NAA OM-A Rev 5
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fantabaires86NORWEGIAN AIR ARGENTINA
(NAA)
Management System
Operations Manual Part A (OM-A)
(Manual de Operaciones del Explotador – MOE)
DOCUMENT: NAA/OMA/L1/01
REVISION 05
03‐Feb‐2020 05 Jorge L. Gariazzo Martín Bessone Martín G. Bulla
Date Revision Prepared Controlled Approved
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Introduction:
This Operations Manual Part A (OM‐A) is part of the company’s Management System (MS).
In the MS document hierarchy OM‐A is subordinate to the CMM and the SMM.
The OM‐A is a Level 01 Document and revisions are subject to prior acceptance by the
Authority.
The manual owner of the OM‐A is the DFO who is the NPFO – Nominated Person Flight
Operations.
OM‐A has been developed with considerations to the applicable regulations and guidance
material described in CH 0.1.1.
The OM‐A contains operational procedures applicable to personnel in the Flight Operations
Department.
OM‐A is distributed to aircraft/simulators via EFB and paper copies (cabin).
OM‐A is distributed to all other personnel via Vistair CrewNet electronically.
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Chapters of the OM‐A:
Legal Ref.: RAAC 121
0. Administration and Control of the Operations Manual
1. Organization and Responsibilities
2. Operational Control and Supervision
3. Management System
4. Crew Composition
5. Qualification requirements
6. Crew Health Precautions
7. Flight Time Limitations
8. Operating Procedures:
8.1 Flight Preparation Instructions
8.2 Ground Handling Instructions
8.3 Flight Procedures
8.4 Low Visibility Operations (LVO)
8.5 ETOPS
8.6 Use Of MEL And CDL
8.7 Non – Revenue Flights
8.8 Oxygen Requirements
9. Dangerous Goods and Weapons
10. Security
11. Handling, Notifying and Reporting Occurrences
12. Rules of the Air
13. Leasing and Code‐Share
14. RVSM Altitude monitoring program
Refer to each chapter for subchapter table of contents.
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Quick Links to Frequent/Useful Items OM – Part A
For items not listed here, use the table of contents for the relevant chapter.
Admission to Flight Deck 8.3.12.
ADVERSE WEATHER 8.3.8.
Aerodrome Categories 5.1.2.4
Animals Transport of AVIH and PETC 8.2.2.11
Application of aerodrome forecasts TAF and TREND 8.1.6.
Approach Ban 8.4.1.3.
Electronic Reporting 11.1.4
Autoland-Practice 8.4.11.12
BOMB SEARCH CHECKLIST 10.14.2.2
CDFA Call-outs 8.4.10.9
CAT II/IIIA 8.4.3/8.4.4
Circling Approach 8.4.10.14
Dangerous Goods Carried by Pax or Crew 9.1.4.
De-Icing Anti Icing on Ground 8.2.4.
Delay Codes 8.1.14
Documents to be carried on board 8.1.12.
En Route Alternate (3% ERA) Location of (N/A for
8.1.7.4.
NAA)
ETOPS 8.5
Fuel Planning Methods Quick Summary 8.1.7.7.
Fuelling with Pax On Board 8.2.1.3
IN FLIGHT FUEL MANAGEMENT 8.3.7.
Interpretation of Met Info 8.1.6.
Landing Minima 8.1.3.3.
LOW ON FUEL 8.3.7.2.2
LOW VISIBILITY OPERATIONS 8.4.
Met Info 8.1.6.
Minimum Cabin Crew on board on ground 8.2.2.2.
Missed Approach Criteria 8.4.12
MNPS flights 8.3.2.2.
Pet in Cabin 8.2.2.11
Planning Minima 8.1.3.1.
PRM Persons With Reduced Mobility 8.2.2.4.
RCF Procedure Fuel Planning Long Flights 8.1.7.5.
Reporting 11.2.2.
Required Visual Reference 8.4.1.4
Required Visual Reference- LVO Approach 8.4.1.4.3 / 4
RNAV and RNP (Basic RNP-1, RNAV-5 and RNPx) 8.3.2.3.
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SMOKING ON BOARD/UNRULY 8.2.3. / 8.2.2.6
CRIME ON BOARD 1.4.1
Stabilized Approach Criteria 8.4.7.7
Standard Masses on Load Sheet 8.1.8.7.
Take Off Alternate 8.1.3.1.
Take Off Minima 8.1.3.2.
TCAS/ACAS 8.3.6.
Technical Log 8.1.11.
Unaccompanied Minors 8.2.2.3.
Unruly Passengers 8.2.3
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0. ADMINISTRATION & CONTROL OF THE OPS MANUAL
0.0. TABLE OF CONTENTS.
0. ADMINISTRATION & CONTROL OF THE OPS MANUAL __________________________ 6
0.0. TABLE OF CONTENTS. _______________________________________________________________ 6
0.1. INTRODUCTION ______________________________________________________________________ 7
0.1.1. General_______________________________________________________________________________________ 7
0.1.1.1. Norwegian Air Argentina (NAA) ____________________________________________________ 7
0.1.1.2. Legal References ______________________________________________________________________ 8
0.1.1.3. Oversight Authority __________________________________________________________________ 9
0.1.1.4. General Terminology _________________________________________________________________ 9
0.1.2. Manual Tree _______________________________________________________________________________ 10
0.1.3. Operations Manual (OM) _________________________________________________________________ 11
0.1.3.1. OM-A_________________________________________________________________________________ 12
0.1.3.2. OM-B_________________________________________________________________________________ 13
0.1.3.3. OM-C _________________________________________________________________________________ 13
0.1.3.4. OM-D ________________________________________________________________________________ 14
0.1.4. Electronic Documentation Publication (EDP) __________________________________________ 15
0.1.4.1. Disponibilidad ______________________________________________________________________ 15
0.1.4.2. Content ______________________________________________________________________________ 15
0.1.4.3. Responsibility _______________________________________________________________________ 15
0.1.4.4. Digital Process, Authoring Tools & Publishing Systems _________________________ 16
0.1.4.5. Security ______________________________________________________________________________ 16
0.1.4.6. Backup_______________________________________________________________________________ 16
0.1.4.7. Validity ______________________________________________________________________________ 17
0.1.4.8. Revision, Control and Distribution ________________________________________________ 17
0.1.4.9. Revision history ____________________________________________________________________ 17
0.1.5. Index system ______________________________________________________________________________ 18
0.1.6. Purpose and scope. _______________________________________________________________________ 18
0.1.7. Autorization _______________________________________________________________________________ 18
0.2. SYSTEM OF AMENDMENT AND REVISIONS _____________________________________ 20
0.2.1. Changes and Revisions ___________________________________________________________________ 20
0.3. DISTRIBUTION LIST _______________________________________________________________ 21
0.3.1. Authority __________________________________________________________________________________ 21
0.3.2. Responsible Personnel ___________________________________________________________________ 21
0.3.3. Crew Rooms _______________________________________________________________________________ 22
0.3.4. Aircraft _____________________________________________________________________________________ 22
0.3.5. Pilots and Cabin Crew ____________________________________________________________________ 22
0.4. RECORD OF REVISION (ROR) _____________________________________________________ 23
0.5. LIST OF EFFECTIVE PAGES (LOEP) ______________________________________________ 24
0.6. HIGHLIGHTS OF LATEST REVISION (HOLR) ___________________________________ 25
0.7. ABBREVIATIONS ___________________________________________________________________ 26
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0.1. INTRODUCTION
0.1.1. General
0.1.1.1. Norwegian Air Argentina (NAA)
Norwegian Air Argentina, with the trademark “Norwegian”, hereafter called the
Company, shall operate in accordance with the regulations stated herein, which
requires a Management System (MS). A part of that MS is the Operations Manual
(OM).
A further description of the Company and the Management System is provided in the
various chapters of the CMM and the SMM.
Norwegian Air Shuttle ASA, N‐028, (NAS), Norwegian Air Resources Holding Limited
(NARH) and Norwegian Air Resources Shared Services Centre (NAR) are service
providers for the Company. This is regulated through Agreements for Contracted
Activities (ACA) kept on file by the DFO with a copy to the Director Quality and the
relevant Department Managers.
Agreements for Contracted Activities are provided for certain administrative positions
detailed in the OM, with a reference, in OM‐A Section 1, to the ACA for each such
position.
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0.1.1.2. Legal References
The air service and the aircraft to which the AOC relates shall be operated in
accordance with the following legal references:
Legal Reference Subject
RAAC Parte 18 Transporte sin riesgo de mercancías peligrosas por vía aérea
Dangerous goods transport by air
RAAC Parte 61 Licencias, Certificado de Competencia y Habilitaciones para
piloto
Certification: pilots, flight instructors, and ground instructors
RAAC Parte 63 Licencias para miembros de la tripulación, excepto pilotos
Certification: Flight crewmembers other than pilots
RAAC Parte 64 Certificado de competencia de tripulante de cabina de pasajeros
Certification: Cabin crew members
RAAC Parte 65 Personal Aeronáutico, excepto miembros de la tripulación de
vuelo
Certification: airmen other than flight crewmembers
RAAC Parte 67 Certificación médica aeronáutica
Medical standards and certification
RAAC Parte 91 Reglas de vuelo y operación general
General operating and flight rules
RAAC Parte 119 Certificación de explotadores de servicios aéreos
Certification: air carriers and commercial operators
RAAC Parte 120 Reglamento de Prevención y Control del Consumo Indebido de
Sustancias Psicoactivas en el Personal Aeronáutico
Drug and alcohol testing program
RAAC Parte 121 Requerimientos de operación, operaciones regulares internas e
internacionales, operaciones suplementarias
Operating requirements: domestic, flag, and supplemental
operations
RAAC Parte 175 Transporte sin riesgo de Mercancías Peligrosas por Vía Aérea ‐
Aplicable a partir del 1° de enero de 2018
Dangerous goods transport by air (Valid from January 1 – 2018)
ICAO Technical Mercancías Peligrosas
Instructions (DG) Dangerous Goods
State law In accordance with such other laws and regulations as may be
applicable when operating in or over other states
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0.1.1.3. Oversight Authority
The oversight authority is the Administración Nacional de Aviación Civil (ANAC),
hereafter “The Authority” or ANAC.
0.1.1.4. General Terminology
Term Meaning Reference
shall, must, will These terms express an EC English Style Guide: Ch.
obligation, a positive command*. 7.19
may This term expresses a positive EC English Style Guide: Ch.
permission. 7.21
shall not, will not These terms express an EC English Style Guide: Ch.
obligation, a negative command*. 7.20
may not, must not These terms express a EC English Style Guide: Ch.
prohibition*. 7.20
need not This term expresses a negative EC English Style Guide: Ch.
permission. 7.22
should This term expresses a strong Company definition.
recommendation
could This term expresses a possibility. http://oxforddictionaries.co
m/
definition/english/could
ideally This term expresses a best Company definition.
possible means of compliance
and/or best experienced industry
practice.
• The use of the male gender should be understood to include male and female
persons.
Note: * Except if a deviation is deemed necessary in the interest of safety.
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0.1.2. Manual Tree
The manual tree shows the relation between the OM and the other manuals in the
Management System.
Compliance
Monitoring Manual
(CMM)
Safety
Security Manual Management
Manual (SMM)
OM-A OM-B OM-C OM-D
Procedures
Manual
Dangerous Goods
Response Guide
Office Instructions
Note: Dashed boxes display Level 2 documents.
Note: Refer to Level 2 documents for further details.
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0.1.3. Operations Manual (OM)
The Operations Manual (OM) is part of the company’s Management System (MS). In
the MS document hierarchy OM is subordinate to the CMM and SMM.
The OM is divided into four parts: OM‐A, OM‐B, OM‐C and OM‐D.
References to the Operations manual as a whole shall take the form OM.
References to an OM part shall take the form OM‐A, OM‐B, OM‐C, or OM‐D.
OM Part B is presented as 3 sub‐parts namely:
OM‐B‐AOM The Aircraft Operating Manual
OM‐B‐CCM The Cabin Crew Manual
OM‐B‐MEL The Minimum Equipment List
Each part of the OM has a manual owner, which is the nominated person (NP)
authorized by the Accountable Manager (AM) to approve the document on behalf of
the Company.
The Director of Flight Operations (DFO) is the NPFO.
He is the manual owner for the OM‐A, OM‐B and OM‐C.
The Manager Training (MT) is the NPCT.
He is the manual owner for the OM‐D.
The Operations Manual is in compliance with all applicable regulations and with the
terms and conditions of the AOC.
The OM contains operational instructions.
The relevant personnel shall comply with these instructions.
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0.1.3.1. OM‐A
OM‐A encompasses all aeroplane types and is general/basic. OM‐A makes reference to
the relevant aeroplane type as necessary when the subject matter is specific to an
aeroplane type. Reference to B737 or B787 as appropriate may be included in the
body of the text, or in the sub‐header. Reference to specific operations (i.e. ETOPS)
does not in itself imply an operational approval for such operations. Refer to the Ship’s
Library/EFB AOC Operations Specifications Document for details of Approvals granted
by the Authority.
In addition to OM‐A the following manuals are subordinate to the OM‐A:
The ICAO Dangerous Goods Response Guide is a quick reference handbook
issued by ICAO for handling of dangerous goods and emergency drills and
shall be available on board.
PRCM ‐ Procedure Manual is an internal document used as guidance by Flight
Operations Management & Administrative personnel. It covers steps
recommended to efficiently perform routine and non‐routine administrative
duties to meet the objectives of the procedure, the associated workflow,
applicable personnel and each procedure’s responsible manager
OI‐ Office instructions is an internal document used as guidance by Flight
Operations Management & Administrative personnel. It covers additional
administrative duties for personnel beyond the scope of the regulatory AOC
requirements.
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0.1.3.2. OM‐B
OM‐B is divided in airplane type (e.g. B737 or B787), variant and “AOM” or “CCM”.
When a reference in the OM is made to the OM‐B, this reference may include
additional suffixes when relevant for the subject matter.
The OM‐B‐AOM (Aeroplane Operating Manual) ‐ is produced for each aeroplane type
and variant and describes normal and non‐normal procedures for the flight crew.
The OM‐B‐CCM (Cabin Crew Manual) ‐ is produced for each aeroplane type and
describes normal and non‐normal procedures for the cabin crew.
Note: Refer to the OM‐B for a further description of the OM‐B and its subordinate
manuals.
0.1.3.3. OM‐C
OM‐C ‐ Route and Aerodrome Instructions.
The following documents/systems are considered as an extended part of OM‐C:
Jeppesen Airway Manual
TODC/LDC performance module (B737)
OPT Onboard Performance Tool (B787)
Aerodrome Briefing Cards
Electronic Flight Bag – EFB.
Note: Refer to the OM‐C for a further description of the OM‐C and its subordinate
manuals.
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0.1.3.4. OM‐D
The OM‐D (Training Manual) contains all training programs and syllabi for Initial,
Conversion, Recurrent and Refresher training; qualification requirements during
training; and procedures for the completion, handling, and storage of training record
documentation.
Note: Refer to the OM‐D for a further description of the OM‐D and its subordinate
manuals.
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0.1.4. Electronic Documentation Publication (EDP)
0.1.4.1. Disponibilidad
The OM‐A and other information promulgated to crew are available to all operational
employees on the Vistair CrewNet portal:
https.nas.vistair.com
In addition other documentation is available through the company intranet page
Rednose.
https://rednose.norwegian.no/
The holder of each OM will use their staff ID no. and personal password to access the
web site. The intranet site is available from all computers and i‐Pads with internet
connection.
0.1.4.2. Content
The OM is available in electronic versions.
Other documentation available electronically:
Notices to All Crew ‐ NTAC Aerodrome Self briefing Guides
Notices to Cabin Crew ‐ NTCC FMS Navdata Content
Notices to Pilots – NTP Normas de Uniforme (UR)
DFO Bulletins ‐ DFOB Formularios varios
Chief Pilot Info – CPI
Note: A suffix “B737” or “B787” will be added to these documents as appropriate.
0.1.4.3. Responsibility
The Manager Documentation is responsible for the contents and processing system of
the electronic documentation and shall ensure the Documentation intranet site is kept
updated.
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0.1.4.4. Digital Process, Authoring Tools & Publishing Systems
In addition, editing and publishing is provided by Vistair.
0.1.4.5. Security
All electronic documentation for use on the documentation intranet site will be
published in PDF format to restrict unauthorized editing of content.
0.1.4.6. Backup
The IT department is responsible for the backup process which will be conducted every
24 hours.
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0.1.4.7. Validity
To ensure validity of the electronic documentation, the Documentation intranet
website will contain a list of valid documents with revision status and dates.
0.1.4.8. Revision, Control and Distribution
The Operations Manuals will be issued in paper and electronic versions. The revision
system will cover both versions. Electronic versions are distributed to the EFB and
Vistair CrewNet.
To ensure that all crew are kept informed of new revisions, a Notice in accordance
with OM‐A 2.2 will be issued when new revisions or manuals are produced.
Through Vistair CrewNet crew must confirm that the Notice is “Read and Understood”,
and the Company can, as such, supervise and monitor that individual crewmembers
are up to date on new revisions.
0.1.4.9. Revision history
The company Operational Department server site will contain all revisions for historic
tracing purpose. The Manager Documentation is responsible for maintaining the
historic folders.
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0.1.5. Index system
This manual is divided into chapters and subchapters.
To enhance cross‐reference capability across relevant manuals within the Company
some headings are deliberately not in use for synchronization.
0.1.6. Purpose and scope.
The OM‐Contains Company regulations, instructions and procedures based upon the
regulations in accordance with the terms and conditions of the Company’s Air
Operators Certificate.
All personnel shall have a thorough knowledge of the relevant manuals and adhere to
these. However, all aspects of flight operations cannot be covered herein. Therefore,
instructions must not limit the use of common sense and good judgement in the
interest of air safety.
0.1.7. Autorization
The DFO will authorise this document by his signature on the Front Page Document
Control Table. The OM and any revisions thereto are subject to prior
approval/acceptance by the Authority.
A Notice of Proposed Amendment shall be prepared by NAA using the following form.
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0.2. SYSTEM OF AMENDMENT AND REVISIONS
0.2.1. Changes and Revisions
Changes
Simple changes to the text of the OM that do not create a change to the “intent” of
the wording, such as correction of typographical errors, or correction of incorrect
cross‐references, may be made without submission of an NPA to the ANAC.
ANAC shall be provided with an updated copy of the OM once the changes have been
made.
This shall not constitute an OM revision and therefore the Rev No. will remain
unchanged.
Revisions
The Manager Documentation issues relevant paper and electronic revisions of the OM.
The system of amendment and revisions of documents in the Management System is
described in more detail in the CMM.
A revision will be marked by a vertical line to the right of each new, changed, or
removed text.
Hand written amendments and revisions are not permitted, except in situations
requiring immediate amendment or revision in the interest of safety.
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0.3. DISTRIBUTION LIST
Each manual shall be distributed electronically, or in paper version.
0.3.1. Authority
The Authority Paper and electronic version
0.3.2. Responsible Personnel
Accountable Manager Electronic version
Manager Quality Electronic version
Manager Safety Electronic version
Director Flight Operations Electronic version
Chief Pilot ‐ Type Electronic version
Technical Pilot ‐ Type Electronic version
Manager Flight Support Electronic version
Manager Navigation (Contratado) Electronic version
Managers Performance (Contratado) Electronic version
Flight Operations Engineers (Contratado) Electronic version
EFB Administrators (Contratado) Electronic version
Manager Documentation (Contratado) Electronic version
Aircraft library Coordinator (Contratado) Electronic version
Chief Cabin Crew Electronic version
Manager Training Electronic version
Director Ground Operations Electronic version
Director Security & Emergency Response Electronic version
Manager OCC & Replanning Electronic version
Manager Crew Plan Electronic version
EFB / Electronic
Simuladores
version
Other personnel will have access to an electronic version of the Operations Manual.
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0.3.3. Crew Rooms
OM shall be easily accessible electronically through Vistair CrewNet.
Paper copies are allowable as a courtesy to crew provided these are kept up to date by
the Base Administrator. Paper copies must however be marked by the Base
Administrator with: “Crew room ‐ For reference only”.
0.3.4. Aircraft
The OM‐A is distributed to all aircraft. EFB is the primary source for flight deck. A paper
copy is available in the on‐board cabin crew library.
For aircraft registrations see latest revision of the Operations Specification Document
available on board in the (EFB) Aircraft Document Folder.
0.3.5. Pilots and Cabin Crew
OM‐A will be distributed to all pilots and cabin crew, electronically or in paper format.
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0.4. RECORD OF REVISION (ROR)
Revision Modified Date Description of the modification
Chapter
0 Inicial 15/Jan/18 Original document
1 All 01/Aug/18 Complete revision of the document.
2 0 & 14 02/Nov/18 Added RVSM Altitude Monitoring Program
3 All 26/Nov/18 Minor adjustments throughout the entire document
DDGG chapter modified to allow DDGG transport. Chapter 8.4
4 All 19/Jul/19 modified to adapt LVO procedures to local regulations. Minor
changes in other chapters.
5 1.0 03/Feb/20 List of authorities updated.
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0.5. LIST OF EFFECTIVE PAGES (LOEP)
Chapter Page no.(s) Revision Effective date
Chapter 0 1 to 28 05 03/Feb/20
Chapter 1 1 to 48 05 03/Feb/20
Chapter 2 1 to 18 04 19/Jul/19
Chapter 3 1 to 6 04 19/Jul/19
Chapter 4 1 to 10 04 19/Jul/19
Chapter 5 1 to 16 04 19/Jul/19
Chapter 6 1 to 10 04 19/Jul/19
Chapter 7 1 to 14 04 19/Jul/19
Chapter 8.0 1 to 2 04 19/Jul/19
Chapter 8.1 1 to 48 04 19/Jul/19
Chapter 8.2 1 to 30 04 19/Jul/19
Chapter 8.3 1 to 72 04 19/Jul/19
Chapter 8.4 1 to 34 04 19/Jul/19
Chapter 8.5 1 to 2 04 19/Jul/19
Chapter 8.6 1 to 2 04 19/Jul/19
Chapter 8.7 1 to 4 04 19/Jul/19
Chapter 8.8 1 to 6 04 19/Jul/19
Chapter 9 1 to 40 04 19/Jul/19
Chapter 10 1 to 36 04 19/Jul/19
Chapter 11 1 to 22 04 19/Jul/19
Chapter 12 1 to 24 04 19/Jul/19
Chapter 13 1 to 6 04 19/Jul/19
Chapter 14 1 to 4 03 26/Nov/18
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0.6. HIGHLIGHTS OF LATEST REVISION (HOLR)
DETAILS DATE EDITOR NOTES:
Chap 1.1.16 03/Feb/20 JG List of responsible personnel updated.
Chap 1.2 03/Feb/20 JG List of management personnel updated.
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0.7. ABBREVIATIONS
ABAS Aircraft‐based augmentation system
ACA Contratos de prestación de servicios Agreement for Contracted Activities
Aircraft Communications Addressing and Reporting
ACARS
System
ADT Additional Training
AID First Aid Training
AMC: Método aceptable de cumplimiento Acceptable Means of Compliance
ANAC Autoridad Nacional de Aviación Civil (ver CAA)
AOC: Certificado de explotador de servicios aéreos (ver CESA) Air Operator Certificate
ARC Airworthiness Review Certificate
ATC: Control de Tráfico Aéreo Air Traffic Control
ATL: Registro Técnico de Vuelo (ver RTV) Aircraft Technical Log
ATPL‐A Airline Transport Pilot License‐Aeroplane
AWO All Weather Operation
B737: Boeing B737 ‐ Información única para este tipo de Aeronave Boeing 737 (unique to this aeroplane type)
Boeing B737 ‐ 800W Información única para este tipo y variante Boeing 737‐800W (unique to aeroplane type &
B738W:
de Aeronave variant)
B787 Boeing B787 ‐ Información única para este tipo de Aeronave Boeing 787 (Unique to this aeroplane Type)
Boeing B787 ‐ 8 Información única para este tipo y variante de
B787‐8 Boeing 787‐8 (Unique to B787‐8)
Aeronave
Boeing B787 ‐ 9 Información única para este tipo y variante de
B787‐9 Boeing 787‐9 (Unique to B787‐9)
Aeronave
BCC: Base Chief Captain
BCCC: Base Chief Cabin Crew
BPS: Boeing Performance Software
CAA: Autoridad de Aviación Civil (ver ANAC) Civil Aviation Authority
CAME: Continuing Airworthiness Management Exposition
CAMO: Continuing Airworthiness Management Organization
CAPT: Capitán Captain
CBT Computer Based Training
CCC: Jefe de Tripulante de Cabina Chief Cabin Crew (Management Post)
CCM: Tripulante de Cabina Cabin Crew Member
CCS: Cabin Check Supervisor
CESA Certificado de explotador de servicios aéreos (ver AOC)
CFI: Jefe de Instructores de Vuelo Chief Flight Instructor
CGIC Chief Ground Instructor Cabin Crew
CGIF Chief Ground Instructor Flight Crew
CL Classic (B‐300 ‐500)
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CLT: Cabin Line Trainer
CMDR: Comandante Commander
CMM: Compliance Monitoring Manual
CP: Jefe de Pilotos Chief Piilot
CPDLC Controller Pilot Data Link Communications
CRM Crew Resource Management
CST Cockpit System Training
DCP: Subjefe de Pilotos Deputy Chief Pilot
DFO: Director de Operaciones de Vuelo Director Flight Operations
DGS Dangerous Goods/Security Course
DME Distance Measuring Equipment
ECL: Electronic Checklist
EES Emergency Training with Evacuation Simulator
EFB Electronic Flight Bag
EFS Emergency Training with Fire/smoke Simulator
ETM: Manual de entrenamiento de emergencia (B787) Emergency Training Manual (B787)
ETOPS Operaciones extendidas con dos motores Extended Range Twin Operations
F/O First Officer
FBS Fixed Base Simulator
FCOM: Boeing Flight Crew Operations Manual
FCTM: Boeing Flight Crew Training Manual
FFS Full Flight Simulator
FL Flight Level
FOD: Dirección de Operaciones de Vuelo Flight Operations Department
FTD Flight Training Device
GOM: Ground Operations Manual
HIL: Hold Item List
HIS: Hold Item System
IT Sistemas Information Technology
JAR‐FCL Joint Aviation Requirements‐ Flight Crew Licensing
1 (Aeroplane)
LIFUS Line Flying Under Supervision
LOFT Line Oriented Flying Training
LTC Line Training Captain
LVP Low Visibility Procedure
LVTO Low Visibility Take‐off
MCC Multi Crew Course
MNPS Minimum Navigation Performance Specification
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MPA Multi‐Pilot Aeroplane
NCAA Norwegian Civil Aviation Authority
NDB Non Directional Beacon
NG New Generation (B ‐600 ‐900)
ODR Operator Difference Requirements
OPC Operator Proficiency Check
OPS 1 Commercial air transportation (aeroplanes)
OT Operational and Technical Training
PBE Portable Breathing Equipment
PC Proficiency Check
PF Pilot Flying
PIC Pilot‐in‐Command
PICUS Pilot‐in‐Command Under Supervision
PM Pilot Monitoring
RVSM Reduced Vertical Separation Minimum
SCCM Senior Cabin Crew Member
SFE Synthetic Flight Examiner
SFI Synthetic Flight Instructor
SOP Standard Operating Procedures
SUP Cabin Supervisor
TRE Type Rating Examiner
TRI Type Rating Instructor
VOR VHF Omnidirectional Radio Range
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OM A
Date: 03/Feb/20
Chap: 1.0 Norwegian Air Argentina
Rev: 05
1. ORGANIZATION AND RESPONSIBILITIES
1.0 TABLE OF CONTENTS
1. ORGANIZATION AND RESPONSIBILITIES ............................................................................ 1
1.0 TABLE OF CONTENTS ................................................................................................................... 1
1.0. ORGANIZATIONAL STRUCTURE .................................................................................................... 4
1.0.1. Accountable Manager (AM) ......................................................................................................... 6
1.0.1.1. Duties & Responsibilities ........................................................................................................ 6
1.0.2. Manager Quality (Compliance Manager)..................................................................................... 6
1.0.3. Manager Safety ............................................................................................................................ 6
1.0.4. Manager Security& Emergency Response ................................................................................... 6
1.0.5. Director Flight Operations (NPFO) ............................................................................................... 7
1.0.6. Manager Ground Operations (NPGO) .......................................................................................... 7
1.0.6.1. Duties & Responsibilities ........................................................................................................ 7
1.0.7. Technical Director (NPM) ............................................................................................................. 8
1.0.8. Policies .........................................................................................................................................9
1.0.8.1. Safety Policy ........................................................................................................................... 9
1.0.8.2. Compliance Statement ........................................................................................................... 9
1.0.8.3. Vision ......................................................................................................................................9
1.0.8.4. Mission ...................................................................................................................................9
1.0.8.5. Values .....................................................................................................................................9
1.0.8.6. Service Policy ........................................................................................................................ 10
1.0.9. Licence / Air Operator's Certificate / Fleet ................................................................................ 10
1.0.10. Fleet ...........................................................................................................................................10
1.0.11. Licenses and AOC ....................................................................................................................... 10
1.0.12. Operations Specifications .......................................................................................................... 10
1.0.13. Operations Specifications – Guide to Compilation .................................................................... 10
1.0.14. Operating Bases ......................................................................................................................... 10
1.0.14.1. Definition .............................................................................................................................. 10
1.0.14.2. Crew Bases ........................................................................................................................... 11
1.0.15. Reserved ....................................................................................................................................12
1.0.16. Organization – Flight Operations Department .......................................................................... 12
1.0.16.1. Organization Pilot Section B737 ........................................................................................... 13
1.0.16.2. Organization Pilot Section B787 ........................................................................................... 13
1.0.16.3. Organization Cabin Crew Section 737 .................................................................................. 14
1.0.16.4. Organization Cabin Crew Section 787 .................................................................................. 14
1.0.16.5. Organization Flight Support: ................................................................................................ 15
1.0.16.6. OCC and Replan .................................................................................................................... 16
1.0.16.7. Crew Plan. ............................................................................................................................ 17
1.0.16.8. Organization Crew Training Section 737 & 787.................................................................... 17
1.0.17. Reserved ....................................................................................................................................17
1.0.18 Organization Security and Emergency Response....................................................................... 18
1.0.18. Organization Compliance Management .................................................................................... 18
1.0.19. Organization – Safety Management .......................................................................................... 18
1.0.20. Organization – HR Human Resources ........................................................................................ 18
1.1. LIST OF MANAGEMENT PERSONNEL.......................................................................................... 19
1.2. RESPONSIBILITIES, DUTIES & AUTHORITIES OF FLT OPERATIONS MANAGEMENT PERSONNEL20
1.2.1. NPFO ‐ Director Flight Operations – DFO ................................................................................... 20
1.2.1.1. General .................................................................................................................................20
1.2.1.2. The DFO’s responsibilities – duties required by regulations: ............................................... 20
1.2.2. Reserved ....................................................................................................................................21
1.2.3. Chief Pilots Type – CP Type ........................................................................................................ 21
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1.2.3.1. General .................................................................................................................................21
1.2.3.2. Duties and Responsibilities ‐ Administrative Matters: ......................................................... 21
1.2.3.3. Duties and Responsibilities ‐ Operational Matters: ............................................................. 22
1.2.3.4. Standards: ............................................................................................................................ 22
1.2.4. Technical Pilot – Type (TPT) ....................................................................................................... 23
1.2.4.1. General .................................................................................................................................23
1.2.4.2. Duties and Responsibilities: ................................................................................................. 23
1.2.5. Functional Check Pilots .............................................................................................................. 24
1.2.5.1. General. ................................................................................................................................24
1.2.5.2. Qualification of FCP .............................................................................................................. 24
1.2.5.3. Composition of crew ............................................................................................................ 24
1.2.5.4. Currency of Functional Check Pilot Qualification. ................................................................ 25
1.2.5.5. Check flight Criteria .............................................................................................................. 25
1.2.5.6. Approval of check flight........................................................................................................ 25
1.2.5.7. The FCP Duties & Responsibilities ........................................................................................ 25
1.2.5.8. Check Flight Result Analysis ................................................................................................. 26
1.2.5.9. Reserved ............................................................................................................................... 26
1.2.5.10. Base Chief Captain................................................................................................................ 26
1.2.5.11. Check Captains ..................................................................................................................... 26
1.2.5.12. Chief Pilot Watch – CPW ...................................................................................................... 27
1.2.6. Chief Cabin Crew (CCC) .............................................................................................................. 27
1.2.6.1. Base Chief Cabin Crew.......................................................................................................... 29
1.2.6.2. Cabin Check Supervisors (CCS) ............................................................................................. 29
1.2.7. Manager Flight Support ............................................................................................................. 30
1.2.7.1. Manager Documentation ..................................................................................................... 30
1.2.7.2. Heading Reserved................................................................................................................. 30
1.2.7.3. Manager Performances B737 / B787 ................................................................................... 30
1.2.7.4. Manager Navigation ............................................................................................................. 30
1.2.7.5. Flight Operations Engineers B737 / B787............................................................................. 31
1.2.7.6. Heading Reserved................................................................................................................. 31
1.2.7.7. Aircraft Library Coordinator ................................................................................................. 31
1.2.7.8. EFB (Electronic Flight Bag) Administrator B737 / B787 ........................................................ 31
1.2.8. Manager Operations and Replan ............................................................................................... 31
1.2.9. NPCT ‐ Manager Training .......................................................................................................... 32
1.2.9.1. Deputy Manager Training..................................................................................................... 33
1.2.9.2. Reserved ............................................................................................................................... 33
1.2.9.3. Senior Training Coordinator ................................................................................................. 33
1.2.9.4. Training Coordinators........................................................................................................... 33
1.2.9.5. Reserved ............................................................................................................................... 34
1.2.9.6. Instructors ............................................................................................................................ 34
1.2.10. Reserved ....................................................................................................................................38
1.2.10.1. Reserved ............................................................................................................................... 38
1.2.11. Manager Crew Plan .................................................................................................................... 38
1.3. AUTHORITY, DUTIES AND RESPONSIBILITIES OF THE COMMANDER (CMDR) ...........................39
1.3.1. General ......................................................................................................................................39
1.3.2. Before Flight............................................................................................................................... 41
1.3.3. During Flight............................................................................................................................... 43
1.3.4. After Flight .................................................................................................................................44
1.4. DUTIES AND RESPONSIBILITIES OF CREW MEMBERS OTHER THAN THE CMDR ........................44
1.4.1. General ......................................................................................................................................45
1.4.2. Specific Duties of Crewmembers Other Than the Commander ................................................. 45
1.4.3. Duties and Responsibilities of the Relief Captain ...................................................................... 46
1.4.4. Duties and Responsibilities of the Co‐Pilot – General ............................................................... 47
1.4.5. Duties and Responsibilities of the Co‐Pilot ‐ Before Flight ........................................................ 47
1.4.6. Duties and Responsibilities of the Co‐Pilot ‐ During Flight ........................................................ 47
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1.4.7. Duties and Responsibilities of the Co‐Pilot ‐ After Flight ........................................................... 47
1.4.8. Duties and Responsibilities of the Cabin Crew ‐General............................................................ 47
1.4.9. Duties and Responsibilities of the Senior Cabin Crew Member ................................................ 48
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OM A
Date: 03/Feb/20
Chap: 1.0 Norwegian Air Argentina
Rev: 05
1.1. ORGANIZATIONAL STRUCTURE
Organization General
Purpose and Scope
The Company is a complex organization, and the main objective is Commercial Air Transport
(CAT) of passengers and goods. The Company’s principal place of business is Munro, Buenos
Aires, Argentina.
The Company's area of operation is in accordance with the AOC Operations Specifications.
The official language of the Company is Spanish, which must be known by all employees and is
the language that will be used for the execution of operations. Likewise, given the Company's
size, employees must know the English language that will be used in the interaction with the
Company's areas outside the country. The Company's time system is based on the UTC schedule
except for local work regulations.
Spanish will be used in those manuals that require approval by the Authority, the rest of the
manuals and internal documents, as well as the manuals of the aircraft manufacturers will be
in English.
Organisational Chart
Accountable Manager
Manager Quality
(Compliance Manager Safety
Manager)
NPFO NPGO
NPM Manager Security & NPCT
Director Flight Manager Ground R.E.
Technical Director Manager Training
Operations Operations
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Rev: 05
Note: In order to maintain uniformity in the designations of positions among the entire
Company, the names of the positions are maintained in English. The following list
indicates the corresponding version in Spanish (*).
AM – CEO & Accountable Manager AM CEO
Base Chief Captain BCC Jefe de base Pilotos
Cabin Check Supervisors CCS Inspectores de Cabina
Check Captains CC Inspectores
Chief Cabin Crew CCC Jefe de base Tripulantes de Cabina
Chief Cabin Crew CCC Jefe de Tripulantes de Cabina
Chief Ground Instructor Cabin Crew CGIC Jefe de instructores de tierra de Tripulantes de Cabina
Chief Ground Instructor Flight Crew CGIF Jefe de instructores de tierra de Pilotos
Chief Pilot Type CP Jefe de Pilotos (para el tipo de aeronave)
Chief Pilot Watch CPW Jefe de pilotos de turno
Deputy Manager Training DMT Asistente al Gerente de Instrucción
Director Flight Operations DFO / Director de Operaciones de Vuelo
NPDFO
Manager Quality / Compliance Manager CM Gerente de Calidad
Manager Safety DS Gerente de Seguridad Operacional
Manager Security & Emergency Response DSER Gerente de Seguridad y Respuesta de Emergencia
Examiners Examinador
Functional Check Pilots FCP Pilotos para vuelos de verificación / aceptación
Line Training Captains Instructores de Línea
Manager Crew Plan MCP Gerente de Planificación de Tripulaciones
Manager Flight Support MFS Gerente de Soporte de Vuelo
Manager Ground Operations MGO / Gerente de Operaciones Terrestres
NOGO
Manager OCC and Replan OMR Gerente de Control Operacional
Manager Security & Emergency Response MSER Gerente de Seguridad y Respuesta de Emergencia
Manager Training MT / Gerente de Instrucción
NPCT
Pilot Watch PW Piloto de turno
Senior Cabin Crew Member SCCM Jefe de Cabina
Senior Training Coordinator STC Jefe de Coordinación de Instrucción
Synthetic Flight Instructors SFI Instructor de simulador para el tipo de aeronave
Technical Director TD / Director Técnico (Mantenimiento)
NPCA
Technical Pilot Type TP Piloto Técnico (para el tipo de aeronave)
Type Rating Instructor TRI Instructor para el tipo de aeronave
(*) Note: This list is a reference. The inclusion of a position / function in this list does not
necessarily imply that it is effectively implemented and occupied by a person in the
Company.
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OM A
Date: 03/Feb/20
Chap: 1.0 Norwegian Air Argentina
Rev: 05
1.1.1. Accountable Manager (AM)
APP: The nomination of the Accountable Manager requires prior approval.
The Chief Executive Officer is also the Accountable Manager.
1.1.1.1. Duties & Responsibilities
The Accountable Manager reports to the Board and has the overall responsibility to ensure that
the work carried out by the company meets all requirements and standards from national CAA.
He is part of the Company Top‐management group.
He/she is responsible for ensuring that the necessary finance, manpower resources and
facilities are available to enable the Company to maintain the operation according to national
CAA requirements.
Accountable Manager is responsible for:
Operation and the overall implementation and maintenance of the organization’s
Management System.
Ensuring that any charges are paid, as prescribed by the national CAA.
Participating in and leading the Safety Review Board meetings
Granting direct access to Nominated Persons, Manager Quality (Compliance Manager),
Manager Safety, and Manager Security and Emergency Response;
Continually promoting the Safety Policy to all personnel and demonstrate his commitment
to it;
Establishing safety objectives and performance standards;
Endorsing the Safety Policy.
The day‐to‐day management of the SMS is delegated to the Manager Safety
The day‐to‐day management of the compliance monitoring is delegated to Manager Quality.
1.1.2. Manager Quality (Compliance Manager)
See Norwegian Air UK Compliance Management Manual CMM.
1.1.3. Manager Safety
See NAA Safety Management Manual SMM.
1.1.4. Manager Security& Emergency Response
See OM‐A1.1.18 and NAA Security Programme (SP)
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Rev: 05
1.1.5. Director Flight Operations (NPFO)
See OM‐A1.3.1 below.
1.1.6. Manager Ground Operations (NPGO)
1.1.6.1. Duties & Responsibilities
The Manager of Ground Operations reports directly to the Accountable Manager and shall:
Ensure full participation by all Ground Operations staff and Contractors staff in the
organization’s Management System;
Ensure the capability / approvals etc. of Contractors and Sub—contractors relating to the
Services to be delivered;
Ensure that the ground service providers achieve the goals and strategies set by the
Company management;
Be the ground operation representative in the Company management, and the principal
communication link between the Company management and the company’s suppliers;
Handle all reports related to ground handling;
Ensure Ground handling is according to GOM;
Attend review meetings;
Ensure the availability of personnel and resources to enable the department to meet its
objectives regarding quality and efficiency;
Ensure that the department budgets is prepared yearly within the time limit;
Administrate and manage sub sections/offices of the department;
Ensure that the department has clear responsibility, authority and efficient lines of
communication;
Establish safety and quality objectives for the department and be responsible overall for
the achievement of these;
Assist and propose actions for improvements in dialogue with functional managers;
Ensure that the goals and strategies set by the Company management are fulfilled by the
ground handlers;
Ensure that all ground handling operation is performed in accordance with established
international, CAA and Company standards, rules and regulations;
Be responsible for the issuance, distribution and revision of the Company’s Ground
Operations Manual;
Ensure that the content in the GOM is according to requirements and specifications in OM
A & OM B;
Achieve the establishment of contracts with the different ground handling providers;
Organize spot checks of the different ground handling providers operating on contract with
the Company, to ensure the required service quality;
Provide the Flight Operations Department with all information necessary for crew briefing
at all stations where the Company is operating on a regular basis;
Participate and report in the regular Operations Manager meetings within the Operations
Department;
Participating in the Safety Review Board meetings
Development of the Ground Ops Department & department strategy Including efficiency
measures;
Compilation and negotiation of department budgets.
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OM A
Date: 03/Feb/20
Chap: 1.0 Norwegian Air Argentina
Rev: 05
1.1.7. Technical Director (NPM)
The Technical Director is the nominated Person for Continuing Airworthiness.
The Technical Director shall ensure that all maintenance will be performed to the approved
standard and within the allotted time, and has the following responsibilities:
Have control over the end results of the Technical Department, reporting to the
Accountable Manager;
Ensure that the goals and strategies given by the Organisations management are fulfilled
by the Technical Department;
Aircraft Lease Contract Support;
Aircraft Fleet Planning Support;
Financial Reports;
Represent the Technical Department to the organisations management and the Technical
Department;
Ensure that the tasks of the Technical Department are solved in a manner that best suits
the Organisation and its customers;
Ensure that the Technical Department has adequate and qualified personnel;
Ensure that the personnel in the department receive the training they require to resolve
tasks, and that they are prepared for any tasks that lie ahead. The Technical Director shall
keep a record of all continuing airworthiness staff, in accordance with the requirements of
RAAC;
Ensure that the quality management system works in accordance with its intentions, and
that it applies to the entire department. The Technical Director is also responsible for
ensuring that corrective actions are taken for all non‐conformities in the Technical
Department, within specified time limits;
Ensure that the Technical Department receives the resources required to enable it to meet
any tasks or requirements given by the Organisations management or the authorities;
Have full authority over the Technical Department;
Participate in the regular operational manager meetings within the Operations
Department;
Ensure the review and implementation, as appropriate, of any additional CAA
requirements and standards;
Establish and develop continuing airworthiness policy, including the approval of NAA
maintenance programs, as required by RAAC;
Analyse the effectiveness of the Maintenance Program;
Manage the relationship with the Part 145 maintenance contractor(s) and establish a
Maintenance Contract;
Manage the relationship with the Sub‐Contractors and establish this contract as required;
Ensure that the Quality System is effective in its application, and initiate any follow‐up
actions required to address findings;
Ensure that the Certificate of Airworthiness for each aircraft operated by the Organisation
remains valid in respect of reporting any occurrences of a maintenance nature to the CAA
and the aircraft manufacturers. This includes both Mandatory Occurrences and
occurrences related to maintenance findings, which fall outside the mandatory scheme:
o The airworthiness of the aircraft;
o The expiry date specified on the Certificate; and
o Any other condition specified in the Certificate;
Participating in the Safety Review Board meetings
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Rev: 05
Note: OM‐A does not describe support functions outside the scope of the AOC. Functions such
as Commercial Dept., Network, Human Resource (HR), Finance, Marketing, Sales, Customer
Relations etc. are described on the Company Intranet.
1.1.8. Policies
1.1.8.1. Safety Policy
Refer to the SMM CH 2.1
1.1.8.2. Compliance Statement
Refer to the CMM CH 2.1.
1.1.8.3. Vision
The Company’s vision is “Everyone should be able to afford to fly”.
1.1.8.4. Mission
The Company’s business idea is to give everybody the opportunity to travel by air, attracting
customers by offering competitive low fares and a high‐quality travel experience based on
operational excellence and helpful, friendly service. All of our activities are guided by our core
values and operational priorities.
1.1.8.5. Values
These are the Company’s core values:
Simplicity
Directness
Relevance
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Rev: 05
1.1.8.6. Service Policy
We focus on the customer and our goal is to offer consistently low prices and a good product
on the ground and in the air. Helpful, customer‐friendly service is an important part of this.
Being on time is an important part of our service. The Company’s goal is for over 90 percent of
the Company’s flights to be punctual within 15 minutes of the scheduled time. Our customers
arriving on time is important to the customer and us as an airline.
The Company intends to become the preferred supplier of air travel in its selected markets and
to generate excellent profitability and return to its shareholders.
1.1.9. Licence / Air Operator's Certificate / Fleet
The Company holds an Air Operators Certificate (AOC), issued by the Autoridad Nacional de
Aviación Civil (ANAC). Special approvals / authorisations are described in the Especificaciones
Operativas (Operational Specifications).
Updated Licenses and Certificates including AOC and Operations Specifications are available on
the company intranet.
1.1.10. Fleet
The Company operates the following aircraft:
Boeing 737‐800 (Registrations / Serial Nos. See AOC Ops Spec).
1.1.11. Licenses and AOC
Updated Licenses, Certificates and Approvals including AOC and Operations Specifications are
available on the company intranet.
1.1.12. Operations Specifications
The latest revision of the Operations Specification Document is available on board in the
Aircraft Document Folder
1.1.13. Operations Specifications – Guide to Compilation
Refer to applicable instructions issued by the Authority.
1.1.14. Operating Bases
1.1.14.1. Definition
Operating Base in this chapter is defined as a base with either cabin crew, flight crew or both
and is named Crew Base. The Crew Bases are aircraft type specific.
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OM A
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Chap: 1.0 Norwegian Air Argentina
Rev: 05
For each aircraft type there is one defined Main Crew Base, the others are Secondary Crew
Bases. Seasonal bases are secondary bases active for only a defined time period promulgated
by the DFO on Vistair.
1.1.14.2. Crew Bases
B737 Crew Base:
Base Buenos Aires
Base Córdoba
Description
The crew bases are established in order to gain effective crew and aircraft utilization. The
responsible personnel at the crew bases shall participate in relevant airport meetings arranged
by the airport owner and national authority.
All crew bases are organized with personnel responsible for keep the crew base functional.
All crew bases have adequate personnel such as:
‐ A Base Chief Cabin Crew for bases comprising cabin crew members, where the Base Chief
Cabin Crew is responsible for the operational cabin crew standard at the crew bases.
‐ A Base Chief Captain for bases comprising flight crew, where the Base Chief Captain is
responsible for the operational pilot standard at his crew bases.
Responsibility, reporting structure and work tasks for these positions are described in OM‐A
chapter 1 for each position.
The following is provided at each main base:
General
Furniture suitable for workstation, crewbriefing and relaxation.
Library – Electronic Version
Operations Manual OM – A – Electronic version.
Operations Manual OM – B – Electronic version.
Operations Manual OM – C ‐ Electronic version.
Operations Manual OM – D ‐ Electronic version.
Cabin Crew Manual CCM ‐ Electronic version.
Minimum Equipment List MEL ‐ Electronic version.
All Notice to Crew/Pilots/Cabin Crew ‐ Electronic version.
Forms i.e. (EFB) Load sheet, Security Form, etc.
Note: All electronic versions shall be available through Vistair
In Paper:
Adequate Forms i.e. EFB Load sheet, Security Form, Etc.
Equipment:
Workstation with computers connected to LAN/Internet to provide crew members with access
to company email and information. Every computer can retrieve information as:
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Vistair CrewNet
Rednose Intranet
Flight plans
Weather
Notam
Internal information
Email
Electronic Reporting System (Occurrence reports).
Telephone
Copy machine
The crew on each base will be provided with all relevant information and documentation
necessary to carry out their respective duties.
For administrative personnel at the base:
‐ Separate workstations including computers.
1.1.15. Reserved
1.1.16. Organization – Flight Operations Department
NPFO
Director Flight
Operations
Chief Pilot Chief Cabin Crew Manager Flight Manager OCC y
Manager Crew Plan
B737 B737 Support Replan.
List of responsible personnel – Flight Operation Department:
DFO – NP Flight Operations : Martín Gabriel Bulla
CP737 – Chief Pilot B737 : Matias Martín Schwindt
CCC – Chief Cabin Crew : Romina Gisela Tortoriello
MFS – Manager Flight Support : Jorge Luis Gariazzo
MCP – Manager Crew Plan :
MOR – Manager OCC and Replan :
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OM A
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1.1.16.1. Organization Pilot Section B737
CP737
Chief Pilot
TPT BCC737
Technical Pilot Type Base Chief Captains
FCP
CC
Funcional Check
Check Captains
Pilots (**)
TC
Training Captains
CPT
Captains
Comandantes
FO
First Oficials
Primeros Oficiales
List of responsible personnel – Pilot Section
CP737 – Chief Pilot Type B737 : Matias Martín Schwindt
TPT – Technical Pilot B737 :
FCP – Functional Check Pilot(s) : Ref: OSPECs
BCC – Base Chief Captains : (*)
CC – Check Captains : (**)
CPT – Captains : Ref: Anex II
FO – First Officers : Ref: Anex II
* A list of Base Chief Captains and Check Captains is maintained by the CP and is available
upon request.
Note: Crew Bases are detailed in OM‐A 1.1.14
** Boeing Acceptance / Functional Check Flight Approved
1.1.16.2. Organization Pilot Section B787
Reserved
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1.1.16.3. Organization Cabin Crew Section 737
Chief Cabin Crew
BCCC737
CCS737
Base Chief Cabin Cew
Cabin Check Supervisors
B737
SCCM737
Senior Cabin Crew
Member
Jefe de Cabina
CCM737
Cabin Crew Member
Tripulantes de Cabina
List of responsible personnel – Cabin Crew Section 737
CCC – Chief Cabin Crew : Romina Gisela Tortoriello
BCCC – Base Chief Cabin Crew : AEP: Gabriela Derunge
COR: Romina Gisela Tortoriello
CCS – Cabin Check Supervisors : (*)
SCCM737 – Senior Crew Members : Ref. cabin crew list
CCM737 – Cabin Crew Members : Ref. cabin crew list
* A list of Base Chief Cabin Crew and Cabin Check Supervisors is maintained by the Chief
Cabin Crew and is available upon request
Note: Crew Bases are detailed in OM‐A 1.1.14
1.1.16.4. Organization Cabin Crew Section 787
Reserved
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1.1.16.5. Organization Flight Support:
Manager Flight Support is responsible to DFO that Flight Support is provided by the
subcontractor Norwegian Air Resources, in compliance with the relevant Agreement for
Contracted Services (ACA).
MFS
Manager Flight Suport
Ingenieros de
Performance Coordinadores de Administrador EFB
Gerente de Navegación Ingenieros de Operaciones Gerente de Publicaciones
Bibliotecas (B737/B787)
(Contrato NAR) (B737/B787) (Contrato NAR) (Contrato NAR)
(Contrato NAR) (Contrato NAR)
(Contrato NAR)
The Contracted Services are depicted above in Blue Boxes.
The Contracted Services are:
Navigation1
Performance1
Flight Operations Engineering1
Documentation Management1
Aircraft Library Coordination1
EFB Administration1
List of responsible personnel – Flight Support:
MFS – Manager Flight Support : Jorge Luis Gariazzo
EFBA737 – EFB Administrator B7371 :
EFBA787 – EFB Administrator B7871 :
1
provided by the Contractor Norwegian Air Resources. in compliance with Agreement for
Contracted Activities (ACA).
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1.1.16.6. OCC and Replan
Manager OCC and Replan is responsible to DFO that Operations and Replan is provided by the
subcontractors Norwegian Air Resources, in compliance with the relevant Agreement for
Contracted Services (ACA).
Manager OCC & Replan
(MOR)
Contracted
Activities Provider
The Contracted Activities are:
Flight Planning & Flight Following
Crew Control & Replanning
Integrated Operations Control Centre (IOCC)
List of responsible personnel – OCC and Replan:
MOR – Manager OCC & Replan :
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1.1.16.7. Crew Plan.
Manager Crew Plan is responsible to DFO that Crew Plan is provided by the Contractor
Norwegian Air Resources, in compliance with the Agreement for Contracted Activities (ACA).
List of responsible personnel – Crew Plan:
MCP – Manager Crew Plan :
NPCT
Manager Training
(Gte de Instrucción)
Deputy Manager
Training
Chief Ground Instructor Chief Ground Instructor Senior Training
CFI CFI Chief Ground
Instructor Tripulantes de Cabina Tripulantes de Cabina Coordinator
B737 B787
Tripulantes de Mando B737 B787
Deputy CFI Deputy CFI Senior Ground Senior Cabin Line
Instructor Trainers
B737 B787
B737 B737
Tripulantes de Cabina Tripulantes de Cabina
TRI/TRE TRI/TRE Instructores de Instructores de Ground Instructor Cabin Line Trainers Ground Instructor Coordinadores Simulator Training
SFI/SFE/TC SFI/SFE/TC Tierra 737 tierra 787 B737 B737 B787 de instrucción Planners Planners
737 787 Tripulantes de Tripulantes de Tripulantes de Cabina Tripulantes de Cabina Tripulantes de Cabina
Mando Mando
Reserved position
(to be added in the
future)
1.1.16.8. Organization Crew Training Section 737 & 787
MT ‐ Manager Training : Martín Bessone
DMT Deputy Manager Training :
CGIF ‐ Chief Ground Instructor Flight Crew :
CGIC ‐ Chief Ground Instructor Cabin Crew :
STC Senior Training Coordinator : María Pia Tommasi
1.1.17. Reserved
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1.0.18 Organization Security and Emergency Response
Director Security &
Emergency Response
Manager Security &
Emergency Response
List of responsible personnel – Security & Emergency Response Department:
DSER ‐ Dir. Security & Emergency Response : Matias Maciel
‐ Manager Security : Leila Magalí Chamorro
Note: Emergency Response Planning (ERP) is described in the SMM CH 7.7.
1.1.18. Organization Compliance Management
Refer to the CMM 1.1.
1.1.19. Organization – Safety Management
Refer to the SMM.
1.1.20. Organization – HR Human Resources
Refer to HR Dept.
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1.2. LIST OF MANAGEMENT PERSONNEL
The Management Personnel and Contact Details are as follows:
Title Name Tel/Mail
CEO & Accountable Manager AM Martín Bulla martin.bulla@norwegian.com
Manager Safety SM Edgar Claus Boese Edgar.Boese@norwegian.com
(Gerente de Seguridad Operacional)
Manager of Quality Compliance Martín Bessone Martin.Bessone@norwegian.com
(Gerente de Calidad) Manager
DFO – Director Flight Operations NPFO Martín Bulla martin.bulla@norwegian.com
(Director Operaciones de Vuelo)
MT – Manager Training NPCT Martín Bessone Martin.Bessone@norwegian.com
(Gerente de Instrucción)
Manger of Ground Operations NPGO Leila Magalí Chamorro Leila.Magali.Chamorro@norwegian.com
(Gerente de Operaciones Terrestres)
Technical Director NPCA Diego De Risio diego.derisio@norwegian.com
(Director Técnico)
Manager Security SECURITY Leila Magalí Chamorro Leila.Magali.Chamorro@norwegian.com
(Gerente de Seguridad)
Director Emergency Response ER Martín Bulla martin.bulla@norwegian.com
(Director de respuesta de
Emergencia)
Note: Refer to the CMM 2.1.3 for general management.
For Nominated Person Ground Operations (NPGO) also refer to the GOM.
For Continuing Airworthiness Manager (CAM) also refer to the CAME.
Duties and responsibilities for personnel organized in the Flight Operation Department are to
be found in OM‐A CH 1.3.
Duties and responsibilities for personnel organized in the Crew Training Department are to be
found in OM‐D CH 1.
Deputies
A system of deputies or substitutes has been established in order to ensure adequate
management and responsibility whenever absence from a management position occurs of
longer duration than 5 consecutive working days.
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1.3. RESPONSIBILITIES, DUTIES & AUTHORITIES OF FLT OPERATIONS
MANAGEMENT PERSONNEL
Note: Responsibilities and duties of operations management personnel are described when
pertaining to the safety of flight operations and the compliance with the applicable regulations
Other specific work tasks and administrative functions are described for each function in Office
Instructions (OI).
1.3.1. NPFO ‐ Director Flight Operations – DFO
The Director Flight Operations (DFO) reports directly to the Accountable Manager.
1.3.1.1. General
The DFO has authority to discharge his duties. He has overall responsibility for the supervision
of flight operations in the Company. He is responsible for compliance with applicable
regulations as detailed in OM‐A 0.1 and ensures the supervision of the operation is such as to
ensure this compliance.
1.3.1.2. The DFO’s responsibilities – duties required by regulations:
Establish safety and compliance objectives for the department and be responsible for the
achievement of these.
Ensure that the Company's operational activities are described in the OM and that the OM
documents are kept up to date, and that they are in accordance with the regulations.
Ensure that all personnel related to flight operations have been given adequate
instructions regarding their jobs and responsibilities, and that such information is available
at all times.
Issue and control the operational documentation.
Ensure a revision system is in place for the documents mentioned above.
Ensure that revisions to these manuals will only be promulgated to crew when approved
by the DFO.
Ensure that all the Company's aircraft are operated in accordance with the OM.
Ensure that all crew members are licensed in accordance with regulations.
Ensure that all crew members receive an adequate basic education, tuition, training and
recurrent training with regard to relevant regulations and the Company’s operation, and
also that the crew members are theoretically and practically fit to implement the tasks they
might be allotted.
Maintain a satisfying knowledge of national and international aviation regulations.
Keep a close liaison with the Authority and ensure that mandatory reports and statistics
are produced and forwarded to the Authority in accordance with the regulations.
Ensure admittance for the Authority’s personnel when requested to the Company's
facilities, Management System and aircraft.
Approve the Minimum Equipment List (MEL) for each aeroplane type.
Participating in the Safety Review Board meetings
The DFO’s responsibilities – additional Company duties:
Refer to Office Instructions (OI).
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1.3.2. Reserved
1.3.3. Chief Pilots Type – CP Type
1.3.3.1. General
There is one Chief Pilot ‐Type for each aeroplane type.
Chief Pilots Type report directly to the DFO.
The Chief Pilot ‐ Type is responsible for the standard and efficiency of all pilots assigned to
his fleet and that all operations are carried out to the highest level of regularity and flight
safety standards.
The Chief Pilot Type will act as Technical Pilot Type in his absence.
The Chief Pilot ‐ Type duty shall also comprise a Check Captain function and assessment of
Captain Candidates.
The position is based on 90% administrative work and 10% operational duty.
1.3.3.2. Duties and Responsibilities ‐ Administrative Matters:
Establish safety and compliance objectives for the department and be responsible for the
achievement of these
Be an administrative and operational head of his group of pilots.
Maintain the day to day contact with his pilots in all matters concerning the operation of
the aeroplane type.
Be responsible for the recruitment and selection process of pilots. Ensure that the
recruitment and employment process is in accordance with company regulations and
standards.
Ensure that all reports, aircraft logs and other documentation is properly filled in and
delivered on time.
At least once a year, arrange meeting with the Base Chief Captains.
At least once a year, arrange meetings for check captains.
Supply Flight Crew Programmer/OCC with crew qualification list to avoid unqualified crew
being programmed either together or to demanding routes/destinations.
Be responsible for the content and updating of the relevant OM‐B and issue revisions in
coordination with Manager Documentation.
Be responsible, on behalf of the DFO, in personnel, administrative and operational
matters concerning pilots, with emphasis on crew standard, efficiency and availability.
Be responsible for keeping the pilot airport evaluation list and the crew composition list
up to date and forward relevant information to OCC.
Be responsible for keeping an updated list of captain candidates as well as the
responsibility for the design and the development of the captain upgrade program.
Be responsible for keeping a monthly overview of pilots available versus need, pilot status
with regards to rank, part‐time / full‐time workers, base assignment.
Be responsible for the processing of Occurrence Reports assigned to him, by the Safety
Office.
In the absence of the DFO:
Ensure that crew schedule and job assignment is within the respective crew members’
qualification and education.
Ensure that all of the Company’s aircraft are operated in accordance with the Operations
Manual.
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Establish and maintain a proper report system, and monitor trends, repeating occurrences
and deviations. Based on review of occurrence reports, make the information available to
all relevant personnel and take necessary steps to improve procedures.
1.3.3.3. Duties and Responsibilities ‐ Operational Matters:
The Chief Pilot ‐Type is responsible for the standard of all pilots in his group, by accepting
pilots from the training department after initial training‐program and LIFUS, before
releasing them to normal line duty.
He shall ensure that the training section gives all his pilots their annual OPC and LPC, as
well as recurrent ground training.
He shall ensure that all pilots are given an annual route‐check in order to check on
procedures, line‐flying in general, crew behaviour, appearance and efficiency.
He shall keep the DFO informed about sub‐standard performance or discrepancies within
his fleet.
Decide upon and order any additional training required to obtain satisfactory standards.
He shall, on behalf of DFO, be responsible for the selection of pilots for upgrading to
Captain and ensure adequate training to prepare them for their duties.
Whenever deemed necessary, he shall perform unannounced spot‐checks on pilots or
operational environment.
He shall keep himself informed and qualified on the routes/areas and environment
operated by Company aeroplanes.
He shall provide his group of pilots with all necessary technical and operational
information related to the relevant aeroplane type.
He shall maintain a good accord with the other Chief Pilots and Managers in relevant
matters.
He shall assist the DFO in surveying procedures, analyse Occurrence Reports and other
reports in order to achieve optimum efficiency of aircraft and personnel, combined with
a high level of flight safety.
He shall submit suggestions regarding necessary changes required in operational
documentation, such as the OM‐A, OM‐B AOM/CCM, QRH and MEL/CDL.
The Chief Pilot ‐Type is responsible for the content, distribution and use of the normal
checklist on the relevant aeroplane type.
On behalf of the DFO, together with the Managers Navigation, and Performance, prepare
risk analysis for new destinations relevant for the type.
He shall be responsible for communication with the Flight Safety Pilots Department and
based on findings and trends ensure corrective actions are implemented.
He shall organize the Chief Pilot Watch system in coordination with OCC.
At least 10 times a year, he shall arrange a Chief Pilot meeting.
1.3.3.4. Standards:
The Chief Pilot Type shall:
Be thoroughly informed and qualified on line‐flying and instruction.
Perform route and standardisation check‐flights with Check Captains.
Evaluate and assess new pilot training aids in close co‐operation with the Manager Training
and forward suggestions of improvement to the DFO.
Upon request from the Manager Training act as ground instructor in the subjects; standard
operating procedures, performance, mass & balance, Operations Manuals and other
operational matters.
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1.3.4. Technical Pilot – Type (TPT)
1.3.4.1. General
The Technical Pilot Type reports to the Chief Pilot Type for the applicable type.
The position requires 50% of the total duty time be spent in the office, with the remaining
time on operational duties.
The Technical Pilot Type will act as Chief Pilot Type in his absence.
1.3.4.2. Duties and Responsibilities:
The Technical Pilot shall:
Perform the task of being the official liaison officer between the Operations department
and the technical department regarding installation of new equipment, operational
modifications and on request, participate in evaluation of new aeroplanes.
Produce and update Functional Check Flight and acceptance‐flight forms and
documentation for the relevant type of aeroplane operated by the Company.
Follow up on the technical standard of the relevant aeroplane type, ensuring that each
individual aeroplane fulfils all operational standards.
Have qualified Functional Check Pilots and ensure adequate training and competency
before Functional Check Flights.
Perform Functional Check Flights on requests from the DFO or technical department.
Together with the DFO, ensure that the MEL is adequate and covers the operational
environment of the Company aeroplanes.
Be responsible for the content, updating and distribution of the QRH and issue revisions.
Ensure that adequate training material and user manuals are available with all new
equipment installed on company aircraft.
Be responsible for distribution of weighing reports and other relevant aircraft data to OM‐
B.
Issue appendices to volume 2 in OM‐B when required.
Submit in writing, to Technical department, updated Operations specifications for all
aircraft, to ensure standardisation between individual aircraft.
Arrange meetings, once a month, between Technical and Operations department and be
responsible for writing and storing minutes from these meetings.
In the absence of the DFO:
Approve the Minimum Equipment List (MEL).
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1.3.5. Functional Check Pilots
1.3.5.1. General.
Functional Check Pilots report to the Technical Pilot Type (TPT).
A check flight shall be performed:
if required, after maintenance as described in Aircraft Maintenance Manual (AMM)
(maintenance check flight);
before acceptance of an aircraft from another operator/lessor (acceptance check flight);
if required by the AMP, the AMM or a SB, or by an Engineering Order after completion of
heavy maintenance inspections, such as the 12‐Year Heavy Maintenance Check for the 787
fleet or the 8 year check for the 737 fleet.
Boeing Acceptance Test Flights and Delivery from Seattle will also fall under this FCF
category.
1.3.5.2. Qualification of FCP
Prerequisites for qualifying as a Functional Check Pilot (FCP):
1. CMDR
2. 2000 flying hours on Boeing aircraft, as accepted, by the Chief Pilot Type
3. 6000 total flying hours
Check Pilots should have technical and operative qualifications beyond normal standards.
Check Pilot candidates will receive training and supervision according to standards defined by
the Technical Pilot Type.
1.3.5.3. Composition of crew
The crew will consist of
a qualified and current Functional Check Pilot (Left Seat);
a First Officer (Right Seat) with a minimum of 1500 hrs on type;
an Engineer (‘Jump’ Seat) who meets the requirements laid down by Maintenance
Organisation to act in such a Capacity.
Or, if a suitably qualified Engineer is not available:
a qualified and current Functional Check Pilot (Left Seat);
a First Officer (Right Seat) with a minimum of 1500 hrs on type;
a line Captain on the Jump Seat to assist the crew.
A qualified but non-current Functional Check Pilot may occupy the Left Seat in order to regain
currency in Functional Check Flights as long as he/ she is accompanied by a current Functional
Check Pilot who will occupy the Right Seat.
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1.3.5.4. Currency of Functional Check Pilot Qualification.
Currency as a FCP is ensured if a qualified FCP conducts any Norwegian Maintenance Check
Flight, a Boeing Acceptance Test flight, a Start of Lease Acceptance or End of Lease Return Check
Flight within one year of initial simulator qualification and subsequently, within 24 months of
conducting the last previous Functional Check Flight, a Boeing Acceptance Test Flight, a Start of
Lease Acceptance or End of Lease Return Check Flight.
If a FCP does not maintain his/her qualification by these means, the rating may be renewed:
By the pilot conducting a Functional Check Flight, a Boeing Acceptance Test Flight, a Start
of Lease Acceptance or End of Lease Return Check Flight under the supervision of a
qualified FCP or
Boeing Test Pilot, or
By performing the Norwegian Check Flight Report profile in a full flight simulator under the
supervision of a SFI/TRI/TRE.
1.3.5.5. Check flight Criteria
Before a check flight is performed, the following requirements must be fulfilled:
The aircraft has a valid CRS for the intended flight,
Check flight approval must be issued by authorised personnel,
No passengers are allowed in the cabin during the flight, except for required maintenance
personnel (Representatives of Leasing Companies may be on board in an observatory
capacity),
The intention of the check flight has been co‐ordinated with the operating crew,
All check flights shall be documented on NAA test check flight report and in the NAA check
Flight program. The forms and Check Flight program report shall be available and present
in the cockpit.
1.3.5.6. Approval of check flight
A check flight shall not be performed unless it is approved by one of the persons as follows:
Technical Director,
Director Flight Operations,
Deputy Director Flight Operations, or
Chief Pilot Type
1.3.5.7. The FCP Duties & Responsibilities
The FCP shall:
Perform check‐flights on requests from the TPT, DFO or technical department
Ensure that the crew is correctly qualified.
Ensure that the maintenance status of the aircraft is fully reviewed in consultation with
local Engineering and MOC prior to flight and to ensure that all associated ground testing
/ checking has been completed by Engineering.
Ensure that all crew members are fully briefed and familiar with their duties as required by
the Check Flight Sequence.
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Ensure the Check Flight is accomplished according to OM A 8.7.
1.3.5.8. Check Flight Result Analysis
After completion of the check flight, the Check Flight report shall be forwarded to the TPT for
analysis and evaluation with NAA Engineering.
1.3.5.9. Reserved
1.3.5.10. Base Chief Captain
General.
The Base Chief Captain reports to Chief Pilot Type.
The Base Chief Captain is a Company senior representative at his base, and as such, he shall at
all times act in a correct manner and maintain a clean and smart appearance. He shall, to the
best of his ability and judgement, protect and promote the Company and its interests.
The position requires 10 to 20% of the total duty time be spent on administrative duties, with
the remaining time on operational duties. This percentage will vary according to specific need
and the size of the base.
Duties and responsibilities:
The Base Chief Captain shall:
Act as Personnel Coordinator for pilots in his/her group.
When required, perform staff meetings within his group of pilots.
Work in close co‐operation with the Base Chief Cabin Crew and Base Administrator.
Maintain the day‐to‐day contact with his pilots in all matters concerning the operation of
the aeroplane type.
Be responsible for the processing of feedback and relevant reports and forward them to
the Chief Pilot Type.
Attend meetings with Chief Pilot Type.
Perform line checks and release checks upon request from the Chief Pilot Type.
Perform check flights with other Check Captains.
Perform unannounced checks on pilots at the base when required by the Chief Pilot.
1.3.5.11. Check Captains
The Check Captains report to their respective Base Chief Captain.
The Check Captains have the following responsibilities:
When scheduled, perform line checks and release checks upon request from the Chief Pilot
Type.
The Check Captain shall ensure during supervision and check flights that the agreed
standards and proficiency level is maintained of the flight crew.
At all times ensure that crew follows rules and regulations as laid down by the OM.
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1.3.5.12. Chief Pilot Watch – CPW
The Chief Pilot Watch consists of a group of highly skilled captains who have been given the
authority to provide enhanced phone support to line pilots and OCC on operational matters.
These captains, selected by the Chief Pilot, alternate being available on the phone number
provided. The CPW service is available H24.
OCC is normally sufficient as single point of contact when a line pilot needs problem resolution.
The CPW acts as a supplement on top of this function for more challenging requests.
The CPW does not relieve the CMDR from his duties & responsibilities but may provide him
with valuable information for his decision making or assist in other matters peculiar to a given
flight or series of flights.
Example of some of the topics where the opinion or assistance of the CPW may be desired:
Incidents (Note 1);
Interpretation of the Operations Manuals;
Resolving a disagreement between OCC or MOC and a crew member or between crew
members;
Cancellation of one or more flights;
Removal of a crew member from active duty;
Removal of a passenger not considered fit for flight;
Removal of payload due to reasons other than performance;
Diversions;
Flight Safety or Security matters;
Media requests related to a particular flight.
Aircraft performance or mass and balance issues, including calculations issues;
Note 1: For incidents/accidents reported to the CPW, the CPW will subsequently follow the
checklist defined in the Procedures Manual – Flight Operations Procedure 430001
A Chief Pilot Watch is provided for each aeroplane type. The phone numbers are:
CPW B737:
NAA CPW will be manned by NAA Management Pilots only. NAA crew will only accept directions
from NAA Management Pilots
1.3.6. Chief Cabin Crew (CCC)
The Chief Cabin Crew is the head of the Cabin Crew Section for his type and reports to the DFO.
Duties and responsibilities The Chief Cabin Crew shall:
Be an administrative and operational head of his group of CCM through the Base Chief
Cabin Crew and Deputy Chief Cabin Crew.
Be responsible to the DFO in personnel, administrative and operational matters concerning
cabin crew, with emphasis on crew sick leave, efficiency and availability.
Assist the DFO in surveying procedures; provide expert advice when requested on
occurrence reports and other reports.
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Cooperate with the DFO, Chief Pilot Type, Technical Pilot and Managers in relevant matters.
Keep the DFO informed about sub‐standard performance or discrepancies.
Forward suggestions to the DFO regarding revisions of special emergency procedures and
normal service procedures pertinent to the airplane types in the Company, dependent on
the cabin lay‐out and equipment.
On behalf of DFO be responsible for the selection of CCM for upgrading to SCCM or Cabin
Check Supervisors and ensure adequate training to prepare them for their duties.
Participate in operative meetings arranged by DFO.
Arrange meetings with the cabin admin and inform them about relevant matters discussed
in meetings with DFO.
Evaluate the required number of CCM at all times.
Be responsible for the recruitment and selection of new CCM, SCCM and Cabin Check
Supervisors.
Be responsible for handling job applications
Ensure that the recruitment and employment process is in accordance with company
regulations and standards.
Arrange monthly meetings with Chief Ground Instructor Cabin and Coordinator
Documentation
Be responsible to keep a monthly overview of cabin crew available versus need, cabin crew
status with regards to rank, part time / fulltime workers, base assignment.
Be responsible for the standard of all CCM in his group, by accepting CCM from the training
section after initial or conversion training‐program and then put them through the fleet’s
own line‐training program, before releasing them to normal line duty.
Ensure that all CCM are given a line check at intervals acceptable to the Authority in order
to check on procedures, line‐duty in general, crew behaviour, appearance and efficiency.
Decide upon and order any additional training required to obtain satisfactory standards.
Whenever deemed necessary, perform unannounced spot‐checks on CCM.
Upon request from the Manager Training give initial/conversion courses information
regarding the Operations Manuals.
Provide the CCM with all necessary technical and operational information related to the
relevant type or variant of aircraft
Be responsible for the content and updating of all the relevant documentation, i.e. OM‐B
CCM, Cabin Emergency Checklists, PA announcement, the Cabin Service Manual, as well as
cabin matters in the OM‐A
Be responsible that Notice to Cabin Crew or Cabin Info is sent to all cabin crew members
whenever necessary.
Be responsible for the processing of Occurrence Reports received from the Safety
department.
Be responsible for arranging meetings with the Cabin Safety Advisor whenever necessary
Based on findings ensure corrective actions are implemented.
Arrange quarterly meetings with the Base Chief Cabin Crew (telephone meeting or physical
meeting as deemed necessary).
At least once a year, arrange supervisor meetings, preferably in co‐operation with the
training section.
Receive reports from the supervisors on performance and standard of each cabin crew and
act on all substandard performances.
Prepare and submit annual budget for the section.
Participate in matters concerning cabin interior quality and design.
Participate in Base Meetings at least once a year per base
Be familiar with Company regulations, instructions and policy brief and interpret this
information to all cabin crew.
Participate in meetings with the Manager Planning.
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Participate in meetings with Chief Ground Instructor and Coordinator Documentation.
Ensure that all info regarding new procedures/ important info is distributed to all cabin
crew via NTCC.
Receive feedback from Customer Relations and act accordingly.
Arrange meetings with the Cabin Flight Safety whenever necessary.
Handle and sign for approval all Line Training/Release Report forms and act on matters
when appropriate.
Handle all evaluation forms regarding Cabin Check Supervisors and act on matters when
appropriate
Keep a record of all the SUP evaluation forms and each Cabin Check Supervisor’s
performance. Distribute the Evaluation forms to the respective BCCC.
Handle disciplinary issues as well as other personnel matters regarding cabin crew at all
bases.
Participate in matters concerning cabin interior quality and design.
A suitably qualified person will be nominated to deputize as appropriate.
1.3.6.1. Base Chief Cabin Crew
General.
The Base Chief Cabin Crew reports to Chief Cabin Crew for his type. He is responsible for the
group of Cabin Crew Members which is geographically attached to the respective base. The
Base Chief Cabin is a Company senior representative at his station, and as such, he shall at all
times act in a correct manner and maintain a clean and smart appearance. He shall to the best
of his ability and judgement, protect and promote the Company and its interests.
Duties and responsibilities:
Personnel coordinator for all CCM in his group.
When required, perform staff meetings within his group of CCM.
Be fully familiar and acquainted with the Company Procedures in case of an emergency
and carry out these according to instructions.
Maintain contact with his CCM in all matters concerning the operation.
Attend meetings with CCC.
Be responsible for the processing of cabin crew reports and forward them to the Chief
Cabin Crew.
1.3.6.2. Cabin Check Supervisors (CCS)
General
The Cabin Check Supervisors report to the Chief Cabin Crew and are normally appointed for a
time limited period.
Duties and responsibilities
Participate in ground instruction if needed.
When scheduled, in co‐operation with Chief Cabin Crew, perform special route checks.
During supervision and check‐flights, the Cabin Check Supervisors shall ensure that the
Company's standard of operation and service is maintained.
At all times check that the Cabin Crews are following rules and regulations laid down by
the Director Flight Operations and the Chief Cabin Crew.
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Participate in Cabin Check Supervisors meetings.
Be familiar with all relevant Company regulations, instructions and policies, and by own
example always aim for the highest possible professional standard.
1.3.7. Manager Flight Support
The Manager Flight Support reports to the DFO.
Manager Flight Support is responsible to DFO that Flight Support is provided by the
subcontractor Norwegian Air Resources, in compliance with the following Agreements for
contracted Activities (ACA) for his department:
ACA for Manager Flight Support (NAR)
ACA for Manager Documentation
ACA for Manager Navigation
ACA for Manager Performance B737 / B787
ACA for Flight Operations Engineering B737 / B787
ACA for Aircraft Library Coordinators
ACA for EFB Administration on the B737 / B787
The DFO will provide the Manager Flight Support (NAA) with the latest revisions of the ACAs.
1.3.7.1. Manager Documentation
Manager Documentation is provided by the subcontractor NAI, in compliance with the relevant
Agreement for Contracted Activities (ACA).
1.3.7.2. Heading Reserved
1.3.7.3. Manager Performances B737 / B787
There Is one Manager Performance for each aircraft type.
Managers Performance are provided by the subcontractor NAR, in compliance with the
relevant Agreement for Contracted Activities (ACA).
1.3.7.4. Manager Navigation
Manager Navigation is provided by the subcontractor NAR, in compliance with the relevant
Agreement for Contracted Activities (ACA).
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1.3.7.5. Flight Operations Engineers B737 / B787
Flight Operations Engineer(s) is provided by the subcontractor NAR, in compliance with the
relevant Agreement for Contracted Services (ACA).
1.3.7.6. Heading Reserved
1.3.7.7. Aircraft Library Coordinator
Aircraft Library Coordinator is provided by the subcontractor Norwegian Air Resources, in
compliance with the relevant Agreement for Contracted Activities (ACA).
1.3.7.8. EFB (Electronic Flight Bag) Administrator B737 / B787
EFB Administrator is provided by the subcontractor Norwegian Air Resources, in compliance
with the relevant Agreement for Contracted Activities (ACA).
1.3.8. Manager Operations and Replan
The Manager Operations and Replan reports to the DFO.
Manager Operations and Replan is responsible to DFO that Operations and Replan is provided
by the subcontractor NAR, in compliance with the following Agreements for Contracted
Activities (ACA):
ACA for Crew Tracking
ACA for Replanning
ACA for Flight Planning and Flight Following
ACA for Disruption Management (IRR)
The DFO will provide the Manager Operations and Replan with the latest revisions of the ACAs.
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1.3.9. NPCT ‐ Manager Training
General.
The Manager Training is the NPH Crew Training and reports to the CEO & Accountable Manager.
He is in charge of the training department and has the authority and responsibility for the crew
training provided. He must ensure that the training meets the requirements of RAAC‐121, and
that time‐frames for renewals are adhered to.
The Manager Training will arrange courses for other operational personnel and personnel from
other departments upon request on subjects within their field of competence. The Manager
Training will use external assistance and equipment when needed, in order to obtain the level
of competence and skill for all students, as required by the Company.
Line‐checks are the responsibility of the Chief Pilot and Chief Cabin Crew.
Duties and responsibilities.
Administrative matters:
Establish safety and compliance objectives for the department and be responsible for the
achievement of these.
Together with the DFO, Manager Operations and Planning, Chief Pilot Type and Chief Cabin
Crew, plan and co‐ordinate all required initial, conversion and recurrent training. This
planning should be a long‐term strategy covering all known training for a minimum period
of 6 month ahead.
Request and book all external training facilities as required, according to long term planning.
Ensure that the department keeps record of all training activities performed and keep
individual records for flight crew on all initial, conversion and recurrent training.
Make the annual budget for his section.
He and his department shall at all times be up to date with all revisions to the Operation
Manuals, as well as modifications or new equipment in the aeroplanes in order to convey
and teach current status to attending students.
He shall arrange instructor meetings twice a year for simulator instructors/examiners.
He shall arrange meetings once a year with the Line Training Captains.
Be responsible for the contents of OM Part D.
Ensure course candidates meet prerequisite standards.
Training matters:
Ensure that the department produces all necessary training syllabus, compendiums,
training aids in accordance with regulations and company standards.
Ensure, through spot‐checks or standardization briefings, that all instructors maintain a high
level of competence and knowledge in their field of instruction as well as their ability to
convey their knowledge to their students.
Inform the DFO of any substandard performance of students and suggest corrective actions.
Perform annual supervision and standardization checks on ground instructors.
Ensure that the training department’s number of simulator instructors is adequate and
trained according to company standards.
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1.3.9.1. Deputy Manager Training
Reserved
1.3.9.2. Reserved
1.3.9.3. Senior Training Coordinator
General responsibilities:
The Senior Training Coordinator (STC) is support staff for Manager Training to ensure that the
operation carried out by the Training Department meets the standards as set out by the
Manager Training.
He will on behalf of the Manager Training have the specific responsibilities as described below.
Specific Responsibilities:
Act as Senior Training Coordinator
Support the Manager Training upon request with various administrative tasks whenever
requested.
Support the Manager Training to establish the organization of the
Training Department with clear lines of responsibility, delegate responsibility and authority
to subordinates, staff these positions correctly.
Arrange that the relevant facilities are available to the organization in accordance with the
requirements of the Authority.
Responsible for issue of training documentation, inclusive handbooks, circulars, instructions
& information needed for training.
Assist the Manager Training, Deputy Manager Training in obtaining
and checking prerequisite and documents of new course candidates.
Assure that the training records issued by the Training Department
are up to date.
Assist the Manager Training with the budget process for the training
department.
Administrate the workflow among the training coordinators.
Act as a ground instructor upon request from the Manager Training.
1.3.9.4. Training Coordinators
The Training Coordinators reports to the Manager Training and the Senior Training Coordinator
and has the following duties:
Together with the Manager Training, Deputy Manager Training and Senior Training
Coordinator plan and co‐ordinate all scheduled training activities.
Perform booking of simulators and classrooms for initial, conversion courses and recurrent
training for flight‐ and cabin crew.
Perform hotel and ticket reservation in connection with courses and training.
Together with the Manager Training, Deputy Manager Training keep the training records
for flight‐ and cabin crew up‐dated.
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Assist the Manager Training, Deputy Manager Training and ground instructors with the
production of training material.
Assist the Manager Training, Deputy Manager Training in obtaining and checking
prerequisite and documents of new course candidates.
Act as a ground instructor upon request from the Manager Training.
1.3.9.5. Reserved
1.3.9.6. Instructors
Type Rating Instructor / Synthetic Flight Instructors / Examiners
The Type Rating Instructors TRI (A)/Synthetic Flight Instructors SFI(A) / Examiners shall hold a
valid Part FCL Type Rating Instructor / Synthetic Flight Instructor / Examiner authorization for
the aeroplane type.
The Type Rating Instructors / Synthetic Flight Instructors / Examiners report to the Manager
Training for the duty period they are assigned to flight instruction.
Their responsibilities are as follows:
Perform synthetic flight instruction in an approved simulator including MCC and CRM
training for flight crew members, Operators Proficiency Checks (OPC) and License
Proficiency Checks (PC).
Perform landing circuit training for pilots having completed their initial simulator course and
when required, for pilots exceeding requirements to recent experience (TRIs without
limitations only)
Perform flight training when required for pilots exceeding requirements to recent
experience (TRIs without limitations only).
Submit License Proficiency Check reports to the applicable Authority after each PC.
Co‐operate with the Chief Pilot in establishing training programs and syllabi for flight crew.
Maintain a close liaison with Technical Department to keep themselves familiar with
technical developments, new equipment and principles.
