as brompheniramine or dexchlorpheniramine, may be prescribed by aviation medical expert for use during flight service.
Sleeping Tablets
On rare occasions, the use of a sleeping pills may be considered necessary. However, only mild and short-acting pills are authorized, if prescribed by the Companys doctor for such use. No sleeping pills shall be taken within 9 hours before flight duty. Note: There are several other medicines that are not compatible with flight duty. To confirm the possibility of side effects, aviation medical expert advice may be needed.
14.5.1.5
Duty to Report
Illness Report
Flight/cabin crew who are unable to perform their duties on account of illness or indisposition shall report the case to the Crew Coordination Dept. (OD), or when on flight duty/at Line Station, shall report to the P-i-C. Illness shall be reported as soon as possible, even outside flight duty period. If possible, expected duration of the illness shall be given. The Crew Coordination Department shall be continuously informed if the duration of the illness is prolonged. For flight crew, any illness that results in the suspension of pilot license shall be reported to the respective OS aircraft type.
After Sick Leave Report

Flight crew who has been absent from flight duty due to illness or injury, or whose absence of shorter duration is presumed to affect his license, shall not resume flight duty until he has been released by the Institute of Aviation Medicine, RTAF. When that flight crew has been released for flight duty, it is his duty to report this immediately to the Crew Coordination Dept. (OD).
14.5.1.6
Insurance ID Cards
Insurance ID cards held by all crew members are used when any emergency arises such as severe injuries and unforeseen illness where the crew have to be admitted into a hospital and are unable to contact station manager, the crew may call: Mercury Assistance and Claims Limited Head Office, UK
+44 1273 680453

North America
+1 800 988 0638 (toll free)

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14.5 Page 3 Rev 1 (23 MAY 11)
+1 804 673 1451 (charged)

For any inquiries, contact OJ office.
14.5.2
14.5.2.1
Regulations for Flight Service

Crew Meals During Flight Service
As a Companys policy for the safety of flight, different hot meals for captain and copilot shall be loaded on every flight that requires crew meal.
Meal Standard
All caterers authorized by THAI are requested to observe the standard outlined in the WHO Guide regarding Hygiene and Sanitation in Aviation, which are considered to be the basic minimum requirements.
Meal Consumption
Flight crew shall have regular crew meals during flight service. The period between two meals must not exceed 6 hours. At least one hot meal shall be served during a service of 12 hours. Only under exceptional circumstances may the P-i-C decides to deviate from this rule. Flight service should never begin on an empty stomach. Two flight crew members occupying the pilot seats shall not have their meals simultaneously. Light snacks and coffee, etc. can, at the P-i-Cs discretion, be taken at the same time. Different hot meals shall be served to the captain and copilot during flight duty. Preference should be given to a simple meals which do not require complicated preparation.
Food Poisoning
As contaminated food is a potential hazard to flight operations, it is the responsibility of the flight crew to avoid perishable items and every kind of seafood salads and mayonnaise prior to and during flight duty. If there is a symptom of food poisoning, take carbonized tablets, drink tea (without sugar) and mineral water to compensate for dehydration caused by vomiting and diarrhoea. If symptoms are severe and continue for more than 12 days, or in case of high fever, contact doctor as soon as possible.
14.5.3
14.5.3.1
Uniform Regulations
General
All crew shall normally wear uniform only when on flight duty. A light jacket, dark blue only, is permitted to be used by flight crew during duty inside the flight deck or during passive duty or on intercontinental flights where crew rest has to be taken outside the flight deck.
14.5.3.2
Grade Insignia
Category Captain Senior copilot Copilot 4 wide (12 mm) 3 wide (12 mm) 2 wide (12 mm)/1 (6 mm) Stripes
14.5.3.3
Composition of Uniform
Flight crews uniform is composed of the following items: Jacket Trousers Shirt Cap dark blue dark blue white dark blue
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Overcoat/Raincoat Necktie Belt Jacket button Insignia
dark blue dark blue black gold according to 14.5.3.2 above.
14.5.3.4
Economic Regulations
Flight crew are entitled to the following uniform apparel at the Companys expense:
Item Jacket, wool Trousers Shirt Cap Overcoat/Raincoat Necktie Belt Jacket button Insignia (refer to 14.5.3.1) Suitcase Overnight bag 1 5 pairs Initial Procurement Subsequent Procurement 1 every 2 years 4 pairs every 1 year
6 (short or long sleeved, but at least 6 every 1 year one long sleeved is obligatory) 1 1 1 1 1 set 1 set 1 1 1 every 2 years Replacement on request after 5 years, if necessary At relevant intervals 1 after 1 year, if necessary On request, if necessary On request, if necessary Replacement on request after 3 years, if necessary 1 every 3 years
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MISCELLANEOUS Personnel Regulations
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14.6
14.6.1
14.6.1.1
Personnel Regulations
Vacation
General
Flight crewmembers who have completed the probationary period and have worked for the Company for at least one year are entitled to vacation leave in the following fiscal year, i.e. October 1 September 30 as follows: With 15 years of service or more: 24 working days; With 10 years of service or more, but less than 15 years: 21 working days; With 5 years of service or more, but less than 10 years: 18 working days; With 1 year of service or more, but less than 5 years: 12 working days.
14.6.1.2
Allocation
Vacation shall be allotted by OL according to THAI general policy regarding crew requirements. In advance, OL shall issue vacation plan requisition forms to all flight crew members requesting when the individual vacation period shall be desired and scheduled. All flight crew members shall be scheduled for their entitled vacation during each calendar year, and back log is normally not permitted.
14.6.1.3
Coordination
OL is responsible for the coordination of vacation within DP/DQ. OL shall keep DP/DQ informed of the maximum number of flight crew members within each group that may be given vacation during any one period at the same time, with due regard to the utilization requirements and maximum efficiency of scheduling. If there are too many flight crew members applying for vacation at the same period, the vacation shall be allotted in accordance with seniority list. In exceptional cases, Vice Presidents of DP/DQ may grant vacation back log after consultation with OL. Such vacation back log shall be cleared as soon as requirements permit. This also applies to flight crew members taking up special duty within DO other than flight duty.
14.6.1.4
Scheduling
OL shall schedule flight crew members for vacation according to the requested vacation plan. OD shall ensure that flight crew members on vacation are not called for flight duty or rescheduled in such a way that it will interfere with the planned vacation.
14.6.1.5
Information
Flight crew members should inform OD/OL of where they may be contacted during their vacation.
14.6.2 14.6.3
Leave of Absence
Leave of absence may be given by Personnel Administration Dept. (IZ) after approval by Crew General Administration Office (OA).
Disembarkation En Route
Flight personnel flying en route as crew members must continue the flight in accordance with crew schedule and are not allowed to disembark at any other station en route without special permission from DP/DQ.
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MISCELLANEOUS Administrative Meetings
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14.7
Administrative Meetings
Meetings are important management process used for making joint decisions among all concerned, especially administrative meetings. Such meetings, detailed in OSQM 1.4, are as follow: DO meeting, under the chairmanship of DO, DP meeting, under the chairmanship of DP; DX meeting, under the chairmanship of DX; D8 meeting, under the chairmanship of D8; DQ meeting, under the chairmanship of DQ; Flight Operations meeting, under the chairmanship of DO or his delegate; Chief pilot meeting, under the chairmanship of OS; Chief instructor meeting, under the chairmanship of BX; Pilot meeting (each aircraft type), under the chairmanship of OS aircraft type; Flight technical meeting, under the chairmanship of OE; Crew pairing meeting, under the chairmanship of OA; Pre-captain candidate evaluation meeting, under the chairmanship of OO; Operations safety and development, under the chairmanship of OI; OP meeting, under the chairmanship of OP.
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MISCELLANEOUS Fatigue Risk Management
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14.8
Fatigue Risk Management

(TBD)
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MISCELLANEOUS Interception
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14.9
Interception
Refer to Route Manual.
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MISCELLANEOUS Search and Rescue
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14.10
Search and Rescue

Refer to Route Manual.
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APPENDICES Table of Contents
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15
15.1 15.1.1 15.1.2 15.1.3 15.1.4
APPENDICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
The Preparation of Duty Rosters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Reference Document . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Process of Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Planning Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Duty Periods (DP) Planning Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Flight Duty Periods (FDP) Planning Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Delayed Flight at Homebase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Extension of the Planning Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 FDP Extension for Flight Deck Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 FDP Extension for Cabin Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Rest Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Minimum Rest Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Rest Period Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Standby . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Check-in/Check-out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Check-in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Check-out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
15.1.4.1 15.1.4.2 15.1.4.3 15.1.5 15.1.5.1 15.1.5.2 15.1.6 15.1.6.1 15.1.6.2 15.1.7 15.1.8 15.1.8.1 15.1.8.2 15.2 15.3 15.3.1 15.3.2 15.3.2.1 15.3.2.2 15.3.2.3 15.3.2.4 15.3.2.5 15.3.2.6 15.3.3 15.3.3.1 15.3.3.2 15.3.3.3 15.3.3.4 15.3.3.5 15.3.4 15.3.4.1 15.3.4.2 15.3.4.3 15.3.4.4
Additional Roster Requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Reports & Forms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Safety Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Air Safety Report (ASR)/ASRTEX message . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Voluntary Safety Report (VSR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Cabin Report (Safety/Security Related) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 ICAO Volcanic Activity Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Passenger Disturbance Report (PDR)/ Flight Disturbance Incident Report and Witness Form (FDIR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Non-Safety Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 VR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Passenger/Crew Illness Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 CAT II/III Unsatisfactory Autoland Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Evaluation, Route Training, Line Check/Release Flight Report . . . . . . . . . . . . . . . . . . . . . . . 33 Ground/Flight Test Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Forms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Aircraft Log Books . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Journey Log/Flt Statistics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Pilot Training Release Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Test Flight/Flight Training Flight Log for All Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
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APPENDICES Table of Contents
15.3.4.5 15.4 15.4.1 15.4.1.1 15.4.1.2 15.4.2 15.4.2.1 15.4.2.2 15.4.3 15.4.3.1 15.4.3.2 15.5 15.6 15.6.1 15.6.2
Flight Crew Hotel Register . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Dispatch Release Message Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 International Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Domestic Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Flight Plan Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 International Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Domestic Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Description of TAFS Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Dispatch Release Message . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
THAI Automatic Flight Planning System (TAFS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
THAI RNAV Equipments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Procedures for Royal Travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Official Travels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Private Travels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
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APPENDICES The Preparation of Duty Rosters
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15.1
15.1.1
APPENDICES
The Preparation of Duty Rosters
General
The preparation process of the duty rosters have been created to be a planning requirement for Crew General Administration Department (OA) as to provide suitable working conditions to crewmembers. Furthermore, it also provides an optimum use of manpower to THAI and with the intent of easing the task of those compiling Company regulations. The content of planning requirement shall not conflict with the authority and concerned international regulations. Any alteration on planning requirement shall be done by resolution of pairing meeting (OSQM 1.4 p.7) and be granted permission by the Vice President of Operations Support Dept. (D8). In case of irregularities, the alteration can be granted permission by the Vice President of Operations Support Dept. (D8) but it shall not conflict with the authority regulations. The reason of any alteration shall be recorded for further reference by OA.
15.1.2
Reference Document
The aforementioned requirement must take into account the safety as a main concern. This concern should therefore refer to or comparable to the international rules as follows ICAO Annex; FAR; EU-OPS Subpart Q; IOSA standard.
15.1.3
Process of Planning
The process of planning and responsible functions is as follows:
Phase 1 2 3 Task Master Pairing Process Scheduling Process Crew Control/Movement Control Responsible Functions Pairing Committee Members Members In OSQM 4 concerned Members In OSQM 5 concerned
15.1.4
15.1.4.1
Planning Limit
Duty Periods (DP) Planning Limit
The cumulative duty periods, to which a crewmember is assigned, shall not exceed: 190 duty hours in any 28 consecutive days; and 60 duty hours in any 7 consecutive days.
15.1.4.2
Flight Duty Periods (FDP) Planning Limit