At all times keep themselves familiar with the latest developments and principles in the field
of training and particular those covering their individual subjects. Put forward proposals
regarding visits to other institutions or companies considered profitable for the exchange
of training views and methods.
Assist the Director Flight Operation, Manager Training, Chief Cabin Crew and the Chief Pilots
in keeping the manuals up to date and adequate to cover the Company’s operations.
Keep the Manager Training and the Chief Pilot informed of the progress and performance
of trainees.
Be familiar with Company rules and regulations as well as rules and regulations issued by
the Authority concerning flight crew licenses, training and qualifications.
Keep a record of all training performed as TRI (A), SFI (A) or examiner.
Participate on instructor meetings.
Be familiar with Company rules and regulations as well as rules and regulations issued by
the Authority concerning flight crew licenses, training and qualifications.
Participate on instructor meetings.
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Line Training Captains
The Line Training Captains report to the Manager Training.
The Line Training Captains have the following responsibilities:
Participate in LIFUS/PICUS of new personnel.
Participate in ground instruction when required.
When scheduled, perform release checks upon request from the Chief Pilot Type.
The Line Training Captain shall ensure during supervision and release check flights that the
agreed standards and proficiency level is maintained of the flight crew.
Ensure that crew follows rules and regulations as detailed in the Operations Manual.
Participate in instructor meetings.
Be familiar with all relevant Company regulations, instructions and policies, and by own
example always aim at the highest possible standard.
Chief Ground Instructor Flight Crew
General responsibilities
The Chief Ground Instructor (CGIF) reports to the Manager Training. The position requires that
an adequate amount of the total duty time be spent in the office, with the remaining time on
operational duties.
Administrative responsibilities
The Chief Ground Instructor Flight Crew shall:
ensure that the content of all ground training sessions and syllabi satisfies the Authority, as
well as the Company’s needs and recommendations.
ensure that all crew in due time are informed about their ground training.
Ensure that at all times he is up to date with all revisions to the aircraft types and variants
offered, as well as modifications or new equipment in the aeroplanes, in order to convey
and teach current status to attending students.
In co‐operation with the Manager Training, arrange instructor meetings once a year
Training matters:
In coordination with the Manager Training ensure that the company produces all necessary
training syllabi, compendiums, training aids in accordance with regulations and company
standards.
Inform the Manager Training of any substandard performance of students and suggest
corrective actions.
Be responsible for procedure co‐ordination if operating different aircraft types/variants.
In co‐operation with the Manager Training ensure, that all flight instructors maintain a high
level of competence and knowledge in their field of instruction as well as their ability to
convey their knowledge to their students.
Continuously review all training syllabi, compendiums, procedures and training aids, in
order to ensure conformity between training and teaching.
At least once a year or more frequent if necessary review of the examinations/ tests in use
for relevance of the content and to ensure that they are correct. This will be done together
with the Manager Training and instructors concerned.
Responsible for course evaluations/ feedback from students
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Chief Ground Instructor Cabin Crew
General responsibilities
The Chief Ground Instructor Cabin Crew (CGIC) reports to the Manager Training and the Cabin
Crew Training Manager. The position requires that an adequate amount of the total duty time
be spent in the office, with the remaining time on operational duties.
Comply with the duty description for the respective instructor role(s) as described in the
OM‐D
To ensure that all cabin instruction is in accordance with the latest revisions of our
Operations Manuals.
To ensure that the Training Department’s cabin related training material is adequate with
educational films, books, etc.
To ensure that cabin teaching material has been produced in coordination with responsible
instructors, and that it is approved by MT before use.
Check that the courses are built up according to our OM‐D and Regulation, in cooperation
with MT.
To maintain close communication with the Cabin Administration, to include changes in
already existing material that may affect cabin training ‐ such as Notices.
To participate in evaluation talks with students during courses.
Assist the MT in planning cabin instructor meetings.
To plan cabin instructor’s teaching sessions ahead.
To plan and book external instructors upon request from the MT, or own instructors.
To book (local) classroom facilities in cooperation with training coordinators.
Organize cabin crew for simulator participation.
Upon request from MT participate in supervision of cabin instructors.
Ground Instructors
Theoretical instruction and ground training is conducted by a number of Ground Instructors in
the Company. The Ground Instructors reports to the Manager Training.
Ground instructor candidates shall have appropriate experience in aviation and shall, before
appointment, complete a course in the following subjects:
1. Procedures in the classroom;
2. Study materials;
3. Use of training aids;
4. Keeping records and documentation; and
5. within 12 months of employment; undergo a Basic Instructor Skill Course (BISC)
The Ground Instructors are responsible for:
Preparing and proposing plans for the appropriate ground training.
Keeping a record of all training performed and assist in updating of the concerned training
record.
Keeping Manager Training, Chief Cabin Crew and relevant Chief Pilots informed of the
progress and performance of trainees.
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Assisting the Director Flight Operation, Manager Training, Chief Pilots and Chief Cabin Crew
in keeping the flight hand books, manuals and instructions up to date and adequate to cover
the Company's operation.
Participating on Instructor Meetings
Co‐operating with Manager Training in establishing training programs and syllabi's for flight
crew, cabin crew and OCC personnel and perform ground courses as well with regard to
initial, conversion, recurrent and refresher training such as:
The Technical Instructors will conduct lectures in aeroplane technical subjects and are
responsible for:
Complying with general regulations for GI (see above);
Preparing and perform designated technical and ground training, based on relevant ‐AFM
and approved OM‐B for the aeroplane type;
Maintaining a close liaison with Technical Department to keep familiarity with technical
developments, equipment and principles.
Studying flight occurrence reports with respect to technical matters and suggest necessary
actions/precautions.
The Dangerous Goods Instructor is responsible for:
Complying with general regulations for GI (see above);
Preparing and perform designated Dangerous Goods instruction, in compliance with
requirements of Regulation “Crew responsibilities”
Staying current on development of dangerous goods subjects.
Being up‐to‐date on the Company's dangerous goods procedures, the different dangerous
goods manuals and the use of the Dangerous Goods Emergency Response Guide.
Studying Occurrence Reports involving Dangerous Goods incident and bring them to the
crew's attention.
The Emergency Instructors are responsible for:
Complying with general regulations for GI (see above);
Organizing and perform all emergency training in the company, inclusive CRM and flight
security subjects.
Conducting training of crew members in First Aid Training/Crowd Control
Staying current in all safety and emergency matters concerning all aeroplane types
operated by the Company and give educated advice in such matters.
Staying current on all emergency and safety equipment carried on board the Company
aeroplanes and advice in the selection of such equipment.
Being fully familiar with all in‐flight and on ground emergency procedures and evaluate and
develop safe and efficient emergency and evacuation procedures.
Participating in technical/Operations meetings dealing with emergency equipment.
Studying all flight occurrence reports with respect to emergency matters and suggest
necessary actions/precautions.
In co‐operation with Chief Cabin Crew, preparing emergency brochures, emergency
equipment charts and providing the flying staff with adequate information regarding
emergency matters.
The Crew Resource Management Instructors are responsible for:
Complying with general regulations for GI (see above);
Preparing / performing CRM recurrent training with crew members;
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Staying current in development in CRM.
Studying all occurrence reports/flight reports and relevant incidents with respect to Crew
Resource Management and using these as examples during training;
Cabin crew training; emphasis shall be placed on the effective co‐ordination and two‐way
communication between flight crew and cabin crew in various normal, abnormal and
emergency situations, with combined flight‐ and simulated crew training as a part of the
emergency and safety training; and
Flight crew training, emphasis shall be placed on the effective co‐ordination and two‐way
communication between flight crewmembers in different normal, abnormal and emergency
situations during simulator training. The Synthetic Flight Instructors will perform this
training
Manager Training is responsible for maintaining a list of the CRM instructors. This list shall be
available on the company’s Documentation Intranet site.
The First Aid Instructors are responsible for:
Complying with general regulations for GI (see above);
Organizing and performing all first aid training in the company, inclusive CRM and flight
security subjects.
Conducting training of crew members in First Aid Training/Crowd Control
Staying current in all safety and first aid matters concerning all aeroplane types operated
by the Company and give educated advice in such matters.
Staying current on all first aid and safety equipment carried on board the Company
aeroplanes and advice in the selection of such equipment
Being fully familiar with all on ground and in‐flight first aid procedures.
Studying all cabin reports with respect to first aid matters and suggesting necessary
actions/precautions.
1.3.10. Reserved
1.3.10.1. Reserved
Reserved
Base Administrator BA
Reserved
1.3.11. Manager Crew Plan
The Manager Crew Plan reports to the DFO.
Manager Crew Plan is responsible to DFO that Crew Plan is provided by the subcontractor
Norwegian Air Resources, in compliance with the following Agreement for Contracted Activities
(ACA) for his department:
ACA for Crew Plan
ACA Long Term Planning
ACA for Crew Pairings
ACA for Preschedule
The DFO will provide the Manager Crew Plan with the latest revisions of the ACA.
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1.4. AUTHORITY, DUTIES AND RESPONSIBILITIES OF THE COMMANDER
(CMDR)
1.4.1. General
General duties
Note: Duties and responsibilities in OM‐A 1.5.1 are also applicable to CMDRs
The CMDR is responsible for the operation and safety of the aircraft and for the safety of all
persons aboard.
The CMDR has full command of, and is responsible for all Crew Members during flight, and
when away from home base. He shall at all times present an exemplary behavior and
appearance as well as the highest standard of proficiency and shall demand an equal standard
from his Crew Members.
The CMDR shall act as Pilot Flying (PF) or Pilot Monitoring (PM).
All persons carried in the aeroplane shall obey all lawful commands given by the CMDR for the
purpose of securing the safety of the aeroplane and of persons or property carried.
The CMDR shall grant access to any person authorized by the Authority to inspect the flight in
accordance with OM‐A 2.5.
At regular line stations he may, if leaving the aeroplane, delegate the responsibility for the
safety of his aeroplane and its cargo to the Company Representatives at the station. While on
board the CMDR shall be responsible at all times.
At alternate aerodromes or other aerodromes where no Company Representatives are
available, the CMDR is responsible for the safety of the aeroplane, its passengers and cargo
while on the ground. He will take all necessary actions to protect the same from loss or damage.
At aerodromes, or on route segments where photographing is prohibited, he will instruct Cabin
Crews to inform the passengers accordingly.
Crime onboard and Securing Evidence
If a crime on board is committed, the CMDR shall do his utmost to secure evidence.
The suspect(s) should (if possible) be held back until arrival of police together with possible
witnesses. Name and addresses of suspect(s) and witnesses must be collected before
disembarking. A written statement from the crew member(s) involved must be obtained, and
after landing, the CMDR, or in his absence, the Company, must submit without delay a report
to the national Authority and to the Authority.
The CMDR shall:
1) Be responsible for the safety of all crew members, passengers and cargo on board, as soon
as he arrives on board, until he leaves the aeroplane at the end of the flight.
2) Be responsible for the operation and safety of the aeroplane from the moment the
aeroplane is first ready to move for the purpose of taxiing prior to take‐off until the
moment it finally comes to rest at the end of the flight and the engines are shut down.
3) Have the authority to give all the commands he deems necessary for the purpose of
securing the safety of the aeroplane and of the persons carried therein.
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4) Have the authority to disembark any person, or any part of the cargo, which, in his opinion,
may represent a potential hazard to the safety of the aeroplane or its occupants.
5) Not allow a person to be carried in the aeroplane who appears to be under the influence
of alcohol or drugs to the extent that the safety of the aeroplane or its occupants is likely
to be endangered.
6) 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 aeroplane or its occupants.
7) Ensure that all passengers are briefed on the location of emergency exits and the location
and use of relevant safety and emergency equipment. (Note: This is normally a part of the
Cabin Crew duties).
8) Ensure that all operational procedures and checklists are complied with in accordance
with the operations manual.
9) Not permit any crew member to perform an activity during critical stages of flight, except
duties required for the safe operation of the aircraft.
10) Ensure that flight recorders:
a) Are not disabled or switched off during flight; and
b) In the event of an accident or an incident that is subject to mandatory reporting:
I. Are not intentionally erased;
II. Are deactivated immediately after the flight is completed; and
III. Are reactivated only with the agreement of the investigating authority.
11) Decide on acceptance of the aircraft with unserviceabilities in accordance with the
Configuration Deviation List (CDL) or the Minimum Equipment List (MEL);
12) Ensure that the pre‐flight inspection has been carried out;
13) The CMDR shall ensure that relevant emergency equipment remains easily accessible for
immediate use.
The CMDRs or PIC’s authority in an emergency situation
The CMDR or the pilot to whom conduct of the flight has been delegated shall, in an emergency
situation that requires immediate decision and action, take any action he considers necessary
under the circumstances. In such cases he may deviate from rules, operational procedures and
methods in the interest of SAFETY.
All deviations from standard procedures, i.e. irregularities, minima, routing, additional landings,
etc. and occurrences shall be reported, and if required also notified, according to OM‐A11.
The CMDR’s authority versus that of the Flight Operations Department
The CMDR has the authority, as regards operational planning, to decide upon a plan for the
operation of his flight which differs from that recommended by the Flight Operations
Department, provided:
The recommendation in his judgment will endanger the operation of the aeroplane, its
occupants or cargo, or he considers the operation unsafe.
Time does not permit final co‐operation.
The recommendation is quite obviously based on incorrect or incomplete information.
Authority to take additional fuel on top of the standard or minimum according to the flight
plan designated by the Flight Operations Department whenever he deems that the
weather or other conditions so requires.
Authority to follow any course of action which he considers necessary in case of an
emergency situation.
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Exceptions from CMDR's responsibility
Other crew members are sometimes performing special duties on behalf of the CMDR as laid
down by the Company.
These duties include Cabin Crew's checking of cabin security, doors closed, cabin clear, outside
checking and all clear signal from ground personnel.
When these duties are based upon the Company's procedures and reported to the CMDR
according to Company procedures, the CMDR is relieved of the responsibility of additional
checking of these duties.
NAA shall take all reasonable steps to ensure that all persons carried in the aircraft obey the
lawful commands given by the commander for the purpose of securing the safety of the aircraft
and of the persons or property carried therein.
1.4.2. Before Flight
Planning
Before commencing a flight, the CMDR must ensure that:
The flight crew obtains the necessary knowledge of the expected route, navigation aids,
aerodromes, hazards and weather information.
Ground facilities and services required for the planned flight are available and adequate.
The provisions specified in the operations manual in respect of fuel, oil and oxygen
requirements, minimum safe altitudes, aerodrome operating minima and availability of
alternate aerodromes, where required, can be complied with for the planned flight.
In addition, when uplifting fuel, the CMDR must consider fuel prices and weight limitations.
If not catered for by traffic personnel, the CMDR shall calculate max. traffic load and
eventual distribution of load. Further if necessary, he shall complete the load‐sheet by
calculating actual load, weights and centre of gravity. Under all circumstances, he must
check that the figures on the load‐sheet are correct and within limits, before signing ‐ i.e.
that aeroplane registration, date of flight and flight number is correct, that dry operating
weight, take‐off fuel, traffic load including number of passengers and last minute change,
trip fuel, zero fuel weight, take‐off weight, landing weight and centre of gravity are correct
and within limits. The CMDR must also, if not catered for by qualified personnel, check that
the load is properly distributed and safely secured.
That all other required documents are signed for, i.e. load‐sheet, operational flight plan,
tech.log, security check/search form and NOTOC.
Note: A copy of the load‐sheet and tech.log shall always be left on ground to
appropriate personnel. This requirement is valid for non‐standard navigational flight plans,
i.e. this is not a requirement for standard navigational flight plans which are stored in the
Company’s computers and which may be easily reproduced.
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Acceptance of aeroplane
The CMDR shall not commence a flight unless he has ensured that the aeroplane is airworthy
by a pre‐flight inspection (PFI)*. This includes checking:
That all aeroplane library documents in accordance with OM‐A 8.1.12 are on board.
That an aeroplane security check/search is performed
The aeroplane’s technical status by:
a) a check of the technical log for maintenance status and reported malfunctions, i.e. that
the aeroplane has been checked and approved and signed for by a licensed mechanic
within the applicable time limit and that all known defects are specified in the tech. log,
and that all MEL/CDL defects are specified with reference to the relevant ATA ‐ MEL/CDL
number and not in conflict with the MEL (Minimum Equipment List) or CDL
(Configuration Deviation List).
b) an exterior inspection of the aeroplane in accordance with OM Part B, and if possible
receive a verbal report from the mechanic handing over the aeroplane.
c) performing all appropriate checklists to ensure the functioning of all relevant systems.
That the aeroplane has the required quantity of fuel on board.
That the instruments and equipment required for the flight to be conducted, in accordance
with the MEL are available, and in operable condition.
*Note: The PFI shall be performed a maximum one hour before scheduled departure. A copy
of the tech. log (blue slip) shall always be left on ground to appropriate personnel before
departure, with the CMDR’s signature for PFI.
B737:
The “S” Check shall be carried out prior to first departure of the operating day where
maintenance is stationed (not to exceed 48 hours between checks).
The part 145 maintenance organization is responsible for ensuring the “S” Check is executed.
The ”S” Check shall be documented in the Airplane Technical Log
It is the CMDR's full right not to accept an aeroplane at any time, if he deems it not to be
airworthy or not to have the required instruments or equipment for the route to be flown. By
signing the Tech. Log, the CMDR indicates that he is approving the airworthiness of aeroplane
and that it has the required instruments and equipment for the route to be flown.
Briefing:
Before commencing any flight, the CMDR must ensure that:
Crewmembers have no unread notices on Vistair CrewNet beyond their deadline.
All pilots share the information received concerning weather, NOTAM and, if applicable,
snow‐tams for aerodrome of departure, destination(s), alternate aerodrome(s) and the
route to be flown.
All pilots are briefed with regards to who shall act as Pilot Flying (PF) and Pilot Monitoring
(PM), and that all relevant operational and emergency briefings are performed, like rejected
take‐off, engine failure climb‐out and departure route. (Last two items normally briefed by
PF.)
For augmented crew: That the sequence of in‐flight rest periods are assigned
Any passenger travelling on flight deck jump/observer seat(s) is briefed about emergency
equipment, relevant emergency procedures and sterile flight deck concept.
The Cabin Crew is briefed about special conditions, flying time, weather conditions, flight
deck emergency access code, emergency procedures etc.
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Checklists.
Before commencing any flight, the CMDR must ensure that the Company’s relevant check‐lists
are available and adhered to.
Licences.
The CMDR may, by spot‐checks, ensure that all crew members have valid licences including
signature.
Delegation of duties before flight:
The CMDR may delegate certain duties to the personnel he deems qualified, but it is still his
responsibility to ensure that these duties are carried out. Often time limit forces the flight deck
crew to separate. However, when performing check lists from before start both pilots should
preferably be present at the flight deck, and when receiving initial ATC clearance and
performing emergency briefing inclusive single engine climb‐out and departure route, both
pilots must be present at the flight deck. For augmented crew refer to OM‐A8.3.10.2.
Passenger briefing (before and during flight):
Refer OM‐A8.3.16.
Note: Should an emergency occur, the CMDR should first brief the Cabin Crew and then the
passengers, unless the situation requires immediate action, like an evacuation.
1.4.3. During Flight
During flight the CMDR / PIC is responsible for:
The navigation and the safety of the aeroplane, crew, passengers and load, and that in an
emergency situation, every step deemed necessary to save aeroplane, crew and passengers
and to minimize damage, is taken.
That the radio communication to ATC‐units, including position reports, are performed in a
proper way, and that ATC is immediately informed if an emergency should occur, accident
or disastrous situations including forest fire or major oil spill at sea is observed or reported.
That concerned stations are informed about ETA, fuel and other services requested upon
landing and about such irregularities as technical problems/assistance required and
diversions. (Normally performed by PM). If time permits listening watch should be kept on
emergency frequency 121.5 Mhz.
Note: ATC communication shall always have priority, except for distress or emergency calls.
Company communication shall normally not take place during critical phases of the flight.
That all Company check‐lists are adhered to and that the aeroplane is operated according
to Company procedures.
That minimum flight altitudes are observed except when necessary for take‐off and landing.
That, if undue proximity to the ground is detected by any crew member or by the ground
proximity system, immediate action is initiated to establish safe flight conditions and that a
report is filed.
That no abnormal situations requiring abnormal or emergency procedures are simulated
during commercial air transportation flights.
That the operational Flight Plan is properly updated, and fuel checks performed at regular
intervals ‐ minimum each hour. On flights of less than one hour, an intermediate check shall
be made at level flight. The actual fuel consumption must be compared with planned
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consumption, the remaining fuel must be sufficient to complete the flight and the expected
fuel remaining on arrival must be determined.
Performing radio communication on ground and during flight if acting as PM.
Filling in the required data on the OFP whenever acting as PM.
In flight fuel management in accordance with OM‐A 8.3.7
That the flight crew members performing duties essential to the safe operation of the
aeroplane, use supplemental oxygen continuously when cabin altitude exceeds 10 000 ft
for a period in excess of 30 minutes and whenever cabin altitude exceeds 13 000 ft.
1.4.4. After Flight
After flight the CMDR is responsible for:
All appropriate check lists are performed before leaving the aeroplane,
Ensuring, if no mechanic/ground crew is available, that the aeroplane is secured in a proper
way and an Exterior Inspection is carried out.
That the aircraft is parked in an area adequately illuminated unless navigation lights remain
on between sunset and sunrise (requires ground power).
That the aircraft is sealed off if required in accordance with OM‐A10.3.
If required, perform debriefing with crew members concerned.
If a diversion is carried out, and no handling agent representative is available, ensure that
passengers and cargo are properly taken care of.
If delay or extra crew duty time/landings, report to OCC for up‐dating of actual crew FDP.
That all necessary documents are filled in and if required, signed.
That remaining fuel on board and all technical deficiencies are stated in the ATL.
Note: The OFP and ATL shall be filled in after each flight, and all technical defects shall be
reported in the ATL ref OM‐A8.1.11.
Note: All MEL‐related defects or defects affecting further flights, shall, if no technical
personnel are present upon landing, be reported either directly to MOC or OCC, so
proper action can be taken as soon as possible.
When necessary, the commander shall write a SafetyNet Report, ref. OM‐A Chapter 11.
1.5. DUTIES AND RESPONSIBILITIES OF CREW MEMBERS OTHER THAN
THE CMDR
Note: The duties described in 1.5.1 General are also applicable to the CMDR
Note: Chain of Command: Crewmembers must consider the Relief Captain (ref OM‐A 1.5.3)
as the CMDR for the purpose of the procedures in the operations manual whenever
the designated CMDR has delegated the conduct of the flight to him.
The Chain of Command is:
Commander
Relief Captain (if on board)
Co‐Pilot/First Officer
SCCM
Other SCCM (if on board)
CCMs
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1.5.1. General
All flight personnel serving with the Company are subject to the Company's orders and
regulations and shall behave accordingly. Flight personnel must also bear in mind that they are
always the Company's representatives towards the general public and our customers.
The public's confidence in an aircraft operator is highly dependent on its impression of the flight
personnel's conduct. Flight personnel must always remember that they are subject to much
public interest. They shall, on or off duty, act on a disciplined and correct manner at all times.
A clean and smart appearance must always be carefully maintained and complying with the
instructions concerning uniform and personal appearance.
When away from home base in service for the company (includes work period as well as rest
periods); all crewmembers must present an exemplary behavior and appearance as well as the
highest standard of proficiency.
Crew members should not discuss company matters in public.
Crew are required to check and confirm / accept any upcoming roster changes through their
CrewLink accounts as part of their pre and post flight duties (this applies to all rostered duties,
active, passive and ground).
When duties start or end at outstations where access to IT facilities are limited, crew are
required to contact IOCC to confirm / accept changes received via SMS
1.5.2. Specific Duties of Crewmembers Other Than the Commander
(a) The crew member shall be responsible for the proper execution of his/her duties that are:
1) related to the safety of the aircraft and its occupants; and
2) specified in the instructions and procedures in the operations manual.
(b) The crew member shall:
1) report to the commander any fault, failure, malfunction or defect which the crew
member believes may affect the airworthiness or safe operation of the aircraft
including emergency systems, if not already reported by another crew member;
2) report to the commander any incident that endangered, or could have endangered,
the safety of the operation, if not already reported by another crew member;
3) comply with the relevant requirements of the operator’s occurrence reporting
schemes, and where a written report is required, a copy of the report shall be
communicated to the commander concerned unless the terms of the reporting
schemes prevent this;
4) comply with all flight and duty time limitations (FTL) and rest requirements applicable
to their activities;
5) when undertaking duties for more than one operator: (Written permission required)
(i) maintain his/her individual records regarding flight and duty times and rest
periods as referred to in applicable FTL requirements; and
(ii) provide each operator with the data needed to schedule activities in
accordance with the applicable FTL requirements.
6) Keep conversant with Company regulations and maintain personally allotted manuals,
handbooks etc.
7) Be up‐to‐date on relevant information published in Vistair Crewnet before deadlines.
8) Be fully familiar with the handling of the aeroplane equipment for both normal and
emergency operations according to current regulations.
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9) During flight duty carry passport, all licenses and inoculation cards necessary. Any
renewal/changes in these documents are to be promptly conveyed to the Flight
Operations Department. Crew members are responsible for the renewal of these
documents.
10) Report for duty according to company duty time regulations.
11) Pass through Customs and Immigration, etc. as prescribed. Flight personnel must
carefully comply with the local customs and currency regulations which are often
more rigorous for crew than for passengers.
Note: Smuggling is a very severe offence against both Company regulations and
national laws. Anybody caught smuggling can expect severe consequences concerning
work relationship with the company.
12) Be on board the aeroplane in sufficient time to perform prescribed checks etc. After
parking leave the aircraft as soon as duties permit in order to facilitate an efficient
ground handling.
13) Settle all personal bills etc. before leaving an overnight station in order to avoid extra
book‐keeping and letter writing.
14) Not consume alcohol less than 12 hours prior to the specified reporting time for a
flight duty period or the commencement of a standby duty, nor consume alcohol
during a flight duty period or whilst on standby and shall not have a blood alcohol level
in excess of 0.0 per thousand at the start of a flight duty period or standby.
The crew member shall not perform duties on an aircraft:
1) when under the influence of psychoactive substances or alcohol or when unfit due
to injury, fatigue, medication, sickness or other similar causes;
2) until a reasonable time period has elapsed after deep water diving or following
blood donation;
3) if applicable medical requirements are not fulfilled;
4) if he is in any doubt of being able to accomplish his assigned duties; or
5) if he knows or suspects that he/she is suffering from fatigue
1.5.3. Duties and Responsibilities of the Relief Captain
Second‐In‐Command:
The Relief Captain is the Second‐in‐Command. For augmented flights when the designated
CMDR leaves flight deck for rest he will delegate the conduct of the flight to the Relief Captain.
During this period the other crewmembers must consider the Relief Captain as the CMDR for
the purpose of the procedures in the operations manual until the designated CMDR resumes
conduct of the flight.
In addition to the duties and responsibilities defined in in 1.5.2:
Duties:
The Relief Captain acts as a co‐pilot (ref OM‐A 1.5.4) in the CMDR’s presence.
The Relief Captain performs the duties of the CMDR (ref OM‐A 1.4) when delegated by him to
do so. Conditions are described in OM‐A Section 5.2.4.
Pre‐flight and Inflight procedures:
Refer to OM‐A Section 8.3.10.2
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1.5.4. Duties and Responsibilities of the Co‐Pilot – General
The Co‐Pilot is second‐in‐command to the CMDR* and take orders directly from him.
* In an augmented (3 or 4 pilot) crew operation, the second Captain (the Relief Captain) is the
second‐in‐command, followed by the most senior ranking Co‐Pilot.
The Co‐Pilot has the following responsibilities:
Assist the CMDR in all phases of the flight.
In the absence of the CMDR perform his duties.
In case of CMDR incapacitation, take full command of the aeroplane.
Be familiar with the available navigational facilities, departure and approach procedures for
the actual route.
Perform duties and responsibilities according to OM‐B.
Perform radio communication on ground and during flight if acting as PM.
Fill in the required data on the Operational Flight Plan whenever acting as PM.
Advise the CMDR of all irregularities and malfunctions, all deviations from intended tracks,
altitude or speed, obstructions on the ground or in the air, including other aircraft, and
instruction from ATC.
Act as Pilot Flying (PF) or Pilot Monitoring (PM) as ordered by the CMDR. With the Co‐Pilot
acting as PF, the CMDR is the Pilot Monitoring (PM).
If the conduct of the flight has been delegated to the Co‐Pilot he shall, in an emergency
situation that requires immediate decision and action, take any action he considers
necessary under the circumstances. In such cases he may deviate from rules, operational
procedures and methods in the interest of SAFETY.
Note: Incapacitation of flight crew members is described in OM Part A 8.3.14.
1.5.5. Duties and Responsibilities of the Co‐Pilot ‐ Before Flight
Collect and prepare the Operational Flight Plan and MNPS Plotting chart (as required).
Collect the weather info (actual, forecast, upper winds and sigmets) and NOTAM‐ SNOWTAM
and attend the Met. and NOTAM briefing together with the CMDR.
1.5.6. Duties and Responsibilities of the Co‐Pilot ‐ During Flight
Perform duties as PF or PM according to OM‐B
Perform passenger briefing whenever acting as PF.
Fill in the required data on the OFP whenever acting as PM
1.5.7. Duties and Responsibilities of the Co‐Pilot ‐ After Flight
Fill in the required data on the OFP.
Participate in debriefing if required.
If required write an electronic occurrence report via SafetyNet.
Ensure that the cockpit documents and manuals are in their proper places prior to leaving
the cockpit.
1.5.8. Duties and Responsibilities of the Cabin Crew ‐General
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Cabin Crew Members report to the Base Chief Cabin Crew. During flight cabin crew is
responsible to the CMDR and take orders directly from him, and/or to the SCCM.
Note: A more comprehensive list of Cabin Crew duties are listed in the OM‐B CCM ‐ Cabin
Crew Manual.
A Cabin Crew member shall:
Comply with the requirements of the Operations Manual and any other safety requirements
applicable to cabin crew.
Keep himself up to date on revisions of the operations manual and information distributed
to crew.
In an emergency, always be prepared to do his utmost to save the passengers.
Always keep a neat appearance and adhere to uniform regulations and have in mind that
his behaviour and attitude have a great influence on the public opinion of our Company
Be familiar with customs and immigration forms for different countries in order to assist
passengers in filling out the different forms required.
Participate in courses arranged by the Company and perform ground duties as ordered by
the Flight Operations Department.
Conduct service on‐board.
Be responsible for catering etc.
Report all events which have, or may have endangered the safety of the aeroplane, persons
and property on board, and all incidents ref. Chapter 11, immediately to the CMDR.
All deficiencies and unserviceable equipment shall be reported to the SCCM who reports to
the CMDR.
Always be aware that his main duty is safety, and secondary, service.
Note: For passenger regulations ‐ see Section 8.
1.5.9. Duties and Responsibilities of the Senior Cabin Crew Member
The Senior Cabin Crew Member (SCCM) reports to the Base Chief Cabin Crew. A SCCM is
required on all company aircraft. The SCCM is responsible to‐ and takes orders directly from
the CMDR.
The SCCM shall:
Meet the requirements of CCM as described in 1.5.6. Additionally the SCCM shall:
Maintain a thorough knowledge of policies and procedures contained in OM‐A and OM‐B‐
CCM, applicable to his duties and the duties of all other Cabin Crew operating positions.
Have responsibility to the CMDR for the conduct and co‐ordination of cabin normal and
emergency procedures and assist the CMDR to ensure a safe and efficient completion of
the flight;
Perform Pre‐flight Briefing of Cabin Crew and the allocation of operating positions;
Be responsible for the communication with the flight crew;
Ensure that passengers are briefed on the location and use of the relevant emergency
equipment carried and instruct passengers as appropriate, in the event of an emergency
situation;
Inform the CMDR as soon as possible of any technical malfunction.
Ensure that cabin crew members maintain a professional standard;
Complete and process all documents and reports, as required;
Ensure sufficient supplies of service articles are on‐board.
The SCCM is also given authority over the Cabin Crew on board to ensure that they perform
their duties to the standard required by the Company and in accordance with its instructions
and procedures. It is incumbent upon Cabin Crew to comply accordingly.
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Date: 19/Jul/19
Chap: 2.0 Norwegian Air Argentina
Rev: 04
2. OPERATIONAL CONTROL & SUPERVISION
2.0 TABLE OF CONTENTS
2. OPERATIONAL CONTROL & SUPERVISION .......................................................................... 1
2.0 TABLE OF CONTENTS................................................................................................................. 1
2.1 SUPERVISION OF THE OPERATION ............................................................................................ 3
2.1.1 General ..................................................................................................................................... 3
2.1.2 Supervision of Operation .......................................................................................................... 3
2.1.3 Licence and Qualification Validity ............................................................................................. 4
2.1.4 LIFUS / Line Check and Route Training / Check ......................................................................... 5
2.1.4.1 Flight Crew Line Check / LIFUS Report: ................................................................................ 5
2.1.4.2 Cabin Crew Line Check / Line Training Report ..................................................................... 6
2.1.4.3 Filing: ................................................................................................................................... 6
2.1.5 Preservation of Documentation ................................................................................................ 6
2.2 SYSTEM OF PROMULGATION OF ADDITIONAL OPERATIONAL INSTRUCTIONS & INFORMATION
8
2.2.1 Notice to: All Crew / Cabin Crew / Pilots. .................................................................................. 8
2.2.2 FDM Event Email to Flight Crew ................................................................................................ 9
2.2.3 Flight Plan Attached Messages ................................................................................................ 10
2.2.4 Plain Messages........................................................................................................................ 10
2.2.5 DFO Bulletins (DFOB) .............................................................................................................. 10
2.2.6 Chief Pilot Info (CPI) ................................................................................................................ 10
2.2.7 ACARS ..................................................................................................................................... 10
2.2.8 EFB .......................................................................................................................................... 10
2.2.9 SATCOM .................................................................................................................................. 10
2.3 OPERATIONAL CONTROL ......................................................................................................... 11
2.3.1 Flight Operations Department – Authority .............................................................................. 11
2.3.1.1 General.............................................................................................................................. 11
2.3.1.2 Flight Release / Cancellation of Flights .............................................................................. 11
2.3.1.3 Removal of Crew from Active Duty .................................................................................... 12
2.3.2 CPW (Chief Pilot Watch).......................................................................................................... 12
2.3.3 IOCC (Integrated Operations Control Centre).......................................................................... 12
2.3.4 MOC (Maintenance Operations Coordinator) ......................................................................... 12
2.3.5 Representatives on Duty ......................................................................................................... 13
2.3.6 General responsibility of All Company Employees .................................................................. 13
2.3.7 Ground Operations Department ‐ Authority ........................................................................... 13
2.4 POWERS OF AUTHORITY ......................................................................................................... 14
2.4.1 Legal Requirement to grant access ......................................................................................... 14
2.4.2 SAFA & ISOR Inspections ......................................................................................................... 14
2.4.2.1 General.............................................................................................................................. 14
2.4.2.2 CMDR’s actions during and after a SAFA inspection .......................................................... 14
2.5 MEETINGS ............................................................................................................................... 15
2.5.1 Operations Meetings .............................................................................................................. 15
2.5.2 Chief Pilot Meetings ................................................................................................................ 16
2.5.3 Nominated Persons meetings ................................................................................................. 16
2.5.4 Instructor/Supervisor meetings .............................................................................................. 16
2.5.5 Pilot Meetings/Flight Personnel Meetings .............................................................................. 16
2.5.6 Employee’s Meeting ............................................................................................................... 16
2.5.7 Safety Meetings ...................................................................................................................... 16
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2.5.8 Technical / Operational Meetings ........................................................................................... 17
2.5.9 ETOPS Control Group Meetings (B787) ................................................................................... 17
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2.1 SUPERVISION OF THE OPERATION
2.1.1 General
The Company is required to exercise operational control and to establish a method of
supervision of the operation, acceptable to the Authority.
Operational control is defined by ICAO Annex 6 as: “The exercise of authority over the initiation,
continuation, diversion or termination of the flight in the interest of the safety of the aircraft
and the regularity and efficiency of the flight.” Operational Control is described in section 2.4.
The Company Management System has the following positions:
Nominated Person (NP) / Directivo Designado (DD): Person designated to assume the
responsibilities and attributions of each one of the positions required by the RAAC 119.
Accountable Manager (AM) / Ejecutivo Responsable (ER): Is the Executive Director. It
is the maximum authority of NAA and assumes full responsibility for its operations.
Manager Quality
Certain activities in connection with provision of the Company’s services are contracted to
external organizations. The ultimate responsibility for contracted activities always remains with
the Company. For Contracting and Leasing, refer to OM A13.
2.1.2 Supervision of Operation
The Nominated Persons are exercising supervision of any flight operated under the terms of
the Company’s AOC, ensuring, for their respective area of responsibility, compliance with the
procedures and standards defined in the Operations Manual and in applicable regulations.
The Manager Quality has direct access to the Accountable Manager and is responsible for the
Compliance Management, reviewing the organization at all levels at regular intervals. His duties
and responsibilities are described in the CMM 2.3. Compliance Monitoring is described in the
CMM.
The Manager Safety has direct access to the Accountable Manager and is responsible for the
Safety Management described in the SMM. His duties and responsibilities are described in the
SMM 3.2.
2.1.2.1 Flight Dispatch and Operational Control
The flight dispatch and the operational control of NAA is carried out from the BUE Operations
Control Center (OCC‐BUE) located at the Company's offices in Munro, Buenos Aires, using the
remote dispatch mode.
The OCC‐BUE has an flight dispatcher in operation during all the time in which operations are
carried out. This dispatcher executes the operational control (ref chap: 2.3.1.2) and complies
with the following functions:
• Supervises flight preparation
• Approve the dispatch of each flight
• Track each aircraft in flight.
• Ensures the presentation of ATC flight plans.
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• Establishes communication via ACARS with the aircraft in flight and provides
information to the crew.
• Notifies the ATC in case of emergency and activates the corresponding emergency plan
• Collect and inform the pilot: meteorological information and information about
airports and aeronautical infrastructure. Also notifies the pilot in flight of any condition,
meteorological, infrastructure and / or services, that may affect the safety of the flight.
The failure or suspension of the systems used for remote dispatch implies the automatic
cancellation of the operation until the systems recover their full operation.
As approved by the authority through file EXP 2018‐47236626, the weight and balance of the
aircraft is carried out according to the following procedure:
• At each airport, the Company has a cargo supervisor, as is defined in RAAC 121.395 a).
• In accordance with RAAC 191.395 (b), these supervisors have the responsibility to
exercise an effective control of compliance with the planning of the distribution and
final verification of the passengers and the stowage of the cargo, being, in addition,
responsible for the generation of the LIR and to communicate the same to both pilots.
• Each of the pilots has an EFB in which they receive and manage the dispatch. There is
also a weight and balance system used by the Company (described in the OM‐B AOM
B737‐800 chapter: 6 and 2.19.7.14).
• The cargo supervisor defines the amount and distribution of the cargo and supervises
that the cargo is correctly loaded on the aircraft. This information, together with the
amount and final distribution of the passengers, is entered in the LIR by the cargo
supervisor who, once it is completed, signs it electronically and sends it to both pilots.
• Each one of the pilots, independently, performs the calculation of the loadsheet with
the application of weight and balance that they have in the EFB. Once the calculation
is complete, both pilots must compare the results and, if they coincide, they
electronically sign the loadsheet (the normal procedure is described in OM‐B AOM
B737‐800 Chap 2.19.7.14 and 2.19.9). With the signature, a copy of it is automatically
sent to the ARO / AIS unit, to the load supervisor's computer, to the OCC‐BUE and is
stored in the Company's systems without the possibility of being altered.
ATC Flight plan
According with the agreement signed with EANA, all ATC flight plans will be sent, received and
managed electronically to EANA systems from the company flight planning system and trough
the AMHS electronic message system. The same methodology is used to send changes (CHG),
delays (DLA) and or cancelations (CNL).
The acknowledge from ATS offices is by electronic means or by telephone.
During exceptional situations, where this system is not working, the alternate procedures to
send the flight plans are (in order of priority):
1‐ Email to the address ucXXX@eana.com.ar (where XXX is the national code of the airport)
2‐ Submit a paper ATC FLPN Form by a company representative at the airport.
2.1.3 Licence and Qualification Validity
The Company has through the Flight Operations Department established a system to ensure
that crew members retain current qualifications.
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NAA Training Coordinators shall complete a robust daily and weekly check (Monday to Friday)
of all NAA crew to ensure that all training and proficiency checks are up to date and accurately
recorded in NetLine.
The completion of the daily and weekly check shall ensure that no NAA crew member operates
“out of check”.
In the event that any discrepancies are identified through the daily check, it shall be the
responsibility of the NAA Training Coordinators to:
Contact the OCC Crew Office to ensure that the crewmember is immediately removed
from flying duties;
Notify NAA Director Flight Operations of the relevant crewmember’s details
Ensure that training arrangements are made and that the crew member’s training is
completed, and qualifications are brought up‐to‐date.
Submit a Safety Report via Safety Net.
Checks and intervals:
(all training to be completed with a test)
Operator Prof. Check
(Interferencia Ilícita)
Emergency & Safety
Line / Route Check
Primeros Auxilios
Emergency exits
Fire & Smoke
Prof. Check
Security
MMPP
CRM
Eq.
Período de validez (en meses)
Pilotos 12 12 12 12 24 24 12 12 12 N/A
TCP 24 N/A N/A 12 24 24 12 12 12 12
2.1.4 LIFUS / Line Check and Route Training / Check
2.1.4.1 Flight Crew Line Check / LIFUS Report (TPMS):
Line Training Captains will use the Line Check/LIFUS Report to provide information to the Chief
Flight Instructor and the Manager Training on the progress of line flying under supervision
(LIFUS). (For simulator training, a separate syllabus is issued, see OM‐D).
The Chief Flight Instructor will accept the LIFUS report by his signature.
Check Captains will use the same Line Check / LIFUS Report to provide information to the Chief
Pilot Type and the Manager Training on the result of a line check, release check and the release
of a pilot from LIFUS to normal line flight.
Line Training Captains may also perform release checks as described above.
The Chief Pilot, or his deputy, will accept the Line Check / Release Check by his signature.
The Line Check / LIFUS Report is available on Vistair CrewNet Document
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2.1.4.2 Cabin Crew Line Check / Line Training Report
Cabin Check Supervisors and Cabin line Trainers will use the applicable report forms to provide
information to the Chief Cabin Crew on the progress of line training and result of line checks.
The Cabin Crew Line Check and Line Training Report forms are available on Vistair Crewnet –
Documents.
2.1.4.3 Filing:
The Line Check / LIFUS Reports and Line Check / Line Training Reports are sent to the Crew
Training Department for filing.
2.1.5 Preservation of Documentation
The Company shall ensure that:
1. Any original documentation, or copies thereof, that is required to be preserved is
preserved for the required retention period even if the Company ceases to be the
operator of the aeroplane; and
2. Where a crew member, in respect of whom the Company has kept flight duty, duty
and rest period records, becomes a crew member for another operator that record is
made available to the new operator.
The Company maintains a system for storage at a secure location. The records shall be
accessible to the Authority and the storage shall be acceptable to the Authority.
The documentation to be stored is in accordance with the six tables below.
DFO is responsible (performed by OCC) for the recording and storage of the following
documents unless otherwise stated.
Note: Additional information relating to maintenance records is prescribed in the Company’s
technical log system. Information related to training is described in OM‐D4.
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NAA Table 1
Information used for the preparation and execution of a flight
Operational Flight Plan 3 months
Aeroplane Technical Log 36 months after the date of the last
entry
Route specific NOTAM/AIS briefing documentation if edited 3 months
by the Company
Mass and balance documentation 3 months
Notification of special loads including written information to 3 months
the CMDR about dangerous goods
Journey log, or an acceptable substitute acceptable to the 3 months
Authority
Occurrence reports, for recording details of any occurrence, 36 months after the date of the last
or any event which the CMDR deems necessary to entry
report/record
Note: Aeroplane Technical Log is filed by the Technical Director.
Note: Occurrence reports are filed by the Manager Safety, ref SMM.
NAA Table 2
Crew Records:
Flight, Duty and Rest Time 24 months
Reports of exceedances of duty and /or reducing rest periods 24 months
Flight Crew License As long as the flight crew member is
exercising the privileges of the
license for the Company
Cabin Crew Attestation (CCA) As long as the cabin crew member is
exercising the privileges of the
attestation for the Company
Crew Member Training, Checking and Qualifications 36 months
Records of Crew Member Recent Experience 15 months
Crew Member Route/Area Competence 36 months
Crew Member Dangerous Goods Training 36 months
Note: Training Records are filed by the Manager Training and described in OM D.
NAA Table 3
Records for Other Operations Personnel
Training / qualifications records of other personnel for whom Last 2 Training Records
an approved training programme is required
Note: Filed by the Manager Training.
NAA Table 4
Other Records
Records of cosmic and solar radiation dosage Until 12 months after the crew
member has left the Company*
(*Note: if such record keeping is
required, ref Section 6)
Records Required by the 5 years
Management System
Dangerous goods transport document 3 months after completion of the
flight
Dangerous goods acceptance checklist 3 months after completion of the
flight
Security form 24 hrs (if needed for the flight)
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All of the above records shall be made available to an authorised representative of the
Authority, if requested and within a reasonable timeframe.
NAA shall preserve the above records, for the related periods, even if NAA ceases operations,
or ceases to be the operator of a particular aircraft or ceases to be the employer of a particular
crewmember, provided that this is within the timescales prescribed.
If an employee becomes the employee of another operator, NAA shall make the above records
available to that other operator provided that this is within the timescales prescribed.
2.2 SYSTEM OF PROMULGATION OF ADDITIONAL
OPERATIONAL INSTRUCTIONS & INFORMATION
The Company has the following systems for promulgating information which may be of an
operational nature but is supplementary to that in the operational manual:
2.2.1 Notice to: All Crew / Cabin Crew / Pilots.
Notices are distributed through Vistair Crewnet and should be used for distribution of
information with regards to operational information and procedures. Each category shall be
numbered in sequence organized by the Vistair platform.
A Notice is first edited by a Notice Editor (Edit) appointed by the DFO. After internal review,
the Notice is then approved by a Notice Approver (Appr) according to the following table:
NAA – ALL Notices.
Todos los tripulantes
Todos los tripulantes
NAA All Notices
NAA All Notices
NAA All Notices
NAA All Notices
NAA All Notices
NAA All Notices
Trip. de Cabina
Trip. de Cabina
Pilotos
Pilotos
edit appr edit appr edit appr
25945 Martín Gabriel Bulla ✔ ✔ ✔
26769 Jorge Luis Gariazzo ✔ ✔ ✔ ✔ ✔ ✔
16666 Romina Tortoriello ✔
NAA – B737 Notices.
Todos los tripulantes
Todos los tripulantes
NAA All Notices
NAA All Notices
NAA All Notices
NAA All Notices
NAA All Notices
NAA All Notices
Trip. de Cabina
Trip. de Cabina
Pilotos
Pilotos
edit appr edit appr edit appr
25945 Martín Gabriel Bulla ✔ ✔ ✔
26769 Jorge Luis Gariazzo ✔ ✔ ✔ ✔ ✔ ✔
16666 Romina Tortoriello ✔
27545 Martín Bessone ✔ ✔ ✔
Note: A deputy may be authorized by the approver to approve a notice on his behalf.
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A Chief Pilot or Chief Cabin Crew is limited to approve notices for his type only.
Coding of Notices:
Notices shall be divided into three colour codes, red, yellow and green:
Red: Message is urgent and important in nature.
These notices are most urgent, safety matters, and therefore can be issued
without pre‐approval by the Authority but are copied to the Authority.
Yellow: Message is important but of a less urgent nature.
These notices must be submitted to the Authority for preapproval and issued
only when and as approved by the Authority.
Green: Message of less important and of non‐urgent nature.
These notices are “memoranda” in nature and do not need to be sent to the
Authority.
Validity period of Notices:
The validity period is specified, and the notice will be cancelled (expired) when the subject
matter is either no longer valid or it has been incorporated into the OM.
A notice may also have a “Read by” date, which is the deadline set for reading the notice.
Crew must tick off for “Read and Understood”. This ensures operational control of their receipt
of the message.
2.2.2 FDM Event Email to Flight Crew
The Company operates a Flight Data Monitoring (FDM) scheme in accordance with EASA
requirements. This FDM Scheme is described in the OMM CH 4.7.
Our FDM system provides automated feedback to flight crew after an event has been detected.
The email is provided by Flight Data Services (FDS) and crew anonymity is intact.
A short description of the recorded event is emailed to all active flight crew on the flight. This
e‐mail should be considered as communication between the aircraft and the flight crew only.
If you believe you might have triggered an event, you can expect to receive an e‐mail within
three days. In general, no reply or actions are needed. The intention with the e‐mail is to let
you know what was recorded, and to help you evaluate your performance.
We advise you that you should not use the FDM automated e‐mail as a trigger to write reports.
There could, however, still be some events you didn’t notice during flight that might require a
report to be filed.
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2.2.3 Flight Plan Attached Messages
Flight plan attached messages may be used to inform crew on operational matters as well as a
reminder of existing procedures unique to a particular flight, aircraft, airport or aircraft
type/variant.
2.2.4 Plain Messages
Plain messages may be used by all employees in the Company on management level, but shall
not be used to establish or change procedures or regulations but may be used to inform matters
of short‐lived interest, like invitations, hotel bookings, promotion chances or administrative
information. Plain messages may also be used as a reminder of regulations or procedures still valid.
Plain messages may be distributed through company email.
2.2.5 DFO Bulletins (DFOB)
DFO Bulletins may be used by the Director Flight Operations or his deputy to provide an
orientation to crew about the overall situation within the Company, appointment of new staff
etc. They will be organized on the intranet by the Manager Documentation.
2.2.6 Chief Pilot Info (CPI)
Chief Pilot Info may be issued by the Chief Pilot for each type.
2.2.7 ACARS
Airborne Communicating and Reporting System (ACARS) may be used on aircraft so equipped
to relay important information between crewmembers and OCC or MOC in flight.
2.2.8 EFB
Electronic Flight Bag (EFB) may be used on aircraft so equipped to relay important information
to crew when the aircraft is on ground. Refer to OM Part B.
2.2.9 SATCOM
B737 – N/A
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2.3 OPERATIONAL CONTROL
2.3.1 Flight Operations Department – Authority
2.3.1.1 General
According to the Company's organization the Flight Operations Department is responsible for
the operation of the Company's aeroplanes. The Flight Operations Department, therefore, has
complete authority to give general and special instructions as to the operation and safety of
the Company's aeroplanes as long as the operation is in accordance with the OM.
The Flight Operations Department has the authority to issue:
Instructions regarding the disposition of the daily scheduling based on the actual
traffic situation.
Recommendations to aeroplanes in flight including deviations from the normal routing
which the actual traffic situation may warrant.
The Director Flight Operations has the authority to give dispensation from OM‐
requirements down to the minimum regulatory requirements after acceptance by the
Authority for each case.
Note: Final decisions which may affect the safety of the aeroplane, like diversions due
weather or technical problems will always be made by the CMDR. In this respect the Flight
Operations Department can only give recommendations.
2.3.1.2 Flight Release / Cancellation of Flights
Cancellation of one, several or all flights:
When circumstances so dictate, the following Flight Operations personnel have the authority
to order the cancellation of one or more flights in the interest of safety:
- Director Flight Operations
- Flight Dispatcher
If the decision is to cancel the vast majority of all flights, then the decision must be brought to
the immediate attention of the Accountable Manager or his deputy.
Flight Release:
Responsibility for the release of each NAA flight is shared between the aircraft commander and
the Flight Dispatcher. No flight shall be released unless both considers that the flight, as
planned, can be executed safely.
The Commander of an NAA aircraft and the Flight Dispatcher are co‐responsible on behalf of
the Director of Flight Operations, and are empowered by the company to initiate, postpone,
continue, divert, or terminate a flight if they deem that such action is warranted for safety
reasons.
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2.3.1.3 Removal of Crew from Active Duty
- Flight Crew
The following have the authority to remove a pilot from active duty whenever, in their opinion,
an individual does not meet the required standard:
- Director Flight Operations
- Chief Pilot Type
- Chief Pilot Watch
- Cabin Crew
The following have the authority to remove a cabin crew from active duty whenever, in their
opinion, an individual does not meet the required standard:
- Director Flight Operations
- Chief Pilot Type
- Chief Pilot Watch
- Chief Cabin Crew
Additionally, the CMDR has the final authority to remove any crewmember from active duty if
he deems it necessary in the interest of safety. He shall then promptly inform the Chief Pilot
Watch and OCC‐Crew about his decision.
2.3.2 CPW (Chief Pilot Watch)
See OM Part A Chapter 1
2.3.3 IOCC (Integrated Operations Control Centre)
IOCC is responsible for the daily supervision of flight progress, recording of crew work load,
recording of aeroplane flight time and retaining of flight documents, communication between
crew and maintenance control center and to take countermeasures for unforeseen events of
technical and operational nature. IOCC is manned H24. The Duties of IOCC and their officers
are further described in the IOCC Manual.
2.3.4 MOC (Maintenance Operations Coordinator)
Maintenance Operations Coordinator monitors the allocation and observance of maintenance
intervals as well as the execution of upcoming maintenance events.
The NAA MOC coordinates all maintenance activities for all NAA aircraft. The NAA MOC
provides, through agreed Contracted Activities, the information necessary for the initiation of
all maintenance activity.
The NAA MOC shall be the first point of contact for a crewmember requesting maintenance
assistance.
The preferred methods of contacting NUK MOC are:
1. In‐flight using ACARS;
2. On‐ground by calling the NAA MOC (see below);
3. In‐flight or On‐ground using RT.
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For information, frequently used numbers can be found at OM‐A 11.1.8. The NAA MOC
Telephone number is also stated in the Tech Log.
2.3.5 Representatives on Duty
Both Flight Operations Department and Technical Department have at all times one
representative each available on phone to handle and act as an advisor in operational and
technical matters. These representatives have the authority to act on behalf of the Director
Flight Operations or Technical Director if these are not available.
2.3.6 General responsibility of All Company Employees
It is the responsibility of all employees to take all reasonable measures to ensure that no person
acts or omits to act:
To endanger an aeroplane or person therein; and/or
To cause or permit an aeroplane to endanger any person or property.
2.3.7 Ground Operations Department ‐ Authority
General
Ground handling services is contracted in accordance with the provisions in the GOM.
Ground Operations Manual (GOM)
The Company GOM, issued by the Nominated Person Ground Operations (NPGO), will be
available to ground handling agents on all aerodromes at which we are operating on a regular
basis.
Present Contractors
Reference to OM‐C Aerodrome Briefing Cards.
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2.4 POWERS OF AUTHORITY
2.4.1 Legal Requirement to grant access
For the purpose of determining compliance with the relevant requirements of Regulation, the
company shall grant access to any facility, aircraft, document, records, data, procedures or any
other material relevant to its activity subject to certification, whether it is contracted or not, to
any person authorized by the Authority.
Any person authorized by the Authority is permitted to board and fly in any aeroplane operated
in accordance with the AOC at any time, and to enter and remain on the flight deck.
*Note: Any CAA inspector may join a Company flight and enter and remain on the flight deck.
Any person authorized by the competent civil aviation authority of an EASA member state is
permitted to enter the Aircraft and to perform inspections on its territory.
However, the CMDR may refuse access to the flight deck if he believes the safety of the
aeroplane would be endangered.
In such cases the inspector should be informed of the reason for the refusal and the CMDR shall
submit a report to the Company who will forward the report together with the Company's
comments to the authorities concerned.
Note: To travel on board a flight, representatives of the Authority must be issued a valid
ticket.
2.4.2 SAFA & ISOR‐IDISR Inspections
2.4.2.1 General
According to the ICAO Annexes 1, 6 and 8, in Europe the EU provides the rules for SAFA
inspections (Safety Assessment of Foreign Aircraft), and the Argentinian Authority performs
ISOR inspections.
It is the Company’s policy to deal with any findings seriously and to expeditiously take measures
to correct any discrepancies to meet or exceed the standards required. A fast action is required
to ensure we meet the standards as well as avoiding the same discrepancy causing multiple
findings.
The inspector will make an inspection report after the ramp inspection and this must include a
list of items checked, together with an indication of any deficiencies found for each of these
items and/or any specific remark that may be necessary.
NOTE: In SAFA inspections, there is no requirement to check all 54 items, only a selection and
that it is SAFA policy not to delay an aircraft except for safety reasons.
2.4.2.2 CMDR’s actions during and after a SAFA inspection
Always (with finding or no finding):
SUBMIT SAFA REPORT TO: naa.safety@norwegian.com
And Complete a Ramp Inspection Report in SafetyNet.
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With a finding:
Consult whether the aircraft may be released according to MEL/CDL for further flights and
promptly inform OCC/MOC about the finding so action can be taken. Make an occurrence
report through SafetyNet after the flight.
On completion of the ramp inspection, the CMDR of the aircraft or a representative of the
aircraft operator shall be informed of the ramp inspection findings by SAFA or ISOR and, if
significant defects have been found, the report will be sent to the operator and to the
competent authorities concerned.
Disagreement on a finding:
If the CMDR considers a finding to be incorrect he should:
Ask the inspector to verify from which specific regulation the finding is based on.
The CMDR may express his view on the finding but be factual referring to our operations
manual and applicable regulations and avoid letting a discussion cause further delays.
Sometimes a simple misunderstanding can cause a finding so a few questions regarding the
finding might solve the case. A disagreement may also be solved by referring to our Operational
Approval document (Ops Spec) found in the Ships Library which may include approvals and
exemptions.
Human errors do occur, also among SAFA inspectors, so whenever a finding is suspected to be
incorrect, the Company will collect as much information from the inspection as possible from
the CMDR and then take further actions for the finding to be verified or removed from the
central SAFA / ISOR database.
2.5 MEETINGS
2.5.1 Operations Meetings
The DFO should arrange operations meetings approximately every two weeks with his key
personnel.
The following personnel should be present at the operations meetings:
Director Flight Operations
Chief Pilots Type
Chiefs Cabin Crew
Manager Training
Manager Flight Support
Manager OCC and Replanning
Manager Crew Plan
The following personnel may (as required) be present at the operations meetings:
Manager Safety
Flight Safety Pilot(s)
Manager Quality
Director Security and Emergency Response
Manager Flight Support
Key Personnel from Service Providers
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Review of information from Occurrence Reports shall be presented, and suggestions for
improvements or changes in all areas may be presented.
Review of Agreements for Contracted Activities (ACA) shall be an agenda topic at each meeting.
Where deemed appropriate to developments or events, a separate ACA sub‐meeting shall be
convened, so as to afford more time.
One person shall be appointed to make a written report from each meeting.
2.5.2 Chief Pilot Meetings
The Chief Pilot for each type will arrange Chief Pilot Meetings approximately once a month. The
following personnel (or their deputies) should be present at chief pilot’s meetings:
Chief Pilot Type
Technical Pilot
Manager Flight Support
Mainly operative matters related to the pilot group such as changes and improvements of
relevant operative procedures, manuals, training activities, identification of trends potentially
being a safety risk and preventive actions should be discussed.
Status of information from Occurrence Reports shall be presented, and suggestions for
improvements or changes may be presented.
Review of the Flight Safety Action Group (FSAG) minutes to ensure corrective action is taken.
One person shall be appointed to make a written report from each meeting.
2.5.3 Nominated Persons meetings
Refer to the CMM 2.1.5.2
2.5.4 Instructor/Supervisor meetings
Refer to the OM D.
2.5.5 Pilot Meetings/Flight Personnel Meetings
The DFO or Chief Pilot/Chief Cabin Crew may arrange flight personnel/pilots/cabin crew
meetings to inform of the developments within the Company. No fixed agenda needs to be
followed, but the close contact between the administration and the flight personnel should
provide valuable feedback to respective functions in the administration. Meetings shall be
arranged as often as deemed necessary.
2.5.6 Employee’s Meeting
The Accountable Manager may arrange meetings for all employees as often as deemed
necessary.
2.5.7 Safety Meetings
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Refer to the SMM 3.4.1
2.5.8 Technical / Operational Meetings
The Technical Pilot shall arrange monthly meetings with representatives from the Flight
Operations Department and the Technical Department. Other management personnel should
attend on request from the Technical Pilot, including management personnel from the Ground
Operations Department.
These meetings should address current matters of an operational/technical nature. These
meetings may also address future standardization of equipment and status of new aircraft
entering service in the company.
A written report from each meeting must be produced.
2.5.9 ETOPS Control Group Meetings (B787)
Reserved
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3. THE MANAGEMENT SYSTEM
3.0. TABLE OF CONTENTS
3. THE MANAGEMENT SYSTEM ................................................................................................ 1
3.0 TABLE OF CONTENTS .................................................................... Error! Bookmark not defined.
3.1 GENERAL DESCRIPTION................................................................................................................ 2
3.2 OPERATOR RESPONSIBILITIES ...................................................................................................... 2
3.3 STRUCTURE OF THE MANAGEMENT SYSTEM .............................................................................. 3
3.4 SAFETY MANAGEMENT SYSTEM AND SAFETY POLICY ................................................................ 3
3.5 COMPLIANCE MONITORING ........................................................................................................ 3
3.6 MANAGEMENT SYSTEM ADMINISTRATION ................................................................................. 4
3.6.1 NAA Company Structure .............................................................................................................. 4
3.6.2 Authorities, Duties & Responsibilities .......................................................................................... 5
3.6.3 Documentation of Key Management Process. ............................................................................ 5
3.6.3.1 Any Documentation Relating to Safety Management, to include: .............................................. 5
3.6.3.2 Any documentation relating to Compliance Monitoring, to include: .......................................... 5
3.6.3.3 Any documentation relating to Staff Training, to include: .......................................................... 5
3.6.3.4 Any documentation relating to Meetings, to include: ................................................................. 6
3.6.3.5 Key References: ........................................................................................................................... 6
3.6.4 Management System Documentation ......................................................................................... 6
3.6.5 Statement from the Accountable Manager ................................................................................. 6
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3.1. GENERAL DESCRIPTION
This Section A3 outlines the Norwegian Air Argentina (NAA) Management System.
The Norwegian Air Argentina Management System provides the organisational structure,
procedures and processes necessary to ensure that all operations are conducted in accordance
with all applicable requirements, standards and operational procedures. In this manner, all
operations can be performed in the safest manner achievable with all associated risks being As
Low As Reasonably Practicable (ALARP).
The Management System brings together the areas of Safety Management and Compliance
Monitoring into one managed system. It also defines the management duties, responsibilities
and authorities throughout the organisation and outlines the documentation of all key
management system processes.
3.2. OPERATOR RESPONSIBILITIES
As the holder of an Air Operators Certificate permitting NAA to perform Commercial Air
Transport (CAT) flights, the company is required to comply with applicable national and
International regulations.
According to this:
a) NAA is responsible for the operation of the aircraft in accordance with RAAC 121, the
relevant requirements of this Annex and its certificate.
b) Every NAA flight shall be conducted in accordance with the provisions of the operations
manual.
c) NA has established and maintains a system for exercising operational control over any
flight operated under the terms of its Air Operator Certificate.
d) NAA shall ensure that its aircraft are equipped, and its crews are qualified as required for
the areas and types of operation performed.
e) NAA ensures 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.
f) NAA has established procedures and instructions for the safe operation of each aircraft
type, containing ground staff and crew member duties and responsibilities for all types of
operation on the ground and in flight. These procedures specifically do not require crew
members to perform any activities during critical phases of flight other than those required
for the safe operation of the aircraft.
g) NAA ensures that all personnel are made aware that they shall comply with the laws,
regulations and procedures of those States in which operations are conducted and that are
pertinent to the performance of their duties.
h) NAA has established a checklist system for each aircraft type to be used by crew members
in all phases of flight under normal, abnormal and emergency conditions to ensure that
the operating procedures in the operations manual are followed. The design and utilisation
of checklists observes human factors principles and take into account the latest relevant
documentation from the aircraft manufacturer.
i) NAA has specified flight planning procedures to provide for the safe conduct of the flight
based on considerations of aircraft performance, other operating limitations and relevant
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expected conditions on the route to be followed and at the aerodromes concerned. These
procedures are included in the operations manual.
j) NAA has established and maintains dangerous goods training programmes for personnel
as required by the technical instructions which shall be subject to review and approval by
the competent authority. Training programmes shall be commensurate with the
3.3. STRUCTURE OF THE MANAGEMENT SYSTEM
The Management System consists of 3 component parts namely:
1. Safety Management System – Safety Management Manual;
2. Compliance Monitoring – Compliance Monitoring Manual;
3. MS Administration – Detailed in this Section A3 and in
NAA AOC Approved Manuals
3.4. SAFETY MANAGEMENT SYSTEM AND SAFETY POLICY
NAA has established a Safety Management System which has been approved by the Civil
Aviation Authority.
The Safety Management System addresses, among other safety matters:
1. The NAA Safety Policy (See SMM 2.1 Figure 1.);
2. The process for identifying safety hazards and for evaluating and managing the
associated risks;
3. The Confidential Reporting system; and
4. The ‘Just Culture’.
The Norwegian Air Argentina Safety Policy:
See SMM Section 2.1 Figure 1.
The Safety Management System is detailed in the SM Manual, a separate manual forming part
of the overall Management System.
The Safety Management Manual is available on the Norwegian DocuNet site.
3.5. COMPLIANCE MONITORING
NAA has established a Compliance Monitoring System which has been inspired on the
requirements of EASA regulations.
The Compliance Monitoring System addresses the need to ensure that all NAA aviation
activities including Flight Operations, Ground Operations, Aircraft Maintenance, and Crew
Training are performed in strict accordance with current legislation.
The Compliance Monitoring System is detailed in the Compliance Monitoring Manual, a
separate manual forming part of the overall Management System.
The Compliance Monitoring Manual is available on the DocuNet site.
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3.6. MANAGEMENT SYSTEM ADMINISTRATION
3.6.1. NAA Company Structure
Norwegian Air Argentina (NAA) is a Scheduled Airline operating aircraft based on an Air
Operator Certificate, issued by the Civil Aviation Authority.
NUK Head Quarters is at Panamerican Bureau, Torre 3, 1º Piso, Sargento Cabral 3770, B1605EFJ
Munro, Provincia de Buenos Aires.
The CEO and Accountable Manager is Mr Ole Christian Melhus who owns the Management
System and leads operational activities which are divided into 8 areas each with a functional
manager.
Function Funtional Manager Name
Project Management &
Accountable Manager Ole Christian Melhus
Financing
Flight Operations Director of Flight Operations Martín Gabriel Bulla
Aircraft Maintenance Technical Director Diego de Risio
Crew Training Manager Training Martín Bessone
Ground Operations Director Ground Operations Leila Magalí Chamorro
Safety Management Director Safety Edgard Claus Boese
Compliance Monitoring Director Quality Martín Bessone
Leila Magalí Chamorro/
Security Manager Security & ER
Matias Maciel
Organisational Chart
Accountable
Manager
Manager Quality
(Compliance Manager Safety
Manager)
NPFO NPGO
NPM Manager Security & NPCT
Director Flight Manager Ground R.E.
Technical Director Manager Training
Operations Operations
All functional managers have direct access to the Accountable Manager.
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3.6.2. Authorities, Duties & Responsibilities
NAA has published its AOC Approved Manuals which are made available to all staff requiring
such information to enable the performance of all duties in compliance with the relevant
regulations. These manuals along with Management System documentation are ‘controlled
documents’ which are updated to reflect changes in the company’s activities, or in relevant
legislation.
In order to ensure that all managers and staff clearly understand the roles that they are to
perform, each employee shall be given a detailed Job Description.
The Job Description shall be reflected in the employees Employment Contract and also
reflected in the company approved manuals.
In this manner, there will exist a direct link between the Authorities, Duties and Responsibilities
assigned in the company manuals and those in the employee’s Employment Contract
The Authorities, Duties and Responsibilities of the members of the operational Management
team are detailed in Section A1 of the Operations Manual Part A.
This system is designed to maximise awareness and accountability.
3.6.3. Documentation of Key Management Process.
All documentation relating to the management of the operation shall be retained for a period
of 5 years and safeguarded in order that it can be retrieved and referred to in a legible manner,
with no risk of loss, damage, or unauthorised amendment.
The documentation shall be as follows:
Any Documentation Relating to Safety Management, to include:
• Safety Reports;
• Hazard Identification Logs;
• Risk Assessments, Risk Ownership, Risk Reviews;
• Safety Investigations.
Any documentation relating to Compliance Monitoring, to include:
• Compliance Monitoring programmes;
• Audit Checklists;
• Audit Reports (Internal & External);
• Non-compliance Reports.
Any documentation relating to Staff Training, to include:
• Qualifications / Licenses etc (Copies will suffice);
• Initial and Recurrent Training Records;
• Course Syllabi;
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• Test Papers;
Any documentation relating to Meetings, to include:
• Agenda and Minutes of Management Meetings (routine & ad-hoc);
• Agenda and Minutes of Safety Committee meetings;
• Details of Attendees, Agenda, Discussions, Decisions etc.
Key References:
SMM = Safety Management Manual
CMM = Compliance Monitoring Manual
OM = Operations Manual
Organisation & Accountabilities: SMM Sec3
Safety Policy: SMM Sec2
Safety Risk Management: SMM Sec6
Training & Comms on Safety: SMM Sec8
Management System Docs: OM A3
Safety Management Manual: SMM TOC
Compliance Monitoring: CMM
Responsibilities when contracting: OM A13 A
3.6.4. Management System Documentation
The Management System Documentation consists of NAA AOC Approved Manuals, the
information contained in this OM Section A3, the documentation listed in OM A 3.3, the NAA
Safety Management Manual and NAA Compliance Monitoring Manual.
3.6.5. Statement from the Accountable Manager
The Policy Statement of the Accountable Manager is available in the Compliance Management
Manual Section 2.1
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4. CREW COMPOSITION
4.0. TABLE OF CONTENTS
4. CREW COMPOSITION ........................................................................................................... 1
4.0. TABLE OF CONTENTS ................................................................................................................... 1
4.1. CREW COMPOSITION ................................................................................................................... 2
4.1.1. Minimum Flight Crew .................................................................................................................. 2
4.1.2. Commander (CMDR) .................................................................................................................... 2
4.1.3. Copilot (CP) .................................................................................................................................. 2
4.1.4. Relief Pilots .................................................................................................................................. 2
4.1.5. Operation with Two Captains ...................................................................................................... 3
4.1.6. Minimum Cabin Crew .................................................................................................................. 3
4.0.1.1 Reduction in the number of Cabin Crew during Ground Operations and In Unforeseen
Circumstances ...................................................................................................................... 3
4.0.1.2 Reduced Minimum Active Cabin Crew During Cruise Flight Due to In-Flight Rest ...................... 5
4.1.7. Senior Cabin Crew Members – SCCM .......................................................................................... 5
4.1.7.1. Relief of the SCCM during flight – SCCM at rest. ......................................................................... 5
4.1.8. Crewing of Inexperienced Flight Crew Members......................................................................... 6
4.1.9. Engagement of Self-Employed or Freelance Flight and Cabin Crew ............................................ 6
4.2. Designation Of The CMDR ........................................................................................................... 7
4.3. Flight Crew Incapacitation – Succession Of Command ................................................................ 7
4.3.1. Incapacitation of Crew Members................................................................................................. 7
4.3.2. Succession of Command .............................................................................................................. 7
4.4. Operation Of More Than One Type Or Variant ........................................................................... 8
4.4.1. Operation on more than one TYPE: ............................................................................................. 8
4.4.2. Types and Variants ....................................................................................................................... 8
4.4.3. Operation on more than one VARIANT........................................................................................ 8
4.4.3.1. Operation of two variants within the same duty period: ............................................................ 9
4.4.4. Training Requirements - Operation on Variants – Flight Crew .................................................... 9
4.4.5. Training Requirements – Operation on Variants – Cabin Crew ................................................... 9
4.4.6. Training Cabin Crew ..................................................................................................................... 9
4.4.7. Recurrent training Cabin Crew..................................................................................................... 9
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4.1. CREW COMPOSITION
All Company flights shall be planned and carried out with the required number of licensed
crewmembers as stated in OM Part B Section 01 Limitations.
4.1.1. Minimum Flight Crew
The composition of the flight crew and the number of flight crew members at designated crew
stations for all phases of flight shall be not less than the minimum specified in the aircraft flight
manual or operating limitations prescribed for the aircraft. Therefore the minimum number of
flight crew is two (2), one of whom shall be designated as the commander.
The flight crew shall include additional flight crew members when required by the type of
operation as specified in the approved NAA FTL scheme and shall not be reduced below the
number specified in the operations manual.
All flight crew members shall hold a license and ratings issued or accepted in accordance with
RAACs and appropriate to the duties assigned to them.
For the B737 minimum flight crew is 2 pilots.
For certain flights augmented flight crew is required as detailed in OM-A Chap. 7.
4.1.2. Commander (CMDR)
CMDR means the pilot-in-command, nominated by the Company for a specific flight or series
of flights. Qualifications are detailed in OM A5.2.2.
For LIFUS flying, the CMDR shall either be a Type Rating Instructor or a Line Training Captain as
appropriate. For PICUS refer to OM-D.
4.1.3. Copilot (CP)
Qualifications are detailed in A5.2.5
4.1.4. Relief Pilots
A Flight Crew member may be relieved in flight of his duties at the controls by another suitably
qualified Flight Crew member.
Relief of the CMDR:
The CMDR may delegate conduct of the flight to another qualified Captain.
A Relief Captain may occupy the left-hand seat during cruise above FL200, provided it is
intended to use the auto-pilot and auto-throttle.
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Relief of the Co-Pilot:
The Co-Pilot can be relieved by another suitably qualified pilot.
Note: Both the CMDR and the Co-Pilot may be relieved at the same time, provided that the
above criteria are met.
When a Flight Crew member is relieved, a procedure and briefing shall be performed in
accordance with OM-A 8.3.10
4.1.5. Operation with Two Captains
When two Captains are scheduled together the CMDR will be designated according to OM-A
4.2.
To operate from the R/H seat a Captain shall have successfully completed the training required in
OM A5.2.2.1. The CMDR shall normally fly from the L/H seat. Instructors may occupy either L/H or
R/H seat when flying as CMDRs.
Flight Crew which are not allowed to be scheduled on the same flight:
AGED 60-64.
Flight crew aged between 60 and 64 shall not be scheduled together as active flight crew
members. The holder of a Flight Crew license who has attained the age of 60 years shall not
act as a pilot of an aircraft engaged in commercial air transport operations except:
• as a member of a multi-pilot crew; and
• he is the only pilot in the Flight Crew who has attained age of 60 years. and
OPERATIONAL MULTI-PILOT LIMITATION (OML):
Reserved
For inexperienced flight crew, see A4.1.8.
4.1.6. Minimum Cabin Crew
Aeroplane Minimum Cabin Crew, Minimum Cabin Crew, including the
Type/Variant including the SCCM SCCM In Unforeseen Circumstances
B737-800 4 N/A
Unforeseen Circumstances – See OM-A 4.1.6.1
Under normal circumstances passenger flights will not be operated with less than the required
number of cabin crew (ref OM-B-CCM 1.9.1 Cabin Crew Minimum Legal Requirement).
4.1.6.1. Reduction in the number of Cabin Crew during Ground Operations and
In Unforeseen Circumstances
Reserved
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Senior Cabin Crew Member UNABLE TO OPERATE.
a) Replacement of Senior Cabin Crew Member at NAA Base.
A Senior Cabin Crew Member who did not report for, or cannot commence, the assigned
flight or series of flights originating at a base of the operator should be replaced without
undue delay.
The flight should not depart unless another SCCM has been assigned.
b) Replacement of Incapacitated or Unavailable Senior Cabin Crew Member out of base.
1) A Senior Cabin Crew Member, who becomes incapacitated during a flight or series of
flights, or unavailable at a stopover (layover) point, should be replaced without undue
delay by another Senior Cabin Crew Member qualified on the concerned aircraft
type/variant. If there is no other Senior Cabin Crew Member, the most appropriately
qualified Cabin Crew Member should be assigned to act as Senior Cabin Crew
Member, in order to reach a NAA base.
2) If during the series of flights the aircraft transits via a NAA base, the assigned Cabin
Crew Member acting as Senior Cabin Crew Member should be replaced by another
Senior Cabin Crew member.
However, their upgrade to the position is subject to the following:
• They must have minimum 3 months’ operating experience as CCM;
If incapacitation occurs during flight:
• The CMDR must be informed immediately that the SCCM has become
incapacitated;
• The acting SCCM must communicate with the CMDR as soon as reasonably
practicable to ensure that the CMDR is kept informed of the situation in the cabin
such as:
o Welfare of operational CCMs;
o Welfare of passengers;
o The impact on delivery of in-flight service.
If incapacitation occurs away from base:
• IOCC will endeavour to replace the SCCM with passive SCCM, surplus SCCM from
another flight or send an SCCM from a base to destination, in a timely manner
that ensures minimal disruption to the operation;
• Should all measures be exhausted, then the CMDR contacts CPW to receive
approval to invoke this alleviation; IOCC advised;
• CMDR establishes that the CCM selected to act as SCCM is fully fit to operate in
the role;
• CMDR to conducts pre-flight briefing, with entire operating crew, outlining the
procedures to be followed for operation with reduced crew compliment below
minimum required crew.
After Operation:
• The CMDR submits a SafetyNet report after completion of the flight;
• The DFO will submit a report to the Authority.
Note: The next most appropriately qualified CCM to fulfil the role of SCCM should take into
account the individual’s experience as operating Cabin Crew Member. They shall previously
have been identified to the CMDR during the pre-flight briefing. They shall have at least three
months’ operating experience as CCM on the aircraft type
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4.1.6.2. Reduced Minimum Active Cabin Crew During Cruise Flight Due to In-Flight Rest
This procedure is only intended if needed to combat fatigue, or to facilitate rest when the use
of CMDR’s Discretion is needed. The use of in-flight rest requires a SafetyNet report.
For cabin crew the minimum amount of active cabin crew members during cruise flight is three
(3). This ensures that applicable OM-B CCM procedures for firefighting, cabin surveillance, first
aid and decompression can be performed at the same level of safety as for a complete crew
composition.
The following is applicable:
• In-flight rest is only permitted during cruise flight until the last 60 min before landing
• Relief of SCCM in accordance with OM A4.1.7.
• The resting CCM must be called for duty whenever an emergency situation is
identified or when it is evident that the crew member is needed
• During an emergency the resting crewmember is considered as a passenger until the
crewmember is able to resume duty (For decompression: Safe altitude is reached)
• The distribution of in-flight rest is administered by the SCCM.
4.1.7. Senior Cabin Crew Members – SCCM
A Senior Cabin Member (SCCM) must have at least 1 years’ experience as an operating Cabin
Crew Member (CCM) and must have completed the approved SCCM training course (ref OM-D
2.2.8)
A SCCM is planned and designated on each flight. The SCCM Is responsible to the CMDR for the
conduct and co-ordination of cabin safety, normal and emergency procedures. This includes
ensuring that the cabin is secured during turbulence; (ref OM-A 8.3.8).
In unforeseen circumstances a CCM who has not completed a Senior Cabin Crew Member
course, may be appointed to act as SCCM provided that they have been identified at the pre-
flight briefing as the most appropriately qualified Cabin Crew Member (ref. 4.1.6.1.1).
Selection of the most appropriately qualified Cabin Crew Member should take into account the
individual’s experience as an operating CCM. This shall be adequate for the conduct of duties
required of a SCCM. The selected CCM should have at least 3 months’ operating experience as
CCM.
4.1.6.3. Relief of the SCCM during flight – SCCM at rest.
If desired due to the duration of the flight, the SCCM may be relieved for in-flight rest by a CCM
provided flight deck and other cabin crew members on duty are informed.
The appointed SCCM during this in-flight rest should preferably have at least 12 months’ work
experience as a cabin crew member.
SCCM Relief Briefing:
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When such a transfer of charge occurs, the new CCM in charge must receive a Relief Briefing
from the relieved SCCM on relevant topics such as:
• Relevant message from the flight deck such as expected turbulence;
• Cabin related safety issues, or passenger issues;
• If any non-normal conditions have occurred;
• Service related issues;
• Number of occupants in OFAR/OFCR.
The same Relief Briefing is performed when the SCCM returns from rest.
4.1.8. Crewing of Inexperienced Flight Crew Members
There shall not be any more than one inexperienced flight crew member in any flight crew. A
flight crew member shall be considered inexperienced, following completion of a Type Rating-
or Up-grading to CMDR course, and the associated line flying under supervision, until he has
achieved on the aeroplane type:
CMDR – Minimum either:
• 100 flying hours and flown 10 sectors within a consolidation period of 120 consecutive
days; or
• 150 flying hours and flown 20 sectors (no time limit).
Copilot – Minimum either:
• 100 flying hours and flown 10 sectors within a consolidation period of 120
consecutive days; or
• 150 flying hours and flown 20 sectors (no time limit).
The respective Chief Pilot Type is responsible for up-dating the Crew programmers/OCC with
regard to status. In addition to the minimum requirements above an individual assessment is
also made by the Chief Pilot Type.
4.1.9. Engagement of Self-Employed or Freelance Flight and Cabin Crew
Reserved
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4.2. DESIGNATION OF THE CMDR
NAA only designates commanders who have:
i. The minimum level of experience for Commanders shall be as specified in OM A 5.2.2
(Relief Captains 5.2.4)
ii. Adequate knowledge of the route or area to be flown and of the aerodromes,
including alternate aerodromes, facilities and procedures to be used.OM A5.2.1.1 (h).
iii. Completed a NAA Command Course if upgrading from co-pilot to commander.
iv. Completed initial familiarization training of the route or area to be flown and of the
aerodromes, facilities and procedures to be used as prescribed in OM A5.2.1.1 (i).
v. Achieved and maintains the route, area and/or aerodrome knowledge.
All flights, or series of flights shall be planned and be carried out with one qualified pilot
designated as CMDR. The CMDR may delegate the conduct of the flight to another suitable
qualified pilot.
If two Captains are scheduled together, the most senior in the Company will act as CMDR when
part of the minimum required crew. Exceptions are:
• Check Captains/Line Training Captains/Type Rating Instructors on the actual aeroplane
type shall always be considered as senior to ordinary Captains.
• Route and Aerodrome Qualification Requirements which can only be met with the less
senior acting as CMDR.
If two Captains are scheduled together as a result of recent changes in the crew program, the
Captain who was originally scheduled as CMDR shall act as CMDR unless Route and Aerodrome
Qualification Requirements exclude this as described above.
4.3. FLIGHT CREW INCAPACITATION – SUCCESSION OF COMMAND
4.3.1. Incapacitation of Crew Members
See A8.3.14
4.3.2. Succession of Command
Should the CMDR become incapacitated, the succession of command will be:
• Relief Commander (if carried);
• Other qualified Captain;
• Co-Pilot/First Officer;
• Other qualified Co-Pilot
• SCCM;
• Other SCCM (if on board);;
• CCMs
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4.4. OPERATION OF MORE THAN ONE TYPE OR VARIANT
4.4.1. Operation on more than one TYPE:
NAA Flight Crews and Cabin Crews shall not operate on more than one aircraft TYPE.
4.4.2. Types and Variants
The Company operates for the time being two aeroplane types:
• Boeing 737-800
Base aeroplane. A group of aeroplanes designated by the Company and used as a reference to
compare differences with other aeroplane variants within a Company's fleet.
Aeroplane variant. An aeroplane, or a group of aeroplanes, with the same characteristics but
which have differences from a base aeroplane which require additional flight crew knowledge,
skills, and or abilities that affect flight safety.
The base aeroplane for each pilot is the aeroplane variant that a pilot first gets his type
rating/conversion training on within the Company.
Credit. The acceptance of training, checking or recent experience on one variant as being valid
for another variant because of sufficient similarities between the variants.
4.4.3. Operation on more than one VARIANT
The Company shall ensure that a flight crew member does not operate on an aeroplane variant,
unless the flight crew member has received adequate training and is considered competent to
do so. The differences and/or similarities of the aeroplanes concerned are considered in order
to ensure safe operations, taking account of the following factors:
(1) The level of technology;
(2) Operational procedures;
(3) Handling characteristics.
The appropriate procedures and/or operational restrictions, approved by the Authority, are
described in the Operations Manual, Part D for operation on more than one variant of any
aeroplane type.
Flight Crew members that are authorised by the DFO in operating more than one variant must
fulfil the Differences training or Familiarisation training requirements in OM-D.
Training programmes for variants of aeroplane types operated by the Company also include
any Authority approved use of credit(s) related to the training, checking and recent experience
requirements.
The Company shall ensure that a crew member completes:
1) Differences training which requires additional knowledge and training
on an appropriate training device or the aeroplane; when:
a) operating another variant of an aeroplane of the same type; or
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b) when changing equipment and/or procedures on types or variants currently
operated;
2) Familiarisation training which requires the acquisition of additional
knowledge;
a) when operating another aeroplane of the same type; or
b) when changing equipment and/or procedures on types or variants
currently operated.