The allowable flight duty periods depending on the periods of starts of FDPs and the number of landings are given in the following tables:
Table 1: Allowable FDPs for Time Zone Adapted Crewmember

Local Time of FDP Start 06:00 06:59 07:00 07:59 08:00 08:59 09:00 09:59 A 11:45 12:15 12:45 12:45 B C 3 Landing 11:15 11:45 12:15 12:15 D 4 Landing 10:45 11:15 11:45 11:45 E 5 Landing 10:15 10:45 11:15 11:15 F 6 Landing 9:45 10:15 10:45 10:45 1 Landing 2 Landing
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Local Time of FDP Start 10:00 10:59 11:00 11:59 12:00 12:59 13:00 13:59 14:00 14:59 15:00 15:59 16:00 16:59 17:00 17:59 18:00 18:59 19:00 19:59 20:00 20:59 21:00 21:59 22:00 05:59
A 12:30 12:15 11:45 11:37 11:30 11:15 11:00 10:45 10:30 10:19 10:08 9:56 9:45
C 3 Landing 12:00 11:45 11:15 11:07 11:00 10:45 10:30 10:15 10:00 9:49 9:38 9:26 9:15
D 4 Landing 11:30 11:15 10:45 10:37 10:30 10:15 10:00 9:45 9:30 9:19 9:08 8:56 8:45
E 5 Landing 11:00 10:45 10:15 10:07 10:00 9:45 9:30 9:15 9:00 8:49 8:38 8:26 8:15
F 6 Landing 10:30 10:15 9:45 9:37 9:30 9:15 9:00 8:45 8:30 8:19 8:08 7:56 7:45
1 Landing 2 Landing
Table 2: Allowable FDPs for Non Time Zone Adapted Crewmember

Local Time of FDP Start 00:00 23:59 A 9:45 B C 3 Landing 9:15 D 4 Landing 8:45 E 5 Landing 8:15 F 6 Landing 7:45 1 Landing 2 Landing
Table 3: Time Zone Adapted Application Table

Time Difference No more than 2 hours Not achieving 3 local night Achieving 3 local night Achieving 2 local night at home base Table 1 Table 1 Table 1 More than 2 hours Table 2 Table 1 Table 1
If the planned FDP for a two crew aircraft includes a scheduled sector length in excess of 9 hours (8 hours if the sector extends through or ends within the period 0200-0559 hours at the local time where the FDP commenced) shall be augmented by 1 pilot. Any irregularity requiring the reduce number of augmented flight crew shall be authorized by Executive Vice President, Operations Dept. (DO). However, flight must not be operated below the minimum as stated in Tables above or the extension limitation. When a crewmember carries out any of the duties prior to a commercial air transportation flight, his/her allowable flight duty period in accordance with Tables above or the extension limitation, if any, shall be deducted by the following:
Aircraft Training flights (School Flights): Two times the FDP of the aircraft training flight
(school flight);
Flight simulator: Check-in period plus 2 times the flight simulator session; Other ground duties: Check-in period, if any, plus the duration of such duties.
For deadhead, the total DP as deadhead plus DP of flight duty shall not exceed 20 hours. In order to reduce the probability of unforeseen circumstances, the duty rosters should not be planned at or close to the maximum limit of each duty period or flight duty period in question, except when extremely necessary from an operational point of view.
15.1.4.3
Delayed Flight at Homebase

When a crewmember is informed of a delay to the check-in time due to a changed schedule, before leaving the place of rest, the FDP shall be calculated as follows. When the delay is informed less than 2 hours before STD, the maximum FDP allowed shall be based on the original time of FDP start and the FDP starts at 1 hour before the original STD;
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Where the delay is informed 2 hours or more before STD, the maximum FDP shall be based on the revised time of FDP start and the FDP starts at 1 hour before the revised STD. Note: Changing of departure time may affect the maximum allowable FDP; the FDP extension shall be reviewed and arranged.
15.1.5
15.1.5.1
Extension of the Planning Limit

FDP Extension for Flight Deck Crew
For two-pilot crew augmented by 1 pilot, the maximum FDPs irrespective of encroachment of the WOCL are:
14 hours with the provision of an adequate rest facility; 16 hours with the provision of a suitable rest facility.
For two-pilot crew augmented by 2 pilots, the maximum FDPs irrespective of encroachment of the WOCL are:
16 hours with the provision of an adequate rest facility; 20 hours with the provision of a suitable rest facility.
In all cases, where the flight crews are augmented, the sharing of time away from task by flight crewmembers leaving their posts should be kept in balance. Any intercontinental flight that requires augmented flight crew should have at least 2 pilots holding Airline Transport Pilot License (ATPL) with at least one occupying the seat as qualified at all times. Ultra long range flights shall require 2 captains with at least one occupying the seat as qualified at all times.
15.1.5.2
FDP Extension for Cabin Crew

Irrespective of the periods of the starts of FDPs the allowable flight duty period for cabin crew, as prescribed in OM-A 15.1.4.2-Flight Duty Periods (FDP) Planning Limit, may be increased as shown in Table 4:
Table 4: Maximum FDPs After Extension for Cabin Crew

Hours of Rest For each Cabin Crewmember 00:00 01:59 02:00 02:59 03:00 03:59 04:00 up Max. Hours of FDPs after Extension With Adequate Rest Facility No extension Up to 14:00 Up to 16:00 Up to 18:00 With Suitable Rest Facility No extension Up to 16:00 Up to 18:00 Up to 20:00
provided that: Each cabin crewmember is relieved of all tasks during a part of the flight; For all of the above conditions, the division of duty and rest is kept in balance between all of the cabin crew.
15.1.6
15.1.6.1
Rest Planning
Minimum Rest Planning
The minimum rest, which must be provided before undertaking a FDP, shall be at least as long as the preceding FDP as prescribed in Table 5.
Table 5: Minimum Rest Planning

Flight Duty Period Not exceeding 8 hours Minimum Rest Period 8 hours
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Flight Duty Period Exceeding 8 but not exceeding 10 hours Exceeding 10 but not exceeding 12 hours Exceeding 12 but not exceeding 14 hours Exceeding 14 but not exceeding 16 hours Exceeding 16 but not exceeding 20 hours (not exceeding 23 hours in case of unforeseen circumstances)
Minimum Rest Period 10 hours 12 hours 14 hours 16 hours 24 hours
If the planned FDP for a two crew aircraft includes a scheduled sector length in excess of 9 hours (8 hours if the sector extends through or ends within the period 0200-0559 hours at the local time where the FDP commenced), the minimum rest period shall be at least 18 hours. At home base:
The minimum rest period shall be at least 12 hours; For intercontinental flights the minimum rest period shall be at least 48 hours; For ultra long range flights the minimum rest period shall be at least 72 hours; Rest at home base may be reduced for crew schedule exchange or operations requirement by authorization of OS or QV. However, it shall not be reduced below the minimum rest as stated in Table 5.
15.1.6.2
Rest Period Planning

Crew should have at least one local day free from all duty in any 7 consecutive days. There must not be a consecutive 168 hours or more of rest period. However, a disregard of other duty (not considered FDP) following 24 hours rest period may be exercised only when absolute necessary circumstances so require. The privileges with regard to the days free of all duties at home base or place of stationing shall be subject to applicable laws and regulations and/or arrangements between the Administration and the Companys employees. Unless otherwise specified in such laws and regulations and/ or arrangements mentioned above, a crewmember shall be given the days free of all duties, which are notified in advance, as follows:
At least 8 local days in each calendar month, which may include required rest periods; and At least 26 local days in each calendar quarter, which may include required rest periods.
When rest periods are required away from the home base, suitable accommodation shall be provided for the crewmembers concerned. When the time difference (TD) between the places, where a FDP begins and ends, is 4 hours or more, the minimum rest period (RP) for the crewmember should be at least 24 hours. Shorter rest periods than prescribed above shall be at the discretion of the Executive Vice President, Operations Dept. (DO) provided that the Thai DCA must be informed at earliest occasion. Flight or a series of flights that have been approved for shorter rest periods shall be issued to P-i-C by any means of acknowledgement.
15.1.7
Standby
The following shall apply to any crewmember on standby: Standby limits:
Airport standby: Maximum 6 hours for each shift; Other forms of standby (including standby at hotels other than those of airport standby):
Maximum 12 hours. Suitable accommodation shall be provided, if a crewmember is required to be on standby away from home. Crewmember shall be notified of the time of the start and end of standby period. The following shall be counted towards the cumulative duty periods:
100% of the amounts of Airport Standby time undertaken by each crewmember until
being called for a flight duty or the termination of such airport standby;
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50% of the amounts of other forms of standby undertaken by each crewmember

excluding the first 4 hours of any standby undertaken at home or hotel; and If notified for a duty, 50% of any notification time of less than 10 hours; If notification time is 10 hours or more, the calculation of SB duty period from notification time to report time shall not be applied;
The calculation of SB duty periods shall not be applied, if notified prior to the period
of SB duty. If a crewmember is assigned standby immediately after a duty period and without intervening rest period in such standby, then duty and subsequent time on standby shall be totaled and included in any immediately subsequent FDP or DP. When a crewmember has completed standby without being called for duty, he/she shall have to complete a rest period of at least 10 hours before commencing a subsequent duty or standby period. Airport standby duty must be followed by at least 12 hours rest period. If a flight is delayed on the day of operation before a crewmember leaves his/her place of rest, he/she is considered to be on standby from the original scheduled check-in time. In such an event the notification time must be specified.
15.1.8
15.1.8.1
Check-in/Check-out
Check-in
The crewmembers shall check in via the AirCrews System, or manually whenever the system is not available. The check-in times for the duties concerned are as follows: For Bangkok stations:
Flight deck crew to report at Operation Center:

1:15 hours before STD for Domestic flight; 1:30 hours before STD for Regional/Intercontinental flight;
Cabin crew to report at Operation Center: 2 hours before STD.
For other stations: To be on board the aircraft concerned 1 hour before STD. Ground duties: At the specified starting times of such duties. Standby: Check-in time does not apply. The crewmember concerned shall be on standby from the time specified by OA. Deadhead:
Deadhead prior to an operating duty:

For Bangkok stations: To report at Operations Center 2 hours before STD of the deadheading flight; For other stations: To be on board the aircraft concerned 1 hour before STD of the deadheading flight;
Deadhead following a flight duty period: Check-in time does not apply.
Positioning:
To be on board the aircraft concerned 1 hour before STD of the positioning flight; At the departure time of ground transportation concerned.
15.1.8.2
Check-out
Check-out times for the duties concerned are as follows: Flight duties:
30 minutes after the actual on block time of the final flight.

Ground duties:
At the specified ending times of such duties.

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Standby: Check-out time does not apply. The crewmember concerned is free from standby duty:
At the end of such standby (specified by OA); or If notified for a flight duty, at the check-in time of such flight duty; or At the time of being called with the notification time of 10 hours or more.
Deadhead:
Deadhead prior to an operating duty: Check-out time does not apply. Deadhead following an operating duty: At the final actual on-block time of the
deadheading flight. Positioning:
At the final actual on-block time of the positioning flight; or At the arrival time of ground transportation concerned.
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APPENDICES Additional Roster Requirement
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15.2
Additional Roster Requirement

In order to maintain premium passengers satisfaction, the following requirements may be exercised: Any flights with block time exceeding 8 hours shall be augmented by 1 pilot. Any flights with two-man crew shall be augmented by 1 pilot, when the FDP exceeding 11 hours except domestic flight or any regional flight connecting with domestic flight. Any flights with two man crew shall be augmented by 1 pilot, when the FDP exceeding 6 hours and more than 4 hours of such time fall between 0000 and 0559 local time where FDP starts. Any flights having a block time exceeding 12 hours or FDP period exceeding 13.5 hours, whichever is reached first, shall be augmented by 2 pilots. Any flights with two man crew shall be augmented by 2 pilots, when the FDP exceeding 11 hours and more than 4 hours of such time fall between 0000 and 0559 local time where FDP starts. For pairing comprised of different crew complements in each FDP the highest minimum required crew sector shall be considered. New F/O on route introduction flight (RI) requires one extra crew for safety according to BX (minimum 20 sectors). Any others irregularity conditions may be approved by D8 for at least minimum crew requirements above. Any changing required in this section may be considered by committee which consists of OS, OA, OL, OD and approved by DO.
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APPENDICES Reports & Forms
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15.3
15.3.1
Reports & Forms

General
The Company's reporting system shall be used to report all incidents/occurrences, technical defects and operational deficiencies, etc., to the departments concerned, and also to satisfy ICAO (see Note) and DCA requirement for immediate information on significant occurrences. Furthermore, the reporting system shall be used in order to bring to the attention of the departments concerned, such information and suggestions that the flight personnel deems it advantageous for the improvement of the Company's operations in general. It is the responsibility of P-i-C to submit the appropriate report within the time limit. All reports shall be clearly written in English. It must be kept in mind that many of these reports are official documents and their forms and wordings should therefore, be suitable for such documents. Reports and forms are to be kept in a place where they are accessible to authorized persons only. Note: According to ICAO requirements, THAI has established a mandatory incident reporting system to facilitate the collection of information on actual or potential safety deficiencies.
In addition, THAI has established a voluntary incident reporting system and adjust their laws, regulations and policies so that the voluntary program: Facilitates the collection of information that may not be captured by a mandatory incident reporting system; Is non-punitive; and Affords protection to the sources of the information.
15.3.2
15.3.2.1
Safety Reports
General
The Company's reporting system shall be used to report all incidents/occurrences, technical defects and operational deficiencies, etc., to the departments concerned, and also to satisfy ICAO (See NOTE) and DCA requirement for immediate information on significant occurrences. Furthermore, the reporting system shall be used in order to bring to the attention of the departments concerned, such information and suggestions that the flight personnel deems it advantageous for the improvement of the Company's operations in general. It is the responsibility of P-i-C to submit the appropriate report within the time limit. All reports shall be clearly written in English. It must be kept in mind that many of these reports are official documents and their forms and wordings should therefore, be suitable for such documents. Reports and forms are to be kept in a place where they are accessible to authorized persons only. Note: According to ICAO requirements, THAI has established a mandatory incident reporting system to facilitate the collection of information on actual or potential safety deficiencies.
In addition, THAI has established a voluntary incident reporting system and adjust their laws, regulations and policies so that the voluntary program: Facilitates the collection of information that may not be captured by a mandatory incident reporting system; Is non-punitive; and Affords protection to the sources of the information.
Safety reports
Form 1. Air Safety Report (ASR) Used for reporting of Safety related occurrences during flight. Significant occurrences shall be initially and urgency reported by ASRTEX. 2. Voluntary Safety Report Events that enhance aviation safety.
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Form 3. Cabin Report (Safety/Security Related) 4. ICAO Volcanic Activity Report 5. Passenger Disturbance Report/ Flight Disturbance Incident Report and Witness Form.
Used for reporting of Occurrences in the cabin related to flight safety and/or security. Volcanic eruption or volcanic cloud sighted. Giving information on unruly/disruptive passenger to the P-i-C to have approval for further action.
15.3.2.2
Air Safety Report (ASR)/ASRTEX message

Occurrences that related flight safety shall be reported by means of Air Safety Report (ASR) form as soon as possible and no later than 24 hours. The occurrences classified as accident, serious incidents, or incident and significant occurrences, remarked as "(ASRTEX)" in Reportable occurrences below, shall be reported immediately by Telex to the relevant functions prescribed in Office routine below. It is recommended that the P-i-C should inform their Chief Pilot verbally as soon as possible after an occurrence requiring the submission of an ASRTEX message, or after any other event that has the potential to attract any media attention. Any occurrence that has been reported through the ASR does not have to be taken up in the Voyage Report. Information to the DCA of Thailand The following occurrences must be informed to the DCA of Thailand:
Accident/serious incident. Air traffic incident. Significant flight safety occurrences which are subject to be reported by ASRTEX
message.
The potential hazard which was not completely handled and controlled using the standard
drills, procedures and standby systems available for that purpose. establishing defect control systems and procedures. message of benefit to other operators.
Any technical problems revealed which could not be controlled and monitored by Any unexpected or untoward effects which were experienced, or there is an obvious safety The occurrence which may be interested by public or media. Bird strike. OI shall inform the DCA of Thailand as soon as possible within 72 hours from the time
of the event. Notification to authorities In the case of an occurrence classified as an accident, the P-i-C shall immediately notify OP who shall notify relevant authorities according to procedure published in THAI EAP.
Authorities to be notified
Authority in state of occurrence. Authority in state of registry (DCA of Thailand).
Contents of notification The notification shall consist of the following data: Airplane registration and type. Time of occurrence. Position of occurrence. Operator. P-i-C and contact details. Number of persons on board, fatalities and persons injured. Presence and description of dangerous goods on board. Other damages.
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Authorities' points of contact are as follows:

Country Thailand Other countries Authority Department of Civil Aviation According to relevant AIP/ THAI LEAP Telephone +66 2 287 4061 According to relevant AIP/ THAI LEAP
Reportable occurrences There are no definite rules and complete details as to when the ASR shall be written. The P-i-C must therefore use his own experience and judgment. Generally, it can be said that any occurrence that causes interruption of a flight, reduces the airworthiness of the airplane or results in an unsafe condition (technical or operational) shall be reported. The following list gives guidance on, but is not limited to, occurrences that shall be reported. Where so indicated, an ASRTEX message shall be sent.
Type of event ACAS RA AIR TRAFFIC INCIDENT Cause of occurrence
Maneuvering or Not Maneuvering in response to an

ACAS/TCAS Resolution Advisory (RA).
(ASRTEX) Near miss or near collision requiring an

avoidance maneuver to avoid collision or unsafe situation or when an avoidance action would have been appropriate.
Provisions of significantly incorrect, inadequate or Risk of collision with any flying device. Unauthorized penetration of controlled airspace.
ATS DEFICIENCY
misleading information from any ground sources, e.g., ATC, ATIS, etc.
Failure of air traffic services or facilities. Faulty air traffic procedures or lack of compliance with
applicable procedures by air traffic services or flight crew. message including data link when this results in a hazardous situation.
Incorrect transmission, receipt or interpretation of
Major ATC/Air Traffic Management (ATM) failure. Occurrence due to the use of national language (other
than English).

BIRD STRIKE CABIN SAFETY
Provision of less than prescribed terrain clearance. Prolong lost of communications. Radio frequencies jam by Local Broadcasting. Unlawful radio transmission.
Bird strike, damaged or not damaged.

Note: Cabin Report (Safety/Security related) must be attached.
Defection of cabin equipment(s) which might impact

the airworthiness of aircraft or safety of the flight.
Difficulty in controlling intoxicated passenger(s). Violent or Unruly passenger.(PDR or PDIR must be

attached)
Incapacitation of any cabin crew member which
renders them unable to perform essential emergency duties.
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Type of event
Cause of occurrence
Occurrences other than accident which have or could

have led to injury to passengers or crew. (Passenger/ Crew Illness Report must be attached). reasons after block-off.
Passenger detained and/or off-loaded due to safety Proven or suspected interference from a passenger
carried electronic device.
Events requiring any emergency use of oxygen by Cabin Safety occurrence reported by Cabin Crew.
DANGEROUS GOODS
any passenger or crew member other than the flight crew.
(ASRTEX) Occurrences caused by restricted articles,

dangerous goods or special cargo carried on board. goods.
Improper handling or suspected leakage of dangerous

GPWS/EGPWS WARNING
EGPWS/GPWS activation in any mode, actual
or false (Technical LOG shall entered if false is suspected). as a result of crew response to an EGPWS/GPWS warning, e.g., possible reduced separation from other traffic. vehicles or ground equipment.
Difficulty or hazard arisen or that might have arisen
GROUND DAMAGE
(ASRTEX) Collision on ground with obstructions, A structural damage or defect to the airplane on
ground, not classified as an Accident or Serious incident. person(s) involved that could be possible effect, harmful or push the unsafe condition to the operation of flight. vehicle, animals or foreign objects, resulting in a hazardous situation.
HAZARD
Anything(s), any action(s) or non-action(s) of any
Aerodrome movement area obstructed by airplane, Errors or inadequacies in marking of obstructions on Failure, significant malfunction or unavailability of
airfield Lighting.
aerodrome movement areas resulting in a hazardous situation.
Potential hazardous condition such as an irregularity

in a ground navigational facility, a meteorological phenomenon or a volcanic ash cloud is encountered during flight. misleading information from any maps, charts, etc.
Provisions of significantly incorrect, inadequate or Significant spillage during fueling operations.