4.1.6.4. Operation of two variants within the same duty period:
When changing from the base aeroplane to the variant aeroplane within the same duty period
the block to block time should be set to at least 45 minutes for pilots having less than 100 hours
experience on the variant aeroplane.
4.4.4. Training Requirements - Operation on Variants – Flight Crew
A flight crewmember intended to operate on variants to the Base aeroplane must
complete difference training, which is described in the Operations Manual Part D.
4.4.5. Training Requirements – Operation on Variants – Cabin Crew
For the purpose of Cabin Crew, aeroplanes that are similar in the three respects detailed below
are considered VARIANTS:
(1) Emergency exit operation;
(2) Location and type of safety equipment; and
(3) Emergency procedures.
4.4.6. Training Cabin Crew
The Cabin Crew members operating on more than one type or variant, shall in addition to the
regular initial- and conversion training for Cabin Crew, have completed additional difference
training, comprising differences in the location and type of emergency equipment carried, the
emergency exit operation, and emergency procedures.
The Required Training is detailed in NAA OM-D which in the case of any conflict with this section
shall take precedence.
4.4.7. Recurrent training Cabin Crew
Cabin crew members shall, within a 12 months period, complete additional difference
refresher training, comprising differences in the location and type of emergency equipment
carried, the emergency exit operation, and emergency procedures for each one of the
aeroplane types operated.
The Required Training is detailed in NAA OM-D which in the case of any conflict with this section
shall take precedence.
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5. QUALIFICATION REQUIREMENTS
5.0. TABLE OF CONTENTS
5. QUALIFICATION REQUIREMENTS ....................................................................................... 1
5.0. TABLE OF CONTENTS................................................................................................................. 1
5.1. GENERAL QUALIFICATION REQUIREMENTS ............................................................................... 3
5.1.1. Licenses, Ratings, Certificates, Visas & Passports ...................................................................... 3
5.1.1.1. Minimum License and Rating Requirements for CMDRs and Co‐Pilots ...................................... 3
5.1.1.2. License Requirements for Cabin Crew Members ....................................................................... 3
5.1.1.3. Validity of Licenses and Ratings ................................................................................................ 3
5.1.1.4. Curtailment of Privileges of Pilot License Holders Aged 60 Years or More ................................ 4
5.1.1.5. Passports .................................................................................................................................. 4
5.1.1.6. Visas.......................................................................................................................................... 4
5.1.1.7. Recording .................................................................................................................................. 4
5.1.1.8. Expenses ................................................................................................................................... 4
5.1.1.9. Aircraft Qualification Type and Variant Card (AQTV) ................................................................. 5
5.1.2. Route and Aerodrome Competence Qualification..................................................................... 5
5.1.2.1. For ETOPS Operations Flight Crew Qualifications ...................................................................... 5
5.1.2.2. Validity and Revalidation .......................................................................................................... 5
5.1.2.3. Aerodrome Competence ........................................................................................................... 5
5.1.2.4. Aerodrome Categories .............................................................................................................. 6
5.1.2.5. Category B and C Aerodromes .................................................................................................. 6
5.1.2.6. Minimum Qualifications for Flights in NAT HLA Airspace .......................................................... 7
5.1.2.7. Route Areas .............................................................................................................................. 7
5.1.3. Low Visibility Operations........................................................................................................... 7
5.1.3.1. Minimum qualifications and experience for actual LVO Approach ............................................ 7
5.1.3.2. Minimum Qualifications and Experience for Actual RNP APCH ................................................. 7
5.1.3.3. Minimum Qualifications and Experience for actual RNP AR ...................................................... 8
5.1.4. Pilots – Training and Checks ...................................................................................................... 8
5.1.5. Cabin Crew – Training and Checks............................................................................................. 8
5.1.6. Recent Experience Requirements ............................................................................................. 8
5.1.6.1. Pilots ......................................................................................................................................... 8
5.1.6.2. Cabin Crew ................................................................................................................................ 8
5.2. FLIGHT CREW ............................................................................................................................ 8
5.2.1. General ..................................................................................................................................... 8
5.2.1.1. Operating Qualifications ........................................................................................................... 9
5.2.2. CMDR ...................................................................................................................................... 10
5.2.2.1. Qualification to Operate from Either Seat ............................................................................... 11
5.2.3. Captain Candidate ................................................................................................................... 11
5.2.3.1. Re‐Evaluation of Pilots Failing Captain’s Evaluation / Skill Test / Training ............................... 11
5.2.3.2. Nomination as Captain Candidate and Promotion to CMDR ................................................... 11
5.2.4. Relief of Captain and Relief of the Co‐pilot ............................................................................. 11
5.2.5. Co‐pilot (First Officer) ............................................................................................................. 12
5.2.6. Pilot under Supervision (PICUS) .............................................................................................. 12
5.2.7. Operation on more than one type or variant .......................................................................... 12
5.2.8. Qualification to act as Pilot Flying ........................................................................................... 12
5.2.8.1. General ................................................................................................................................... 12
5.2.8.2. LVO Qualifications ................................................................................................................... 12
5.2.8.3. Contaminated Runway Qualifications ..................................................................................... 12
5.2.8.4. Co‐Pilots Landings Qualifications ............................................................................................ 12
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5.2.8.5. LIFUS and PICUS ...................................................................................................................... 13
5.3. CABIN CREW ........................................................................................................................... 13
5.3.1. Senior Cabin Crew Member (SCCM) ........................................................................................ 13
5.3.2. Cabin Crew Member (CCM) .................................................................................................... 13
5.3.2.1. Required Cabin Crew Member ................................................................................................ 13
5.3.3. Operation on More Than One Type or Variant ........................................................................ 13
5.4. TRAINING, CHECKING AND SUPERVISORY PERSONNEL .......................................................... 14
5.5. OTHER OPERATIONS PERSONNEL............................................................................................ 14
5.6. UNIFORM REGULATIONS ........................................................................................................ 14
5.6.1. Obligation to Wear Uniform.................................................................................................... 15
5.6.2. The Use of High Vis Reflective Clothing in Lieu of the Uniform................................................ 15
5.6.3. ID Card .................................................................................................................................... 15
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Chap: 5.0 Norwegian Air Argentina
Rev: 04
5.1. GENERAL QUALIFICATION REQUIREMENTS
General
No person shall act as crew on an aeroplane operated by the Company, unless all relevant
qualification and license requirements described herein are fulfilled. All flights shall be planned
and carried out with the required number of licensed personnel on board, ref OM‐A 4.1.
Authority to taxi an aeroplane (other than flight crew)
NAA aircraft shall only be taxied by suitably type rated, current flight crew.
5.1.1. Licenses, Ratings, Certificates, Visas & Passports
Any person serving as a crew member shall hold valid licenses as required or approved by the
Authority. Furthermore, the crew members shall fulfil the license recurrent requirements, and all
special demands that the Company may put forward.
Even though the Company keeps a record of each crew member’s expiry dates of licenses, ratings
and certificates, it does not relieve the individual crew member for the responsibility of keeping
track of the expiration dates and to ensure revalidation in ample time. This is especially important
for the revalidation of licenses and medical certificates which has to be arranged by the individual
crew member, while revalidation of ratings is normally cared for through the Company’s recurrent
training.
Crew members on duty shall carry their licenses in order to present them whenever requested by
representatives of ANAC. A personal identification document containing a photo shall be carried
to identify the holder of the licence. This is normally in the form of a passport but Company and/or
Airport IDs usually suffice. Crewmembers shall carry a valid roster to demonstrate that they meet
recency requirements.
5.1.1.1. Minimum License and Rating Requirements for CMDRs and Co‐Pilots
a) Licenses:
I. CMDRs/Relief Captains: TLA
II. Co‐pilots: Comercial de Primera Clase
b) Type Rating (for the aeroplane type concerned)
c) Medical Certificate Class 1, Where a medical certificate limitation is specified, the crew must
comply with this requirement at all times, e.g. if corrective lenses are required, a spare pair
shall be carried at all times.
d) ICAO English Language Proficiency Level 4 or higher
5.1.1.2. License Requirements for Cabin Crew Members
a) Cabin Crew Licence & Rating
b) Medical Certificate for Cabin Crew
5.1.1.3. Validity of Licenses and Ratings
a) The medical certificate is valid for 12 or 6 months as appropriate. The license holder shall apply
to the State of License Issue for renewal of a licenses and medical certificates before expiry.
b) Crew licences validity is associated with the medical certificate.
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OM A
Date: 19/Jul/19
Chap: 5.0 Norwegian Air Argentina
Rev: 04
5.1.1.4. Curtailment of Privileges of Pilot License Holders Aged 60 Years or More
Flight crew above aged between 60 and 64 shall not be scheduled together as active flight crew
members. The holder of a Flight Crew license who has attained the age of 60 years shall not
act as a pilot of an aircraft engaged in commercial air transport operations except:
i. As a member of a multi‐pilot crew; and
ii. he is the only pilot in the Flight Crew who has attained age of 60 years. and
iii. no other pilot is subject to an operational multi‐pilot limitation (OML), i.e. resulting
from a medical restriction.
During the pre‐flight brief it is the responsibility of the flight crew member aged between 60
and 64 to inform the other flight crew member of his age limitation.
5.1.1.5. Passports
Crews are responsible to always keep a valid passport. The passports are kept in the crew
member's own custody and the individual crew member must keep his/her own record of
expiration dates and ensure renewals in ample time: Some countries have a strict 6‐month validity
rule in place. If your passport expires within 6 months of your date of arrival you may be turned
away at immigration.
The passport must also be kept in a good condition: Missing or damaged pages, faded picture,
water damage etc may result in your entry being rejected.
5.1.1.6. Visas
If visas are required for a flight, the crew members in question will be contacted by FOD, who will
collect the passports and take necessary steps to obtain visas. If the crew members have to be
present in person at the Embassy/Consulate in question at a certain time to obtain visas, FOD will
inform the crew members accordingly.
5.1.1.7. Recording
After renewal/revalidation of license, ratings, medical certificate, passport etc. the crew
member must update the documents in the Prodefis, E‐Files Sytem.
Crew members who fail to provide the Company with a valid copy of the required documents
will be removed from active duty by OCC.
The Manager Training is responsible for record keeping of expiration dates.
5.1.1.8. Expenses
The Company covers the expenses for issuance, renewal and revalidation of licenses, visas and
passports.
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OM A
Date: 19/Jul/19
Chap: 5.0 Norwegian Air Argentina
Rev: 04
5.1.1.9. Aircraft Qualification Type and Variant Card (AQTV)
Each Cabin Crew Member is issued with an Aircraft Qualification Type and Variant Card (AQTV)
card. This card details the validity period of training for aircraft type/variant, recurrent and
senior training, where applicable. This card will be updated after each listed training event such
as EES/EFS or following a cabin crew medical.
On completion of training Cabin Crew shall obtain their updated AQTV card and ensure that
they are in possession of this card at all times when reporting for flight or training duties.
5.1.2. Route and Aerodrome Competence Qualification
All pilots shall have obtained an adequate knowledge of the route to be flown and aerodromes
(including alternates), facilities and procedures to be used.
Route competence training should include knowledge of:
I. Terrain and minimum safe altitudes;
II. Seasonal meteorological conditions; meteorological‐, communication‐ and air traffic
facilities, services and procedures;
III. Search and rescue procedures; and
IV. Navigational facilities associated with the route along which the flight is to take place.
Depending on the complexity of the route and/or aerodrome, the methods of familiarization
are:
a) familiarization self‐briefing with route documentation, or by means of programmed
instruction; for the less complex routes; and
b) in addition to (a), flight familiarization as a co‐pilot, observer or pilot‐in‐command
under supervision, and/or familiarization in an approved flight simulator using a data
base appropriate to the route concerned for the more complex routes.
5.1.2.1. For ETOPS Operations Flight Crew Qualifications
N/A
5.1.2.2. Validity and Revalidation
The period of validity of the route and aerodrome competence qualification shall be 12
calendar months in addition to the remainder of:
a) The month of qualification; or
b) The month of the latest operation on the route or to the aerodrome.
Route and aerodrome competence qualification shall be revalidated by operating on the route
or to the aerodrome within the period of validity.
5.1.2.3. Aerodrome Competence
The aerodromes to which the Company presently operates on a regular basis‐ including
alternates, are specified as respectively Category A, B and C. Operations to Category A
aerodromes, requires normal flight crew competence and flight preparations.
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OM A
Date: 19/Jul/19
Chap: 5.0 Norwegian Air Argentina
Rev: 04
In addition, the Chief Pilot Type shall establish a list of aerodromes to which only designated
CMDRs can operate based on an individual assessment. The Chief Pilot Type may exceptionally
accept non‐designated CMDRs to operate into such an aerodrome considering factors such as
the weather reports and forecasts for that particular flight.
The respective Chief Pilot Type is responsible for informing the Crew programmers with regards
to aerodrome competence.
5.1.2.4. Aerodrome Categories
A description of certain criteria for determining aerodrome Category is set out below. The
Flight Operations Department has, based on these criteria, established a list of aerodromes
within the normal area of operation, specified as category B and C.
If any doubt exists for an ad‐hoc charter destination, as to the categorization of an aerodrome,
the DFO shall decide the applicable aerodrome category.
Category A. An aerodrome which satisfies all of the following requirements:
a) An approved instrument approach procedure;
b) At least one runway with no performance limited procedure for take‐off and/or
landing;
c) Published circling minima not higher than 1000 feet above aerodrome level; and
d) Night operations capability
Note: Paragraph c. above does not apply if approved instrument approach procedures are
available to all runways – i.e. circling should not be required.
Category B. An aerodrome which does not satisfy the Category A requirements or which
requires extra considerations such as:
a) Non‐standard approach aids and/or approach patterns; or
b) Unusual local weather conditions; or
c) Unusual characteristics or performance limitations; or
d) Any other relevant considerations including obstructions, physical layout, lighting etc.
Prior to operating to a Category B aerodrome, the flight crew must be briefed, or self – briefed
on the Category B aerodrome(s) concerned and the CMDR will acknowledge that this is
accomplished by his signature on the flight plan.
Category C. An aerodrome which requires additional considerations to Category B.
Prior to operating to a Category C aerodrome the CMDR shall be briefed, on the aerodrome
and the CMDR will acknowledge that this is accomplished by his signature on the flight plan
and must visit the aerodrome as an observer and/or undertake instruction in a suitable FSTD.
This instruction shall be certified by the Company.
5.1.2.5. Category B and C Aerodromes
Category “B” and “C” Aerodromes within the Company’s normal area of operation are to be
specified as such in OM‐C.
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OM A
Date: 19/Jul/19
Chap: 5.0 Norwegian Air Argentina
Rev: 04
5.1.2.6. Minimum Qualifications for Flights in NAT HLA Airspace
N/A
5.1.2.7. Route Areas
The following figure shows an approximate division of route areas:
For exact Route Area Coordinates refer to OM‐C Route Manual.
5.1.3. Low Visibility Operations
To conduct Low Visibility Take‐Off and Approach, each flight crew member must have
completed the training and checking requirements prescribed in OM‐D including simulator
training in operating to the Company’s limiting values of RVR and Decision Height.
5.1.3.1. Minimum qualifications and experience for actual LVO Approach
The minimum qualifications and experience required before performing a LVO Approach are:
CMDRs: Completed CATII/III training.
Relief Captains Completed CAT II/III training;
Capt. Candidate: Completed CATII/III training as Captain.
Co Pilots: Completed CATII/III training.
Flight crew: Valid Operator’s Proficiency Check / Proficiency Check (6 months) including
low visibility training with minimum three approaches, including one
missed approach.
5.1.3.2. Minimum Qualifications and Experience for Actual RNP APCH
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Date: 19/Jul/19
Chap: 5.0 Norwegian Air Argentina
Rev: 04
To conduct actual RNP APCH both pilots must be qualified according to OM‐D.
5.1.3.3. Minimum Qualifications and Experience for actual RNP AR
N/A
5.1.4. Pilots – Training and Checks
For detailed information see OM‐D 2.1
5.1.5. Cabin Crew – Training and Checks
For detailed information see OM‐D 2.2
5.1.6. Recent Experience Requirements
5.1.6.1. Pilots
A pilot assigned to operate an aeroplane as part of the minimum certificated crew either as
pilot flying or pilot monitoring shall have carried out a minimum of three take‐off and landings,
acting as pilot flying in an aeroplane of the same type, or in an approved flight simulator, for
this use, in the preceding 90 days.
For Flight Crew members who have been absent from all flying duties for more than 90 days
refresh training must be conducted according to OM‐D2.1.5.
5.1.6.2. Cabin Crew
For Cabin Crew members who have been absent from all flying duties for 6 months or more
refresh training must be conducted according to OM‐D2.2.4.
5.2. FLIGHT CREW
5.2.1. General
The Company’s minimum required qualification and experience standards for flight crew
members before undertaking conversion training, are specified in this section of the OM‐A.
Pilots shall have completed the prescribed training and passed all checks according to the
Operations Manual before being assigned to flight‐ or ground operations.
The training and checking required to obtain adequate qualifications are described in table
form in this section, and also in the conversion training syllabus for CMDRs or Co‐pilots in OM‐
D.
Conversion training is required for pilots when changing to an aeroplane for which a new type
or class rating is required, or when joining the Company
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Chap: 5.0 Norwegian Air Argentina
Rev: 04
The Company shall ensure that in addition to the qualifications for specific ranks, all flight crew
members are current in the aspects as applicable listed at A5.2.1.1. paragraphs (a) to (f)
inclusive, and in all aspects of paragraphs (g) to (h) relevant to the particular flight and crew
position.
5.2.1.1. Operating Qualifications
a) Operator Proficiency Check (OPC)
An OPC is valid for 6 months to the end of the month of issue.
b) Instrument Rating
N/A.
c) Type Rating
A Type Rating is revalidated with each Proficiency Check (PC).
A Type Rating is valid for 12 months to the end of the month of issue to the day.
d) Recurrent Ground Training
I. General emergency training (theoretical and practical): Valid for 12 months to the
end of the month.
II. Practical emergency training: Emergency exits, fire and scape slides: Valid for 24
months to the end of the month.
III. Ground training (ITP): Valid for 12 months to the end of the month.
IV. Simulator Training: Valid for 12 or 6 Months, as applicable, to the end of the month.
e) Dangerous Goods Training: Valid for 12 months to the day.
f) Medical Certificate
Each Flight Crew member must hold a current valid medical certificate.
Validity period depends on the age of the holder.
g) Annual Line Check
A valid Line Check is required for all pilots for line flying except when under the command
of a Training Captain. A Line Check is valid for 12 months in addition to the remainder of
the month of issue.
h) ETOPS
N/A
i) Route and Aerodrome Competence
Route and Aerodrome Competence check is valid for 12 months in addition to the
remainder of the month of qualification or most recent operation on the route or to the
aerodrome. Revalidation is by operating on the route or to the aerodrome during the
period of validity.
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Chap: 5.0 Norwegian Air Argentina
Rev: 04
Note:
CMDRs require both Route and Aerodrome Competence;
for Relief Captains only Route Competence is required. Ref to OM A 5.1.2.
j) Route Competence
The CMDR, and Relief Captains, must hold a valid Route Competence covering the intended
operation, as follows:
I. European Operations Area (EOA).
The EOA is defined in OM‐C Within this area, all CMDRs are qualified to operate
all routes by virtue of experience and self‐study. The completion of any sector
within this area revalidates the EOA route qualification for a further 12 months.
II. Other Routes than the EOA.
For routes outside the EOA, initial qualification is by reading the appropriate
section of the Route Briefings contained in OM‐C Additional requirements apply
to North Atlantic clearance as described in paragraph (iii) below.
III. North Atlantic (NA).
In addition to reading the appropriate section of the Route Briefings contained in
OM‐C, initial qualification is by two flights (sectors) under the supervision of a
Line Training Captain – North Atlantic qualified.
At the discretion of the Manager Training, a North Atlantic route clearance which
has expired by less than 12 months may be renewed by the satisfactory
completion of a questionnaire based on the North Atlantic Operations and
Airspace Manual (NAT Doc 007). In all other cases, renewal is by repetition of the
initial clearance.
5.2.2. CMDR
Before a pilot is considered qualified to serve as CMDR of an aeroplane operated by the
Company, he shall fulfil the following requirements:
a) Regulatory licenses for CMDR, see OM‐A 5.1;
b) Experience according to the table below:
B737:
Min Req:
Captain
4,000 hours total time
Minimum 1000 h B737 time or equivalent type.
At the same time TT+B737 time or equivalent type can never be less than 6000 hours.
c) B737 ‐ Recent Experience: At least have a minimum 500 hours recent experience on type,
if not, then a minimum 6 months duty as pilot in the Company with at least one OPC or PC
passed with a grading of minimum “Good”.
d) Successful completion of an appropriate command course, in accordance with the syllabus
in OM‐D;
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Rev: 04
e) A written authorisation (Line check form) from the Chief Pilot Type, stating that he is considered
qualified to act as a CMDR on the aeroplane type concerned;
f) Comply with recent experience requirements in OM A5.1
The DFO may grant exemptions from the experience requirements herein.
5.2.2.1. Qualification to Operate from Either Seat
A Co‐pilot is only qualified to operate from the RH Seat.
A Captain is not qualified to operate from either seat (act as copilot from RH seat) unless he
has received the following minimum additional training at his last OPC:
a) An engine failure during take‐off from the R/H seat
b) A one engine inop. approach and go‐around from the R/H sea
c) A one engine inoperative landing from the R/H seat.
5.2.3. Captain Candidate
a) The Candidate shall have successfully passed the respective Chief Pilot’s evaluation.
Note: In order to qualify for Chief Pilot’s evaluation, the candidate is required to have
passed his latest OPC/PC with a minimum grading of “Good” in all items.
b) The Candidate shall not start training earlier than to satisfy the experience required for
CMDRs, when completing a CMDR’s normal training schedule.
c) The Candidate shall have successfully completed an ATPL theory and MCC course/credit.
d) The Candidate shall have successfully completed the initial L/H seat simulator training.
e) Comply with recent experience requirements in OM A5.1.
5.2.3.1. Re‐Evaluation of Pilots Failing Captain’s Evaluation / Skill Test / Training
In order to qualify for any re‐evaluation the candidate is required to have passed his latest
OPC/PC with a minimum grading of “Good” in all items. In addition the following applies:
Pilots not passing the Chief Pilot’s first evaluation shall normally have a new evaluation
after minimum 6 months.
Pilots not passing the CMDR’s training, skill test or LIFUS shall have a new evaluation after 12
months minimum. The Chief Pilot Type may require additional training or qualifications
before a new evaluation.
After a second failure, an eventual new evaluation will be based upon long term positive
development in skills, airmanship and captaincy. The DFO has the final decision whether the
candidate shall be granted a new evaluation or not.
5.2.3.2. Nomination as Captain Candidate and Promotion to CMDR
Refer to instructions issued by the Chief Pilot Type.
5.2.4. Relief of Captain and Relief of the Co‐pilot
A flight crew member may be relieved in flight of his/her duties at the controls by another
suitably qualified flight crew member in accordance with OM A Section 4.1.4.
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OM A
Date: 19/Jul/19
Chap: 5.0 Norwegian Air Argentina
Rev: 04
5.2.5. Co‐pilot (First Officer)
Before a pilot is considered qualified to serve as Co‐pilot of an aeroplane operated by the
Company, he shall fulfil the following requirements:
a) Regulatory licenses and type rating, ref OM A5.1.
b) Company initial training and checking requirements according to OM‐D2.1
5.2.6. Pilot under Supervision (PICUS)
Refer to OM Part D2.1.
5.2.7. Operation on more than one type or variant
Not applicable
5.2.8. Qualification to act as Pilot Flying
5.2.8.1. General
Duties as PF and PM for take‐off and landing should normally be distributed fairly equally to
maintain flight crew proficiency.
A new CMDR should* however carry out the take‐off and landing to gain experience until he
has achieved the experience levels listed in Table 5.1:
Table 5.1
Condition Sectors Hours
New to Rank or Type 10 60
*Note: This table is a recommendation and does not restrict the CMDR’s authority to assign
duties. Irrespective of having completed or not completed the above sectors or hours
there may be occasions or conditions where good airmanship dictates that the CMDR
assigns the roles of PF and PM differently.
5.2.8.2. LVO Qualifications
Qualification Requirements
For LVO refer to OM‐A 8.4.1.
5.2.8.3. Contaminated Runway Qualifications
For qualification requirements related to contaminated runways refer to OM‐B‐AOM
5.2.8.4. Co‐Pilots Landings Qualifications
The Co‐pilot (any other than the CMDR) should only perform the landing provided:
I. The reported cloud ceiling is at least 100 ft. above the Decision Height and the RVR is
at least 800 m.
II. For co‐pilots with less than 150 hours experience on type, the crosswind component
is 15 kts or less.
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Date: 19/Jul/19
Chap: 5.0 Norwegian Air Argentina
Rev: 04
5.2.8.5. LIFUS and PICUS
Line Training Captains are authorised to permit any co‐pilot to take off and land on a LIFUS or
PICUS flight without being limited by the requirements of OM‐A 5.2.9.
5.3. CABIN CREW
To ensure that all Cabin Crew are adequately trained to perform their duties to which they are
assigned, a certain amount of training and competence checks are established. This training /
checks consist both of initial training / conversion courses and recurrent training/ checks.
5.3.1. Senior Cabin Crew Member (SCCM)
Refer to OM‐A Chap 4.1.7.
5.3.2. Cabin Crew Member (CCM)
5.3.2.1. Required Cabin Crew Member
All flights with passenger(s) shall be planned and carried out with the minimum required
number of Cabin Crew, ref. Section A4.
All Cabin Crew must meet the following requirements before being considered qualified to serve
as Cabin Crew on Company aeroplanes.
a) They should have a background as Cabin Crew from another operator.
b) They shall have a fluent knowledge of English.
c) They shall be able to swim at least 200m.
d) They shall have passed medical check for cabin crew and remain medically fit to serve
as Cabin Crew
e) They shall be minimum 21 years old.
f) They shall satisfactorily have passed the stipulated initial ground training program for
Cabin Crew.
g) They shall have completed the required emergency training on the aeroplane type on
which they are to serve.
h) They shall have a Cabin Crew Licence.
Cabin Crew under supervision
After having completed the ground training up to and including the required emergency
training above, Cabin Crew shall be scheduled with a Cabin Line Trainer for line training, until
he is released to act as Cabin Crew. This release shall be authorized in a written form by the
Chief Cabin Crew.
5.3.3. Operation on More Than One Type or Variant
See OM‐A 4.4
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OM A
Date: 19/Jul/19
Chap: 5.0 Norwegian Air Argentina
Rev: 04
5.4. TRAINING, CHECKING AND SUPERVISORY PERSONNEL
Training‐flight crew
The Manager Training is responsible for the Company’s training program with regard to initial,
recurrent and refresher training for Company supervisors. Training program is described in
detail in OM‐D.
Training personnel appointed and their respective duties and responsibilities are described in
OM‐D.
Checking – flight crew
The Chief Pilot Type is responsible for the Company’s line check and release check program,
which is described in detail in OM‐D.
The following personnel are appointed to conduct line checks and release checks as detailed in
OM A1.3 and OM‐D:
a) Check Captains Line Checks and Release Checks
b) Line Training Captains Release Checks only
Line Training Captains may also perform LIFUS in accordance with OM‐D.
Note: Personnel conducting a line check must be Captains and shall not be part of the
minimum required crew and shall occupy an observer’s seat.
In the case of a long haul flight where augmented flight crew are carried, the person
may fulfill the function of a Relief Captain and shall not occupy either pilot’s seat during
take‐off, departure, initial cruise, descent, approach and landing.
Personnel conducting a release check must be Captains and may be part of the active
crew.
Training and Checking – cabin crew
The following personnel are appointed to conduct line checks:
Cabin Check Supervisors (CCS)
The following personnel are appointed to conduct line training:
Cabin Line Trainers (CLT)
5.5. OTHER OPERATIONS PERSONNEL
Refer to OM Part A1.
5.6. UNIFORM REGULATIONS
Detailed Uniform Regulations for each type of aeroplane are issued on Vistair Crewnet and the
EFB. Crew members must comply with these regulations.
All items of crew uniform shall be treated as security items and should be safeguarded
accordingly. Any loss or theft should be reported immediately to the Company.
Note: The uniform type used on the B737 operation is not identical to the uniform type used
on the B787 operation.
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Chap: 5.0 Norwegian Air Argentina
Rev: 04
5.6.1. Obligation to Wear Uniform
All crew members shall wear uniform under following conditions:
When performing active flight duty. (except as stated in paragraph A5.6.2)
Occasions called for by the Director Flight Operations.
On tarmac high vis reflective clothing is required (yellow vest or yellow jacket).
Note: When transferring to and from passive duty (to and from hotels), crew members may
travel in moderate styled civilian clothes (e.g. no male shorts, beach sandals or singlets).
Civil clothes shall in general not be mixed with uniform clothes. However, the uniform
coat and the Norwegian Helly Hansen Jacket may be used together with civil clothes
when off duty.
Note: It is strictly prohibited to consume alcohol or liquids which can give impression of
alcohol (nonalcoholic beer, cocktails, etc), be intoxicated or be under influence of
drugs when wearing uniform.
It is strictly prohibited to consume alcohol, be intoxicated or be under influence of
drugs when performing duty, even when not wearing uniform (e.g. during passive
duty)
5.6.2. The Use of High Vis Reflective Clothing in Lieu of the Uniform
Cabin crew members must wear the company uniform to meet regulatory requirements. For
flight crew the requirement to wear a uniform is a company requirement.
If however a crew member uniform is not available due to unforeseen circumstances high
visibility reflective clothing (Norwegian yellow vest or jacket) can be used to serve as a
replacement uniform provided this is acceptable to the CMDR. When this is required the CMDR
shall file an occurrence report stating the reason for the use of this paragraph.
5.6.3. ID Card
The ID card shall always be visible when on air side or in security restricted area. However when
being in the cabin, the ID‐card may be carried in a discrete way to not reveal one’s identity to
the passengers. Key card strap must only be Norwegian type.
Note: For further refer to OM A10.1.1
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Rev: 04
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OM A
Date: 19/Jul/19
Chap: 6.0 Norwegian Air Argentina
Rev: 04
6. CREW HEALTH PRECAUTIONS
6.0. TABLE OF CONTENTS
6. CREW HEALTH PRECAUTIONS ............................................................................................ 1
6.0. TABLE OF CONTENTS................................................................................................................. 1
6.1. CREW HEALTH PRECAUTIONS ................................................................................................... 2
6.1.1. General ..................................................................................................................................... 2
6.1.2. Alcohol ...................................................................................................................................... 3
6.1.3. Narcotics ................................................................................................................................... 3
6.1.4. Sleeping Tablets ........................................................................................................................ 3
6.1.5. Drugs (incl. Anti‐Depressants) ................................................................................................... 3
6.1.6. Pharmaceutical Preparations .................................................................................................... 3
6.1.7. Immunisation ............................................................................................................................ 3
6.1.8. Deep Diving............................................................................................................................... 4
6.1.9. Blood Donation ......................................................................................................................... 4
6.1.10. Meal Precautions Prior to and During Flight.............................................................................. 4
6.1.10.1. Fatigue, Sleep and Rest Including Rest During Flight ................................................................. 4
6.1.10.2. Fatigue During Flight Periods .................................................................................................... 5
6.1.10.3. In‐Flight Rest Augmented Flight Crew ....................................................................................... 5
6.1.10.4. In‐Flight Rest Cabin Crew .......................................................................................................... 5
6.1.11. Surgical Operations ................................................................................................................... 5
6.1.12. Periodic Medical Examinations ................................................................................................. 5
6.1.13. Decrease in Medical Fitness – Flight Crew................................................................................. 5
6.1.14. Decrease in Medical Fitness – Cabin Crew ................................................................................ 5
6.1.15. Record of Dental Status ............................................................................................................ 6
6.1.16. Cosmic Radiation ...................................................................................................................... 6
6.1.16.1. Health Risk Due to Cosmic Radiation......................................................................................... 6
6.1.16.2. Assessment of Cosmic Radiation ............................................................................................... 6
6.1.16.3. Pregnant Crew Members .......................................................................................................... 7
6.1.16.4. Working Schedules and Record Keeping ................................................................................... 7
6.1.17. Cosmic Radiation Dose Absolute Limit ...................................................................................... 8
6.1.17.1. Altitude Selection based on Cosmic Radiation Concerns ........................................................... 8
6.1.17.2. Further Information on Cosmic Radiation ................................................................................. 8
6.1.18. UV Radiation ............................................................................................................................. 8
6.1.19. Chemical Sheet Cardex.............................................................................................................. 9
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6.1. CREW HEALTH PRECAUTIONS
6.1.1. General
No individual shall act as a member of the crew of a NAA aircraft if, for any reason, his physical
or mental condition is such that it could endanger the safety of the aircraft or its occupants.
Crew members should aim to be in good physical condition.
A crew member shall not perform duties on an aeroplane:
While under the influence of any drug that may affect his faculties in a manner
contrary to safety.
If he is in any doubt of being able to accomplish his assigned duties.
If he knows or suspects that he is suffering from fatigue or feels unfit to the extent
that the flight may be endangered.
Flight personnel who are unable to perform their duties on account of illness or indisposition
shall report this to the IOCC. This applies for all cases where the crew member involved is not
fit for flight.
Not Fit for Flight (NFF)
When a crew member is reporting Not Fit for Flight (NFF) the crew member must be
relieved from duty.
If reporting NFF due to fatigue, the crew member should use the following terminology
when reporting to IOCC:
NFF – Not Fit for Flight Due Fatigue. Crewmember shall use this code when
they are not fit to report for duty due to work related fatigue. The
crewmember shall submit an FRF fatigue report via SafetyNet.
NFFR – Not Fit for Further Flight Due Fatigue. Crewmember shall use this code
if not fit to continue a duty. The crewmember shall submit a FRF fatigue report
via SafetyNet.
NFFO – Not Fit for Flight Due Other Reason. Crewmember shall use this code
if not fit for flight for reasons other than work related fatigue. The
crewmember shall contact the employer for support. A SafetyNet report is not
normally required. However, if NFFO is related to an onboard injury/incident
then an OHS report shall be submitted via SafetyNet
NFF, NFFR and NFFO are available as event descriptors in SafetyNet. Please make sure to
select the correct event descriptor.
The crew member concerned must submit a Safety Net Fatigue Report. If a crew
member on duty reports as ‘not fit for further flight due fatigue’, the CMDR must also
file a Safety Net Report outlining the circumstances. Fatigue reporting is Safety
Reporting, it is non‐punitive and protected under the confidentiality and Just Culture
provisions.
Fatigue reports are handled by the independent Safety Office who investigate same
for safety purposes.
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Reporting NFF due to Fatigue is an individual decision and not a collective decision.
6.1.2. Alcohol
A crew member shall not:
Consume alcohol less than 12 hours prior to the specified reporting time for flight duty
or commencement of stand‐by.
Commence a duty period with a blood alcohol level in excess of 0,0 promille (0,00 %),
and never in excess of adequate State regulation.
Consume alcohol during duty period or whilst on stand‐by.
Consume alcohol or any other drug having the similar effect, within 6 hours after
the flight duty period when he understands, or should understand, that the flight or
occurrences around the flight ‐ will be subject to investigation by the authorities. This
rule does not apply once a blood test has been performed, or the police has decided
that a blood test is no longer required.
6.1.3. Narcotics
The use of narcotics and illegal recreational drugs are forbidden at any time by an employee of
the Company. This includes off‐duty time.
6.1.4. Sleeping Tablets
The use of sleeping tablets/barbiturates is prohibited within 8 hours prior to commencement
of either flight duty or stand‐by duty.
6.1.5. Drugs (incl. Anti‐Depressants)
Many medications may have adverse effects on the nervous system, which may be more
marked in flight than on ground. As a general rule, all medication marked with a red triangle
(i.e. dangerous for driving) should under no circumstances be used within 8 hours of flying.
If any doubt of the effect of a drug, an aeromedical examiner should be consulted.
6.1.6. Pharmaceutical Preparations
Effects and side‐effects of medications prescribed by a doctor may have detrimental,
unforeseen consequences on flight safety. Crew members shall seek medical advice with
regard to possible effects of fitness to fly.
6.1.7. Immunisation
For flights requiring special inoculations, all crew members shall have valid inoculations. This
shall be co‐ordinated by the Flight Operations Department.
The Flight Operations Department has the responsibility to check if inoculations are necessary
and shall forward information and instructions to the personnel in question. Inoculations shall
be taken in general, a minimum of 24 hours before flight, but tyfoid/paratyfoid inoculations
shall be taken a minimum of 36 hours before flight.
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Following inoculation, a crew member may experience symptoms/side‐effects/reaction that
adversely affect the crew members fitness for flight. For this reason, medical advice on “what
to expect post‐inoculation” should be sought from the relevant medical professional, and
duties planned accordingly.
6.1.8. Deep Diving
Crew members shall not participate in deep sea diving exceeding 10 meters depth within 48
hours before flight duty.
6.1.9. Blood Donation
Flight duties is not allowed within 7 days after donating blood, but may be reduced to 48 hours
if hemoglobin concentration is checked to be normal.
Crew members should normally not act as blood donors, except in circumstances of force
majeure.
6.1.10. Meal Precautions Prior to and During Flight
Precautions must be taken to avoid risk of food poisoning when meals are taken, or uplifted.
During flight, the flight crew must have meals of different type, and shall eat at different times,
except that for flights shorter than 4 hours they should eat at different times.
Note: Meals defined as snacks, i.e. handheld food, may be eaten simultaneously.
During en‐route stops, pilots flying together shall select different food types (dishes) from the
menu to reduce the possibility of being incapacitated.
6.1.10.1. Fatigue, Sleep and Rest Including Rest During Flight
The NAA Flight Time Limitations (FTL) scheme is intended to provide adequate opportunities
for crew members to obtain appropriate sleep and rest. However, these prescriptive limitations
are also supported and enhanced by crew fatigue reporting and NAA Fatigue Management.
Consequently, as part of undertaking any additional task, employment or pursuit beyond that
rostered by NAA, crew members must recognise that the responsibility for being sufficiently
rested before performing a Flying Duty Period remains with the individual.
Crew members shall exercise due care to obtain adequate rest and sleep such that they are fit
to perform rostered duties, should a crew member be unable to achieve adequate pre‐flight
rest and consequently consider themselves unfit to operate they should complete a NFF Fatigue
report. Fatigue reporting is Safety Reporting and is protected under the confidentiality and Just
Culture provisions. Fatigue reports are handled by the independent Safety Office who will
investigate for safety purposes.
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. See OMA 8.3.10.2
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6.1.10.2. Fatigue During Flight Periods
It is recommended to create favorable conditions for maintaining or improving alertness by
physical exercises, bright cockpit illumination and balanced eating and drinking.
6.1.10.3. In‐Flight Rest Augmented Flight Crew
B737:
When operating with augmented flight crew in‐flight rest may be performed in accordance with
the provisions of OM‐A Section 7.17.
6.1.10.4. In‐Flight Rest Cabin Crew
For cabin crew, in‐flight rest may be performed in accordance with the provisions of OM‐A
4.1.6.1 / 4.1.7.1 / 7.17.
6.1.11. Surgical Operations
Aeromedical examiner should be contacted before performing flight duties after being exposed
to surgical or invasive procedures
6.1.12. Periodic Medical Examinations
Note: Periodic medical examinations may be performed within 45 days of expiry.
Routine medical examinations at Aeromedical examiner are to be carried out in intervals as
specified on the aero‐ medical certificate.
6.1.13. Decrease in Medical Fitness – Flight Crew
Licence holders shall not exercise their privileges when they are aware of any decrease in their
medical fitness which might render them unable to safely exercise their privileges, and the
Authority or medical examiner shall be contacted without undue delay if the holder becomes
aware of that he/she:
Has been hospitalized for more than 12 hours.
Has been exposed to surgical operation or invasive procedure.
Needs regular use of medication.
Needs regular use of correcting lenses.
In addition, must contact the Aeronautical Authority (INMAE) in cases where it is established.:
6.1.14. Decrease in Medical Fitness – Cabin Crew
The Cabin Crew member shall not perform his duty as Cabin Crew member if changes in medical
fitness do not comply with medical requirements.
The Cabin Crew member shall inform NUK and the Authority if and when the crew member
receives medical advice/confirmation that the condition is of a permanent nature.
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6.1.15. Record of Dental Status
Not applicable.
6.1.16. Cosmic Radiation
6.1.16.1. Health Risk Due to Cosmic Radiation
Cosmic rays are atom fragments from space such as protons (positively charged particles),
electrons (negatively charged particles) and atomic nuclei.
Recent studies indicate no increased risk for radiation‐induced cancer among airline crew.
Ionizing radiation, as cosmic radiation, is known or suspected to be a cause of several types of
cancer at least for intermediate and high doses, but the annual doses experienced by flight and
cabin crew do not show an increased risk.1
6.1.16.2. Assessment of Cosmic Radiation
Assessment of cosmic radiation is made by the Company according to the officially recognized
method described below:
Table‐ Hours exposure for effective dose of 1 millisievert (mSv)
Note: This table is based on the CARI‐3 computer program.
Doses from cosmic radiation vary greatly with altitude and also with latitude and the phases of
the solar cycle. Cosmic radiation effective dose rates increase with altitude up to a maximum
at about 20 km (66,000ft), and with increasing latitude reaching a constant level at about 50°.2
The table above gives an estimate of the numbers of flying hours between 27 000 feet and 45
000 feet which a dose of 1 mSv would be accumulated for flights at 60 deg N and to the Equator.
Block hours are greater than flying hours, and this must be recognized when estimating doses.
The uncertainty on these estimates is about 20%. A conservative conversion factor of 0.8 has
been used to convert ambient dose equivalent to effective dose.
1
According to research done by the Cancer Registry of Norway, Norwegian Radiation Protection Authority and Institute
for Energy Technology on 3693 Cabin Attendants (T. Haldorsen, J. Reitan and U. Tveten) and according to a nordic study
done on 10,211 Nordic Airline Pilots (Aviation, Space and Environmental Medicine Vol 74, no 7 2003.
2
According to UK Department for Transport ‐ Protection of air crew from cosmic radiation: Guidance material.
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The average flight time and altitudes are monitored to avoid high exposures of cosmic
radiation. The recommended limiting value is 6 mSv. Most of our crew members will be
exposed to less than 4 mSv, with none above 6 mSv.
A calculation of radiation for our crew can be done by interpolating the values in the above
table. Conservative (high) values for altitudes and latitudes are used:
This indicates that if you are a full‐time crewmember flying typical short haul routes, even with
800 hours at 38.000 ft your mSv/a value would be 3.81 mSv/a. If you operate mostly longer
routes, the average altitude may be higher, but the average latitude is also lower.
You may use the “per hour” value to calculate your mSv dosage based on airborne hours.
These values are very conservative estimates. Typical dose distributions for airlines that also
cover long distances show that average doses are in the range between 1 and 2.5 mSv/a.
In a study in the Netherlands in 2007 the average dose measured on crew was 1.73 mSv/a.
6.1.16.3. Pregnant Crew Members
Pregnant crew members shall notify the Company about the pregnancy and not exceed a
radiation dose of 1 mSv during the pregnancy. The Company will ensure the effective dose is
kept as low as possible during pregnancy by adjusting the working schedule if necessary.
6.1.16.4. Working Schedules and Record Keeping
The Company estimate a radiation dose well below the recommended limit of 6 mSv/a for any
of its crew members based on the average flying pattern and expected average number of flight
duty hours. Crew members are not likely to exceed 4‐5 mSv/a with an average estimated at 1‐
3mSv/a.
Control of doses is in accordance with Article 42 of the EURATOM Basic Safety Standards with
recommendations (RP 88) for controls as follows:
No further controls for aircrew with < 1 mSv/a
Doses 1 – 6 mSv/a: individual dose estimates required
Doses > 6 mSv/a: “highly exposed aircrew” – record keeping, medical surveillance
Dose estimates can be done by the table above. Individual record keeping will be provided for
any crewmember likely to exceed 6 mSv and these exposures are to be notified to the individual
on an annual basis, and also upon leaving the company.
Working Schedules should be adjusted if any crew member is likely to exceed the limit value of
6mSv, but for the present type of operation this is anyhow unlikely.
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6.1.17. Cosmic Radiation Dose Absolute Limit
As stated above the radiation exposed by our crewmembers is unlikely to exceed 4 mSv. In
Europe, the typical absolute limit for occupational radiation is set to 20 mSv per year, with
exceptions for up to 50mSv in a single year.3
6.1.17.1. Altitude Selection based on Cosmic Radiation Concerns
Flight crew shall not deviate from optimum altitudes in an attempt to reduce their annual
cosmic radiation exposure. Flying at lower altitudes increases flight time and fuel burn.
As stated in the introduction of this section there is scientific evidence that the low annual
doses experienced by crew do not cause an increased medical risk. The annual doses typically
experienced by flight crew are well below European occupational health limits.
6.1.17.2. Further Information on Cosmic Radiation
For those interested inmore information about Cosmic Radiation refer to HSE Dept.
6.1.18. UV Radiation
Ultraviolet (UV) Radiation is electromagnetic radiations which can be divided into UVA, UVB,
and UVC. All UVC is blocked by Diatomic Oxygen or by Ozone in the atmosphere high
abovecruising levels. The Ozone layer then blocks most UVB. Meanwhile, UVA is hardly affected
by Ozone, and most of it reaches the ground. The effect is seen in the illustration below. UVB
is blocked by aircraft windows.
UVA Radiation can however enter the flight deck since the windshields do not completely block
UVA Radiation. Sunscreen labelled «UVA protection» or «Broad Spectrum» is effective against
UVA type radiation. Note that SPFonly measure UVB protection and offers no data about UVA
protection.
3
Reference: EC RADIATION PROTECTION N° 156, Evaluation of the implementation of radiation protection measures
for aircrew
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6.1.19. Chemical Sheet Cardex
The following procedures should be followed if a crew member by accident has been exposed
to toxic or dangerous substances (fuel, oil spill, hydraulic fluid or caustics soda):
follow the first aid instructions mentioned in the first aid booklet on board
a copy of the actual chemical sheets will be in a folder at the BCCC office (take a copy
of this to show the doctor if medical assistance is needed)
The Company department for Health,Safety and Environment (HMS/HSE) has provided a link
on the intranet to the electronic chemical sheet cardex on the HSE pages. The link is labeled:
“Chemical Sheet Cardex”.
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7. FLIGHT AND DUTY TIME LIMITATIONS
7.0. Table of contents.
7. FLIGHT AND DUTY TIME LIMITATIONS .............................................................................................. 1
7.0. TABLE OF CONTENTS. ...................................................................................................................................................1
7.1. GENERAL ....................................................................................................................................................................2
7.1.1. General .................................................................................................................................................................... 2
7.2. DECREE 671/94 ACT. 26/2000 .............................................................................................................................2
7.2.1. I – SCOPE ................................................................................................................................................................ 3
7.2.2. II – DEFINITIONS ............................................................................................................................................... 3
7.2.3. III – PERIODS OF DUTY FOR REGULAR AIR TRANSPORT................................................................ 4
7.2.4. IV – MAXIMUM ACTIVITY PERIODS FOR NON-REGULAR AIR TRANSPORT ........................... 6
7.2.5. V – MAXIMUM ACTIVITY PERIODS FOR AGRICULTURAL AVIATION, AERIAL WORK AND
FLYING INSTRUCTION ......................................................................................................................................................... 6
7.2.6. VI – MINIMUM REST PERIODS..................................................................................................................... 7
7.2.7. VII - EXCEPTIONS ............................................................................................................................................... 8
7.2.8. VIII - GENERAL AND FINAL PROVISIONS ............................................................................................... 9
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7.1. GENERAL
7.1.1. General
This chapter establishes the requirements to be met by NAA and its crew members with
regard of flight time, duty time and rest time requirements, etc., for crew members.
These limitations are in compliance with the latest version of “Disposición 671” from the
RAAC Regulations, described below.
7.2. Decree 671/94 Act. 26/2000
MAXIMUM DUTY AND FLIGHT TIMES, AND MINIMUM REST TIMES REQUIRED FOR THE
CREW.
GENERAL, COMMERCIAL AND AIR WORK AVIATION
DECREE (PEN) 671/94 – UPDATED FEBRUARY 2000
(LEY N° 26/2000)
FUERZA AÉREA ARGENTINA
COMANDO DE REGIONES AÉREAS
BUENOS AIRES, February 2000.-
ADAPTATIONS, AMENDMENTS AND COMPLEMENTATIONS DECRETO 671/94
Having had established by article 49 of Decree (PEN) 671/94, where it orders the
periodic review of the regulations that regulate the maximum time of activity and
minimum rest of civil aviation personnel, as reported by the Director of Aeronautical
Qualifications, determined in articles 50 and 51 of the aforementioned Decree,
and
CONSIDERING: That Title V of the Aeronautical Act (Law 17.285 amended by Law 22.390)
legislates, among other matters, on the personnel that performs aeronautical duties on
board an aircraft registered in Argentina.
That taking into account the constant changes that occur in the technology of the
aeronautical industry and the advance in the subject of aeronautical medical research,
according to what is established in the article 49 of the Decree (PEN) 671/94, the
competent authority must review the content of the regulations established by Decree
671/94 in consultation with all the sectors involved in order to adapt it to the
requirements of the current air operation.
That the rules whose dictation is propitiated, constitute an organic body whose purpose
is to preserve the safety of the aircraft operations, regarding to the activity of the
personnel who work on board in technical and safety functions, under the operator´s
service.
That the fatigue experienced by the crews during or due to the flight itself, constitutes
a fundamental factor regarding the safety of the flight, for which purpose it is necessary
to determine the periods of activity of the personnel, in relation to the maximum flight
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and duty times, and also, to the maximum time that the personnel will remain outside
the usual place of residence.
That, consequently, it is necessary to dictate regulations referring to the minimum rest
compatible with each one of the contemplated situations, in order to ensure that the
effects that fatigue produces on the crew members anatomy, are reduced to an
acceptable level from the aeromedical point of view, in accordance with the experiences
acquired up to the present.
That it is important to point out, that the regulations to be dictated are directly related
with the issue of the fatigue and tiredness of the crew members, from the medical-
aeronautical perspective, being dispensed in the treatment of the questions under
examination, of the inherent in the labor matter of aeronautical personnel, since it is
regulated by the “Ley de Contrato de Trabajo” (Labor Law), union agreements, particular
statutes, according to Article 87 of Law 17,285 (Aeronautical Act).
That taking into consideration the possibility of special situations that may arise due to
the characteristics of certain flights and in order to preserve the safety of the air
operation, the determination of the rest time periods should be subject to special
consideration.
That it is convenient that, in the future, new studies should be carried out and
modifications or innovations should be proposed to this scheme, according with the best
practice advice, as a result of the experience gained and technological progress evincing
the new aircraft that are used in the country.
Therefore,
THE COMMANDER OF “REGIONES AÉREAS” HAS DISPOSED:
To approve the adaptations, modifications and complements proposed to Decree
671/94 to maintain its validity, for which it is established:
7.2.1. I – SCOPE
ARTICLE 1 - This decree establishes the regulations and states maximum general limits
in relation to the activities of the personnel that performs essential technical and
security functions on board an aircraft. All aircraft operators and members of the crew
are responsible for the application and compliance of this regulation.
The solution of those cases or situations not specifically contemplated here, should be
presented to the aeronautical authorities for an appropriate study and consideration.
7.2.2. II – DEFINITIONS
ARTICLE 2 - For the purposes of the interpretation and application of these regulations,
the following concepts shall apply:
a) Base (Home Base): The place where the operator has a centre of operations and
to which the crew member is permanently appointed to. This place must be the
same, from the Circadian variation point of view, as the place of residence of the
crew member.
b) Normal Night Rest (Local Night): It covers the period between 23:00 to 06:00 local
time.
c) Calendar day (Local Day): Whole interval running from midnight to midnight.
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d) Day: Interval of TWENTY-FOUR (24) consecutive hours.
e) Operator: legal entity of a physical or ideal existence, who legitimately uses the
aircraft on his own account, even for non-profit purposes.
f) Rest facilities on board for the crew: Places and facilities that offer comfort and
privacy, in order to provide the crew member with an adequate rest during the
flight time. They shall consist at least, of a bunk and/or a reclining seat of adequate
comfort, separated and isolated by physical means.
g) Service Periods: Periods of TWENTY-FOUR (24) and FORTY-EIGHT (48) consecutive
hours, SEVEN (7) consecutive days, monthly calendar, trimester and annual
calendar, in which the operator schedules the activity for their crews and/or the
activity that they will effectively perform.
h) Rest period: Period of time in which the crew member is free of all duties and
obligations related to their activity, after the service period has finished.
i) Duty Time: Period of time in which a crew member is at the disposal of the operator
to perform activities related to their employment. Including in this concept are:
duty flight time, ground instruction time, training or studying time carried out at
the operator´s request, transfer time, stand by duty time, and the time performing
company administrative duties.
j) Flight Duty Time: The time needed to prepare, perform and administratively
complete a flight.
It will be calculated, according to the established or estimated time of departure,
from ONE (1) hour before the beginning of the flight or series of flights, until half
an hour after the end of the flight/s.
k) Flight time: Total period of time between an aircraft begins to move by its own
power with the purpose of taking off, until the moment it stops completely at the
end of the flight. (This time is equivalent to "chocks off to chocks on").
l) Maximum time out of base: Maximum number of days in a month, that the
operator can schedule a crew member to perform a flight activity out of base.
m) Crew: Person or group of people to whom the operator assigns duties to be
performed on board during the flight time.
n) Flight crew: Person or group of people whom perform essential technical functions
to fly an aircraft.
o) Cabin Crew: Person or group of people whom, in the interest of passenger safety,
carry out the duties assigned to them by the operator or the pilot in command of
the aircraft, in accordance with the functions conferred by its Cabin Crew
Attestation, but that will not act as a member of the flight crew.
7.2.3. III – PERIODS OF DUTY FOR REGULAR AIR TRANSPORT
ARTICLE 3° - These periods are described in the Table in "Annex I" of this regulation,
which establishes the maximum flight time and flight duty time for the different flight
crews, for periods of TWENTY-FOUR (24) and FORTY-EIGHT (48) consecutive hours and
SEVEN (7) consecutive days, monthly calendar, trimester and annual calendar.
ARTICLE 4° - The flight time and flight duty times listed in the Table in Annex I, establish
the limitations to the operator's schedules and to the actual activity of the crew
member.
ARTICLE 5 - Flight crews II, III, V and VI must have rest facilities on board (Chapter II,
section f). If the flight crews III, V and VI do not have these facilities, the maximum duty
times of crews III and V will be those of the crew II, and those of the crew VI will be those
corresponding to the crew V.
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ARTICLE 6 - Flight crews in group II, which do not have rest on board as expressed in
Article 5, will reduce their time limitations, for a period of TWENTY-FOUR (24)
consecutive hours, as follows: the flight time (FT) down to TEN (10) hours, and the flight
duty time (FDT) down to FOURTEEN (14) hours.
ARTICLE 7 - The operator will constitute its cabin crew according to the current
regulations, stating the maximum duty periods for these personnel as those contained
in the Table - Annex VI. The above mentioned periods of flight times and flight duty
times, establish the limitations to the operator's schedule and the actual activity of the
crew member.
ARTICLE 8 - The flight time that takes place within the periods corresponding to the
normal night rest, must not compute more than FOURTEEN (14) hours in a lapse of
SEVENTY TWO (72) consecutive hours.
ARTICLE 9 - In the period of TWENTY-FOUR (24) hours, when the duty time begins,
elapses or finishes between TWENTY-THREE (23) hrs in the night or SIX (06) hrs in the
morning, the flight duty time that elapses within the interrupted normal night rest
period shall be decreased by FIFTEEN (15) minutes for each hour or fraction of said
period, up to a maximum of ONE hour and FORTY-FIVE minutes (1:45) for the entire
period, in cases where the crew has rest facilities on board. In an aircraft without rest
facilities, the crews will get their flight duty time reduced, at a rate of THIRTY (30)
minutes for each hour or fraction of the period of interrupted normal night rest, up to a
maximum of THREE hours and THIRTY minutes (3:30) for the entire period.
ARTICLE 10 – If, at the beginning of the flight, the aircraft does not have automatic pilot
and/or radar and/or pressurized cabin, the flight time for the period of TWENTY-FOUR
(24) hours, will be reduced as it is Indicated below:
a) Due to lack of automatic pilot and/or meteorological radar: FIFTEEN percent (15%).
b) Due to lack of pressurized cabin, TEN percent (10%).
c) In case of concurrence: The limitation will be the result of the sum of the respective
percentages.
Paragraph a) of this article is applicable only to the flight crew.
ARTICLE 11 - In the period of TWENTY-FOUR (24) hours, the maximum amount of
landings for the flight crew shall be SIX (6). This amount will be reduced in any condition
and in the indicated period, as described below:
a) Up to TWO (2) hours of flight time: A maximum of FOUR (4) landings or up to SIX (6)
landings provided that between the fourth and the following landing they have a rest
break of at least ONE (1) hour.
b) From TWO (2) to EIGHT (8) hours of flight time: A maximum of SIX (6) landings.
c) From EIGHT (8) to ELEVEN (11) hours of flight time: A maximum of FIVE (5) landings.
d) From ELEVEN (11) to FOURTEEN (14) hours of flight: A maximum of FOUR (4) landings.
e) More than FOURTEEN (14) hours of flight time: A maximum of TWO (2) landings.
ARTICLE 12 – If a member of the crew performs a flight service back to their home base,
and before arriving they become illegal, they may continue on the same flight only as
positioning crew. This lapse of time will be computed as duty time and will be added to
the total achieved flight duty time, for the exclusive objective of the calculation of the
corresponding rest.
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ARTICLE 13 - In all the crews integrated by THREE (3) or more pilots, at least TWO (2) of
them must be qualified as pilots to operate the aircraft on the route.
ARTICLE 14 - When a crew member is scheduled to fly in different sets of crew and/or
different types of aircrafts, the flight times and flight duty times to be applied will be of
that corresponding to the situation where the mentioned crew member performs most
of his/her activity.
ARTICLE 15 - The activity of the crew will be programmed so that, in a period of THIRTY
(30) calendar days, no more than EIGHTEEN (18) days are scheduled out of base.
7.2.4. IV – MAXIMUM ACTIVITY PERIODS FOR NON-REGULAR AIR TRANSPORT
ARTICLE 16 - These periods are those indicated in the Table as "Annex II" of this
regulation, which establishes the maximum flight time and flight duty time for the
different flight crews, for periods of TWENTY-FOUR (24) and FORTY-EIGHT (48)
consecutive hours, and SEVEN (7) consecutive days, monthly calendar, trimester, and
annual calendar.
The periods for cabin crew are those indicated in the Table - Annex VI for crews in group
III and group IV.
ARTICLE 17 - For flight crews conducting Non-Regular Air Transport activities, with the
purpose of calculating the flight time and flight duty times set in the Table - Annex II,
which establishes the limitations to the operator's schedule and to the actual activity of
the crew member, the criteria contained in Articles 5, 6, 7, 8, 9, 11, 13, 14 and 15
corresponding to the Regular Air Transport for crews II, III, V and VI will apply. For flight
crews I to VI the maximum number of landings will be EIGHT (8) in a period of TWENTY-
FOUR (24) consecutive hours, and for the crew in group VII will be up to SIX (6) landings
for the same period.
For the cabin crew, the limitations to be applied will be those described in Table - Annex
VI for crews III and IV.
7.2.5. V – MAXIMUM ACTIVITY PERIODS FOR AGRICULTURAL AVIATION, AERIAL
WORK AND FLYING INSTRUCTION
ARTICLE 18 - For the different types of agricultural aviation work established in Decree
2836/72 section 1, the operators and crew members will comply with the limitations
described in Table Annex III, for the periods of TWENTY-FOUR (24) and FORTY-EIGHT
(48) consecutive hours and SEVEN (7) consecutive days, monthly calendar, trimester and
annual calendar. These reference values will only be applicable for aircrafts of specific
design, with respect to the tasks of aviation work; for the rest of the non-specific aircraft,
the limitations to be considered will be the maximum times minus a reduction of
TWENTY-FIVE percent (25%).
ARTICLE 19 - For the different types of aerial work defined by Decree 2836/72, sections
2 to 9 inclusive, the operators and crew members will comply with the limitations
described in Table Annex IV, for the periods of TWENTY-FOUR (24) and FORTY-EIGHT (48
) consecutive hours, SEVEN (7) consecutive days, monthly calendar, trimester and
annual calendar, which are indicated in the Table - Annex IV.
ARTICLE 20 - The activities of aviation instruction carried out in flying schools and aero-
sports institutions authorized for this purpose, shall comply with the limitations
described in Table Annex V, for the periods of TWENTY-FOUR (24), FORTY-EIGHT (48)
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consecutive hours, SEVEN (7) days consecutive, monthly calendar, trimester and annual
calendar.
7.2.6. VI – MINIMUM REST PERIODS
ARTICLE 21 - The rest period must be computed from the moment that the immediate
previous flight duty time activity finishes, plus FORTY-FIVE (45) minutes of transfer
home. The operator must grant and the crew members must comply with the minimum
rest breaks established in Table-Annex VII.
ARTICLE 22 - The operator must give instructions/advice to the crew members so that
during the corresponding rest periods they refrain from any other activity that
contradicts the object of the same, being the responsibility of the crew member to
comply with the correct fulfillment of the rest break.
ARTICLE 23 – At the time that the scheduled flight duty time begins, the crew member
must have had a previous rest, at base or out of base, of a duration corresponding to
the time served in the immediately preceding TWENTY-FOUR (24) consecutive hours, as
established in Table-Annex VII.
ARTICLE 24 - If the crew member is at home base or out of it, and he/she is going to
make a fully use of the corresponding normal night rest, the corresponding rest period
shall be the one established in Column II of Table-Annex VII. If the crew member is not
going to fully dispose of the normal night rest, the rest time that corresponds to him/her
will be determined by Column III of the aforementioned Table. When the flight duty time
comprises more than a FIFTY percent (50%) of the period corresponding to the normal
interrupted night rest (23:00 to 06:00 hours), TWO (2) hours will be added to the
indicated time in the Column III for those hours of service.
ARTICLE 25 - When a crew member performs a flight or series of flights programmed by
the operator, and for which he/she must remain out of base, upon his return, he/she
will have a rest break equivalent to the THIRTY percent (30%) of the days that he/she
stayed out of base, excluding the days of departure and arrival and up to a maximum of
FOUR (4) days of rest. In this rest break period, the rest time corresponding to the flight
duty time of the preceding flight will be considered as included and will never be less
than the established in Annex VII.
ARTICLE 26 - In a period of SEVEN (7) consecutive days, each member of the crew must
have at least THIRTY-SIX (36) consecutive hours of rest at base or out of base, following
the limitations of maximum flight times described in the Table, Annexes I to VI inclusive,
for that period.
ARTICLE 27 – For every calendar month, the crew member must compute TEN (10)
calendar days of rest for those months with THIRTY (30) days or less, and ELEVEN (11)
calendar days of rest for the remaining months, of which at least EIGHT (8) days of rest
must take place at home base. These mentioned 8 days must be scheduled as follows:
for domestic and regional flights to border countries (short/medium haul) – at least
THREE (3) consecutive days, and for international flights (long haul), at least FOUR (4)
consecutive days must be scheduled at home base.
ARTICLE 28 - In a period of THREE HUNDRED and SIXTY-FIVE (365) days, up to a maximum
of FOUR HUNDRED and FIFTY FIVE (455) days, the crew member must be granted THIRTY
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(30) consecutive days of rest - annual holidays - which may be taken in periods of not
less than FIFTEEN (15) consecutive days. The crew member must compute a total of
NINETY (90) days of holidays within the last preceding THIRTY-SIX (36) months.
ARTICLE 29 - In the season of the year opposite to the annual vacation, the crew member
must also be granted TEN (10) consecutive days of rest, in a form agreed between the
operator and the crew member.
ARTICLE 30 – In case of relatively long waits at the airports, at base or where the crews
fly to or make a stop, the operator must, whenever possible, provide them with a
suitable, comfortable and private place for the momentary rest of the crew members.
ARTICLE 31 - On transmeridian flights, the crew members that fly through more than
FOUR (4) time zones to the east and/or SIX (6) time zones to the west, must have:
a) TWENTY-FOUR (24) consecutive hours of rest for each time zone, after having
flown across FOUR (4) time zones from the base to the east.
b) TWELVE (12) consecutive hours of rest for each time zone, after having flown
across SIX (6) time zones from the base to the west.
c) TWELVE (12) consecutive hours of rest for each time zone, for those returning
flights to base, after having flown across FOUR (4) time zones towards the east
and/or SIX (6) time zones towards the west.
d) The rest times specified in a), b) and c), will begin once the minimum rest
established in the Table - Annex VII has been completed.
e) Prior to the initiation of flights, the crew members must have had TWENTY-
FOUR (24) consecutive hours without any duty time activity.
7.2.7. VII - EXCEPTIONS
ARTICLE 32 - The present deposition of established exceptions has the purpose of
regulating the excess of the maximum flight time activities, within certain limits and in
circumstances that justify it.
ARTICLE 33 - The exceptions may be applied to the maximum times established in the
corresponding Annex Tables, for the period of TWENTY-FOUR (24) consecutive hours,
and may be increased up to a TWENTY PERCENT (20%). This increase cannot be used to
schedule a flight or series of flights.
ARTICLE 34 - The exceptions are applicable in the cases described in Title VII of the
Aeronautical Code and, in the following circumstances:
a) Rescue flights, supply flights, evacuation and in case of emergencies caused by serious
disasters, such as earthquakes, floods, shipwrecks, aviation accidents, etc.
b) Emergency situations that obey to national defense problems.
ARTICLE 35 - Once the flight have started, and in case of unexpected operational delays,
the flight duty time and the flight time for the crew may be increased at the discretion
of the Commander in charge up to a TWENTY percent (20%) to the mentioned maximum
scheduled times and it may also be increased in ONE (1) more landing according to the
limitations provided in Art. 11 ° of this regulation.
Operational delays are considered those in which the operator has no control over their
occurrence and are caused by adverse weather, aircraft defective equipment and air
traffic control delays. Operational delays are not considered those produced by delayed
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passengers dispatch, delayed on board meal service or delays in baggage loading, cargo
or mail, cleaning and organizing of the aircraft.
ARTICLE 36 - When the exception disposition established in this chapter is applied, the
aircraft commander must produce a detailed report to the operator. The commander
must also keep a special register in which it will settle such exceptions.
ARTICLE 37 - If, at the convenience of the operator and, due to technical or
meteorological reasons the aircraft is out of base and must be transferred back, and its
crew is overdue regarding flight time (FT) and/or flight duty time (FDT) limitations, a set
of crew may be transferred out for the purpose of operate the aforementioned flight
immediately after the transfer out. The time spent for this transfer, and for the purposes
of the calculation, shall be considered as flight duty time and shall not exceed THREE
HOURS and THIRTY MINUTES (3:30).
7.2.8. VIII - GENERAL AND FINAL PROVISIONS
ARTICLE 38 - The crew must carry with them the updated documentation that certifies
the activity they are qualified to perform, being compelled to present it to the
competent authority upon request. The operator must ensure that its personnel comply
with the aforementioned requirement.
ARTICLE 39 - Each member of the flight crew and cabin crew may carry out another flight
activity - paid or not paid - provided that it does not exceed the total sum of the flight
times and duty times established in this regulation.
ARTICLE 40 – The mentioned crew member is responsible for:
a) Not exceeding the maximum limits of flight hours and flight duty hours in addition to
the activities performed;
b) Comply with the rest breaks corresponding to the mentioned sum of activities before
starting a new flight;
c) Notify each of the involved operators of the activities performed.
ARTICLE 41 - The operator shall conform its flight crews and cabin crews with the
minimum amount established by the respective operation regulations and, in addition,
with the settled number of the necessary qualified additional crew members that are
required according to the type of operation related to each specific aircraft.
ARTICLE 42 - When the operator designates or allows a member of the flight crew or
cabin crew to carry out other tasks or services on the ground, other than the specific
and related to their activities, the operator must take into account that the length and
frequency of the same do not interfere with the rest periods established in this
regulation, nor constitute factors leading to flight fatigue. The same responsibility must
be adopted by the crew member, when performing tasks unrelated to his employment
and during his rest periods.
ARTICLE 43 - Once a member has been appointed to join a crew and is at the airport, in
case of delay and after being notified of it, if it exceeds FOUR (4) hours, the operator
must transfer the members of the crew to their respective residences or to a suitable
accommodation, according to whether they are at home base or out of base, and for
the purpose of getting an adequate rest to restart the flight or series of flights. If the
delay takes less than FOUR (4) hours, the operator must provide suitable facilities at the
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airport, as described in Article 30, where the crew members will not be appointed to
another activity. The calculation will restart at the set time corresponding to the
presentation of the crew to resume the flight or series of flights. The first lapse must be
added to the second, to determine the total flight duty time.
ARTICLE 44 – If, due to scheduling reasons, the crew member is programmed to perform,
in the period of TWENTY-FOUR (24) consecutive hours, more than one flight service, the
time between the end of the flight duty time of the preceding flight and the beginning
of the following flight duty time shall not be greater than THREE (3) hours.
The time mentioned in the previous paragraph does not interrupt the total flight duty
time of the crew member and, in order to calculate the total flight time, the first lapse
will be added to the second one.
ARTICLE 45 – It will be considered duty time when:
a) The time that any member of the crew performs activities on the ground such as
instruction and/or verification of any kind, as well as other activities arranged by the
operator, in relation to their tasks or employment.
b) The time during which the crew member is at the disposal of the operator, at the
airports or other designated places, independently of whether the crew is activated for
service or not.
c) FIFTY percent (50%) of the time in which the member of a crew is at the disposal of
the operator, performing home stand by duties. This duty time will be considered only
for the purpose of the weekly and monthly calculation of the duty time hours.
d) The duty time that any member of the crew takes to fly as positioning crew, at the
operator´s convenience, in order to start an assigned service flight or to return from it.
ARTICLE 46 - FIFTY percent (50%) of the time that a crew member spends in synthetic
instruction facilities will be considered as flight time, only for the purposes of this
regulation.
ARTICLE 47 - Failure to comply with the rules contained in this regulation, either by the
operator and/or the crew members, will result in the application of the penalties
provided in Chapter I, Title XIII of the Aeronautical Code and its regulations.
The aircraft Operators that so not perform commercial activities (no holders of an
Aircraft Operator Certificate), will regulate the periods of maximum activity of their
crews according to the Tables Annex II and Annex VII of this regulation, since their
activity falls within the scope of Art. 78, Title V of the Aeronautical Code of the Argentine
Republic.
ARTICLE 48 - When circumstances of national or general interest dictates, the parties
involved may propose to the competent aeronautical authority the consideration of
special cases to resolve operational cases that are not contemplated in this regulation.
The aeronautical authority may temporarily authorize the operation requested for a
period of no more than ONE (1) year.
ARTICLE 49 - Taking into consideration the constant changes that occur in the aviation
technology and the advances in the aeronautical medical research field, the competent
authority will review the content of the present regulation in periods no greater than
FOUR (4) years, consulting with all the sectors involved.
ARTICLE 50 - The adaptations, amendments and complements introduced in Decree
671/94 by “Comando de Regiones Aéreas” (aviation authorities), shall be carried out in
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compliance with the provisions of Articles 49, 50 and 51 of the aforementioned Decree
and are therefore complementary to it.
ARTICLE 51 – This regulation is passed to the Air Traffic Department for its publication
and corresponding distribution. It must be registered in the Department of Aeronautical
Qualifications.
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PROVISION No. 26/2000
MINIMUM REST BREAKS FOR 24 HOUR SERVICE PERIODS
Column I Column II Column III
IMMEDIATE PRECEDING HOME BASE OR OUT OF BASE INTERRUPTED NORMAL NIGHT REST
DUTY TIME LENGTH REST BREAK (23:00 to 06:00 hrs LOCAL TIME)
Up to 6 hours 8 hours 10 hours
Up to 8 hours 10 hours 12 hours
Up to 9 hours 11 hours 13 hours
Up to 10 hours 12 hours 14 hours
Up to 11 hours 13 hours 15 hours
Up to 12 hours 14 hours 16 hours
Up to 13 hours 15 hours 16 hours
Up to 14 hours 16 hours 17 hours
Up to 15 hours 17 hours 17 hours
Up to 16 hours 18 hours 18 hours
Up to 17 hours 20 hours 20 hours
Up to 18 hours 22 hours 22 hours
Up to 19 hours 24 hours 24 hours
Up to 20 hours 26 hours 26 hours
Up to 21 hours 28 hours 28 hours
Up to 22 hours 30 hours 30 hours
Up to 23 hours 34 hours 34 hours
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MAXIMUM ACTIVITY PERIODS FOR REGULAR AIR TRANSPORT
Crew 24 Consecutive 48 7 Calendar
No. Composition Hours Consecutive Hours Consecutive Days
Calendar Month Trimester
Year
Notes
FT FDT FT FDT FT FDT FT FDT FT FT
I 2 Pilots 8 13 14 22 34 65 90 200 240 860
Aircraft must be
fitted with on
II 3 Pilots 13 17 18 24 36 72 100 200 270 900 board rest
facilities.
(Art.2 Section f)
Aircraft must be
fitted with on
III 4 Pilots 17 22 22 26 38 74 100 200 270 900 board rest
facilities (bunks)
(Art.2 Section f)
2 Pilots
IV 1 Flight 9 14 14 23 34 65 90 200 260 860
Tech.
Aircraft must be
3 Pilots fitted with on
V 2 Flight 15 21 22 26 40 78 100 200 270 900 board rest
Tech. facilities (bunks)
(Art.2 Section f)
Aircraft must be
4 Pilots fitted with on
VI 2 Flight 17 22 24 32 46 85 100 200 270 900 board rest
Tech. facilities (bunks)
(Art.2 Section f)
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MAXIMUM ACTIVITY PERIODS FOR CABIN CREWS
Crew 24 Consecutive 48 7 Calendar
Calendar Month Trimester Notes
Composition Hours Consecutive Hours Consecutive Days Year
No.
FT FDT FT FDT FT FDT FT FDT FT FT
9 13 14 22 34 65 90 200 250 900
Necessary for
domestic/regular
flights (according to
I
regulations in
ROATAC Ch. XII Part
12.5)
17 22 22 26 38 74 100 200 270 900 Aircraft must be fitted
with on board rest
Necessary for
facilities.
international/regular
(Art.2 Section f)
flights (according to
II
regulations in
ROATAC Ch. XII Part
12.5)
14 18 22 29 40 72 90 200 250 900 Aircraft must be fitted
Necessary for with on board rest
domestic/non facilities.
regular flights (Art.2 Section f)
III (according to
regulations in
ROATAC Ch. XII Part
12.5)
18 23 28 34 50 85 100 200 270 900 Aircraft must be fitted
Necessary for with on board rest
international/non facilities.
regular flights (Art.2 Section f)
IV (according to
regulations in
ROATAC Ch. XII Part
12.5)
NOTE: For the period of TWENTY-FOUR (24) consecutive hours, crews II, III and IV will
regulate their flight time in such a way that they do not exceed TEN (10) hours of flight
without having completed a minimum of TWO (2) hours of rest. For international flights
with a duration of less than FOUR (4) hours, the limitations of crew I will apply.
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8. OPERATING PROCEDURES
8.1. Flight Preparation Instructions.
8.2. Ground Handling Instructions.
8.3. Flight Procedures.
8.4. Low Visibility Operations (LVO).
8.5. ETOPS (reserved).
8.6. Use of the Minimum Equipment and Configuration Deviation List(s).
8.7. Non – revenue Flights.
8.8. Oxygen Requirements.
Note: Refer to each subchapter for related table of contents.
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8. OPERATING PROCEDURES
8.1 Flight preparation instructions
8. OPERATING PROCEDURES ......................................................................................... 1
Flight preparation instructions .............................................................................................. 1
8.1 ............................................................................................................................................... 1
Minimum Flight Altitudes .............................................................................................................. 4
Criteria for Determining The Usability Of Aerodromes .................................................................. 8
Methods for Establishing Aerodrome Operating Minima ............................................................ 11
8.1.3.1 Planning and Re‐planning Minima ........................................................................................... 12
8.1.3.2 Take‐Off Minima ..................................................................................................................... 15
8.1.3.3 Landing Minima ....................................................................................................................... 16
8.1.3.3.1 Aerodrome Operating Minima NPA, APV, CAT I OPERATIONS ........................................... 16
En‐Route Operating Minima for VFR Flights or VFR Portions of a Flight ...................................... 18
Presentation & Application of Aerodrome and En Route Operating Minima ............................... 18
Interpretation of Meteorological Information ............................................................................. 18
Determination of Fuel and Oil to Be Carried ....................................................................................... 20
........................................................................................................................................................... 20
8.1.7.1 General ................................................................................................................................... 20
8.1.7.2 Fuel requirements / Fuel reserves ........................................................................................... 21
8.1.7.3 Isolated aerodrome fuel policy ................................................................................................ 22
8.1.7.4 Location of the Fuel (3%) ERA Aerodrome ............................................................................... 22
8.1.7.5 Reduced contingency fuel procedure (RCF) ............................................................................. 22
8.1.7.6 Pre‐Determined Point Procedure (PDP)................................................................................... 23
8.1.7.7 QUICK SUMMARY OF THE FUEL PLANNING METHODS ............................................................ 24
Mass and Center of Gravity ......................................................................................................... 26
8.1.8.1 Terminology ............................................................................................................................ 26
8.1.8.2 Survey of aeroplane masses / centre of gravity ....................................................................... 26
8.1.8.3 Load‐sheet contents: ............................................................................................................... 27
8.1.8.4 Production of load‐sheet ......................................................................................................... 27
8.1.8.4.1 Production of B737 load‐sheet.......................................................................................... 27
8.1.8.4.2 Production of B787 load‐sheet.......................................................................................... 27
8.1.8.5 CMDR’s check of load‐sheet .................................................................................................... 27
8.1.8.6 Filing of loadsheet ................................................................................................................... 28
8.1.8.7 Standard masses ..................................................................................................................... 28
8.1.8.8 Baggage mass .......................................................................................................................... 29
8.1.8.9 Mass Increment by the CMDR ................................................................................................. 30
8.1.8.10 Baggage free of charge ........................................................................................................ 30
8.1.8.11 Specific gravity of fuel and oil .............................................................................................. 30
8.1.8.12 Load control ........................................................................................................................ 31
ATS Flight Plan............................................................................................................................. 31
Operational Flight Plan (OFP) ...................................................................................................... 32
Aircraft Technical Log .................................................................................................................. 33
8.1.11.1 B737 Aircraft Technical Log ................................................................................................. 33
8.1.11.1.1 B737 General .................................................................................................................. 33
8.1.11.1.2 Instructions for use ‐ block information .......................................................................... 34
8.1.11.1.3 Expanded Information ‐ Complaint / Action taken / MEL/PFI .......................................... 37
8.1.11.1.4 Practical examples of using the Aircraft Technical Log (ATL). .......................................... 39
8.1.11.2 B787 Aircraft Technical Log ................................................................................................. 47
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Documents, Forms and Information to be carried ....................................................................... 47
Information to be Retained on the Ground ................................................................................. 48
Flight Time Recording / Delay Codes ........................................................................................... 48
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General
All flights shall be operated in accordance with the specifications in the Company’s Air
Operator’s Certificate, the limitations in the respective Aircraft Flight Manual and any
restriction imposed by the Authority.
An operational flight plan shall be prepared for each intended flight and filled in as the flight
progresses, ref. section 8.1.10.
The CMDR shall not commence a flight unless he is satisfied that:
the aeroplane is airworthy;
The aeroplane is not operated contrary to the provision of the Configuration Deviation
List (CDL);
the instruments and equipment required for the flight to be conducted are available;
the instruments and equipment are in operable condition except as provided in the MEL;
the aircraft has been subject to a security check/ security search;
those parts of the Operations Manual that are required for conduct of the flight are
available –normally OM‐A, B and C;
the documents, additional information and forms required to be available, ref. section
8.1.12 are on board;
current maps, charts and associated documents or equivalent data are available to
cover the intended operation of the aeroplane including any diversion which may
reasonably be expected; This shall include any conversion tables necessary to support
operations where metric heights, altitudes and flight levels must be used.
ground facilities and services required for the planned flight are available and
adequate;
the provisions specified in the Operations Manual in respect of fuel, oil and oxygen
requirements, minimum safe altitudes, aerodrome operating minima and availability of
alternate aerodromes, where required, can be complied with for the planned flight;
the load is properly distributed and secured;
the mass of the aeroplane, at the commencement of the take‐off roll, will be such that
the flight plan can be conducted in compliance with the performance and weight and
balance limitations of the aeroplane;
any operational limitation in addition to those covered in sub‐paragraphs i) and k)
above can be complied with.
Check‐in
The crew Members shall report at the airport in sufficient time to permit themselves to be
familiarized with the operating conditions and thereby in ample time be able to determine
whether the flight can be expected to operate according to routine.
Planning
The planning of a flight shall be made with the utmost regard to safety and in compliance with
relevant Authority requirements, ATS‐procedures and Company operational procedures.
OFP and ATC flight plan are retrieved through a flight planning system and will normally be
issued by OCC‐FW.
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Weather Briefing/NOTAM
Before each flight the CMDR or one of the Flight Crew Members shall obtain a weather briefing
to get all available information about the actual and anticipated weather conditions.
Briefing on the serviceability of radio facilities and aerodromes, danger areas en‐route
procedures, etc., shall be obtained before each flight using the flight planning system defined
in OM B Section 5. The NOTAM Section in OM‐C shall also be reviewed
Route (OM‐C)
The instrument departure and approach procedures published in these manuals shall be strictly
adhered to.
The CMDR may however accept an ATC clearance deviating from published departure or arrival
routes, provided obstacle criteria are observed and full account is taken for the operating
conditions. The final approach must be flown visually or in accordance with the established
instrument approach procedure.
Minimum Flight Altitudes
General
Minimum flight altitudes shall be determined for all flights performed by the Company. Normally
this will be found in the Operational Flight Plan.
Corrections for wind, temperature and QNH are always the CMDR’s responsibility except when
under radar vectoring. In that case, the radar controller issues clearances such that the prescribed
obstacle clearance will exist at all times, taking the cold temperature correction into account unless
otherwise stated by AIP/NOTAM. (Ref ICAO Doc 8168 Vol l part lll, section 1, chapter 4)
Should the crew have doubt about the terrain clearance afforded by an ATC clearance it must be
challenged immediately.
Where minimum flight altitudes established by national authorities are higher than those
established by the Company, the higher values shall apply.
Company considerations for establishing minimum flight altitudes
a) The company has taken into account the following factors when establishing minimum
flight altitudes:
1) the accuracy with which the position of the aircraft can be determined;
2) the probable inaccuracies in the indications of the altimeters used;
3) the characteristics of the terrain, such as sudden changes in the elevation,
along the routes or in the areas where operations are to be conducted;
4) the probability of encountering unfavourable meteorological conditions,
such as severe turbulence and descending air currents; and
5) possible inaccuracies in aeronautical charts.
b) The Company has also considered:
1) corrections for temperature and pressure variations from standard values;
2) ATC requirements; and
3) any foreseeable contingencies along the planned route.
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Operating when QNH is outside minimum and maximum altimeter settings
Operation when QNH is outside the altimeter setting range is not approved due to limitations
in OM‐B.
Flights shall not plan to land at an airport with QNH outside altimeter setting range; neither
shall such an airport be nominated as an alternate.
VFR operation
Not applicable.
IFR operation
IFR operation shall be based upon following minimum altitudes/levels:
Minimum Sector Altitude (MSA), Minimum Flight Altitude/Level (MFA), Minimum Obstruction
Clearance Altitude (MOCA) and Minimum Off‐route Altitude (MORA).
For certain routes a minimum altitude is defined to ensure drift down capability crossing high
terrain.
For definitions:
Minimum Sector Altitude (MSA):
A minimum sector altitude is given on the IAC chart and is based on a tolerance of 1000 ft above
terrain and obstructions within the sector distance (25 NM) rounded up to 100 ft.
Minimum Flight Altitude/Level (MFA):
Minimum flight altitude/level may be issued by states to define the lowest permissible IFR
altitude/level on the airways within their territory. The MFA shall be given in the Route Chart.
Minimum Obstruction Clearance Altitude (MOCA)
The lowest published altitude in effect between radio fixes on VOR airways, off airway routes, or
route segments which meets obstacle clearance requirements for the entire route segment.
Minimum Off‐Route Altitude (MORA) – Jeppesen Formula:
MORA is a minimum flight altitude computed by Jeppesen from current ONC or WAC charts.
Two types of MORA’s are charted which are:
‐ Route MORA’s e.g.9800a; and
‐ Grid MORA’s e.g.98.
Route MORA values are computed on the basis of an area extending 10 nm to either side of
route centreline and including a 10 nm radius beyond the radio fix/reporting point or mileage
break defining the route segment.