LOAD CONTROL
Occurrences causing airplane control difficulties,

suspected load control errors.
Suspected or actual Load control errors significant
shortfall of the actual performance compared to the approved performance which results in a hazardous situation including braking effect, fuel consumption, etc.
OPERATION OCCURRENCE
(ASRTEX) Actual collision with terrain or obstacles. (ASRTEX) Any event lead to emergency declaration
("Mayday" or "Pan").
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Type of event
Cause of occurrence
(ASRTEX) Aircraft damages or other damages

caused by jet exhaust.
(ASRTEX) Emergency evacuation performed. (ASRTEX) Hijack/Terrorist act. (ASRTEX) Incapacitation of any flight crew member. (ASRTEX) Occurrences during flight or on ground with crew on board, causing serious injury to any person that directly results from operation of the airplane. emergency descent.
(ASRTEX) Rapid decompression resulting in (ASRTEX) Runway incursion, excursion and

confusion with subsequence or leading to incident event. in contact with ground.
(ASRTEX) Wing tips, tail skid, flaps or engines come

(ASRTEX) Undershooting or running off the runway. Any occurrences cause bursting tire(s). Any occurrences lead to Rejected takeoff. Any occurrences when a system has been operated in an unproved way and airplane performance has been affected. (CRM) or between flight crew and other parties (cabin crew, engineering) that has influence on the regularity of the flight. required visual reference. safety.
Breakdown in communication between flight crew
Descent below decision height/altitude without the Deviation from normal procedures involving a flight Go-around producing a hazardous or potentially
hazardous condition.
Hard landing. Hazard or potential hazard which arises as a
consequence of any deliberate simulation of failure, condition for training, system check or training purposes. altitude/FL (more than 300 ft) or intended or cleared track including deviation due to misreading or improper setting of instruments or NAV aids.
Inadvertent deviation from intended or cleared
Incorrect following of published SIDS and STARS. Incorrect programming of, or erroneous entries
into, equipment used for navigation or performance calculations, or use of incorrect data, that have influence on the regularity of the flight. influence on the regularity of the flight.
Incorrect setting of a transponder code that has Loading of contaminated or incorrect type of fuel or Loading error of incorrect fuel quantities having
influence on airplane endurance, performance, balance or structural strength. other essential fluids (including oxygen and potable water).
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Type of event
Cause of occurrence
Loss of position awareness relative to actual position

or to other aircraft, or position awareness/navigation problems that concern safety which require ATS assistance.
Missing, incorrect or inadequate de-icing/anti-icing. Non-compliance or significant errors in required

maintenance procedures.
Not stabilized at 500 ft RH and a go-around not made. Occurrences from turbulence causing aircraft control
difficulties.
Operation of any primary warning system associated

with maneuvering of the aircraft, e.g., configuration warning, stall warning (stick shaker), over speed warning, etc. unless operated for training or test purposes.
Overweight landing Preparation for an emergency landing has been

made.
Rejected takeoff. Risk of collision with terrain or obstacle. Runway incursion without subsequence or leading to
incident event.
Runway incursion. Severe icing requiring change in altitude. Stall warning/Stick shaker. Taxiway/Apron/Stand/T-Mark incursion, excursion or confusion. prescribed emergency procedures in order to deal with the situation.
Use of any aircraft emergency equipment or
Wake turbulence effecting safety of flight. Whenever clear ice is observed after departure check
and aircraft is released. TECHNICAL OCCURRENCE Note: Engine: ASRTEX/ASR does not supersede complaint in Technical Log, therefore Technical Log must also be entered and circle around Report box.
(ASRTEX) Any engine failure. (ASRTEX) In-flight shutdown forced by technical

problem.
Engine parameters exceed.

APU:
APU Shut down or failure when the APU is required

to be available by operational requirements, e.g. ETOPS, MEL.
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Type of event Fuel:
Cause of occurrence
Fuel imbalance exceeds limit. Fuel system malfunctions or defects, which had an
effect on fuel supply and/or distribution.
Loading of incorrect fuel quantities, due to technical

problem, having influence on aircraft endurance, performance, balance or structural strength. use total quantity of usable fuel, not requiring a declaration of an emergency.
Low fuel quantity, inability to transfer fuel, or

Fires:
(ASRTEX) All fires. (ASRTEX) Smoke or fumes detected in any

compartment.
False fire/smoke warning.

Flight control and stability problems:
(ASRTEX) Loss of control or flight control system

malfunction.
Occurrences from system failures causing aircraft

control difficulties.
Stall warning/Stick shaker due to system failure.

Flight instruments:
Air data, altitude and navigation instrument failures.

Aircraft structure:
Abnormal vibration. A structural damage or defect to the aircraft, not

classified as an accident or serious incident.
Loss of any external part of the aircraft during flight.
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Type of event System failures:
Cause of occurrence
Aircraft system failure leads to unexpected lateral or

vertical deviations.
Any aircraft system failure leads to Air Turn Back

(ATB) or diversion.
Aircraft system malfunctions which lead to
significant navigation errors not associated with transitions from an internal navigation mode to radio navigation mode. of a system.
Any occurrence resulting from unforeseen behavior Failure or defect of PA system resulting in loss or
inaudible PA system.
Inability to achieve the intended aircraft

configuration in any flight phase.
Leakage of hydraulic fluids, fuel, oil or other fluids

which result in a hazard or possible hazardous contamination of aircraft structure, systems or equipments, or risk to occupants. of the primary system. malfunction.
Operation of an alternate system due to malfunction Overweight or hard landing due to system Rejected takeoff due to system malfunction. Significant misleading information without any
aircraft system failure warning.
Significant shortfall of the actual performance
compared to the approved performance which results in a hazardous situation including braking effect, fuel consumption, etc.
Total loss or multiple equipment failure. Whenever a system or performance limitation has Uncommanded or lack of action of a system
Crew responsibility
resulting in a hazardous or potentially hazardous condition.
been exceeded as documented by the AOM/FCOM.
It is the responsibility of the P-i-C to submit an ASR/ASRTEX message as specified above. In case an occurrence takes place on or in the vicinity of an airport and the P-i-C anticipates that the authorities might require crew attendance at the investigation, contact shall be made with that authority via the THAI representative to obtain directives, as to the necessity of the crew remaining available. If any reason, ASR/ASRTEX was not submitted by P-i-C , when factual information was found out, OI shall have full authority to submit equivalent report in order to control FSI and investigation process. When the circumstances are such that valuable observations, relevant to the incident, may have been made by other members of the crew, the P-i-C is responsible for collecting such additional information, e.g. by requesting written accounts from the crew members concerned. It is important for the subsequent investigation that such accounts are written down as soon as possible after the incident and, if possible, be forwarded together with the Air Safety Report. Report form Form OI-FM 18 shall be used as Air Safety Report. Form OI-FM 21 shall be used as a template for submit ASRTEX. Forms are available in the Captain Report Folder (CRF). Completion The report shall always be written in English and signed by the P-i-C.
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When ASR is written due to airplane technical, information shall be entered in the complaint part in the Technical Log, e.g. "INFO; ASR WILL BE SUBMITTED". If the ASR shall be submitted due to an airplane deficiency also the REPORT box shall be circled. Dispatch ASR shall be submitted within 24 hours. If an ASRTEX message is required it shall be sent immediately via TELEX or THAI Intranet (http://thaisquare.thaiairways.com/ASR). THAI Dispatcher or station staff may assist in sending the TELEX. In case of no CRT or THAI Intranet available, the ASRTEX message can also be sent by facsimile to OP (FAX +66 2 137 1244) then OP shall forward the message to functions concerned by TELEX. After the ASRTEX message has been telexed, send the completed ASR without delay by any quickest available means, either by facsimile to OI (FAX +66 2 545 3849), co-mail or by hand to OI for further processing. Office routine OI is responsible for handling of Air Safety Reports The ASRTEX shall be distributed as follows:
DO, DP, DX, D8 OC, OE, OH, OI, OO, OP, OS, BX, OU, DL, DM, DT, LC, LE, LG, LO, TE, TQ, and JR, JZ, WU, DD-F.
The ASR shall be distributed as follows:
DO, DP, DX, D8 OC, OE, OH, OI, OO, OP, OS, BX, and TE, TQ.
The original report shall be filed at OI for 3 years.
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15.3.2.3
Voluntary Safety Report (VSR)

Purpose The objective of Voluntary Safety Report (VSR) is to enhance aviation safety through the prevention of accidents and incidents. Its focus is to encourage voluntary reporting of safety issued and events that come to the attention of flight crew and cabin crew. De-identification Except reporter name, all information that might assist in or establish the identification of other persons involved in Voluntary Safety Report Forms will be deleted. This de-identification will be accomplished as soon as practicable. Report form
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Voluntary Safety Report Form (OI-FM 12) shall be used. Form OI-FM 12 for flight crew are available in Captain Report Folder (CRF). Form OI-FM 12A for cabin crew are available in Route Folder. Processing of reports The report shall be sent to BKKOI by:
Co-mail, Fax No. +66 2 545 3849, or E-mail flightsafety@thaiairways.com.

where the information should be analyzed and reviewed for the purpose of accident/ incident prevention.
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15.3.2.4
Cabin Report (Safety/Security Related)

Purpose Cabin Report (Safety/Security Related) shall be used by IM/AP to report any occurrences taking place in the cabin that are related to flight safety and/or security. Cabin reporting system is aimed at minimizing risks to the occupant of the airplane by reducing or eliminating the reported hazards, as well as at avoiding the repeating of the reported occurrence, with the potential for creating injuries or causing damage. Report form The Cabin Report (Safety/Security Related) Form QQ-FM 02 shall be used. The form is available in Cabin Route Folder (RF) provided by QV-3. Procedures
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IM/AP shall report any occurrence takes place in the cabin during flight which might cause any risk to the occupants of the airplane by using Cabin Report (Safety/Security Related) with the details of event as much as possible. IM/AP then shall submit the completely filled report to the P-i-C of the flight. The following list gives guidance on, but is not limited to, occurrences that shall be reported:
Automated External Defibrillator (AED) usage. Breach in safety and/or security procedures. Failure of cabin communication system. Death on board. Passenger oxygen mark dropped. Emergency equipment not present or operational. Fire/smoke/fumes. Hazardous material exposure. Defection of cabin equipment(s) which might impact the airworthiness of aircraft or safety of the flight. Potential hazard which may cause injury to others. Safety-related interruption during sterile cockpit. Severe turbulence. Inadvertent slide deployment.
P-i-C of the flight, then shall attach the Cabin Report (Safety/Security Related) reported by IM/AP with the ASR (Air Safety Report) and submit to OI as "CABIN SAFETY" event with the additional details as required to complete ASR. Office routine Upon receiving Cabin Report (Safety/Security Related) attached with ASR, OI then shall make a copy of Cabin Report (Safety/Security Related) and forward to QQ for information. (Then the ASR and the attached report shall be handled as ASR.)
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15.3.2.5
ICAO Volcanic Activity Report

Purpose AAPA (Association of Asia Pacific Airlines) members operate in an area which probably has the greatest concentration and widest spread of active volcanoes, the so-called "Pacific Ring of Fire," from Japan through the Philippines, Indonesia and Papua New Guinea. Eruptions can and do occur at any time and often are not reported to the airlines for days if at all. Immediate notification of an eruption with specific details of position, type of cloud, height and drift are essential to warn airlines so that they can react accordingly. Equally important is knowledge of the movement and dissipation of the ash cloud, so that airlines can cancel costly diversions when no longer required. Report form
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The ICAO Volcanic Activity Report (VAR) Form (BKKORTG 9707061) shall be used. The form is available in the Captain Report Folder (CRF). Procedures Whilst flying in the known volcano region, the flight crew should visually monitor any activity, any change to known NOTAM's, and any other activities not previously noted. In case an eruption is observed, the report must be completed on the ICAO Volcanic Activity Report Form. Section 1 (items 1-8) of the form is to be transmitted over radio to the respective ATC without delay. Office routine At the first point of landing, the P-i-C shall hand over the completed VAR form to the Company's staff or representative for further transmission to the addresses indicated on the top of the form. In case the completed form is handed over to BKKOP/OW, BKKOP/OW shall then forward a copy of Section 2 of the form via fax or SITA to:
ICAO Regional Office Bangkok; QANTAS AIRWAYS 24-hour operations dispatch desk;
SITA : SYDOSQF Phone : 61 2 9691-1320 Fax : 61 2 9691-1385 QANTAS shall then immediately forward the Volcanic Activity Report via fax or SITA to Volcanic Ash Advisory Center and IATA Montreal. BKKOP should:
Decide if the report has effects on THAI's own operation. If so, cancel or delay the flight as appropriate. After an initial new alert, decide if ash cloud is above 3000 meters. If there has been no further information received on relevant volcanic activity, request the pilots to specifically observe the volcano in question.
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15.3.2.6
Passenger Disturbance Report (PDR)/ Flight Disturbance Incident Report and Witness Form (FDIR)
Purpose Passenger Disturbance Report (PDR) and Flight Disturbance Incident Report (FDIR) are normally handled by IM/AP for the purpose of giving information on unruly/disruptive passenger to the P-i-C to have approval for presenting the "Passenger Notice" card and, if illegal behavior still continues, use as evidence report to a police. The PDR and FDIR must be acknowledged and signed by the P-i-C. Report forms Passenger Disturbance Report Form (QV-FM 1), Flight Disturbance Incident Report Form (QV-FM 4) and Witness Form (QV-FM 3) shall be used.
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Forms are available in the Captain Report Folder (CRF). Procedures
Passenger Disturbance Report

The PDR form shall be used whenever the passenger behavior is considered illegal and at least. Level 2 warning which "Passenger Notice" card is required to present to such passenger. If the passenger continues illegal behavior, the IM/AP shall fill out the Level 3 part and informs the P-i-C for further action (see 11.2). A set of each PDR form has 3 copies which shown in white, pink and blue colors. An original (white) shall be filed in the Route Folder for the purpose of keeping record, the first copy (pink) is given to the authorities at the arrival station together with the unruly/disruptive passenger, and the second copy (blue) shall be kept by IM/AP of that flight.
Flight Disturbance Incident Report

The FDIR form shall be used when a disturbance incident occurs on board and the procedures outline in 11.2 shall be adhered to. In case of such incident occurs: IM/AP shall complete the FDIR form both on page 1 for quick identification of the incident and on page 2 for gathering information to cover the legal requirements, such as evidence of intoxicants, words spoken, threats and physical or verbal danger to others. IM/AP shall also present the witness report (s) to the authorities for prosecution. The P-i-C shall report to the authorities about the reasons of restraint with his signature on the official documents for prosecution. Note: Since many cases brought to court are lost or withdrawn because of insufficient evidence, fill in the report as clearly as possible from the beginning until the end of the incident and as soon as it happened.
A set of each FDIR form has 5 copies which shown in white, pink, blue, yellow and green colors. The first copy (pink) shall be handed over by IM/AP to the Police/Security officers upon present themselves at the airplane together with the unruly/disruptive passenger. The copies distribution list stated in FDIR form page 2 shall be adhered to. Office routine All forms are supplied by QV to OB for further loading on board by OB-R. Upon received PDR and FDIR from IM/AP of such flight, QV shall then distribute the report to the functions concerned for further actions as appropriate. The report shall be filed at QV office for 5 years.
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15.3.3
15.3.3.1
Non-Safety Reports
VR
Purpose
The Voyage Report shall be used to submit information on operational matters not covered by the Air Safety Report (ASR). The occurrences, which have been reported through those channels, should normally not be reported in a Voyage Report, except if the P-i-C finds it appropriate to elaborate on the incident via this channel. It should be realized, however, that a Voyage Report is an official document, which may be distributed also to the authorities upon request.
Report Form
The Voyage Report form (OO-FM 4) shall be used. Forms are available in the Captain Report Folder (CRF). This VR form is designed for the convenience in writing Voyage Report. P-i-C could choose the subject matters from those already listed on page 1 and give additional descriptions/suggestions (in English), if desired. If the P-i-C requires action or only for information on any subject matter, he could mark it on the VR form in the columns provided. OR shall maintain stock to supply to OB as OB-R is responsible for checking that a sufficient stock of blank report forms is available on board the aircraft prior to departure.
Reportable Items
The Voyage Report should be considered as a direct link from the P-i-C to Flight Operations. Therefore, he is free to include items according to his judgement. Following matters are to be reported in the Voyage Report: Delay in departure in excess of 15 minutes. Events and observations concerning the efficient and rational completion of a flight. Information and suggestions, which the P-i-C deems are advantageous for Flight Operations in general. Random inspection by any authorities during ground stop at intermediate airport/ destination. Death of passenger/crew member. Injury or serious illness suffered by any passenger or crew member, Passenger/ Crew Illness Report, shall also be submitted. (Full name and address of doctors/ nurses or any person who gives assistance on board is required for writing to thank them for their assistance.) Request for baggage identification due to missing passenger. Lack in security arrangements. Note: The P-i-C shall also report by radio to the next point of landing, in case of death, injury or serious illness.
Procedure
The Voyage Report shall be written without delay, and dispatched within 3 days after flight by the quickest possible means to OO, i.e.: By co-mail; By Fax No. 0-2545-3901; By e-mail: report.vr@thaiairways.com (copy surachet.m@thaiairways.com). With the P-i-C's consent, other crew members may submit a report or include remarks, information, or suggestions in the Voyage Report. Such report or entries shall be signed by the P-i-C with the crew member's name in brackets.
Office Routine
The Director, Flight Standards (OO) is responsible for handling all Voyage Reports according to the established procedures.
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All Voyage Reports will be given the following standard distribution: DD, DO, DP, D8, DP-C, JL, JR, OI, OS, OX, and the P-i-C originating the report. In addition to the standard distribution, the report is distributed for action/information to various functions concerned within the Company, depending on reported matter. Reports containing matters of strictly confidential nature will be given an appropriate limited distribution. Some reported items may be allotted to departments concerned with a "Action" Request. The requested answers shall be sent to OO, who will make further distribution to the standard distribution as stated above and the functions concerned which were mentioned in the VR. The original VR, the distributed copy and each answer shall be filed at OO office for 3 years.
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15.3.3.2
Passenger/Crew Illness Report

Purpose
The Passenger/Crew Illness Report Form shall be used for either of the following purpose: When a passenger becomes seriously ill and requires doctor's attention on board during flight; When a crew member becomes seriously ill during his/her flight duty and requires doctor's attention.
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Report Form
Form QV-FM 4-01 shall be used. The form is available in the Captain Report Folder (CRF) and Cabin Route Folder (RF) on board the aircraft.
Procedure
Crew who suffer from any Illness or injury during his/her flight duty and requires doctor's attention or who assist the doctor's attention to the passenger illness during flight shall fill up the details in Passenger/Crew illness Report form as much as applicably. After crew has completed Passenger/Crew Illness form, he/she shall submit the complete-filled form to IM/AP during flight. Upon receiving Passenger/Crew Illness Report from the crew, IM/AP of such flight shall then add the additional required details in the Cabin Report (Safety/Security related) in case of the illness or injury caused by any safety or security issues, e.g., flight encountering to turbulence, decompression, etc. IM/AP then shall report to P-i-C of the flight and submit him both complete-filled reports. In case of the illness or injury is not induced by any safety and/or security issues. IM/AP shall forward the received Passenger/Crew Illness Report to the P-i-C solely. P-i-C then shall verify the cause of occurrence, then as his consideration report to OI with ASR (Air Safety Report) or to OO with VR (Voyage Report). Depend on the P-i-C Discretion, the Cabin Report (Safety/Security related) shall not be attached with VR, whenever P-i-C consider cause of illness or injury is not caused by the safety or security issues. Nevertheless, if it seems to be related P-i-C shall ask IM/AP to submit him Cabin Report (Safety/Security related). After ASR or VR has been completely filled, the P-i-C then shall send the completed form to OI/OO together with an ASR or VR as stated above for further process, e.g., medical reimbursement, thanking the doctor for his assistance to the patient, etc. The P-i-C shall, before landing, inform ground staff or ATC about the sick person via appropriate means (ACARS, SATCOM or CUT Channel) for medical assistance (if required).
Office Routine
All forms are supplied by QV to OB for further loading on board in CRF (Captain Report Folder) which is in the cockpit by OB-R and in Cabin Route Folder which is prepared for each flight by QV-3. For flight crew illness or injury, OI/OO shall forward the Passenger/Crew Illness Report to the director, Pilot Administration Department (OS) for further action. OS shall file a copy of the report for records for 3 years. For cabin crew illness or injury, OI/OO shall forward the Passenger/Crew Illness Report to the director, Cabin Crew Administration Department (QV) for further action. QV shall file a copy of the report for records for 3 years. For passenger illness or injury, OI/OO shall forward the Passenger/Crew Illness Report to the function concerned for further action and report to the authority concerned when the condition is so required.
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15.3.3.3
CAT II/III Unsatisfactory Autoland Report

Purpose
The CAT II/III Unsatisfactory Autoland Report shall be used to detect undesirable trends for CAT II/III operations before they become hazardous.
Report Form
The CAT II/III Unsatisfactory Autoland Report form, available in the Captain Report Folder (CRF) on board the aircraft, shall be used. OR shall maintain stock to supply to OB and OB-R is responsible for checking that report forms are available on board the aircraft prior to departure.
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Procedures
The report shall be filled in, in addition to the Flight Deck Log entry and Autoland Records form in FFF, after an unsatisfactory CAT II/III approach. The actual approach type shall always be stated in order to get correct statistics. The following shall always be documented: Date, Time, Flight number, ACFT type, ACFT registration, P-i-C's name, Personnel number, Airport, Runway, Weather condition, Surface wind, Clearance received for CAT II or CAT III approach and Actual approach type (CAT II or CAT III). Unsatisfactory approach reason should be identified by checking one of the listed box items, i.e. Automatic system disconnect, Procedure related, Ground facilities, ILS interference, ACFT equipment failure, ATC related and other reasons. If none of the listed item is applicable, state the reason in the Remarks box. Autoland touchdown zone is 275 m (900 ft) to 732 m (2400 ft) down the runway and within 8 m (27 ft) of the centerline during rollout. If aircraft lands outside this area, record approximate area of touchdown point with "X", including aircraft path during rollout, on runway depiction.
Dispatch
The CAT II/III Unsatisfactory Autoland Report shall be completed without delay after landing. Dispatch the report by co-mail directly to OU for further investigation with TE and all concerned.
15.3.3.4
Evaluation, Route Training, Line Check/Release Flight Report

Pre-captain Candidate Evaluation Report
Pre-captain Candidate Evaluation Report form shall be used when a flight officer is scheduled with an evaluator pilot for the purpose of evaluating before he is appointed a captain candidate. The form is available at Flight Documentation & Publication Services (OR) and Flight Standards (OO) offices. It is the duty of the Flight Standards Department (OO) to distribute this form to the flight officer undergoing evaluation, and it is the duty of the pilot under evaluation to ensure that the form is completed whenever flying with the evaluator pilots. The clarification of items to evaluate and grading instructions are shown in the form. The "Remarks" space is intended for comments on the standard of the pilot under evaluation. The completed form shall be signed by the evaluator pilot and returned directly to the Flight Standards Department (OO) soonest after the flight.
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The report shall be kept in pilots' personal files at OS office after evaluation completion (till the end of pilot career).
Route And Aircraft Experience Report