MORA values clear all terrain and man‐made obstacles by 1000 ft in areas where the highest
terrain elevation or obstacles are up to 5000 ft. A clearance of 2000 ft is provided above all
terrain or obstacles which are 5001 ft and above.
A Grid MORA is an altitude computed by Jeppesen and the values are shown within each Grid
formed by charted lines of latitude and longitude. Figures are shown in thousands and
hundreds of feet (omitting the last two digits so as to avoid chart congestion). Values followed
by ± are believed not to exceed the altitudes shown. The same clearance criteria as explained
above apply.
Jeppesen Formula
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For additional altitude definitions refer to the Jeppesen Airway Manual.
Minimum radar vectoring altitudes
When an IFR flight is being vectored by radar, air traffic control (ATC) may assign minimum
radar vectoring altitudes which are below the minimum sector altitude. Minimum vectoring
altitudes provide obstacle clearance at all times until the aircraft reaches the point where the
pilot will resume own navigation.
The term “radar contact” indicates that the aircraft has been seen and identified on the radar
display but may not mean that the aircraft is under radar control. If in doubt as to the air traffic
control service being provided, request clarification from ATC.
The pilot‐in‐command should closely monitor the aircraft’s position with reference to pilot‐
interpreted navigation aids to minimize the amount of radar navigation assistance required and
to alleviate the consequences resulting from a radar failure. The pilot‐in command should also
continuously monitor communications with ATC while being radar vectored and should
immediately climb the aircraft to the minimum sector altitude if ATC does not issue further
instructions within a suitable interval, or if a communications failure occurs.
The radar controller issues clearances such that the prescribed obstacle clearance will exist at
all times, taking cold temperature correction into account unless otherwise stated by
AIP/NOTAM. (Ref ICAO Doc 8168 Vol l part lll, section 1, chapter 4)
Corrections for wind, temperature and QNH:
All minimum altitudes shall be corrected for wind and temperature when altimeter is set to
QNH, and for wind, temperature and QNH when altimeter is set to QNE (1013 hPa).
For temperature corrections use the table provided. Alternatively, 4% per 10 degree C
below standard temperature measured at the altimeter setting source (airport) can be
used safely in lieu of the table if temperature is warmer than ‐15°C at the airport.
For QNH corrections below 1013 hPa, add 30 feet per hPa to find minimum Flight Level.
For wind add following corrections: En route, add 500 ft for each 10 kts exceeding 30 kts
up to 2000 ft correction.
For temperature corrections for approach and departure, use the table on the next page,
or the identical table in the OM‐C Jeppesen Airway Manual‐ Air Traffic Control
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–Altimeter Correction.
o Alternatively use the EFB Application for calculation of temperature
correction.
Wind corrections 1 for approach and departure to be added to minimum altitudes (Advice ATC):
0F0F
Terrain elev. 3000ft Terrain elev. 6000 ft
Wind speed Correction Wind speed Correction
20 kts + 50 ft 20 kts + 70 ft
30 kts + 110 ft 30 kts + 160 ft
40 kts + 200 ft 40 kts + 280 ft
50 kts + 320 ft 50 kts + 440 ft
60 kts + 460 ft 60 kts + 640 ft
70 kts + 620 ft 70 kts + 870 ft
80 kts + 810 ft 80 kts + 1130 ft
Temperature corrections Ft2 to be added to min altitudes for temperatures at or below 00C(Advice ATC):
Height above Values to be added to published altitudes. Aerodrome temperatures in 0C
Aerodrome 00 ‐100 ‐200 ‐300 ‐400 ‐500
200 ft 20 20 30 40 50 60
300 ft 20 30 50 60 80 90
400 ft 30 40 60 80 100 120
500 ft 30 50 70 100 120 150
600 ft 40 60 90 120 150 180
700 ft 40 70 100 140 170 210
800 ft 50 80 120 150 190 240
900 ft 50 90 130 170 220 270
1000 ft 60 100 140 190 240 300
1500 ft 90 150 210 280 360 450
2000 ft 120 200 280 380 480 590
3000 ft 170 290 420 570 720 890
4000 ft 230 390 570 760 970 1190
5000 ft 280 490 710 950 1210 1500
6000 ft 340 590 850 1140 1450 1800
7000 ft 400 690 990 1330 1690 2100
8000 ft 460 780 1130 1520 1930 2390
1
Studies at CFD Norway have indicated that these values are realistic with mountainous terrain (PANS‐OPS)
2
For higher minimum altitudes extrapolate by adding values, i.e. MORA 18300 ft (Alps) at ‐100 correct 3xthe 6000 ft correction + the 300 ft
correction, so: 3x590ft +30ft= 1800ft.
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Criteria for Determining The Usability Of Aerodromes
General
The Director Flight Operations shall only authorise the use of aerodromes that are determined to
be adequate for the intended operation and aeroplane type. The approval is normally based upon
an aerodrome risk analysis, see separate paragraph.
For operating on Category B and C aerodromes special crew rules apply, ref Section 5.1.2.
Terminology:
a) Adequate Aerodrome.
An aerodrome which the Company considers to be satisfactory, taking account of the
applicable performance requirements and runway characteristics; at the expected
time of use, the aerodrome will be available and equipped with necessary ancillary
services such as ATS, sufficient lighting, communications, weather reporting, navaids
and emergency services.
b) En‐Route Alternate (ERA) Aerodrome.
An adequate aerodrome along the route, which may be required at the planning stage.
c) Fuel ERA.
An en‐route alternate aerodrome selected for the purposes of reducing contingency fuel.
d) Isolated Aerodrome.
If acceptable to the Authorities, the destination aerodrome can be considered as an
Isolated Aerodrome, if the fuel required (diversion plus final) to the nearest adequate
destination alternate aerodrome is more than fuel to fly for two hours at normal cruise
consumption above the destination aerodrome, including final reserve fuel.
e) Contingency Fuel.
“Contingency fuel” means the fuel required to compensate for unforeseen factors that
could have an influence on the fuel consumption to the destination aerodrome.
f) Separate Runways.
Runways at the same aerodrome that are separate landing surfaces. These runways may
overlay or cross in such a way that if one of the runways is blocked, it will not prevent the
planned type of operations on the other runway. Each runway shall have a separate
approach procedure based on a separate navigation aid.
g) OPT. On‐board Performance Tool.
EFB Application on the B787 for calculation of takeoff and landing performance.
h) TODC/LDC. Take Off Data Calculator/ Landing Data Calculator.
EFB Application on the B737 for calculation of takeoff and landing performance.
Approval
The DFO approves aerodromes based on the operational considerations communicated to him
by the Manager Navigation. In the aerodrome assessment the following points shall be
considered:
A structured workflow in accordance with Flight Operations Procedure 409012
(“Operational considerations of new routes and/or destinations. Including Aerodrome
approval, Risk assessment, and Crew qualification requirements”). Additionally
related Flight Ops Procedures as relevant for the area and type of operation.
Instrument approach and departure procedures.
Take‐off alternate(s) availability
Adequate aerodrome(s) en route and the requirements of OM A 8.5 ETOPS (As
required).
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Destination alternate(s) availability.
Performance limitations in general.
Aerodrome dimensions and parking facilities.
Runway dimensions and bearing strength and parking facilities.
Air Traffic Services (ATS) facilities including visual and non visual aids.
For night operation, at least runway edge, threshold and runway end lights must be
available and on.
For IFR operation, at least one approach navigational aid must be available and
operating.
Custom and immigration services, if required.
The SAR ‐services must be available.
Local conditions such as weather, terrain or political aspects which may affect
operations.
Ground service facilities for fuelling, loading and general handling using normal
operating procedures.
Rescue and Fire‐fighting services (RFFS).
A. Definitions
Aerodrome RFFS category. The RFFS category for a given aerodrome, as published in the
appropriate Aeronautical Information Publication (AIP).
Aeroplane RFFS category. The category derived from ICAO Annex 14, Volume I, Table 9‐1 for a
given aeroplane type.
RFFS category. Rescue and fire fighting services category as defined in ICAO Annex 14, Volume
I, Chapter 9.
Temporary downgrade. RFFS category as notified, including by NOTAM, and resulting from the
downgrade of the level of RFFS protection available at an aerodrome, for a period of time not
exceeding 72 hours.
B. Purpose
The purpose of this section is to define the level of RFFS deemed acceptable by the Company
using aerodromes for different purposes. The Company assess, as part of the safety
management system, the level of rescue and fire fighting service (RFFS) protection available at
any aerodrome intended to be specified in the OFP in order to ensure that an acceptable level
of protection is available for the aeroplane intended to be used.
C. Level of Protection
According to ICAO Annex 14 Ch 9.2, the aerodrome category shall be determined based on the
longest aeroplanes normally using the aerodrome and their fuselage width. While all flight
operations should aim to have the level of RFFS protection required by ICAO Annex 14, some of
the aerodromes currently used do not meet these requirements.
The level of protection provided at an aerodrome for rescue and fire fighting shall be
appropriate to the aerodrome category determined, except that, where the number of
movements of the aeroplanes in the highest category normally using the aerodrome is less than
700 in the busiest consecutive three months, the level of protection provided shall be not less
than one category below the determined category.
Note.— Either a take‐off or a landing constitutes a movement.
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If an aerodrome is exposed to a temporary reduction of its RFFS capability, Annex 14, Volume I,
2.11.3, requires that: “Changes in the level of protection normally available at an aerodrome for
rescue and fire fighting shall be notified to the appropriate air traffic services units and
aeronautical information services units to enable those units to provide the necessary
information to arriving and departing aircraft. When such a change has been corrected, the
above units shall be advised accordingly.”
D. Company Aeroplane RFFS Category determined in accordance with the ICAO Annex 14,
table 9‐1
Aeroplane Aeroplane RFFS Category
B737 Category 7
B787‐8 Category 8
B787‐9 Category 9
E. Table for Minimum acceptable RFFS aerodrome category
In principle, the published RFFS category for each of the aerodromes used for a given flight
should be equal to or better than the aeroplane RFFS category. However, if the aeroplane RFFS
category is not available at one or more of the aerodromes required to be specified in the OFP,
the CMDR shall ensure that the aerodrome has the minimum level of RFFS which is deemed
acceptable for the intended use in accordance with the table below.
Aerodromes Minimum acceptable aerodrome RFFS category
(Required to be specified in the OFP) (1) (Based on published aerodrome RFFS category)
Departure and destination aerodrome RFFS category for each aerodrome should be equal to or
better than the aeroplane RFFS category.
One category (2) below the aeroplane RFFS category may
be accepted where provided as a remission in accordance
with Annex 14, Volume I, 9.2.
Departure and destination Two categories below the aeroplane RFFS category.
aerodrome in case of temporary
downgrade and Take‐off alternate, destination
alternate and en‐route alternate aerodromes
Notes. —
(1) If an individual aerodrome serves more than one purpose, the highest required category corresponding to that
purpose at the time of expected use applies.
(2) Annex 14, Volume I, determines the aerodrome category for rescue and fire fighting except that, where the
number of movements of the aeroplanes in the highest category normally using the aerodrome is less than 700 in
the busiest consecutive three months, the category provided may be one lower than the determined category.
F. Coordination
Intended operations to aerodromes with RFFS categories below the levels specified in Annex 14,
Volume I, Chapter 9, 9.2, shall be coordinated between the Company and the aerodrome
operator.
G. Aircraft not fully operational
For dispatch towards an airport with limited RFFS the CMDR should carefully consider the aircraft
technical status. Any defects that affect stopping capability, wheels, flight controls or engines
should be avoided, and OCC should in that case arrange to change aircraft.
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H. In‐flight
In flight, the CMDR may decide to land at an aerodrome regardless of the RFFS category if, in
the CMDR’s judgement after due consideration of all prevailing circumstances, to do so would
be safer than to divert.
Aerodrome Risk Analysis
Aerodrome Risk Analysis is normally performed on behalf of the DFO by the Manager Navigation
and Manager Performance in accordance with the Procedure 409012 described in the Procedure
Manual.
Aerodrome Briefing Card
An Aerodrome Briefing Card is issued by the Manager Navigation for each aerodrome to which
the Company operates on a regular basis.
The Aerodrome Briefing Card shall contain company relevant information to the pilots, and is a
part of the pilot’s self‐briefing.
The Aerodrome Briefing Card is a supplement to the OM‐C text derived from the AIP and
should contain relevant information regarding:
Terrain surroundings and geographical location.
Prevailing weather conditions and special weather phenomena including turbulence.
Special traffic conditions.
Normal alternates.
Fuel availability and special fuelling procedures.
Handling agent, frequency and special handling agreements if relevant such as
cleaning arrangements and collection of waste.
Type of approach and departure – special conditions.
TEM‐Elements
Methods for Establishing Aerodrome Operating Minima
General
The Company shall establish the minimum values for vertical and horizontal visibility for take‐off
and landing and for planning purposes as well. These minima are based upon CAT.OP.MPA, PANS‐
OPS, TERPS minima or STATE minima (if higher) and the methods for determination of these
minimum values are described in the following sections:
Planning minima: Section 8.1.3.1
Take‐off minima: Section 8.1.3.2
Landing minima: section 8.1.3.3
Performance limitations
For take‐off, minima higher than described in section 8.1.3.2 may be applied, if restricted by
performance limitations.
For landing, weight restrictions may be imposed to satisfy missed approach performance
requirements.
Landing minima representation on approach charts
Approach and circling approach minima are specified on each IAC found in OM‐C. These minima
are considered valid for the type of approach specified, provided:
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The ground equipment shown on the respective chart required for the intended
procedure is operative.
The aeroplane systems required for the type of approach is are operative.
The required aeroplane performance is met; and
The crew is qualified accordingly.
Charts may or may not specify CATIIIB. If charts indicate “CATIIIA available” this also
include CATIIIB No Decision Height Operations, based on aircraft and crew
qualifications.
The published minima is the absolute lowest minima permissible, except for emergency
situations, where the decision to land or not is the CMDR’s privilege.
If a violation of minima has occurred, it is mandatory to produce an occurrence report, which will
be handed over to the Authority for investigation.
The landing minima stated in OM‐C shall be used for all flights. Increments may be done due to
operational corrections on the CMDR’s discretion.
Conversion of reported meteorological visibility to RVR/CMV (CAT.OP.MPA. 110)
Conversion of reported met visibility to RVR/CMV shall not be used for takeoff, for calculating
any other required RVR minimum less than 800m, or when reported RVR is available.
Note: If the RVR is reported as being close to the maximum value assessed by the aerodrome
operator, e.g. “RVR 1500m”, it is not considered to be a reported value for the purpose
of this paragraph.
In all other circumstances conversion is done in accordance with this table:
Lightning elements RVR/CMV =Reported Met Visibility x:
in operation Day Night
HI approach and runway lightning 1.5 2.0
Any type of lightning installation 1.0 1.5
other than above
No lightning 1.0 Not applicable
8.1.3.1 Planning and Re‐planning Minima
Meteorological Conditions:
A) A CMDR shall only commence a take‐off 3 or continue beyond the point from which a
4F2F
revised flight plan applies in the event of in‐flight re‐planning, when information is
available indicating that the expected weather conditions, at the time of arrival, at the
destination and/or required alternate(s) are at or above the planning minima. For an
ETOPS flight specific dispatch criteria in OM A 8.5 must be met before the aircraft moves
under its own power.
3
Thus the commencement of take off defines when the planning phase ends and the operative phase begins. Re‐
planning in flight is also a planning phase which ends beyond the point the revised flight plan applies.
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The minima stated in OM‐C shall in principle be used for all flights with exception for
increment due to operational corrections.
B) The CMDR shall only continue towards the planned destination aerodrome when the
latest information available indicates that, at the expected time of arrival, the weather
conditions at the destination, or at least one destination alternate aerodrome, are at or
above the planning applicable aerodrome operating minima.
Planning Minima CAT.OP.MPA.185.
Note: A re‐planning during flight has the same planning minima as for pre‐flight planning on
ground.
Planning minima for take‐off alternate: = Operational minima for landing.
Planning minima for destination: = Operational minima for landing.
For precision approaches, only RVR/visibility applies
For non‐precision approach or a circling approach both visibility and ceiling apply.
Planning minima for ERA, fuel ERA and destination alternates‐ Isolated aerodrome(s):
Type of approach Planning Minima
Cat II and III Cat I (Note 1)
Cat I Non‐precision (Notes1 & 2)
Non‐precision Non‐precision (Notes1& 2) plus 200ft/1000m
Circling Circling (Notes 2 and 3)
Note 1: RVR
Note 2: The ceiling must be at or above the MDH
Note 3: Visibility
Adequate aerodrome
Except for an ETOPS flight, an adequate aerodrome shall be within 1 hours single engine cruise
at any point along the route to be flown. (Refer to OM A 8.5).
Take‐off alternate
If it is not possible* to return to an aerodrome of departure due to performance or
meteorological conditions, i.e the weather is below landing minima, a take‐off alternate shall
be specified in the operational flight plan and on the loadsheet as well.
*Example: not possible identifies that for instance a single engine return is not possible
due to CAT II/III conditions or performance restricts landing.
The take‐off alternate shall fulfil following requirements:
Meteorological conditions shall be at or above landing minima for the aerodrome
concerned.
The take‐off alternate aerodrome, in relation to the departure aerodrome, shall be
located within one hour flight time at the one‐engine‐inoperative cruising speed
according to the AFM in still air standard conditions based on the actual take‐off mass.
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The assumptions for this calculation are: 310 KIAS MCT cruise at 7000ft (capable at all
weights) which gives the following: 60 minutes equals 341 nm
Any limitation related to one‐engine‐inoperative operations must be taken into account. For
distance to adequate aerodrome see OM Part A 8.5.
Note that the assumptions used in the calculation of distance to adequate aerodrome includes
the benefit of drift down from cruise altitude and is therefore larger than the distance above.
Destination
Planning minima for destination shall be at or above landing minima. If the weather conditions
from one hour before to one hour after the estimated time of arrival, are forecasted or
reported, or any combination thereof, below the applicable minima, or no meteorological
information is available, two destination alternates are required. Both shall be specified in the
operational flight plan.
Destination alternates
A destination alternate must be selected for all IFR‐flights unless for (1) or (2):
For all other destinations, planning minima for alternate aerodromes shall be at or above the
planning minima according to the table on previous page. If two alternates are required, both
shall satisfy destination alternate requirements.
Alternate is not required if:
1) Not applicable for NAA
Decoding of weather forecasts and reports
See OM‐C.
Application of aerodrome forecasts (TAF and TREND) to pre‐flight planning
See Section OM‐A 8.1.6 / OM‐C.
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8.1.3.2 Take‐Off Minima
General
Before commencing take‐off, the CMDR must satisfy himself that, according to the information
available to him, the weather at the aerodrome and the condition of the runway intended to
be used should not prevent a safe takeoff and departure.
Before commencing the take‐off, the CMDR must satisfy himself that the RVR or visibility in the
take‐off direction is equal to or above the applicable minimum.
The CMDR shall not commence take‐off 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 take‐off alternate aerodrome is selected. It is further required that the aeroplane’s
one engine inoperative performance will permit it to proceed to the alternate.
The Company’s take‐off minima are only restricted by horizontal visibility/RVR, provided no
local regulations stipulate differently. Normally, the take‐off minima are identical with the
minima listed below, unless special take‐off procedures include visual turns to avoid obstacles.
Note: RVR shall be used if available. If the first two third of the RWY is sufficient for take‐off
the roll‐out end may be disregarded, provided three RVRs are given, and the last third is
considered a runway shortening for the performance calculations.
TAKEOFF MINIMUMS ‐ IFR FLIGHTS
TWO OR MORE OPERATING ENGINES AIRPLANES FOR AERODROMES
WITH INSTRUMENT APPROACH CHARTS
(In all cases, takeoff alternate aerodrome is required)
Horizontal visibility RVR Characteristics of the runway in use for takeoff
Less than 5 Km but not less
Not required Runway surface: Paved or unpaved
than 1500 mt.
Less than 1500 mt but not less
Not required Runway surface: Paved with operative lighting system
than 800 mts
Less than 800 mt but not less If RVR is available, not Operative lighting system required for the runways with
than 550 mts less than 400 mt. precision approach procedures
Operative lighting system required for the runways with
precision approach procedures plus:
Signals:
‐ Runway edge line
Less than 550 mt but not less If RVR is available, not
‐ Taxiway center line from the runway center line, for runway
than 400 mts less than 300 mt.
codes 1 and 2
Lighting:
‐ Runway center line lights
‐ taxi‐holding position lights
If RVR is available, not
Less than 400 mt Runways certified for CAT II/IIIA operations
less than 175 mt.
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8.1.3.3 Landing Minima
Before commencing an approach to land, the CMDR must satisfy himself that, according to the
information available to him, the weather at the aerodrome and the condition of the runway
intended to be used should not prevent a safe approach, landing or missed approach.
The landing minima shall be calculated as described in OM C Route Manual. OM‐C Route
Manual describes the minima for different type of approaches.
Note: RVR shall be used if available. The touch‐down zone RVR is always controlling. If
reported and relevant, the mid point and stop end RVR are also controlling. The
minimum RVR value for the mid‐point is 125 m or the RVR required for the touch‐
down zone if less, and 75 m for the stop‐end. (Relevant means that part of the
runway used during high speed phase of the landing down to a speed of
approximately 60 knots). The touch down zone RVR may be temporarily replaced
with midpoint RVR if approved by the State of the aerodrome. RVR may be reported
by human observation.
LVO Approach
See OM Part A 8.4.5 for LVO Approach and Landing.
8.1.3.3.1 Aerodrome Operating Minima NPA, APV, CAT I OPERATIONS
(a) The Decision Height (DH) to be used for a Non‐Precision Approach (NPA) flown with the
Continuous Descent Final Approach (CDFA) technique, approach procedure with vertical
guidance (APV) or CAT I operation should not be lower than the highest of:
1) the minimum height to which the approach aid can be used without the required
visual reference;
2) the obstacle clearance height (OCH) for the category of aircraft;
3) the published approach procedure DH where applicable;
4) the system minimum specified in Table 3; or
5) the minimum DH specified in the Aircraft Flight Manual (AFM) or equivalent
document, if stated.
(b) The Minimum Descent Height (MDH) for an NPA operation flown without the CDFA
technique should not be lower than the highest of:
1) the OCH for the category of aircraft;
2) the system minimum specified in Table 3; or
3) the minimum MDH specified in the AFM, if stated.
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Rev: 04
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En‐Route Operating Minima for VFR Flights or VFR Portions of a Flight
Except when authorized by the air traffic control unit, on VFR flights, no pilot will take off or
land at any aerodrome within a control zone, nor will it enter the aerodrome transit zone or
the aerodrome transit circuit if:
(1) the ceiling is less than 450 m (1 500 ft); or
(2) visibility on land is less than 5 km
Presentation & Application of Aerodrome and En Route Operating Minima
Presentation
The presentation of aerodrome and en route minima is described in OM‐C and is covered in the
Company’s initial course for flight crew. However, as the presentation may change from time
to time, all flight crew shall keep themselves familiar with the contains of OM‐C.
Application
The CMDR shall make himself familiar with the procedures to be followed during take‐off,
approach, landing and missed approach at the different aerodromes to/from which he/she is
operating, and also that his/hers flight crew fulfil this requirement.
The following planning and operational minima shall apply to all IFR flights:
1) Planning Minima
2) Take‐off Minima
3) En Route Minimum Altitudes/Levels
4) Landing Minima
A CMDR is not permitted to operate to minima which are lower than those published in OM‐C
or notified by the State which controls the aerodrome in question. A CMDR may nevertheless
elect to operate to higher minima than those established by any of these means if he considers
that under the circumstances of the flight to do otherwise might compromise the safety of his
aeroplane or passengers. Once the flight has started, the CMDR may be prepared to amend the
intended minima for any aerodrome he/she is scheduled to use, in order to take account of any
change in status of the relevant approach aids which occurs during flight.
For corrections of minimum altitudes/levels, see Section 8.1.1.
Interpretation of Meteorological Information
Interpretation
The interpretation and codes of weather forecasts and reports is described in OM‐C.
All flight crew members are required to develop and maintain a sound working knowledge of
the system used for reporting and forecasting weather conditions and of the codes associated.
Basis for flight planning ‐ general
The flight planning shall normally be based upon the latest available terminal aerodrome
forecast (TAF) and enroute forecast. However, if available, the trend type actual weather report
(METAR) overrules the currently valid TAF for the validity of the trend in the METAR. If sufficient
weather info is not available two alternates are required.
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APPLICATION OF AERODROME FORECASTS (TAF AND TREND) TO PREFLIGHT PLANNING (ref. to ICAO Annex 3)
OM A
1. APPLICATION OF INITIAL PART OF TAF
a) Application time period: From the start of the TAF validity period up to the time of applicability of the first subsequent “FM..*” or “BECMG” or, if no “FM” or BECMB
Chap: 8.1
is given, up to the end of the validy period of the TAF.
b) Application of forecast The prevailing weather conditions forecast in the initial part of TAF should be fully applied with the exception of the mean wind and gusts (and
crosswind) which should be applied in accordance with the policy in the column “BECMG AT and FM” in the table below. This may however be overruled
temporarily by a “TEMPO” or “PROB” if applicable according to the table below.
Internal Section Code: NAA
2. APPLICATION OF FORECAST FOLLOWING CHANGE INDICATORS IN TAF AND TREND
FM (alone) and BECMG (alone), BECMG FM; BECMG TEMPO (alone), TEMPO FM, TEMPO TL, TEMPO FM…TL, PROB 30/40 (alone) PROB
BECMG AT: TL, BECMG FM…TL, Deterioration TEMPO
TAF or TREND In case of:
Management System
Improveme Deteriorat
for nt ion and
Deterioration Improvement Transisent/Showery Persistent Conditions in
AERODROME Deterioration and In any case Improvem
Conditions in connection connection with e.g. haze,
PLANNED as: improvement ent
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with short‐lived weather mist, fog, dust/sandstorm,
phenomena continuous precipitation
DESTINATION Applicable from the start Applicable from the Applicable from the Not applicable Applicable
At ETA +/‐ 1 hr of the change time of the start of time of end
the change of the change
TAKE‐OFF ALTN
At ETA +/‐ 1 hr Mean wind: Mean wind: Mean wind:
Should be within Should be within Should be within
DESTINATION
Rev: 04
required limits; required limits; required limits;
ALTERNATE Mean wind and gusts Mean wind: Should be within Deteriorat
At ETA +/‐ 1 hr Gusts: May be Gusts: ay be Gusts: ay be exceeding required limits required limits ion may
disregarded disregarded disregarded may be disregarded be
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ENRT ALTN Gusts: May be disregarded disregarde
Date: 19/Jul/19
At ETA +/‐ 1 hr d;
Improvem
ent should
ETOPS ENRT Refer to OM A CH Refer to OM A CH Refer to OM A CH Refer to OM A CH 8.5.3.7. Refer to OM A CH 8.5.3.7 Should be be
ALTN 8.5.3.7 8.5.3.7. 8.5.3.7 disregarded disregarde
d
Refer to OM A CH including
mean
8.5.3.7
Application of aerodrome forecasts (TAF and TREND) to preflight planning
wind and
gusts
Note 1 : “Required limits” are those contained in the Operationals Manual
Note 2:: If promulgated aerodrome forecasts do not comply with requirements of ICAO Annex 3, operators should ensure that guidance in the application of these reports
is provided.
* : The space following “FM” should always include a time group e.g. “FM1030”.
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Rev: 04
Determination of Fuel and Oil to Be Carried
8.1.7.1 General
A flight shall not be commenced unless, taking into account both the meteorological conditions
and any delays that are expected during the flight, the aeroplane carries sufficient fuel and oil
to ensure that it can safely complete the flight and also have enough reserves to cover
deviations from the planned operation. Following factors shall also be considered:
Possible changes in the Operative Flight Plan due to ATC restrictions.
Possible delays based upon knowledge of local conditions (i.e. high traffic density,
snow and ice problems on the runways etc.)
Possible engine failure at any point during flight.
Possible loss of cabin pressure at any point during flight
Possible errors in weather forecast.
The total fuel requirements include taxi fuel, trip fuel and reserve fuel consisting of:
contingency fuel, alternate fuel (if required), final reserve fuel, additional fuel (if required) and
extra fuel if required by the CMDR.
If re‐planning en route, it is the CMDRs responsibility to calculate the fuel requirement
for the remainder of the flight, fulfilling the requirements above.5F3F4
For definitions, see next pages.
Note: Except for EDTO operations, an en route alternate is not required, but an adequate
aerodrome shall be within 1 hours one engine inoperative cruise speed at any point
along the route.
Note: Planning of operation to isolated aerodromes, is not included in the Company’s fuel
policy
4
Re‐planning must not be confused with In‐Flight Fuel Management described in OM‐A 8.3.7
Re‐planning requirements for weather and fuel is the same as during the planning phase on ground.
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8.1.7.2 Fuel requirements / Fuel reserves
Minimum ramp fuel shall be the amount of 1.1 to 1.7 below:
Note: Additional Fuel and Final Reserve Fuel for holding at 1500 feet will be calculated based
on fuel consumption at the anticipated mass. The aircraft mass when starting on final
reserves is the actual ZFM+ final reserves.
1.1 Taxi fuel, which provides for engine start and taxiing and should not be less than the
amount expected to be used prior to take‐off. Local conditions at the departure
aerodrome and APU consumption should be taken into account. Standard taxi fuel is
provided on the OFP which may be adjusted by the CMDR.
1.2 Trip fuel, which should include:
a) Fuel for take‐off and climb from aerodrome elevation to initial cruising
level/altitude, taking into account the expected departure routing;
b) Fuel from top of climb to top of descent, including any step climb/descent;
c) Fuel from top of descent to the point where the approach is initiated, taking into
account the expected arrival procedure; and
d) Fuel for approach and landing at the destination aerodrome.
1.3 Contingency fuel, which should be the higher of (I) or (II) below:
I. Domestic Operations: Fuel equivalent to 45min at cruising speed
II. International Operation: Fuel equivalent to 10% of trip time from origin to
destination or, for Reduced Contingency Fuel Procedure (RCF), contingency fuel
is a minimum of the fuel equivalent to 10% trip time from decision point to the
Destination 1 (desired destination).
1.4 Alternate fuel, which should be sufficient for:
a) A missed approach from the applicable MDA/DH at the destination aerodrome
to missed approach altitude, taking into account the complete missed approach
procedure;
b) A climb from missed approach altitude to cruising level/altitude;
c) The cruise from top of climb to top of descent;
d) Descent from top of descent to the point where the approach is initiated, taking
into account the expected arrival procedure; and
e) Executing an approach and landing at the destination alternate aerodrome.
f) If two destination alternates are required, alternate fuel shall be sufficient to
proceed to the alternate which requires the greater amount of alternate fuel.
1.5 Final reserve fuel, which should be fuel to fly for 30 minutes at holding speed at 1500
ft above aerodrome elevation in standard conditions, calculated with the estimated
mass on arrival at the alternate or the destination, if no alternate is required.
For domestic flights, the FRF is not planned as a separate fuel. The planned
contingency fuel (point 1.3) should be managed in flight in order to preserve a portion
of this fuel (equivalent to fly 30min at 1500’) to use it as FRF.
1.6 Minimum additional fuel which should permit:
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a) Holding for 15 minutes at 1500 ft above aerodrome elevation in standard
conditions, when a flight is operated without a destination alternate.
b) Following the possible failure of a power unit or loss of pressurisation, based on
the assumption that such a failure occurs at the most critical point along the
route, the aeroplane to descend as necessary and proceed to an adequate
aerodrome; and
I. hold there for 15 minutes at 1500 ft above aerodrome elevation in
standard conditions; and
II. make an approach and landing,
Except that additional fuel is only required, if the minimum amount of fuel
calculated in accordance with sub‐paragraphs 1.1 to 1.5 above is not sufficient
for such an event.
1.7 Extra fuel, which should be at the discretion of the CMDR.
1.8 Engine Oil: Engine oil contents must be in accordance with the manufacturers
recommendations.
8.1.7.3 Isolated aerodrome fuel policy
Not applicable to NAA
8.1.7.4 Location of the Fuel (3%) ERA Aerodrome
Reserved
8.1.7.5 Reduced contingency fuel procedure (RCF)
‐useful to minimize required fuel uplift on long flights
The policy for fuelling which includes planning to a Destination 1 (commercial destination) using
a decision point along the route and a Destination 2 aerodrome (optional refuel destination),
the amount of usable fuel, on board for departure, shall be the greater of 1) or 2) below:
1) The sum of:
a) Taxi fuel;
b) Trip fuel to the destination aerodrome via the decision point;
c) Contingency fuel not less than 10% of the trip time from the decision point to the
destination aerodrome;
d) Alternate fuel or no alternate fuel if the decision point is at less than six hours from
the Destination 1 aerodrome and the requirements of planning without destination
alternate are fulfilled;
e) Final reserve fuel;
f) Additional fuel;
g) Extra fuel if required by the CMDR or,
2) The sum of:
a) Taxi fuel
b) Trip fuel to the Destination 2 aerodrome, via the decision point;
c) Contingency fuel equal to not less than the amount calculated in accordance with
OM‐A 8.1.7 (1.3) Fuel requirements / Fuel reserves from departure aerodrome to
the Destination 2 aerodrome;
d) Alternate fuel, unless the requirements of planning without destination alternate
are fulfilled
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e) Final reserve fuel
f) Additional fuel
g) Extra fuel if required by the CMDR
During Flight:
‐Weather:
The CMDR shall only continue beyond the decision point when information is available
indicating that the expected weather conditions, at the time of arrival, at the destination and/or
required alternate aerodrome(s) are at or above the applicable aerodrome operating minima.
‐Minimum Fuel Required at Decision point:
On a flight using the RCF procedure, in order to proceed to the Destination 1 aerodrome, the
CMDR must ensure that the usable fuel remaining at the decision point is in accordance with
OM‐A 8.3.7 for the RCF procedure.
8.1.7.6 Pre‐Determined Point Procedure (PDP)
‐could be useful for remote aerodromes
When planning to a destination alternate where the distance between the destination
aerodrome and the destination alternate is so large that a flight can only be routed via a pre‐
determined point (PDP) to one of these aerodromes, the minimum fuel required is the greater
of (1) and (2) below. Extra fuel is at the discretion of the CMDR.
1 The sum of:
a) Taxi fuel
b) Trip fuel from the departure aerodrome to the destination aerodrome, via the
predetermined point
c) Contingency fuel based on 10% of trip time
d) Additional fuel if required, but not less than fuel to fly for two hours at normal cruise
consumption above the destination aerodrome.
e) Extra fuel if required by the CMDR
2 The sum of:
a) Taxi fuel; and
b) Trip fuel from the departure aerodrome to the destination alternate aerodrome, via
the predetermined point
c) Contingency fuel based on 10% of trip time
d) Additional fuel if required, but not less than final reserve fuel
e) Extra fuel if required by the CMDR.
During Flight:
‐Weather:
The CMDR shall only continue beyond the PDP when information is available indicating that the
expected weather conditions, at the time of arrival, at the destination and/or required
alternate aerodrome(s) are at or above the applicable aerodrome operating minima.
‐Minimum Fuel Required at PDP:
On a flight using the PDP procedure, in order to proceed to the Destination 1 aerodrome, the
CMDR must ensure that the usable fuel remaining at the PDP is in accordance with OM‐A 8.3.7
for the PDP procedure.
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8.1.7.7 QUICK SUMMARY OF THE FUEL PLANNING METHODS
Use one of the three methods below that best meets your needs. For most cases the basic
procedure is used. For long flights RCF is an option, for remote airports PDP is an option.
1. Basic Procedure
The fuel required is the sum of:
taxi fuel;
trip fuel;
contingency fuel
alternate fuel, if a destination alternate is required;
final reserve fuel;
additional fuel, if required
extra fuel, if desired by the CMDR
2. Reduced Contingency Fuel Procedure (RCF)
When planning to a destination (DEST‐1) via a decision point7F5F5 (DP) along the route and an
optional refuel destination (DEST‐2) the minimum fuel is the greater of (a) or (b) below.
Note: ‐The contingency fuel in a) from DP to DEST‐1 cannot be reduced below 5%.
‐ Check separate text with regards to omitting destination alternate D‐ALT.
‐ Extra fuel on a) and/or b) is at the discretion of the CMDR.
(a) (b)
‐Taxi fuel; ‐Taxi fuel;
‐trip fuel to DEST‐1 (desired ‐trip fuel to DEST‐2 (opt refuel
destination) via DP (T1 + T2); destination) via DP (T1+T3);
‐10 % trip time contingency fuel ‐contingency fuel for the trip fuel
from DP to DEST‐1 from
(10 % of T2); departure aerodrome to DEST‐2
‐alternate fuel, if destination‐1 (contingency of (T1+T3));
alternate is required (T4); ‐alternate fuel, if destination‐2
‐final reserve fuel; alternate is required (T5);
‐additional fuel, if required; ‐final reserve fuel;
‐additional fuel, if required;
5
Observe the in‐flight requirements (Weather and Fuel) in order to continue beyond the decision point.
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3. Pre‐Determined Point Procedure (PDP)
When planning to a destination alternate where the distance between the destination
aerodrome and the destination alternate is so large that a flight can only be routed via a pre‐
determined point (PDP)8F6F6 to one of these aerodromes, the minimum fuel required is the
greater of (a) and (b) below.
Note: ‐The contingency fuel is 10% trip time
‐Extra fuel is at the discretion of the CMDR.
(a) (b)
‐taxi fuel; ‐taxi fuel;
‐trip fuel to the destination ‐trip fuel to the alternate
aerodrome via the predetermined aerodrome via the pre‐determined
point (T1+T2); point (T1+T3);
‐contingency fuel for trip fuel ‐ contingency fuel for trip fuel from
from departure aerodrome to departure aerodrome to
destination via PDP (T1+T2)), destination alternate via PDP
and; (T1+T3)), and;
‐additional fuel if required, but ‐additional fuel, if required, but not
not less than the fuel to fly for less than the fuel for 30 minutes
two hours, calculated with the hold at 1500 ft in ISA, including
normal cruise consumption, at the Final Reserve fuel.
last planned flight level
(overhead) above the destination
aerodrome including Final
Reserve fuel.
D-ALT
T3
T1 PDP
DEP
T2
DEST
6
Observe the in‐flight requirements (weather and fuel) in order to continue beyond PDP.
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Mass and Center of Gravity
8.1.8.1 Terminology
Note: The term ”weight” may be used in lieu of ”mass” but may for practical purposes be
considered to be the same.
a) Dry Operating Mass. The total mass of the aeroplane ready for a specific type of
operation excluding all usable fuel and traffic load. This mass includes items such as:
Crew and crew baggage; Catering and removable passenger service equipment; and
potable water and lavatory chemicals.
b) Maximum Zero Fuel Mass. The maximum permissible mass of an aeroplane with no usable
fuel. The mass of fuel in particular tanks must be included if stated in the AFM.
c) Maximum Structural Landing Mass. The maximum permissible total aeroplane mass
upon landing under normal circumstances.
d) Maximum Structural Take Off Mass. The maximum permissible total aeroplane mass
at the start of the take‐off run.
e) Traffic Load. The total mass of passengers, baggage and cargo, including any non‐
revenue load.
f) Stand‐Alone Computerised mass and Balance System: A stand‐alone computerised
mass and balance system may be a computer, either as a part of an electronic flight
bag (EFB) system or solely dedicated to mass and balance purposes, requiring input
from the user, in order to generate mass and balance data as an output. Note: The
EFB Application for Mass and Balance is described in OM B AOM.
8.1.8.2 Survey of aeroplane masses / centre of gravity
The Company has established following procedures to ensure that during any phase of
operation, the loading, mass and centre of gravity complies with the respective AFM/
Weight and Balance Manual for each type by:
Individual weighing of each aeroplane after each major overhaul, i.e. from C‐check or
beyond, or after major repair/installations, but not exceeding intervals of 4 years
Each weighing scale/cell shall have an accuracy of +0.1%.
For weighing procedures and calculation of centre of gravity, refer to the
manufacturers Weight and Balance Manual.
Fleet mass are not used by the Company.
The Flight Operations department is responsible for the issue and distribution of mass
reports. For minor modifications, the tech. department will provide the necessary
information to keep a survey for each aeroplane. The Flight Operations department
shall update the mass report when the cumulative change in mass and/or centre of
gravity (c.g) exceeds 0.5% respectively of the maximum structural landing mass and of
the mean aerodynamic chord.
In the Certificate Limitations section of the AFM, forward and aft CG limits are
specified. These limits ensure that the certification stability and control criteria are
met throughout the whole flight and allow the proper trim setting for take‐off. The
company has introduced curtailments to the these limits the ensure that they are not
exceeded. Refer to OM B AOM CH 6.
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8.1.8.3 Load‐sheet contents:
The load‐sheet shall contain:
a) Aircraft registration and type;
b) The flight identification number and date;
c) Name of the CMDR
d) Name of the person who prepared the document;
e) Dry operating mass and the corresponding CG of the aircraft;
f) Mass of the fuel at take‐off and the mass of trip fuel;
g) Mass of consumables other than fuel, if applicable;
h) Load components including passengers, baggage, freight and ballast;
i) Take‐off Mass, Landing Mass and Zero Fuel Mass;
j) Applicable aircraft CG positions; and
k) The limiting mass and CG values.
l) Last Minute Change
8.1.8.4 Production of load‐sheet
The Company has aeroplane type specific procedures for the production of load‐sheet.
Procedures for passenger distribution, checking of mass and balance, use of ACARS/OPT or EFB
load‐sheet are all provided in the OM‐B AOM for the aeroplane type.
INTEGRITY
The Company verifies the integrity of mass and balance data and documentation generated by
the computerised mass and balance systems, at intervals not exceeding 6 months. The
Company has established a system to check that amendments of its input data are incorporated
properly in the systems and that the systems operate correctly on a continuous basis.
8.1.8.4.1 Production of B737 load‐sheet
B737 EFB load‐sheets are produced by the CMDR and First Officer. Refer to OM B AOM.
8.1.8.4.2 Production of B787 load‐sheet
Reserved
8.1.8.5 CMDR’s check of load‐sheet
The Load Sheet shall be checked, approved and signed by the CMDR, by checking the following
items:
Flight no. and aeroplane registration
Take‐off fuel and trip fuel.
The total number of crew and their seating.
Actual take‐off mass and check that is within structural and performance limits.
Actual landing mass and check that it is within structural and performance limits.
Actual zero fuel mass and check that it is within structural limits.
Number and mass of passengers (he shall also check that the passengers are seated
according to load sheet)
Mass and distribution of freight, mail and luggage
Centre of gravity and that it is within operating limits.
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Note: By signing the Load‐sheet with his pin signature, the CMDR indicates that he approves
the mass and load distribution of the aeroplane, the securing of the load, that all mass,
load and balance restrictions are within limits, that all performance restrictions are
fulfilled, and that the required quantity of fuel is on board.
Digital Signatures
Where a signature by hand is impracticable or it is desirable to arrange the equivalent
verification by electronic means, the following conditions should be applied in order to make
an electronic signature the equivalent of a conventional hand‐written signature:
a) electronic ‘signing’ by entering a personal identification number (PIN) code with
appropriate security, etc.;
b) entering the PIN code generates a print‐out of the individual’s name and professional
capacity on the relevant document(s) in such a way that it is evident, to anyone having
a need for that information, who has signed the document;
c) the computer system logs information to indicate when and where each PIN code has
been entered;
d) the use of the PIN code is, from a legal and responsibility point of view, considered to
be fully equivalent to signature by hand;
e) the requirements for record keeping remain unchanged; and.
f) It is not permitted to digitally sign (enter PIN code) on behalf of another individual.
8.1.8.6 Filing of loadsheet
B737 Load‐sheet: If synchronisation with the EFB Server is confirmed, before departure, the
EFB Load sheet is automatically stored on the EFB Server for at least 3 months. If
synchronisation is not confirmed, then the EFB Load‐sheet slip shall be left on the ground and
stored for at least 3 months.
8.1.8.7 Standard masses
Crew:
The standard masses for Crew Members in the Company which are used in the calculation of
the Dry Operating Mass are as follows:
Flight Crew Members 85 kgs each including hand baggage
Cabin Crew Members 75 kgs each including hand baggage
The CMDR must correct the Dry Operating Mass to account for any additional crew baggage
and the position of this additional crew baggage must be accounted for when establishing the
centre of gravity.
Passengers:
The Company uses Standard Passenger masses, however, the mass and balance documentation
shall include advice to the Commander whenever a non‐standard method has been used for
determining the mass of the load:
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ALL FLIGHTS EXCEPT HOLIDAY CHARTER
Male/Female passengers (adult – i.e. from 12 years and up) 84 kgs*
ALL FLIGHTS EXCEPT HOLIDAY CHARTER ‐ ALTERNATE PROCEDURE
Male passengers (adult – i.e. from 12 years and up) 88 kgs*
Female passengers (adult – i.e. from 12 years and up) 70 kgs*
HOLIDAY CHARTER
Male/Female passengers (adult – i.e. from 12 years and up) 76 kgs
HOLIDAY CHARTER ‐ ALTERNATE PROCEDURE
Male passengers (adult – i.e. from 12 years and up) 83 kgs
Female passengers (adult – i.e. from 12 years and up) 69 kgs
CHILDREN AND INFANTS FOR ALL FLIGHTS
Children (from 2 years up to but not including 12 years) 35 kgs
Infants occupying own seat (age below 2 years) 35 kgs
Infants on lap 0 kgs
Note: A charter flight is a flight where the entire passenger capacity is hired by one or more
charter on a round or circle trip for holiday purposes. Up to 5% of seating capacity
may be used by non‐revenue passengers (Airline, NAA or Charter Operators
employees).
Note: 8 kgs hand baggage with a maximum size of (55 x 40 x 23) cm is included in the
passenger mass above.
*For flights with a higher hand baggage allowance add: 2 kgs for each adult LOW FARE and
FULL FLEX passenger.
8.1.8.8 Baggage mass
The Company uses actual mass values for checked in luggage.
When this is not available the Company will use the following values:
Type of flight Mass pr. each piece of checked baggage
Domestic 11 kgs
European 13 kgs
Intercontinental 15 kgs
Others 13 kgs
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Note: With Europe understands the area limited by the following geographical co‐ordinates:
8.1.8.9 Mass Increment by the CMDR
When the CMDR or the responsible ground handling agent/dispatcher considers that a
significant difference exists between the pre‐calculated standard mass and the real mass of the
passengers (including hand baggage) and baggage, individual weighing must be carried out and
used in Load‐sheet preparations, or an adequate mass increment must be added to the
standard mass (example: 3 kg per passenger/450 kg for 150 passengers to cater for extra hand
baggage).
This is especially important to consider when standard mass values are used for baggage.
Correct zero‐fuel mass will enhance performance calculations and FMC altitude, fuel, descent
and time predictions. An incorrect FMC will result in an inaccurate FMC fuel‐burn prediction
and inaccurate altitude capability.
SCCM shall notify CMDR about any excess hand baggage.
8.1.8.10 Baggage free of charge
Baggage free of charge is limited to 20 kgs pr. passenger when travelling on full fare tickets.
Special rules & fares for allowable baggage apply for other ticket categories. Passengers may
carry 8/10/15 kgs hand baggage on company routes. When operating as a sub‐carrier, this will
be subject to individual agreement with the carrier involved.
8.1.8.11 Specific gravity of fuel and oil
Specific gravity to be used if actual density is not known:
JP‐1: 0.80
JP‐4: 0.76
Oil: 0.88
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Rev: 04
8.1.8.12 Load control
The ground personnel will normally load the aeroplane under supervision of the person
responsible for the load control, whom shall report the load and the final distribution of this,
to the CMDR and the Flight Dispatcher. Mass calculation shall be based upon actual mass if
available (always applicable for cargo). If not available, average mass pr. person/piece of
baggage shall be used. The flight dispatcher is always responsible to check that the load and its
distribution comply with the aeroplane limitations.
All load, cargo and passengers which are carried on the aeroplane shall have appropriate
documentation in order to prevent unauthorised carriage.
Crew following a flight as passengers, but without having ticket, shall be registered as super‐
numerary crew in the OFP.
It is strictly forbidden to secrete any person or cargo on board the Company’s aeroplane and
all Company personnel shall do their utmost to prevent unauthorised carriage.
ATS Flight Plan
Air Traffic Services ‐ Flight Plan.
Consequently, an ATC flight plan shall be filed for all flights.
Contents of ATC flight plan can be found OM‐B AOM Chapter 5 ICAO Flight Plan.
ATS flight plan should be submitted:
‐ At least 30 minutes before departure, but
‐ 60 minutes before crossing international borders
‐ During flight: At a time which will ensure its receipt by ATS at least 10 minutes before
estimated entry or crossing point.
A flight plan should be amended or cancelled and replaced with a new flight plan in the event
of a delay in excess of 15 minutes for controlled flights. Changes in flight plan shall also be
reported to ATS as soon as possible.
Copy of flight plan
If an ATS flight plan is not filed by the flight crew, the details of the ATS flight plan shall be
conveyed to the CMDR before departure.
Repetitive flight plan (RPL)
not in use
Callsign
The Company’s phonetic callsign is ”NORUEGA” with ”NAA” as three letter code.
This callsign is followed by a number or a combination of numbers and letters.
If operating on a wet lease or code sharing basis another callsign may be used.
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Operational Flight Plan (OFP)
General
An OFP is a Computerized Flight Plan which shall be completed before every intended flight,
indicating that the flight can be conducted with safety and that Company requirements for
planning of flight have been complied with. It is the responsibility of the flight dispatcher and
the flight crew to prepare the OFP including calculation of minimum fuel.
The OFP shall be approved and signed by the CMDR and the flight dispatcher.
Late OFP changes by OCC‐FW
If a flight is re‐filed within 1 hour of STD, OCC‐FW will contact the CMDR to verify the crew has
received the latest OFP prior to departure.
Completion of OFP
All parameters on the OFP shall be properly filled in and revised during the progress of the flight
in accordance with the list below. Fuel checks shall be done minimum once per hour.
All entries on the operational flight plan should be made concurrently and be permanent in
nature.
The OFP layouts and description are presented in OM‐B AOM Section 5.
Filing:
B737: Electronic OFP is stored by the company automatically.
Note: For preservation of documentation refer to OM‐A Section 2.1.5.
Contents of an operational flight plan
An operational flight plan shall contain:
1) Aeroplane registration;
2) Aeroplane type and variant;
3) Date of flight;
4) Flight identification;
5) Names of flight crew members;*
6) Duty assignment of flight crew members;*
7) Place of departure;
8) Time of departure (actual off‐block time, take‐off time);
9) Place of arrival (planned and actual);
10) Time of arrival (actual landing and on‐block time);
11) Type of operation (ETOPS, IFR, VFR,.)**
12) Route and route segments with checkpoints/waypoints, distances, time and tracks;
13) Planned cruising speed and flying times between check‐points/waypoints and
estimated and actual times overhead; Location of Decision Point or PDP if applicable
14) Safe altitudes and minimum levels;
15) Planned altitudes and flight levels;
16) Fuel calculations (records of in‐flight fuel checks);
17) Fuel on board when starting engines;
18) Alternate(s) for destination and, where applicable, take‐off, ETOPS and en‐route,
including information required in sub‐paragraphs (12), (13), (14), and (15) above;
19) Initial ATS Flight Plan clearance and subsequent re‐clearance;***
20) In‐flight re‐planning calculations; and
21) Relevant meteorological information.****
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Note*: Crew members employee number is used for identification.
Note **: Type of operation is IFR unless otherwise specified.
Note***: Initial ATC clearance, re‐clearance shall be noted on the operational flight
plan, weather info on a separate weather slip or on the flight plan.
Aircraft Technical Log
Note: The ATL is aeroplane specific.
The ATL used on the B737 is described in section 8.1.11.1 with all headers labelled “B737”
8.1.11.1 B737 Aircraft Technical Log
8.1.11.1.1 B737 General
This Aircraft Technical Log procedure (ATL) is applicable to all B737 aircraft operated by the
Company.
The Aircraft Technical Log is required to insure continued flight safety by recording relevant
information, including defects and malfunctions discovered, for each flight. Further to provide
current certificate of release to service (CRS), current maintenance status including next due
maintenance tasks and information about any deferred defects from previous flight. This
information is crucial to be known by the operating crew.
The ATL shall be used for all flights, and it is the responsibility of the CMDR to ensure that all
defects and required information relevant to the aircraft operation are documented in the ATL.
Inform MOC as soon as possible when a defect is discovered either through ACARS or radio.
Contact MOC and/or CPW for any questions.
Furthermore, it is the responsibility of the maintenance personnel to ensure that all
maintenance action and required data is documented in the ATL. Instruction for use and
distribution and block information will be pre‐printed in the log.
NOTE!
An aircraft shall not depart with open remarks in the ATL “Complaint/Subject” field. Once a
complaint has been entered, the aircraft can only be released to service by authorized
Certifying Staff (CS), by MEL release or by special release to be accepted by the CAA‐N.
The WHITE original copy of the ATL shall be retained with the complete ATL, and must never
leave the ATL.
The BLUE copy shall be removed by the CMDR at the departing airport, prior to each flight, and
retained by Certifying Staff or Handling Company for a period of at least 30 days.
The YELLOW copy shall be retained in the ATL until removed by CS at every S‐check or when CS
need a copy to update AMOS.
The GREEN copy of the ATL shall be retained as Deferred Defect (DD) in the front of the ATL,
until entered into AMOS and a new Deferred Defect List (DDL) is printed and inserted in the
ATL.
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The RED copy shall be sent to NAS Planning Dept. after completion and shall be retained 3
months, or until replaced by the white original.
The completed ATL shall be kept in the ATL binder until the next ATL is completed to keep
continuity when starting a new ATL. The previously completed ATL shall be sent to the
Company’s Maintenance Planning Department for storing and shall be retained for 24 months
after the aircraft has been permanently withdrawn from service or 36 months minimum after
the date of last entry.
In brief the aircraft technical log binder consists following parts:
A front page containing the Operator’s name and address, aircraft type and
registration, including coding reference for use in QRH.
A briefing card to inform crew of any operational limits or special procedures affecting
the specific aircraft.
Aircraft Status list with S‐check overview and the Deferred Defect List (DDL), it will also
show a history of defects together with planned maintenance checks that is due in the
next 6 days.
Eight plastic pockets –to contain green copies of deferred defects (DD’s) if not printed
on the Aircraft Status List.
Aircraft Technical Log – for contents see below
8.1.11.1.2 Instructions for use ‐ block information
NOTE: Since the EFB is used for registration of flight hours and fuel info, the applicable blocks
may be left OPEN. However, block # 13 and #20 must always be filled in.
For block descriptions – see next three pages:
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Block
Nr.
Required information / data Phase Responsibility
1 ATL SEQ NO ‐ sequence numbers are pre‐serialized. Pre‐printed N/A
2 norwegian.no – The Company’s logo. Pre‐printed N/A
NAS P‐145 APPR.NO 145.0127‐ The Company’s maintenance organization approval
3 Pre‐printed N/A
number.
4 REVISION NO: ‐ REV. DATE – Actual current revision and revision date. Pre‐printed N/A
ANTI/ DE‐ICE INFO ‐ TYPE: ‐MIX: ‐ Before
5 Operating CMDR
‐ Type of Anti/de‐icing fluid, Ratio of fluid / water expressed in percent. flight
ST. TIME/HOT ‐ Starttime UTC when anti ‐/de‐icing fluid was applied (second step if
two‐step procedure), Before
6 Operating CMDR
flight
Hold‐over time in minutes, e.g. 0:15
Before
7 DATE: dd mm yy ‐ Present departure date; day/ month / year. Operating CMDR
flight
Before
8 ACFT TYPE ‐ The international aircraft type code. Operating CMDR
flight
Before
9 ACFT REG ‐ The complete international registration marks of the aircraft (LN‐XXX) Operating CMDR
flight
Before
10 FLT NO ‐ Information about each actual flight (Not ATC call sign). Operating CMDR
flight
DEP STA/T.O.TIME ‐ DEP STA. ‐ 3‐letter code of present departure airport,
11 Various Operating CMDR
T. O TIME ‐ Present take off time UTC
ARR STA / LND TIME – ARR STA ‐3‐letter code of present arrival airport –
12 After flight Operating CMDR
LND TIME present landing time UTC
RFOB ‐ Actual Remaining fuel on board after landing in metric TONS. Use Various
13 After flight
*See note 1
one decimal after comma ex. 0.0 TONS
ENG.OIL – 1: Oil replenished on engine 1 in deciliters (dl). Maintenance
14 Various
personnel
ENG.OIL ‐2: Oil replenished on engine 2 in decilitres (dl).
CSD /IDG – 1: CSD1/IDG 1 oil ‐ Oil replenished on generator 1 in decilitres
Maintenance
15 (dl). CSD2/IDG ‐ 2: CSD2/IDG2 oil ‐ Oil replenished on generator 2 in Various
personnel
decilitres (dl).
Maintenance
16 APU – APU oil replenished on APU in decilitres (dl). Various
personnel
HYD.OIL ‐ A: Oil replenished on hydraulic system A in decilitres (dl). Maintenance
17 Various
personnel
HYD.OIL ‐ B: Oil replenished on hydraulic system B in decilitres (dl).
PL. UPLIFT ‐ Planned Uplift Fuel ‐ Difference in metric TONS between fuel
Before
18 quantity indicators before and after refuelling. Use one decimal after comma flight
Operating CMDR
ex. 0.0 TONS
ACT. UPLIFT ‐ Actual Uplift ‐ Amount of actual added fuel in metric TONS. Before
19 flight
Operating CMDR
Use one decimal after comma ex. 0.0 TONS
ACT.BL. FUEL ‐ Actual Block Fuel ‐ Actual fuel on board before engine start‐up Before
20 flight
Operating CMDR
in metric TONS. Use one decimal after comma ex. 0.0 TONS
MEL Ref/Cat. ‐ MEL Ref ‐ Actual reference to MEL‐system. Cat. ‐ Category ‐ Maintenance
21 Various
personnel
Actual MEL repair category A, B, C, D, as applicable
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Date Def DDL‐ Date of defect deferred to DDL ‐ The original date of Maintenance
22 Various
personnel.
occurrence of defect deferred
Maintenance
23 Mel lim Date ‐ This block shall either be used for deadline iaw MEL or DD. Various
personnel
TL/DDL Ref. – ATL/DDL sequence to be noted in this block due to ensure Maintenance
24 Various
personnel
continuity of records.
COMPLAINT / SUBJECT ‐ Description of system malfunction, ATA references,
maintenance inspection due, maintenance activities. The complaint block
could be used by maintenance certified staff or flight crew. The standard
procedure for use of complaint Blocks by flight crew are:
‐NIL. = No complaints and No open items in the TECH. LOG.
NOTE:
25 If no complaints and no open item enter NIL in Complaint block. The NIL Various Various
defect state for the continuity of the record.
‐NFR + sequence number(s) = No Further Remarks = No complaints on this
leg, however, previous complaint(s) ‐ ref. sequence number(s) remains open
in the TECH.LOG.
‐ Details of the system malfunction in the complaint block after /during the
flight.
ACTION ‐ Description of remedial action to get aircraft back in service / Maintenance
inspection performed. personnel
26 The Certifying Staff describes the rectification. The specific reference for Various
remedial action shall always be entered into the auction block. Applicable Operating CMDR
references could be MM, MP, SB, CM, WDM etc.
Statement ‐ Certifies that the work specified except as otherwise specified
Pre‐
27 was carried out in accordance with Part‐145 and in respect to that work the printed
N/A
aircraft/aircraft component is considered ready for release to service.
Operating CMDR
MEL Ref – CAT A.B.C.D – MEL Ref. Actual reference to MEL‐system, Category
28 Various Maintenance
‐ Actual MEL category A, B, C, D, as applicable. personnel
Maintenance
29 DATE: dd.mm.yy ‐ Certificate of release to service date day/moth/year. Various
personnel
Maintenance
30 Time ‐ Certificate of release to service time UTC. Various
personnel
Before
31 DATE: dd.mm.yy ‐ PFI / Pre‐Departure Check Date. flight
Operating CMDR
Time ‐ PFI / Pre‐Departure Check Time UTC, and the time of preflight aircraft Before
32 flight
Operating CMDR
acceptance.
33 SIGN ‐ Signature of complaint reporter normally the CMDR (CMDR) Various Various
34 I.D /STAMP ‐ The CMDR’s four letter ID, or CRS number. Various Various
SIGN ‐ Certificate of release to service sign. Signature representing the Maintenance
35 Various
personnel
current CRS status of the aircraft. Enter signature, certifying staff (CS).
I.D/STAMP Certificate of release to service ID/Stamp. Certifying staff (CS)
Maintenance
36 must use their personal authorization stamp. The company authorization Various
personnel
number/ license number is unique for each CS.
P‐145 APPR. NO ‐ Other Part 145 org. approval no – This block should be
only used by other PART‐145 involved in maintenance of NAS aircraft. The Maintenance
37 approved organizations shall enter the EASA PART ‐145 approval no.
Various
personnel
Note: If CRS by NAS Certifying staff, enter N/A in the block.
CMDR SIGN ‐ PFI / Pre‐Departure Check – the CMDRs signature for
Before
38 verification of Preflight inspection/Pre‐departure check performed, and the flight
Operating CMDR
CMDRs acceptance of the aircraft.
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Before
39 ID. ‐ PFI / Pre‐Departure Check. The CMDR’s four letter ID. flight
Operating CMDR
Maintenance
40 Tag / Batch no‐ Release‐Tag number of installed part (Component card) Various
personnel
Maintenance
41 Position ‐ Position of replaced component / part Various
personnel
Maintenance
42 Part number ‐ Description of part number of the replaced component / part. Various
personnel
Maintenance
43 S/N In ‐ Serial number on installed component / part Various
personnel
Maintenance
44 S/N Out Serial number on removed component / part Various
personnel
NOTE 1:
*Fuel consumed by draining of tanks / engine runs must be accounted
for by maintenance staff!
8.1.11.1.3 Expanded Information ‐ Complaint / Action taken / MEL/PFI
The standard procedure for use of complaint and action Blocks in the Technical log is that the
CMDR enters either:
1) NIL. = No complaints and No open items in the AIRCRAFT TECH. LOG, or;
2) NFR.(No Further Remarks) = No complaints on this leg, however, previous complaint(s)
are still valid in the AIRCRAFT TECH.LOG, and reference to the sequence number(s)
shall be made after NFR or;
3) Details of the system malfunction,
One complaint block shall only contain description of one defect, but several blocks may be used if
so required. If so, at the end of the first Complaint/subject” box use the term “Continue on
sequence number XXX:
On the next ATL sequence, start writing CONT FROM SEQ XXX:
When using several boxes, you shall sign off all sequences with name and employments letters.
When writing down a complaint or making a MEL release, take your time and think the text
through before you start to write. Preferably use BLOCK LETTERS. If you have spelling errors,
draw a thin line over the word (strike through), and rewrite the word.
For observations which may be of interest for maintenance but are not defects (such as faults on
pax. convenience items which are not related to MEL or the airworthiness of the aircraft), the
heading “INFO” should be used in the complaint box.
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No flights shall be allowed to depart with open items (except items described as INFO), i.e. all defects
shall either be released with reference to MEL, or be rectified, or transferred to DDL by CS.
The CMDR is entitled to release an aircraft according to MEL at any stations. At maintenance
bases, CS normally releases the aircraft according to MEL.
The CMDR is normally only allowed to write in the action block “Released IAW (in accordance
with) MEL no……” when he/she releases an aircraft according to MEL, and signs with initials and
ID‐ref (four‐letter code).
Upon MEL release, technical duty office shall be informed at first practical opportunity, and the
defect shall normally either be rectified or transferred to DDL, when reaching a maintenance
base. Only CS are allowed to transfer defects to DDL or rectify items, but both CMDR or CS may
release aircraft to service with reference to MEL.
After landing at a maintenance base with a MEL release from the CMDR, we have two scenarios.
1) If CRS is not available* the aircraft may continue with the MEL release.
2) If CRS is available* the complaint is rectified, or the complaint is transferred to the DDL
– Deferred Defect List. When this is done, the next copy (yellow) should be removed
by CS, either to update AMOS or at every S‐check, while the blue copy should be kept
for the next CMDR’s use.
*Availability of CRS is decided by MOC through ACARS, radio or telephone
The reference for corrective action (done by Certified Staff) shall always be stated in the Action
field. The specific reference could be “in accordance with” Maintenance Manual, Maintenance
Procedure, SB, CM, WDM etc.Sometimes the CS may have trouble finding a reference to an
approved documentation, for instance supplementing life vests. Then a reference to the
Standard Industry Practice (SIP) may be done.
If wrong entry has been done with a mistake in the COMPLAINT/SUBJECT field, make one big
X over the written text, and write “WRONG ENTRY” in the ACTION field, together with your
signature and employee #. Write an Occurrence report to explain what happened.
If wrong entry has been done with a mistake in the ACTION field, make one big X over the
written text, and write “WRONG ENTRY” in the ACTION field, together with your signature and
employee #. In addition, write the initial text from the COMPLAINT/SUBJECT field on a new
sequence, and make a cross reference for the other sequence on both.
This does not mean that a misprint/wrong spelling shall demand an X and a report. However, if
you insert a complaint and later realized that the fault turned out be a misunderstanding, or
was already mentioned in DDL, this requires the mentioned procedure above.
Acceptance of aircraft. When signing for the Pre‐Flight Inspection (PFI), the CMDR both states
that the PFI has been performed and that he accepts the aircraft in accordance with the
Company’s regulations and procedures, ref. OM‐A 1.4.2 – acceptance of aeroplane.
Flight number reference (block 10) shall be given from the time the aircraft start to move by its
own power with intention to take‐off, until the engines are shut down after landing.
If a defect is found during a PFI, which cannot be related to the previous flight, “PFI”
shall be entered in the FLT NO block.
If technical department has performed maintenance on the aircraft they shall use a
new sequence number/new slip, and they write “MAINT” in the FLT NO field.
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“MAINT”
“NO FLT”
“PFI”
FLT Number
After maintenance work you will have no blue slip to sign off the PFI, and you need to
write a new sequence. You may then use the term “NO FLT” in the FLT NO field.
Also write NIL/NFR in the Complaint /Subject” field, and sign of the slip as you would
if you would have been flying.
On some flights we have an ATC Call sign that are different from the Flight number,
always use the Flight number in the FLT NO field.
8.1.11.1.4 Practical examples of using the Aircraft Technical Log (ATL).
This section will emphasize the use of the ATL from the pilot’s point of view:
The ATL consist of one left and one right part. The left part is normally filled in during or after
a flight but may also be filled in on ground during maintenance or if a defect is found while
being on ground. The right part is normally filled in before next flight but may also be filled in
on ground during maintenance. The left and right part is divided by a black, thick line.
Example 1 – taking over an aircraft after a flight with no complaints:
Capt. Gomez has flown DN5001 from AEP with dep. 15:55, to BRC, where he handed the aircraft
over to capt. Perez with NIL complaints and 3.4 tons fuel on board. Capt. Perez reads 6.9 tons
as actual block fuel after refuelling – planned uplift (3.5 tons) is the difference between the fuel
quantity on board before and after refuelling, while actual uplift (3.6 tons) is the fuel received
from the truck/hydrant. (If no density given, use 0.8kg/litre).
At minimum fuel, the difference between planned and actual uplift should not be more than
the route reserve fuel or min. 200 kgs as min. route reserve for short trips is 200 kgs – 5 min.
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for B737, and a larger difference (unless sufficient extra fuel) requires investigation or dipstick
check.
Note: If defuelling takes place, use a “‐“ in front of the planned and actual uplift.
Capt. Perez signs for the PFI at 18:15, remove the first copy (blue) from the ATL and hand it
over to the handling agent (or maintenance). At 18:20 de‐ice step two starts and is recorded in
the ATL, with a hold over time 0:15, but no copy shall be removed this time.
Example 2 – a fault occurs in the air with no CRS available at next station:
On his flight DN5001 from AEP to BRC , capt. Gomez discovers that the captains auto throttle
disengage light is not working. He reports the problem in the complaint field, fill in the relevant
MEL no, (22‐08), circles the relevant MEL category C, signs below the complaint field and hands
over the first completed copy (blue) to the handling agent.
As he has no CRS available in BRC, the Captain decides that the aircraft can be released
according to MEL 22‐08. In the action field (right part), Capt. Gomez writes “AIRCRAFT
RELEASED I.A.W. (In Accordance With) MEL 22‐08” in plain language and signs, and he also
informs the Company’s technical duty office (phone number on PPS‐flight plan), to give the
technical department time to prepare adequate maintenance.
Note: The MEL and DDL columns on the R/H part shall only be filled in by CS. Consequently,
the CMDR writes in plain language, when releasing and referring to MEL.
If for some reason the person releasing the aircraft, should have a different opinion of the
correct MEL –reference for release, compared to the original complaint, the person releasing
the aircraft is entitled to use the MEL ref. he/she considers to be appropriate.
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Example 3 ‐ the flight continues with a MEL release, but without further complaints
Since no more complaints occurred, capt. Gomez returned from BRC to AEP, writing NFR (No
Further Remarks) in the complaint field, with reference to the sequence number (0000002)
where the complaint was reported. If departing with several complaints use the following text
“N.F.R. 0000002/03” in the Complaints/Subject field.
In the two next scenarios, capt. Gomez has had his rest and is taking up his duty the next morning,
flying to LIM with full main tanks. In example 4, the complaint is rectified, and the MEL closed. In
example 5, the complaint is transferred to DDL. Note that MEL‐limit date entered by CS (Diego
Martinez) is valid from midnight UTC after the complaint was entered in the ATL.
Example 4 – complaint rectified, and MEL closed:
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Example 5 – complaint transferred to DDL:
If not able to able to print a new Aircraft Status List from AMOS, the GREEN copy shall be
inserted into the plastic folder for DD (Deferred Defects) in the front part of the ATL and shall
be used until a new Aircraft Status List with the DDL can be printed.
Example 6 – flying with complaint on DDL and no further remarks:
Since the complaint now has been transferred to DDL, the CMDR can now write NIL in the
complaint field as long as no new complains occur. In the next example the problem with the
auto throttle disengagement light still exists, but have been transferred to DDL by the CS.
Capt. Gomez continues his flight to COR without further events.
In the next scenario, Capt. Gomez has left the aircraft in COR, having written NIL in the
complaint field. Capt. Perez detects through his external inspection that the L/H wing tip pos.
light is u/s. Since capt. Gomez has left the aircraft, capt. Perez cannot put in the complaint
where Gomez has written “NIL” but has to open a new sequence. Both blue copies must now
be left on ground, with one of the copies containing signature for PFI and fuel calculation (if
appropriate, ref. recording in TIDY) ‐ normally the first sequence number, and the second
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sequence number covering the additional complaint. For the following flight, a new sequence
number has to be opened, since both blue copies have already been used.
For defects found on ground and the defect is not related to the previous flight, “PFI” should be used
in lieu of the flight number, as the next flight has not started.
Example 7 a) – the aircraft is left with NIL complaints, and a defect is found during PFI by new CMDR.
Example 7 b) – a new sequence number with the complaint has to be filled in (the aircraft
should be released for flight by CS if available at a maintenance base – COR).
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Example 8 – the previous CMDR has forgotten to write any complaint or NIL in the complaint section.
In this scenario, Capt. Perez is leaving the aircraft without writing NIL in the complaint field,
while Capt. Gomez is the new CMDR.
Though it shall not happen, the previous CMDR may have forgotten to fill in “NIL” or any
complaint in the complaint field or remaining fuel on board as well. In this case the following
procedure shall be adhered to:
Contact the previous CMDR(or co‐pilot if required) on phone (OPS crew control will
give number) and ask them to confirm either NIL or eventual complaint(s) and
remaining fuel on board, and fill in what is appropriate and sign yourself as new
CMDR.
If not able to contact previous CMDR (or co‐pilot), contact MOC/Technical Duty Office
and check if any complaints have been reported after previous flight.
If “yes”, fill in what is appropriate complaint, use fuel quantity indicators for RFOB if
required and sign yourself as new CMDR.
If no, fill in the following the following text: “NIL COMPLAINTS REPORTED BY FORMER CMDR”,
use fuel quantity indicators for RFOB and sign yourself as new CMDR.
If any defect(s) is found during PFI, a new sequence shall be filled in as in example 7.
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Chap: 8.1 Norwegian Air Argentina
Rev: 04
Example 9 – MEL extensions must be approved by Flight Operations and Technical
Department. CS will open a new seq. no and enter “ref DD#” in the Complaint field and “ref.
operational acceptance in the Action field.
Note that “MAINT” is normally used by technical department in lieu of flight number when an
action is not connected to a specific flight number.
Example 10 – Aircraft status List with Deferred Defect List.
When a complaint is transferred from the ATL to the front of the Technical Log as a Deferred
Defect (DD), the green copy of the appropriate sequence number shall be retained in one of
the DD plastic pockets. When the defect has been entered in the AMOS (Aircraft Maintenance
and Engineering System), the new DD List (DDL) is printed as a part of the Aircraft status list
and inserted in the ATL.
The Aircraft status list consists of Aircraft info, DDL, DDL history, and performed Service checks.
Normally a new Aircraft status list is only printed at next S‐check.
See next page for an example of an Aircraft status list.
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OM A
Date: 19/Jul/19
Chap: 8.1 Norwegian Air Argentina
Rev: 04
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OM A
Date: 19/Jul/19
Chap: 8.1 Norwegian Air Argentina
Rev: 04
8.1.11.2 B787 Aircraft Technical Log
Reserved
Documents, Forms and Information to be carried
The following documents, manuals and information shall be carried on each flight, as originals
or copies unless otherwise specified. Specified documents may only be available electronically
on the EFB as approved by the Authority (Ref the Operational Approval Document located in
the ships library):
1) the aircraft flight manual (AFM), or equivalent document(s);
2) the original certificate of registration;
3) the original certificate of airworthiness (CofA);
4) the noise certificate, including an English translation, where one has been provided by
the authority responsible for issuing the noise certificate;
5) a certified true copy of the air operator certificate (AOC) including an English
translation when the AOC has been issued in another language;
6) the operations specifications relevant to the aircraft type, issued with the AOC
including an English translation when the operations specifications have been issued
in another language;
7) the original aircraft radio licence, if applicable;
8) the third‐party liability insurance certificate(s);
9) the journey log, or equivalent, for the aircraft;
10) the aircraft technical log (ATL)
11) details of the filed ATS flight plan, if applicable;
12) current and suitable aeronautical charts for the route of the proposed flight and all
routes along which it is reasonable to expect that the flight may be diverted;
13) procedures and visual signals information for use by intercepting and intercepted
aircraft;
14) information concerning search and rescue services for the area of the intended flight,
which shall be easily accessible in the flight crew compartment;
15) the current parts of the operations manual that are relevant to the duties of the crew
members, which shall be easily accessible to the crew members;
16) the MEL;
17) appropriate notices to airmen (NOTAMs) and aeronautical information service (AIS)
briefing documentation;
18) appropriate meteorological information;
19) cargo and/or passenger manifests, if applicable;
20) mass and balance documentation;
21) the operational flight plan, if applicable;
22) notification of special categories of passenger (SCPs) and special loads, if applicable;
and
23) any other documentation that may be pertinent to the flight or is required by the
States concerned with the flight.
(b) Heading reserved
(c) Notwithstanding (a), in case of loss or theft of documents specified in (a)(2) to (a)(8),
the operation may continue until the flight reaches its destination or a place where
replacement documents can be provided.
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OM A
Date: 19/Jul/19
Chap: 8.1 Norwegian Air Argentina
Rev: 04
Information to be Retained on the Ground
Following information shall retain on ground before flight (at least for the duration of flight):
Copy of the OFP (not required if using PPS flight plan),
Load‐sheet,
Slip from ATL and
NOTOC.
a) The company ensures that at least for the duration of each flight or series of flights:
a) information relevant to the flight and appropriate for the type of operation is
preserved on the ground;
b) the information is retained until it has been duplicated at the place at which it will be
stored
b) The information referred to in (a) includes:
a) a copy of the operational flight plan, where appropriate;
b) copies of the relevant part(s) of the ATL;
c) route‐specific NOTAM documentation if specifically edited by the Company;
d) mass and balance documentation if required; and
e) special loads notification (NOTOC).
Flight Time Recording / Delay Codes
The off block, take‐off, landing and on block times shall be noted:
B737: In the EFB Tidy Application.
Delay code system
All delays exceeding 3 minutes from scheduled ‐off time shall be described with one or two
alphabetic delay codes.
B737: Refer to the EFB TIDY Application for Delay Reporting.
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OM A
Date: 19/Jul/19
Chap: 8.2 Norwegian Air Argentina
Rev: 04
OPERATING PROCEDURES
8.2 Ground Handling Instructions
OPERATING PROCEDURES ......................................................................................... 1
8.2 Ground Handling Instructions ............................................................................................ 1
8.2.1. Refuelling Procedures and Precautions .......................................................................................... 2
8.2.1.1. Economical tankage. ............................................................................................................... 2
8.2.1.2. Heading reserved .................................................................................................................... 2
8.2.1.3. Re/defuelling with passengers embarking, on board or disembarking................................... 2
8.2.2. Aeroplane, Passengers & Cargo Handling Procedures Related to Safety ....................................... 3
8.2.2.1. Start-Up, Push-Back and Taxi Procedures ............................................................................... 3
8.2.2.2. Min. Cabin Crew/Max. Number of Passengers on Board/Seat Allocation .............................. 4
8.2.2.3. Transport Of Infants/Children ................................................................................................. 7
8.2.2.4. Transport of Persons With Reduced Mobility / Sick Persons ................................................ 11
8.2.2.5. Transport of Prisoners/Deportees/Inadmissible Persons ..................................................... 14
8.2.2.6. Passenger Regulations........................................................................................................... 15
8.2.2.7. Procedures for Royal Flights /Head Of State Travel .............................................................. 17
8.2.2.8. Loading Instructions Cabin Baggage ..................................................................................... 17
8.2.2.9. Securing of Passenger Compartment and Galley(s) .............................................................. 18
8.2.2.10. Assisting Means for Emergency Evacuation .......................................................................... 18
8.2.2.11. Transport of Animals ............................................................................................................. 18
8.2.2.12. Transport of Cargo ................................................................................................................ 19
8.2.3. Refusal of Embarkation / Unruly Passengers ................................................................................ 19
8.2.4. De-Icing and Anti-Icing on The Ground ......................................................................................... 21
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OM A
Date: 19/Jul/19
Chap: 8.2 Norwegian Air Argentina
Rev: 04
Ground Crew and Handling Agents are provided with instructions for their duties in the GOM
issued by the NPGO.
For flight crew and cabin crew instructions related to ground handling is detailed in OM-A
Section 8.2 (this subsection), OM-B AOM and in relevant parts of the OM-B CCM.
8.2.1. Refuelling Procedures and Precautions
The Commander determines the final fuel in accordance with the fuel policy in OM-A 8.1.7.
Refuelling procedures and precautions are described in GOM Section 7.7 and in OM-B AOM
Section 1 Limitations.
Fuelling shall be stopped if the presence of fuel vapour is detected inside the aircraft, or any
other hazard arises during fuelling including fuel spillage.
Approved fuel types and prohibited fuel types are listed in the Boeing AFM and OM-B AOM 737
Section 1.8.1.
Note: Wide cut fuel is not approved.
8.2.1.1. Economical tankage.
The OFP will show a GAIN/LOSS calculation and a Ramp Fuel suggestion. Use this as guidance
for economy tankering and adjust if desired.
Extra fuel consumption for carrying the Eco tankage is already considered by the PPS.
8.2.1.2. Heading reserved
Open.
8.2.1.3. Re/defuelling with passengers embarking, on board or disembarking
If fuelling takes place with passengers embarking, on board or disembarking, the following rules
apply:
The Commander (or Copilot/Cabin Crew if the Commander is not present) shall inform the
Cabin Crew with the announcement:
”Cabin crew, refuelling in progress”.
Persons not concerned with the handling of the aeroplane must not be admitted to the fuelling
area.
When refuelling/defuelling with passengers on board, ground servicing activities and work
inside the aircraft, such as catering and cleaning is permitted but shall be conducted in such a
manner that they do not create a hazard and allow emergency evacuation to take place through
those exits intended for emergency evacuation.
• One pilot shall be present in the flight deck, B737: right hand seat.
• Crew, staff and passengers shall be informed that fuelling will take place;
• ”FASTEN SEAT BELTS” signs must be off;
• ”NO SMOKING” signs must be on, together with interior lighting to enable emergency
exits to be identified;
• Passengers must be instructed to unfasten their seat belts and refrain from smoking;
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Rev: 04
• The Minimum Required Cabin Crew (ref OM-A 4.1.6) must be on board. A reduction in
cabin crew on ground ref OM-A 8.2.2.2 is not approved during fuelling.
• Adequate communication must be established between the ground crew supervising
the refuelling at the refueling station and the flight deck;
• If the presence of fuel vapour is detected inside the aeroplane, or any other hazard
arises during fuelling, fuelling must be stopped immediately;
• The ground area beneath the exits intended for emergency evacuation and slide
deployment areas should be kept clear at doors where stairs are not in position for
use in the event of evacuation.
• Provision is made for a safe and rapid evacuation;
• In case of evacuation, immediately arm slides before opening doors.
When the fuelling is completed the flight crew use the PA announcement: “”Cabin crew,
refueling completed”.
8.2.2. Aeroplane, Passengers & Cargo Handling Procedures Related to Safety
8.2.2.1. Start-Up, Push-Back and Taxi Procedures
Start-up general.
Before start up, start-up approval must be received from ATS.
Engine start for the B737 is detailed in OM-B 2.4.1.
Engines shall first be started after the Commander has received voice confirmation through
intercom from the starter master. The use of ground crew intercom is strongly recommended.
Ground crew is instructed to use headsets. With the lack of headsets, the Commander may
accept visual hand signals.
B737: After a failed engine start the second engine start attempt (if any) requires ground crew
intercom due to the increased risk for tailpipe fire or other malfunctions.
Refer to OM-C Jeppesen Airway Manual Section ICAO Rules of the Air for Communication Signals.
Ground Crew Procedures are detailed in the GOM.
Push and Hold
In our continued efforts to increase our efficiency and to release ground staff & equipment we
are urging you to use the "Push and Hold" concept wherever possible.
The concept involves, and emphasizes the importance, of pushing back from gate on-time.
The pushback staff will push the aircraft into a normal start-up position and once brakes set,
they will disconnect the pushback truck and leave the aircraft to serve other aircrafts. You may
then start up according to slot in coordination with GND.
Visually ensure the area in front of the engines is clear before start-up.
This procedure should be used whenever you have a slot or any other delay within one hour of
your ETD. There will also be scenarios where ground control may need you to move the aircraft
to a remote parking or taxiway so that the gate may be used by other aircraft. You may then
start up to reposition and leave the engines running or shut down engines if that is the best
overall solution to safe fuel.
Push-back general.
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OM A
Date: 19/Jul/19
Chap: 8.2 Norwegian Air Argentina
Rev: 04
Before commencing push-back the Commander shall ensure that approval has been received
from the ground control. If lifting is required the ground personnel will state: “Ready to Lift
Aircraft- Set Brakes” the Commander replies “Brakes Set-Lift Approved”, and when push
back clearance is received: “Brakes Released-Ready to Push”
Taxing.
The Commander is solely responsible for ensuring that the aeroplane does not come in contact
with any object while being maneuvered under its own power. The aeroplane is normally
steered by LP during taxing, and the LP has to check L/H side and RP R/H side before taxing is
started.
During taxing, the LP has to keep a continuous look-out, and when crossing other taxiways and
entering runways the pilots have to check their respective sides before crossing/entering.
During taxing on complex aerodromes or in fog (low visibility procedure) the RP shall follow the
progress of taxing on the ground map and call out intended turns before they are made. Do not
initiate checklists while taxing in congested areas.
Flight Crew (Before) Taxi Procedures are detailed in:
B737: The OM-B AOM 737 Section 2.
Use of anti-collision lights.
Anti-collision lights shall be on from before starting engines until engine shut-down completed
and during towing.
Use of taxi lights.
Taxi light shall normally be on during all taxing, but care should be taken not to blind aircraft
during taking off /landing or ramp controllers.
Use of navigation lights.
Navigation lights should be on as long as internal/external electrical power is available.
On the movement area (including parking stands) navigation lights are required between
sunset and sunrise unless the aircraft is stationary and otherwise adequately illuminated.
Use of strobe lights.
Strobe lights shall normally be used on active runways or in the air, due to the blinding effect.
Marshalling signals (hand signals)
Refer to OM-C Jeppesen Airway Manual Section ICAO Rules of the Air and OM A CH 12 Rules of
the Air.
8.2.2.2. Min. Cabin Crew/Max. Number of Passengers on Board/Seat Allocation
Minimum cabin crew
On all flights carrying passengers the minimum number of Cabin Crews on board shall be in
accordance with the regulations in Section 4.1.6
Note: Use of jump seats occupied by non-revenue passengers are not to be included in the
number of passengers seats with regard to number of Cabin Crews required
Note: All emergency exits must be available when carrying passengers unless flight is released
with inoperative exit(s) in accordance with MEL.
Reduction of the number of of cabin crew during ground operation
Whenever any passengers are on board an aeroplane, the minimum number of cabin crew
required in accordance with OM A 4.1.6 are present in the passenger cabin, except:
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OM A
Date: 19/Jul/19
Chap: 8.2 Norwegian Air Argentina
Rev: 04
a) When the aeroplane is on the ground at a parking place, the number of cabin crew present
in the passenger cabin may be reduced below the number determined by OM A 4.1.6. The
minimum number of cabin crew required in these circumstances shall be one per pair of
floor-level emergency exits, or one for every 50, or fraction of 50, passengers present on
board, whichever is greater, provided that:
1. The procedure in OM-B CCM for the evacuation of passengers with reduced
number of cabin crew will be followed in case of evacuation.
2. No refuelling/defuelling is taking place
3. The senior cabin crew member has performed the pre-boarding safety briefing to
the Cabin Crew
4. The senior cabin crew member is present in the passenger cabin
5. The pre-boarding cabin checks have been completed.
This reduction is not permitted when the number of cabin crew is already reduced for
unforeseen circumstances in accordance with OM-A 4.1.6.
When using these procedures ensure that:
1) Electrical power is available on the aeroplane
2) A means of initiating an evacuation is available to the senior cabin crew member or at
least one member of the flight crew is on the flight deck
3) Cabin crew stations and duties are followed in accordance with OM-B CCM
4) Cabin crew remain aware of the position of servicing and loading vehicles at and near
the exits.
Standard weights
For standard weights of crew, passengers and baggage, see Section 8.1.8.
Maximum number of passengers on board. Limitations due life vest requirements
On routes where life jackets according to regulations must be carried number of persons onboard
must not exceed the number of life jackets available. Infants may use adult life-vests if infant life-
vests are unavailable.
Special Categories of Passengers (SCPs)
a) Persons requiring special conditions, assistance and/or devices when carried on a flight shall
be considered as SCPs including at least:
1) PRMs, ref OM A CH 8.2.2.4
2) Infants and UM, ref OM A CH 8.2.2.3
3) Deportees, Inadmissible passengers or prisoners in custody, ref OM A CH 8.2.2.5
b) SCPs shall be carried under conditions that ensure the safety of the aircraft and its
occupants which is ensured by adherence to the procedures in this chapter and the
following SCP Limit:
50% SCP Limit:
In accordance with AMC1 CAT.OP.MPA.155 b) the number of SCPs shall not exceed the
number of passengers who are physically and mentally capable of assisting the SCPs in case
of an emergency situation. For this reason the sum of SCPs on board must be calculated and
ascertained to be not greater than 50% of the total number passengers.
c) SCPs shall not be allocated, nor occupy, seats that permit direct access to emergency exits
or where their presence could:
1) impede crew members in their duties;
2) obstruct access to emergency equipment; or
3) impede the emergency evacuation of the aircraft.
d) The CMDR shall be notified in advance when SCPs are to be carried on board.
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OM A
Date: 19/Jul/19
Chap: 8.2 Norwegian Air Argentina
Rev: 04
Seat allocation Cabin Crew
All crew stations shall have safety belts with shoulder harnesses incorporating a device which will
automatically restrain the occupant’s torso in the event of rapid deceleration.
All crew stations shall have single point release.
Seating of passengers
On ground, before take-off and before landing:
Approved seats with safety belts shall be available to all passengers on board who is aged two years
or more. For passengers under two years of age, a supplementary loop belt or other restrain
device shall be available and their use demonstrated by the Cabin Crew if required.
Seating of passengers is with fixed seating, relatively evenly distributed. The Commander receives
information from the handling agent on the seating of passengers divided in sections.
In some cases, the CMDR may ask the cabin crew to reseat some of the passengers to ensure
proper centre of gravity for take-off.
SCPs shall be seated where they will not obstruct emergency equipment or exits or otherwise
impede the crew in carrying out their duties in an emergency situation. If the SCP travels with
an accompanying passenger, the accompanying passenger shall be seated next to the SCP.
Emergency Exit Seating
A passenger shall occupy a seat at least on each side in a seat row with direct access to an
emergency exit (not staffed by a cabin crew member) during taxiing, take-off and landing unless
this would be impracticable due to a low number of passengers or might negatively impact the
mass and balance limitations.
Passengers selected for emergency exit seating must appear to be reasonably fit, strong, and
be able and willing to assist the rapid evacuation of the aircraft in an emergency after an
appropriate briefing by the crew. As far as practicable, additional cabin crew members onboard,
or positioning crew members should be utilized. The Cabin Crew shall, if necessary, move
passengers to comply with the above and inform the CMDR accordingly as there may be a trim
implication.
Access to emergency exits
The following categories of passengers are among those who should not be allocated to, or
directed to, seats that permit direct access to emergency exits. ‘Direct access’ means a seat
from which a passenger can proceed directly to the exit without entering an aisle or passing
around an obstruction.
a) passengers suffering from obvious physical or mental disability to the extent that they
would have difficulty in moving quickly if asked to do so;
b) passengers who are either substantially blind or substantially deaf to the extent that
they might not readily assimilate printed or verbal instructions given;
c) passengers who because of age or sickness are so frail that they have difficulty in
moving quickly;
d) passengers who are so obese that they would have difficulty in moving quickly or
reaching and passing through the adjacent emergency exit;
e) children under 16 years of age (whether accompanied or not) and infants;
f) deportees, inadmissible passengers or persons in custody; and
g) passengers with animals.
Note: This does not restrict the use of free seats during cruise flight.
In-flight:
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OM A
Date: 19/Jul/19
Chap: 8.2 Norwegian Air Argentina
Rev: 04
Passengers shall only sit or rest in a passenger seat. They shall not:
a) Use a crew seat;
b) Rest on the floor;
c) Rest in floor area at an exit;
d) Sit on a slide bustle.
Restricted areas
No person shall be in any part of the aeroplane in flight which is not designed for the
accommodation of persons unless temporary access has been granted by the Commander to
any part of the aeroplane:
a) For the purpose of taking action necessary for the safety of the aeroplane or of any person,
animal or goods therein, or
b) In which cargo or stores are carried, being a part which is designed to enable a person access
in flight.
8.2.2.3. Transport Of Infants/Children
Transport of infants: under 2 years of age
Note: Infants are classified under Special Categories of Passengers (SCP). The CMDR shall be
notified in advance when SCPs are to be carried on board.
The maximum number of infants is limited by the number of oxygen masks, life-vests and
restraint devices. The number of infants should preferably not exceed one per seat row (A-F)
throughout the cabin and their seating shall be in compliance with the following:
Oxygen availability:
• Every passenger must have an oxygen mask available without leaving their seat or
stretching across the aisle. There shall therefore never be more occupants sharing an
Oxygen PSU than available oxygen masks from that unit. (There is normally one extra
oxygen mask from each PSU)
• At least one extra oxygen mask shall be available across within a distance of two seat
rows in the aisle.
o This enables cabin crew to have easy access to an oxygen mask.
o If a large group of infants are located in the same area of the cabin it may be
necessary to reseat some of the passengers pre-departure to comply with this
requirement.
Infants must be properly secured whenever the seat belt sign is on:
• Normally on an adult’s lap strapped with an infant seat belt*.
• Or in an approved infant chair strapped in a window seat**.
Whenever an infant occupies a seat the Commander must be informed by SCCM as
this affects the load sheet calculation ref OM A 8.1.
If an adult travel with two infants:
• One of the infants must be seated in an infant chair next to the responsible adult.
Notes:
• *Infant seat belts are available on board and shall be fastened as a loop around the
infant and attached to the adult’s seat belt.
• **All infant chairs must be of an approved type for use in cars. The infant may be
seated & secured facing either direction, according to the seats directional approval.
• Infants shall not be placed at an emergency exit.
• Children must have a separate seat. If it is difficult to fasten the seat belt tightly on a
small child pillows and clothing may be used to increase the volume and support until
the seatbelt is secured tight.
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OM A
Date: 19/Jul/19
Chap: 8.2 Norwegian Air Argentina
Rev: 04
• Infant carry-cots are not accepted. The carry-cot must be sent as ordinary baggage or
onboard as hand luggage should the dimension meet hand luggage size.
Transport of children: 2 - 12 years of age
Each child must have a separate seat. When transporting a group of children there must be a
number of adults covering 10% of the number of children. This may include extra crew.
Transport of Unaccompanied Minors: 5 -12 years of age
Note: UMs are classified under Special Categories of Passengers (SCP). The CMDR shall be
notified in advance when SCPs are to be carried on board.
• B737: The Company may normally accept 8 UMs (B-737) pr. sector. The Commander
has the final authority as to decide the number of Unaccompanied Minors onboard.
Preferred seating is near the aft Cabin Crew seat.
a) An Unaccompanied Minor (UM) is a child 5 years of age ore more, but under the age of 12
years, not being accompanied by a responsible adult.
b) All children traveling alone (UM), will be handed a plastic folder "I am traveling alone",
containing all documents for the trip, such as: Ticket, boarding card and declaration of
responsibility. The plastic folder is to be carried around the neck, and shall be handed out
when the child checks in at the airport of departure.
c) An Unaccompanied Minor under the age of 5 years is not permitted as a passenger on an
aeroplane.
d) The age of the child on the day of departure is the determining factor for his/her
acceptance. The Company may demand satisfactory declaration about the age and health
of the child on the day of departure.
e) In the event of bad weather conditions making a landing at the actual airport dubious, the
person responsible for the child must be conferred with in advance. One must be very
restrictive in accepting unaccompanied children, when a diversion due to weather or for
other reasons may be expected.
When diversion has taken place, and there are unaccompanied children on board, the
Company (or contracting carrier if operating on behalf of other carrier) is responsible for
the children, until they are placed in the care of a dependant/ responsible person.
f) Children between 5 and 12 years of age may be accepted for transport without dependant
on the understanding that the child will be escorted to the airport by the parent, dependant
or a responsible adult, who must remain at the airport until boarding. A further proviso is
that the child will be met at the point of arrival by a parent, dependant or responsible adult.
Declaration of responsibility will be demanded. In the event of the child being transferred
to another flight/airline, the declaration of responsibility shall be completed for all
unaccompanied children below the age of 12 years. The form for international flights shall
be in English and with written text in English.
Children under 5 years of age (not Unaccompanied Minors)
Children under 5 years of age will not be accepted without a companion over 16 years or more.
Declaration of responsibility
Declaration of responsibility is mandatory for all transport of children who travel alone and are
below the age of 12 years. The declaration must be written in duplicate which are attached to
the ticket for the mentioned sector. The form is to be signed by one of the parents or
dependant/authorised adult person.
Transit
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OM A
Date: 19/Jul/19
Chap: 8.2 Norwegian Air Argentina
Rev: 04
Norwegian will not accept UM in transit. If for any reason UM is in transit; CCM are to take care
of the child during transit. If, for any reasons this is not possible, traffic personnel at the station
are to take care of the child during ground stop. The child has to be under constant supervision
throughout the ground stop, and later escorted to the aircraft. In the event of a crew-change,
the necessary information has to be passed on.
Arrival.
Upon arrival the CCM will hand over the child and documents to traffic personnel. The child
must not under any circumstances be left out of sight, until the parent or dependant who is to
meet the child is present. At no time may the child be left to him/herself, while in our custody.
If the parent/dependant who is to meet the child is not present, contact must be established.
If this is not successful, instructions from the departure station are to be obtained. The arrival
station personnel shall take care of the child, until such information is obtained and carried out.
Irregularities.
In the event of irregularities, the station where the child is, must take care of the child to the
best of their ability, and when necessary instruct the station of arrival to inform the
parent/dependant who is to meet the child about the new estimated time of arrival.
Qualification for Child Restraint Device (CRD) for use in Aircraft
Passengers travelling with children and/ or infants may use their own child safety restraint
system onboard, provided that the restraint systems are certified and marked as such.
CRDs only approved for aviation use are referred to as Aviation Child Safety Device (ACSD).
Regulations regarding the use of CRD in aircraft also apply to ACSDs.
The following are suitable:
1) Child seats that have been approved by a member state, the Federal Aviation
Administration (FAA) or Transport Canada for exclusive use in aircraft and are marked
accordingly.
2) Child seats that are approved in accordance with safety standard ECE- R44/03, 04 or a later
version for use in motor vehicles and for children with reduced mobility, provided the use
of this seat is acceptable to the Authority.
3) Restraint systems that are approved in accordance with Canadian standard CMVSS 213 in
case of a Child restraint system, or 213.1 in case of an infant restraint system.
Note: XXXX is replaced with the appropriate standard reference, either 213 or 213.1 as
applicable. The YYY indicates the authorization number assigned by the Minister, if
applicable.
4) That are approved in accordance with US standard FMVSS no.213 for use in motor vehicles
and aircraft and that carry a sticker with the following statement in red:
“THIS CHILD RESTRAINT SYSTEM CONFORMS TO ALL
APPLICABLE FEDERAL MOTOR VEHICLES SAFETY
STANDARDS” and “THIS RESTRAINT IS CERTIFIED
FOR USE IN MOTOR VEHICLES AND AIRCRAFT”
5) Aviation - only approved ACSD
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2. 3. 4.
5.
Proper use of CRD
If a child occupies a CRD, a parent/ guardian must accompany the child and the company must
comply with the requirements that the child is properly secured in the CRD, the CRD is properly
secured in a forward-facing seat, the child does not exceed the weight limits of the CRD, and
the CRD is approved and has proper labels or markings.
The child restraint systems must be approved for being secured by means of a two –point (lap)
belt, as they are fixed using the seatbelt attached to the aircraft seat and must remain in this
position throughout the flight (including during takeoff and landing).
CRD must be installed in forward facing aircraft seats, in accordance with instructions on the
label. This includes placing the CRD in the appropriate forward or aft facing direction as
indicated on the label for the size of the child.
A window seat is the preferred location; however, other locations may be acceptable, provided
the CRD does not block the egress of any passenger, including the child`s parent or guardian,
to the aisle used to evacuate the aircraft.
The CRD may never be placed forward and/ or aft of an exit seat row.
Experience has shown that the following models (as well as their successor models), which carry
the TÜV Rheinland`s seal of approval “For use in aircraft” are particularly suitable:
Maxi Cosi Mico
Storchenmühle Maximum
ID-Nr.: 8011000571
ID-Nr.: 2711305500
Weight: 0-10 kg
Weight: 0-10 kg
Height of child: 75 cm max.
Height of child: 75 cm max.
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Maxi Cosi Citi Römer King Quickfix
ID-Nr.: 8811410300 ID-Nr.: 8811400300
Weight: 0-13 kg Weight: 9-18 kg
Height of child: 75 cm max. Height of child: 98 cm max.
Luftikid duo
ID-Nr.: 7011000571
Weight: 9-25 kg
Height of child: 71-120 cm
CARES PART NUMBER 4082-1-( )-( ).
The device is specifically designed for children ages one to four, weighing between 22 and 44
lbs (10-20 kg), and measuring 40 in. (100 cm) or less in height. It uses the existing passenger
safety belt, and holds the upper torso of the child against the aircraft seatback.
Crelling Harness
Suitable for aircraft seats during cruise flight only. On take-off and landing subject to
acceptance by the Authority with appropriate mitigation.
Designed to offer extra postural support to passengers travelling in high backed seats with only
a static waist belt. The straps are adjustable to fit both children and adults. To release the
passenger - simply undo the quick release buckle on lap belt and free the passenger.
8.2.2.4. Transport of Persons With Reduced Mobility / Sick Persons
Note: PRMs are classified under Special Categories of Passengers (SCP). The CMDR shall be
notified in advance when SCPs are to be carried on board. Refer to OM A CH 8.2.2.2.
Persons with reduced mobility
PRMs are persons with reduced mobility who, are understood to be any person whose mobility
is reduced due to any physical disability, sensory or locomotory, permanent or temporary,
intellectual disability or impairment, any other cause of disability, or age;
The PRM’s shall not be seated in a seat leading directly to an emergency exit. Other than that,
a free choice of seat is available.
Safety Assistants
A safety assistant capable of providing the help needed by the PRM they accompany shall only
be required when it is evident that they are not self-reliant and without this assistance could
pose a risk to safety. A Safety Assistant is required if the PRM is unable to:
• Unfasten their seatbelt, or
• Leave their seat and reach an emergency exit unaided, or
• Retrieve and fit a life jacket, or
• Fit an oxygen mask without assistance, or
• Follow the safety briefing and instructions given by the crew in an emergency
situation.
In order to travel independently, the PRM is asked these requirements when making the
booking. Most PRMs can travel without a Safety Assistant. The requirement: “Reach an
emergency exit unaided” does not mean the passenger must be able to walk. The passenger
could in his opinion have sufficient arm strength to reach an emergency exit without a
companion. Even a “WCHC” passenger may be able to reach an emergency exit. The code
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“WCHC” only relates to the service need of the passenger at the airport, and not his abilities in
an emergency.
Requirements for the Safety Assistant
• at least 16 years old;
• physically and mentally able to; follow crew instructions, react in an appropriate
manner in an emergency situation on board the aircraft, and assist in an emergency
situation and evacuation of the SCP
• seated next to the SCP they are responsible for
• not be seated in a row adjacent to an emergency exit;
• have no other role or personal responsibility that would prevent them from assisting
the SCP.
Commander’s denied boarding of a PRM:
Our sales agents/Contact Centre will ask clarifying questions to ensure that passengers
boarding the aeroplane fulfill our requirements or come with a companion.
However, in rare circumstances it could be evident for the crew that a passenger arriving at the
plane has absolutely no ability to fulfill our requirements for safe travel. The Commander is by
law responsible for the safety of all occupants, so if the Commander deems that this could pose
an unacceptable risk to safety either for the passenger concerned and/or other occupants on
board (in case of evacuation) he may refuse boarding of the passenger based solely on safety
grounds. Such a rare event should be coordinated with the Chief Pilot Watch.
Radio Phraseology
When flight crew communicates PRM details with the handling agent it is recommended to use
standard phraseology and to highlight the type of assistance needed (e.g. include the full
wording “Wheelchair-RAMP, -STAIRS or –CARRY”), with proper read back from the handling
agent.
Blind passengers
The blind passenger shall be offered to feel the emergency demo equipment such as the life
vest and oxygen mask, as well as being told which seat he/she is seated at, how to use the seat
belt, and where the nearest emergency exit is located. The use of the call button, fresh air vent,
and seat recliner button should also be demonstrated where possible.
Hearing and Speech Impaired Passengers
Although some can lip read it may be difficult to assist passengers who have hearing and/or
speech impediments. Some can be offered pen and paper for communication. In any event,
they must be shown the safety onboard card, the location of the emergency exits and be made
aware of how to fasten and unfasten their seat belt.
SCP with a Disability and/or Restraint Aid
Passengers with a disability and/or restraint aid, that requires to be secured around the back
of the seat, should not be used if there is a person seated behind. Therefore, the passenger
shall be seated in window seat and any passenger seated directly behind this seat shall be
moved to an alternative seat. Should the flight have a full passenger load then the SCP shall be
reseated in the last row of seats. The harness shall not interfere with the table on the seat
behind and must have a quick release button on the front. Either the escort/companion, or the
person him-/herself must be familiar with the operation of this harness. The cabin crew must
gain knowledge on how to open the harness.
PRM Limits
Max. number of PRMs without escort should normally be limited to4 pr. active Cabin Crew
Member.
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The CMDR may however accept a greater number of PRMs without escort, not to exceed the
SCP limit defined in OM A CH 8.2.2.2.
Onboard Wheelchair for persons with reduced mobility (PRM)
cabin crew must be able to assist PRMs moving to and from toilet facilities, if required.
Company aircraft are equipped with a foldable wheelchair to meet this regulation. Cabin crew
is only required to provide the wheelchair and to move the PRM by pushing the wheelchair.
Cabin crew is not required to lift or assist PRM inside the lavatory.
Patients
The transportation of sick and seriously ill passengers is conditional of a doctor's certificate. All
relevant information in these circumstances is highly confidential, and under no circumstances
will such information be conveyed to persons outside the Company.
Pregnant passengers
Pregnant passengers may normally be accepted for transportation until 4 weeks before
expected delivery date. From 4 weeks until 2 weeks before expected delivery date, pregnant
passengers may be accepted provided they have a doctors certificate allowing this, and that
the duration of the flight is 4 hours or less. Pregnant passengers will not be accepted for
transportation within two weeks of expected delivery date.
Medical certificate and handling advice
Medical certificate will be issued by a qualified doctor. The information given in the "Medical
Certificate" will enable the Company to ensure the best possible care and assistance of the
patient. In the medical certificate, the patient diagnosis will be given. This requirement must
be made known at the time of the booking is made. In the event that the doctor, because of
his oath of silence will not divulge the diagnosis, transportation will only be permitted if a
qualified person (doctor/nurse) accompanies the patient. Family members who have not had
either nursing or doctor's training, are not considered as qualified persons in this instance.
The following instances will as a general rule not be accepted as passengers on our routes:
• Patients whose condition or treatment appears hazardous or shocking to other
passengers.
• Patients needing personal attention or care during flight and who are unaccompanied.
• If the diagnosis is not given and no qualified personnel are available to accompany the
patient.
Stretcher declaration on loadsheet
Notification of transportation of passengers on stretchers/incubators has to be on a special
certificate/handling advice for transport of sick/invalid passenger, which states that there is a
stretcher on board.
Equipment
Oxygen
All aeroplanes carry a certain amount of oxygen for emergency use. These oxygen bottles are
considered adequate to cater for emergency and in cases of unforeseen illness.
Portable Oxygen Concentrator & Small Oxygen cylinders required for medical use
See OM A Section 9.1.4.
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Injections
Cabin Crew members are not authorized go give injections under normal circumstances.
Medication
All medication and equipment for the treatment of a patient during flight, must be supplied by the
patient, unless other arrangements have been agreed upon.
Escort
An escort is required when the patient:
• must be lifted or supported during flight including stretcher patients.
• requires constant supervision.
• or when the doctor, for specific reasons considers this necessary.
Stretchers/Incubators
The Company does not provide stretchers/incubators equipment and it is therefore required
that stretchers/incubators are supplied by the hospital or ambulance service. Qualified
personnel must accompany the patient during the whole flight. However, equipment for use in
aircraft shall be constructed in accordance with EASA CS requirements.
Unless it is documented that the equipment fulfils these requirements, the Company do not
accept stretcher/incubator transport.
Moving a patient
It is not permitted for Company personnel to move a patient from one stretcher to another. In the
event that movement is necessary, qualified personnel from the hospital, ambulance service etc.
shall be contacted and called in.
In general, our personnel should not carry or move the stretcher borne patient but should leave this
to qualified personnel. Exceptions to this arise, where the ambulance at the destination has not
arrived or the departure of the flight may be delayed, or in other cases where it is deemed necessary
to move the patient. A decision regarding the above will be taken by the Commander
If an evacuation is required, all efforts may be used to evacuate a patient, regardless on strecher
or not.
8.2.2.5. Transport of Prisoners/Deportees/Inadmissible Persons
Note: These passengers are classified under Special Categories of Passengers (SCP). The CMDR
shall be notified in advance when SCPs are to be carried on board.
A prisoner/deportee/inadmissible person who can be characterized as violent, or has been
wanted by the police, and where there is a chance for escape, or where there is a danger for
the security of the aeroplane, an embarrassment and discomfort for other passengers, shall be
under police escort.
A prisoner/deportee/inadmissible person and his/her escort shall, as far as possible, always
board the aeroplane before the other passengers. This should be done as discreetly as possible.
An unescorted prisoner/deportee/inadmissible person is not to be considered as "prisoner
transport" and shall be treated as an ordinary passenger.
The Commander shall be informed of such transport and will himself consider the necessity or
otherwise of informing the other members of the crew.
The Station Manager or the Commander can refuse such transportation if transport may be
dangerous to aeroplane security or may be an embarrassment or uncomfortable to the other
passengers.
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The booking office is obliged to advise those making the booking of these conditions.
Note: Police escorts must not be armed.
8.2.2.6. Passenger Regulations
Tickets
Passengers must have a valid travel document, or be listed in the DCS, as detailed in the GOM
section 4.5.4.
No-show
Refer to the GOM.
Note: If a no-show passenger has checked in baggage this baggage must be offloaded in
accordance with the GOM.
Embarkation
Refer to the GOM and the OM-A 8.3.15.3
Permissible size of hand baggage
When boarding is in progress, ground staff and Cabin Crew members shall visually scan the size
of passengers hand baggage. Only such hand baggage that can be securely stowed shall be
accepted. Max weight is 10 kg for some specified flights including charter otherwise LOW FARE
10 kg/ FULL FLEX 15 kg. Max dimensions are 55x40x23 cm. Hand baggage exceeding size or
weight shall be carried in the cargo holds.
Disembarkation
Refer to the GOM and the OM-A 8.3.15.3
Boarding or de-boarding with aft stairs:
Refer to GOM Section 4.8. B787: Not allowed during refuelling.
Lost and Found Passenger Items
For lost items a message should be sent to the station concerned.
Effects found on board shall be delivered to the handling agent.
Damage to property on board
If a passenger's clothing is torn on board, or when coffee, tea etc. is spilled on a passenger,
make a report in SafetyNet.
Medical Emergencies and Death On-Board
Refer to OM-B Section 3.7 and OM-B CCM Section 8.
Contagious disease on board
The following are general guidelines for cabin crew when facing a suspected case of
communicable disease on board.
During an outbreak of a specific communicable disease, the World Health Organization (WHO)
or member states may modify or add further procedures to these general guidelines.
A communicable disease is suspected when a traveller (passenger or a crewmember) has a
fever (temperature 38°C/100°F or greater) associated with one or more of the following signs
or symptoms:
• Appearing obviously unwell
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• Persistent coughing
• Impaired breathing
• Persistent diarrhoea
• Persistent vomiting
• Skin rash
• Bruising or bleeding without previous injury
• Confusion of recent onset
Note 1: This list of signs and symptoms is identical to that listed in the Health part of the ICAO
Aircraft General Declaration and in the World Health Organization International Health
Regulations (2005) 2nd Edition.
Note 2: If food poisoning from in-flight catering is suspected, proceed as per company-
established protocol. The captain still has to follow the ICAO procedure in paragraph
14 below.
Note 3: If temperature of the affected person is normal but several travellers have similar
symptoms, think of other possible public health issues such as chemical exposure.
1) Ask the ill traveller where he/she has travelled in the last 21 days and if he/she has
lived in the same household or has had contact with a person sick with a
communicable disease.
2) If medical support from the ground is available, contact that ground support
immediately and/or page for medical assistance on board (as per company policy).
3) If medical ground support and/or on-board health professional is available, crew
should follow their medical advice accordingly.
4) If no medical support is available, and if possible, try to relocate the adjacent
passengers leaving a space of two meters (6 feet) between the ill passenger and the
other passengers. If no seats are available, consider giving PPE to the adjacent
passengers.
5) Designate one cabin crew member to look after the ill traveller, preferably the crew
member that has already been dealing with this traveller. More than one cabin crew
member may be necessary if more care is required.
6) Designate a specific lavatory for the exclusive use of the ill traveller and use
appropriate signage on the door.
7) If the ill traveller is coughing, ask him/her to follow respiratory etiquette:
I. Provide tissues and the advice to use the tissues to cover the mouth and nose
when speaking, sneezing or coughing.
II. Advise the ill traveller to practice proper hand hygiene*. If the hands become
visibly soiled, they must be washed with soap and water.
III. Provide an airsickness bag to be used for the safe disposal of the tissues.
8) If a face mask is available and the traveller is coughing or sneezing, the ill traveller
should be asked to wear it. As soon as it becomes damp/humid, it should be replaced
by a new one. These masks should not be reused and must be disposed safely in a
biohazard bag or equivalent after use. After touching the used mask (e.g., for disposal),
proper hand hygiene* must be practiced immediately.
9) If the ill traveller cannot tolerate a mask or refuses it, the designated cabin crew
member(s) or any person in close contact (less than 1 metre) with the ill person should
wear a mask. The airline should ensure that their cabin crew members have adequate
training in its use to ensure they do not increase the risk (for example by more
frequent hand-face contact or by mask adjustment, or by repeatedly putting it on and
off).
10) If touching the ill passenger is required (or their mask/contaminated clothes etc.)
and/or if there is a risk of direct contact with body fluids, the designated cabin crew
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member should wear the personal protective equipment (PPE) found in the Universal
Precaution Kit (UPK). UPKs are not intended to replace proper hand hygiene*. The PPE
in the UPK should be carefully removed as per training syllabus and discarded as per
paragraph (11) and hands should be washed with soap and water. An alcohol-based
hand rub can be used if the hands are not visibly soiled.
11) Store soiled items (used tissues, face masks, oxygen mask and tubing, linen, pillows,
blankets, seat pocket items, etc.) in a biohazard bag if one is available. If not, place in
an intact plastic bag, seal it and label it “biohazard”.
12) Ask accompanying traveller(s) (spouse, children, friends, etc.) if they have any similar
symptoms.
13) Ensure hand carried cabin baggage follows the ill traveller and comply with public
health authority requests.
14) As soon as possible, advise the captain of the situation because he/she is required by
the International Civil Aviation Organization regulations (ICAO Annex 9, Chapter 8, and
paragraph 8.15) and the World Health Organization International Health Regulations
(WHO IHR 2005, Article 28(4)) to report the suspected case(s) to air traffic control. Also
remind the captain to advise the destination station that specific cleaning and
authorities.
15) Unless stated otherwise by ground medical support or public health officials, ask all
travellers seated in the same row, 2 rows in front and 2 rows behind the sick traveller
to complete a passenger locator card if such cards are available on the aircraft or at
the arrival station.
* A general term referring to any action of hand cleansing, performed by means of washing
one’s hands with soap and water for at least 20 seconds. An alcohol-based hand cleaner is
an alternative to hand-washing but will not be effective if hands are visibly soiled. Touching
the face with hands should be avoided. Hands should be washed frequently.
NOTE:
Additional equipment to deal with the potential threat of suspected communicable
diseases has been added on-board. Refer to OM B CCM CH 10 for the relevant equipment.
Irregularities
If irregularities occur the Commander should give an explanation to the passengers and ensure
they are assisted as needed until taken care of by the Handling Agent.
8.2.2.7. Procedures for Royal Flights /Head Of State Travel
The DFO may issue specific instructions for such flights on a case by case basis.
8.2.2.8. Loading Instructions Cabin Baggage
Mass limitations shall be placarded on or adjacent to stowages and must not be exceeded.
Baggage placed in lockers must not be of such size that they prevent latched doors from being
closed securely. Underseat stowages must not be used unless the seat is equipped with a
restraint bar and the baggage is of such size that it may adequately be restrained by this
equipment.
Items must not be stowed in toilets or against bulkheads that are incapable of restraining
articles against movement forwards, sideways or upwards
Baggage must not be placed where it can impede evacuation or access to emergency
equipment or cause injury by falling.
Also refer to OM-A 8.3.15 Cabin Safety Requirements and OM-B CCM Section 2.
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Note: Cargo shall not be loaded in the passenger cabin.
Music Instruments
Passengers may buy an extra seat for their music instrument, like Guitars, Chellos or similar.
The instrument shall then always be placed at a window seat (A or F) and not on row 1 or on
emergency exits. The instrument must be secured with the seatbelt/seatbelt extension.
Instruments must not exceed 140cm x 46 cm x 30 cm (Length x Width x Depth). The instrument
shall preferably be placed on the floor.
8.2.2.9. Securing of Passenger Compartment and Galley(s)
Before taxiing, take-off, landing and whenever deemed necessary in the interest of safety, all
equipment and baggage shall be properly secured to ensure all exits and escape paths are
unobstructed.
8.2.2.10. Assisting Means for Emergency Evacuation
Crews shall ensure that before taxiing, take-off and landing and when safe and practicable to
do so, all means of assistance for emergency evacuation that deploy automatically are armed.
Refer to OM-B-CCM for arming and disarming procedures.
8.2.2.11. Transport of Animals
Transport of animals in the cabin and in the cargo hold 1
Live animals in the cabin – PETC
Note: PETC is only applicable on the B737.
2 animals* – but only cats and dogs are allowed in the cabin with their owner, provided they
are clean, healthy, harmless, odourless, not pregnant and must not offend or cause distress to
other passengers. Live animals shall always be pre – booked and a confirmation for transport
of PETC shall be shown in the passenger’s reservation. If the Company has received notification
of passengers being allergic to pets on the same flight, no pets will be accepted in the cabin.
* Up to three small puppies and very small kittens may be transported in the same container
in the cabin. If two or three small puppies/kittens are transported in the same cage, they count
as one (1) animal for booking and transport reasons. (only applicable for PETC)
PETC are not to exceed 8 kg pr. animal including cage. Animals cannot be seated at emergency
exits. The animals shall be transported in a non-leakage IATA approved cage, basket or bag,
not to exceed 43x31x20cm.
Live animals in the cabin – Assistance and Working dogs
The following are accepted in the cabin:
• Assistance dogs for disabled passengers (also under training).
• Dogs used by persons for mental health reasons.
• Working Dogs on duty
These dogs may exceed 8 kgs and will have to lie or sit on the floor in front of its owner. (They
are normally trained to lie under airplane seats)
UK Assistance Dogs travelling under the UK Pet Travel Scheme (PETS)
An assistance dog must not be released from the cabin until the PRM provider has arrived
and taken responsibility for the dog including checking it for compliance with the rules of
the Pet Travel Scheme or Trading Standards have been informed in the case of a diversion
1
Check local regulations regarding live animals in cabin
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to a non-approved airport. Note: All scheduled destinations are approved.
Live animals in the cargo hold – AVIH
Refer to GOM 3.8.
Note: A NOTOC shall be presented to the Commander.
Note: Animals must never be loaded in the same hold as Dry Ice ( UN 1845 ) Carbon dioxide
solid.
8.2.2.12. Transport of Cargo
Refer to the GOM.
8.2.3. Refusal of Embarkation / Unruly Passengers
Passengers not acceptable for travel
No persons are permitted to enter or be in an aeroplane when under the influence of alcohol
or drugs, except medical patients under proper care, to such an extent, or when by manner or
physical conditions demonstrating, that their presence on board may endanger the safety of
the aeroplane or its occupants.
Further the handling agent or the Commander has the right to refuse transportation of
inadmissible passengers, deportees or persons in custody, if their carriage poses any risk to the
aeroplane or its occupants or will cause unpleasant situations for the other passengers.
The Commander has the authority to refuse or disembark any crew member, passenger or any
part of the cargo, which, in his opinion, may represent a potential hazard to the safety of the
aeroplane or its occupants.
Under the general conditions of carriage, the Company will, in the exercise of reasonable
discretion, refuse to carry and/or remove at any place en route any passenger who:
• refuses to present herself/himself and/or baggage for security control
• fails to observe or refuses to obey safety rules or instructions
• is obviously under the influence of alcohol, drugs or narcotics
• due neglect of appearance, behaviour, medical condition, might be offensive or
hazardous to other passengers
• due to age or mental or physical condition needs individual nursing or special
assistance which cannot be provided
• has such degree of physical infirmity that the flight is likely to result in complications
or death.
• does not hold a valid ticket, or;
• does not hold a valid passport, visa or health certificate when such is required
Procedures for refusal
The decision to refuse transport of a passenger must be taken by either:
• The Commander or;
• The Handling Agent
Refusal of transport should be made as privately as possible, and the passenger should be
advised of such a decision discreetly and tactfully.
Procedure for dealing with unruly/violent passengers
Cabin crew
When an incident comes to the notice of a cabin crew, member he/she shall:
• Report the incident to the SCCM.
• Ascertain the underlying causes of the incident.
• Identify any person travelling with the offending passenger.
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• Identify any remedial responses that may be introduced.
• Move, if appropriate, the offending passenger to another seat location
• Have another member of the cabin crew to speak with the offending passenger –
• a crew member of the opposite sex can often assist in quieting the situation
• If the passenger continues with unruly or disruptive behaviour, he/she shall be given
one oral warning, and the Commander informed.
• If the passenger continues his/hers disobedience, and becomes a threat for others or
the flight, the Police must be requested to be present upon arrival to take the
passenger in custody.
Operational flight crew shall not intervene in disruptive or unruly passenger events. This
instruction refers to required operational crew, inclusive of any relief pilot required for further
duty. Similarly, operational flight crew in the rest area shall not be disturbed for or intervene
in disruptive/unruly pax incidents where they are required for further duty on that flight. Cabin
crew are trained in the handling of disruptive passenger situations and restraint devices. They
may seek the assistance of ABPs and/or positioning staff members to assist in situations.
When informed of a disruptive/unruly pax situation, Flight crew should ensure the flight deck
door is closed and locked. Crew should be mindful of the following:
1) A disruptive pax situation may be a decoy to gain entry to the flight deck
2) “Sleepers” may be present in other areas of the cabin to take advantage of decoy
activity
3) A required flight crew member becoming incapacitated whilst dealing with a
disruptive passenger may lead to an emergency situation and diversion.
4) Disturbing a flight crew member on rest may impact FTLs.
The crew shall be prepared to identify persons and witnesses involved.
The incident shall be reported to the Company ref OM-A Section 11.
Restraint of Passengers
If all other feasible means of calming down a person endangering the aeroplane, its occupants
or cargo, have been used without success, or if the urgency of the situation demands immediate
action, restraining of the person may be considered. This is provided the Commander does not
consider the act of restraining to create a greater hazard.
The restraint can continue until the aeroplane has landed, provided the police or the proper
Authority has been notified.
Handover to Police
When the police arrive, the Commander shall inform the police about the occurrence, stating
the threat to the safety of the aeroplane, its occupants or cargo.
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8.2.4. De-Icing and Anti-Icing on The Ground
General
Taking off with contaminated surfaces and leading edges may result in serious degradation of
aeroplane performance, and in worst case, loss of aerodynamic control.
Before Take-Off Considerations are detailed in OM-A Section 8.3.8 with additional procedures
covered in the applicable OM-B. Holdover tables are subject to annual review and included in
OM-C CH 6.
The CMDR shall not take-off unless the external surfaces are clear of any deposit which might
adversely affect the performance and or controllability of the aircraft except as permitted in
the Aircraft Flight Manual and set out in:
B737: the FCOM Volume 1, Supplementary Procedures, Adverse Weather Operation (SP 16).
This is also known as a clean aircraft operating policy. De-icing holdover tables are available in
OM C CH6.
TERMINOLOGY
Terms used in the context of de-icing/anti- icing have the meaning defined in the following
subparagraphs.
(a) ‘Anti- icing fluid’ includes, but is not limited to, the following:
(1) Type I fluid if heated to minimum 60°C at the nozzle;
(2) Mixture of water and Type I fluid if heated to minimum 60°C at the nozzle;
(3) Type II fluid;
(4) Mixture of water and Type II fluid;
(5) Type III fluid;
(6) Mixture of water and Type III fluid;
(7) Type IV fluid;
(8) Mixture of water and Type IV fluid.
On uncontaminated aircraft surfaces, Type II, III and IV anti-icing fluids are normally
applied unheated. Note: Type III is not allowable for company aircraft.
(b) Clear ice’: a coating of ice, generally clear and smooth, but with some air pockets. It
forms on exposed objects, the temperatures of which are at, below or slightly above the
freezing temperature, by the freezing of super-cooled drizzle, droplets or raindrops.
(c) Conditions conducive to aircraft icing on the ground (e.g. freezing fog, freezing
precipitation, frost, rain or high humidity (on cold soaked wings), snow or mixed rain
and snow).
(d) ‘Contamination’, in this context, is understood as being all forms of frozen or semi-
frozen moisture, such as frost, snow, slush or ice.
(e) ‘Contamination check’: a check of aircraft for contamination to establish the need for
de- icing.
(f) ‘De-icing fluid’: such fluid includes, but is not limited to, the following:
(1) heated water;
(2) Type I fluid;
(3) mixture of water and Type I fluid;
(4) Type II fluid;
(5) mixture of water and Type II fluid;
(6) Type III fluid;
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(7) mixture of water and Type III fluid;
(8) Type IV fluid;
(9) mixture of water and Type IV fluid.
De-icing fluid is normally applied heated to ensure maximum efficiency.
(g) ‘De-icing/anti-icing’: this is the combination of de- icing and anti-icing performed in
either one or two steps.
(h) ‘Ground ice detection system (GIDS)’: system used during aircraft ground operations
to inform the personnel involved in the operation and/or the flight crew about the
presence of frost, ice, snow or slush on the aircraft surfaces.
(i) ‘Lowest operational use temperature (LOUT)’: the lowest temperature at which a fluid
has been tested and certified as acceptable in accordance with the appropriate
aerodynamic acceptance test whilst still maintaining a freezing point buffer of not less
than:
(1) 10°C for a Type I de- icing/anti-icing fluid; or
(2) 7°C for Type II, III or IV de-icing/anti-icing fluids.
(j) ‘Post-treatment check’: an external check of the aircraft after de-icing and/or anti- icing
treatment accomplished from suitably elevated observation points (e.g. from the de-
icing/anti-icing equipment itself or other elevated equipment) to ensure that the airc
raft is free from any frost, ice, snow, or slush.
(k) ‘Pre-take-off check’: an assessment normally performed by the flight crew, to validate
the applied HoT.
(l) ‘Pre-take-off contamination check’: a check of the treated surfaces for
contamination, performed when the HoT has been exceeded or if any doubt exists
regarding the continued effectiveness of the applied anti-icing treatment. It is normally
accomplished externally, just before commencement of the take-off run.
ANTI-ICING CODES
a) The following are examples of anti-icing c odes:
1) ‘Type I’ at (start time) — to be used if anti-icing treatment has been performed with
a Type I fluid;
2) ‘Type II/100’ at (start time) — to be used if anti-icing treatment has been performed
with undiluted Type II fluid;
3) ‘Type II/75’ at (start time) — to be used if anti-icing treatment has been performed
with a mixture of 75 % Type II fluid and 25 % water;
4) ‘Type IV/50’ at (start time) — to be used if anti- icing treatment has been performed
with a mixture of 50 % Type IV fluid and 50 % water.
b) When a two-step de- icing/anti-icing operation has been carried out, the anti-icing code
should be determined by the second step fluid. Fluid brand names may be included, if
desired.
Ice and other contaminants — ground procedures
DE-ICING/ANTI-ICING — PROCEDURES
a) De-icing and/or anti- icing procedures take into account manufacturer’s recommendations,
including those that are type-specific and cover:
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1) contamination checks, including detection of clear ice and under-wing frost; limits on
the thickness/area of contamination published in the AFM or other manufacturers’
documentation should be followed;
2) procedures to be followed if de- icing and/or anti-icing procedures are interrupted
or unsuccessful;
3) post-treatment checks;
4) pre-take-off checks;
5) pre-take-off contamination checks;
6) the recording of any incidents relating to de-icing and/or anti-icing; and
7) the responsibilities of all personnel involved in de-icing and/or anti-icing.
(b) The Company’s procedures ensure the following:
1) When aircraft surfaces are contaminated by ice, frost, slush or snow, they are de-iced
prior to take-off according to the prevailing conditions. Removal of contaminants may
be performed with mechanical tools, fluids (including hot water), infrared heat or
forced air, taking account of aircraft type-specific provisions.
2) Account is taken of the wing skin temperature versus outside air temperature (OAT),
as this may affect:
o the need to carry out aircraft de-icing and/or anti-icing; and/or
o the performance of the de-icing/anti-icing fluids.
3) When freezing precipitation occurs or there is a risk of freezing precipitation occurring
that would contaminate the surfaces at the time of take-off, aircraft surfaces should
be anti- iced. If both de-icing and anti-icing are required, the procedure may be
performed in a one- or two-step process, depending upon weather conditions,
available equipment, available fluids and the desired hold- over time (HoT). One-step
de-icing/anti-icing means that de-icing and anti- icing are carried out at the same time,
using a mixture of de-icing/anti-icing fluid and water. Two-step de-icing/anti-icing
means that de-icing and anti- icing are carried out in two separate steps. The aircraft
is first de-iced using heated water only or a heated mixture of de- icing/anti-icing fluid
and water. After completion of the de-icing operation, a layer of a mixture of de-
icing/anti-icing fluid and water, or of de-icing/anti-icing fluid only, is sprayed over the
aircraft surfaces. The second step will be taken before the first-step fluid freezes,
typically within three minutes and, if necessary, area by area.
4) When an aircraft is anti-iced and a longer HoT is needed / desired, the use of a less
diluted Type II or Type IV fluid should be considered.
5) All restrictions relative to OAT and fluid application (including, but not necessarily
limited to, temperature and pressure) published by the fluid manufacturer and / or
aircraft manufacturer, are followed and procedures, limitations and
recommendations to prevent the formation of fluid residues are followed.
6) During conditions conducive to aircraft icing on the ground or after de-icing and/or
anti-icing, an aircraft is not dispatched for departure unless it has been given a
contamination check or a post-treatment check by a trained and qualified person. This
check should cover all treated surfaces of the aircraft and be performed from points
offering sufficient accessibility to these parts. To ensure that there is no clear ice on
suspect areas, it may be necessary to make a physic al check (e.g. tactile).
7) The required entry is made in the technical log (ATL).
8) The commander continually monitors the environmental situation after the
performed treatment. Prior to take-off, he/she performs a pre-take-off check, which
is an assessment of whether the applied HoT is still appropriate. This pre-take-off
check includes, but is not limited to, factors such as precipitation, wind and OAT.
9) If any doubt exists as to whether a deposit may adversely affect the aircraft’s
performance and/or controllability characteristics, the commander should arrange for
a pre-take-off contamination check to be performed in order to verify that the
aircraft’s surfaces are free of contamination. Special methods and/or equipment may
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be necessary to perform this check, especially at night time or in extremely adverse
weather conditions. If this check cannot be performed just before take-off, re-
treatment should be applied.
10) When re-treatment is necessary, any residue of the previous treatment should be
removed and a completely new de-icing/anti- icing treatment should be applied.
(c) Special operational considerations
(1) When using thickened de-icing/anti- icing fluids, consider a two-step de-icing/anti-
icing procedure, the first step preferably with hot water and/or un- thickened fluids.
(2) The use of de-icing/anti- icing fluids should be in accordance with the aircraft
manufacturer’s documentation. This is particularly important for thickened fluids to
assure sufficient flow-off during take-off.
(d) Communications
(1) Before aircraft treatment. When the aircraft is to be treated with the flight crew on
board, the flight and personnel involved in the operation should confirm the fluid to
be used, the extent of treatment required and any aircraft type-specific procedure(s)
to be used. Any other information needed to apply the HoT tables should be
exchanged.
(2) Anti-icing code provides the flight crew with the minimum details necessary to
estimate a HoT and confirms that the aircraft is free of contamination.
(3) After treatment. Before reconfiguring or moving the aircraft, the flight crew should
receive a confirmation from the personnel involved in the operation that all de-icing
and/or anti-icing operations are complete and that all personnel and equipment are
clear of the aircraft.
(e) Hold-over protection
Holdover tables are included in Chapter 6 of OM C, the times of protection shown in these
tables are to be used in conjunction with the pre-take-off check.
Ice and other contaminants — ground procedures
DE-ICING/ANTI-ICING BACKGROUND INFORMATION
(a) General
(1) Any deposit of frost, ice, snow or slush on the external surfaces of an aircraft may
drastically affect its flying qualities because of reduced aerodynamic lift, increased
drag, modified stability and control characteristics. Furthermore, freezing deposits
may cause moving parts, such as elevators, ailerons, flap actuating mechanism etc.,
to jam and create a potentially hazardous condition. Propeller/engine/auxiliary
power unit (APU)/systems performance may deteriorate due to the presence of
frozen contaminants on blades, intakes and components. Also, engine operation
may be seriously affected by the ingestion of snow or ice, thereby causing engine
stall or compressor damage. In addition, ice/frost may form on certain external
surfaces (e.g. wing upper and lower surfaces, etc.) due to the effects of c old
fuel/structures, even in ambient temperatures well above 0 °C.
(2) Under certain meteorological conditions, de- icing and/or anti- icing procedures may
be ineffective in providing sufficient protection for continued operations. Examples
of these conditions are freezing rain, ice pellets and hail, heavy snow, high wind
velocity, fast dropping OAT or any time when freezing precipitation with high water
content is present. No HoT guidelines exist for these conditions.
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Aircraft on the Ground.
(b) Fluids
(1) Type I fluid: Due to its properties, Type I fluid forms a thin, liquid-wetting film on
surfaces to which it is applied which, under certain weather conditions, gives a very
limited or no HoT. With this type of fluid, increasing the concentration of fluid in the
fluid/water mix does not provide any extension in HoT.
(2) Type II and Type IV fluids contain thickeners which enable the fluid to form a thicker
liquid-wetting film on surfaces to which it is applied. Generally, this fluid provides a
longer HoT than Type I fluids in similar conditions. With this type of fluid, the HoT
can be extended by increasing the ratio of fluid in the fluid/water mix.
(3) Type III fluid is a thickened fluid especially intended for use on aircraft with low
rotation speeds. Type III fluids can be thought of as a compromise between type I
and type II fluids. They are intended for use on slower aircraft, with a rotation speed
of less than 100 knots. Type III fluids are generally light yellow in colour. Application
of Type III fluids is not permitted on 737 aircraft.
(4) Fluids used for de-icing and/or anti-icing should be acceptable to the operator and
the aircraft manufacturer. These fluids normally conform to specifications such as
SAE AMS1424, SAE AMS1428 or equivalent. Use of non-conforming fluids is not
recommended due to their characteristic s being unknown. The anti-icing and
aerodynamic properties of thickened fluids may be seriously degraded by, for
example, inappropriate storage, treatment, application, application equipment and
age.
(c) Hold-over protection
(1) Hold-over protection is achieved by a layer of anti-icing fluid remaining on and
protecting aircraft surfaces for a period of time. With a one-step de- icing/anti- icing
procedure, the HoT begins at the commencement of de- icing/anti- icing. With a
two-step procedure, the HoT begins at the commencement of the second (anti-
icing) step. The hold-over protection runs out:
I. at the commencement of the take-off roll (due to aerodynamic shedding of
fluid); or
II. when frozen deposits start to form or accumulate on treated aircraft surfaces,
thereby indicating the loss of effectiveness of the fluid.
(2) The duration of hold-over protection may vary depending on the influence of factors
other than those specified in the HoT tables which may include:
I. atmospheric conditions, e.g. exact type and rate of precipitation, wind direction
and velocity, relative humidity and solar radiation; and
II. the air raft and its surroundings, such as aircraft component inclination angle,
contour and surface roughness, surface temperature, operation in close
proximity to other aircraft (jet or propeller blast) and ground equipment and
structures.
(3) HoTs are not meant to imply that flight is safe in the prevailing conditions if the
specified HoT has not been exceeded. Certain meteorological al conditions, such as
freezing drizzle or freezing rain, may be beyond the certification envelope of the
aircraft.
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De-ice/anti-ice on ground.
Dry snow can be removed with brooms or cold air blast. However, as some frost normally will
be found on the surface below the snow, normally de-icing/anti-icing fluid has to be used. Hot
water or hot air may also be used, but these methods require some kind of protection with
anti-ice/de-ice fluids after been applied. De-icing/anti-icing fluids are also the only practical
means to remove ice and frost and are for our operation divided into three types:
Type I (de-icing) - for removal of ice, rime and snow and has a short protection time
- especially in precipitation.
Type II (anti-icing) - for protection of surfaces after de-icing.
Type IV (anti-icing) - for protection of surfaces after de-icing - supposed to have longer
hold-over time than type II (and I). Flow off characteristics suitable for
rotation speeds around 100 kts.
Note: SAE Type III has flow off characteristics suitable for commuter aircraft
Acceptable Fluids Boeing 737 and B787
The applicable fluids that obey the Boeing document D6-17487, "Certification Test of Airplane
Maintenance Material" and conform to any of the following specifications, are acceptable
fluids:
1. Type I (Newtonian) fluids:
a. Fluids SAE AMS 1424 Latest revision
b. MIL-A-8243D Types 1 and 2
Note: MIL-A-8243D Type 1 fluid is acceptable in a 50:50 fluid/water concentration.
MIL-A-8243D Type 2 fluid is acceptable in any concentration. There are no holdover
time guidelines for MIL-A-8243D fluids so they can only be used for de-icing.
2. Type II and Type IV (non-Newtonian) fluids:
Fluids SAE AMS 1428 Latest revision
Typical De/Anti-Ice Brand Names which comply with these specifications:
Deicing Fluid
Kilfrost DF plus (80) ref AMS 1424
Type1=
Deicing Fluid
Clariant Safewing MPI 1938 ECO (80) ref AMS 1424
Type1=
Anti-icing Fluid
Clariant Safewing MPII Flight ref AMS 1428
Type2=
Other brand names may be used if compliant with the said specifications.
De/Anti Ice procedures contained in Ground Operations Manual
According to the Ground Operations Manual (GOM) de/anti icing of Company Aircraft shall be
performed according to the ‘Global Aircraft De-icing Standards’ which consist of the following
documents:
• SAE AS6285 ‘Aircraft Ground Deicing/Anti-Icing Processes’ and ARP6257 ‘Aircraft
Ground De/Anti-Icing Communication Phraseology for Flight and Ground Crews’.
• SAE AS6286 ‘Training and Qualification Program for Deicing/Anti-icing of Aircraft on
the Ground’, complemented by subdocuments AS6286/1, AS6286/2, AS6286/3,
AS6286/4, AS6286/5 and AS6286/6.
• SAE AS6332 ‘Aircraft Ground Deicing/Anti-icing Quality Management’
The ‘FAA Holdover Time Guidelines’ is used as a reference for the HOT tables published in OM
C CH 6. For the clean airplane concept OM-A 8.3.8 preflight actions-clean airplane concept
refers.
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Deicing/anti-icing fluid residues causing flight control restrictions 2
Note: This text refers to a B737 Service letter but may be relevant for other aeroplane types.
Dried residues from thickened deicing/anti-icing fluids can rehydrate into a gel-like substance
and freeze during flight and cause restrictions to the flight control systems.
In several cases it is determined that the residues had been generated from fluids that were
applied during previous winter seasons.
A greater number of deicing/anti-icing fluid residue problems have occurred in Europe
compared to North America and Asia. Industry experts agree that one of the reasons for this is
the difference in deicing/anti-icing practices between the continents.
In some parts of Europe, a one-step deicing/anti-icing process is sometimes used. This process
involves the application of de-icing/anti-icing fluid in a single application, using a heated
mixture of Type II fluid and water, usually in a ratio of 75/25. When this process happens
repeatedly there can be a significant buildup of residues in the aerodynamically quiet areas of
the wings and stabilizers.
Ensure a two-step process is used as experience and testing has shown that deicing with heated
Type I fluid will help clean away residues from previous anti-icing fluid treatments.
Holdover time
Hold-over time (HOT) is the time span during which anti-icing fluid will prevent ice, frost or
snow to form or accumulate on protected surfaces of the aircraft. HOT starts at the beginning
of the final anti-icing treatment.
If weather conditions change during the HOT, there may be reason to revise the determined
HOT.
No HOT guidelines exist for WX conditions other than those listed in the tables in OM-C Route
Manual.
HOT shall be regarded as zero for:
• Hail
• Ice pellets, snow pellets
• Moderate/heavy freezing rain
Fluid and weather types and calculation of HOT are detailed in OM-C CH 6.
The ‘FAA Holdover Time Guidelines’ is used as a reference for these HOT tables.
2
Ref: Boeing Service Letter 737-SL-12-019-A
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De-ice/anti-ice procedure
The de-ice/anti-ice procedure is divided into one or two steps:
• One step de-icing is done with a de-ice fluid. The OAT will give the necessary mixture
ratio of the de-icing fluid to water and hold - over time (HOT).
• Two step de-icing is done in two steps, i.e. first hot water or a mixture of hot water
and de-icing fluid is used to de-ice the aeroplane, and secondly before this mixture
freezes, (typically 3 minutes) a mixture of cold water and anti-ice fluid is applied to
provide for longer protection. The OAT and mixture ratio of de-icing fluid to water will
give the hold-over time (HOT).
Note: Tests have shown that Type I fluid has a significant degrading effect on Type II or IV
fluid, if mixed with these. Therefore, if using two-step procedure, a sufficient
quantity of Type II or IV fluid should be used to flush off the remaining Type I fluid.
Note: Tests have shown that when mixing thickened aircraft anti-icing fluid (ADF) with
minimal amounts of runway de-icing fluids (RDF) (spray from nose wheel or trust
reversers), HOT could be diminished due to a separation of the thickening agents in
the ADF. This can be avoided by a full two step deicing, to clean off any residual RDF
contaminants. Ref: EASA SIB 2010-26R1
Note: Wing skin temperature over the wing tanks may, especially after long flights at high
altitudes with reasonable quantity of remaining fuel after landing, be suspected to
have a considerably lower temperature than OAT. A stronger mixture can be used
when suspecting such conditions.
With such conditions, especially combined with precipitation, one may also expect
formation of ice on upper wing tank surfaces with OAT even above 0°C. Therefore
these surfaces should be inspected very thoroughly (by hand if possible) under such
conditions.
Procedures concerning snow and ice on the aeroplane are covered in OM-B AOM/FCOM
The aeroplane has to be treated symmetrically, i.e the left and right wing and horizontal
stabilizer shall always, independent of weather conditions, receive the same treatment.
After receiving “de-icing completed” and mixture in % of fluid/water, and time for commencing
the last step, from the de-ice/anti-ice crew, the Commander shall calculate the hold-over time
(HOT) from start of last step (either one or two-step procedure). Table for calculating HOT is
found in the OM-C Route Manual, section 04.
If exceeding the HOT on ground a new de/anti-icing treatment shall be performed.
The de-icing/anti-icing shall also be recorded in the ATL with following parameters, ref. Section
8.1.11:
• Start time (UTC) for applying de-ice/anti-ice fluid (last step)
• Type of fluid (I, II or IV)
• Mixture in % of fluid/water
Procedures concerning snow and ice on aeroplane are also covered in OM-B.
Note: Take-off in moderate or heavy freezing rain is not allowed as this may be outside the
certificating criteria for flight into known icing.
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Safety on ground during deicing
The deicing platform can be a very busy environment. For ground crew the danger zone is
outside the pilot’s visual range, it might be slippery and includes the danger of jet blast.
Worldwide there are reports of accidents in which the aircraft turned before the deicing truck
had fully cleared the danger zone, resulting in the tail knocking over the truck. Make sure you
do not move the aircraft until it has been fully confirmed that the entire area is clear, and the
deicing coordinator has given you permission to maneuver.
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8. OPERATING PROCEDURES
8.3 Flight Procedures
8. OPERATING PROCEDURES ......................................................................................... 1
8.3 Flight Procedures ............................................................................................................... 1
8.3.1 VFR/IFR Policy.................................................................................................................................. 5
8.3.2 Navigation Procedures .................................................................................................................... 6
Altimeter Setting Procedures ................................................................................................................ 27
8.3.3 .............................................................................................................................................................. 27
8.3.4 Altitude Alerting System Procedures ............................................................................................ 30
8.3.5 Ground Proximity Warning System Procedures ............................................................................ 31
8.3.6 Policy and Procedures for the Use of TCAS/ACAS ......................................................................... 31
8.3.7 Policy And Procedures For In-Flight Fuel Management ................................................................ 34
8.3.8 Adverse And Potentially Hazardous Atmospheric Conditions ...................................................... 35
8.3.9 Wake Turbulence .......................................................................................................................... 45
8.3.10 Crew Members At Their Stations .................................................................................................. 46
8.3.11 Use of Safety Belt for Crew and Passengers.................................................................................. 50
8.3.12 Admission To Flight Deck .............................................................................................................. 50
8.3.13 Use of Vacant Crew Seats.............................................................................................................. 52
8.3.14 Incapacitation of Crew Members .................................................................................................. 53
8.3.15 Cabin Safety Requirements ........................................................................................................... 55
8.3.16 Passenger Briefing Procedures ...................................................................................................... 58
8.3.17 Operation with Cosmic or Solar Radiation Detection Equipment ................................................. 60
8.3.18 Policy on the Use of Autopilot and Auto Throttle ......................................................................... 60
8.3.19 Use of Checklists............................................................................................................................ 62
8.3.20 Communication And Reporting Procedures.................................................................................. 63
8.3.21 Flight Crew Briefing ....................................................................................................................... 64
8.3.22 Threat and Error Management TEM ............................................................................................. 66
8.3.23 EFB Crew Resource Management ................................................................................................. 71
8.3.24 STABILIZED APPROACH.................................................................................................................. 72
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General
The Company’s standard flight procedures are laid down and described in the Company’s OM.
Standard Operating Procedure (SOP) is described in OM-B. For safety reasons, it is of utmost
importance that these are adhered to, and that the crew has a common under-standing of the
operation of the aeroplane.
However, if it is obvious that the situation demands an action differing from standard
procedure, the intentional deviation shall be clearly announced by PF in order to facilitate the
monitoring function of PM. In general, internal pilot communication shall ascertain that the
pilots are in full agreement regarding the progress of the flight.
Along this chapter are used the following acronyms
L/P: Pilot in the left seat
R/P: Pilot in the right seat
L/H: Left seat
R/H: Right seat
Check lists
The Company has established a system of checklists as described in OM-Part B.
These checklists shall be adhered to, unless the CMDR in an emergency situation, according to
his judgement decides that to follow a checklist will create an even greater hazard. The use of
checklists is described in section 8.3.19.
Critical phases of flight and sterile flight crew compartment procedures
During critical phases of flight sterile flight deck compartment procedures are in force.
Critical phases of flight include start up, taxi, take-off run, the take-off flight path, all times
below 10 000ft or cruise altitude whichever is lower, the final approach, the missed approach,
the landing, including the landing roll, and any other phases of flight as determined by the
CMDR.
Crew members shall not perform any activities during critical phases of flight other than those
required for the safe operation of the aircraft.
In this respect, visits to flight deck, unnecessary conversation, company calls and P/A
announcements for non-safety reasons, are considered not required for the safe operation of
the aeroplane.
The CMDR shall give firm orders to personnel occupying the jump seat to remain silent during
the above-mentioned phases of flight.
During taxi, or when number one for takeoff, it is not recommended to perform a PA from flight
deck. When waiting in line for takeoff (not as number one), waiting for a gate etc. it is
permitted and encouraged to do a PA to the passengers.
Standard call-outs are described in CH 8.3.20 and OM-B CH 2.
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Calls to flight deck
During periods of time when the sterile flight deck compartment procedures are applied, cabin
crew members should call the flight crew or enter the flight crew compartment only in cases
related to safety or security matters. In such cases, information should be timely and accurate.
Flight crew activities
When sterile flight crew compartment procedures are applied, flight crew members are
focused on their essential operational activities without being disturbed by non-safety related
matters.
Examples of activities that should not be performed are:
(1) radio calls concerning passenger connections, fuel loads, catering, etc.;
(2) non-critical paperwork; and
(3) mass and balance corrections and performance calculations, unless required for safety
reasons.
(4) visits to flight deck
(5) unnecessary conversations
(6) PA Announcements not related to safety
Communication to the flight crew
Cabin crew use their own discretion to determine whether the situation is related to safety or
security matters and whether to call the flight crew.
Situations requiring information to the flight crew may include:
(1) any outbreak of fire inside the cabin or in an engine;
(2) a burning smell in the cabin or presence of smoke inside or outside;
(3) fuel or fluid leakage;
(4) exit door unable to be armed or disarmed;
(5) localized extreme cabin temperature changes;
(6) evidence of airframe icing;
(7) cabin/galley equipment or furniture malfunction/breakage posing a hazard to the
occupants;
(8) suspicious object;
(9) disruptive passenger;
(10) security threat;
(11) abnormal vibration or noise;
(12) medical emergency;
(13) general drop-down of the oxygen masks in the cabin; and
(14) any other condition deemed relevant by a cabin crew member.
Note: For specific interphone restrictions during critical phases of flight refer to OM B CCM CH 2.
EFB
The use of EFB is described in OM-A 8.3.23 EFB Crew Resource Management and in:
B737: the OM B AOM CH 2.19
Flight crew positions
The CMDR shall normally occupy the L/H pilot seat. When two captains are scheduled together,
the CMDR shall normally occupy the L/H pilot seat.
Instructor pilots may act as CMDRs from the R/H pilot seat.
A captain with a limitation in his license (Copilot only) due to medical or other reasons, shall in
this respect be considered as a Copilot.
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Captain candidates shall fly from the L/H pilot's seat, provided they are flying together with an
instructor captain.
The CMDR should not interfere when the Copilot is flying the aeroplane unless he considers his
flying to be contrary to safety or Company standard.
CMDR seated in the R/H seat.
• The CMDR shall perform normal PF or PM duties as applicable during normal operation.
• The CMDR shall decide all emergency actions. If he deems safety best served by taking
over the manoeuvering of the aeroplane, he shall call "My controls".
• During take-off, the CMDR shall order "Go" or "Stop" in case of
Emergency/Malfunction.
• Upon the decision to continue a take-off the PF shall normally continue manoeuvering
of the aeroplane when the CMDR orders "Go".
• - Upon the decision to discontinue a take-off the L/P shall normally take over/continue
manoeuvering of the aeroplane when the CMDR orders "Stop".
• - The decision to evacuate shall be done by the CMDR but the PA-announcement done
by the L/P. The CMDR shall perform checklist items as R/P. When Evacuation checklist
is completed he shall perform duties as CMDR during evacuation.
• - The pilot in L/H seat shall perform duties as Copilot during evacuation.
Sharing of flight time – pilot at the controls.
The pilots should normally fly each second leg unless the CMDR deems it necessary due to
circumstances to perform the flying himself. LVO approaches shall normally be flown from the
L/H seat.
The weather must be satisfactory according to the CMDR’s judgement. Due regard must be
paid to runway conditions (i.e., coverage of water, slush, snow and ice), to prevailing tail and/or
cross wind and to the CMDR's knowledge of the Copilot's experience.
Note: If serious malfunctions, it should be regarded as normal practice during such
conditions that the CMDR executes the approach and landing himself. However, this
decision is left to the CMDR.
Taxing.
The aeroplane is normally steered from the L/H seat during taxing on ground. The pilot in R/H
seat will obtain clearances and read the checklist.
Take-off – Copilot flying.
After the aeroplane has been lined up and the checklist completed, the Copilot will make the
take-off, operating brakes and flight controls from the R/H seat. In case of rejected take-off,
refer to OM-B.
Climb-out and cruise – Copilot as PF.
The CMDR shall carry out the PM normal duties.
Descent, approach and landing – Copilot flying.
The Copilot shall initiate all checklists, thrust changes, configuration changes etc., descent,
approach and landings from R/H seat. During low speed landing rollout, the controls will be
transferred to the CMDR in accordance with OM-B.
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Use of screen or other hindrance to effective look-out during line flight.
The use of screens, or the placing of objects on the glare shields for the reduction (by any means
except authorized sun visors) of the field of vision from the cockpit is strictly forbidden.
Loose objects on the flight deck.
Incidents have occurred because such parts have fallen down and blocked controls etc. If not
finding a loose object, make a remark in the tech.log so that a thorough search can be
performed on the ground.
Flight crew bags on the flight deck must be adequately stowed and not so bulky or heavy that
they could hinder an evacuation or become a safety hazard. The entry area into the flight deck
should be kept neat and tidy primarily to facilitate an unhindered evacuation but also to ensure
an orderly appearance for those looking into the cockpit while the flight deck door is open.
Waste and food trays should therefore be removed at the first convenient opportunity.
Magnetic objects on the flight deck.
As a rule, no loose objects that are not known to be absolutely non-magnetic must be placed
closer to the compass than 3 feet.
Meals on flight deck.
The pilot having his meal shall when applicable hand over the control to the other pilot.
However, light snacks, i.e food which is prepared to be eaten by use of hands only, can at the
CMDR’s discretion be taken at the same time.
Note: Refer to OM-A Section 6.1.10 for Meal precautions prior to and during flight.
8.3.1 VFR/IFR Policy
Application of IFR/VFR
All flights shall be operated in accordance with Instrument Flight Rules (IFR).
An IFR flight plan shall be submitted prior to operating and this IFR flight plan shall normally not
be cancelled. Exemptions are where flights may require a VFR departure due lack of NAV aid or
possibly ferry flights dispatch on a flight with VFR portion which requires prior authorization
from Chief Pilot Watch. A SafetyNet report shall be filed following the flight
Note: Operating on an IFR flight plan does not preclude visual departures or approaches.
Controlled airspace
The ATS (Air Traffic Service) will provide air traffic clearance within controlled airspace,
establishing sufficient traffic separation according to international standards. The CMDR shall
abide the clearance given and shall keep the ATS informed of deviations from his flight plan.
The CMDR has the primary responsibility for terrain clearance, although when under radar
vectoring, the primary responsibility for terrain clearance rests with ATC. However, the CMDR
shall still monitor proper terrain clearance by means of navigation aids. Refer also to OM A CH
8.1.1.
Clearance to maintain own separation in VMC
The use of clearances subject to maintain own separation and remain in VMC, especially in
areas with high traffic density must be looked upon as creating one of the greatest risks.
Such clearances shall, therefore, be used only with great caution and only with good
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visibility. Visibility and distance from clouds shall be considerably greater than the values
established by existing Visual Flight Rules.
Clearance for visual approach
Controlled aerodrome:
Clearance for visual approach may be issued by the appropriate ATC-unit, which also can
initiate visual approach if the CMDR has reported field in sight. If the CMDR does not accept
clearance for a visual approach, an instrument approach clearance shall be issued. Be aware of
which missed approach procedure to follow. Ask ATC for instructions if desired, especially when
accepting a visual side step to another runway.
Uncontrolled aerodrome:
If in controlled airspace when requesting, the aeroplane may be cleared for a visual approach
to an uncontrolled aerodrome. However, the appropriate ATC-unit cannot initiate a visual
approach to an uncontrolled aerodrome.
If in uncontrolled airspace, the CMDR may start a visual approach, provided the appropriate
ATS-unit (AFIS) is informed.
8.3.2 Navigation Procedures
8.3.2.1 Standard Navigation Procedures
General
OM B and OM C describe the standard navigation procedures and systems.
Cross-Check of FMC Entries
Independent cross-checks of FMC entries where these affect the flight path to be followed by
the aeroplane shall be carried out.
When pilots are evaluating the charted procedure against the navigation database, the areas of
primary concern are: waypoint sequence, speed and altitude constraints and no unexpected
discontinuities. Minor differences between the magnetic heading or track on a navigation chart
and the heading or track in the FMC may exist. Primarily, this is because the FMC has a lookup table
for magnetic variation, but chart designers apply a local magnetic variation. Minor differences may
also result from equipment manufacturer's application of magnetic variation. These minor
differences are operationally acceptable.
Pilots may, if required, compare the actual flight path with the desired flight path by tuning
conventional nav. aids and by checking published bearings and distances. The flight crew members
must remain alert to the possibility of errors in programming or performance, and be prepared to
revert to raw data provided by standard VOR, ADF and DME.
The OFP should be comprehensively completed en route, except when operating in busy terminal
areas at lower altitudes, and ETA’s should be kept amended to take account of significant changes.
Note should be made of any diversion from the planned route, whether initiated by the CMDR or
requested by ATS, the time the alteration was made, and any fuel replanning calculation where
necessary.
For MNPS Airspace see OM-A section 8.3.2.2.
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ILS.
In principle two types of ILS ground installations are used.
• The omnidirectional or broad beam localizer - normally of Category I performance.
• The directional or narrow beam localizer - normally of Category II/III performance.
The localizer coverage sector extends to a minimum of 17 NM within 35 degrees of the front
course line. The glide path coverage sector extends center line at approx. + 2 degrees / - 1,5
degrees within the nominal glide path angle.
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-beam approach may be provided.
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 fluctuation due to reflections from moving vehicles and aircrafts
in the vicinity of the transmitting antennas. Such fluctuations are normally of high frequency and
short duration.
Though technical criteria are laid down as regard to 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
installations 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 appears to be normal. The ILS is identified by the call sign transmitted by
the localizer. When the localizer is subject to maintenance, the call sign will be suppressed.
The ILS beams are automatically and continuously monitored to ensure radiation within prescribed
tolerances. The monitoring system provides a warning to APP (TOWER) and removes navigation
and identification components should a significant shift occur of the localizer or glide path beams.
Similar action is initiated by the monitoring system in case of reduction in thrust output. Monitoring
action is delayed 10 seconds for Cat I ILS.
8.3.2.2 NAT HLA, MNPS, Polar Navigation and other Designated Areas
Reserved
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8.3.2.2.18 Automatic Dependant Surveillance – Broadcast ADS-B
General:
ADS-B used in Non Radar Airspace (NRA) is a surveillance technology that supports radar-like
separation standards. The system brings significant safety and efficiency benefits, offering
properly-equipped and certified aircraft more flexible, fuel-saving routes through airspace
previously managed using only procedural air traffic control.
Aircraft with ADS-B automatically transmit accurate position reports with integrity every
second to ATC. As a result, ADS-B will reduce separation minima for equipped aircraft and allow
more aircraft to follow the most efficient flight trajectory.
Each country providing ADS-B service will be described in OM C, Country Rules and Regulations.
ADS-B is a surveillance system that uses satellites, aircraft avionics and ground infrastructure
to relay a range of aircraft parameters such as identification, position and altitude to ATC. It is
Automatic since no external stimulus is required for operation, and Dependant since it relies on
aircraft avionics to provide Surveillance through Broadcast messages.
ADS-B is already implemented in the North Sea, Australia, Hudson Bay in Canada and Alaska,
and is planned to expand in regions of Canadian, European North Sea and US airspace.
Depending upon the ADS-B surveillance data quality in the particular environment, the
implementation of ADS-B in NRA will augment existing air traffic services by providing 5 NM
and down to 3 NM (where approved by ICAO) ATC separation services in areas where it does
not exist today, or in areas where procedural separation is currently applied.
The alerting service will be enhanced by more accurate information on the latest position of
aircraft.
Airspace
ADS-B-NRA is designed for use in airspace classes A to G.
These airspaces may include “en-route”, arrival and departure phases which are not covered
by radar surveillance.
Note: the ground infrastructure will include ADS-B ground sensors so as to be able to provide
surveillance to the ADS-B equipped aircraft within their range. However ADS-B coverage of the
entire sector may not be complete.
Partial Equipage
The most efficient control of aircraft can be achieved when all aircraft in a particular airspace
are ADS-B equipped. ATC will have to provide separation to mixed equipage traffic until 100%
equipage is achieved. In order to segregate aircraft safely and depending on the environment,
the airspace and route network structure can be designed in two ways:
• Either by designating certain parts of the airspace as being only available to ADS-B
equipped aircraft;
• Or, in other regions, by allowing a mixed-traffic environment - segregation of equipped
and non-equipped aircraft is not necessary.
Depending on the circumstances, two or more ADS-B-equipped aircraft flying in the
mixed environment can be separated as in a radar environment in order to achieve
more efficient use of the airspace. (There may be non-equipped aircraft in the vicinity
– but procedurally separated).
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Components:
Three major components make the ADS-B system: aircraft avionics, ground stations and
controller displays. Aircraft avionics are responsible for generating, compiling and transmitting
surveillance information. Ground stations, an array of receiver units strategically located in the
surveillance service volume, detect the aircraft transmission and relay the data to the ATC. The
data is analyzed and configured for the controller’s display.
Onboard aircraft sensors are responsible for selecting required data and providing it to the
Mode S transponder. Following the compilation of an ADS-B message, the transponder
transmits the data through an Extended Squitter (ES), on 1090 MHz. The transponder transmits
ADS-B messages once per second, allowing ATC access to real-time aircraft position
information.
The following minimum parameters must be broadcast:
1. Airborne position
2. Navigation Uncertainty Category – Position (NUCp) >= 5, or Navigation Integrity Category
(NIC) >= 6
3. ICAO 24 Bit aircraft identifier
4. Flight ID. Equivalent of ACID = four to seven character alphanumeric parameter entered
by pilot, identically with filed flight plan information.
5. Pressure Altitude (1013,2 HPa)
6. Special Position Indicator (SPI) which is identical to the “Squawk Ident” feature of a basic
transponder.
7. Emergency Status. A single bit for the squawk codes 7500, 7600 and 7700; thus when
activated the pilot will need to contact ATC to communicate the type of emergency.
Flight ID, SPI and Emergency Flag (status) is the only elements that can be modified by the flight
crew.
The NAA fleet avionics do not have any control switch linked to the ADS-B system. The signal is
systematically transmitted whenever the transponder is “ON”.
Operational:
The following operating principles should be applied as a minimum:
• There are no fundamental changes in the roles and responsibilities of the flight crew or
controllers. The controller remains responsible for the management of the airspace,
maintaining separation and providing information to flight crews, whilst the flight
crews are responsible for navigation, for acting upon ATC instructions and providing
information to ATC.
• Procedural separation minima will be applied between ADS-B and non-ADS-B equipped
aircraft, as well as between non-ADS-B equipped aircraft.
• When flying in an airspace providing ADS-B only surveillance, flight crews should be
aware if specific local procedures are in force.
• Airspace class dimensions and associated local rules (where applicable) are available in
OM-C Route Manual, AIP, AIC and NOTAM.
Within the area where ADS-B only surveillance is implemented:
• Two-way radio (R/T) will be available as a primary means of communication between
aircraft and ATC. Note: CPDLC may co-exist as a means of communication;
• The flight crew will contact ATC when entering NRA in accordance with existing radio
procedures.
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Pre Flight Actions:
Prior to using the ADS-B service, the flight crew must be familiar with the following aspects of
ADS-B functionality:
1. Proper completion of the ICAO Flight Plan,
2. Correct entry of ADS-B identifiers,
3. ADS-B phraseology through surveillance airspace, and
4. Emergency procedures
Proper completion of ICAO Flight Plan
Operators of ADS-B equipped aircraft shall insert in the Surveillance Sub Field in Item 10 of the
ICAO flight plan form: D ADS Capability.
To date, there is no equipment suffix on the ICAO Flight Plan form to indicate specific ADS-B
equipment. If the aircraft is equipped with approved and tested ADS-B equipment, a
notification of ADS-B capability should be placed in Field 18 as RMK/ADSB.
Correct entry of ADS-B Flight Identifier
ADS-B uses two means of identifying transmitting aircraft.
1. The first is the aircraft Mode S address (also known as the ICAO 24 Bit aircraft identifier).
2. The second is the Flight Identification (FLTID), which is the equivalent of both Aircraft
Identification (ACID) and the Call Sign (NAA123), and is used both in ADS-B and in the
Mode S SSR technology. The FLTID (four to seven alphanumeric characters) is set by the
flight crew and is entered through the FMC; on some aircraft it may be entered through
the transponder. The FLTID must match the ACID entered in Item 7 of the ICAO Flight Plan.
Do NOT use the two letter IATA code, but the three letter ICAO code (NAA).
E.g: If ACID on the Flight Plan, which is a replica of the “FLIGHT” on the PPS Flight Plan, is
NAA123, the FLTID into the FMC shall be NAA123, NOT NAA0123 or any other
combination.
Flight Crew procedures during normal operations
Before departure
• The flight crew should verify the consistency between its ADS-B related avionics
capabilities and the data inserted in the flight plan
• The aircraft identification as inserted into the system (FMC, etc.) should be consistent
with the one inserted in the flight plan, as it is the one that will be transmitted by the
ADS-B system
• The flight crew should be aware if the flight is planned to enter ADS-B only surveillance
airspace, and of which type; mixed or segregated. In the latter case, the flight crew
should verify that their flight remains within the airspace corresponding to the aircraft’s
avionics capabilities.
Initial contact with ATC, entering NRA
When entering ADS-B-NRA, the flight crew will contact ATC to establish voice communication.
This will be done in accordance with existing radio procedures (e.g. after receiving the radio
frequency transfer instruction from a previous ATC center and/or to obtain a clearance to enter
the airspace).
The controller may request or provide identification data, as in the radar environment.
Transponder operation
Procedures associated with operations in ADS-B only airspace are identical to those where SSR
surveillance applies.
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Altitude verification
Air/ground procedures associated with altimeter setting verification are identical to those
occurring in the radar environment. (See specific phraseology in OM-C Route Manual).
Note: Do NOT modify the flight plan in the FMC while in ADS-B surveillance, unless instructed
or cleared by ATC. It may corrupt the ADS-B message.
Flight Crew procedure during abnormal circumstances
Abnormal modes (airborne perspective)
The following abnormal modes may occur within ADS-B-NRA due to airborne non-normal
events.
Airborne emergency situation not linked to the ADS-B airborne equipment
Whenever the capability for the pilot to select discrete SSR emergency codes is available, the
ADS-B system will transmit the appropriate modes.
In the event of an aircraft reporting or appearing from the ADS-B surveillance information to
be in an emergency situation, then the same ATC-related emergency procedures will apply as
for radar control.
Upon activation of an emergency code by the flight crew, a common emergency bit is sent to
through the ADS-B transmitter. Communication with ATC will be required to positively report
the nature of the emergency.
Failure of ADS-B airborne equipment
Total failure of the ADS-B aircraft equipment
Similar procedures as described for the failure of an aircraft transponder are required for the
failure of the aircraft ADS-B transmitter in airspace where such equipage is mandatory.
The Failure/degradation of the aircraft position reporting
The controller will be informed by the avionics system (Aircraft Position Quality Indicator) or
through his own situation display. He will inform the flight crew and will apply procedural
separation minima to this particular aircraft.
Failure/degradation of the aircraft altitude reporting.
The controller will be informed by the ground system or by his own analysis of the situation
display. He will inform the flight crew and will apply appropriate separation and procedures
similar to those associated to transponder altitude reporting failures.
Impossibility of changing aircraft identification
Many aircraft are not able to modify the FLIGHTID whilst in flight (FMC specifications).
Should a problem occur in the transmission of this parameter:
1. The controller will request the flight crew to modify his aircraft identification (see specific
phraseology below); if this is not achievable on board, then;
2. The controller may take appropriate measures to identify the flight and solve the problem;
3. If identification still cannot be achieved, the controller will apply procedural separation to
this aircraft.
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Abnormal modes (effect on ATC operations)
Abnormal Situation Expected ATC Procedure
Failure of a single aircraft Procedural separation minima will be applied -
“ADS-B-out” system contingency procedures may also be applied enabling
the aircraft to leave the airspace
Degradation of ADS-B position accuracy from a If the indicated position accuracy or integrity falls below
single aircraft (due to deterioration of that a certain limit, procedural separation
aircraft’s positional sources) minima will be applied
Corruption of ADS-B data from a single aircraft Procedural separation minima will be applied
Degradation of all aircraft ADS-B data due to Procedural separation minima will be applied
deterioration of positioning sources (GNSS)
Complete failure of the ADS-B ground receiving Procedural separation minima will be applied
and processing system
Failure (or planned outage) of an ADS-B ground Procedural separation minima will be applied in the
receiver, giving reduced coverage regions of no cover
ADS-B Phraseology
General
Flight through ADS-B airspace is similar to that of radar airspace. Pilots will not be advised they
have entered ADS-B surveillance airspace from a radar coverage area, or that they have exited
ADS-B surveillance airspace and entered a radar coverage area.
CPDLC
There is no specific requirement for provision of CPDLC as a means of communication in ADS-
B-NRA airspace
Phraseology
Existing “Radar” Phraseology New Generic “Surveillance” Phraseology
RADAR SERVICE TERMINATED SURVEILLANCE SERVICE TERMINATED
(non radar routing if required) (non surveillance routing if required)
RADAR SERVICE TERMINATED DUE TO (reason) SURVEILLANCE SERVICE TERMINATED DUE TO (reason)
SECONDARY RADAR OUT OF SERVICE ADS-B SURVEILLANCE OUT OF SERVICE DUE TO (reason)
RADAR SERVICE TERMINATED SURVEILLANCE SERVICE TERMINATED
RESUME POSITION REPORTS RESUME POSITION REPORTS
(acid) RADAR IDENTIFIED (position if required) (acid) IDENTIFIED (position if required)
(acid) RADAR IDENTIFICATION LOST (acid) IDENTIFICATION LOST
CONFIRM ADS-B ELIGIBLE?