The report shall be completed by a pilot flying as either captain candidate, copilot, or supernumerary pilot for the purpose of gaining practical experience in routes, aerodromes or the aircraft type. The form is available at Flight Documentation & Publication Services (OR) and Pilot Administration (OS) offices. It is the duty of the student pilot to carry the form on the flights and to ensure that it is correctly completed. The completed report shall be the basis of qualification for release, and shall be presented to the releasing pilot before the release flight. If a release flight is not required, the report shall be returned to the chief pilot concerned when the training is completed. The report shall be kept in file at OS aircraft type for a period of one year.
Pilot Check/Report
Whenever a pilot is scheduled with a Line Check Pilot for the purpose of given Release flight, the LIFUS, Pre-evaluation and Supervision/Line Check, the Pilot Check/Report form (OS-FM 1) shall be used. The report form is available at Pilot Administration Dept. (OS) It is the duty of Line Check Pilot to ensure that the form is correctly completed after flight. Since the report is confidential (except LIFUS) then, after shown to the pilot under Line Checked for signing of acknowledgement, the Line Check Pilot shall return such form directly to the Chief Pilot concerned. For LIFUS, student pilot shall carry report forms on the flights for the LIFUS record and shall ensure that the report form is correctly completed. The student pilot shall return the completed report directly to the Chief Pilot after the training is completed. The space in the "Remarks/Comments" column is intended to be used by Line Check Pilot to comment on the standard of the Line Checked pilot (pilot under supervision). It is the duty of the releasing pilot to inform departments concerned by telex of the release flight performed. The completed report form shall be kept in file at OS aircraft type for a period of three years.
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15.3.3.5
Ground/Flight Test Report

Purpose
The Ground/Flight Test report is used by the designated flight test crew when performing a ground and/or flight test at out station (not BKK base), in order that OE can keep records of the aircraft capability and corrective airworthiness.
Report Form
The Ground/Flight Test Report Form (OE-FM 3), available in the CRF, shall be used when performing ground/flight test. This form is identical to the Ground/Flight Test Report Form in AFTM (Aircraft Functional Test Manual) which, in normal case, OE test crew will use in conjunction with their assigned test routine.
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Completion
The designated test crew shall complete the form by filling out all applicable data and mark in the appropriate boxes. If non-routine should be marked, the crew shall fill in detailed description in the remarks space provided. If the space is insufficient, an empty blank paper can be used as extension or attachment to the remarks.
Office Routine
After completion of the form, the test crew (assigned by the team leader) shall send the completed form to OE. OE staff will then handle the report according to OE manual. The completed form shall be filed at OE for 5 years.
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15.3.4
Forms
Form Aircraft Log Books Journey Log/FLT Statistics Pilot Training Release Form Used for Reporting of Complaints on technical deficiencies, action taken, and maintenance release. Calculation of crews flight time and data to be filled in for operational statistics, and fuel management. Result/status of pilots after certain releases.
Test Flight/Flight Training Flight Test flight and school flight for crews flight time and operational Log for All Aircraft statistics. Flight Crew Hotel Register Status of crew accommodated overnight at certain destinations.
15.3.4.1
Aircraft Log Books

(The following instructions and handling procedures are summarized from TTPM-LO 1201.)
General
Aircraft Log Books are composed of Technical Log and Cabin Log. Crews are responsible for reporting or advising any aircraft discrepancy occurred during their flight operations in Aircraft Log Books. All entries shall be written in capital letters and in English only. Black or blue ballpoint pen is recommended; always applies considerable pressure on writing for the copy layers. Abbreviations that are not self-explanatory and commonly used shall be avoided. Any error made during writing on the Aircraft Log, the mistake shall be crossed out by one diagonal line and signed by the writer with his/her ID No./AUTH No. under the diagonal line. Any kind of eraser is not allowed.
Technical Log
A set of Technical Log consists of three log pads which are LOG IN USE, PREVIOUS LOG and SPARE LOG. P-i-C shall fill in the required fuel for the flight in kg in the RAMP FUEL box, and upon arrived at destination, fill in the remaining fuel in the PARKING FOB box. Since "Fueling Order" is no more used, P-i-C shall verify the final fuel in each tank with fuel indicator accordingly. P-i-C shall sign and write block name with Pers. No. in the P-i-C box after reviewed all aircraft defects. In case of the P-i-C intend to write an Air Safety Report (ASR), make a circle at the REPORT box.
Cabin Log
Cabin log is intended for the cabin defect and action taken in the cabin area, which does not involve to flight safety or all emergency equipment. Emergency items and defect which may involve in flight safety such as windows, doors, noises or smell, etc. shall be entered in Technical Log. All entries in the Cabin Log shall be made by IM or Air Purser. The P-i-C does not have to sign the Cabin Log.
15.3.4.2
Journey Log/Flt Statistics

General
Some data in the flight plan is the basis for calculation of flight time for crew and operational statistics. It is, therefore, of utmost importance that the Journey Log/Flt Statistics sheet be completed and filed together with flown Company flight plan for each leg as specified below.
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The information needed for the operational statistics is marked by lightly-printed figures on the Journey Log/Flt Statistics sheets at the place where it shall be entered. Each of such statistical boxes must be filled in; otherwise, the computer will register an error or missing data. Note: This FORM shall not be used for Test flight and School flight.
Data To Be Filled In
Before filling out the Journey Log/Flt Statistics sheet, the P-i-C shall assure that the following data is legibly filled in appropriate boxes marked by lightly-printed figures on top of the boxes. Box marked 1: Flight number and type to flight. The flight numbers are arranged in principle in accordance with IATA resolution. The following numerical suffixes shall be added to the flight number: 1 Rescheduled flight (any advance planning flight to deviate from the specification in TPI or flight when time of operation "Off block" has been changed from the original schedule by more than 2 hours, e.g. TG-3211). Supplementary flight (any flight operated in addition to the normal scheduled flights. If more than one supplementary flights are operated on the same day and sector(s), suffixes 2, 3, 4 and 5 will be used respectively, e.g. TG-6022, TG-6023 and TG-6024). Diverted flight Interrupted flight (any flight after having left the tarmac, for any reason, returns to the tarmac whether having been airborne or not, e.g. TG-4137). Ferry flight, e.g. TG-3048 Heavily-delayed flight (assigned to any heavily-delayed scheduled flight in order to avoid duplication with the present scheduled operating flight). Numeric suffixes are to be internally used for statistical purposes only, not for ATC communication purposes. For ATC purposes, if the flight is delayed and causes duplicated flights on the next day, a suffix "D" shall be added to the identification number of the delayed flight, e.g. THA920D. Certain flights are assigned as "Ordinary Four-Digit Flight Designator" as follows:
80008199 Charter Flights (Performed to carry load under Air Charter agreement between the Charterer and the Carrier): 80008049 80508199 82008299 83008399 84008499 85008799 Domestic Flights International Flights
25
6 7 8 9 Note:
School Flights (for crew training purpose) Test Flights (for technical purposes) Positioning Flight (operated in order to bring the aircraft into position without revenue load) Supplementary Flights (performed in addition to the regular scheduled flights in order to meet extra demand): 85008599 86008699 87008799 Regional Routes Intercontinental Routes Domestic Routes: 87008749 87508799 Northern/Northeastern Routes Southern Routes
88008899
Special Revenue Flights (performed to carry special revenue load) 88008829 88308859 88608899 Regional Routes Intercontinental Routes Domestic Routes: 88608879 Northern/Northeastern Routes
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88808899 89008949 89508999
Southern Routes
Delivery Flights (Operated for the delivery of new or leased aircraft, which carry revenue or non-revenue load) Special Non-revenue Flights (Performed to carry non-revenue load)
The specific route numbers are designated as follows:

001299 Domestic Scheduled Passenger Flights: 001099 100199 200299 300999 300399 400499 500549 550599 600699 700799 800899 900999 Northeastern Routes Northern Routes Southern Routes Western Routes Southern Routes and Australasian Routes Middle East Routes Indochina Routes Northern Routes Transpacific Routes Reserved European and Trans-Atlantic Routes
International Scheduled Passenger Flights:
Box marked 2:Date (UTC)dd/mm/yy Box marked 3:Aircraft registration Box marked 4:Scheduled time of departure, according to valid TPI, converted into UTC Box marked 5:Actual off-block time (UTC) Box marked 6:Actual airborne time (UTC) Box marked 7:Number of passenger on board Box marked 8:Aerodrome of DepartureIATA 3-letter code Box marked 9:Aerodrome of DestinationIATA 3-letter code Box marked 10:Diversion aerodrome, where flight has been diverted to, for an actual landing Box marked 11:Scheduled time of arrival, according to valid TPI, converted into UTC Box marked 12:Actual on-block time (UTC) Box marked 13:Actual touch down time (UTC) Box marked 14:Actual fuel consumption, in kg, for the whole flight Box marked 15:Total block-to-block time (hh:mm) Box marked 16:Flown flight time (hh:mm) Box marked 17:Crew Rank Box marked 18: The details of personnel numbers must be legibly written in block letters (especially the 5-digit personnel numbers and the first 3 letters of each crew members name for each flight crew member on duty) on the corresponding duty line. Box marked 19:Crew names (in full) Box marked 20:Flight duty assignment First column
For flight crew, use:

P M C Piloting pilot (PF); Monitoring pilot (PNF); Cruise pilot.
For cabin crew, use: Emergency station assignment codes, e.g. 1L, 2L, 2R, 3L, etc. (refer to CAP 2.1/2); or
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for the crew not occupying any jump seat. Second column
For flight crew, use:

I S V E H U A Z Instructor/Instructed pilot; Line check pilot; Line checked pilot; Evaluator/Evaluatee pilot; Supervisory pilot; Supervised pilot; Flight safety auditor/LOSA observer. Cabin supervisor.
For cabin crew, use:

Box marked 21:Total number of active crew members of the flight Box marked 22:P-i-Cs signature of data entry authorization Box marked 23:Give details of any irregularity, e.g. cause of delay, diversion or significant remarks. Note: Dead-headed crew member(s), a flight mechanic carried on board to perform technical ground services at station(s) along the route and other additional crew member(s) shall not be inserted in the crew list.
After each landing, the Journey Log/Flt Statistics sheet, together with the respective Company flight plan shall be completed and filed in the FFF. As a reference, the Journey Log/Flt Statistics sheet must be numbered successively with a "Consecutive No." until the FFF is emptied by OB-R staff. A new Journey Log/Flt Statistics sheet of the same leg must be completed (with figure 7 added to the flight number in box marked 1) and filed in the FFF if a flight, after having left the ramp, for any reason, returns to the ramp (whether having been airborne or not). Figure 1 shall always be added to the flight number by a flight crew member in case off-block time has deviated from scheduled departure time by more than 2 hours. If identically, the same crew continue with the same aircraft on more than one flight leg, the crew information needs to be entered only on the first Journey Log/Flt Statistics form, a reference may be made in the crew column to the "Consecutive No. of the first leg by entering "Same as No. ______". The filled Journey Log/Flt Statistics form shall be kept by EM in electronic format for 10 years as required by Thai DCA.
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15.3.4.3
Pilot Training Release Form

Purpose
The form must be completed by Line Check pilot or Instructor pilot when a student pilot has accomplished necessary training course to certify that he is qualified for: Release for route introduction/LIFUS; Base release in case of upgrading or aircraft transition training; Base release to perform 2nd duty as system operator. A successful released flight will also be credited as a Line Check. The report form should be kept as record and as information for departments concerned.
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Report Form
The form is available at OS office.
Procedure
The instructor or Line Check Pilot must telex this form immediately to applicable addresses shown on top of the report after a successful released flight. The original will be kept as record at OS office.
15.3.4.4
Test Flight/Flight Training Flight Log for All Aircraft