And if necessary – UNABLE TO ISSUE CLEARANCE INTO
ADS-B EXCLUSIONARY AIRSPACE, MAINTAIN (attitude)
NEGATIVE ADS-B DUE TO EQUIPMENT FAILURE
IF ABLE CHANGE YOUR FLIGHT ID TO (FLTID)
IF YOU READ, (appropriate instructions), the – (Action) IF YOU READ, (appropriate instructions), the – (Action)
OBSERVED, WILL CONTINUE RADAR CONTROL OBSERVED, WILL CONTINUE SURVEILLANCE CONTROL
(ACID) READING YOU ON 7700
CONFIRM THE NATURE OF YOUR EMERGENCY
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Phraseology in non-normal situations (voice)
Circumstances Controller Phraseology Flight Crew Fraseology
Ground to request the ADVISE ADS-B CAPABILITIES ADS-B
capabilities of the ADS-B … TRANSMITTER
airborne equipment … ADS-B RECEIVER
NEGATIVE ADSB
Ground to request reselection REENTER ADS-B AIRCRAFT WILCO/UNABLE
of the aircraft identification IDENTIFICATION
Ground to request IDENT TRANSMIT ADS-B IDENT ROGER IDENT
Ground to request termination STOP ADS-B TRANSMISSION WILCO
of ADS-B transmitter
operations
Ground to request transmission TRANSMIT ADS-B ALTITUDE WILCO
of ADS-B altitude
Ground to request termination STOP ADS-B ALTITUDE WILCO/UNABLE
of Pressure Altitude TRANSMISSION
transmission because of faulty
operation
ADS-B equipment out of service ADS-B OUT OF SERVICE
8.3.2.2.19 Extended Overwater Flights
Company aircraft operated over water at a distance away from land suitable for making an
emergency landing, greater than that corresponding to 120 minutes at cruising speed or 400
NM, whichever is the lesser, shall be equipped with the equipment specified below:
(1) life-rafts in sufficient numbers to carry all persons on board, stowed so as to facilitate their
ready use in an emergency, and being of sufficient size to accommodate all the survivors
in the event of a loss of one raft of the largest rated capacity
(2) a survivor locator light in each life-raft
(3) life-saving equipment to provide the means for sustaining life, as appropriate for the flight
to be undertaken; and
(4) at least two survival ELTs (ELT(S)).
Note: The distance is measured from land.
Note: This regulation does not restrict the CMDR from route deviations in flight due to safety
reasons.
B737: Company B737s are normally not equipped for extended overwater flights. For aircraft
equipped refer to ATL and OM B CCM B737.
8.3.2.2.20 Flights over areas where SAR would be difficult
Areas where Search and Rescue would be especially difficult
For such areas (designated by the State in its AIP) the aeroplane must additionally be equipped
with, at least two ELT, one of which must be automatic and:
1) Pyrotechnical Distress Signals equipment;
2) Survival equipment appropriate for the route to be flown, considering the amount of
people on board.
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8.3.2.3 RNAV and RNP (P-RNAV, B-RNAV and RNP)
Note: Along this section, the following terms are equivalent and will be used interchangeably
P-RNAV = Basic RNP 1
B-RNAV = RNAV 5
GENERAL
(a) There are two kinds of navigation specifications: area navigation (RNAV) and required
navigation performance (RNP). These specifications are similar. The key difference is that
a navigation specification that includes a requirement to have an on-board performance
monitoring and alerting system is referred to as an RNP specification. An RNAV
specification does not have such a requirement. The performance-monitoring and alerting
system provides some automated assurance functions to the flight crew. These functions
monitor system performance and alert the flight crew when the RNP parameters are not
met or cannot be guaranteed with a sufficient level of integrity. RNAV and RNP
performance is expressed by the total system error (TSE). This is the deviation from the
nominal or desired position and the aircraft’s true position, measured in nautical miles.
The TSE should remain equal to or less than the required accuracy expected to be achieved
at least 95 % of the flight time by the population of aircraft operating within the airspace,
route or procedure.
(b) The structure of RNAV and RNP navigation specifications can be classified by phases of
flight as detailed in Table 1. Some of these special approvals are in current use, some are
under development, and some apply to emerging standards for which AMC-20 material
has yet to be defined.
(c) The following RNAV and RNP navigation specifications are considered:
(1) Oceanic/Remote, RNAV10 (designated and authorised as RNP10)
Although RNAV10 airspace is, for historical reasons, also called RNP10 airspace,
there is no requirement for on-board monitoring and alerting systems. RNAV10 can
support 50 NM track spacing. For an aircraft to operate in RNAV10 (RNP10) airspace
it needs to be fitted with a minimum of two independent long-range navigation
systems (LRNSs). Each LRNS should in principle have a flight management system
(FMS) that utilises positional information from either an approved global navigation
satellite system (GNSS) or an approved inertial reference system (IRS) or mixed
combination. The mix of sensors (pure GNSS, pure IRS or mixed IRS/GNSS)
determines pre-flight and in-flight operation and contingencies in the event of
system failure.
(2) Oceanic/Remote, RNP4
Guidance for this RNP standard is provided in ICAO Doc 9613. RNP4 is the
oceanic/remote navigation specification to support 30 NM track spacing with ADS-C
and CPDLC required. To meet this more accurate navigation requirement, two
independent LRNS are required for which GNSS sensors are mandatory. If GNSS is
used as a stand-alone LRNS, an integrity check is foreseen (fault detection and
exclusion). Additional aircraft requirements include two long range communication
systems (LRCSs) in order to operate in RNP4 designated airspace. The appropriate air
information publication (AIP) should be consulted to assess coverage of HF and
SATCOM. The additional requirements may include use of automatic dependent
surveillance (ADS) and/or controller pilot data link communication (CPDLC).
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(3) RNAV5 (B-RNAV)
Acceptable means of compliance for RNAV5 are provided in AIC A 09/09 24 de agosto
NORMAS Y PROCEDIMIENTOS PARA APROBACIÓN OPERACIONES RNAV 5
(4) RNAV2
This is a non-European en-route standard. Guidance for this RNP standard is
provided in ICAO Doc 9613.
(5) RNAV1
Acceptable means of compliance for RNAV1 (P-RNAV) are provided in JAA TGL-10
‘Airworthiness and Operational approval for precision RNAV operations in
designated European Airspace’.
(6) Basic–RNP1 (P-RNAV)
Acceptable means of compliance for RNAV1 (P-RNAV) are provided in AIC A 01/11
03 de Marzo APROBACIÓN DE AERONAVES Y EXPLOTADORES PARA OPERACIONES
RNP1 BÁSICA.
(7) RNP APCH (RNP Approach)
Non-precision approaches supported by GNSS and APV (approach procedure with
vertical guidance) which are themselves divided in two types of APV approaches:
APV Baro and APV SBAS.
RNP APCH is charted as RNAV (GNSS). A minima line is provided for each of the
available types of non-precision approaches and the APV procedure at a specific
runway:
o non-precision approach – lateral navigation (LNAV) or localiser performance
(LP) minima line;
o APV Baro - LNAV/VNAV (vertical navigation) minima line; and
o APV SBAS - localiser performance with vertical guidance (LPV) minima line.
Acceptable means of compliance for RNP APCH and BaroVnav are provided in AIC A
03/12 24 de Abril APROBACIÓN DE AERONAVES Y EXPLOTADORES PARA
OPERACIONES DE APROXIMACIÓN RNP (RNP APCH) and AIC A 02/12 24 de Abril
APROBACIÓN DE AERONAVES Y EXPLOTADORES PARA OPERACIONES DE
APROXIMACIÓN CON GUÍA VERTICAL / NAVEGACIÓN VERTICAL BAROMÉTRICA
(APV/baro-VNAV) .
(8) RNP AR APCH (approach)
RNP AR criteria have been developed to support RNP operations to RNP minima
using RNP less than or equal to 0.3 NM or fixed radius turns (RF). The vertical
performance is defined by a vertical error budget based upon Baro VNAV. Equivalent
means of compliance using SBAS may be demonstrated.
RNP AR APCH is charted as RNAV (RNP). A minima line is provided for each available
RNP value.
Acceptable Means of Compliance for RNP AR are provided in AMC20-26
‘Airworthiness Approval and Operational Criteria for RNP Authorisation Required
(RNP AR) Operations’.
Each RNP AR approach requires a special approval.
(d) Guidance material for the global performances specifications, approval process, aircraft
requirement (e.g. generic system performances, accuracy, integrity, continuity, signal-in-
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space, RNP navigation specifications required for the on-board performance monitoring
and alerting system), requirements for specific sensor technologies, functional
requirements, operating procedures, flight crew knowledge and training and navigation
databases integrity requirements, can be found in Table1.
8.3.2.3.1 General:
The RNAV system in use is mainly based on Inertial Reference System (IRS) and GPS. Refer to
FCOM Vol 2.
The system fulfils EUROCONTROL Minimum Navigation Performance Specification (MNPS) for
P-RNAV, of an accuracy of + 1NM within 95% of the time (RNP-1).
8.3.2.3.2 Definitions:
Accuracy.
The degree of conformance between the estimated, measured, or desired position and/or the
velocity of a platform at a given time, and its true position or velocity. Navigation performance
accuracy is usually presented as a statistical measure of system error and is specified as
predictable, repeatable and relative.
Actual Navigation Performance (ANP)
Actual navigation performance (ANP) is the FMC’s estimate of the quality of its position
determination. ANP represents the estimated maximum position error with 95% probability.
That is, the FMC is 95% certain that the airplane’s actual position lies within a circle with a
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radius of the ANP value around the FMC position. The lower the ANP value, the more confident
the FMC is of its position estimate.
The FMC system alerts the flight crew when performance is inadequate for the current operation.
Note that the Flight Technical Error is not included in the ANP.
Area Navigation (RNAV)
A method of navigation which permits aircraft operation on any desired flight path.
Availability
An indication of the ability of the system to provide usable service within the specified coverage
area and is defined as the portion of time during which the system is to be used for navigation
during which reliable navigation information is presented to the crew, automatic pilot, or other
system managing the flight of the aircraft.
Basic RNAV (B-RNAV)
The navigation performance of aircraft approved for Basic RNAV operations within European
airspace requires a track keeping accuracy equal to or better than +/- 5NM for 95% of the flight
time. This value includes signal source error, airborne receiver error, display system error and flight
technical error. B-RNAV (RNAV 5) is mandatory on the ATS Route Network in Europe. It may include
Standard Instrument Arrival (STAR) and Standard Instrument Departure (SID).
Continuity of Function
The capability of the total system (comprising all elements necessary to maintain aircraft position
within the defined airspace) to perform its function without non-scheduled interruptions during
the intended operation.
Integrity
The ability of a system to provide timely warnings to users when the system should not be used for
navigation.
Precision RNAV (P-RNAV) – Basic RNP 1
During operations on routes or in areas notified exclusively for P-RNAV aircraft
the lateral track keeping accuracy of the on-board P-RNAV system shall be equal to or better
than +/- 1 NM for 95% of the flight time. This value includes signal source error, airborne
receiver error, display system error and flight technical error. This corresponds to the accuracy
component of RNP-1 RNAV. P-RNAV (Basic RNP 1) procedures are published for many SID/STAR
in Europe and elsewhere. A P-RNAV STAR normally terminates the intermediate approach at
the Final Approach Fix (FAF).
The equipment and FMC updates installed onboard the Company’s aircraft meet this
requirement.
Receiver Autonomous Integrity Monitoring (RAIM)
A technique whereby a GNSS receiver / processor determines the integrity of the GNSS
navigation signals using only GNSS signals or GNSS signals augmented with altitude. This
determination is achieved by a consistency check among redundant pseudo-range
measurements. At least one satellite in addition to those required for navigation must be in
view for the receiver to perform the RAIM function.
Required Navigation Performance (RNP) and RNP-RNAV
RNP is a navigation performance standard for a particular area, airspace, route, procedure or
operation. For RNP where there are additional navigation performance requirements beyond
accuracy, such as integrity, continuity and availability, the term RNP RNAV is used.
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“RNP x” is a level of required lateral navigation performance where the numerical value (x)
indicates the required navigation accuracy in nautical miles with a 95% probability. The
difference between RNAV and RNP is that RNP requires that the aircraft is equipped with
Performance Monitoring and Alerting systems.
ICAO defined RNP originally as "a statement of the navigation performance accuracy necessary
for operation within a defined airspace." This navigation performance accuracy is quantified
with two values: a distance in nautical miles (known as the RNP type) and a probability level.
For example, an airplane is qualified to operate on an RNP 10 airway if it has demonstrated that
the capability and performance of the airplane navigation system will result in the airplane's
being within 10 NM of the indicated position on the navigation system at least 95 percent of
the flying time
ICAO RNP concept is the specification of a minimum performance requirement without
equipment mandates.
Two aviation standards organizations—the U.S. Radio Technical Commission for Aeronautics
(RTCA) and the European Organisation for Civil Aviation Equipment (EUROCAE)—expanded the
definition of RNP to include a new lateral containment limit and minimum navigation system
capabilities.
The new containment limit is twice the size of the RNP value and centered on the airplane's
defined path (as opposed to ICAO’s airspace desired path) The navigation system must ensure
that the airplane remain within this containment region 99.999 percent of the flight time. The
figure below shows the ICAO definition to the left and the industry expanded definition to the
right:
ICAO RTCA/EUROCAE
This industry-expanded specification of RNP is called RNP RNAV to differentiate it from the
specification of RNP defined by ICAO.
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RNP AR (Authorization Required)
Compared to standard RNAV approach procedures, the RNP AR approach procedures are
characterized by:
• RNP values ≤ 0.3 NM (down to RNP 0.10 NM) and/or
• Curved flight path before and after the Final Approach Fix (FAF) or Final Approach Point.
• Protection areas laterally limited to 2xRNP value without any additional buffer.
Obstacles can be located as close as a distance equal 2 times the RNP value.
These approach procedures are always designed to be flown with baro-VNAV capability. Temp
restrictions must be adhered to.
RNP AR procedures require GNSS updating. The flight crew must verify GNSS updating is
enabled prior to commencing the approach.
RNP AR operations may include missed approach procedures and instrument departures
with reduced RNP (<1NM).
During RNP AR approach procedures, the intermediate and final approach legs can include
turns (Radius to Fix (RF) FMS legs) even shortly before DA (Decision Altitude). It has been
envisaged that in some cases the DA will be reached during a turn.
The RNP AR approach procedures are always designed to be flown with FMS vertical navigation
based on Baro-VNAV principle. (LNAV/VNAV)
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Benefits of RNP AR instrument procedures:
Safety: The design of RNP AR instrument approach procedures could reduce CFIT
Capacity: Increased capacity in the airspace (new approaches to SIDs and STAR required).
Efficiency: Optimized flight profiles could reduce track miles and fuel burn.
Environment: Reduced emissions and noise
Access: RNP-AR can provide an approach with lower minima than supported by
conventional procedures, to ensure continued access to the airport during bad weather
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Examples of RNP APCH (left) and RNP AR (right) procedures design. Note that RNP AR may have
a curved flight path after FAF.
Total System Error
The Total System Error (TSE) value includes path definition error, navigation system error and
path steering error (i.e. flight technical error plus any display error)
8.3.2.3.3 Dispatch Requirement
The Company OM B-MEL reflects items required for RNPx operations.
See applicable table in OM B-MEL-General Info for equipment to be serviceable.
When items required for RNPx are not serviceable dispatch according to MEL could be done
but a revised clearance must be obtained.
Where a failure or degradation results in the aircraft being unable to meet the RNPX criteria
before departure, a new flight plan shall be submitted.
Pilots shall inform ATC if they cannot accept a procedure for which they have been cleared.
8.3.2.3.4 Use of LNAV/VNAV
All RNAV and RNPx procedures must be flown in LNAV. The use of VNAV is recommended and
for certain procedures required. For RNP AR the use of VNAV is required from FAF inbound.
8.3.2.3.5 Use of Autopilot and FD during RNPx operations
Autopilot greatly reduces Flight Technical Error (FTE) and shall be used whenever available to
improve the track keeping accuracy. 1
Whenever autopilot is not available or unserviceable the use of flight director is required.
1
An autopilot is not required in the Boeing AFM to conduct P-RNAV, but for dispatch an autopilot may be required by
Company MEL. For RNPx procedures autopilot or flight director is required.
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8.3.2.3.6 Creation of new Waypoints
B-RNAV:
Pilot defined waypoints are not allowed below MSA/MORA in IMC conditions or during
Terminal Area RNAV Operations.
P-RNAV and RNPx:
The creation of new waypoints by manual entry into the RNAV system by the flight crew is not
permitted as it would invalidate the affected procedure. Route modifications in the terminal
area may take the form of radar headings or ‘direct to’ clearances and the flight crew must be
capable of reacting in a timely fashion. This may include the insertion in the flight plan of
waypoints loaded from the database.
“Direct to” clearances may be accepted to the Intermediate Fix (IF) provided that the resulting
track change at the IF does not exceed 45°. “Direct to” FAF is not acceptable.
8.3.2.3.7 Dual P-RNAV Procedures
Where the responsible airspace authority has specified in the AIP that dual P-RNAV systems are
required for specific terminal P-RNAV procedure, the availability of dual P-RNAV systems must
be confirmed. This typically will apply where procedures are effective below the applicable
minimum obstacle clearance altitude or where radar coverage is inadequate for the purposes
of supporting P-RNAV.
This will also take into account the particular hazards of a terminal area and the feasibility of
contingency procedures following loss of P-RNAV capability.
Note: Flying a Dual-P-RNAV procedure is not approved as the Company has no established
procedures for this. If ATC offers a Dual P-RNAV Procedure, ask for a revised clearance
or vectors.
8.3.2.3.8 Pre-Flight Planning
During the pre-flight planning phase, the availability of the navigation infrastructure, required
for the intended operation, including any non-RNAV/RNP contingencies, must be confirmed for
the period of intended operation. Availability of the onboard navigation equipment necessary
for the route to be flown must be confirmed. The onboard navigation database must be up-to-
date and appropriate for the region of intended operation and must include the navigation aids,
waypoints, and coded terminal airspace procedures for the departure, arrival and alternate
airfields. Navaid facilities must be excluded in accordance with NOTAMs.
Further pre-flight requirements for RNP APCH and RNP AR APCH are described in OM Part A
8.4 LVO.
8.3.2.3.9 General RNAV Procedures
1. When selecting a new waypoint, the bearing and distance to, and the position of the new
waypoint, must be verified. In the event of discrepancy between charted way-points, track or
procedure and the FMC data-base, the published chart takes precedence.
2. For arrival, the system may be used for initial approach, but shall not be used after the
intermediate approach fix - IF - or the position from which the aeroplane is lined up for the
approach.
3. If operating in an area where (P)-RNAV is mandatory, initial contact with ATS shall contain
the phrase: ”Negative (P)-RNAV” if the RNAV system is not operational.
4. Both pilots must never simultaneously become involved with FMC tasks during terminal
operations, such as departure or arrival or whenever below MSA or MORA.
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5. FMC with RNAV may be used to fly conventional procedures provided:
a) the procedure is monitored using the basic display normally associated with that
procedure; and
b) the tolerances for flight using raw data on the basic display are complied with.
6. Lead radials are for use by non-RNAV-equipped aircraft and are not intended to restrict the
use of turn anticipation by the FMC.
Further RNPx system description, normal procedures and contingency procedures are set out in
OM-B for each aeroplane type.
8.3.2.3.10 RNAV Contingency Procedures
If the navigation performance requirement cannot be met during RNAV operation for any
reason
• report the loss of RNAV capability to ATC without delay, and
• discontinue the RNAV operation and revert to a less-demanding category of RNAV or
to conventional navigation or radar vectors.
The flight crew shall then follow the published contingency procedure or ATC’s instructions and
be ready to continue with conventional navigation as cleared. The phrase “UNABLE RNAV DUE
TO EQUIPMENT” shall be included, following the call sign, whenever initial contact on ATC
frequencies is established.
In the event of communications failure, the flight crew should continue with the RNAV
procedure in accordance with published lost communication procedures.
8.3.2.3.11 Reportable Events in RNAV Operations
Significant incidents associated with RNAV operations are subject to reporting.
See OM-A section 11.
8.3.2.4 In-Flight Re-Planning
Re-planning during flight
Re-planning during flight is done when planned operating conditions have changed or other
reasons make further adherence to the original flight plan unacceptable or impractical.
Re-planning may take place throughout the flight using the same criteria as for pre-flight
planning ref. section 8.1.3.1-3. For minimum remaining fuel, see section 8.3.7 In flight fuel
management.
The CMDR is responsible for re-planning during flight.
As the flight progresses, the weather trend and other factors affecting the safety of the flight
shall be frequently and carefully monitored. The following situations are examples when a re-
planning could be necessary:
• Weather conditions at destination/alternate(s) make an expected landing uncertain.
• Fuel penalties due to ATC restrictions or unfavourable winds exceed the contingency
fuel and extra fuel, if any. (As an alternative to re-planning, in flight fuel management
could be done according to OM-A 8.3.7)
• OCC requests the aircraft to proceed to another destination.
• Field conditions at destination/alternate(s) prevent landing.
• Aeroplane performance is seriously impaired by malfunctions.
Note: Whenever another alternate is selected, ATC must be informed.
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Change of destination or alternate.
If a new destination or alternate is required, normal flight planning apply, i.e. based upon forecasts
and landing minima as described in section 8.1.3.1-3.
Re-planning without alternate.
For re-planning to a destination without alternate normal flight planning applies, i.e. based upon
forecasts and landing minima as described in section 8.1.3.1-3.
8.3.2.5 Procedures in the event of System Degradation
Normal requirements for IFR –operation are VOR, DME, ADF, Basic RNAV capability and
transponder mode S and TCAS. If airborne, and not dual equipped, loss of any of the equipment
mentioned above, shall be reported to the appropriate ATC-unit.
If the RNAV system does not operate as expected, FMC navigation should be discontinued, and
if below published MSA or MORA, with applicable wind and temperature corrections, ATC
should be requested for either immediate climb to safe altitude or radar vectoring.
On ground, the MEL shall be consulted before departure. To operate a flight lacking any of the
equipment mentioned above, requires normally a permission from ATC.
Note: LVO approaches require a more comprehensive equipment list than required in the
MEL for precision approaches, and OM-B must be consulted. P-RNAV, RVSM and MNPS
airspace have additional system requirements and instructions for system degradation
as described in the relevant subchapters of OM-A 8.3.2.
8.3.2.6 RVSM
Requirements
Reduced vertical separation minimum (RVSM), i.e. 1000 ft spacing at and above FL 290 and up
to and including FL 410, is a general requirement in the EUR region 2.
Company aircraft are certified to RVSM specifications. In addition, the Company must run a
continued airworthiness maintenance programme with regard to RVSM capability.
To operate in RVSM airspace, both pilots shall have passed an RVSM course as part of
their initial/conversion training in the Company.
Equipment
For RVSM operation, the following equipment must be installed and operative (ref. MEL):
• Two independent primary altitude measurement systems.
• An altitude alerting system.
• An automatic altitude control system (at least one autopilot).
• A secondary surveillance radar (SSR) transponder with altitude reporting system.
Flight Planning
During flight planning the flight crew should pay particular attention to conditions that may
affect operation in RVSM airspace. These include, but may not be limited to:
a) verifying that the airframe is approved for RVSM operations;
b) reported and forecast weather on the route of flight;
2
OM-C Route Manual describes RVSM regional procedures in other areas.
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c) minimum equipment requirements pertaining to height-keeping and alerting systems;
and
d) any airframe or operating restriction related to RVSM operations.
Pre flight procedure
The following actions should be accomplished during the pre-flight procedure
a) Review ATL to determine the condition of equipment required for flight in the RVSM
airspace. Ensure that maintenance action has been taken to correct defects to required
equipment.
b) During the external inspection of aircraft, particular attention should be paid to the
condition of static sources and the condition of the fuselage skin near each static source
and any other component that affects altimetry system accuracy. This check may be
accomplished by a qualified and authorised person other than the pilot (e.g. a flight
engineer or ground engineer).
c) Before take-off, the aircraft altimeters should be set to the QNH (atmospheric pressure at
nautical height) of the airfield and should display a known altitude, within the limits
specified in the aircraft operating manuals. The two primary altimeters should also agree
within limits specified in OM-B. The maximum value of acceptable altimeter differences
for these checks should not exceed 75 ft. Any required functioning checks of altitude
indicating systems should be performed.
d) Before take-off, equipment required for flight in RVSM airspace should be operative and
any indications of malfunction should be resolved.
Prior to RVSM airspace entry
The following equipment shall be operating normally at entry into RVSM airspace:
• two primary altitude measurement systems. A cross-check between the primary
altimeters should be made. A minimum of two will need to agree within ±200 ft. Failure
to meet this condition will require that the altimetry system be reported as defective
and ATC notified;
• one automatic altitude-control system;
• one altitude-alerting device; and
• operating transponder.
Should any of the required equipment fail prior to the aircraft entering RVSM airspace, the pilot
shall request a new clearance to avoid entering this airspace.
In-flight procedures
a) Should any of the equipment mentioned above fail either prior to, or after entering RVSM
airspace, ATC must be informed, and if a 2000 ft separation is not possible, a new
clearance to operate below FL 290 should be issued.
b) In normal operations, the altimetry system being used to control the aircraft should be
selected for the input to the altitude reporting transponder transmitting information to
ATC
c) When changing levels, the aeroplane should not be allowed to undershoot, or overshoot
the assigned level with more than 150 ft.
d) Emphasis should be placed on promptly setting the sub-scale on all primary and standby
altimeters to 1013.2 hPa / 29.92 in Hg when passing the transition altitude, and rechecking
for proper altimeter setting when reaching the initial cleared flight level.
e) In level cruise it is essential that the aeroplane is flown at the cleared level. The autopilot
shall therefore be used. The aeroplane shall not intentionally depart from a cleared level
without a positive clearance from ATC unless the flight crew are conducting contingency
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or emergency manoeuvres, including response to Resolution Advisory (TCAS/ACAS
procedure).
f) The primary altimeters shall be cross-checked at intervals of approximately one hour and
the difference must not exceed 200 ft. The usual scan of flight deck instruments should
suffice for altimeter crosschecking on most flights.
g) The initial altimeter cross check of primary and standby altimeters should be recorded on
the Operational Flight Plan.
h) The flight crew shall inform ATC of any failure in equipment, or contingencies which may
affect the ability to maintain the cleared flight level, including turbulence greater than
moderate.
i) If the pilot is advised in real time that the aircraft has been identified by a height-
monitoring system as exhibiting a TVE greater than +/-90 m (+/-300ft) and/or an ASE
greater than +/-75 m (+/-245ft) then the pilot should follow established regional
procedures to protect the safe operation of the aircraft. This assumes that the monitoring
system will identify the TVE or ASE within the set limits of accuracy. If the pilot is notified
by ATC of a deviation from an assigned altitude exceeding ±300 ft then the pilot should
take action to return to cleared flight level as quickly as possible.
RVSM Transition Airspace
A number of FIR/UIRs in the RVSM Airspace have been designated to handle transition of
aircraft from an RVSM to a non-RVSM environment and vice versa. Flight crew may expect to
change from Conventional Flight Levels to RVSM and vice versa in these areas. Flight level
change is usually achieved before the aircraft passes the transfer of control point to the
adjacent ACC/UAC. OM-C Route Manual Enroute charts show RVSM area borders.
Post flight
• Any malfunction that affects the height keeping system shall be entered in the ATL. If
the defect cannot be rectified immediately, the OCC must be informed with regard to
change of flight plans.
In making technical log entries against malfunctions in height-keeping systems, the CMDR
should provide sufficient detail to enable maintenance to effectively troubleshoot and repair
the system. The CMDR should detail the actual defect and the crew action taken to try to isolate
and rectify the fault.
The following information should be recorded when appropriate:
a) primary and standby altimeter readings;
b) altitude selector setting;
c) subscale setting on altimeter;
d) autopilot used to control the aircraft and any differences when an alternative autopilot
system was selected;
e) differences in altimeter readings, if alternate static ports selected;
f) use of air data computer selector for fault diagnosis procedure; and
g) the transponder selected to provide altitude information to ATC and any difference noted
when an alternative transponder was selected.
The CMDR shall use SafetyNet in accordance with OM A CH 11 to report recorded or
communicated occurrences of height-keeping errors caused by malfunction of aircraft
equipment or of operational nature, equal to or greater than:
(1) a total vertical error (TVE) of ± 300 ft;
(2) an altimetry system error (ASE) of ± 245 ft; and
(3) an assigned altitude deviation (AAD) of ± 300 ft.
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b) Reports of such occurrences shall be sent by the Company to the competent authority
within 72 hours. Reports shall include an initial analysis of causal factors and measures
taken to prevent repeat occurrences.
c) When height-keeping errors are recorded or received, the company shall take immediate
action to rectify the conditions that caused the errors and provide follow-up reports, if
requested by the competent authority.
8.3.3 Altimeter Setting Procedures
8.3.3.1 General.
All aeroplanes operated by the Company, shall be flown at indicated altitudes or flight levels
according to regulations laid down in the OM. All altitudes/flight levels shall be checked for
adequate terrain clearance for wind effects and at temperature and/or QNH below standard.
Altimeters shall be checked for serviceability according to instructions below.
For flights in RVSM airspace additional procedures are described in OM-A 8.3.2
Standard altimeter setting.
For vertical separation of aircraft a system of flight levels (FL) are used. The flight levels are
related to a pressure datum of 1013.2 HPA (29.92 inches) and are based upon the ICAO
standard atmosphere. A table of flight levels is found in OM-C.
Transition altitude shall be specified for each aerodrome and given on IAL charts.
Transition level based on actual pressure situation shall be given by ATC prior to approach.
Transition layer is the vertical distance between the transition altitude and transition level.
8.3.3.2 Altimeter setting procedures.
Take-off:
Both feet altimeters shall be set to the latest QNH for the departure aerodrome. If equipped
with stand-by altimeter, set departure aerodrome QNH before take-off.
Climb:
Set altimeters to standard when cleared through or passing transition altitude to avoid a
cleared level penetration.
Note 1: Should a later ATC clearance require a level off at or below transition altitude,
altimeters shall be reset to QNH.
Note 2: After approach clearance has been issued and the descent to land is begun, the
vertical positioning of an aircraft above the transition level may be referenced to
altitudes (QNH) provided that level flight above the transition level is not indicated
or anticipated.
Cruise, Descent, Approach and Landing:
Cruise:
Maintain standard setting when flying at or above the transition level. Enter destination
forecasted QNH on FMC Descent Forecast page.
Before Top of Descent:
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B737: Set QNH on standby altimeter at reported actual QNH. Compare with forecasted QNH.
(If actual QNH value is not yet available initially set the forecasted QNH so a proper
cross-check can be made when actual QNH is available.)
B737 and B787: Pre-set the destination actual QNH on altimeters when available. Compare with
forecasted QNH.
Cleared below Transition Level:
When cleared to descend below Transition Level, the altimeters, including STBY Altimeter are
set to actual QNH. Compare this QNH with the QNH value that was pre-set to verify its
reasonableness.
Note 1: Should a later ATC clearance require a level off above TL, Altimeters should be reset
to standard.
Note 2: Set QNH when cleared for approach and no further reference to flight level(s) is indicated
or anticipated, the change in altimeter setting may be made in advance of reaching the
transition level.
Missed Approach:
The altimeter settings used while completing a missed approach procedure will depend on
whether the procedure can be completed below the transition level. The setting shall be
consistent with the procedures stated above.
In extreme weather conditions, the pressure may change 1 HPA in 15 minutes. Careful
monitoring of the latest QNH is therefore essential. The first available QNH for destination
during flight must always be compared with last reported QNH before flight.
QNH shall always be written down (or printed). Actual QNH for destination received during
descent or approach for landing shall be entered on the OFP.
Altimeter Setting Call Outs:
In all cases on the checklist when “Altimeters” are called out, it is a challenge (PM) respond (PF)
item.
Example: During climb, PF’s response to “altimeters” shall be “STD” (standard) and FL passing.
(ex. FL65)
(PM) Altimeters
(PF) QNH/STD_____, _____ feet /FL
(PM) QNH/STD_____ SET AND CROSS CHECKED
Altimeter indication and correction.
In order to ensure adequate terrain clearance, the minimum permitted altitudes or flight levels
shall be corrected as described in OM-A 8.1.1.
ATC clearance to altitudes below such corrected company minimum approach altitudes shall
not be accepted.
Note: Low temperature may be the reason for differences between glide path altitudes at
markers given on IAC and indicated altitudes not corrected for the temperature. The
reading when passing marker shall then be higher than indicated on the IAC-chart.
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8.3.3.3 Altimeter Checking Procedures
Before departure
Before leaving the ramp or when taxiing, the pressure scales of all altimeters shall be set to
actual QNH and checked according to the RVSM limitations described in OM-B.
If it appears that an erroneous QNH value has been obtained, a check on the QNH value shall be
requested.
Altimeter tolerances for non-RVSM flights 3.
(If the RVSM limitations are not met, the flight must be planned as a non-RVSM flight.)
A serviceable altimeter indicates the elevation of the point selected, plus the height of the
altimeter above this point, within a tolerance of:
AD Elevation: Max Difference:
0-3.500 ft +/- 80 ft
4.000 ft +/- 115 ft
6.000 ft +/- 135 ft
8.000 ft +/- 155 ft
10.000 ft +/- 175 ft
Differences between altimeters according to OM-B Supplementary procedures S.P.10.
Cross-check of instrument readings
At each resetting of the altimeters the PM shall call out the altimeter setting to be set, e.g.
"1002 HPA" and the PF shall answer "1002 HPA". When the altimeters have been set at 1002
HPA, the Pilots shall cross-check the readings by calling out their altimeter readings and
comparing the values, e.g. "4080 ft" and "4100 ft".
Before approach.
Altimeter setting (QNH) shall be compared with forecasted/expected pressure. If an erroneous
QNH value is suspected, ATC shall be contacted for value checking.
Any large differences must be investigated as correct QNH is fundamental to ensure terrain
clearance. This is especially important for a non-precision approach including VNAV approach as
the QNH is used to define the glide path or CDFA profile. An error of 10 hPa would result in an
altitude error of approximately 280 ft.
Blunder Error
Application of an incorrect or out-of-date altimeter setting, either by ATC or by the flight crew.
(PANS OPS Definition). Crew must be vigilant to avoid Blunder Errors.
8.3.3.4 QNH outside the range of the pressure scale
Flights shall not be planned to depart or land at airports where QNH is outside the range of the
altimeter pressure scale, nor shall such an airport be nominated as an alternate.
If, during flight, the reported QNH at destination gets outside the range of the pressure scale
the CMDR should divert to an aerodrome where QNH is within the range.
This is due to limitations in OM-B FCOM.
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Based on ICAO Doc 8168 (PANS-OPS) tolerance range for altimeters with test range up to 50.000ft.
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8.3.3.5 QFE operating procedures and metric altimetry
In certain areas the aircraft vertical position is referenced to meters above aerodrome (QFE)
and both a QFE-to-QNH correction and a meter to feet correction must be made.
QFE Operating Procedures
Vertical position shall be referenced to QFE in communications with ATC (unless at a Flight
Level) and this demands particular attention:
QNH must still be used as setting on the altimeter for take-off/climb and approach/landing to
ensure correct EGPWS and LNAV/VNAV capability*. Correct QFE-heights to QNH altitudes and
vice versa by using the conversion tables and adjusted altitudes provided on the IAL/SID/STAR
charts in OM-C Route Manual.
*Note: QFE setting is restricted or prohibited by AFM limitations on some company aircraft.
Ensure you are using the correct reference.
Airports using QFE may provide the QNH on request, or the QFE-to-QNH hPa difference is given
on the IAL/SID/STAR charts in OM-C Route Manual. Add the hPa difference to QFE to obtain
QNH (unless the airport is located below sea level).
If neither is available QNH can be calculated based on QFE.
QNH= QFE+1hpa per 28 feet of aerodrome elevation.
Metric Altimetry
In certain areas the vertical position shall be referenced to meters in communications with ATC.
Use the conversion tables provided in OM-C Route Manual for the correct area and phase of
flight.
Caution: Ensure you are using the correct conversion table for the correct phase of
flight and area.
8.3.4 Altitude Alerting System Procedures
General
The altitude alerting system shall be used as a back-up of normal call-outs and also as a warning
if leaving assigned altitude/level.
A description of the Altitude Alerting System and its use is described in OM-B.
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8.3.5 Ground Proximity Warning System Procedures
When undue proximity to the ground is detected by a flight crew member or by a ground
proximity warning system, the pilot flying shall take corrective action immediately to establish
safe flight conditions. Terrain avoidance maneuvers are described in the maneuvers section of
the QRH for each aeroplane type. The ground proximity warning system (GPWS) is described in
OM-B FCOM Volume 2 Systems.
Limitations on high rate of descent near the surface are described in OM A 8.4.
8.3.6 Policy and Procedures for the Use of TCAS/ACAS
8.3.6.1 TCAS Description
The Company’s aeroplanes are equipped with Traffic Collision Avoidance System (TCAS) (ACAS:
Airborne Collision Avoidance System in ICAO and Community documentation)
The TCAS detects the presence of nearby aircraft that reply to a transponder signal or produces
a transponder signal themselves. To obtain full capability of the TCAS-system the aircraft
involved should carry transponder mode S with the function selector in TA/RA (Traffic
Advisory/Resolution Advisory) position.
The TCAS then interrogates the detected aircraft to determine their range, bearing and altitude
and can handle multiple encounters, and a number of aircraft can be displayed
either on the TA/RA vertical speed indicators or on the EHSI or ND on both pilot’s sides.
Normally, the TCAS shall be preset to the longest range available, and traffic will be displayed
on the respective pilot’s display with relative bearing and distance to own aeroplane.
Some aeroplanes are equipped with an above and below function in addition to the normal
function, giving the pilots a better mental picture of expected conflicting traffic during climb or
descent.
The normal function displays traffic from 2700 ft above to 2700 ft below own aircraft
The above function displays traffic from 9900 ft above to 2700 ft below own aircraft and is
recommended for use during climb.
The below function displays traffic from 9900 ft below to 2700 ft above own aircraft and is
recommended for use during cruise 4 and descent.
The TCAS system is working independent of display mode or range.
The TCAS computes the closure rate and relative position of the detected aircraft and divide
them into four categories:
• Other Traffic
• Proximate Traffic
• Traffic Advisory (TA) Traffic
• Resolution Advisories (RA) Traffic
Other Traffic
The TCAS classifies non-threat traffic outside the proximate traffic range as Other Traffic. Other
Traffic is displayed as an open white diamond.
4
-to enhance traffic awareness in case of a subsequent emergency descent.
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Proximate Traffic
The TCAS classifies non-threat traffic within 6 NM horizontal and 1200 ft vertical range as
Proximate Traffic. Proximate Traffic is displayed as a solid white diamond.
Note: TCAS is more comprehensively described in the OM-B AOM chapter 3 and OM-B AOM
Volume 2/FCOM.
8.3.6.2 Traffic Advisory (TA) Traffic
If traffic is predicted to get too close within approx. 20-48 seconds, depending on altitude, it is
considered as a potential collision threat, and the TCAS will issue a TA to alert the flight crew of
a possible evasive manoeuvre and to assist in establishing visual contact. A TA consists of the
aural advisory “TRAFFIC – TRAFFIC” and will be displayed as a solid yellow dot.
A Traffic Advisory (TA) informs the flight crew about traffic in the vicinity. It is recommended
procedure to reduce the range of the display as the possible conflicting traffic is closing in.
After a TA the flight crew should try to establish visual contact with the intruder and no evasive
manoeuvre is required. However, the following precautions shall be taken:
• The PF shall place his thumb near the AP disconnect button and prepare for a possible
RA.
• If traffic is sighted, confirm it is correctly identified using all available data tag information.
• If approaching the cleared altitude/level consider reducing the vertical speed.
8.3.6.3 Resolution Advisory (RA) Traffic
If traffic is predicted to get too close in approx. 15 -35 seconds, it is considered as a collision
threat, and the TCAS will issue an RA to ensure vertical separation. A RA consists of both an
aural advisory, either corrective RA or preventive RA, and on the display, a collision avoidance
guidance, to either change or maintain vertical speed, until the traffic threat is no longer
considered as a threat. The RA traffic will be presented as a solid red square.
Aural advisories associated with a corrective RA:
• ”CLIMB” (2x) or ”DESCEND” (2x)
• ”CLIMB, CROSSING CLIMB” (2x) or ”DESCEND, CROSSING DESCEND” (2x)
• ”LEVEL OFF, LEVEL OFF”
Aural advisories issued if the initial RA does not result in sufficient vertical separation:
• ”INCREASE CLIMB” (2x) or ”INCREASE DESCEND” (2x)
• ”CLIMB, CLIMB NOW” (2x) or ”DESCEND, DESCEND NOW” (2x)
Aural advisories associated with a preventive RA:
• ”MONITOR VERTICAL SPEED”
• ”MAINTAIN VERTICAL SPEED, MAINTAIN”
• ”MAINTAIN VERTICAL SPEED, CROSSING MAINTAIN”
A Resolution Advisory may follow a TA, if the conflicting traffic is considered as a definite collision
threat. An RA indicates manoeuvres to be followed to avoid collision with the conflicting traffic.
When the conflicting traffic is no longer a threat, the TCAS will announce:
• ”CLEAR OF CONFLICT”
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8.3.6.4 Operating procedures when receiving a Resolution Advisory:
Manoeuvre according to the procedures in OM-B AOM 3.17.
Compliance with the RA is mandatory, unless the Pilot-in-Command determines that doing so
would otherwise jeopardize the safe operation of the aircraft.
Pilots shall follow the RA even if there is a conflict between the RA and an ATC instruction to
manoeuvre. Visual contact is not an acceptable reason to disregard an RA as visual traffic may
not be the same traffic causing the RA. Visual perception of an encounter may be misleading,
particularly at night.
Additionally:
• Preventive and corrective manoeuvres must be initiated within 5 seconds.
• Additional corrective manoeuvres must be initiated within 2.5 seconds.
• Evasive manoeuvres must be limited to the minimum required to comply with the RA
because of other potential traffic and ATC consequences.
• When required pitch change has been obtained, cross-check the vertical speed.
• Do not change the selected MCP altitude.
• Expect an altitude alert if deviating from the selected altitude.
• Return to original altitude/level when ”Clear of conflict” is announced
• Inform ATC by using the standard phraseology.
8.3.6.5 Standard Phraseology for TCAS RA manoeuvres:
a. TCAS RA (when following an RA)
-when clear of conflict is announced by TCAS (either b or c):
b. CLEAR OF CONFLICT, RETURNING TO (assigned clearance)
c. CLEAR OF CONFLICT, (assigned clearance) RESUMED
d. UNABLE, TCAS RA (when the pilot is unable to comply with an ATC clearance or instruction
because there is an RA)
8.3.6.6 System Limitation
Once an RA has been issued, safe separation could be compromised if current vertical speed is
changed, except as necessary to comply with the RA. This is because TCAS co-ordination may
be in progress with the intruder aircraft, and any change in vertical speed that does not comply
with the RA may negate the effectiveness of the other aircraft’s compliance with the RA.
8.3.6.7 Reporting
A report must be filed after an RA event according to OM-A section 11.
Note: Whenever an aircraft in flight has maneuvered in response to an airborne collision avoidance
system (ACAS) resolution advisory (RA), the CMDR shall submit an ACAS report to the competent
authority.
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8.3.7 Policy And Procedures For In-Flight Fuel Management
8.3.7.1 In flight Fuel Checks.
In flight fuel checks must be performed by checking the actual fuel consumed for a certain
distance versus the estimated fuel consumption for that distance to ensure that the remaining
fuel is sufficient to complete the flight
The actual and estimated consumption shall be noted and a reason for the difference
established.
The fuel consumed shall be checked versus the remaining fuel in order to detect any fuel leak.
The in flight fuel checks shall be carried out at least each hour coinciding with suitable position
reports or minimum once a flight if flying time is less than one hour. At the same time estimated
landing fuel shall be calculated.
8.3.7.2 In flight Fuel Management.
a) The flight must be conducted so that the expected usable fuel remaining on arrival at the
destination aerodrome is not less than the final reserve fuel plus the required alternate
fuel (if an alternate aerodrome is required).
b) However, if, as a result of an in-flight fuel check, the expected usable fuel remaining on
arrival at the destination is less than:
I. the required alternate fuel plus final reserve fuel, the CMDR 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, or
II. the final reserve fuel if no alternate aerodrome is required, the CMDR must take
appropriate action and proceed to an adequate aerodrome so as to perform a safe
landing with not less than final reserve fuel;
c) The CMDR 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 (30 minutes holding at 1500 ft).
8.3.7.2.1 Additional conditions for RCF and PDP procedures
RCF
On a flight using the RCF procedure, in order to proceed to the Destination 1 aerodrome, the
CMDR must ensure that the usable fuel remaining at the decision point is at least the total of:
a) Trip fuel from the decision point to the Dest-1 aerodrome
b) Contingency fuel equal to 10 % of trip fuel from the decision point to the Dest-1
aerodrome
c) Dest-1 aerodrome alternate fuel, if a destination 1 alternate aerodrome is required
d) Final reserve fuel
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PDP
On a flight using the PDP procedure in order to proceed to the destination aerodrome, the
CMDR must ensure that the usable fuel remaining at the PDP is at least the total of:
a) Trip fuel from the PDP to the destination aerodrome
b) Contingency fuel from the PDP to the destination aerodrome
c) Fuel to fly for two hours at normal cruise consumption above the destination
aerodrome.
8.3.7.2.2 Low on Fuel towards the Destination- Considerations
If getting close to minimum fuel towards the destination, consider to:
• Advice ATC on your fuel situation and ask for short cuts and delay information at
destination (as req)
• Reduce speed to cost index 0 which will maximize range even in a headwind
• If holding is unavoidable reduce speed enroute to holding speed
• Change to a closer runway at destination if conditions and ATC permit.
• Use correct ATC terminology in accordance with OM-C ICAO RAR 4.2.
MINIMUM FUEL — The term used to describe a situation in which an aircraft’s fuel supply has
reached a state where little or no delay can be accepted. The term used to describe a situation
in which an aircraft’s fuel supply has reached a state where the flight is committed to land at a
specific aerodrome and no additional delay can be accepted.
Note 1: The declaration of MINIMUM FUEL informs ATC that all planned aerodrome options
have been reduced to a specific aerodrome of intended landing and any change to the
existing clearance may result in landing with less than planned final reserve fuel. This
is not an emergency situation but an indication that an emergency situation is possible
should any additional delay occur.
Note 2: It should be noted that Pilots should not expect any form of priority handling as a result
of a “MINIMUM FUEL” declaration. ATC will, however, advise the flight crew of any
additional expected delays as well as coordinate when transferring control of the
aeroplane to ensure other ATC units are aware of the flight’s fuel state.
NOTE: This is not an emergency situation but merely indicates that an emergency situation is
possible, should any undue delay occur.
8.3.7.3 Fuel Emergency
The CMDR 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 (30
minutes holding at 1500 ft).
8.3.7.4 Fuel Jettison (B787)
Reserved
8.3.8 Adverse And Potentially Hazardous Atmospheric Conditions
General
The meteorological information; observations/forecasts messages or charts which contain
information about potentially hazardous atmospheric conditions shall be taken into account in
flight preparation as well as actual flight operations.
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If it becomes imminent during the flight that ATC requirements would lead the airplane into
unsafe conditions, the CMDR shall request a change of routing and, where necessary, use his
emergency authority to avoid severe weather conditions.
In this case any manoeuvre should be limited to the extent necessary to avoid immediate
danger and ATC must be informed as soon as possible.
Thunderstorms.
Flights through thunderstorms or cumulonimbus clouds should to the extent possible be
avoided. I f not possible, the weather radar should be used to circumnavigate the cells having
the most heavy precipitation, normally giving the most heavy turbulence.
In expectation of turbulence, the speed should be reduced to rough air penetration speed, the
flight deck light should be fully bright to reduce the blinding effect of a lightning strike, and
“Seat belt” sign on together with an announcement of expected turbulence over P/A.
If it is impossible to detour or fly on top over a CB-cloud, normally the altitudes between
14 000 - 20 000 ft are the roughest, while the area around 5 000 - 6 000 ft does not have the
same intensity. However, if flying below a CB, a good clearance to ground should be kept due
to possible strong down-drafts.
The ADF may be unreliable due to interference with nearby thunderstorms.
Action to be taken if hit by lightning.
The immediate danger to crew and passenger of being injured by lightning is not great, but a
lightning strike or static discharge may damage electrical and radio equipment, or bend the
pitot heads. Especially vulnerable are compass systems. Anti-skid systems may also be affected
if flying with landing gear extended.
On re-entering smooth air the various systems should be checked functionally to the extent
possible. The OM-B covers instructions for action to be taken after lightning strike.
Icing conditions
Aeroplane icing affects the performance of the aeroplane less through the added weight than
through impairment of aerodynamic performance of the wing (change in profile). This result in
poorer handling, higher stalling speed, more drag and less range of the aeroplane and may in
the case of an engine failure, make it impossible to maintain safe terrain clearance.
Everybody concerned should have a clear realization of the severe effect snow, frost and ice
can have on the performance of an aeroplane when it is in a critical situation, e.g., during take-
off. Numerous take-off accidents serve as a warning not to neglect this fact.
Ice formation
For ice to form there must be moisture present in the air and the air must be cooled to a
temperature of 0 C° or less. Aerodynamic cooling can lower the temperature of an airfoil to 0
C° even though the ambient temperature is a few degrees warmer. However, when the
temperature reaches -40 C° or less, it is generally too cold for ice to form.
Ice is identified as clear, rime or mixed. Rime ice forms if the droplets are small and freeze
immediately when contacting the aeroplane surface. This type of ice usually forms on areas
such as leading edges, antennas and spinners. It has a somewhat rough looking appearance and
a white milky color.
Clear ice is usually formed from larger water droplets or freezing rain which can spread over a
surface. This is the most dangerous type of ice since it is clear, hard to see, and can change
shape of the airfoil.
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Mixed ice is a mixture of clear ice and rime ice. It has the bad characteristics of both types and
can form rapidly. Ice particles become imbedded in clear ice, building a very rough
accumulation.
The following table lists the the various types of ice:
Ouside Air Temperature Icing type
0 C° to -10 C° Clear
-10 C° to -15 C° Mixed Clear and Rime
-15 C° to -20 C° Rime
Hazardous aspects in connection with ice formation.
There are two kinds of icing which are significant: structural icing and induction icing.
Structural icing refers to the accumulation on the exterior of the aeroplane, induction icing
affects the powerplant operation. Significant structural icing can cause aeroplane control and
performance problems. The formation of structural icing can create a situation from which the
pilot may have difficulty recovering and, in some instances,, may not be able to recover at all.
For Type Specific Limitations and Procedures, refer to relevant OM-B/FCOM Adverse Weather
Chapter.
Structural icing can block the pitot tubes and static ports and cause breakage of the antennas.
This can create erroneous indications from various instruments such as airspeed indicators and
altimeters and cause loss of communication and radio navigation capabilities.
The most hazardous aspects of structural icing is its aerodynamic effects. Ice can alter the shape
of an airfoil. This can cause control problems, change the angle of attack at which the aeroplane
stalls, and cause the aeroplane to stall at a significantly higher speed. Ice can reduce the amount
of lift that an airfoil will produce, and increase drag severely. Additionally, ice can partially block
or limit control surfaces which will limit control or make control movements ineffective. Also,
if the extra weight caused by ice accumulation, is too great, the aeroplane may not become
airborne and, if in flight, not be able to maintain altitude.
Therefore, no aeroplane in the Company shall take-off with any deposits of snow, ice or frost
adhering to wings, engines and control surfaces unless approved by the applicable OM-B.
The term “severe icing” is associated with the rapid growth rate of visible ice shaper most often
produced in conditions of high liquid water content and combination of other environmental
and flight conditions. Severe icing is often accompanied with by aerodynamic performance
degradation such as high drag, aerodynamic buffet, and premature stall.
In addition, ice associated with freezing rain or drizzle can accumulate on and beyond the limits
of an ice protection system. This kind of ice may not produce the familiar performance
degradation; however, it may be potentially hazardous. Freezing rain and drizzle may contain
droplets larger than the criteria specified by certification requirements. Temperatures near
freezing can produce severe icing.
De-ice/Anti-ice.
De-icing is a procedure in which frost, ice or snow is removed from the aeroplane in order to
provide clean surfaces.
Anti-icing is a process that provides some protection against the formation of frost or ice for a
limited period of time.
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Icing Intensity, Accumulation and Pilot Action.
Intensity Aeroplane Accumulation Pilot Action
Trace Ice becomes perceptible. Rate of Unless accountered for one hour or
accumulation of ice is slightly greater more, de-icing/anti-icing equipment
than the rate of loss due to and/or heading or altitude change not
sublimation. required.
Light The rate of accumulation may create a De-icing/anti-icing required occasionally
problem if flight in this environment to remove/prevent accumulation or
for one hour. heading or altitude change required.
Moderate The rate of accumulation is such that De-icing/anti-icing required or heading
even short encounters become or altitude change required.
potentially hazardous.
Severe The rate of accumulation is such that Immediate heading or altitude change
de-icing/anti-icing equipment fails to required.
reduce or control the hazard.
It is very important to remember that the certification standards provide protection for the
majority of atmospheric conditions encountered, but not for heavy freezing rain or drizzle or for
conditions with a mixture of supercooled droplets and snow or ice particles.
Take-off considerations
Take-off shall not be attempted in the following conditions:
- In conditions not approved by OM-B
- If icing, during initial climb is forecasted or reported to be such that anti-icing and de-icing
may prove inadequate and visibility and cloud base or excessive weight prevent an
immediate landing.
Take-off may be made in the following conditions:
- During rain on cold soaked wings, freezing fog, freezing drizzle, light freezing rain, light sleet
or moderate snowfall, provided snow removal and spraying can be completed so close to
take-off that no accumulation on the aeroplane is present at take-off i.e. within the hold
over time (HOT) of the de-ice/anti-ice fluid applied.
Pre-flight actions – Clean Airplane Concept
- The CMDR or crew member delegated by him (copilot or mechanic) shall make an
inspection of the aeroplane to assure himself that no frost, ice or snow adheres to the
aeroplane, including engine air intakes, except as provided for in OM-B.
Note: The OM-C (Ops info) covers the fluid types, and hold over time (HOT) estimates.
Local regulations concerning de-icing platforms etc. shall be adhered to. However,
hold over time shall be calculated each time when de-ice/anti-ice fluid is applied and
taking off with precipitation. Section 8.2.4 covers procedure for de-icing on ground.
During flight.
Recommended action against engine and aeroplane icing will be found in OM-B.
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Turbulence
Turbulence Intensity
Three levels of turbulence can be encountered:
Intensity Aircraft Reaction
Light Slight, erratic changes in attitude and/ or altitude (pitch, roll, yaw)
Moderate Changes in altitude and/ or attitude occur but with more intensity than
light turbulence. Aircraft remains in control at all times
Severe Large, abrupt changes in altitude and/ or attitude. Usually causes large
variations in airspeed.
Flight Crew and Cabin Crew must use this terminology to describe the level of turbulence
experienced in the cabin. The use of clear PAs and the switching on of seatbelt signs as a
communication method at all three levels of turbulence is important.
Turbulence types
Turbulence or rough air can be subdivided into visible and invisible causes. Clouds, especially
thunderstorms, create turbulence of varying severity. Thunder clouds, or cumulonimbus clouds
are filled with parcels of air moving up and down at great speeds and often contain ice crystals
as well as rain drops. These particles can be seen by the aircraft’s radar enabling the Flight
Crews to avoid the storms and hence the turbulence. Other causes include thermals, as heat
from the sun makes warm air masses rise and cold ones sink.
Thunderstorm Turbulence
Turbulence associated within and in the vicinity of thunderstorms or cumulonimbus clouds. A
cumulonimbus cloud with hanging protuberances is usually indicative of severe turbulence.
Clear Air Turbulence
By definition invisible; High level turbulence (above 15,000) often associated with fast moving
bands of air or jet streams which occur as part of the global weather environment and with
fronts.
Clear Air Turbulence can be forecasted but rarely detected before an aircraft encounters it. It
is therefore vital to prepare the cabin and secure the passengers and Cabin Crew in order to
minimize the effects of turbulence inside the passenger cabin.
Mountain Wave Turbulence
Turbulence as a result of air being blown over a mountain range or a sharp bluff causing a series
of updrafts and downdrafts.
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Wake Turbulence
Wake turbulence is experienced when an aircraft passes through the air stream of an aircraft
flying in front. ATC will regulate the separation distances between aircraft, but on rare
occasions, wake turbulence may occur.
CONDITIONS INSIDE THE AIRCRAFT
LIGHT MODERATE SEVERE
• Liquids are shaking but not • Liquids are splashing out of cups • Items are falling over,
splashing out of cups • Difficulties to walk or stand unsecured objects are tossed
• Carts can be manoeuvred without balancing or holding on about
with little difficulty to something. Carts are difficult • Walking is impossible
• Passengers may feel a light to manoeuvre • Passengers are forced violently
strain against seatbelts • Passengers feel definite strain against seatbelts
against seatbelt
Cabin Crew Duties
In the absence of any instructions from the Flight Crew, the SCCM is entitled to discontinue the
cabin service and advise the Flight Crew of the level of turbulence being experienced and the
need for the fasten seatbelt sign to be illuminated.
The most appropriate first response by Cabin Crew shall be self-preservation. Cabin Crew can
increase risk and compromise their personal safety by attempting to adhere to routine
procedures normally performed on all flights such as the seatbelt compliance checks, rather
than responding in accordance with the level and intensity of turbulence.
The following are standard housekeeping measures to ensure that the cabin is always ready for
anticipated or unanticipated turbulence.
Housekeeping Standards
• Secure galley immediately after each service.
• Stow and latch carts with breaks on in their stowage after each use.
• Latch galley cupboards/ boxes/ carts after each use.
• Tea/Coffee pots emptied immediately after service.
• Do not wait for the Flight Crew advice to be seated if the conditions in the cabin warrant
that you do so.
• If the seatbelt signs remain illuminated for an extended period of time without
turbulence, the SCCM shall contact the Flight Crew to determine if illumination of signs
is still required.
• Toilets are not to be used during turbulence however if turbulence continues for
extended period time SCCM should communicate with CMDR to advise of passenger
needs.
• If flying through turbulence and the seatbelts signs are not illuminated the SCCM shall
communicate this to the Flight Crew.
• Ensure that passengers only rest or sleep in a passenger seat; at no stage is it safe for
them to use the floor or exit area.
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Procedure for Turbulence Management
Pre-flight Briefings
It is important to include any weather information of concern in the pre-flight briefing. The
Flight Crew should brief the Cabin Crew on expected intensity/level of turbulence. Cabin Crew
should adapt the service accordingly. Depending on the level and the expected time of
turbulence Cabin Crew may conduct the service earlier or later than planned.
Two-way communication
Communication and coordination among crew is critical. Communication between cabin and
Flight Crew should not be limited to pre-flight briefings. The fight crew should promptly and
clearly communicate turbulence advisories to the Cabin Crew and passengers. The Flight Crew
should inform the SCCM of upcoming expected turbulence (light, moderate, severe). The SCCM
should inform the Flight Crew of the duties the Cabin Crew are performing and any activities
taking place in the cabin. The level of turbulence expected may be more intense especially in
the aft section of the aircraft. When turbulence is encountered, Cabin Crew must communicate
conditions in the cabin to the Flight Crew and to all other Cabin Crew.
TURBULENCE PROCEDURE
LIGHT MODERATE SEVERE
CABIN SERVICE Continue with Caution Discontinue Discontinue immediately
CARTS AND • Ensure carts and galley • Ensure carts and galley • Set the brakes on all carts at
GALLEYS equipment not in use and is equipment is properly present location. Wedge
properly secured secured between seats.
• Follow Housekeeping • Empty hot liquids, water pots • Place hot liquids, water pots in
standard or stow in the carts. If not the carts. If not possible, place
possible, place them on the them on the floor.
floor • Take the nearest available seat
Note: Continue with service if • Take the nearest available and fasten seatbelt. (passenger
CMDR deems safe to do so seat, fit full harness or fasten seat and floor included)
seatbelt (if passenger seat)
Note: Hold on to cart if possible,
For short duration: set brakes ask adjacent passenger to assist
on carts and secure items in holding cart down.
from top of carts
For extended duration: carts
must be stowed in galley. If
not possible to manoeuvre
back to the galley, set brakes
on all carts at present
location. Wedge between
seats
SEATBELT • Cabin Crew visually check • If possible, manoeuvre carts • Cabin Crew will not attempt to
COMPLIANCE that passengers are seated back to galley, at the same ensure passenger compliance.
with seatbelt fastened and time check that passengers It is imperative that Cabin Crew
cabin baggage stowed are seated with seatbelt sit down immediately.
• Infants must be removed fasten and hand baggage • Cabin Crew take the nearest
from bassinets and secured stowed or placed under the available seat and fasten
and restrained on guardian’s seat seatbelt (passenger seats and
lap or using an approved CRD • Infants must be removed floor included)
• Cabin Crew confirm that the from bassinets and secured
cabin is secure to SCCM and restrained on guardian’s
• SCCM reports that the cabin lap or using an approved CRD
is secure to CMDR • Cabin Crew confirm that the
cabin is secure to SCCM
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• Recheck for longer periods of • Cabin Crew take their
turbulence jumpseat and fit full harness.
SCCM reports that the cabin
is secure to CMDR
PA’s • Flight Crew as needed • Flight Crew • Flight Crew
• Cabin Crew make a PA if
directed by the Flight Crew
ANTICIPATED “We are entering an area of “We are entering an area of “We are entering an area of
turbulence please fasten your turbulence please fasten your turbulence please fasten your
seatbelt.” seatbelt.” seatbelt.”
“Cabin crew stow all “Cabin crew stow all applicable
applicable service items and service items and take your
take your seats immediately”. seats immediately”.
UNANTICIPATED “All passengers and crew fasten
seatbelts immediately”
TURBULENCE PROCEDURE
ANTICIPATED Flight Crew SCCM CM
• Inform SCCM of the • Inform CM
expected turbulence. • Receive information from
• Switch on fasten seatbelt • If PA is delegated make SCCM.
sign. relevant PA • Perform visual check as defined
• Make relevant PA in seat belt compliance and
LIGHT/
• On receiving cabin secure by confirm to SCCM “cabin secure”
MODERATE/
Note: PA may be delegated Cabin Crew, report “cabin
SEVERE
to cabin SCCM. secure” to Flight Crew On hearing the PA:
perform cabin, galley and
For repetitive areas of light seatbelt compliance checks as
turbulence it is sufficient to defined in Cabin Crew duties
make PA once.
UNANTICIPATED Flight Crew SCCM CM
LIGHT • Switch on fasten seatbelt • Receive cabin secure from • Confirm cabin secure to SCCM
sign. CM
MODERATE • Make relevant PA. Report to Flight Crew: “cabin
secure”
Note: PA may be delegated All Cabin Crew
to cabin SCCM. • Cease all duties;
• Set brakes on all carts and wedge between seats.
• For repetitive areas of light • Place hot liquids, water pots on the floor
SEVERE turbulence it is sufficient to • Take the nearest available seat immediately fasten seat belt.
make PA once. Remain seated until advised by the Flight Crew or the fasten
seatbelt sign is switched off
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POST TURBULENCE
COMMUNICATION AND COORDINATION FOR UNANTICIPATED SEVERE
FLIGHT DECK SCCM CABIN CREW
• Switch off fasten seatbelt sign • Receive the status of the cabin if • Receive information that it is safe to get
• Advice Cabin Crew that it is safe to get up injuries or damage have up.
and reassume duties occurred and • Check for passenger injuries
• Inform the Flight Crew • Check cabin for visible damage
• Inform SCCM of the status of the cabin
Turbulence reporting
All incidents, such a crew or passenger injury, which occur in the cabin as a result of turbulence,
must be reported in SafetyNet as described in OM A CH 11.
Wind shear
Wind shear is a change in wind speed and/or direction in space. This means that any
atmospheric phenomenon, or any physical obstacle to the prevailing windflow, which produces
a change in wind speed and/or direction causes wind shear.
Among the variety of weather phenomena causing wind shear are thunderstorms, land/sea
breeze, low-level jet streams, mountain waves, mechanic turbulence due to topography and
frontal systems.
Wind shear may be present at all levels of the atmosphere. Its occurrence in the lowest 1500 ft
is of particular importance to an airplane landing or taking-off. During the climb-out and
approach phases, airplane airspeed and height are near critical values. This is the reason why
the airplane is particularly susceptible to the adverse effects of wind shear during these phases.
Wind shear in the atmosphere is sometimes but not always visible to an observer.
For example: cloud layers at different levels move in different directions, smoke plumes shear
and move in different directions at different heights, water spouts and tornadoes, dust-devils,
a wall-like leading edge of a dust/sand storm and virga.
Main sources of information on wind shear are PIREP, METAR/SPECI, and WIND SHEAR
WARNINGS. General information on surrounding terrain and prevailing weather type also give
an idea of the possible development or presence of wind shear. Aerodrome Briefing Cards and
OM-C Route Manual may provide additional info at particular airports with regards to expected
wind shear. Some airports have wind measurement equipment at adjacent mountain hills
which could provide useful info.
For flight preparation all available meteorological information shall be studied in order to
evaluate the possibility of occurrence of low level wind shear.
Special attention shall be paid to information on convective activity; i.e. forecast or observed
thunderstorm, gusty surface winds, heavy showery precipitation, CB formation.
The most dangerous type of wind shear is the microburst. It is a small-scale intense downdraft
which, when reaching the ground spreads outward to all directions from the downdraft centre.
This causes both vertical and horizontal wind shear that can be extremely hazardous, especially
at low altitudes. It is important to bear in mind that microbursts are almost impossible to
forecast in space and time due to their small size.
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Wind shear Detection Systems and Wind shear Escape Manoeuvre
Wind shear detection systems and applicable procedures are described in the respective OM-
B.
Note: Airborne or ground equipment cannot always forecast or detect wind shear.
Report encountered wind shear to ATC.
Jet stream.
Avoid flying along the edge of jet streams due to the possibility of associated turbulence.
Pilots should be aware of the effect of increased fuel consumption due to unexpected
significant head wind components that can be experienced. It may be possible to avoid jet
streams by changing route and/or altitude.
Volcanic ash Operations.
Flight in visible/discernible ash must be avoided. When operating in areas where volcanic
activity may occur pilots should be vigilant and aware of their responsibilities to report any
activity immediately. The responsibility to avoid flight in visible/discernible ash remains with
the CMDR.
The Company processes associated with risk management of flight operations with known or
forecast volcanic ash contamination are compliant with GM2 ORO.GEN.200(a)(3) and are
detailed in the SMM and the OM B for relevant aircraft types. Procedures are included in OM
B and maneuvers and emergency procedures are detailed in the QRH.
Heavy Precipitation.
Flight through heavy rain or rain with hail may lead to temporary fluctuations in engine
parameters. See OM-B for operative procedures.
Take-off, approach and landing.
In connection with precipitation from CB clouds, heavy downdrafts are formed, which spread
out laterally beneath the cloud base. This may cause strong gusts and reversal of wind direction
(wind shear) in the lower levels.
These phenomena in connection with low speed at low altitude may create hazardous
conditions. It is thus recommended to be very restrictive with regard to take-off, approach and
landing during such conditions, especially if new thunderstorm cells are building up over or in
the vicinity of the aerodrome. Consideration shall also be given to the possibility of a pull-up
having to be made towards a thunderstorm situated in the pull-up path.
Sand storms.
Avoid flying into active sandstorms whenever possible. During taxi limit taxi thrust to practical
minimum and avoid static operation above idle. When parked, airplanes 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 and gloves for the various
systems and instrument intakes and probes. These should carefully be removed before flight
to ensure that accumulations of dust are not deposited in the orifices which the covers are
designed to protect.
Mountain waves.
In a known mountain wave condition, the flight should be planned at an altitude at least 50%
higher than the mountain range. This procedure will stop the worst turbulence in the rotor
cloud.
Be aware that the use of altitude hold autopilot mode in a mountain wave situation may lead to a
stall of the aeroplane. Therefore a controlled descent is better as long as adequate terrain
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separation is kept. Advise ATS. Being on the updraft side may also lead to an overspeed of the
aeroplane unless thrust is reduced.
Significant temperature inversions.
All ambient temperature variations have an effect on aeroplane performance. Inversions will
usually affect performance adversely. The significance of this will vary according to aeroplane type
and operating mass. Example of inversions effects include those shown below:
(a) Large temperature inversions encountered shortly after take-off, can seriously degrade an
aeroplane’s climb performance, particularly at high operating mass. Similarly, if the aeroplane
is operating to a maximum landing mass limited by missed approach climb performance, the
required gradient may not be achieved.
(b) The maximum cruising altitude capability of the aeroplane can be reduced if a significant
temperature inversion exists at the upper levels. This may prevent an aeroplane reaching its
preferred altitude. Should an aeroplane encounter an area of inversion once in the cruise near
max altitude its max altitude may be reduced such that a descent is required. Max altitude is
reduced if the thrust limited altitude becomes the most limiting.
(c) Temperature inversions at lower levels in the atmosphere are frequently associated with
deteriorating visibility and can prevent the clearance of fog for, prolonged periods.
Ice Crystal Icing
Ice crystals at high altitude are often not considered a threat to jet transport airplanes because
they don't lead to airframe icing. However, a condition exists where solid ice particles can cool
interior engine surfaces through melting and ice buildup can occur. When the ice breaks off, it
can result in engine power loss or damage. Symptoms can include surge, flameout or high
vibration.
Typically, the engine power loss has occurred at high altitude, in clouds, as the airplane is flying
above an area of convective weather where little or no airplane weather radar returns were
observed at the flight altitude. In other cases, flight altitude radar returns were observed and
pilots conducted the flight to avoid these areas. Despite pilot avoidance of reflected weather,
engine power losses have occurred. Avoidance of ice crystals is a challenge because they are
not easily identified.
Refer to Boeing FCOM Supplementary procedures, Adverse Weather for Ice Crystal Icing
avoidance and recognition. Also refer to Boeing NNC Ice Crystal Icing.
8.3.9 Wake Turbulence
Arrival
Following a heavy aeroplane (MTOW ≥ 136.000 kg)
As turbulence from a heavy aeroplane can severely affect the manoeuvering of a following
aeroplane, ATC will normally ensure at least 5 NM separation behind such an aeroplane.
If the CMDR becomes aware that he is closer to a heavy aeroplane than that prescribed above,
he shall take action to increase the separation.
Note: The A380-800 may be described as “Super Heavy” with the word “Super” added to the
call sign. Separation may be increased further.
Following a medium aeroplane (7.000 kg ≤MTOW < 136.000 kg)
Following a medium aeroplane, 3 NM separation should be kept, ref. above.
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Note: In UK Airspace B757, B707 and DC8 are classified as “Upper Medium” and the minimum
separation is increased to 4 NM on the final approach (not for departure). This is recommended
separation also for other areas.
Departure
During take-off and climb, maintain at least 2 minutes separation behind a departing heavy
aeroplane - 3 minutes if the following aeroplane is departing from an intersection in front of
the start point of a heavy aeroplane -, unless obviously able to climb well above the departing
aeroplane's flight path.
- Avoid, if possible, the downward movement of the vortices by staying on or above the
flight path of a large aeroplane ahead. Note the increased risk of encountering strong
turbulence if the take-off is commenced further down the runway (e.g. from an
intersection) when a heavy aeroplane, using the full length, has taken off.
- Since the effect of vortices decreases with time, they are likely to be more serious the
closer an aeroplane is to the preceeding one.
- The vortice is anticipated to drift in calm conditions with a speed of approximately 5
knots to each side of the runway. The most critical conditions will therefore be approx.
5 knots crosswind, keeping the vortice over the runway for a prolonged time.
- When turbulent wakes are anticipated some reserve of airspeed over the normal
approach speed as in gusty conditions, is recommended.
8.3.10 Crew Members At Their Stations
8.3.10.1 General
Crew members at station - Flight crew
- During all critical phases of the flight all flight crew members required to be on flight
deck duty, shall be at their station.
- During all other phases of flight, all flight crew members required to be on flight deck
duty, shall remain at their station unless his absence is necessary for the performance of
their duties in connection with the operation, or (before TOD) for physiological needs,
provided at least one suitably qualified pilot remains at the controls of the aircraft at all
times. When a lavatory visit becomes required in flight a forward lavatory shall be
used, unless this is inoperative. After TOD visits to the lavatory should not occur.
Note: With reference to OM A CH 8.2.3 operational flight crew shall not intervene with
unruly passengers
Two-Crew Rule on Flight Deck (Non-revenue flights without cabin crew exempted)
A flight crew member shall not be left alone on the flight deck in flight.
A flight crew member may leave the flight deck in accordance with the procedures above.
• In such cases another crew member shall be present on the flight deck in addition to
the remaining flight crew to maintain two-crew on flight deck. This crew member would
normally be a CCM alternatively another qualified crew member.
• This crew member shall:
o Occupy an observer seat permitting access to the observer oxygen mask
o Not disturb the remaining lone flight crew
o Be capable of providing assistance in the event of a contingency situation
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• The SCCM shall manage the cabin to ensure that there is one CCM capable of
monitoring the forward galley area. The cabin service may be stopped to meet this
objective.
Flight crew may only enter the cabin aisle and aft galley area inflight if required by the CMDR
for safety reasons.
Crew members at station - Cabin crew.
- On all decks of an aeroplane that are occupied by passengers, required cabin crew
members shall be seated at their assigned stations during take-off and landing, and
whenever deemed necessary by the CMDR in the interest of safety.
- Cabin crew seats shall be positioned so that they are, in the following priority:
a) Close to a floor level exit
b) Able to provide a good view of the cabin
c) Evenly distributed throughout the cabin
Seating of cabin crew members
- According to OM B CCM.
8.3.10.2 Procedures for augmented flight crew
On longer flights augmented flight crew (defined in OM-A 7.2.1) may be carried in accordance
with OM-A Section 7.17.
Preflight preparations
The entire flight crew participates in the flight planning and briefings with the cabin crew.
During the flight planning the CMDR typically assigns the flight crew sequence for rest.
Flight phases with one additional pilot as observer on the flight deck below FL200:
On flights with augmented flight crew the flight deck shall be occupied by one of the augmented
pilots as observer from preflight preparations until climb through minimum FL200, and for
descent from minimum FL200 until shutdown checklist is completed. The CMDR may however
assign other duties to the observing pilot as needed.
The observer shall obey the sterile flight crew compartment procedures but inform the active
flight crew if it becomes apparent that they are not aware of an imminent flight safety threat.
Inflight procedure for the changeover of a flight crew member during flight
Changing flight crew in flight introduces a threat for errors both during the change and after
the change is completed. The continuity of situational awareness and safety is ensured by the
following three provisions:
• Low workload when the transfer occurs
• Handover Briefing
• Time lag before the relieved pilot leaves the flight deck
Low Workload
When the new pilot enters the flight deck, it is the active pilots who decide when the
changeover can be initiated. This occurs when they find the current work load low and the
incoming pilot has had time to appreciate the cockpit situation. The pilot which remains in the
flight deck is PF and handles ATC during the transfer.
Handover Briefing:
Before the new pilot enters the pilot seat he must receive a handover briefing to his full
satisfaction from the pilot to be relieved. The briefing should cover at least:
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• Aircraft Status including Fuel
• Position and Terrain Brief
• ATC Unit/airspace and relevant com including uplinked messages/clearances
• Current (Oceanic) Clearance
• Review of MNPS master flight plan and plotting chart
• If any non-normal conditions have occurred with a review of relevant conditions, and
the ECL Notes page (B787).
• Safety issues or weather concerns
• ETOPS Status
• Cabin related safety issues.
PF should monitor the contents of the briefing.
Entering the seat, the new pilot adjusts his seat and rudder pedals properly.
Time Lag:
The relieved pilot shall not leave the flight deck before it is evident that the new pilot has gained
the necessary situation awareness. A 15-minute time lag may be required dependent on the
airspace and circumstances. For double crew composition, changeovers should be staggered,
with sufficient time between each seat changeover.
Pilots active for landing should be in their seats minimum 60 minutes before landing.
CMDR at Rest:
Only one captain is designated as the CMDR.
For augmented flights when the designated CMDR leaves flight deck for rest he will delegate
the conduct of the flight to a Captain who serves as a Relief Captain. During this period the
other crewmembers must consider the Relief Captain as the CMDR for the purpose of the
procedures in the operations manual until the designated CMDR resumes conduct of the flight.
Non-normal conditions inflight:
The Relief Captain should as soon as practicable arrange for the designated CMDR to report to
the Flight Deck whenever:
• An emergency situation is identified
• A situation that degrades the safety of the flight is identified
• A diversion is considered
• Fuel jettison is considered
8.3.10.3 Controlled rest on the flight deck during flight
Ref: GM1 CAT.OP.MPA.210 Crew members at stations, IATA FATIGUE RISK MANAGEMENT
SYSTEM (FRMS) IMPLEMENTATION GUIDE FOR OPERATORS, Appendix C
Controlled rest on the flight deck may be used at the discretion of the CMDR to manage both
unexpected fatigue and to reduce the risk of fatigue during higher workload periods later in the
flight. It cannot be used during critical phases of flights.
Although flight 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 in the flight crew
compartment, organized by the CMDR may be used, if workload permits in accordance with
the controlled rest procedure described here.
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‘Controlled rest’ means a period of time ‘off task’ that may include actual sleep. The use of
controlled rest has been shown to significantly increase the levels of alertness during the later
phases of flight, particularly after the top of descent, and is considered to be good use of crew
resource management (CRM) principles. Controlled rest should be used in conjunction with
other on-board fatigue management countermeasures such as physical exercise, bright cockpit
illumination at appropriate times, balanced eating and drinking, and intellectual activity.
Controlled rest may be used to manage both sudden unexpected fatigue and fatigue that is
expected to become more severe during higher workload periods later in the flight. Controlled
rest is not related to fatigue management, which is planned before flight.
• Only one pilot may take controlled rest at a time in his seat. The harness should be used
and the seat positioned to minimize unintentional interference with the controls.
• Coordination with cabin crew should be made prior to commencing rest. They should
be advised to call flight deck after the rest period has elapsed.
• The autopilot and auto-throttle systems shall be used.
• Any routine system or operational intervention which would normally require a cross
check, should be planned to occur outside controlled rest periods.
• Controlled rest on the flight deck may be used at the discretion of the CMDR to manage
both unexpected fatigue and to reduce the risk of fatigue during higher workload
periods later in the flight.
• It should be clearly established who will take rest, and when it will be taken. If the
CMDR requires, the rest may be terminated at any time.
• The CMDR should define criteria for when his rest should be interrupted. In any case
his rest shall be interrupted if a non-normal condition as specified in OM A 8.3.10.2
occurs in flight.
• Hand-over of duties and wake-up arrangements should be reviewed.
• Flight crews should only use controlled rest if they are familiar with the published
procedures.
• The controlled rest period should be no longer than 45 minutes, (in order to limit any
actual sleep to approximately 30 minutes) to limit deep sleep and associated long
recovery time (sleep inertia).
• After this 45-minute period, there should be a recovery period of 20 minutes to
overcome sleep inertia during which control of the aircraft should not be entrusted to
the flight crew member.
• At the end of this recovery period, a handover briefing as described in OM A CH 8.3.10.2
should be provided and the non-resting pilot shall not leave the flight deck or initiate
his own rest before it is evident that the rested pilot has gained the necessary
situational awareness.
• Controlled rest should only be utilized during the cruise period from the top of climb to
30 minutes before the planned top of descent.
• A short period of time should be allowed for rest preparation. This should include an
operational briefing, completion of tasks in progress, and attention to any physiological
needs of either crew member.
• During controlled rest, the non-resting pilot shall perform the duties of the PF and the
PM, be able to exercise control of the aircraft at all times and maintain situational
awareness and cannot leave his/her seat for any reason, including physiological breaks.
• Personal equipment (such as eye shades, neck supports, ear plugs, etc.) are permitted
for the resting pilot.
• More than one rest period is permitted per individual flight crew member.
•
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8.3.11 Use of Safety Belt for Crew and Passengers
Seats, safety belts and harnesses - crew members
- During take-off and landing, and whenever deemed necessary by the CMDR in the
interest of safety, each crew member shall be properly secured by all safety belts and
harnesses provided.
- During other phases of the flight each flight crew member on the flight deck shall keep
his safety belt fastened while at his station.
Seats and safety belts – passengers
Seat belts shall be used as long the seat belt sign is on. If allowed by the CMDR, a limited service
may continue if the seat belt sign is switched on during flight. When the seat belt sign is
switched on before approach, the Cabin Crew(s) are expected to complete their work in order
to prepare the cabin for landing, until the message “Cabin Crew take your seats” is announced.
- Before take-off, all passengers shall be briefed on how to fasten and unfasten seat
belts.
- Before take-off and landing, and during taxying, and whenever deemed necessary in the
interest of safety, the cabin crew shall ensure that each passenger on board occupies a
seat with his safety belt, or harness where provided, properly secured.
- Multiple occupancy of aeroplane seats shall only occur by one adult and one infant who
is properly secured by a supplementary loop belt or other restraint device.
- The seat belts shall be fastened whenever the fasten seat belt sign is on.
Note: As a precaution, during fuelling and defueling, the seat belt sign shall be OFF, and the
seat belts shall be unfastened.
8.3.12 Admission To Flight Deck
Admission to Flight Deck in general
Persons other than the crew of the actual flight must have prior permission from the CMDR to
enter or to travel at the flight deck. For extra crew or or non-revenue passengers using the
observer’s seat, regulations in section 8.3.13 must be adhered to.
Persons granted admittance to the flight deck
Although the flight deck is not in general open to the public, the following persons shall be
granted visits:
• CAA inspectors or Company line inspectors who are on official duty. If the CMDR
nevertheless refuses such an inspector admittance to the flight deck, the inspector
should immediately be informed of the reason for refusal. As soon as possible after the
flight, the CMDR must submit a written report to the DFO, who must forward the report
together with the Company’s comments, to the authority concerned.
• Other officials working for flight safety.
• Employees of the Company or other operators/institutions whose work is of such a
character that their presence at the flight deck may contribute to flight safety or an
efficient operation.
The CMDR shall ensure that:
• Admission to the flight deck does not cause distraction and/or interfere with the flight’s
operation.
• All persons carried on the flight deck are made familiar with the relevant safety
procedures.
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Locked Flight Deck Door Procedures
For specific operation of the flight deck door system, see OM-B AOM/OM-B CCM.
Locking of flight deck door and visits to flight deck by cabin crew:
The flight deck door shall be closed and locked from the time the entry doors are closed before
push-back, until the engines are shut down after landing. Access to the flight deck shall be kept to
a minimum and only for essential safety/service reasons.
Cabin Crew Visits:
The SCCM coordinates cabin crew visits to the flight deck with the flight crew.
Before entry and exit another CCM shall be assigned to monitor the forward galley area.
When a CCM has visited the flight deck he shall ensure that the forward galley is clear of
passengers before leaving flight deck.
- This should be done by the standard procedure for crew leaving flight deck.
- If the visit was a brief visit for the purpose of food/beverage delivery, the CCM can verify
through the door viewer, that the monitoring crew member is present in the galley area
and that otherwise the area outside the door is clear.
Cabin Crew training and checking of FD equipment, FD door emergency access or pilot
incapacitation shall not be conducted in flight. On ground visits to the flight deck for such
training & checking is permitted and coordinated with the CMDR.
Procedure for opening the Flight Deck Door in-flight:
In-flight if the flight deck door needs to be opened, following communication over interphone
with the cabin crew the Pilot Monitoring shall check all cameras (to be certain that no potential
hijacker is secreted in the galley area) before opening the door electronically.
In the event any element of the video surveillance system is inoperative or if the aircraft is not
equipped with video surveillance system, a member of the flight crew will be required to leave
their seat, the crew member opening the door shall use the viewing lens in the door to see the
entire door area outside the flight crew compartment, to identify persons requesting entry and
to detect suspicious behaviour or potential threat. In this situation the door will be manually
opened from the flight deck by turning the door handle.
A crew member shall not leave his/her seat during critical phases of flight for the purpose of
opening the flight deck door. If it becomes necessary to open the flight deck door in critical
phases of flight, for safety reasons, the door shall be opened electronically.
Procedure when Flight Crew leaving flight deck:
Should flight crew need to leave the flight deck for physiological or safety related reasons, the
following procedure applies:
1. Follow the procedure for opening flight deck door in-flight, above.
2. If lavatory is in use, advise pilot of this and communicate to flight deck when it is free and
area clear of passengers. CMDR may consider use of seatbelt sign if there is a significant
queue
3. Close curtain(s) between galley and cabin
4. Cabin crewmember enters flight deck as pilot exits (except on flights where an additional
flight crewmember is carried, an augmented crew member shall not be disturbed to fulfil
this role)
5. Cabin crewmember shall remain in the flight deck with the door locked while the flight
crewmember is absent. This crew member shall occupy an observer seat permitting access
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to the observer oxygen mask, shall not disturb the remaining pilot and be prepared to
provide assistance in the event of a contingency situation
6. To re-enter the flight deck pilot shall establish communication. Before opening the flight
deck door, the cabin crewmember shall verify, through the door viewer, that it is the flight
crew member who is requesting entry to flight deck and that otherwise the area outside
the door is clear. Where cameras are fitted the remaining pilot shall verify same.
7. Senior cabin crewmember shall remain in the forward area of the cabin, on the cabin side
of the curtain during this time and monitor cabin activity to ensure that no passengers
pass through the curtain to forward galley area while pilot is away from flight deck.
Disruption to the service is permissible during these short breaks
8. The flight deck door shall not be left open or unlocked at any time during the flight
9. If the forward lavatory is unserviceable and use of aft lavatory is necessary the seatbelt
sign shall be illuminated
10. If it is necessary for a pilot to enter the passenger cabin, for safety reasons, the fasten
seatbelt sign shall be illuminated.
Flight Deck Door Emergency Access
Refer to OM.-B.