Purpose
Data in the completed Test Flight/Flight Training Flight Log is the basis for the calculation of flight time for aircraft and crew and is also used for the operational statistics.
Completion
The information needed for the operational statistics is marked with figures (for example, see Form below). In order to avoid flight number duplication in the computer system TIPS/TOPS/COMIS and other related systems, the flight numbers are arranged as follows: 1: Type of flight
School flight
82008204 82058209 82108214 747-400 747-300 A340-500/-600
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82308234 82408244 82508254 82608264 0, 5 1, 6 2, 7 3, 8
777-200/-200ER/-300 A330-300 A300-600 737-400
The type of school/training flight is identified by the last digit. Aircraft type transition training flight OPC-1 OPC-2 Upgrading/promotion training flight, i.e.,TG8213= A340 upgrading/promotion training flight
Test flight
83008304 83058309 83108314 83308334 83408344 83508354 83608364 1, 5 2, 6 3, 7 4, 8 747-400 747-300 A340-500/-600 777-200/-200ER/-300 A330-300 A300-600 737-400
The type of test flight is identified by the last digit. Flight test engine change Flight test flight control/airworthiness Flight test non-routine Flight test aircraft overhaul i.e.,TG8301 = 747-400 flight test engine change 2: Aerodrome of departureIATA 3-letter code 3: Aerodrome of destinationIATA 3-letter code 45: Datestandard system (e.g., 20/08/1987) 6: Aircraft registration 7: Actual time "Off Block" (UTC) 8: Actual time "Airborne" (UTC) 9: Runway light at takeoff 0 1 No lighting Lighting
10: Actual time "On Ground" (UTC) 11: Actual time "On Block" (UTC) 12: Runway light at landing 0 1 No lighting Lighting
13: Actual consumption of fuel for the whole flight 14: Total usable fuel on board before flight 15: Supplied quantity of fuel 16: Crew Note: Enter Occ (Occupation) as: I = Instructor (pilot or SO instructor)
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T = Student O =Observer P =Test Pilot E = Test Engineer
Filing
The P-i-C signs the Log as being responsible for the contents and ensures that the completed Flight Log, the Fueling Order and the Fuel Receipt are forwarded immediately to BKKOP who will forward: Flight Log to EJ; Fueling Order and Fuel Receipt to JJ for fuel quota statistics. Other documents such as Flight Test Report, Training Syllabus etc. shall be forwarded by P-i-C directly to the departments concerned.
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15.3.4.5
Flight Crew Hotel Register

Purpose
The flight crew hotel register gives information about the crew to be accommodated overnight at certain destinations.
Report Form
Form THAI 3018 shall be used. The form is available in the Captain Report Folder on board the aircraft.
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Procedure
This form has to be filled in either by copilot, cruise pilot or system operator. The "Wake up call" and "Pick-up time" should be set according to crew procedure. In case of irregularity, P-i-C will make decision on time change. On arrival at the overnight station, if required, one copy will be given to KK, whereas the original will be handed to the hotel receptionist. Separate form should be used for crew not departing on the same flight.
oOo
APPENDICES THAI Automatic Flight Planning System (TAFS)
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15.4.1
15.4.1.1
THAI Automatic Flight Planning System (TAFS)

Dispatch Release Message Format
International Flight
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15.4.1.2
Domestic Flight
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15.4.2
15.4.2.1
Flight Plan Format

International Flight
FMS-Equipped Aircraft
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ETOPS Flight Plan

Additional information for ETOPS operation will include critical fuel summary for en route alternates and also extra fuel built-up when applicable.
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15.4.2.2
Domestic Flight
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15.4.3
15.4.3.1
Description of TAFS Elements

Dispatch Release Message
1 2
Dispatcher notes to crew (essential information advised to crew e.g. significant weather, NOTAM and/or Company information) Number of passenger booking in cabin class: F/C/Y and total
15.4 Page 10 Rev 1 (23 MAY 11)
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3 4 5 6 7 8 9 10
Flight number UTC date of the first segment of the specified flight number IATA code of departure airport/Schedule Time of Departure/Estimated Time of Departure IATA code of destination airport/Schedule Time of Arrival/Estimated Time of Arrival Aircraft registration Flight plan reference number Parking stand number Parking stand coordinates
11 12 13 14 15 16 17 18 19 20 21 22 23
Estimated/Computed Zero Fuel Weight Computed Ramp Fuel Computed Ramp Weight Standard Taxi Fuel according to aircraft type Computed Takeoff Fuel Computed Takeoff Weight Computed Trip Fuel Computed Landing Weight Maximum Structural Weight according to aircraft type: Zero Fuel Weight, Fuel Capacity, Ramp Weight, Takeoff Weight and Landing Weight Space for final ramp fuel decided by the P-i-C Flight time from start of takeoff run to touchdown Space for planned Takeoff Alternate, if applicable (Reserved)
OM-A
15.4 Page 11 Rev 1 (23 MAY 11)
24 25 26
Copy of filed ATS Flight Plan Dispatchers name as know to the system when log onto TAFS P-i-Cs name as in COMIS data base and space for his signature
15.4.3.2
Flight Plan
27 28 29 30
ICAO code of departure and destination airport Aircraft type code and aircraft registration Schedule Time of Departure and Schedule Time of Arrival GRIB data validity, date and time Note: GRIB data are broadcast twice daily, every 12 hours, based on the 0000 and 1200 UTC synoptic data and the transmission is completed by 0500 and 1700 UTC, respectively. The data set covers forecasts valid for up to 36 hours after the time of the synoptic data on which the forecasts are based.
31 32 33 34 35 36
Drag Factor and Fuel Flow Factor according to information provided by OU-P FMS routing with route description according to FPR and planned flight level profile Cruise method used in flight planningCost Index or Mach Number Total ground distance, from departure airport, via the longest SID and a flight plan route, to the approach point Distance as in 34 above, corrected for wind Average en route wind component
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37 38
Computed Trip Fuel and flight time from start of takeoff run to touchdown Contingency fuel in percentage which corresponds to amount of fuel and time Note: When 3% contingency fuel is used, the 3-letter code of the selected en route altenate will be given.
39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60
Planned alternate and computed Trip Fuel/flight time Final Reserve Fuel Company Fuel and time, if required for flight planning Additional Fuel, if requested or computed for the purpose of economy tankage Takeoff Fuel Standard taxi fuel Computed Minimum Ramp Fuel and total accumulated time, given minimum fuel required for the flight. Space for final ramp fuel ordered by the P-i-C and total accumulated time Reason for extra fuel ordered Computed Zero Fuel Weight, space for actual value and structural limit weight Computed Takeoff Fuel, and space for actual value Computed Takeoff Weight, space for actual value and structural limit weight Computed Trip Fuel, and space for actual value Computed Landing Weight, space for actual value and structural limit weight Space for Dead Load Index from loadsheet Space for Load Index Zero Fuel Weight from loadsheet Space for aircraft CG in% of Mean Aerodynamic Chord Space for takeoff stabilizer setting Space for flight crew/cabin crew Space for number of passengers in separated zone Space for total passengers on board Space for total persons on board
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15.4 Page 13 Rev 1 (23 MAY 11)
61 62 63 64 65
FMS diversion route to alternate airport Flight level to alternate airport Average en route wind component to alternate is not applicable Standard trip fuel to alternate airport Standard flight time to alternate airport
68
Corrected trip fuel and flight time in case of flight level and/or Zero Fuel Weight have been deviated from planned operating conditions. Scenarios are: One lower flight level; Two lower flight levels; Increasing/decreasing Zero Fuel Weight. Note: Standard interval of increasing/decreasing Zero Fuel Weight for each aircraft type: 747-300/-400 777 A340-500/-600 A330 A300-600 737-400 5,000 kg 5,000 kg 5,000 kg 5,000 kg 3,000 kg 2,000 kg
69 70
Space for ATIS Information at departure airport Space for ATC Clearance at departure airport
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71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88
Name of airway(s), and planned flight level Name of waypoints and, for non-FMS equipped aircraft, their coordinates Distance between waypoint Magnetic track (For Polar Routes, True Track (TT) will be shown under the Magnetic Track) Computed ground speed Computed interval times Space for Estimated Time Overhead/Revised Estimated Time Overhead/Actual Time Overhead Designated SELCAL code for the specific aircraft Outside air temperature Estimated remaining fuel and accumulated flying time Departure airport, its coordinates and field elevation Space for delay reason Space for Estimated Time of Arrival Space for off-block time Space for airborne time NAVAID frequency and station identifier Computed Top of Climb position FIR/UIR boundary which is normally used as the ACC transfer of control point
OM-A
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89 90 91 92 93 94 95
Computed Top of Descent position Field elevation of destination airport Space for ATIS Information at destination airport Space for transition level Space for actual time of arrival Space for on block time Space for actual burnoff fuel
96
Diversion route to alternate airport
15.4 Page 16 Rev 1 (23 MAY 11)
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97 98
En route waypoints and their coordinates. For each waypoint, the forecast wind aloft (direction/speed) and temperature at 6 different flight levels are given. Forecast wind (direction/speed) for 4 different flight levels (FL 290/210/130/ 070) at destination
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APPENDICES THAI RNAV Equipments
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15.5 Page 1 Rev 1 (23 MAY 11)
15.5
THAI RNAV Equipments

All THAI RNAV equipments are Performance Base Navigation (PBN) Equipments.
Aircraft Type A380 747-400 777 A340 A330 A300-600 737-400 Aircraft Type 747-400 777-200ER 777-200/-300 777-200/-300 737-400 A340 A330 A300-600 A300-600 FMC 2 2 2 2 2 2 2 FMC P/N 4052508-952 4089300-901 4075300-902 4075350-902 171497-05-01 C12858EA05 C12858CA01 4052510-978 4052510-979 CDU 2 2 2 2 2 2 2 IRU 3 3 3 3 3 3 2 Vendor Honeywell Honeywell Honeywell Honeywell Smiths Thales Thales Honeywell Honeywell AIMS-2 CPM STD AIMS-1CPM BASIC AIMS-1 CPM for ACMF 29074A VHF NAV 2 2 2 2 2 2 2 Model GPS 2 2 2 2 2 0 0
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APPENDICES Procedures for Royal Travel
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15.6
15.6.1
Procedures for Royal Travel