8.3.13 Use of Vacant Crew Seats
Flight deck observer’s seat(s)
In addition to positioning / extra crew, the observer seat(s) in the flight deck may, with the
CMDRs permission, be used by the following personnel, without causing demand for extra
Cabin Crew:
• Civil Aviation Authority (or NAA-National Aviation Authority) flight operations
personnel carrying out their official duties
• Authorized Officials of the Department for Transport carrying out their official duties
• Technical and other aviation industry personnel approved by DFO / CPW
• Norwegian group personnel carrying valid company identification
Prior permission from the DFO / CPW shall be given for all other individuals intending to occupy
flight deck observer’s seat(s).
The CMDR of the aircraft is ultimately responsible for the safety and security of the aircraft and
must satisfy himself with the identity of all jump seat passengers prior to departure.
Note: Section 8.3.12 describes which personnel shall be granted admittance to the flight deck.
Cabin crew seat(s)
The CMDR has full discretion in the use of any crew seat in the passenger cabin. Only those
passengers who are considered to be physically capable of opening exit doors must be seated
there.
The following types of passengers must not sit in vacant cabin crew seats or next to self-help
exits or in emergency exit rows:
• Persons with an obvious physical or mental disability to the extent they would have
difficulty moving quickly;
• Persons who are substantially blind or deaf to the extent that they might not read or
assimilate printed or verbal instructions;
• Persons who because of age or sickness are so frail that they may have difficulty moving
quickly;
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• Passengers who are so obese that they would have difficulty in moving quickly or
reaching and passing through the adjacent emergency exit (this includes passengers
who required the use of an extension seatbelt);
• Children (whether accompanied or not) and infants;
• Deportees, inadmissible passengers or persons in custody;
• Passengers with animals (PETC)
• Anyone who could cause an obstruction.
Note: A child is defined as being under the age of 12 years
Note: Non-crew members using observer-/ vacant cabin crew-seat shall be equipped with
yellow life vest. Crewmembers occupying observer seat may use red life vest.
The CMDR must ensure that the number of passengers on board does not exceed the maximum
operating passenger seating capacity (MOPSC).
B787 OFCR Seat: Subject to the CMDR’s approval this seat may be occupied during takeoff and
landing by active or passive crew or B787 flight crew on ID travel.
Use of cabin crew seats without requiring extra Cabin Crew.
The number of passengers in the Cabin may exceed the requirement regulated by the
number of Cabin Crew available, provided the passenger(s) using the vacant crew seat :
• Is a non-revenue passenger and either:
• Has undergone organized training in the Company with regard to emergency routines
applicable, with this seat position in use. He/she shall carry a statement issued by the
Company confirming that he/she has passed such training and also demonstrate before
departure the knowledge required for the opening of the adjacent exits; or
• Holds a relevant aviation licence/certificate, i.e. flight crew license, cabin crew license
or technical license for the type of aircraft.
Note: Only active crew members using observer-/ vacant cabin crew-seat shall be equipped
with red life vests. All others, including passive crew shall receive a yellow vest.
Note: Occupants on vacant crew seats shall not be under the influence of alcohol.
8.3.14 Incapacitation of Crew Members
General
Incapacitation is defined as any physical or mental condition which renders a crew member
incapable of performing normal operations or emergency procedures. Incapacitation may be
obvious - usually resulting in prolonged loss of function, or more subtle, usually transient and
resulting in partial loss of function.
Inform your crew if you are not feeling well.
8.3.14.1 Flight Crew Incapacitation
Detection
As a gradually increasing incapacitation may be very difficult to detect, crew should adhere
strict to standard operational and flight procedures, particularly during critical phases of the
flight in order to detect incapacitation as soon as possible. During these phases, Pilot
Monitoring (PM) must properly monitor the progress of the flight and the performance of the
Pilot Flying (PF).
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Crew members shall be highly suspicious of a gradually increasing incapacitation any time a
crew member does not respond appropriately to any verbal communication associated with a
significant deviation from a standard operational procedure or a standard flight profile.
Action
If two verbal warnings are given, and the PF still does not respond appropriately, the PM shall
announce "My controls" and take control over the aeroplane and the further progress of the
flight. Irrespective of the nature of the incapacitation, the prime concern of the crew members
not being incapacitated, must be the safe operation of the aeroplane.
Thereafter the Cabin Crew should be called upon. If required, the Cabin Crew may use the
Emergency Access Code to get admittance to the flight deck.
Support from the Cabin Crew is described in OM-B Section 3.4.
A landing should be made at the nearest suitable aerodrome, and if time permits an inquiry for
a doctor among the passengers should be performed.
If a Pilot becomes partly incapacitated, he shall be relieved from all tasks as long as there is
evidence of incapacitation.
Reporting
Refer to OM-A Section 11.
8.3.14.2 Cabin Crew Incapacitation
If any cabin crew member becomes incapacitated the SCCM and the flight deck must be
notified.
If the SCCM becomes incapacitated, the next most suitably qualified CCM shall be nominated
as SCCM by the CMDR in accordance with OM-A 4.1.7.
This CCM shall be identified by the SCCM, during the pre-flight briefing with Flight Crew, as the
next most senior cabin crew member therefore nominated to act as SCCM if the nominated
SCCM becomes unable to operate in exceptional circumstances.
The SCCM must ensure that the remaining cabin crew members can safeguard proper cabin
safety. Cabin service may be stopped to meet this objective.
The SCCM shall arrange that the remaining active cabin crew members meet the OM-B CCM
procedures and door positions for reduced CCMs on board. A renumbering of the CCMs on
board may be required.
More than one cabin crew member may be incapacitated, especially after food poisoning or by
fire or dense smoke. Incapacitations due to dense smoke are more critical since an evacuation
by the reduced remaining cabin crew is more likely to follow.
With two or more CCMs incapacitated the primary objective for the SCCM is to place cabin crew
at each end of the cabin to operate floor level exits.
If needed, S-ABPs should be selected and evenly distributed at unmanned exits.
Reporting
Refer to OM-A Section 11.
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8.3.15 Cabin Safety Requirements
General
The duties and responsibilities of Cabin Crew is described in Section 1.5.2 and in the OM-B
CCM.
8.3.15.1 Cabin preparation
Before flight
The crew member responsible for the cabin safety, shall before flight check that all cabin
emergency equipment is available and in order with regard to numbers, seals, expiry dates etc.
Further a security check, ref. section 10, shall be performed before each flight.
Before boarding seatbacks shall be in an upright position, seat belts shall be neatly arrange
ready to use, tables folded and stowed and catering (if delivered yet) secured.
Cabin Crew shall ensure that EPOS devices are securely stored in the special insulated carrier.
If ordered by the CMDR, some seat rows may be blocked before boarding, to avoid reseating
of passengers with regard to center of gravity.
During boarding the Cabin Crew shall take care of excessive hand baggage and stow it in the
baggage compartment. Allowable hand baggage shall either be stowed under the seat in front of
the respective passenger, in the overhead bins or if lack of space, in the baggage compartments.
Passengers shall, if needed, be assisted with the use of seatbelts. After the safety briefing, ref.
Section 8.3.16 is completed and before reporting ”Cabin Ready” (by the senior Cabin Crew if more
than one) to the CMDR, the Cabin Crew shall perform the cabin preparations according to OM-B
CCM.
When seated, the senior Cabin Crew will report ”Cabin Ready” on the intercom to the Flight Crew,
who will not commence the take-off roll before this message is received.
In-flight requirements
Unless otherwise permitted by the CMDR, all Cabin Crew and passengers shall remain seated
until the seat belt sign has been switched off, ref. Section 8.3.11.
If encountering turbulence in flight and the seat belt sign has been switched on, exemption
from this obligation may be given by the CMDR to the Cabin Crew.
Before landing
The fasten seat belt sign shall be switched on at 10.000 ft (unless expected turbulence requires
it earlier).
After the safety announcement and before the Senior Cabin Crew reports “Cabin Ready” to the
CMDR the Cabin Crew shall perform the Cabin preparations-before landing according to OM-B
CCM.
When seated, the SCCM shall report “Cabin Ready” on the intercom to the Flight Deck.
2-3 minutes before landing the Flight Crew will order on the P/A system: ”Cabin Crew be seated
for landing”.
B737: Flight Crew shall notify Cabin Crew when it is 20 min to landing by flashing seat belt sign
on and off to enable the Cabin Crew to complete any service and prepare the cabin for
landing.
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After landing
After landing the cabin crew shall ensure that:
• the passengers remain seated with seatbelts on until the seatbelt sign is switched off
• all exits and escape paths are unobstructed
• the passengers are reminded of the non-smoking rules before entering the ”land side”
• the passengers doors are not opened before receiving clear signal from the CMDR
• the passengers do not disembark before the engines are stopped.
8.3.15.2 Seat allocation
Refer to OM-A Section 8.2.2.2.
8.3.15.3 Passenger Embarkation and Disembarkation
The Cabin Crew (the senior if more than one on board), or in the absence, one of the Flight
Crew, shall be present at the cabin entrance during boarding, both to welcome and scan the
passengers, to check for excessive hand baggage and for abnormal behavior, indicating
influence of drugs or alcohol, and report to the CMDR if a passenger is not considered to be in
a suitable condition for flight.
Passengers needing assistance and unaccompanied minors shall normally be boarded first and
be seated respectively on the forward seat row(s) and on the aft seat row(s)
When disembarking, the Cabin Crew should be present at the cabin entrance to wish the
passengers good-bye and if required, indicate the right way on tarmac.
Passengers requiring assistance will normally disembark after the other passengers.
All passengers with special needs, such as unaccompanied minors, passengers requiring
assistance, deportees etc, should disembark through the forward doors, and be handed over
to ground assistance or ground traffic personnel by the SCCM.
See also OM-A 8.2.2 for minimum cabin crew on ground with passengers on board.
8.3.15.4 Re- and de-fuelling with passengers embarking, on board or disembarking
Re- and de-fuelling procedure with passengers embarking, on board or disembarking, is
described in Section 8.2.1.
8.3.15.5 Smoking on board.
We have a no-smoking policy on all its flights. There shall be no smoking in any part of the
aircraft at any time by any person. The use of electronic cigarettes is also prohibited.
Under no circumstances is smoking allowed when the aeroplane is on ground, oxygen is in use
in the cabin, or fuelling/de-fuelling is in progress or outside the aeroplane on the ground on the
“air side” of the aerodrome.
Note: Smoking while fuelling is extremely dangerous due fuel vapor from fuel tanks!
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8.3.15.6 Contagious Disease Suspected on Board
In cases of suspected contagious disease on board refer to OM A CH 8.2.2.6.
The CMDR shall be notified and he shall advise ATC and request that port health is notified.
Port Health (Public Health)
Every international airport in the world has a Port Health Unit. The function of the unit is:
• Health control – The prevention of importation of communicable diseases.
• Medical surveillance of all immigrants.
As a matter of routine, they will only meet flights if they have been requested to do so by an
airline’s Operations Department.
Also refer to OM B CCM CH 3.7.
8.3.15.7 Use of electronic equipment including PEDs
The aircraft has electrical systems that can be affected by other electronic equipment.
Mobile phones and other devices with Flight Mode must be set in Flight Mode and may be used
by passengers during all phases of the flight.
Electronic devices not containing flight mode must still be switched off. Mobile phones/Smart
phones and tablets/iPads up to a size of 10.5 inches (an i-Pad is approximately 10 inches in size)
may be used during taxi, takeoff and landing as long as they are in Flight Mode.
All larger devices and laptops must be stowed during taxi, takeoff and landing. This has become
industry standard among most airlines.
During LVO-Low Visibility Operations during landing with CATII/III operations, and any other
situations deemed necessary by the CMDR, the commander shall conduct a PA announcement
instructing passengers to turn all PEDs off until after landing.
Use of the following equipment is prohibited on board the airplane:
- Walkie-talkies
- Remote control equipment
- Auxiliary equipment for portable PC`s, such as mouse, printers etc.
- Equipment which contains active transmitters
- Electronic cigarettes
ALL electronic equipment is prohibited to use during takeoff and landing and/ or when the
“Fasten Seatbelt “sign is turned on, except as allowed by OM B for the aeroplane type.
Following electronic equipment is authorized for unrestricted use.
- Hearing aids
- Heart pacemakers
- Personal medical equipment
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8.3.16 Passenger Briefing Procedures
8.3.16.1 Public Address General
Public Address to Passengers can be divided into categories in order of priority:
1. Emergency and Abnormal Situation PA
PA Announcements required due to an emergency or abnormal situation, such as evacuation
orders, a prepared emergency landing, brace for impact orders, tail tipping recovery B737
etc.
These orders are detailed in the applicable OM-B AOM and OM-B CCM.
2. Safety Information PA
The briefings and announcements required by regulations to ensure the safety of occupants
on board, before, during and after flight. These briefings, parts or all of which may be given
by an audio-visual presentation, are detailed in the applicable OM-B AOM and OM-B
CCM.
3. Service Announcements on PA
Announcements which are made to inform the passengers about the progress of the
flight, weather at destination, points of interest, sale and service on board, connecting
flights and to enhance their overall experience and perception of the Company. Certain
service announcements are detailed in the OM-B CCM while others may be improvised by
the crewmember depending on the circumstances. PA Guidelines are issued by the Flight
Operations Department for the timing and content of such service announcements.
In addition, seat pocket safety cards, individual briefing of able bodied passengers, certain
PRMs and audio-visual presentations are used to brief passengers.
All mandatory briefings shall as minimum be announced in Spanish and in English as described
in OM-B AOM/CCM.
Briefing in other adequate languages is considered appropriate. For special flights, special
arrangements concerning briefing language may be made.
8.3.16.2 Policies regarding Service Announcements on PA
Passengers perceive the quality of your flight much through the PA Announcements (or lack
thereof). For this reason proper PA Announcements is essential to ensure a good experience
for our customers increasing confidence and adding market value to our Company. When
irregularities and delays occur it is important that the passengers are informed and kept
informed in an accurate and truthful way. Keeping passengers properly informed when such
irregularities occur will significantly improve their experience of the Company.
8.3.16.3 Flight Crew Service Announcements on PA
Flight Deck passenger service announcements are described in the Norwegian PA
Announcements Guide.
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Before leaving the gate:
It is the company policy that the CMDR should make a pre departure PA Announcement before
leaving the gate and normally at least 3 minutes before STD to avoid conflict with Cabin Crew
PA Announcements. If de-icing is required, or a push and hold procedure is used; the CMDR
may postpone his PA Announcement accordingly. The CMDR may omit the pre-departure PA
Announcement if it is evident that this could cause an unjustified delay, such as when getting
close to a slot restriction.
The CMDR’s Pre-Departure Announcement is important, as it sets the atmosphere in the cabin
at an early stage and increases the value of Norwegian as a brand name. It will also have a
calming effect on those afraid of flying. By mentioning the cabin crew and their role in the safety
on board the CMDR may also make the passengers pay more attention to the following safety
demonstration as well as to appreciate the entire crew as a team working together for their
safety and comfort.
When a delay occurs on ground, the passengers shall normally be informed by the CMDR within
three minutes after STD.
US airspace:
When operating flights which traverse the US airspace, the following PA is mandatory, “US
regulations require me to inform you that during this flight today, you should not congregate
in groups in any area of the cabin, especially around the lavatories. I would ask you to use only
those lavatories dedicated to your own class of service. In addition, you must strictly observe
the seat belt sign when it is illuminated and do not move about the cabin when the sign is on”.
In–flight:
The Pilot Flying shall make enroute passenger briefings according to the PA Announcement
Guide, which includes on-time performance information and adaption to the particular type of
flight (leisure, charter, business profile)
It is Company policy that all passengers shall be kept advised of the progress of the flight and
the expected flight conditions.
During flight deck announcements controls and radios shall be transferred to the other
crewmember.
Flight deck service announcements shall not be made during critical phases of flight.
8.3.16.4 Passenger Briefing after an abnormal event
Aborted take-off/second attempt/passenger briefing.
Quite often an aborted take-off is a result of a minor malfunction or spurious caution which can
be rectified without returning to the gate. Engineering advice / input can be sought, if required,
by radio or telephone. A short explanation shall always be given to the passengers through the
PA system before a second attempt.
Should the same malfunction come up again on the second attempt, the aeroplane shall
normally be checked by a qualified mechanic, before any new attempt with the same
passengers is executed.
If the malfunction can be rectified from the flight deck by the flight crew, a test run without
passengers should preferably be performed to verify that the problem is solved, before any
new attempt with the same passengers is executed.
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Debriefing after serious incident/emergency situation.
As a general rule, after all emergency situations and serious incidents, the CMDR shall, if able,
together with the Station Manager, or Handling Agent, if outside normal route network,
assemble the passengers in a suitable location not open to public, after disembarkation, and
give them a debriefing.
All crew members should if possible, be present on this debriefing. The importance of such a
briefing cannot be underlined enough, as it to a very high degree is governing the public’s
confidence in the Company.
For minor incidents this may be done in the cabin before disembarkation without the presence
of Station Manager/Handling Agent.
Press relations.
Normally information with regard to cause of accident/incident shall not be given initially and
it is every crew members fully right to refuse to give any information or comments to the press,
and refer to the Managing Director or Director Flight Operations as Company spokesmen,
an attitude which shall be supported by the Company’s management.
However, as it often makes the press more suspicious to not give any information at all, the
CMDR may, if approved by the Managing Director or Director Flight operations, give the
information which he, after his judgment, may find necessary.
8.3.17 Operation with Cosmic or Solar Radiation Detection Equipment
As the Company’s fleet is operating below 49 000 ft specific equipment and procedures
are not required in this matter.
Note: Health precautions for crew regarding Cosmic Radiation are included in OM-A 6.1.
8.3.18 Policy on the Use of Autopilot and Auto Throttle
8.3.18.1 Automation Policy
Whenever the Autopilot is engaged, all AFDS mode selections are made by the PF.
When the PF is manually controlling the aeroplane, the PM will set the AFDS modes and altitude
pre-selections, and tune nav.aids as commanded by the PF.
Whether in automated or manual flight, flight crews must carefully monitor primary flight
instruments (airspeed, attitude etc.) for aircraft performance and the FMA for autoflight
modes.
Faults can occur at any time during autoflight. If the AFDS is not operating as expected, it should
be disengaged.
If the flight crew is aware of a degraded Autopilot Flight Director Systems (AFDS) mode, special
recognition should be given during the Approach Briefing as to how to manage the use of the
automatic features.
Closed-loop communications enhance mode awareness. All changes in AFDS modes (e.g.
“Vertical speed”, “LNAV” or “HDG”) should be called out by the PM regardless of automatic or
manual selection, as a confirmation of the active mode as displayed on the FMA.
Changes of the selected altitude pre-selector shall be announced by the pilot setting the
altitude, e.g. “FL 100 set”.
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Automatic flight:
All ATC instructed changes of heading or speed shall be performed and verbally stated by PF
and confirmed by PM for crosscheck.
When instructed to climb/descend to another altitude by ATC, PM shall read back the altitude
and PF shall set the new altitude on the MCP and repeat the altitude verbally for cross check.
Manual flight:
All ATC instructed changes of heading, altitude or speed shall be performed and verbally stated
by PM and confirmed verbally by PF and should be made without specific order from the PF
8.3.18.2 Operation of the Autopilot Flight Director System
The operation of the Autopilot Flight Director Systems (AFDS) is described in the OM-B for each
aeroplane type.
8.3.18.3 Automation Procedures and Levels
Automation can enhance operational capability, improve safety, and reduce workload.
Automation is the insertion of a machine function between the human and the task. The definition
applies to all levels of automation. The purpose of automation is to aid the pilot through facilitation
and enhanced situation awareness. Automation should commensurate with priorities of safety and
punctuality.
Automation Levels
Varied levels of automation are available. The pilot decides what level of automation to use to
achieve these goals by selecting the level that provides the best increase in safety and reduced
workload:
Basic Level: No automation is employed. Autopilot and Flight Director are disconnected, while the
aircraft is hand-flown by the PF.
Basic level is used where immediate control and correction of the aircraft's flight path is required.
This includes escape/recovery maneuvers. With the exception of landings and intentional basic
manual flying this should be considered a transitory level of automation.
Guided Level: The aircraft is hand flown with Flight Director Guidance.
The guided level is appropriate in low density traffic areas. Autothrottle is normally used.
Selected Level: The Autopilot is engaged in modes associated with the Mode Control Panel. Such
as HDG Select, VOR/LOC, V/S Mode.
Selected level is used where short-term objectives are being met. The selected level is normally
used in terminal areas and is also a normal transitory level when flying below 10000 feet and pilot
workload does not permit reprogramming FMC. Autothrottle is normally used.
Managed Level: The Autopilot is engaged in modes coupled to the FMC (e.g. VNAV). The use of
Managed Level during terminal operations must be limited to situations permitting advance
preparation, including review of FMC programming and crew briefing.
Managed level is the recommended level of automation to achieve long-term objectives. The
managed level is normally used in climb, cruise and descent, using FMC programming
accomplished preflight. This level may also be used for departure or approach, provided this
procedure is described in the OM-B and workload permits FMC/RNAV programming. Autothrottle
is normally used.
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Reducing the Level of Automation
Automatic systems give excellent results in the vast majority of situations. Deviations from
expected performance are normally due to an incomplete understanding of their operations by
the flight crew. When the automatic systems do not perform as expected, the pilot should
reduce the level of automation until proper control of path and performance is achieved.
For example, if the pilot failed to select the exit holding feature when cleared for the approach,
the airplane will turn outbound in the holding pattern instead of initiating the approach. At this
point, the pilot may select HEADING SELECT and continue the approach while using other
automated features.
Early intervention prevents unsatisfactory airplane performance or a degraded flight path.
Reducing the level of automation as far as manual flight may be necessary to ensure proper
control of the airplane is maintained. The pilot should attempt to restore higher levels of
automation only after airplane control is assured.
For example, if an immediate level-off in climb or descent is required, it may not be possible to
comply quickly enough using the AFDS. The PF should disengage the autopilot and level off the
airplane manually at the desired altitude. After level off, set the desired altitude in the MCP,
select an appropriate pitch mode and re-engage the autopilot.
Intentional Manual Flight
Intentional hand-flying either at the Basic Level (Raw Data) or the Guided Level (with F/D) is
encouraged at regular intervals to maintain basic flying skills. This should be limited to good
weather conditions when workload permits. (Non-RVSM, Non-PRNAV and typically calm ATC
environment). Due consideration should be given by PF to how this increases PM workload.
Note:
The use of screens, or the placing of objects on the glare shields for the reduction (by any means
except authorized sun visors) of the field of vision from the cockpit is strictly forbidden.
For RNPx Procedures:
Autopilot greatly reduces Flight Technical Error (FTE) and shall be used whenever available to
improve the track keeping accuracy during RNPx.
Whenever autopilot is not available or unserviceable the use of flight director is required for
RNPx procedures. For certain RNP AR procedures one or two autopilot(s) may be required.
8.3.19 Use of Checklists
General
In order to ensure safe, correct and fast action and operation under different conditions, the
Normal Checklist and Non Normal Checklist (Quick Reference Handbook) shall be available on
the flight deck at all times and used on all flights as required.
The checklists shall, when not in use, be stored in designated positions at the flight deck.
B787: For the B787 an Electronic Checklist (ECL) is used which is described in OM-B.
Normal Checklists
The use of normal checklists is described in OM-B 2.1
When a check item is called, the Crew Member concerned shall look at the switch, control lever,
gauge, etc., set it or read it as appropriate, and then call out the check reply. The action related
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to an item, may, for practical reasons, be performed in advance, but when that check item is
called, the appropriate setting or action shall be ascertained.
Non-normal Check Lists
The use of non-normal checklists is described in OM-B 3. and in the QRH.
8.3.20 Communication And Reporting Procedures
General.
All radio communication shall be conducted in the appropriate language, (for ATS preferably
English). The P-i-C shall ensure that two-way communication is established at all times with at
least one ATS/FIS unit on an appropriate frequency. Separate procedures in MNPS airspace
according to OM-A 8.3.2.
Position reports.
Position reports shall be given to the relevant ATS unit according to regulations in OM-C RM.
ATC clearances shall be adhered to, and if deviations are required, the appropriate ATS unit
shall be informed.
Clearances
All ATC clearances shall be written down. In addition, levels/altitudes cleared to shall be
selected on the “Altitude pre-select” panel (ASEL).
Radio watch on 121,5 MHz.
Listening watch on 121,5 MHz shall if possible be carried out on VHF no. 2 (alternatively on VHF
no. 3 if installed) This duty shall not be allowed to interfere with or increase pilot workload, but
should be carried out when-ever workload permits. If distress signals are picked up, this
information must immediately be given to nearest ATS unit.
Meteorological information.
Meteorological reports shall be given to ATS according to procedures in RM.
Use of headsets
Headset shall primarily be used for guarding ATS channels in terminal areas, loudspeaker may
be used when the quality of sound is such that undisturbed reception is available. Headsets
with boom-microphone shall always be used when flying below 10 000 ft, when starting and
when manoeuvring or receiving initial ATC clearance on ground but are not required for crew
communication.
Selection of frequency.
Normally both Pilots shall guard the appropriate ATS channel when in terminal areas and on
airways. Both Pilots shall have their VHF communications audio switches in the "On" position.
The PM shall normally select frequencies and carry out the R/T communications according to
the standard procedures. The VHF-COM system shall be named no. 1 (left) and no. 2 (right).
Communication on two stations simultaneously.
Company communications, ATIS etc. sometimes require use of two stations simultaneously.
This should however be avoided in critical phases of the flight and preferably be performed at
cruise or when parked.
Normally the PF shall in these cases monitor the appropriate ATC frequency on VHF 1 while the
PM shall use VHF 2 for other purposes. Normally one pilot shall listen to one station at the
time, except for listening watch on 121,5 MHz (emergency).
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When using VHF 2 for communication for other than ATC purposes, the PM shall inform the PF
that he leaves the frequency - i.e. he is not listening to the ATC frequency, and when he is back.
The PF shall then inform the PM if any changes have taken place.
Departure.
For departure select tower or departure control frequency on VHF 1. VHF 2 may be used for
Company traffic (should be kept to a minimum while taxing) or as de-icing frequency and in
that case to be kept on the de-icing frequency until line-up, but shall either be turned off or set
to 121.5 MHz before taking off (sometimes interference between ground/departure
frequencies and 121.5 MHz) until reaching transition altitude or cruising altitude, whichever is
lower.
Cruise.
VHF 1 shall be used for the appropriate ATS unit and listening watch on 121.5 MHz shall be
maintained on VHF 2 unless when used for weather information, Company messages etc.
Approach.
Upon entering the terminal area, select required approach or TMA control frequencies on VHF
1. VHF 2 may be used for Company traffic/weather information until reaching transition level
during descend or leaving cruising altitude.
After landing.
After landing, select ground control frequency when instructed by tower on VHF 1 and VHF 2
on Company frequency. When parked the Company frequency shall be on with the loud-
speaker on as long as the pilots are present at flight deck.
Communication between flight deck and cabin.
Described in OM-B AOM and OM-B CCM
8.3.21 Flight Crew Briefing
General
Briefings should be conducted with a clear voice, be operationally thorough, concise, not
rushed, and meet SOP requirements. Important items should be focused on, and the one
receiving the briefing should respond to the brief with any questions or suggestions as required
to achieve a shared awareness of the objectives of the briefing.
Any particular known threats and management of these should be included in the briefing as
relevant. Ref OM Part A 8.3.22 Threat and Error Management.
B737: EFB touch screens may be removed from its mount during the briefing as desired.
It is compulsory to have the relevant charts available at every take-off and landing. The CMDR
shall before first flight of the day, and after change of crew, perform a Safety Briefing, and
review crew duties in connection with on ground emergencies, aborted take-off, emergency
evacuation, fire etc. Additional briefings will be conducted as described below, and decided by
the CMDR.
Before departure
Before first flight of the day, the CMDR shall:
• Perform a “Safety Briefing”, (see above)
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• Brief the Copilot (and augmented flight crew) about the aeroplane’s technical status
and any limitations, if relevant.
• Brief the Copilot and augmented flight crew about the general weather situation.
• Brief the Cabin Crew of technical matters relevant to them.
• Brief the Cabin Crew of expected weather conditions during the day.
• Brief the Cabin Crew of the flight deck door Emergency Access Code.
Before each departure the CMDR shall brief the Copilot and augmented flight crew:
• About weather restrictions, selected alternate(s) and NOTAM restrictions.
• About any dangerous goods on board, and procedure to be followed if a dangerous
goods incident should occur.
Before each departure the PF shall brief PM upon:
• General emergency briefing, ref. OM-B (may be replaced on later flights with the term
“Standard briefing” if the flight crew are flying several trips together on the same day).
• The expected departure route.
• Set-up of AFDS/ RNAV route; SID and STAR
• Frequency changes.
• Clearance limits.
• Set-up of navigational aids.
• Minimum Altitudes.
• Minimum Acceleration Altitude.
• Engine Failure Procedure/Climb-out.
• TEM Elements
• Other items as required by OM Part B
Note: Departure procedures are described in 8.4.2
Before approach
Planning, preparation and briefing for the arrival and approach shall be completed well before
commencing the approach. The flight deck crew should be so well prepared for the expected
approach that the IAL is only needed for quick references.
The PF shall in his briefing clearly state his intentions and ensure that PM is fully aware of the type
of approach to be performed, the procedure to be followed in case of a go-around, utilization of
AFDS, setting of navigation aids and checks required during the approach. With respect to the
actual conditions, the briefing for an instrument approach shall cover the approach procedure,
stressing essential items such as:
• Clearance limits. If applicable, review clearance limits and the effects of these.
• Technical status. Review aircraft technical status for items affecting approach and
landing.
• Weather. Decide on minimum weather conditions for the type of approach to be made.
• Navigational aids. All available navigation aids, including markers, shall be used.
• Minimum altitudes. Decide on applicable MORA, MSA, DA/DH or MA/MDA and alti-
tudes over navigational aids pointed out on the IAL, included temperature and wind
corrections.
• Altitude checks. During an ILS approach, an altitude check is mandatory over the outer-
marker or equivalent position. Remember temperature correction in cold conditions as
the passage of outer-marker will be at an higher indicated altitude than standard in
cold temperatures.
• Decision height/ Minimum descent altitude. The PM shall be advised at what altitude
he is to call out "Approaching minima" and "Minima". These altitudes/heights shall be
called out by PM when reached, if PF is still flying the aeroplane by use of instruments.
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• For a CDFA approach brief any mandatory altitudes and applicable corrections.
• Timing/distance and rate of descent. Determine time/distance to VDP on non CDFA
approaches and calculate the appropriate rate of descent.
• Use of reverse if applicable.
• Go around/Missed approach. Disregarding actual weather conditions always ensure
complete understanding of valid missed approach procedure including setting of
navigation aids. If a circling approach is planned, determine missed approach
procedure to be used at specific points along the circling pattern.
• TEM Elements
• Other items as required by OM Part B.
Note: Approach procedures are described in OM-A 8.4.
8.3.22 Threat and Error Management TEM
8.3.22.1 General
This section provides an introduction to TEM.
Foot notes at the bottom of a page supplements the main text with TEM statistics from the
LOSA Archive based on observations from 28 airlines around the world.
The objective of Threat and Error Management is to provide the best possible support for the
flight crew in managing threats, errors, and undesired aircraft states.
Threat and Error Management proposes that threats (such as adverse weather), errors (such as a
pilot selecting a wrong automation mode), and undesired aircraft states (such as an altitude
deviation) are everyday events that flight crews must manage to maintain safety.
A mismanaged threat can lead to an error which in turn could escalate into an undesired aircraft
state (UAS):
THREAT:
TAILWIND ON FINAL
ERROR:
CREW INACTION
UAS:
UNSTABILIZED
APPROACH
8.3.22.2 Threats
Threats 5 are defined as events or errors that:
• occur outside the influence of the flight crew (i.e., not caused by the crew)
• increase the operational complexity of a flight
• require crew attention and management if safety margins are to be maintained
5
A typical flight encounters an average of 4.2 threats. Only 3% of flights encounter no threats whatsoever, while 17% of
flights encounter more than seven threats. Adverse Weather and ATC both account for about one quarter of all observed
threats. Challenging ATC clearances and late changes from ATC are the most problematic of all threats for flight crews (LOSA
(Line Oriented Safety Audit) Study of 4500 flights)
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Using this definition, a threat can be high terrain, icing conditions, an aircraft malfunction (e.g.,
inoperative thrust reverser), or other people’s errors, such as an incorrect cargo distribution by
the load master. All these events occur independently of the flight crew, yet they add to the
crew’s workload and need to be managed.
Threats can be divided into two categories:
• environmental threats, which are outside the airline’s direct control, such as weather
and ATC
• airline threats, which originate within flight operations, such as aircraft malfunctions
and ground problems.
Further a threat can be known (bad weather), unexpected (engine failure on take off) or not
observable to crew – latent (incorrect taxiway markings).
Threat Types with Examples:
Environmental Threats Examples
Adverse Weather Thunderstorms, turbulence, poor visibility, wind shear, icing
conditions, IMC
Airport Poor signage, faint markings, runway/taxiway closures,
INOP navigational aids, poor braking action, contaminated
runways/taxiways
ATC Tough-to-meet clearances/restrictions, reroutes, language
difficulties, controller errors
Environmental Operational High Terrain, dense traffic, radio congestion
Pressure
Airline Threats Examples
Aircraft Systems, engines, flight controls, or automation anomalies
or malfunctions; MEL items with operational implications;
other aircraft threats requiring flight crew attention
Dispatch/Paperwork Load sheet errors, crew scheduling events, late paperwork,
changes or errors
Airline Operational Pressure On-time performance pressure, delays, late arriving aircraft
or flight crew, aircraft change
Ground/Ramp Aircraft loading events, fuelling errors, agent interruptions,
improper ground support, de-icing
Ground Maintenance Aircraft repairs on ground, maintenance log problems,
maintenance errors
Manuals/Charts Missing information or documentation errors
To manage threats and prevent crew errors include reading weather advisories and NOTAM,
having Enroute Charts easily available, turning weather radar on early, that both flight crew
members read the Tech Log/MEL items together, briefing an alternate runway in case of a late
runway change, briefing cabin crew about high terrain versus decompression escape
procedures, and loading extra fuel when the destination airport is in question due to poor
weather or dense traffic.
INCLUDE THREATS IN YOUR BRIEFINGS:
Flight crew should proactively identify anticipated threats and how they could be managed as
part of the CRM for example by discussing the threats in the departure and approach briefings.
(E.g. an inoperative thrust reverser is a threat the flight crew should highlight during the RTO or
approach briefing. This will increase the shared awareness of that threat.)
A mismanaged threat is defined as a threat that is linked to or induces flight crew error:
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Put simply, threats come “at” the crew, while errors come “from” the crew. Flight crew errors
can be the result of a momentary slip or induced by an expected or unexpected threat. For
example, a late runway change (threat) might induce a procedural shortcut that results in
further error, just as a gate agent interruption (threat) could distract the flight crew from
completing a checklist, causing them to miss an incorrect thrust setting for takeoff (error).
8.3.22.3 Errors
Errors 6 are defined as flight crew actions or inactions that:
• lead to a deviation from crew or organizational intentions or expectations
• reduce safety margins
• increase the probability of adverse operational events on the ground or during flight
Error Types with Examples:
Aircraft Handling Errors Examples
Automation Incorrect altitude, speed, heading, autothrottle settings,
mode executed, or entries
Flight Control Incorrect flaps, speed brake, autobrake, thrust reverser or
thrust settings
Ground Navigation Attempting to turn down wrong taxiway/runway
Missed taxiway/runway/gate
Manual Flying Hand flying vertical, lateral, or speed deviations
Missed runway/taxiway failure to hold short, or taxi above
speed limit
Systems/Radio/Instruments Incorrect pack, altimeter, fuel switch or radio frequency
settings
Procedural Errors Examples
Briefings Missed items in the brief, omitted departure, takeoff,
approach, or handover briefing
Callouts Omitted takeoff, descent, or approach callouts
Checklist Performed checklist from memory or omitted checklist
Missed items, wrong challenge and response, performed
late or at wrong time
Documentation Wrong mass and balance, fuel information, ATIS, or
clearance recorded
Misinterpreted items on paperwork
Pilot Flying (PF)/Pilot PM doing PF duties, PF doing PM duties
Monitoring (PM) Duty
SOP Cross-verification Intentional and unintentional failure to cross-verify
automation inputs and FMC entries
Communication Errors Examples
Crew to External Missed calls, misinterpretation of instructions, or incorrect
read-backs to ATC
Wrong clearance, taxiway, gate or runway communicated
Pilot to Pilot Within-crew miscommunication or misinterpretation
6
About 80% of flights have one or more errors – the average is about three errors per flight. The busiest phase of flight
for errors is Descent/Approach/Land. About 40% of all observed errors occur during this phase. Another 30% of errors
occur during Predeparture/Taxi-out. If you look at errors that are mismanaged, then the rate for
Descent/Approach/Land jumps to 55%. Among procedural errors checklist errors are the most common followed
closely by Callout and SOP cross-verification errors. About 25% of all errors are mismanaged—6% of all errors lead to
additional error and 19% result directly in an undesired aircraft state.
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Error management is to detect and correct errors
An error that is detected and effectively managed has no adverse impact on the flight. On the
other hand, a mismanaged error reduces safety margins by linking to or inducing additional
error or an undesired aircraft state.
Unfortunately, not all errors are well managed. Sometimes they lead to another error or a
safety-compromising event called an undesired aircraft state (UAS).
8.3.22.4 Undesired Aircraft State
An undesired aircraft state 7 (UAS) is defined as a position, speed, attitude, or configuration of
an aircraft that:
• results from flight crew error, actions, or inaction
• clearly reduces safety margins
In other words, a UAS is a safety-compromising state that results from ineffective error
management by the crew. Examples include unstable approaches, lateral deviations from track,
firm landings, and proceeding towards the wrong taxiway/runway.
Events such as malfunctions or ATC controller errors can also place the aircraft in a
compromised position; however, in the TEM terminology, these events are considered threats
as they are not the result of actions by the flight crew.
Undesired Aircraft State Types with Examples:
UAS Types Examples
Aircraft Handling Vertical, lateral or speed deviations
Unnecessary weather penetration
Unstable approach
Long, floated, firm or off-centerline landings
Ground Navigation Runway/taxiway incursions
Wrong taxiway, ramp, gate, or hold spot
Taxi above speed limit
Incorrect Aircraft Automation, engine, flight control, systems (engine anti-ice OFF
Configuration in icing conditions), or mass/balance events
As with errors, UASs can be managed effectively, returning the aircraft to optimally safe flight,
or mismanaged, leading to an additional error, undesired aircraft state, or worse, an incident,
or accident.
8.3.22.5 TEM Tools and Techniques
Various tools and techniques are available to help flight crews manage threats, errors, and
undesired aircraft states.
7
One-third of all flights in the LOSA Study have an undesired aircraft state. Almost 20% of all UASs involve an incorrect
aircraft system configuration (they occur on approximately 9% of flights). Speed deviations are next at 16%, followed
by lateral/vertical deviations and incorrect automation configuration (each comprises about 13% of all UASs).
About 30% of all UASs occur as part of a chain of events that starts with a threat that is not managed well and leads to
a crew error, which in turn is mismanaged to a UAS. An example would be an Airport Conditions threat such as poor or
faded signage (threat) that confuses the crew, leading them to turn down the wrong runway (error), which results in a
runway incursion (UAS).
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“Hard” safeguards—are associated with aircraft design, and include automated systems,
instrument displays, and aircraft warning systems such as TCAS/GPWS.
“Soft” safeguards—include SOP, checklists and training to maintain proficiency.
The last line of defense against threat, error, and undesired aircraft states, is still, ultimately,
the flight crew. Checklists only work if flight crews use them; the autopilot only works when
engaged in the correct mode. Therefore, TEM tools work best when pilots adopt TEM
techniques.
The TEM philosophy stresses three basic concepts: anticipation, recognition, and recovery.
Anticipation is accepting that while something always could go wrong, the flight crew can’t
know exactly what it will be or when it will happen. Hence, alertness is necessary.
Alertness is the key to recognizing adverse events and error. Recognition leads to recovery.
In some cases, particularly when an error escalates to an undesired aircraft state, recovering
adequate safety margins is the first line of action: Recover first, analyze the causes later.
Example:
PF mistakenly enters into the FMC a left turn holding, although it should be a right turn holding.
Furthermore, the error is not detected by the flight crew on a SOP required cross-verification.
Once the flight crew executes the incorrect holding and the airplane starts turning the wrong
way, the flight is considered to be in an undesired aircraft state.
At this point, the crew can either analyze what’s wrong with the FMC and fix the problem or
save valuable time by simply selecting a lower level of automation (HDG Select or even
disengaging the autopilot) to correct the turn. The latter option is more effective as it focuses
on recovering from the undesired aircraft state rather than analyzing its causes.
While “hard” and “soft” safeguards help pilots to best anticipate, recognize and recover from
threats, errors, and undesired aircraft states, there is no better way to manage these events
than through effective crew coordination.
Many Crew Resource Management (CRM) practices can be considered TEM countermeasures:
• Planning: Planning, preparation, briefings, and contingency management are essential
for managing anticipated and unexpected threats.
• Execution: Monitor/cross-check, taxiway/runway management, workload and
automation management—are essential for error detection and error response.
• Review/Modify: Evaluation of plans and inquiry are essential for managing the
changing conditions of a flight, such as undesired aircraft states.
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8.3.22.6 Application of TEM in the Company
Safety Risk Assessment (SRA) and Risk Management are activities performed at management
level in the company. This includes risk assessment of new destinations etc.
At an operational level these risks are further managed and reduced by the crew member’s
effective application of TEM.
For some destinations TEM Elements have been identified at management level as part of the
SRA and incorporated in the Aerodrome Briefing Cards for operational use. This does not limit
the crew from considering additional TEM elements on the day of operation.
Crew is encouraged to suggest TEM Elements for future inclusion in the Operations Manual or
the Aerodrome Briefing Cards.
8.3.23 EFB Crew Resource Management
All company aircraft are equipped with EFB as described in OM-B.
The following is applicable to ensure proper crew resource management related to EFB:
1. Overall objective:
The EFB shall be managed so as to not compromise the primary PF and PM Crew Duties as
described in OM-B..
It must be ascertained that the PF duties of taxiing, flight path and airspeed control is ensured
at all times.
2. Phases of flight:
During critical phases of flight reference to the EFB Class II/III is allowable but should be kept
to a minimum. Plan your EFB workload accordingly.
In all phases of flight EFB usage must be consistent with workload and AFDS level of
automation.
2. EFB CRM and division of tasks:
The EFB may be used simultaneously by both pilots only for short periods of time when
consistent with the overall objective, workload and AFDS level of automation.
Whenever PF needs to divert his attention to the EFB to the extent that his primary PF crew
duties may be infringed, he shall handle the controls to the other pilot.
Whenever PM needs to divert his attention to the EFB to the extent that his primary PM crew
duties may be infringed, he shall inform PF.
Note: (B787): EFB Fixation is described in the FCTM B787 Section 1.20.
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8.3.24 STABILIZED APPROACH
All IMC approaches shall be stabilized at 1000 ft AFE
VMC approaches should be stabilized at 1000 ft AFE and shall be stabilized at 500 ft AFE.
It is the duty of the PM to monitor that every approach is stabilized and to warn the PF at 1000
ft AFE and 500 ft AFE (300 ft AFE wings level for circling and RNP AR) if not stabilized.
Note: An approach that becomes unstabilized below 1,000 feet AFE in IMC or below 500 feet
AFE in VMC requires an immediate go-around.
An approach is stabilized when the aeroplane is flown:
1. Along the desired flight path in landing configuration with a heading needing only small
corrections to maintain desired flight path.
2. And:
Precision approach Maximum one dot deflection from localizer* and
glideslope
* LVO Approaches must be flown within the expanded
localizer band below 300 feet RH.
FLIGHT PATH Non-precision approach Along the desired flight path. Wings must be level at or
and visual approach before 500 ft AFE
Circling approach Along the desired flight path. Wings must be level at or
and RNP AR before 300 ft AFE
CONFIGURATION Landing gear Down
Flap position Landing configuration
SPEED B737 B737: Maximum deviation from Approach speed (VApp) is:
VREF up to (VApp +15kts)
VApp= VREF+ corrections according to OM-B.
SPEED B787 B787: At Approach speed (VApp).
Deviations of +10 knots to – 5 knots are acceptable if the airspeed is trending toward
VApp.
VApp= VREF+ corrections according to OM-B
RATE OF DESCENT Maximum 1000 ft/min (3deg)
Or:
Maximum 1500 ft/min for steep approach angles (above 3 deg. Should then be part of
the PF approach briefing)
THRUST SETTING Appropriate for the airplane configuration
LANDING CHECKLIST Completed
3. As the airplane crosses the runway threshold it should be:
• stabilized on VApp to within + 10 knots until arresting descent rate at flare
• on a stabilized flight path using normal maneuvering
• positioned to make a normal landing in the touchdown zone
INITIATE A GO-AROUND IF THE ABOVE CRITERIA CANNOT BE MAINTAINED.
The decision to execute a go-around is no indication of poor performance.
Note: Do not attempt to land from an unstable approach.
• Either PF or PM may make a go-around callout, and
• The PF’s immediate response to a go-around callout by the PM is execution of a missed
approach.
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8. OPERATING PROCEDURES
8.0 Table of Contents
8. OPERATING PROCEDURES ......................................................................................... 1
8.0 Table of Contents .............................................................................................................. 1
8.4 LOW VISIBILITY OPERATIONS (LVO) ................................................................................... 3
8.4.1 GENERAL ....................................................................................................................................... 3
8.4.1.1 Operational minima .................................................................................................................. 3
8.4.1.2 Terminology .............................................................................................................................. 3
8.4.1.3 Approach Ban (Commencement and continuation of approach) ............................................... 6
8.4.1.4 Required Visual Reference ........................................................................................................ 7
General ............................................................................................................................... 7
Required Visual Reference NPA, APV and CAT I .................................................................. 7
Required Visual Reference CAT II ........................................................................................ 7
Required Visual Reference CAT III ....................................................................................... 7
8.4.1.5 General Operating Requirements .............................................................................................. 8
8.4.1.6 Aerodrome Related Requirements ............................................................................................ 8
8.4.1.7 Requirements for Non‐LVO Operations (CAT I and NPA) ........................................................... 8
8.4.2 LTS CAT I Operations ..................................................................................................................... 8
8.4.3 CAT II AND OTS CAT II Operations ................................................................................................. 8
8.4.4 CAT III Operations ......................................................................................................................... 9
8.4.5 The effect on landing minima of temp. failed or downgraded equipment................................... 10
8.4.6 Training and Qualifications .......................................................................................................... 12
8.4.7 Operating Procedures ................................................................................................................. 12
8.4.7.1 Low visibility operations ‐ Minimum equipment ..................................................................... 12
8.4.7.2 Speed limitations below FL 100 ............................................................................................... 12
8.4.7.3 Adjustment of minima ............................................................................................................. 12
8.4.7.4 Malfunctions during approach ................................................................................................ 12
8.4.7.5 Pilot Monitoring (PM) interference ......................................................................................... 13
8.4.7.6 Speed control .......................................................................................................................... 13
8.4.7.7 Stabilized approach ................................................................................................................. 13
8.4.8 DEPARTURE ................................................................................................................................. 13
8.4.8.1 Taxi.......................................................................................................................................... 13
8.4.8.2 Choice of runway..................................................................................................................... 13
8.4.8.3 Take‐off briefing ...................................................................................................................... 13
8.4.8.4 Nav Aids‐LVTO and HUD Take Off ............................................................................................ 14
8.4.8.5 Weather minima ..................................................................................................................... 14
8.4.8.6 Minima restricted by performance requirements ................................................................... 14
8.4.8.7 No meteorological visibility or RVR available ........................................................................... 14
8.4.8.8 Met visibility below take‐off requirement and RVR not reported ............................................ 14
8.4.8.9 Use of landing lights in reduced visibility ................................................................................. 14
8.4.8.10 Momentarily failure of runway edge and centerline lights .................................................. 14
8.4.8.11 Climb‐out............................................................................................................................. 14
8.4.8.12 Terrain clearance ................................................................................................................. 14
8.4.8.13 Rate of climb limitations ...................................................................................................... 15
8.4.9 DESCENT AND PREPARATION FOR APPROACH ............................................................................ 15
8.4.9.1 General ................................................................................................................................... 15
8.4.9.2 Briefing .................................................................................................................................... 15
8.4.9.3 Navigational aids ..................................................................................................................... 15
8.4.9.4 Rate of descent limitations ...................................................................................................... 15
8.4.10 APPROACH .................................................................................................................................. 15
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8.4.10.1 General................................................................................................................................ 15
8.4.10.2 Landing Minima/Weather Conditions .................................................................................. 16
8.4.10.3 Derived Decision Altitude (DDA) .......................................................................................... 16
8.4.10.4 Look out from 100 ft above minimums................................................................................ 16
8.4.10.5 Non‐precision approach (NPA) ‐ general ............................................................................. 17
8.4.10.6 Descent guidance Non‐precision approach ......................................................................... 17
8.4.10.7 Non‐CDFA (step‐down) procedure ...................................................................................... 18
8.4.10.8 Continuous Descent Final Approach (CDFA): ....................................................................... 18
8.4.10.9 Callouts CDFA ...................................................................................................................... 19
8.4.10.10 NDB approach ..................................................................................................................... 20
8.4.10.11 VOR approach ..................................................................................................................... 20
8.4.10.12 Localizer approach............................................................................................................... 20
8.4.10.13 RNP APCH and RNP APCH AR ............................................................................................... 21
8.4.10.14 Circling approach ................................................................................................................. 26
8.4.10.15 Visual approach ................................................................................................................... 27
8.4.10.16 VFR approach ...................................................................................................................... 27
8.4.10.17 Precision Approach.............................................................................................................. 28
8.4.10.18 VNAV Approach Guidance ................................................................................................... 28
8.4.11 APPROACH AND LANDING OPERATION ....................................................................................... 28
8.4.11.1 General................................................................................................................................ 28
8.4.11.2 Continuous monitoring ........................................................................................................ 28
8.4.11.3 Flight crew training .............................................................................................................. 29
8.4.11.4 Minimum qualifications and experience required before performing actual LVO Approach29
8.4.11.5 Requirements for LVO Approach minima ............................................................................ 29
8.4.11.6 Weather requirements ........................................................................................................ 29
8.4.11.7 LVO Approach Operational Procedures ............................................................................... 29
8.4.11.8 Minimum equipment requirements .................................................................................... 30
8.4.11.9 Equipment Failure during Low Visibility Operations approach............................................. 30
Failure above or below 500ft RA ..................................................................................... 30
B787 Alert Height Procedures (Fail Operational Cat III) ................................................... 31
8.4.11.10 Criteria for Successful Approach .......................................................................................... 31
8.4.11.11 Missed approach on LVO approach ..................................................................................... 31
8.4.11.12 Practice Autoland: ............................................................................................................... 32
8.4.12 MISSED APPROACH ..................................................................................................................... 33
8.4.13 RUNWAY LIGHTS DISTANCE INFORMATION ................................................................................ 33
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8.4 LOW VISIBILITY OPERATIONS (LVO)
Note: This Chapter has been renamed LVO (previous AWO), and will still contain text relevant
for operations other than LVO.
8.4.1 GENERAL
The flight crew shall make themselves familiar with the procedures to be followed during take‐off,
approach, landing and missed approach at the aerodromes submitted in the Flight Plan.
Further‐more, that the applicable operational and planning minima can be followed in
compliance with the minimum requirements as specified in the sections 8.1.3.
8.4.1.1 Operational minima
The landing and take‐off minima stated in the OM‐C shall be used for all flights. Higher minima
may be imposed due to operational corrections.
8.4.1.2 Terminology
Aircraft Based Augmentation System (ABAS): An augmentation system that augments and/or
integrates the information obtained from the other GNSS/GPS elements with information
available on board the aircraft. The Boeing FMC is such an ABAS system.
Alert height is used for fail operational Category III operations (B787).
Alert height is a height above the runway, above which a Category III approach must be
discontinued, and a missed approach initiated if a specified failure occurs.
Approach with Vertical Guidance (APV) An APV operation is an instrument approach which
utilizes lateral and vertical guidance, but does not meet the requirements established for
precision approach and landing operations
Auto‐Coupled Approach In this type of approach, the aircraft’s autopilot is used to capture and
hold the relevant ILS localizer and glideslope (or GLS), or on aircraft so approved, the relevant
preprogrammed lateral and vertical (VNAV) path in the aircraft's navigation database.
Automatic Landing (Autoland) During an autoland approach and landing, the aircraft's autopilot
and autothrottle are used to control the aircraft's flightpath and speed along the ILS localizer
and glideslope (or GLS) down to touchdown.
All Weather Operations. Taxi, Take Off and Landing operations in conditions where visual
reference is limited by weather conditions.
Categories of aeroplane. The classification of aeroplanes by categories is based upon threshold
speed in the landing configuration at the maximum certified landing mass.
Type of aeroplane Aeroplane Category VAT for Category
B737‐800 C De 121 a 140 kts
B737‐8 y B787 D De 141 a 165 kts
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Category I Operation. A precision approach and landing using ILS, MLS, GLS (GNSS/GBAS) or
PAR with a decision height not lower than 200 ft and RVR not less than 550 m.
Category II Operation. A precision approach and landing using ILS or MLS with a decision height
below 200 ft, but not below 100 ft and RVR not less than 300 m.
Category III A Operation. A precision approach and landing using ILS or MLS with a decision
height below 100 ft, and RVR not less than 175 m.
Category III B operations. A precision instrument approach and landing using ILS or MLS with a
decision height lower than 100 ft, or no decision height; and a RVR lower than 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.
Circling. The visual phase of an instrument approach to bring an aircraft into position for landing
on a runway which is not suitably located for a straight‐in approach (EU Definition)
Continuous descent final approach (CDFA). A specific technique for flying the final‐approach
segment of a non‐precision instrument approach procedure as a continuous descent, without
level‐off, from an altitude/height at or above the Final Approach Fix altitude / height to a point
approximately 15 m (50 feet) above the landing runway threshold or the point where the flare
manoeuvre should begin for the type of aeroplane flown.
Converted meteorological visibility (CMV). A value (equivalent to an RVR) which is derived from
the reported meteorological visibility, as converted in accordance with OM A 8.1.3
Decision Altitude/Height (DA/H). A specified altitude/height in the approach at which a missed
approach must be initiated if the required visual reference to continue the approach has not
been established.
Derived Decision Altitude/Height (DDA/H). Applicable to Non Precision Approaches. Flight crew
must not descend below the MDA when executing a missed approach from a CDFA. Company
policy is to initiate the go‐around at 50 ft above the MDA (Jeppesen published DA) to ensure
the aircraft does not descend below the published MDA. This altitude is referred to herein as a
DDA. Approaches published as LNAV/VNAV approaches are exempted and may use MDA as a
DA without this increment.
(Note: Company Definition)
Equivalent position. A position that can be established by means of a DME distance, a suitably
located NDB or VOR, SRE or PAR fix or any other suitable fix between three and five miles from
threshold that independently establishes the position of the aeroplane.
Fail‐Passive flight control system. A flight control system is fail‐passive if, in the event of a
failure, there is no significant out‐of‐trim condition or deviation of flight path or attitude but
the landing is not completed automatically. For a fail‐passive automatic flight control system
the pilot assumes control of the aeroplane after a failure. (EU Definition).
Fail‐Operational flight control system. A flight control system is fail‐operational if, in the event
of a failure below alert height, the approach, flare and landing, can be completed automatically.
In the event of a failure, the automatic landing system will operate as a fail‐passive system.
Final approach segment (FAS). That segment of an instrument approach procedure in which
alignment and descent for landing are accomplished.
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GNSS: Global Navigation Satellite System
GNSS landing system (GLS). An approach operation using augmented GNSS information to
provide guidance to the aircraft based on its lateral and vertical GNSS position. (It uses
geometric altitude reference for its final approach slope
Head‐up display (HUD). A display system which presents flight information into the pilot’s
forward external field of view and which does not significantly restrict the external view. Not
applicable for NAA.
Head‐up guidance landing system (HUDLS). The total airborne system which provides head‐ up
guidance to the pilot during the approach and landing and/or missed approach procedure. It
includes all sensors, computers, power supplies, indications and controls. No aplicable para
NAA
Lower than Standard (LTS) Category I Operation: Non applicable
Low visibility operations (LVO): Low visibility operations (LVO) include takeoff and landing
operations in less than 400 m Runway Visual Range (RVR). LVO includes LVTO, LTS CAT I, OTS CAT
II, CATII and CATIII operations. “
Low Visibility Procedures (LVP). Procedures applied at an aerodrome for the purpose of
ensuring safe operations during Lower than Standard Category I, Other than Standard Category
II, Category II and III approaches and low visibility take‐offs (LVTO).
Low Visibility Take‐Off (LVTO). A take‐off where the Runway Visual Range (RVR) is less than 400
m.
LVO Approach is a common term for all LVO approaches (LTS CATI, OTS CATII, CATII/III).
Manual Flight: The aircraft is hand‐flown with or without Flight Director Guidance.
Minimum Descent Height/Altitude (MDA/H). A specified altitude/height in a non‐precision
approach or circling approach below which descent must not be made without the required
visual reference.
Missed Approach Point (MAPt). The point in an instrument approach procedure at or before
which the prescribed missed approach procedure must be initiated in order to ensure that the
minimum obstacle clearance is not infringed.
Non‐precision approach (NPA). An instrument approach procedure which utilizes lateral
guidance but does not utilize vertical guidance. A NPA operation is an instrument approach
using either: LLZ without GP, SRA, RNAV/LNAV, VOR, VOR/DME, NDB, NDB/DME or VDF, with
a MDH or DH not lower than 250 ft.
Obstacle Clearance Altitude/Height (OCA/H). The lowest altitude (OCA), or alternatively the
lowest height above the elevation of the relevant runway threshold or above the aerodrome
elevation as applicable (OCH), used in establishing compliance with appropriate obstacle
clearance criteria.
Other than Standard (OTS) Category II Operation. Not applicable.
Precision Approach and Landing Operations. An instrument approach and landing using precision
azimuth and glide path guidance and with minima as determined by the category of operation.
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Predictive RAIM (P‐RAIM) It is a requirement of RNAV (GNSS) final approach operations that
prior to dispatch, a prediction of the number of satellites available within the constellation must
be carried out. This is to ensure availability at the planned approach period. Outages of the
signal is termed ‘RAIM Holes’.
Receiver Autonomous Integrity Monitoring (RAIM). A technique whereby a GPS
receiver/processor determines the integrity of the GPS navigation signals using only GPS signals
or GPS signals augmented with altitude. This determination is achieved by a consistency check
among redundant pseudorange measurements. At least one satellite in addition to those
required for navigation must be in view for the receiver to perform the RAIM function. Four
satellites will give a navigation solution but five are needed for the equipment to conduct RAIM
and six or more will allow the equipment to lock out a rogue satellite The aircraft turning or
terrain masking during approach can block the signals from the satellites and cause short
duration outages.
RNP APCH: A RNP approach defined in the ICAO Performance Based Manual (PBN) manual.
An approach equivalent to the RNAV (GNSS) one.
RNP (AR) Required Navigation Performance (Authorization Required)
Runway Visual Range (RVR). The range over which a pilot of an aeroplane on the centerline
of the runway can see the runway surface markings or lights delineating the runway for
identifying its centerline.
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. (E.g. a NPA in V/S mode)
Stabilized approach (SAp). An approach which is flown in a controlled and appropriate manner
in terms of configuration, energy and control of the flight path from a pre‐determined point or
altitude/height down to a point 50 feet above the threshold or the point where the flare
maneuver is initiated if higher.
Visual Approach. An approach by an IFR‐flight when either part or all of an instrument
approach procedure is not completed and the approach is executed with visual reference to
the terrain.
Visual Descent Point (VDP) is defined as the position on final approach from which a normal descent
from the MDA(H) to the runway touchdown point may be initiated when suitable visual reference
is established.
8.4.1.3 Approach Ban (Commencement and continuation of approach)
No flight to the intended landing aerodrome shall continue, unless the latest available
information indicates that a landing at that aerodrome, or at least one alternative destination
aerodrome, may be made at the scheduled time of arrival, in compliance with the minimums
established for such aerodrome.
The approach can be continued below the DH / A or MDH / A and the landing completed if a
steady descent rate can be maintained to make contact with the runway at the appropriate
touch point and if the visual references of the runway (detailed below) are visible and
identifiable to the pilot.
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8.4.1.4 Required Visual Reference
Legal Ref: Manual normas y procedimientos para la aprobación de operaciones categoría II/III
– ANAC.
General
The approach may be continued below DA/H or MDA/H and the landing may be completed
provided that the visual reference adequate for the type of approach operation and for the
intended runway is established at the DA/H or MDA/H and is maintained.
Required Visual Reference NPA, APV and CAT I
At DH or MDH, at least one of the visual references specified below should be distinctly visible
and identifiable to the pilot:
1) The approach light system, except that the pilot cannot descend below 100 feet above
the touchdown zone elevation, using the approach lights as a reference, except that red
runway end bars or red bars of the side row are visible and identifiableThe threshold
2) The threshold markings
3) The Threshold lights
4) The Threshold identification lights
5) The visual glide slope indicator
6) The touchdown zone or touchdown zone markings
7) The touchdown zone lights
8) Runway edge lights
9) Runway lights
Required Visual Reference CAT II
In CAT II operations, in order to continue the approach after reaching the DH, there should be
adequate visual references to monitor the continuation of the approach and landing, and that
the flight path is acceptable. If both conditions are not met, a missed approach must be
initiated.
At DH, the visual references specified below should be distinctly visible and identifiable to the
pilot:
1) a segment of at least three consecutive lights being the centreline of the approach lights,
or touchdown zone lights, or runway centreline lights, or runway edge lights, or a
combination of them;
2) this visual reference should include a lateral element of the ground pattern, such as an
approach light crossbar or the landing threshold or a barrette of the touchdown zone light.
Required Visual Reference CAT III
1) For CAT IIIA operations and for CAT IIIB operations conducted either with fail passive flight
control systems or with the use of an approved HUDLS: at DH, a segment of at least three
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 by the pilot.
2) For CAT IIIB operations conducted either with fail‐operational flight control systems or
with a fail‐operational hybrid landing system using a DH: at DH, at least one centerline
light is attained and can be maintained by the pilot. (Not applicable for NAA)
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3) For CAT IIIB operations with no DH, there is no specification for visual reference with the
runway prior to touchdown.
8.4.1.5 General Operating Requirements
The Company shall only perform Low Visibility Operations as approved by the Authority and
documented along with any relevant and defined minima.
Refer to the Operational Approvals Doc and Operations Specifications Document in the ships
library on the EFB.
8.4.1.6 Aerodrome Related Requirements
a) The Company shall not use an aerodrome for LVOs below a visibility of 800m unless:
(1) The aerodrome has been approved for such operations by the State of the
aerodrome, and
(2) Low Visibility Procedures (LVP) have been established.
b) If the Company selects an aerodrome where the term LVP is not used, the Company shall
ensure that there are equivalent procedures that adhere to the requirements of LVP at
the aerodrome. The CMDR shall confirm with the aerodrome’s Air Traffic Service, (before
commencing LVO operations i.e. Approach/Landing or LVTO), that Low Visibility
Procedures are in operation at the aerodrome.
8.4.1.7 Requirements for Non‐LVO Operations (CAT I and NPA)
CAT I and NPA are not Low Visibility operations however, these visual requirements are
included here for the purpose of consolidation.
A pilot may not continue an approach below the Category I DH or, for non precision approaches,
the DH/MDH unless at least one of the following visual references for the intended runway is
distinctly visible and identifiable to the pilot:
(a) Elements of the approach light system;
(b) The threshold
(c) The threshold markings
(d) The Threshold lights
(e) The Threshold identification lights
(f) The visual glide slope indicator
(g) The touchdown zone or touchdown zone markings
(h) The touchdown zone lights
(i) Runway edge lights
(j) Other visual references approved by the Authority
8.4.2 LTS CAT I Operations
Not applicable for NAA
8.4.3 CAT II AND OTS CAT II Operations
Note: OTS CAT II Operations not applicable for NAA.
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a) For CAT II operations the following provisions should apply:
1) OTS CAT II: Not applicable for NAA.
2) The DH for CAT II operation shall not be lower than the highest of:
I. the minimum DH specified in the AFM, if stated;
II. the minimum height to which the precision approach aid can be used without
the specified visual reference;
III. the applicable OCH for the category of aeroplane;
IV. the DH to which the flight crew is qualified to operate; or
V. 100 ft.
3) The following visual aids shall be available:
i. standard runway day markings and approach and the following runway lights:
runway edge lights, threshold lights and runway end lights;
ii. for operations in RVR below 450 m, additionally touch‐down zone and/or
runway centre line lights;
iii. for operations with an RVR of 400 m or less, additionally centre line lights.
4) The lowest RVR minima to be used are specified:
I. for CAT II operations in Table 3
b) OTS CAT II Not Permitted / Not applicable.
Table 3: CAT II operation minima RVR vs. DH
Auto‐coupled or approved HUDLS to below DH *
DH (ft) Aircraft categories A, B, C Aircraft category D
RVR (m) RVR (m)
100 – 120 300 300/350**
121 – 140 400 400
141 – 199 450 450
*: This means continued use of the automatic flight control system or the HUDLS (if installed
and approved) down to a height of 80 % of the DH.
**: An RVR of 300 m may be used for a category D aircraft conducting an auto‐land.
8.4.4 CAT III Operations
The following provisions should apply to CAT III operations:
a) Where the DH and RVR do not fall within the same category, the RVR should determine in
which category the operation is to be considered
b) For operations in which a DH is used, the DH should not be lower than:
1) the minimum DH specified in the AFM, if stated;
2) the minimum height to which the precision approach aid can be used without the
specified visual reference; or
3) the DH to which the flight crew is qualified to operate.
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c) Operations with no DH should only be conducted if:
1) the operation with no DH is specified in the AFM;
2) the approach aid and the aerodrome facilities can support operations with no DH;
and
3) the flight crew is qualified to operate with no DH.
d) The lowest RVR minima to be used is specified in Table 5 on the next page.
Table 5: CAT III operations minima RVR vs. DH and rollout control/guidance system
Rollout control/guidance
CAT DH (ft) * RVR (m)
system
IIIA Less than 100 Not required 200
IIIB Less than 100 Fail‐passive 150**
IIIB Less than 50 Fail‐passive 125
IIIB Less than 50 or no DH Fail‐operational *** 75
*: Note not applicable to NAA
**: Note not applicable to NAA
***: The fail‐operational system referred to may consist of a fail‐operational hybrid system.
8.4.5 The effect on landing minima of temp. failed or downgraded equipment
For failed or downgraded equipment refer to Table 7 below.
a) General
These instructions are intended for use both pre‐flight and in‐flight. It is however not
expected that the CMDR would consult such instructions after passing 1000 ft. above the
aerodrome. If failures of ground aids are announced at such a late stage, the approach
could be continued at the CMDR’s discretion.
If failures are announced before such a late stage in the approach, their effect on the
approach should be considered as described in Table 7 and the approach may have to be
abandoned.
Use the appropriate table depending on the minima rules used:
EASA‐OPS (“Standard”) on the IAC chart)
USA standard (“TERPS” on the IAC chart).
b) The following conditions should be applicable to the tables below:
1) multiple failures of runway/FATO (Final Approach and Take‐off Area) lights other
than indicated in Table 7 are not acceptable
2) deficiencies of approach and runway/FATO lights are treated separately
3) for CAT II and CAT III operations, a combination of deficiencies in runway/FATO lights
and RVR assessment equipment are not permitted; and
4) failures other than ILS and MLS affect RVR only and not DH.
Table 7: Failed or downgraded equipment – effect on landing minima Operations with an LVO
approval. See next two pages.
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Effect on landing minima
Failed or downgraded
equipment
CAT IIIB (no DH) CAT IIIB CAT IIIA CAT II
ILS/MLS stand‐by transmitter Not allowed RVR 200 m No effect
Outer marker No effect if replaced by height check at 1 000 ft
Middle marker No effect
At least one RVR On runways equipped with two or more RVR assessment units,
RVR assessment systems value to be one may be inoperative
available on the
aerodrome
Not allowed for operations with DH >50
No effect Not allowed
ft
Approach lights except the last No effect Not allowed
210 m
Approach lights No effect
Standby power for approach
No effect
lights
Day: no effect Day: no effect
Edge lights, threshold lights and
No effect
runway end lights Night: not
Night: RVR 550 m allowed
Day: RVR 200 m Day: RVR 300 m Day: RVR 350 m
Center line lights Night: RVR 550
Night: not Not allowed m (400 m with
Night: RVR 400 m
allowed HUDLS or auto‐
land)
Centre line lights spacing
RVR 150 m No effect
increased to 30 m
Day: RVR 200 m Day: RVR 300 m
Touchdown zone lights No effect
Night: RVR 300 Night: RVR 550 m, 350 m with HUDLS or
m auto‐land
Taxiway light system No effect
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8.4.6 Training and Qualifications
To conduct:
a) Low Visibility Take‐Off
b) Lower than Standard Category I (Not applicable to NAA)
c) Other than Standard Category II (Not applicable to NAA)
d) Category II and III operations
Each flight crew member must have completed the training and checking requirements
prescribed in OM‐D including simulator training in operating to the Company’s limiting values
of RVR and Decision Height.
8.4.7 Operating Procedures
Prior to commencing LVO, the CMDR shall satisfy himself that:
The status of the visual and non‐visual facilities is sufficient prior to commencing a Low
Visibility Take‐Off, Category II and Category III approach;
Appropriate LVPs are in force according to information received from Air Traffic
Services
The flight crew members are properly qualified prior to commencing the applicable
LVO.
The CMDR or a captain candidate shall be PF on a take‐off with RVR/Visibility below:
B737: 550 m
B787: 400 m
Note: A captain candidate who has not completed his low visibility training can only be PF if the
RVR/visibility is at least 400 m.
8.4.7.1 Low visibility operations ‐ Minimum equipment
The CMDR shall satisfy himself that the status of the aeroplane and of the relevant airborne
systems are appropriate for the specific operation to be conducted.
Ref OM‐B MEL.
8.4.7.2 Speed limitations below FL 100
During climb and descent, the airspeed shall be limited to maximum 250 KIAS below FL 100,
unless a higher speed is requested by ATC. Structural limited speeds as stated in OM‐B, may
however require a speed lower than 250 KIAS.
Below 5000 feet AAL the airspeed shall in any case be below 250 KIAS.
In order to ensure minimum terrain clearance at all time in holding patterns, reversal, racetrack
and approach procedures, including circling to land, the maximum speeds as stated in OM‐C
for the Aeroplane Category must not be exceeded.
8.4.7.3 Adjustment of minima
Minima shall be increased for low temperature, ref. section 8.1.1 – Minimum Flight Altitudes.
8.4.7.4 Malfunctions during approach
Refer to OM‐B.
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8.4.7.5 Pilot Monitoring (PM) interference
The PM must not hesitate to manually interfere in a critical situation. The PM shall take over
the controls if two verbal callouts requiring action and/or verification have received no
response.
See OM‐A 8.3.14.
8.4.7.6 Speed control
Refer to OM‐B.
8.4.7.7 Stabilized approach
Refer to OM A CH 8.3.24.
8.4.8 DEPARTURE
8.4.8.1 Taxi
Ground operation in low visibility conditions should be exercised with caution at low taxi
speeds. The taxi chart must be studied carefully at unfamiliar aerodromes. The Copilot shall
assist the CMDR in ground navigation by following the taxi path on the map and observe visual
ground signals to inform the CMDR where to turn and where to hold.
Information should be given in a clear manner in ample time, like “Next intersection, turn right”.
The taxi centerline must be followed, and if in doubt of position, don’t hesitate with asking the
ground controller. Most aerodromes with Cat II/III capability have ground radar or other surface
movement control system.
Extreme caution must be exercised to not enter an active runway unintended and rather ask
again for confirmation to enter active runway.
8.4.8.2 Choice of runway
If not given by ATC, the runway which gives the best safety margin under prevailing conditions
shall normally be used according to the best results using TODC.
The take‐off shall normally be started from the end of a runway. If, however, other take‐off
points are given on the IAL chart, the take‐off run may start from such a point in order:
to comply with noise abatement procedures
to comply with requests from ATC
to reduce delays or to adhere to schedule
The start point/intersection chosen for the runway to be used, shall be used for performance
calculations and the appropriate allowance is to be made for aircraft line up before take‐off.
8.4.8.3 Take‐off briefing
Take‐off briefing shall be performed as stated in OM‐B.
Anticipation of one specific clearance should be avoided and any pre‐departure briefing or
preparation made before receiving the ATS clearance should include reference to all possible
procedures that can be received.
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8.4.8.4 Nav Aids‐LVTO and HUD Take Off
B737: For a Low Visibility Take Off both pilots should select the localizer for the departure
runway (to aid in track guidance in case outside visual references are lost) unless other nav aids
are required for the departure procedure.
B787: Nav‐Aids and HUD Takeoff (as installed) should be used in accordance with OM‐B.
B787 HUD Takeoff: The PF performs the takeoff roll by using visual cues and HUD symbology.
The HUD guidance provides steering commands to maintain the centerline, however the
runway markings and runway lighting are the primary indication of centerline tracking. (Not
applicable for NAA)
8.4.8.5 Weather minima
Normally, the take‐off minima are identical with what is listed in section 8.1.3. and only
restricted by visibility/RVR. If below these, a take‐off alternate must be selected.
The take‐off alternate must fulfill requirements in section 8.1.3.
8.4.8.6 Minima restricted by performance requirements
Occasionally, in order to avoid obstacles during climb‐out, higher take‐off minima may be
required. This will then be specified in the OM‐C.
8.4.8.7 No meteorological visibility or RVR available
Non applicable to NAA
8.4.8.8 Met visibility below take‐off requirement and RVR not reported
Non applicable to NAA
8.4.8.9 Use of landing lights in reduced visibility
When taking off in reduced visibility the use of landing lights may cause disorientation and reduced
forward visibility due to reflections and blinding effects. False impressions of drift may also occur
in conditions of precipitation and crosswind. The use of landing lights during take‐off in such
conditions must therefore be exercised with caution.
8.4.8.10 Momentarily failure of runway edge and centerline lights
In case of a sudden power failure, the back‐up power supply system on the aerodrome shall,
according to international rules, react within 1 second. However, on some aerodromes, switch‐
over time to alternate power supply may be as long as 10 seconds.
8.4.8.11 Climb‐out
Published SID’s or Company Departures shall be followed. In VMC and daylight, visual climb out
may be performed provided clearance is received from ATC.
8.4.8.12 Terrain clearance
Required terrain clearance will be obtained if published SID's or Company Departures are
followed. If not otherwise stated a normal (all‐engine) climb‐out procedure or standard
instrument departure requires a gradient of 3.3%. If higher, this shall be stated on the
departure chart.
As a rule of thumb, the required gradient may be transformed to rate of climb by multiplying
gradient with ground speed, e.g. a gradient of 3.3% with a ground speed of 200 kts requires a
rate of climb of 660 ft/min.
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8.4.8.13 Rate of climb limitations
The rate of climb shall be at least 500 feet/min within 1000 feet of reported vacated altitude
and max 1000 feet/min within 1000 feet of the new assigned altitude unless ATC prescribes
otherwise. Until MSA is obtained the primary task is obstacle clearance.
8.4.9 DESCENT AND PREPARATION FOR APPROACH
8.4.9.1 General
Planning and preparation for the approach shall be completed well before commencing the
approach. The flight crew should be so well prepared for the expected approach that the IAC is
only needed for quick references. It is compulsory for the PF and PM to have the valid IAC for
the planned approach procedure available during every approach.
8.4.9.2 Briefing
An approach briefing according to OM‐B shall be completed before starting the approach, i.e.
normally before passing Transition Altitude. In normal conditions should be completed before
the TOD.
8.4.9.3 Navigational aids
Nav. aids shall be set according to OM‐B
8.4.9.4 Rate of descent limitations
The rate of descent shall be at least 500 ft/min within 1000 ft of reported vacated altitude and
max 1000 ft/min within 1000 ft of the new assigned altitude unless ATC (or the country RAR)
prescribes otherwise. The rate of descent below MOCA/MORA plus 2000 ft. or below valid MSA
plus 2000 ft shall normally not exceed 2000 ft/min. Exceptions may be made during daylight
with the surrounding terrain clearly visible or when a greater rate of descent is part of an
approved ATC procedure.
8.4.10 APPROACH
8.4.10.1 General
All approaches shall be flown as stabilized approaches unless otherwise approved by the
competent authority for a particular approach to a particular runway.
Refer to OM A CH 8.3.24 for Stabilized Approach.
The continuous descent final approach (CDFA) technique shall be used for all non‐precision
approaches.
During approach PF shall have his hands on the controls and thrust levers below 1500ft RA,
except for necessary inputs to AFDS (Autopilot Flight Director System).
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8.4.10.2 Landing Minima/Weather Conditions
Before commencing an approach to land, the CMDR must satisfy himself that, according to the
information available to him, the weather at the aerodrome and the condition of the runway
intended to be used should not prevent a safe approach, landing or missed approach. The
landing minima must not be less than stated in the OM‐C, ‐ by the State or local authorities.
The Minimum Height or Decision Height must not be less than the official OCL for the approach
aid being used.
8.4.10.3 Derived Decision Altitude (DDA)
As Jeppesen publish MDA(H) as DA(H) for all non‐ILS type approaches the following is
applicable:
For a published LNAV/VNAV procedure Jeppesen DA(H) can be used unadjusted
For all other Non‐Precision approaches add 50 ft to the Jeppesen DA(H). This is called
the Derived Decision Altitude (DDA). Note: Correct DDA for low temperature, if
needed, after the 50 ft increment has been added.
Weather conditions must be within limitations in OM‐B.
For temperature corrections for cold weather OM A CH 8.1.1 refers.
8.4.10.4 Look out from 100 ft above minimums
From 100 ft above minimums (“Approaching Minimums”) to minimums the following flight
crew coordination applies:
B787: HUD should be used to the extent possible in accordance with OM‐B. PF looks out and
uses HUD; PM starts to divide attention between instruments and Look Out for visual cues.
(Non applicable for NAA)
Level of Pilot Flying Pilot Monitoring
Automation*
Auto‐coupled Start to divide attention between Call: “Approaching Minimums”
Approach instruments and Look Out for Continue to monitor AFDS performance and
visual cues instruments.
With sufficient visual guidance At DA/DH/DDA: Call: “Minimums‐Go Around”
call: “Contact”. if Contact has not yet been called.
At DA/DH/DDA: Call: “Contact” Continue to monitor AFDS performance and
or “Go Around” instruments during Go‐Around or Landing
Manual or Continue to monitor AFDS Call: “Approaching Minimums”
Semi‐ performance (if used) and Start to divide attention between
Automatic instruments/HUD. Be prepared instruments and look out for visual cues
Approach to go‐around When approach lights or runway are in sight,
(F/D) When PM calls: “Approach call: “Approach Lights” or” Runway”
Lights” or”Runway”: start to Continue to monitor flight instruments
divide attention between At DA/DDA/VDP**Call: “Minimums‐Go
instruments and look out for Around” if “Contact” or “Go‐Around” has not
visual cues. yet been called, or:
When the required visual At MAPt***: “Missed Approach Point”‐Go
reference is obtained call: Around” if “Contact” or “Go‐Around” has not
“Contact” yet been called and MAPt is reached.
At DA/DDA/VDP/MAPt: Call:
“Contact” or “Go Around”
* See definitions on level of automation in OM‐A 8.4.1.2 Terminology
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** If reaching VDP on a step‐down approach call: “Minimums‐Go Around” even if DDA is not
yet reached.
*** For a circling approach a go around could be initiated latest at the MAPt, the calls shall
then be: “Minimums” (to ensure PF levels off at MDA), then: “Missed Approach Point‐Go
Around”. (Ref OM‐B for call‐outs)
8.4.10.5 Non‐precision approach (NPA) ‐ general
Non Precision Approaches have a higher rate of approach‐and‐landing accidents and incidents
than Precision Approaches. Still NPAs have an acceptable level of safety when planned and
executed properly.
Workload management, adherence to SOP and proper altimeter setting and checking
procedures are essential.
With the mandatory use of the CDFA technique and VNAV Path Guidance aspects of the
approach resembles an ILS. Still it is important to maintain the awareness that it is a NPA.
TEM Elements
All NPAs are prone to the threat of incorrect QNH setting. If a QNH Blunder Error1 has been
made (by ATC or the flight crew) then CDFA crosschecks will not reveal that the aircraft is in a
potentially catastrophic situation.
In the past, approximately 25% of all CFIT accidents are attributable to miss‐set altimeters.
Accordingly, it is essential that crew exercise vigilant Altimeter Setting and Altimeter Checking
Procedures in accordance with OM‐A Section 8.3.3. Cross check the QNH whenever in doubt.
Cross check with the Radio Altimeter for reasonableness.
It is recommended to use the Vertical Situation Display (if installed). The EGPWS and the VSD
compare terrain data with geometric altitude where GPS altitude is one of the sources. Refer
to the Boeing FCOM Section 02 and the Honeywell EGPWS Pilot Guide.
For non‐precision approaches with no final approach fix or only one nav. aid available, the
whole procedure shall be flown, including the base turn/procedure turn before starting final
descent.
Refer to section 8.4.4.2 Landing Minima/Weather Conditions for Derived Decision Altitude
(DDA).
8.4.10.6 Descent guidance Non‐precision approach
The descent guidance during a non‐precision approach can be obtained by two different
methods (Non‐CDFA or CDFA).
All non‐precision approaches shall be flown using the CDFA technique.
The use of Automation and VNAV is recommended (if authorized) in order to improve descent
path accuracy and to reduce crew workload.
Refer to:
8.4.10.18 VNAV Approach Guidance
8.3.18 Policy on the Use of Autopilot and Auto Throttle
1
Blunder error: Application of an incorrect or out of date altimeter setting, either by Air traffic
control or by the flight crew.(PANS OPS Definition)
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8.4.10.7 Non‐CDFA (step‐down) procedure
Non‐CDFA (step‐down) procedure is not allowable.
All non‐precision approaches shall be flown using the CDFA technique.
8.4.10.8 Continuous Descent Final Approach (CDFA):
The continuous descent final approach (CDFA) technique shall be used for all non‐precision
approaches.
Flight techniques:
(1) The CDFA technique shall ensure that an approach can be flown on the desired vertical
path and track in a stabilized manner, without significant vertical path changes during the
final segment descent to the runway. This technique applies to an approach with no
vertical guidance and controls the descent path until the DA/DH.
This descent path can be either:
(i) a recommended descent rate based on estimated ground speed;
(ii) a descent path depicted on the approach chart; or
(iii) a descent path coded in the FMC in accordance with the approach chart descent
path.
(2) OM C (Jeppesen Charts) depicts the appropriate cross check altitudes/heights with the
corresponding appropriate range information. Generally, the MAPt is published on the
chart.
(3) The approach shall be flown as a Stabilized approach ref OM A CH 8.3.24.
(4) The required descent path shall be flown to the DA/H or DDA as applicable observing any
step‐down crossing altitudes if applicable.
(5) This DA/H or DDA shall be temperature corrected as needed.
(6) During the descent, the PM shall announce crossing altitudes as published fixes in
accordance with OM A CH 8.4.10.9 Callouts CDFA. The PF shall promptly adjust the rate
of descent as appropriate. It is of outmost importance that the PM is calling the deviation
(if any) in altitude, and next advisory or minimum altitude at the next DME or TIME check.
Standard callouts and procedures are complemented by EGPWS callouts.
The descent path should ensure that little or no adjustment of attitude or thrust is needed after
the DA/H to continue the landing in the visual segment.
The missed approach, after an approach has been flown using the CDFA technique, shall be
executed promptly when reaching the DDA(H) or the MAPt, whichever occurs first. The lateral
part of the missed approach procedure must be flown via the MAPt unless otherwise stated on
the approach chart.
Normal stabilized approach concept is valid, but for conventional NPA it is acceptable to be
150 ft below a published advisory altitude. It is not allowed to descent below a mandatory fix
altitude or a minimum descent altitude before the fix. Normal temperature corrections must
be applied.
For RNP APCH and RNP APCH AR vertical deviation must be within 75ft during the final
approach segment.
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Prohibition of level flight:
At MDA/H level flight is not permitted without the flight crew having obtained the required visual
references. A stabilized approach will never have any level segment of flight at DA/H or MDA/H
as applicable. This enhances safety by mandating a prompt missed approach procedure
manoeuvre at DA/H or MDA/H.
Note: It is not the intention to prohibit level flight at MDA/H when conducting a circling
approach, which does not come within the definition of the CDFA technique.
The CDFA technique should be applied only to approach procedures based on NDB, NDB/DME,
VOR, VOR/DME, LOC, LOC/DME, GNSS/LNAV and fulfil the following criteria:
A. the final approach track off‐set ≤ 5 and
B. a FAF, or another appropriate fix, e.g. final approach point, where descent initiated is
available; an
C. the distance from the FAF or another appropriate fix to the threshold (THR) is less than
or equal to 8 NM in the case of timing; or
D. the distance to the THR is available by FMS/GNSS or DME; or
E. the minimum final‐segment of the designated constant angle approach path should
not be less than 3 NM from the THR unless approved by the Authority.