Official Travels
Uniform
The crew shall wear white gloves.
Welcoming Reception
Male staff salute according to military rules. Female staff curtsy low. Gloves shall be kept on even if the royal passengers do not wear gloves.
Terms of Address
When talking directly to a royal person, the title Your Majesty, Your Royal Highness, etc., shall always be used. Announcements over the loudspeakers on board shall begin with Your Majesty, Your Royal Highness, etc., followed by the usual Ladies and Gentlemen.
Embarkation
The royal party normally arrives 15 min before takeoff and shall embark after the other passengers. Only one crew member, the captain as a Mission P-i-C, waits at the foot of the passenger steps, whereas at least two cabin crew wait at the door. During unsuitable weather conditions or under other special circumstances, the captain can pay his respect in the terminal building.
Disembarkation
The royal party disembarks before the other passengers who shall remain seated and not leave the aircraft until told by the cabin crew.
15.6.2
Private Travels
Uniform
The crew wear ordinary uniforms.
Terms of Address
At direct personal contact, the title Your Majesty, Your Royal Highness, etc., shall be used.
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Index
OM-A
Index Page 1 Rev 1 (23 MAY 11)
A
Absence from aircraft type 2.1 p.4 ACAS 8.3 p.41 Adequate airport 8.1 p.3, 8.5 p.2 Administrative meeting 14.7 p.1 Admission to flight deck 8.3 p.58 Aerodrome qualification 5.2 p.10 Aircraft documents 8.1 p.38 Aircraft performance 14.2 p.1 Alert height 8.4 p.2 Alternate fuel 8.1 p.21 Altimeters setting 8.3 p.36 Appearance 1.6 p.2 Approach 8.3 p.9 Approach clearance 8.1 p.35 Approach climb requirements 14.2 p.20 Approach operating minima 8.1 p.9 ASDA 14.2 p.4 ASR 15.3 p.2 ASRTEX 15.3 p.12 ATC clearance 8.1 p.34 ATS flight plan 8.1 p.33 Automatic approach 8.3 p.11 AWO (All Weather Operations) 8.4 p.1
Company regulations CAT II p.III 8.4 p.11 Contingency fuel 8.1 p.20 Controlled rest on flight deck 8.3 p.56 Conversation 1.6 p.2 CP (Critical point) 8.5 8.5 p.7 Crediting of flight time 2.1 p.3 Crew composition 4.1 p.1 Crew conduct 1.6 p.2 Crew documents 8.1 p.42 Crew meal during flight services 14.5 p.3 CRM 5.2 p.11 Cruise 8.3 p.6
D
Dangerous goods 9.1 p.1 De-icing/anti-icing on ground 8.2 p.12 Demonstration flight 8.7 p.4 Deportee 8.2 p.7 Destination airport 8.1 p.5 Destination alternate airport 8.1 p.5 Disable passenger 8.2 p.6 Disorderly passenger 10.3 p.1 DO safety and quality policy 3.2 p.1 Drift-down 14.2 p.14 Duties outside THAI 1.6 p.1
B
Balanced takeoff 14.2 p.1 Base release flight of captain candidates 4.2 p.1 Block fuel 8.1 p.23 Blood transfusion 14.5 p.1 Bodyguards 9.2 p.1 Bomb search 10.4 p.1 Briefing 8.3 p.7, 8.3 p.1
E
Economy tangkage 8.1 p.25 EEP 8.5 p.7 Emergency airport 8.1 p.5 Emergency training 5.2 p. En route alternate 8.1 p.5 En route minimum altitude 8.1 p.1 Engine-out ferry flight 8.7 p.3 Establishment of procedure 2.1 p. ETOPS 8.5 p.1 ETP 8.5 p.6 Extra fuel 8.1 p.23
C
CA-1 5.3 p.4 Cabin report 15.3 p.15 Cabin safety program 2.3 p.18 CAT II, CAT III climb requirements 14.2 p.21 CCQ 5.2 p.4 CDL 8.6 p.1 Circling 8.3 p.15 Clearance limit 8.1 p.34 Climb 8.3 p.5 Cockpit voice recorders data 2.1 p.7 Communication 8.1 p.35 Company flight plan 8.1 p.36 Company fuel 8.1 p.22
F
FANS 8.3 p.35 FDIR 15.3 p.21 Ferry flight 8.7 p.3 FFF 8.1 p.40 Final reserve fuel 8.1 p.22 First aids kit 8.3 p.63 First aids oxygen 8.8 p.1 Flight crew incapacitation 4.3 p.1 Flight recorders data 2.1 p.7
Index Page 2 Rev 1 (23 MAY 11) Flight safety 2.3 p.1 Folder/Files 8.1 p.40 Foot placement technique 8.3 p.3 FORA 2.3 p.15 FOTA 2.3 p.14 Fuel management 14.1 p.1 Fuel policy 8.1 p.19
Index
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N
Noise abatement procedures 8.3 p.18 NON-ETOPS status 8.5 p.4 Non-precision approach 8.1 p.9
n
not seated in either pilot seat 4.2 p.1
G
Go around 8.3 p.16
O
Obstacle clearance requirements 14.2 p.6 Oil 8.1 p.25 Operation of aircraft door 8.2 p.10 Oxygen requirements 8.8 p.1
H
Hand baggage 8.2 p.9 Holding instruction 8.1 p.34 HOT 8.2 p.13 Hydroplaning 14.2 p.28
P
P-i-C duty concerned refueling 8.2 p.1 PA 8.3 p.69 PAPI 8.3 p.14
I
ICAO Volcanic Activity Report 15.3 p.18 Inadmissible passenger 8.2 p.7 Incapacity of crew 8.3 p.60 Insurance ID cards 14.5 p.2 Inversion, temperature 8.3 p.51
p
passed his 60th birthday 4.2 p.1
P
Passenger briefing procedure 8.3 p.67 Passenger notice 10.3 p.2 PBE 8.8 p.3 PED 8.3 p.62 Personnel off duty 1.6 p.1 Personnel on duty 1.6 p.1 PGT 5.2 p.13 PICUS 2.1 p.4 Pilot checks / Report form 15.3 p.38 Pilot scholarships 5.2 p.1 Planning minima 8.1 p.4 Planning with one alternate 8.1 p.24 Planning with second destination 8.1 p.24 Planning with two alternate 8.1 p.24 Positioning flight 8.7 p.5 Power of authority 2.5 p.1 PPC 5.2 p.13 Pre-flight security check 10.1 p.1 Precaution with mixed fuel 8.2 p.3 Precision approach CAT I 8.1 p.10 Precision approach CAT II 8.1 p.11 Precision approach CAT III 8.1 p.13
J
Jet stream 8.3 p.50 Journey log 15.3 p.41
K
Keeping terrain clearance, climbout 8.3 p.5
L
Landing climb requirements 14.2 p.20 Last minute change 8.1 p.32 Leasing 13.1 p.1 License requirements 2.1 p.3 Line check 2.1 p.1 Load factor 14.2 p.22 Load sheet 8.1 p.27 Logging of flight time 2.1 p.3 LOSA 2.3 p.17 Low visibility procedure (LVP) 8.4 p.5 LRBL (Least Risk Bomb Location) 10.4 p.2 LVTO 8.4 p.10
M
Medical kit 8.3 p.64 Minimum flight altitude 8.1 p.1 MMO 14.2 p.24
Q
QFE operation 8.3 p.38 Quality manual 3.3 p.1
Index
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Index Page 3 Rev 1 (23 MAY 11)
R
Ramp fuel 8.1 p.22 Recency 2.1 p.5 Refresher policy 5.2 p.14 Refueling when passengers are Embarking 8.2 p.1 Refueling with one engine running 8.2 p.4 Relief of the 4.1 p.2 Relief of the Copilot 4.1 p.2 Reports & Forms 15.3 p.1 Require minimum number of cabin crew 4.1 p.2 Restraint 10.3 p.9 RFFS 8.1 p.3 RNP 8.3 p.29 Rough airspeed 14.2 p.24 RVSM 8.3 p.32
Turbulence 8.3 p.49 Two captain occupying pilot seats 4.2 p.1
U
Unbalance takeoff 14.2 p.4 Unforeseen circumstance in actual flight operation 7.8 p.1 Uniform regulations 14.5 p.3 Unlawful seizure of aircraft 10.5 p.1 Utilized clearway and stop way in GWC 14.2 p.4
V
Vacant crew seats, use of 8.3 p.60 Vacation 14.6 p.1 VAR 15.3 p.21 Vertical navigation 8.3 p.31 Visual approach 8.1 p.15 Visual maneuvering 8.1 p.15 VR 15.3 p.27 VSR 15.3 p.13
S
Safety, flight 2.3 p.1 Sandstorm 8.3 p.51 Seat allocation 8.2 p.5 Seat belts for crew and passengers, use of 8.3 p.57
W
Wake turbulence 8.3 p.55 Wet runways 14.2 p.28 Wind shear 8.3 p.50 Witness form 15.3 p.24
s
seated on right hand seat 4.2 p.1
S
Seating policy 8.1 p.33 Second approach 8.3 p.17 Service ceiling 14.2 p.13 Smoking 8.3 p.62 SMS 2.3 p.3 Stabilized approach 8.3 p.17 Stop way 14.2 p.3 Suitable airport 8.5 p.5
T
TAFS 15.4 p.1 Takeoff climb requirements 14.2 p.10 Takeoff fuel 8.1 p.23 Takeoff operating minima 8.1 p.8 TAWS 8.3 p.40 Taxi fuel 8.1 p.20 Test flights 8.7 p.1 THRU Tankage 8.1 p.25 Thrust setting 8.3 p.3 Thunderstorm 8.3 p.45 TODA 14.2 p.4 TORA 14.2 p.3 Training flight 8.7 p.1
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Operations Manual Part A (OM-A)

Revision No.: Revision Date:

Thai Airways International Public Company Limited

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TOC Page 1 Rev 1 (23 MAY 11)

List of Effective Sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL . . . . . . . . . . . . . . . . . . . . . . . 1

ORGANIZATION AND RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

TOC Page 2 Rev 1 (23 MAY 11)

OPERATIONAL CONTROL AND FLIGHT SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

TOC Page 3 Rev 1 (23 MAY 11)

2.3.5 2.4 2.4.1 2.4.2 2.4.3 2.4.4 2.5 2.5.1 2.5.2

TOC Page 4 Rev 1 (23 MAY 11)

CREW HEALTH PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

TOC Page 5 Rev 1 (23 MAY 11)

DUTY REGULATIONS FOR CREW MEMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

TOC Page 6 Rev 1 (23 MAY 11)

TOC Page 7 Rev 1 (23 MAY 11)

TOC Page 8 Rev 1 (23 MAY 11)

TOC Page 9 Rev 1 (23 MAY 11)

DANGEROUS GOODS AND WEAPONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

TOC Page 10 Rev 1 (23 MAY 11)

HANDLING OF ACCIDENTS AND INCIDENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

RULES OF THE AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

TOC Page 11 Rev 1 (23 MAY 11)

TOC Page 12 Rev 1 (23 MAY 11)

Operations Manual Part A

List of Effective Sections

LES Page 1 Rev 1 (23 MAY 11)

23 May 11 23 May 11 23 May 11 23 23 23 23 23 23 May May May May May May 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11

LES Page 2 Rev 1 (23 MAY 11)

List of Effective Sections

ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL Table of Contents

0.TOC Page 1 Rev 1 (23 MAY 11)

ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL . . . . . . . . . . . . . . . . . . . . . . . 1

Air Operator Certificate (AOC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Operations Manual Part A

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ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL Introduction

0.1 Page 1 Rev 1 (23 MAY 11)

ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL

Operations Manual Part A

0.1 Page 2 Rev 1 (23 MAY 11)

ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL Introduction

Operations Manual structure

Route Manual; Aerodrome Manual; Charts Manual.

Flight Training Manual (FTM); Flight Crew Training Manual (FCTM).

Index System and Symbol

Operations Manual Part A

ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL Introduction

0.1 Page 3 Rev 1 (23 MAY 11)

Capt. Asdavut Watanangura Executive Vice President

Operations Manual Part A

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ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL System of Amendment and Revision

0.2 Page 1 Rev 1 (23 MAY 11)

System of Amendment and Revision

Operations Manual Revision and Distribution Policy

Operations Manual Part A

0.2 Page 2 Rev 1 (23 MAY 11)

ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL System of Amendment and Revision

Format and Distribution

Operations Manual Part A

ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL Air Operator Certificate (AOC)