The CDFA techniques support a common method for the implementation of flight‐director
guided or auto‐coupled RNAV approaches.
The advantages of CDFA are as follows:
I. the technique enhances safe approach operations by the utilisation of standard
operating practices;
II. the technique is similar to that used when flying an ILS approach, including when
executing the missed approach and the associated missed approach procedure
manoeuvre;
III. the aeroplane attitude may enable better acquisition of visual cues;
IV. the technique may reduce pilot workload;
V. the approach profile is fuel efficient;
VI. the approach profile affords reduced noise levels;
VII. the technique affords procedural integration with APV operations; and
VIII. when used and the approach is flown in a stabilised manner, CDFA is the safest
approach technique for all NPA operations.
8.4.10.9 Callouts CDFA
To facilitate the CDFA technique the Jeppesen Approach Charts include a Recommended
Altitude Descent Table. It contains “check” altitudes that correlate directly to the Vertical
Descent Angle (VDA) used in conjunction with the final approach segment of the procedure. In
addition, the plan view shows the published Segment Minimum Altitudes.
For recommended altitudes a deviation 150 ft below path is acceptable but not below a
published Segment Minimum Altitude. When calling a check altitude at or near a Segment
Minimum Altitude the term “Mandatory” shall be added.
Prepare the CDFA table for temperature corrections before approach. PM must call out the
(temp corrected) CDFA values.
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PM Callout Deviation from intended path
“On Profile” + 50 feet
“Slightly High / Low” + 100 feet
“High / Low” >100 feet
“XXX feet High / Low” >150 feet*
* Excessive Deviations: PM should include the actual deviation in feet only when the
deviation exceeds 150 feet. Deviation > 150 feet below the path, a Go‐around shall
be executed.
Example of callouts for an approach with DME:
DME BOX Position Call by PM
Leaving 11 DME at 4000 ft “Descent point, next 10 miles 3600 ft”
D10 ‐ 3600 Leaving 10 DME at 3600 ft “On profile, next 8 miles 2850 ft”
D8 ‐ 2850 Leaving 8 DME at 2990 ft “High, next 7 miles 2510 ft”
D7 ‐ 2510 Leaving 7 DME at 2420 ft “Slightly low, next 6 miles 2140 ft
mandatory”
D6 ‐ 2140 Leaving 6 DME at 2140 ft “On profile, next 5 miles 1770 ft”
D5 ‐ 1770 Leaving 5 DME at 1740 ft “On profile, next 4 miles 1400 ft”
D4 ‐ 1400 DDA “Minimums”
Example of callouts for an approach with TIMING (no DME):
TIME BOX
Position Call by PM
( GS 120kts)
ROD 3.5° 640 Leaving OM “Descent point, 20 seconds 1040 ft”
FAF +20s 1040 Leaving 20s at 1200 ft “160 ft High, 40 seconds 830 ft”
+40s 830 Leaving 40s at 830 ft “On profile, 60 seconds at 620 ft”
+60s 620 Leaving 60s at 560 ft “Slightly low, 73 seconds at 460 ft”
FAF‐ 460 1:13 DDA “Minimums”
Note: An approach followed by circling is per definition not a CDFA, but the same callouts
are used for the descent towards the MDA/H, then a level flight to MAPt. (See OM A
8.4.4.11 for circling)
8.4.10.10 NDB approach
Refer to OM‐B AOM Section 2.9.
8.4.10.11 VOR approach
Refer to OM‐B AOM Section 2.9.
8.4.10.12 Localizer approach
Refer to OM‐B AOM Section 2.9.
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8.4.10.13 RNP APCH and RNP APCH AR
RNP APCH AR Not authorized for NAA
Preflight Flight Planning
Flight crew intending to conduct operations on RNP APCH procedures must file the appropriate
flight plan suffixes. The onboard navigation data must be current and must include the
appropriate procedures.
In addition to the normal preflight planning, the following additional checks must be carried
out:
a) The instrument approach chart should clearly identify the RNP APCH operation as
RNAV(GNSS) or equivalent (e.g.: RNAV(GNSS) RWY 27,…)
b) Flight crew must ensure that RNP APCH procedures which may be used for the intended
flight (including alternates aerodromes) are selectable from a valid navigation data base
(current AIRAC cycle) and are not prohibited or otherwise regulated by a company
instruction or NOTAM.
Flight crew could check approach procedures (including alternate aerodromes) as
extracted by the system (e.g. CDU legs page) or presented graphically on the ND, in order
to confirm the correct loading and the reasonableness of the procedure content. The
vertical path of the APV BARO‐VNAV procedure could be checked as extracted from the
navigation data base on CDU.
If above verification is not satisfactory, the flight crew should not use the procedure, and
not consider this approach(es) during the selection of aerodromes for the intended flight.
c) Flight crew should ensure sufficient means are available to navigate and land at the
destination or at an alternate aerodrome in the case of loss of RNP APCH airborne
capability.
In particular, the CMDR should check that:
- a non‐RNP APCH procedure is available at the alternate, where a destination
alternate is required
d) The flight crew must take account of any NOTAMs or operator briefing material that could
adversely affect the aircraft system operation, or the availability or suitability of the
procedures at the airport of landing, or any alternate airport.
e) If the missed approach procedures are based on conventional means (VOR, NDB), the
appropriate airborne equipment required to fly this procedure must be installed in the
aircraft and must be operational. The associated ground based navaids must also be
operational.
If the missed approach procedure is based on RNAV (no conventional or dead reckoning
missed approach available), the appropriate airborne equipment required to fly this
procedure must be available and serviceable on board the aircraft.
f) For those GNSS systems relying on RAIM, its availability 15 min before Estimated Time of
Arrival (ETA) until 15 min after ETA should be verified during the preflight planning. In the
event of a predicted continuous loss of fault detection of more than five (5) minutes, or
for NAT HLA more than 34 minutes, the flight planning should be revised (e.g. delaying
the departure or planning a different approach procedure).
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Predictive RAIM (P‐RAIM)
It is a requirement of RNAV (GNSS) final approach operations that prior to dispatch, a prediction
of the number of satellites available within the constellation must be carried out. This is to
ensure availability at the planned approach period. Outages of the signal are termed ‘RAIM
Holes’.
The IOCC have RAIM Prediction within LIDO and PPS which covers all required aerodromes. In
addition, there is a Eurocontrol web site called ‘AUGUR’ at:
http://augur.ecacnav.com/augur/app/npa
Do not use a mask angle below 5 degrees, as operational experience indicates that satellite
signals at low elevations are not reliable. The prediction must use the actual GPS constellation
with the (RAIM) (or equivalent) algorithm identical to that used in the actual equipment. For
RNP AR approaches with high terrain, use a mask angle appropriate to the terrain.
This process is primarily a dispatch function and unless a RAIM outage is reported it can be
assumed the satellite constellation is satisfactory for RNAV GNSS final approach operations.
Any MEL restriction should be observed
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Prior to Commencing the Procedure
In addition to normal procedure prior to commencing the approach (before the IAF and in
compatibility with crew workload), the flight crew must verify the correctness of the loaded
procedure by comparison with the appropriate approach charts. This check must include:
a) The waypoint sequence.
b) Reasonableness of the tracks and distances of the approach legs, and the accuracy of the
inbound course and mileage of the final approach segment.
Note: As a minimum, this check could be a simple inspection of a suitable map display.
c) The vertical path angle.
For multisensory systems, the crew must verify during the approach that GNSS sensor is used
for position computation.
For an RNAV system with ABAS requiring barometric corrected altitude, the current airport
barometric altimeter setting, should be input at the appropriate time, consistent with the
performance of the flight operation.
For APV BARO‐VNAV operation, the crew must confirm the correct altimeter setting. The
procedure must only be flown with:
a) a current local altimeter setting source available; and
b) the QNH set on the aircraft’s altimeters.
Procedures using a remote (regional) altimeter setting source cannot support APV BARO‐
VNAV approach.
For APV BARO‐VNAV operation, pilots are responsible for any necessary cold temperature
compensations to all published minimum altitudes/heights. This includes:
a) the altitudes/heights for the initial and intermediate segment(s);
b) the DA/H; and
c) subsequent missed approach altitudes/heights.
APV BARO‐VNAV procedures are not permitted when the aerodrome temperature is
below the promulgated minimum aerodrome temperature for the procedure, unless the
RNAV system is equipped with approved cold temperature compensation for the final
approach. (Not equipped on company aircraft)
ATC tactical interventions in the terminal area may include radar headings, ‘direct to’
clearances which bypass the initial legs of an approach, interceptions of an initial or
intermediate segment of an approach or the insertion of additional waypoints loaded from the
data base. In complying with ATC instructions, the flight crew should be aware
of the implications for the RNAV system:
a) The manual entry of coordinates into the RNAV system by the flight crew for operation
within the terminal area is not permitted.
b) ‘Direct to’ clearances may be accepted to the Intermediate Fix (IF) provided that the
resulting track change at the IF does not exceed 45 °
Note: Direct to clearance to FAF is not acceptable. Modifying the procedure to intercept
the final approach course prior to the FAF is acceptable for radar vectored arrivals or at
other times with ATC approval.
The lateral and vertical (for APV BARO‐VNAV operation) definition of the flight path between
the FAF and the Missed Approach Point (MAPt) must not be revised by the flight‐crew under
any circumstances.
During the Procedure
The final approach trajectory must be intercepted no later than the FAF in order for the aircraft
to be correctly established on the final approach course before starting the descent (to ensure
terrain and obstacle clearance).
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For APV BARO‐VNAV operation, the crew should check that the two altimeters provide
equivalent altitude (difference of 100 feet max) at or before FAF. This check must be made after
the crew has set the correct altimeter setting.
The crew should also check the consistency between the VNAV guidance and the primary
altimeters indications commensurate with pilot workload (e.g. after the aircraft is established
on the vertical path).
During the descent, crew should check that the vertical speed is consistent with the VNAV angle
to be flown.
The appropriate displays must be selected so that the following information can be monitored:
a) The RNAV computed desired path (DTK), and
b) Aircraft position relative to the lateral path (CrossTrack Deviation) for FTE (Flight Technical
Error) monitoring
c) Aircraft position relative to the vertical path (for APV BARO‐VNAV operation)
The crew should respect all published altitude and speed constraints.
The procedure must be discontinued:
a) If a failure is announced as described in OM Part B section 2.1.7/2.9 unless suitable visual
reference is established and maintained.
b) If lateral or vertical (if provided) FTE (Flight Technical Error) is excessive. This may be
indicated by XTK ERROR or NPS Scales, as installed.
c) If VNAV trajectory is not consistent with aircraft altimetry system information (altitude
checks) or vertical speed information. (Expected vertical speed vs ground speed)
The missed approach must be flown in accordance with the published procedure. Use of the
RNAV system during the missed approach is acceptable provided:
a) The RNAV system is operational
b) The whole procedure (including the missed approach) is loaded from the navigation data
base.
Use the autopilot during the approach to give:
autopilot alerts and mode fail indications
more accurate course and glide path tracking
lower RNP limits
less crew workload
Use LNAV as roll mode. VNAV is strongly recommended for RNP APCH, and for certain
approaches and/or Decision Heights required, as depicted with LNAV/VNAV on the IAL.
For RNP AR the use of VNAV is mandatory.
All pilots are expected to maintain procedure centerlines during all the approach procedure
unless authorized to deviate by ATC or under emergency conditions.
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Crosstrack Deviation:
RNP APCH:
For normal operations, crosstrack error/deviation (the difference between the RNAV
system computed path and the aircraft position relative to the path) should be limited
to ½ the navigation accuracy (0.5xRNPx) associated with the procedure.
Brief deviations from this standard (e.g. overshoots or undershoots) during and
immediately after turns, up to a maximum of 1 times the navigation accuracy are
allowable.
RNP APCH AR:
For normal operations, crosstrack error/deviation (the difference between the RNP
system computed path and the aircraft position relative to the path) should be limited
to the navigation accuracy (1xRNPx) associated with the procedure segment.
Vertical Deviations:
Deviations above and below the vertical path must not exceed ±75 feet.
Pilots must execute a Missed Approach if the vertical deviation exceeds the criteria above,
unless the pilot has in sight the visual references required to continue the approach.
This defines “along the desired flight path” laterally and vertically associated with the stabilized
approach concept in OM A 8.4.1.
In the event of failure of one RNAV system during a procedure where two systems are
necessary, the crew should abort the procedure if the failure occurs before FAF but could
continue the approach if the failure occurs after FAF. Use of GNSS altitude information by the
crew is prohibited.
RNP APCH AR RF Legs
Procedures with RF (Radius to Fix (turning)) Legs. An RNP AR procedure may require the ability
to execute an RF leg to avoid terrain or obstacles.
If initiating a go‐around during or shortly after the RF leg, the flight crew must be aware of the
importance of maintaining the published path as closely as possible and the effect of pushing
TOGA in a turn.
Pilots must not exceed the maximum airspeeds shown in the table below throughout the RF
leg segment. For example, a Category C B737‐800 must slow to 160 KIAS. A B737‐8 may fly the
same segment up to 185 KIAS using Category D minima. A missed approach prior to DA may
require the segment speed for that segment be maintained. Malfunctions that increase the
minimum approach speeds (such as flap asymmetry) may therefore render the RNP AR
procedure unavailable.
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*Airspeed restrictions may be used to reduce turn radius regardless of aircraft category.
Non‐normal Procedures
Non‐normal procedures in accordance with OM Part B
RNP APCH AR is further described in OM Part B.
8.4.10.14 Circling approach
Instrument approach followed by circling without prescribed tracks (normal procedure):
Before visual reference is established, but not below MDA/H ‐ The flight should follow the
corresponding instrument approach procedure.
At the beginning of the level flight phase at or above the MDA/H ‐ From the beginning of the
level flight phase, the instrument approach track determined by radio navigation aids should
be maintained until:
a) The pilot estimates that, in all probability, visual contact with the runway or runway
environment will be maintained during the entire procedure;
b) The pilot estimates that his aeroplane is within the circling area before commencing
circling; and
c) The pilot is able to determine his aeroplane’s position in relation to the runway with
the aid of the external references.
If the conditions in above are not met by the MAPt, a missed approach must be carried out in
accordance with the instrument approach procedure.
The flight phase outbound from the runway should be limited to the distance which is required
to align the aeroplane for the final approach. Visual contact with the runway or runway
environment should be maintained at all times.
In marginal conditions the Pilot seated on the aerodrome side, should fly the aeroplane, and
the PM should read relevant parameters like speed, bank and altitude.
Flight maneuvers should be carried out at an altitude/height which is not less than the circling
minimum descent/altitude height (MDA/H).
Descent below MDA/H should not be initiated until the threshold of the runway to be used has
been identified and the aeroplane is in a position to continue with a normal rate of descent and
land within the touchdown zone.
Instrument approach followed by a visual maneuvering (circling) with prescribed track:
Before visual reference is established, but not below MDA/H ‐ The flight should follow the
corresponding instrument approach procedure.
The aeroplane should be established in level flight at or above the MDA/H and the instrument
approach track determined by the radio navigation aids maintained until visual contact can be
achieved and maintained. At the divergence point, the aeroplane should leave the instrument
approach track and the published routing and heights followed.
If the divergence point is reached before the necessary visual reference is acquired, a missed
approach procedure should be initiated not later than the MAPt and carried out in accordance
with the instrument approach procedure.
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Chap: 8.4 Norwegian Air Argentina
Rev: 04
The instrument approach track determined by radio navigation aids should only be left at the
prescribed divergence point when only the published routing and heights should be followed.
Unless otherwise specified in the procedure, final descent should not be initiated until the
threshold of the runway to be used has been identified and the aeroplane is in a position to
continue with a normal rate of descent and land within the touchdown zone.
Missed approach during circling
If the decision to carry out a missed approach is taken when the aeroplane is positioned on the
approach axis (track) defined by radio‐navigation aids, the published missed approach
procedure must be followed.
If visual reference is lost while circling to land from an instrument approach, the missed
approach specified for that particular instrument approach must be followed. It is expected
that the pilot will make an initial climbing turn toward the landing runway and overhead the
aerodrome where he will establish the aeroplane in a climb on the missed approach track.
Different patterns will be required to establish the aeroplane on the prescribed missed
approach course depending on its position at the time visual reference is lost.
8.4.10.15 Visual approach
For visual approach the horizontal visibility/runway visual range must not be less than 800 m.
A visual approach cannot be started unless:
The CMDR must have the aerodrome and the terrain with all obstacles in the approach sector,
in sight.
The CMDR must be able to maintain visual reference to the terrain, obstacles and aerodrome
area during the complete approach, enabling the CMDR to verify the aeroplane’s position and
height in relation to the terrain and the aerodrome, at any time.
Visual Approach at Night:
B737: Visual approaches at night are not permitted unless either a published RNAV VISUAL
procedure is flown in LNAV/VNAV with the autopilot engaged, or it is specifically authorized by
the DFO for a particular airport/runway as described in the Aerodrome Briefing Card.
B787: Visual approaches at night are not permitted, unless it is specifically authorized by the
DFO for a particular airport/runway where no instrument procedures are available.
For visual approach at night, it is recommended practice to not descend below minimum
instrument altitude before intercepting instrument glide‐slope or normal glide‐path, unless
when descending over sea with shorelines visible or illuminated terrain like cities. During visual
approach at night, the aerodrome and adjacent terrain must be in sight continuously.
8.4.10.16 VFR approach
VFR‐flights are not permitted.
Note: A “visual approach” is still an IFR flight.
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8.4.10.17 Precision Approach
ILS/GLS approach
Refer to OM‐B.
GCA approach
Ground controlled approach is not approved except:
In an emergency
When required for a particular airport and the procedure has been authorized by the
Chief Pilot.
When flying a ground controlled approach, all other means of navigation shall be used to
monitor the approach. When starting final descent, the aeroplane should be in approach
configuration. Special care shall be taken to make sure both pilots are aware of DH and the
procedure to be followed in case of a missed approach.
Use of radio altimeter
See OM‐B 2.1 – call‐outs and section 8.4.5 – Category II/III operation.
8.4.10.18 VNAV Approach Guidance
Refer to OM‐B AOM CH 2 for each aeroplane type.
8.4.11 APPROACH AND LANDING OPERATION
8.4.11.1 General
The basic objectives:
Approach: Lowest DH Lowest RVR Autoland:
LTS Cat I (B737) 200 ft 400 m Required
Cat II 100 ft 300 m Required
Cat IIIA 50 ft 200 m Required
Cat IIIB (B787) NO DH 75 m Required
The aeroplane must be certified for the applicable LVO operation and auto‐coupled approach
to below decision height. LVP must be in force.
However, the DH must not be lower than specified in the AFM, and the OCH for the Category
of airplane, normally as stated in OM‐C (Route Manual).
The required RVR also varies with decision height and type of approach and/or runway lights, see OM‐
C Route Manual Legends.
8.4.11.2 Continuous monitoring
The Company has a reporting scheme which has to be filled in after any CAT II/III approach,
both operational and practice. This reporting form may be in an electronic format on the EFB.
The Chief Pilot files these to observe any undesirable trends.
To obtain satisfactory results, there must be no aircraft at the ordinary Cat I holding adjacent
to the touch‐down zone, and opposite LLZ must be off.
Note: If unsatisfactory auto‐approach performance (stabilized approach with only minor
adjustments to hit runway centreline), this shall be filed in the ATL.
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8.4.11.3 Flight crew training
Each Pilot will undergo an organized program of ground training on applicable procedure and
techniques. Continued competence will be demonstrated during recurrent simulator training –
Proficiency Checks. The initial and recurrent training is described in OM‐D.
8.4.11.4 Minimum qualifications and experience required before performing actual LVO
Approach
Ref OM‐A 5.1.3
8.4.11.5 Requirements for LVO Approach minima
1) LVO Approach is mandatory in order to commence approach and landing when RVR is
below 550 and/or DH below 200FT. LVP must be in force.
2) Actual Cat II/III approaches shall only be made at Cat II or Cat III equipped and
approved runways, respectively.
8.4.11.6 Weather requirements
Visibility shall be based on RVR and measured by transmission meters or similar systems, (RVR
may be reported by human observation) and the touch‐down zone RVR is always controlling.
If reported and relevant, the mid point and stop end RVR are also controlling. The minimum
RVR value for the mid‐point is 125 m or the RVR required for the touch‐down zone if less, and
75 m for the stop‐end. (CATIIIB: 75m mid‐point).
(Relevant means that part of the runway used during high speed phase of the landing down to
a speed of approximately 60 knots).
8.4.11.7 LVO Approach Operational Procedures
1. L/P must perform the approach and landing.
2. Clearance to commence LTS CAT I, CAT II/III approaches must be obtained. (Not applicable
for practice approaches). There is no specific terminology for OTS CAT II.
3. Below 300FT (RA) the flight path must stay within the expanded localizer band and ± 1 dot
on the glide path display.
4. For use of the AFDS and action in case of inadvertent disengagements:
Type of approach to be performed: LVO Approach
Level of Automation: Auto‐Coupled ILS approach
Autopilot disengagement point: See OM‐B.
Autoland is required for all LVO Approaches.
Action in case of inadvertent Approach may be continued to CAT I minima or initiate missed
disengagement above DH: approach.
Action in case of inadvertent Approach may be continued provided visual references are
disengagement below DH: obtained and RVR is 300 m or more. (See Note*)
*Note: With RVR less than 300m a go‐around is the normal action in case of autopilot failure
at or below DH. If the CMDR (or the pilot to whom the conduct of the flight has been
delegated) determines that to continue the landing is the safest action this may be
done. This would typically apply to the late stages of the flare and is dependent upon
the height at which the failure occurs, the actual visual references, and other
malfunctions.
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Chap: 8.4 Norwegian Air Argentina
Rev: 04
The results of flight trials and of simulator experiments show that pilots do not always recognize
that the visual cues are inadequate in such conditions and present recorded data reveal that
pilots’ landing performance reduces progressively as the RVR is reduced below 300 m.
8.4.11.8 Minimum equipment requirements
For aeroplane equipment refer to OM‐B.
The following ground equipment is normally required for Cat II/ III operations (the effect of
downgrading or failure is listed on next page):
a) Nav. facilities:
‐ ILS Category II/III approved fully operational
b) Measuring equipment
‐ RVR assessment system
‐ Wind measuring system
c) Visual aids
‐ Standard runway day markings
‐ Approach lights
‐ RTZL (Touch‐down zone lightning) (Not required for OTS Cat II)
‐ RCLL (Centerline lightning) (For CAT II and III. For OTS CAT II operations with RVR
of 400 m or less, otherwise not required for OTS CAT II)
‐ Runway edge, threshold and end lights.
The inner 300 m (1000 ft.) of the HIALS has been supplemented with red approach barrettes.
Their color indicates clearly the pre‐threshold area. The lateral dimensions conform to the
white touchdown zone lighting to form an uninterrupted pattern that changes color at the
threshold. The runway threshold is indicated by a full width green bar.
A description of standard approach and runway light system and markings can be found in OM‐
C Route Manual.
8.4.11.9 Equipment Failure during Low Visibility Operations approach
Note: Also refer to OM A CH 8.4.5 The effect on landing minima of temporarily failed or
downgraded equipment. And OM A CH 8.4.1.3 Approach Ban.
Failure above or below 500ft RA
In case of any failure of the minimum required airborne or ground equipment below 500 ft RA,
the approach shall be discontinued, and a missed approach shall be executed, unless visual
reference for landing has been established at the time of failure or (B787) the failure is
allowable with reference to the B787 Alert Height Procedures.
If still above 500 ft RA, evaluate the failure and weather conditions and decide whether the
approach may be continued or not to a downgraded minimum in accordance with the table
below:
LVO Minima set procedure Downgrade procedure (above 500 ft RA)
‐ CAT IIIB approach with ‘No DH’, set CAT IIIA DH and ‐ Push the Minimums Reference Selector to
blank display display preset CAT IIIA DH
‐ CAT IIIB approach with DH, set DH ‐ Reset DH for Downgrade
‐ CAT IIIA approach, set DH ‐ Reset DH for Downgrade
‐ CAT II approach, set CAT I DA, rotate the Minimum ‐ Rotate the Minimum Reference Selector to
Reference Selector to RADIO to set CAT II DH (DA) display BARO preset CAT I minima
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B787 Alert Height Procedures (Fail Operational Cat III)
Fail operational refers to an AFDS capable of completing an ILS approach, autoland, and rollout
following the failure of any single system component after passing alert height.
Alert height is a height above the runway, above which a Category III approach must be
discontinued and a missed approach initiated if a specified failure occurs.
Alert Height (AH) is 200 feet RA unless otherwise stated for the particular approach.
At Alert Height the PM callout is: “ALERT HEIGHT”
PF shall check autoland status indicator.
Faults leading to non‐normal operations can be divided into two categories:
those occurring above AH
those occurring at or below AH.
Within these categories many non‐normal situations or scenarios are possible.
Refer to procedures in the OM B and FCTM AFDS Faults.
8.4.11.10 Criteria for Successful Approach
An approach may be considered to be successful if:
From 500 feet to start of flare:
a. Speed is maintained as specified in OM‐B
b. No relevant system failure occurs; and
From 300 feet to DH:
a. No excess deviation occurs; and
b. No centralized warning gives a go‐around command (if installed).
An automatic landing may be considered to be successful if:
a. No relevant system failure occurs;
b. No flare failure occurs;
c. No de‐crab failure occurs (if installed);
d. Longitudinal touchdown is beyond a point on the runway between 150 mt and 750
mts from the threshold, assuming a normal GS antenna installation;
e. Lateral touchdown with the noise landing gear closer than 8 mt from the runway axis;
f. Sink rate is not excessive (lower than 360 ft/min);
g. Bank angle does not exceed 7°; and
h. No roll‐out failure or deviation (if installed) occurs.
i. Pitch angle does not exceed the maximum to ensure appropriate tail clearance
j. Lateral deviation during roll‐out does not exceed 8 mt
k. No failures during roll‐out.
Note: CAT II/III performance must be reported by crew through:
B737: The EFB Tidy application.
B787: Company form
8.4.11.11 Missed approach on LVO approach
A Missed Approach shall be executed when:
‐ A failure occurs below 500 ft, as stated above, unless sufficient visual references for
landing have been obtained.
‐ Conditions for a successful approach as stated above is not fulfilled
‐ Directed by OM A CH 8.4.1.3 Approach Ban
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‐ The CMDR upon reaching DH has not sufficient visual references to continue the approach
and make a safe landing.
‐ The CMDR determines that a safe landing cannot be made within the confines of the
runway.
8.4.11.12 Practice Autoland:
Autoland may be used on CAT I facilities and on CAT II/III facilities when LVP are not in force for
the following cases:
For maintain crew proficiency
For operational demonstration
For system verification (scheduled maintenance and corrective maintenance).
To reduce crew work load, in particular during marginal weather conditions.
In these cases the crew will be expected to have sufficient visual references to detect and
correct any deviations from the expected flight path and the Authorities and Boeing
recommend the following procedures to ensure the safety of autoland:
Operational procedures to ensure the safety of autoland:
When autoland operations are conducted, the autoland operational procedures should be used
fully regardless of the weather conditions.
Flight crews should be alert to the possibility of abnormal autopilot behaviour and guard the
flight controls (control wheel, rudder pedals, and thrust levers) throughout all automatic
approaches and landings. They should be prepared to disconnect the autopilot and manually
land or go‐around.
Attempts to override the autopilot in lieu of a disconnect is not recommended due to the forces
required to overpower the autopilot servos.
ATC should be informed about the intention to conduct an autoland.
Such information should not be taken as a request for or expectation of the protection of the
ILS sensitive area but is merely given to enhance the possibility for ATC to inform the flight crew
of any known or anticipated disturbance.
Note: In some States, the hours where practice autoland operations can expect full protection
of the ILS sensitive area, are published in the AIP.
Potential risks of performing auto‐land operations on ILS facilities or runways not meeting
CAT II/III standards:
Since the ILS sensitive area protection is not assured, other aircraft and vehicles may
cause disturbance to the localizer signal
Switch‐over time of the ground aids may not be in accordance with the requirements
for Cat III
The pre‐threshold terrain may contain irregularities which may cause abnormal
autopilot behaviour.
The quality of the ILS signal may not support an automatic coupling since this is not a
requirement for a CAT I ILS. In some cases where known inadequacies of the ILS are
present, this will be mentioned in the AIP.
Sudden and unexpected flight control movements may occur at a very low altitude or
during the landing and rollout when the autopilot attempts to follow the beam bends.
Do not attempt an autoland on installations where the localizer is not aligned with the
runway axis.
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Date: 19/Jul/19
Chap: 8.4 Norwegian Air Argentina
Rev: 04
8.4.12 MISSED APPROACH
Initiation of missed approach
A missed approach shall be initiated and executed:
When directed by OM A CH 8.4.1.3 Approach Ban
If not sufficient visual references is obtained ‐ ref. Section 8.4 – on a non‐precision
approach when reaching minimum decision altitude and/or time is out, or on a
precision approach when reaching decision altitude, ref. Section 8.4.
If loosing visual reference during circling, ref. Section 8.4.
If not obtaining a stabilized approach when reaching 500 ft RA, ref. Section 8.4.
If weather conditions indicate that wind limits/braking actions limits may be exceeded.
If a failure should occur on the minimum required airborne system below 500 ft RA,
unless sufficient visual references are obtained ref. Sections 8.4.
If on a Cat II/III approach, any of the conditions in Section 8.4. are not satisfied.
If the CMDR determines that a safe landing cannot be made within the confines of the
runway.
If after descent below DDA, DA or DH, visual references required to perform a safe
landing are not maintained.
If Go‐Around is needed below DH/DA/DDA:
All engines operating:
Follow MAP as published if possible, otherwise follow SID/CLP.
One engine INOP:
Follow Engine Failure Procedure for takeoff, or:
On RWYs with CAT III the associated MAP may be followed up to max landing weight.
Refer to OM‐B for go‐around procedures relevant to aeroplane type,
Missed approach minimum climb gradient
For all approaches below 200 ft DH, Regulations requires that the operator shall ensure that
the approach mass allows a missed approach with the critical engine failed, with a climb
gradient of at least 2,5 %.
However, since minimum altitude, if restricted by obstacles in the missed approach sector,
normally requires a missed approach gradient of 2,5 % also for DH above 200 ft, the Airport
Analysis contains a table for each aerodrome, giving the maximum mass fulfilling this
requirement –and on special aerodromes also for higher gradients.
Note: Within landing weight and normal altitudes/temperatures, this requirement will
always be satisfied on company aircraft.
8.4.13 RUNWAY LIGHTS DISTANCE INFORMATION
Runway center‐line lighting, if required, is coded to provide distance information. At 900 m
(3000 ft.) from the runway stop‐end the center‐line lights alternate red and white, for the last
300 m (1000 ft.) they are red. Except that for runways less than 1800 m in length, the alternate
red and white shall extend from the midpoint of the runway usable for landing to 300 from the
runway end.
Runway edge lights may show yellow for the last 600 m of runway or one‐third of the runway
length, whichever is less.
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Rev: 04
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OM A
Date: 16/Jul/19
Chap: 8.5 Norwegian Air Argentina
Rev: 04
8.5 Extended Range Operations with Twin-Engine Aircraft (ETOPS)
8.5 Table of Contents
8.5 Table Of Contents __________________________________________________________ 1
8.5.1 General _______________________________________________________________________ 2
8.5.1.1 NON ETOPS General ___________________________________________________________ 2
ETOPS-General ___________________________________________________________________ 2
8.5.1.2 ______________________________________________________________________________ 2
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Chap: 8.5 Norwegian Air Argentina
Rev: 04
8.5.1 General
8.5.1.1 NON ETOPS General
NON-ETOPS flights must limit the distance from an adequate aerodrome in accordance with
RAAC 121.525 (CAT.OP.MPA.140).
The CMDR shall not operate NON-ETOPS over a route which contains a point further from
an adequate aerodrome (calculated under standard conditions in still air) than, the distance
flown in 60 minutes at the one-engine-inoperative cruise speed specified for the sole
purpose of this calculation:
The speeds selected and corresponding maximum distances allowed are 1:
Boeing 787: M 0.85/330 KIAS Distance: 441 NM
Boeing 737-800: M 0.79/330 KIAS Distance: 419 NM
These distances are based on weight after one hour flight with take-off at MTOM.
B787: Boeing PET software is used for the calculation.
B737-800: The Boeing Flight Planning and Performance Manual (FPPM) Chapter “Area of
Operation” 60 minutes diversion time provided a distance of 428nm, this is
however reduced to 419nm per company policy for commonality with the B737-8.
Note: The speeds specified above are only intended to be used for establishing the regulatory
maximum distance from an adequate aerodrome. It is not a requirement to use these
speeds or time in an actual diversion. Neither is it needed to compensate for wind or ISA
deviations.
B738: In exceptional cases the maximum distance may be increased based on the actual
weight at the diversion point in accordance with the table below. This will only be done if
needed on the 737-800W on a specific flight and approval must be granted by the Chief Pilot
Type to ensure correct calculation of weight at the diversion point.
8.5.1.2 ETOPS-General
Reserved
1
Note that OM Part A 8.3.2.2.19 restricts distance in excess of 400 nautical miles from land.
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OM A
Date: 19/Jul/19
Chap: 8.6 Norwegian Air Argentina
Rev: 04
8. OPERATING PROCEDURES
8.6 Table Of Contents
8. OPERATING PROCEDURES ......................................................................................... 1
8.6 Table Of Contents .............................................................................................................. 1
8.6.1 Use Of Minimum Equipment & Configuration Deviation List(S) ..................................................... 2
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Date: 19/Jul/19
Chap: 8.6 Norwegian Air Argentina
Rev: 04
8.6.1 Use Of Minimum Equipment & Configuration Deviation List(S)
Refer to OM-B MEL for the applicable aeroplane type.
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OM A
Date: 19/Jul/19
Chap: 8.7 Norwegian Air Argentina
Rev: 04
8. OPERATING PROCEDURES
8.7 Non-Commercial Flights
8. OPERATING PROCEDURES ......................................................................................... 1
8.7 Table Of Contents ................................................................... Error! Bookmark not defined.
8.7.1 General ............................................................................................................................................ 2
8.7.2 Non-Commercial Operations .......................................................................................................... 2
8.7.3 Non-Passenger Flights ..................................................................................................................... 3
8.7.4 Training Flights ................................................................................................................................ 3
8.7.5 Check Flights - Maintenance ........................................................................................................... 3
8.7.6 Delivery Flights ................................................................................................................................ 4
8.7.7 Ferry Flights ..................................................................................................................................... 4
8.7.8 Demonstration Flights ..................................................................................................................... 4
8.7.9 Positioning Flights ........................................................................................................................... 4
8.7.10 Display Flights/Air Shows ................................................................................................................ 4
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OM A
Date: 19/Jul/19
Chap: 8.7 Norwegian Air Argentina
Rev: 04
8.7.1 General
This chapter describes non-revenue flights which may be categorized as:
• Non-Commercial Operations
• Non-Passenger Flights
• Training Flights
• Check Flights - Maintenance
• Delivery Flights
• Ferry Flights
• Demonstration Flights
• Positioning Flights
• Display Flights/Air Show
8.7.2 Non-Commercial Operations
The company may conduct non-commercial operations with an aircraft otherwise used for
commercial air transport operations that is listed in the operations specifications in our AOC,
provided that the procedures herein is complied with.
For flights on which Passengers or Passive Crew are carried but which are not classified
as revenue flights, the following applies:
Passengers are either Company employees, Passive Crew members, employees of
subcontractors or specially invited guests. The carriage of these passengers is subject
to approval of the DFO and acceptance by the Commander. The non-revenue
passengers shall be issued a ticket. Ordinary tickets or crew tickets may be used for
this purpose. They may also be registered as supernumerary crew on the flight plan &
GenDec.
The passengers should be briefed about any special conditions of the flight, as needed.
The normal regulations in the Operations Manual shall be adhered to, except:
Max 9 persons* employed by the Company, sub-contractors or specially invited guests
approved by the DFO, may be carried in addition to the ordinary crew members without having
Cabin Crew on board, provided they are briefed and familiar with the operation and location of
emergency exits and equipment.
One Able Body Passenger shall be appointed and specifically briefed on opening the door, slide
operation and expected callout from cockpit in the event of an evacuation. This appointed ABP
shall be seated on seat row one during takeoff and landing.
*For more than 9 persons, cabin crew is needed, 1 per 50 passengers. A SCCM in accordance
with OM A 4. 1. 7 must be appointed.
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8.7.3 Non-Passenger Flights
A non-passenger flight does not require cabin crew provided the CMDR ensures that cabin safety
related procedures are performed pre-flight and post flight. Refer to OM B for procedures for
each aeroplane type.
For delivery and ferry flights the restrictions in OM-A 8.5 ETOPS may be disregarded if approved by
the Authorities for each individual case.
8.7.4 Training Flights
Training Flights are authorized by the DFO. The CMDR must be qualified as a TRI-Type Rating
Instructor.
Only CAA examiners and flight crew members involved in the flight training may be carried
during training flights. All flight crew members shall have successfully passed the required
ground emergency training before starting flight training.
Note: As a part of their training, flight crew under supervision of a type rating instructor, may
perform ordinary flights carrying passengers. All training flights shall be performed with a qualified
flight instructor as Commander. No abnormal maneuvers such as steep turns, stall or single-engine
flying, shall be performed with passengers on board, as this is considered as a revenue flight.
8.7.5 Check Flights - Maintenance
Check flights are mandatory after adjusting, or new installation and replacement of aircraft flight
controls, see Boeing Maintenance Manual for further details. It is also a company procedure to
perform Check Flights after heavy maintenance is performed.
The following persons are authorized to request a Check Flight:
• DFO/Deputy DFO
• Technical Chief Pilot / Chief Pilot
• CPW
• Technical Director
• Engineering manager
• Maintenance Manager
• The Authorities
Complex Check Flights when performed as a part of scheduled maintenance, shall normally be
carried out by a Commander who is part of the Functional Check Pilots Group. Normally
technical personnel shall follow on flight deck jump seat for observing/noting parameters in
accordance with the Check Flight scheme.
The Check Flight scheme must be filled in, and the Check Flight must be recorded in the ATL
as such together with eventual complaints.
For single subject Check Flights after non-scheduled maintenance, ordinary captains may act as
Commanders if none of the Commanders in the Functional Check Pilot Group are available.
These Check Flights may be performed without technical personnel (if not required for
observation). The Check Flight scheme must not be filled in, but any complaints – also if none,
must be filed in the ATL.
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Only technical personnel relevant for the flight can participate in addition to the required flight
crew. These need not be company personnel.
For weather requirements, the regulations in the OM with regards to normal IFR- minima shall
be adhered to, but after major damage extensive repairs etc., visibility/ vertical visibility should
be minimum 1500m/500 ft.
8.7.6 Delivery Flights
Delivery flights are flights performed in connection with purchase/sale or leasing in /out of
aeroplanes.
Crew selected for delivery flights crossing NAT HLA airspace between US and Europe must have
successfully completed North Atlantic Training.
8.7.7 Ferry Flights
Release for ferry flights for aeroplanes not meeting applicable airworthiness requirements, may
be issued by the Flight Operations Department (the Director Flight operations or his designee)
and the Technical Department (the Technical Director or the technical officer on duty) with the
approval of the Authority.
Authorization shall be in writing. Only flight crew members and personnel essential for the
flight shall be on board.
8.7.8 Demonstration Flights
Demonstration flights may be flights for purposes of sales/marketing demonstrations, or to
introduce a new type of aeroplane or route. A demonstration flight may also be a flight to
demonstrate the aeroplane for a potential customer interested in buying the aeroplane.
Authorization for demonstration flights shall be given by the Director Flight Operations.
8.7.9 Positioning Flights
Positioning flights are flights to bring an aeroplane from one aerodrome to another for flow or
traffic (schedule) regulations.
The regulations in the Operating Manual apply, but Company personnel may be carried,
Authorization for a position flight is given by OCC.
Note: On the flight Plan, both Ferry Flights and Position Flights will be coded F- Ferry.
8.7.10 Display Flights/Air Shows
Company aircraft shall not carry out any out any type of flying displays.
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8. OPERATING PROCEDURES
8.8 Oxygen requirements
8. OPERATING PROCEDURES ......................................................................................... 1
8.8 Oxygen requirements ........................................................................................................ 1
8.8.1 General ............................................................................................................................................ 2
8.8.2 First-aid oxygen ............................................................................................................................... 2
8.8.3 Supplemental Oxygen - pressurized aeroplanes ............................................................................. 3
8.8.3.1 General ........................................................................................................................................ 3
8.8.3.2 Table 1 Oxygen minimum requirements for pressurized aeroplanes ......................................... 4
8.8.3.3 Determination of Oxygen ............................................................................................................ 5
8.8.3.4 Oxygen Requirements for Flight Crew Compartment Seat Occupants and Cabin Crew in
Addition to the Required Minimum Number of Cabin Crew ...................................................................... 5
8.8.4 Crew Protective Breathing Equipment ............................................................................................ 5
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8.8.1 General
All crew members must acquaint themselves with the medical, physical/technical facts in
connection with the use of oxygen on board an aeroplane and must realize what hazards which
will be encountered if oxygen is not applied when so described.
Oxygen equipment to fulfill the requirements in this chapter is described in OM B CH 10.
Oxygen is required for:
• First-aid oxygen
• Supplemental oxygen
• Crew Protective Breathing Equipment
Note that equipment on board may serve more than one of these requirements at the same
time.
Refer to OM B MEL for required amount of oxygen (bottles) and dispatch with missing or
inoperative equipment.
8.8.2 First-aid oxygen
Pressurized aeroplanes operated at pressure altitudes above 25 000 ft, in the case of operations
for which a cabin crew member is required, shall be equipped with a supply of undiluted oxygen
for passengers who, for physiological reasons, might require oxygen following a cabin
depressurization. This oxygen supply must:
a) Shall be calculated using an average flow rate of at least 3 litres standard temperature
pressure dry (STPD)/minute/person.
b) Be sufficient for the remainder of the flight after cabin depressurization when the cabin
altitude exceeds 3.000 mt (10.000 ft), for at least 2 % of the passengers carried, but in no
case for less than one person.
c) Be determined on the basis of the pressure altitude of the cabin and the duration of the
flight, in accordance with the operating procedures established for each operation and
route
The distribution equipment can be portable, and a sufficient quantity must be carried on board,
but in no case less than two (2), with the possibility that the cabin crew can use them.
The first-aid oxygen equipment shall be capable of generating a mass flow to each user of at
least 4 liters STPD per minute. Means may be provided to decrease the flow to not less than 2
liters per minute, STPD, at any altitude.
Refer to OM B CH 10 for first-aid oxygen requirements for each aeroplane type.
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8.8.3 Supplemental Oxygen - pressurized aeroplanes
8.8.3.1 General
(1) To operate an aircraft at flight altitudes above a pressure altitude of 3,000 m (10,000 ft),
the operator must ensure that it has supplemental oxygen equipment capable of storing
and distributing the oxygen that is required in this paragraph (Table 1).
(2) The amount of supplemental oxygen required must be determined based on the pressure
altitude of the cabin, the duration of the flight and the assumption that a failure of the
cabin pressurization at the pressure altitude or in the most critical flight position from the
point of view of the need for oxygen, and that, from the failure, the airplane descends in
accordance with the emergency procedures specified in the OM-B, up to a safety altitude
for the route that is flown, which allows the safe continuation of the flight and landing.
(3) After a pressurization failure, the cabin pressure shall be considered equal to the altitude
of the aircraft, unless it is demonstrated to the Authority that there will be no other
probable failure of the pressurization system resulting in a pressure altitude. of cabin
equal to the altitude of the aircraft. In these circumstances, this lower pressure altitude
should be used for the calculation of the oxygen supply.
(a) Oxygen equipment and provision requirements
(a) Pressurised aeroplanes operated at pressure altitudes above 10,000 ft must be equipped
with supplemental oxygen equipment that is capable of storing and dispensing the oxygen
supplies in accordance with Table 1 on the next page.
(b) Pressurised aeroplanes operated at pressure altitudes above 7.600 mt (25.000 ft) shall be
equipped with:
i. sufficient spare outlets and masks or portable oxygen units and/or portable oxygen
dispensing units available to each cabin crew member
ii. The spare outlets and/or portable oxygen equipment should be distributed evenly
throughout the passenger compartment, to ensure immediate availability of oxygen
for use by each required cabin crew member, regardless of their location in the cabin
in the moment of the depressurization.
iii. a device to provide a warning indication to the flight crew of any loss of pressurisation.
(c) Reserved
(d) Airplanes that intend to operate at pressure altitudes above 25,000 ft. must be equipped
with automatically deployable oxygen equipment immediately available to each
occupant, wherever they are seated. The total number of dispensing units and outlets
must exceed at least ten percent (10%) the number of seats. The extra units must be
evenly distributed throughout the cabin.
(e) In the case of aeroplanes not certified to fly at altitudes above 7.600 mt (25.000 ft), may be
reduced to the entire flying time between 10,000 ft and 13,000 ft cabin pressure altitudes for
all required cabin crew members and for at least 10 % of the passengers if, at all points along
the route to be flown, the aeroplane is able to descend safely within four minutes to a cabin
pressure altitude of 13,000 ft.
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8.8.3.2 Table 1 Oxygen minimum requirements for pressurized aeroplanes
(a) (b)
Supply for Duration and cabin pressure altitude
1. Occupants of flight
The entire flying time when the cabin pressure altitude exceeds 4.000 mt (13.000 ft)
crew compartment
and the remainder of the flying time when the cabin pressure altitude exceeds
seats on flight crew 3.000 mt (10.000 ft) but does not exceed 4.000 mt (13.000 ft), after the initial 30
compartment duty minutes at these altitudes, but in no case less than:
(1) 30 minutes’ supply for aeroplanes certified to fly at altitudes not
exceeding 7.600 mt (25.000 ft); (note 2)
(2) 2 hours’ supply for aeroplanes certified to fly at altitudes of more than
7.600 mt (25.000 ft) (note 3).
2. Required cabin crew The entire flying time when the cabin pressure altitude exceeds 4.000 mt (13.000 ft),
members but not less than 30 minutes supply (note 2) and the remainder of the flying time
when the cabin pressure altitude exceeds 3.000 mt (10.000 ft) but does not exceed
4.000 mt (13.000 ft), after the initial 30 minutes at these altitudes.
3. 100 % of passengers The entire flying time when the cabin pressure altitude exceeds 4.572 mt (15.000 ft),
but in no case less than 10 minutes supply (Note 4).
(note 5)
4. 30 % of passengers The entire flying time when the cabin pressure altitude exceeds 4.267 mt (14.000
ft) but does not exceed 4.572 mt (15.000 ft.)
(note 5)
5. 10 % of passengers The remainder of the flying time when the cabin pressure altitude exceeds 3.000
mt (10.000 ft) but does not exceed 4.267 mt (14.000 ft), after the initial 30 minutes
(note 5)
at these altitudes.
(Note 1)
For the oxygen supplied, the cabin pressure altitude and the descent profile of affected routes must be
considered
(Note 2)
The required minimum supply shall cover the quantity of oxygen necessary for a constant rate of
descent from the aeroplane’s maximum certified operating altitude to 3.000 mt (10.000 ft) in 10 minutes and
followed by 20 minutes at 3.000 mt (10.000 ft).
(Note 3)
The required minimum supply shall cover the quantity of oxygen necessary for a constant rate of
descent from the aeroplane’s maximum certified operating altitude to 3.000 mt (10.000 ft) in 10 minutes
followed by 110 minutes at 3.000 mt (10,000 ft).
(Note 4)
The required minimum supply shall cover the quantity of oxygen necessary for a constant rate of
descent from the aeroplane’s maximum certified operating altitude to 4.572 mt (15.000 ft) in 10 minutes.
(Note 5)
Passenger numbers in Table 1 refer to passengers actually carried on board, including persons younger
than 24 months.
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8.8.3.3 Determination of Oxygen
The amount of supplemental oxygen required shall be determined on the basis of
cabin pressure altitude, flight duration and the assumption that a cabin pressurization
failure will occur at the altitude or point of flight that is most critical from the
standpoint of oxygen need, and that, after the failure, the aeroplane will descend in
accordance with emergency procedures specified in the OM-B to a flight altitude that
will allow the flight to be completed safely (i.e flight altitudes ensuring adequate
terrain clearance, navigational accuracy, hazardous weather avoidance, etc).
Following a cabin pressurization failure, the cabin pressure altitude shall be considered
the same as the aeroplane altitude, unless it is demonstrated to the Authority that no
probable failure of the cabin or pressurization system will result in a cabin pressure
altitude equal to the aeroplane altitude. Under these circumstances, this lower cabin
pressure altitude may be used as a basis for determination of oxygen supply.
8.8.3.4 Oxygen Requirements for Flight Crew Compartment Seat Occupants and Cabin
Crew in Addition to the Required Minimum Number of Cabin Crew
(a) For the purpose of supplemental oxygen supply, flight crew compartment seat occupants
who are:
(1) supplied with oxygen from the flight crew source of oxygen should be considered as
flight crew members; and
(2) not supplied with oxygen by the flight crew source of oxygen should be considered
as passengers.
(b) Cabin crew members in addition to the minimum number of cabin crew and additional
crew members should be considered as passengers for the purpose of supplemental
oxygen supply.
8.8.4 Crew Protective Breathing Equipment
(a) To operate a pressurized aircraft or an unpressurized airplane with a maximum certificated
take-off weight (mass) greater than 5 700 kg, or authorized to transport more than nineteen
(19) passengers, the operator must ensure that:
1) is equipped with protective breathing equipment (PBE) to protect the eyes, nose and
mouth for each member of the flight crew on duty in the flight crew compartment and
capable to provide oxygen for a period of at least 15 minutes;
2) is equipped with protective breathing equipment (PBE) to protect the eyes, nose and
mouth for all required member of the cabin crew and capable to provide oxygen for a
period of at least 15 minutes; and
3) in the case of aeroplanes operated with a flight crew of more than one and no cabin
crew member, one portable protective breathing equipment (PBE) to protect the eyes,
nose and mouth for one member of the flight crew and capable to provide oxygen for a
period of at least 15 minutes;
(b) The oxygen supply for the PBE can be provided by the supplemental oxygen system
required.
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(c) The PBEs intended for flight crew use shall be installed in the flight crew compartment
and be accessible for immediate use by each required flight crew member at his/her
assigned station.
(d) The PBEs intended for cabin crew use shall be installed adjacent to each required cabin
crew member station
(e) There must be an additional portable PBE, accessible for immediate use, adjacent to the
portable fire extinguishers required in RAAC 121.945 (a)(3) and (4). If the extinguishers
are in the cargo compartment, the PBE must be outside the cargo compartment but
adjacent to the compartment door.
(f) A PBE while in use shall not prevent the use of the means of communication, namely:
a) Flight Crew Interphone;
b) Crew member Interphone;
c) Megaphone;
d) Radio Communications Equipment.
Note: Smoking is strictly prohibited when oxygen is in use.
Note: Use of 100% oxygen in combination with lipstick, lotions etc. may result in skin burns.
Note: Patients on regular transport requiring oxygen, shall be accompanied by a qualified
person, bringing the extra supply of oxygen with him/her from the hospital.
Refer to OM B for the installed Crew Protective Breathing Equipment.
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9. DANGEROUS GOODS AND WEAPONS
9.0 TABLE OF CONTENT
9. DANGEROUS GOODS AND WEAPONS ................................................................................ 1
9.0 TABLE OF CONTENT .................................................................................................................. 1
9.1 INFORMATION, INSTRUCTIONS & GENERAL GUIDANCE ON TRANSPORT OF DANGEROUS
GOODS 2
9.1.1 Definition of Dangerous Goods ................................................................................................. 2
9.1.2 Applicability .............................................................................................................................. 2
9.1.2.1 General Dangerous Goods that do not require authorization for air transport ......................... 3
9.1.2.2 Medical Air for a Patient [CAT.GEN.MPA.200 (b)(1)] ................................................................. 5
9.1.2.3 Excess Baggage being sent as Cargo .......................................................................................... 5
9.1.3 Aircraft Spares .......................................................................................................................... 5
9.1.4 Provisions for Dangerous Goods Carried by Passengers & Crew [CAT.GEN.MPA.200(b)(2)] ...... 6
9.1.5 Provision of Information to Passengers ..................................................................................... 9
9.1.6 Classification of Dangerous Goods .......................................................................................... 10
9.1.6.1 General ................................................................................................................................... 10
9.1.6.2 The Main Classes..................................................................................................................... 10
9.1.7 Packing Groups ....................................................................................................................... 16
9.1.8 Acceptance of Dangerous Goods ............................................................................................ 16
9.1.8.1 Acceptance check ................................................................................................................... 16
9.1.8.2 Storage and loading ................................................................................................................ 17
9.1.8.3 COMAT Dangerous Goods acceptance checklist ..................................................................... 17
9.1.9 Procedures for Responding to Emergency Situations .............................................................. 20
9.1.9.1 On‐Ground emergency with Dangerous Goods ....................................................................... 20
9.1.9.2 Aircraft contamination. Handling of damaged packages ......................................................... 21
9.1.9.3 In‐flight Emergency with Dangerous Goods on Board ............................................................. 21
9.1.9.4 Information to the pilot in command: NOTOC ........................................................................ 23
9.1.10 Dangerous Goods Accident / Incident Reports (RAAC 175.625) .............................................. 24
9.1.10.1 External Reporting .................................................................................................................. 25
9.1.10.2 Internal Reporting ................................................................................................................... 27
9.1.11 Aircraft Contamination ........................................................................................................... 28
9.1.11.1 Removal of Contamination ..................................................................................................... 28
9.1.11.2 Radioactive Contamination ..................................................................................................... 28
9.1.12 Detailed Assignments of Responsibilities ................................................................................ 28
9.1.12.1 Key responsibilities assignment table...................................................................................... 28
9.1.12.2 Shipper’s responsibility ........................................................................................................... 30
9.1.13 Recognition of Undeclared / Hidden Dangerous Goods .......................................................... 30
9.1.13.1 “Hidden” Dangerous Goods .................................................................................................... 30
9.1.13.2 Identification of Dangerous Goods through X‐Ray Screening .................................................. 33
9.1.13.3 Safety Data Sheets .................................................................................................................. 34
9.1.13.4 Consumer Labelling (Overview) .............................................................................................. 34
9.1.13.5 GHS Labels .............................................................................................................................. 34
9.1.13.6 CHIP Labels ............................................................................................................................. 35
9.1.14 Training ................................................................................................................................... 38
9.1.14.1 Initial Training ......................................................................................................................... 38
9.1.14.2 Recurrent Training .................................................................................................................. 38
9.1.14.3 Training Records ..................................................................................................................... 38
9.2 CARRIAGE OF WEAPONS, MUNITIONS OF WAR AND SPORTING WEAPONS ............................ 39
9.2.1 Weapons and Munitions of War ............................................................................................. 39
9.2.2 Stowage of Munitions of War – Armed Police Officers ............................................................ 39
9.2.3 Notifying the Commander of Carriage of Munitions of War .................................................... 39
9.2.4 Carriage of Sporting Weapons When Inaccessible to Passengers During Flight ....................... 39
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9.1 INFORMATION, INSTRUCTIONS & GENERAL GUIDANCE ON TRANSPORT OF
DANGEROUS GOODS
General
This chapter contains information, instruction and general guidance on the transport of
dangerous goods. All transport of dangerous goods must be in accordance with ICAO TI, Part 7
and SPA.DG, Subpart G ‐ Transport of dangerous goods.
The following documents contains additional information and must be used in conjunction with
this manual:
• GOM (Manual de operaciones en tierra)
• IATA Dangerous Good Regulations (DGR).
The IATA DGR manual is based on ICAO Technical Instructions (TI). The ICAO regulations are
codified in Annex 18 to the Convention on International Civil Aviation and in its Technical
Instructions for the Safe Transport of Dangerous Goods by Air (Doc 9284‐AN/905 as amended)
(Technical Instructions).
The IATA Dangerous Goods Regulations (the Regulations) contain all of the requirements of
the Technical Instructions.
IATA has included additional requirements which are more restrictive than the Technical
Instructions and reflect industry standard practices or operational considerations. The
Technical Instructions will always be recognized as the sole authentic legal source material in
the transport of dangerous goods, even if IATA DGR is the practical standard used. From now
all references will be made to the IATA Dangerous Goods Regulations.
9.1.1 Definition of Dangerous Goods
Dangerous goods are articles or substances which are capable of posing a risk to health, safety,
property or the environment and which are shown in the list of dangerous goods in these (IATA)
Regulations or which are classified according to these (IATA) Regulations.
9.1.2 Applicability
IATA Dangerous Regulations are applicable for all transport of Dangerous Goods on Company
aircraft.
Note: The Company approvals for transporting dangerous goods are detailed on part A of
the Operational Specifications.
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9.1.2.1 General Dangerous Goods that do not require authorization for air transport
Aircraft Equipment
An approval is not required for dangerous goods which are required to be aboard the aircraft
such as:
a) items for airworthiness or operating reasons or for the health of passengers or crew, such
as batteries, fire extinguishers, first‐aid kits, insecticides, air fresheners, life rafts, escape
slides, life‐saving appliances, portable oxygen supplies, tritium signs, smoke hoods,
passenger service units;
b) aerosols, alcoholic beverages, perfumes, colognes, liquefied gas lighters and portable
electronic devices containing lithium metal or lithium ion cells or batteries provided that
the batteries meet the provisions applicable when carried by passengers and crew) carried
aboard an aircraft by the operator for use or sale on the aircraft during the flight or series
of flights, but excluding non‐refillable gas lighters and those lighters liable to leak when
exposed to reduced pressure; and
c) dry ice intended for use in food and beverage service aboard the aircraft and also a per
A9.1.2.3 below; and
d) electronic devices such as electronic flight bags, personal entertainment devices, credit
card readers, containing lithium metal or lithium ion cells or batteries and spare lithium
batteries for such devices carried aboard an aircraft by the operator for use on the aircraft
during the flight or series of flights, provided that the batteries meet the provisions
applicable to the carriage of portable electronic devices containing lithium or lithium ion
cells or batteries by passengers (see the entry for ‘consumer articles’ in the table produced
at 9.1.5). Spare lithium batteries must be individually protected so as to prevent short
circuits when not in use.
The approved Minimum Equipment List defines the types and quantities of aircraft equipment
items that are installed / fitted and may be carried as well as the minimum numbers of such
items that shall be carried. EFB installed batteries – see Part B‐AOM 2.19. No spares are carried.
EPOS batteries are described in section A9.1.2.5.2 below.
Note: Dangerous goods intended as replacements for those referred to in 9.1.3.1 a, b and c
above may not be carried without the approval referred to in 9.1.1 and unless
consigned and accepted for transport in accordance with the ICAO Technical
Instructions.
Consumer Goods
Aerosols, alcoholic beverages, perfumes, colognes, safety matches and liquefied gas lighters
and portable electronic devices containing lithium metal or lithium ion cells or batteries
provided that the batteries meet the provisions applicable (when carried by passengers or
crew) carried aboard an aircraft by the operator for use or sale on the aircraft during the flight,
or series of flights, but excluding non‐refillable gas lighters and those lighters liable to leak when
exposed to reduced pressure.
Carbon Dioxide, Solid (Dry Ice)
a) Carbon dioxide solid, (dry ice) for use in food and beverage service aboard the aircraft.
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b) The Company has approval for transporting UN 1845 Carbon Dioxide solid ( Dry Ice ) when
used as a refrigerant for cargo not regulated as Dangerous Goods, i.e. blood samples or
perishables . Dry Ice must not be loaded in the same cargo hold as Live Animals, and must
be segregated according to regulations specified on the NOTOC. A NOTOC shall always
follow the transport and must be delivered to cockpit prior to loading.
A maximum of 200 kg UN 1845 gross weight may be accepted pr. flight.
Reserved
Electronic Point‐of‐Sale (EPOS) Units and Spare Lithium Batteries
Electronic Point‐of‐Sale (EPOS) Units
Electronic Point of Sale (EPOS) units are carried on board in special insulated carrier bags. EPOS
units should be stored and housed in this bag at all times, when not in use. The spare batteries
for these units are lithium and therefore classed as dangerous goods and subject to the
following provisions.
Battery Stowage
The batteries (used or un‐used) should be separately packaged at all times so that they do not
come into contact with each other. The pouch which will carry all EPOS batteries contains six
individual pouches.
One side is marked “Charged Batteries” and houses three charged batteries (Image 1). Batteries
should remain in this bag until required for use. The other side is marked “Used Batteries” and
has space for three spent/used batteries (image 2).
Once removed from the EPOS unit the spent battery should immediately be stowed in the
individual pouch on the “Used Batteries” side.
Image 2 Image 1
Battery Ignition / Explosion
In the event of ignition and subsequent explosion of a Lithium Battery, due to overheating,
apply procedures for “Lithium Battery Fires”. [Detailed fire‐ fighting procedures Refer OM‐B‐
CCM‐B738 ‐ B3.5.11.9]
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9.1.2.2 Medical Air for a Patient [CAT.GEN.MPA.200 (b)(1)]
An approval is not required for dangerous goods which:
a) are placed on board an aircraft with the approval of the operator; or
b) form part of the permanent equipment of the aircraft when it has been adapted for
specialised use, to provide, during flight, medical aid for a patient, such as gas cylinders,
drugs, medicines, other medical material (e.g. sterilising wipes) and wet cell or lithium
batteries, providing:
i) the gas cylinders have been manufactured specifically for the purpose of containing
and transporting that particular gas;
ii) the drugs and medicines and other medical matter are under the control of trained
personnel during the time when they are in use;
iii) the equipment containing wet cell batteries is kept, and when necessary secured, in
an upright position to prevent spillage of the electrolyte; and
iv) proper provision is made to stow and secure all the equipment during take‐off and
landing and at all other times when deemed necessary by the commander in the
interests of safety.
These dangerous goods may also be carried on a flight made by the same aircraft to collect a
patient or after that patient has been delivered (e.g. training flights and positioning flights prior
to or after maintenance) when it is impracticable to load or unload the goods at the time of the
flight on which the patient is carried.
Note: The dangerous goods carried may differ from those identified above due to the needs of
the patient. These provisions apply both to dedicated air ambulances and to temporarily
modified aircraft.
9.1.2.3 Excess Baggage being sent as Cargo
An approval is not required for dangerous goods contained within items of excess baggage
being sent as cargo provided that:
a) the excess baggage has been consigned as cargo by or on behalf of a passenger;
b) the dangerous goods may only be those that are permitted by and in accordance with 9.1.5
to be carried in checked baggage; and
c) the excess baggage is marked with the words “Excess baggage consigned as cargo”.
With the aim of preventing dangerous goods, which a passenger is not permitted to have, from
being taken aboard an aircraft in excess baggage consigned as cargo, any organization or
enterprise accepting excess baggage consigned as cargo should seek confirmation from the
passenger, or a person acting on behalf of the passenger, that the excess baggage does not
contain dangerous goods that are not permitted and seek further confirmation about the
contents of any item where there are suspicions that it may contain dangerous goods that are
not permitted.
9.1.3 Aircraft Spares
Aircraft Spares (i.e. not installed in the aircraft) and classified as Dangerous Goods – shall be
shipped as Dangerous Goods.
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Unless otherwise authorized by the State of the operator, articles and substances intended as
replacements for those referred to in 9.1.2.1 Aircraft Equipment or articles and substances
referred to in 9.1.2.1 Aircraft Equipment which have been removed for replacement, must be
transported in accordance with the provisions of IATA DGR, except that when consigned by
operators, they may be carried in containers specially designed for their transport, provided
such containers are capable of meeting at least the requirements for the packaging specified in
IATA DGR for the items packed in the containers.
Unless otherwise authorized by the State of the operator, articles and substances intended as
replacements for consumer goods or dry ice must be transported in accordance with the
provisions of IATA DGR.
9.1.4 Provisions for Dangerous Goods Carried by Passengers & Crew
[CAT.GEN.MPA.200(b)(2)]
Dangerous goods must not be carried by passengers or crew or in checked or carry‐on baggage
except as otherwise provided for in the following table. When items are “Permitted on one’s
person” this means that the Dangerous Goods may be carried in a pocket of clothing that is
being worn.
If the item of clothing e.g. coat is to be stowed in the overhead locker, then Dangerous Goods
item(s) must remain with the passenger.
Reference table: IATA DGR Table 2.3.A see next page.
Intentionally left blank
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9.1.5 Provision of Information to Passengers
Operators must inform passengers about dangerous goods that passengers are forbidden to
transport aboard an aircraft. The notification system must ensure that where the ticket
purchase and/or boarding pass issuance can be completed by a passenger without the
involvement of another person, the system must include an acknowledgement by the
passenger that they have been presented with the information. The information must be
provided to passengers:
a) at the point of ticket purchase or, if this is not practical, made available in another manner
to passengers prior to boarding pass issuance; and
b) at boarding pass issuance, or when no boarding pass is issued, prior to boarding the
aircraft.
The information may be provided in text or pictorial form, electronically, or verbally, as
described in the operator’s manuals.
An operator or the operator’s handling agent and the airport operator must ensure that
information on the types of dangerous goods which they are forbidden for transport aboard an
aircraft is communicated effectively to passengers. This information must be presented at each
place at an airport where tickets are issued, boarding passes are issued, passenger bags are
dropped off and aircraft boarding areas are maintained, and any other location where
passengers are issued boarding cards and/or checked baggage is accepted. This information
must include visual examples of Dangerous Goods forbidden for transport aboard an aircraft.
The required information shall be:
(a) Prominently displayed in sufficient number at each of the places at an airport in:
locations where tickets are issued;
locations where passengers are checked in, or perform self‐check‐in;
locations where passengers board aircraft;
locations where passengers reclaim baggage; and
(b) clearly displayed at any other location where passengers are checked‐in and/or boarding
passes are issued.
(c) In any cargo acceptance area
The Company, shall have information on those dangerous goods which may be carried by
passengers made available prior to the boarding pass issuance process on the Company website
or other sources of information.
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9.1.6 Classification of Dangerous Goods
This section presents an approach to the classification of dangerous goods. For full information,
consult the IATA “Dangerous Goods Regulations” last edition and the ICAO Document
“Technical Instructions for the Safe Transport of Dangerous Goods by Air” (Doc 9284).
9.1.6.1 General
Articles and substances meeting the dangerous goods classification criteria are assigned a ‘UN
Number’ under the United Nations classification system. This consists a four‐digit number
preceded by the capital letters ‘UN’. Packages of dangerous goods must be marked with the
UN Number(s) applicable to their contents.
Packages containing dangerous goods can also be identified by labels indicating the hazard of
the goods by their class or division or by the presence of certain handling labels/markings.
Note 1: As no approval for the transport of dangerous goods is held, dangerous goods bearing
any UN Number, hazard label; the radioactive material, excepted package handling mark; the
lithium battery handling mark; the environmentally hazardous substances marking; or the
excepted or limited quantities mark must not be loaded on an aircraft (except as identified in
9.1.2).
Note 2: When dangerous goods marks or labels are seen on items not declared as dangerous
goods it is often an indication that they do contain such goods. Undeclared dangerous goods
must not be loaded on an aircraft and reporting procedures must be implemented (see
9.1.11.2)
9.1.6.2 The Main Classes
Class 1—Explosives (has 6 subdivisions ‐ RXS only is allowable)
Division 1.4 S is the only Explosives Sub‐division allowed on passenger aircraft
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Class 2—Gases (has 3 sub divisions RFG; RNG & RCL)
Division 2.3 Toxic Gas (RPG) is totally FORBIDDEN
FLAMMABLE GAS NON‐FLAMMABLE GAS TOXIC GAS
(Division 2.1) (Division 2.2) (Division 2.3)
Class 3—Flammable Liquids (no sub divisions RFL)
Class 4—Flammable Solids (SUBSTANCE LIABLE TO SPONTANEOUS
COMBUSTION; SUBSTANCE WHICH, IN CONTACT WITH WATER, EMIT
FLAMMABLE GASES)
Substance Substance which,
Liable to on contact
Flammable Spontaneous with water, emits
Solid Combustion flammable gas
(Division
(Division 4.2) (Division 4.3)
4.1)
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Class 5—Oxidizing Substances and Organic Peroxides
(has 2 sub divisions ROX & ROP)
Oxidizing Substance Organic Peroxide (Flame ‐ black or white)
(Division 5.1) (Division 5.2)
5.2
Class 6—Toxic& Infectious Substances
(has 2 sub divisions RPB & RIS )
Toxic Substances Infectious Substances
(Division 6.1) (Division 6.2)
The bottom part of the label
should bear the inscription: ‐
“INFECTIOUS SUBSTANCE –
In case of damage or leakage
immediately notify public
health authority”
lass 7—Radioactive Material
(special separation rules applies due to radiation, Cat II & III)
Category I Category II Category III
Critical safety
index label Radioactive Material, Excepted Package
This package contains radioactive material, excepted package and
is in all respects in compliance with the applicable international and
national governmental regulations.
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Class 8—Corrosives RCM (no sub divisions)
Class 9— Miscellaneous RMD (no sub divisions)
Class 9 label for Section 1A and 1B Lithium Battery
shipments.
Handling Labels
Packages of Dangerous Goods may also bear labels providing handling information; these are:
Magnetized Material Cargo Aircraft Only
Cryogenic Liquid label Package Orientation Keep Away from Heat
CONTAINS
CRYOGENIC LIQUID
(Red or Black)
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LITHIUM BATTERIES MARK
Application of the Lithium Battery Mark to
a consignment of Lithium Batteries (of any
type) indicates that the Shipper has
determined specific requirements have
been met. Such consignments do not need
to be accompanied by a dangerous goods
transport document (Shipper’s
Declaration) and no acceptance check is
required. Consignments bearing the
Lithium Battery mark Must be
accompanied with a document such as an
air waybill with:
an indication that the package contains
lithium metal cells or batteries;
an indication that the package must be
Note: The Lithium Battery handling label handled with care and that a
contained in the 2015‐2016 Edition of the ICAO flammability hazard exists if the
Technical Instructions (below) may continue to package is damaged;
be used until 31 December 2018
an indication that special procedures
should be followed in the event the
package is damaged, to include
inspection and repacking if necessary;
a telephone number for additional
information; and
when an air waybill is issued the
applicable Packing Instruction must
be stated together with the words ‘not
restricted’; and ‘lithium ion batteries’
or ‘lithium metal batteries’ as
applicable.
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EXCEPTED QUANTITIES MARK
Packages containing excepted quantities of dangerous goods can be identified from the
following:
Hatching and symbols of the same colour, black or red,
on a white or suitable background.
* Place for Class No. or when assigned, the Division No.
** Place for Name of Shipper or Consignee, if not
shown elsewhere on the package.
Limited Quantities Mark
Packages containing limited quantities of dangerous goods can be identified from the
following:
Many dangerous goods when in reasonably limited
quantities present a reduced hazard during transport
and can safely be carried in good quality packagings
that have not been tested and marked as is required
for UN Specification packagings required for larger
quantities of dangerous goods. Packages containing
limited quantities of dangerous goods must be marked
with a diamond shaped mark. When presented for
carriage by air, the mark must additionally include a “Y”
which indicates compliance with the provisions of the
ICAO Technical Instructions, some of which are more
stringent than those of the UN Model Regulations and
of other modes of transport.
NOTE: The mark depicted here but without the ‘Y’
indicates that the package contains dangerous goods
in limited quantities as permitted by surface transport
regulations (ADR/IMDG) which may not be acceptable
for air transport. A package so marked and offered for
transport in the absence of a dangerous goods
transport document must be reported to the
appropriate authority where the goods are discovered
as a discovery of undeclared dangerous goods (the CAA
if discovered within the UK).
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Environmentally Hazardous Substances Marking
Packages containing environmentally hazardous
substances (UN Nos. 3077 and 3082) must be durably
marked with the environmentally hazardous
substance mark with the exception of single
packagings and combination packagings containing
inner packagings with contents of 5 L or less for liquids;
or contents of 5 kg or less for solids. ALL packages
containing environmentally hazardous substances
must bear a Class 9 hazard label.
9.1.7 Packing Groups
This section presents an approach to packing groups. For full information, consult the IATA
“Dangerous Goods Regulations” last edition and the ICAO Document “Technical Instructions for
the Safe Transport of Dangerous Goods by Air” (Doc 9284).
Dangerous goods are assigned to the relevant packing group according to the degree of hazard
they present:
Packing Group I—high danger
Packing Group II—medium danger
Packing Group III—low danger
9.1.8 Acceptance of Dangerous Goods
A package or overpack containing dangerous goods, an air cargo container with radioactive
material, or a unit loading device containing the dangerous goods shall not be accepted, unless:
a) be accompanied by two copies of the corresponding dangerous goods transport
document; or
b) the information applicable to the shipment is provided in electronic format; or
c) when allowed, be accompanied by alternative documentation.
When a document of transport of dangerous goods is provided in accordance with a), one of
the copies must accompany the shipment to the final destination point and NAA will keep a
copy on ground in a place that can be accessed at a time reasonable; The document must be
kept in this place until the goods reach their final destination and can then be stored elsewhere.
When the information applicable to the shipment is submitted electronically, NAA will always
have access to the information during transport to the final destination. It should be possible
to transfer the data without delay to a printed document.
9.1.8.1 Acceptance check
Before accepting a shipment containing Dangerous Goods, it must be confirmed that:
a) All documentation is correct and complete.
b) The quantity of dangerous goods stated on the dangerous goods transport document is
within the limits per package on a passenger or cargo aircraft as appropriate;
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c) The marking of the package, overpack or freight container accords with the details stated
on the accompanying dangerous goods transport document and are clearly visible;
d) Where required, the letter in the packaging specification marking designating the packing
group for which the design type has been successfully tested is appropriate for the
dangerous goods contained within. This does not apply to overpacks where the
specification marking is not visible;
e) Proper shipping names, UN numbers, labels, and special handling instructions appearing on
the interior package(s) are clearly visible or reproduced on the outside of an overpack;
f) The labelling of the package, overpack or freight container is as required;
g) The outer packaging of a package is of the type stated on the accompanying dangerous
goods transport document and is permitted by the applicable packing instruction;
h) The package or overpack does not contain different dangerous goods which require
segregation from each other according to Table 9.3A of the IATA Manual on Dangerous
Goods.
i) The package, overpack, freight container or unit load device is not leaking and there is no
indication that its integrity has been compromised.
The person who performed the verification and acceptance must be identified.
9.1.8.2 Storage and loading
Dangerous goods must not be carried in an aircraft cabin occupied by passengers or on the
flight deck of an aircraft, except as permitted by the regulation (Provisions for Dangerous Goods
Carried by Passengers or Crew Table 2.3.A and radioactive material excepted packages)
For handling and loading of Dangerous Goods refer to the IATA Dangerous Goods Regulations
Manual, last revision.
For loading and securing of Dangerous Goods refer to the IATA Dangerous Goods Regulations
Manual, last revision.
Dangerous goods may be carried in a main deck cargo compartment of a passenger aircraft
according to the regulation. Dangerous goods bearing the “Cargo aircraft only” (CAO) label
must not be carried on a passenger aircraft.
Packages containing dangerous goods which might react dangerously one with another must
not be stowed on an aircraft next to each other or in a position that would allow interaction
between them in the event of leakage. As a minimum, the segregation scheme shown in Table
9.3.A must be followed in order to maintain acceptable segregation between packages
containing dangerous goods having different hazards. The scheme applies irrespective of
whether the hazard is the primary or subsidiary risk.
IATA Dangerous Goods Regulations Manual procedures must be followed.
9.1.8.3 COMAT Dangerous Goods acceptance checklist
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9.1.9 Procedures for Responding to Emergency Situations
9.1.9.1 On‐Ground emergency with Dangerous Goods
In case of Dangerous Goods leakage that represents an imminent danger, for example, when
the leakage affects or may affect people (cough, nausea, burning, etc.), the aircraft (reaction
with surfaces), the environment (possible fire, gas emission, pollution, etc.), leakage greater
than 3 meters of diameter or of side, or 5 m2 of surface, or leaks or damages in Radioactive or
Infectious packages:
• NOTIFY: Contact the Airport Fire Department and ask for assistance.
• ISOLATE: Keep people away from the affected area.
• EVALUE: Gather the cargo documentation, NOTOC, etc.
• ACT: In coordination with Airport Firefighters, verify that all personnel and
passengers are in a safe area, if necessary, evacuate the aircraft. Submit NOTOC
and / or all available information to the Airport Firefighters and company
personnel that will attend the emergency.
• REPORT: Make the corresponding report.
In the other cases:
• ISOLATE: Keep people away from the affected area.
• EVALUE: Try to identify the substance, obtain the appropriate information,
NOTOC, details of the leakage and other nearby cargo using the corresponding
documentation or other available method, establish the magnitude of the
problem.
• ACT: Request the appropriate help, contact the Swissport Ramp Coordinator and,
if necessary, the Airport Firefighters having all the information at hand. It will be
up to them to carry out the cleaning, neutralization, final disposal and first aid
procedures that are required, if assistance is not available, apply the Emergency
Response procedures.
• REPORT: Make the corresponding report
General aspects to consider:
• All leakage of undetermined origin must be treated as Dangerous Goods;
• It is considered a “Safe Zone” one that is not affected by the leakage or the
procedures to be carried out;
• Interaction with leaked substances should be avoided;
• Information that should be given about the substance should include as possible:
NOTOC, identification of the substance, characteristics of the package such as
size, approximate weight, position, presence of smoke, fumes, reaction with the
environment (surfaces or other loads), effects on personnel and any other
relevant information;
• The control of the situation must be carried out by the Airport Firefighters' staff
or by the Ramp Coordinator with personnel specifically trained for this task;
• If you had contact with the substance, immediately wash the affected part with
plenty of water and take off clothing that has been contaminated. If symptoms
occur such as: persistent cough, shortness of breath, inflammation of the mucous
membranes, etc. seek medical help immediately.
• Do not eat food if you have had any contact with the substance.
• Isolate the people who have been affected by the leakage and lead them medical
assistance;
• In order allow the aircraft to continue its flight, Maintenance must certify its
condition, in the same way it must be verified that the Flight and / or Cabin Crew
was not affected by the leakage and any legal requirements that local authorities
might require;
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• These recommendations cannot cover all possible scenarios, so each situation
requires an individual analysis and use of the criteria to apply the relevant actions
to reduce the effects;
9.1.9.2 Aircraft contamination. Handling of damaged packages
(this text complements chapter 9.1.12 of this manual)
The ramp coordinator and Intercargo personnel loading the aircraft should ensure that it is not
loaded on board any aircraft, or of any unit loading device, a package or overpack containing
dangerous goods unless it has been inspected immediately before boarding it and determined
that there are no signs of leaks or breakdowns.
No unitized cargo device must be stowed on board any aircraft unless it has been properly
inspected and it has been determined that there are no indications of leaks or breakdowns in
the dangerous goods contained therein.
When unloading packages or overpacks containing dangerous goods from the aircraft or unit
loading device, they must be inspected for signs of breakdowns or leaks. If so, inspect the place
on board where the dangerous goods or the unit load device were stowed to check for damage
or contamination, and if this constitutes a danger, this place will be subject to decontamination.
9.1.9.3 In‐flight Emergency with Dangerous Goods on Board
(AMC1 SPA.DG.105(b)) & (IATA DGR 9.5.1.1.1)
If an in‐flight emergency occurs, the Pilot in Command must, as soon as the situation permits,
inform the appropriate air traffic services unit, for the information of the airport authorities, of
any dangerous goods carried as cargo on board the aircraft. Wherever possible, this
information should include the proper shipping name, and/or UN/ID number, the class/division
and identified subsidiary risks, the quantity and location on board the aircraft or a telephone
number where a copy of the information to the Pilot in Command can be obtained.
Emergency Response Guidance Drill Code ICAO Doc. 9481‐AN / 928.
The following shows an example of the ”pink page” in the red book, located in the airplane. The
Drill No. Corresponds to the class of dangerous goods on board. Drill No.1 belongs to Class 1
Explosives. Drill No. 2 belongs to GAS etc. The drill letter must always be adhered to.
Emergency Response Guidance Drill Code (See next page).
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9.1.9.4 Information to the pilot in command: NOTOC
The NOTOC is as a requirement to notify the Flight Crews about the cargo they carry when it is
considered Dangerous Goods in order to properly deal with potential emergency situations that
might occur during the flight, as well as to inform firefighting services when required. According
with international and national regulations this requirement is a legal obligation for Operators.
All transport of Dangerous Goods such, including COMAT containing Dangerous Goods, must
have the corresponding NOTOC.
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The NOTOC will be filled out by Swissport personnel responsible for shipping the material using
the Shipper Declaration, the List of Dangerous Goods of the IATA Manual and ICAO Doc 9481
AN / 928.
At least two (2) copies must be made, one for the pilot in command and one for the boarding
station, other copies may be required according to the specific case.
NOTOC Verification
When the flight crew receives the final NOTOC of the flight, you must verify:
• That the information is completed in the corresponding fields;
• That it is correctly signed.
Note: The foregoing does not limit the crew to carry out any check they deem relevant.
9.1.10 Dangerous Goods Accident / Incident Reports (RAAC 175.625)
Definitions:
Dangerous goods accident:
An occurrence associated with and related to the transport of dangerous goods by air which
results in fatal or serious injury to a person or major property or environmental damage.
Dangerous goods incident:
An occurrence other than a dangerous goods accident associated with and related to the
transport of dangerous goods by air, not necessarily occurring on board an aircraft, which
results in injury to a person, property or environmental damage, fire, breakage, spillage,
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leakage of fluid or radiation or other evidence that the integrity of the packaging has not been
maintained.
9.1.10.1 External Reporting
All dangerous goods accidents and incidents must be reported to ANAC by the Form PENSO.
An operator must report dangerous goods accidents and incidents to the appropriate
authorities of the State of the Operator and the State in which the accident or incident occurred
in accordance with the reporting requirements of those appropriate authorities.
Note.— This includes incidents involving dangerous goods that are not subject to all or part of
the ICAO Technical Instructions through the application of an exception or of a special
provision (e.g. an incident involving the short circuiting of a dry cell battery that is
required to meet short‐circuit prevention conditions in a special provision of 3;3).
An operator must report any occasion when undeclared or misdeclared dangerous goods are
discovered in cargo or mail. Such a report must be made to the appropriate authorities of the
State of the Operator and the State in which this occurred.
The Authorities shall always be informed of any Dangerous Goods Incident regardless of where
it occurred.
An operator must report any occasion when dangerous goods that are not permitted are
discovered by the operator (or the operator is advised by the entity that discovers the
Dangerous Goods) either in the baggage or on the person of passengers (after check‐in) or crew
members. Such a report must be made to the appropriate authority of the State in which this
occurred.
Information required to be reported can be retrieved from the “Shippers Declaration of
Dangerous Goods” and from the NOTOC and OM‐A Section 11. A copy shall be kept at the
departure station.
The written report must reach the Authority within 72 hours. Initial reports may be sent by any
means, including e‐mail, telephone or fax which must be followed by a formal written report.
Notifications in Europe ‐ ORO.GEN.160
In addition to the requirements of the ICAO Technical Instructions for the reporting of
dangerous goods occurrences (above), ORO.GEN.160 requires that any incident which
endangers or which, if not corrected, would endanger an aircraft, its occupants or any other
person is reported to CAA Safety Data. Dangerous goods occurrences reportable under the
Mandatory Occurrence Reporting Scheme include:
Failure to prepare electric wheelchairs in order to prevent accidental activation.
Electric wheelchairs found not to have been stowed and secured correctly.
Leak or spill of dangerous goods from passenger baggage or undeclared Dangerous
Goods..
Dangerous goods occurrences meeting the criteria of ORO.GEN.160 also meet the definition of
a dangerous goods accident or incident, reportable in accordance with CAT.GEN.MPA.200(e).
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Accordingly, the report must be made to CAA Safety Data within 72 hours, unless exceptional
circumstances prevent this.
Dangerous goods occurrences MEETING the criteria of ORO.GEN.160
Shall be reported to the Authority, by the Company, utilising
CAA Form SRG 1601 (or similar).
Dangerous goods accident or incident NOT MEETING the criteria of ORO.GEN.160
Shall be reported to the CAA Dangerous Goods Office within 72 hours, unless exceptional
circumstances prevent this.
If necessary, a subsequent report shall be made as soon as possible giving all the details that
were not known at the time the first report was sent. If a report has been made verbally,
written confirmation shall be sent as soon as possible. Any type of accident or incident must
be reported irrespective of whether the dangerous goods are in cargo, mail, stores, passengers’
baggage or crew baggage.
Dangerous goods occurrences not meeting the criteria of ORO.GEN.160 shall be reported
to the Authority, by the Company, utilising
CAA Form SRG 2808 may be used to report a dangerous goods occurrence involving cargo or
unaccompanied baggage.
CAA Form SRG 2809 may be used to report a dangerous goods occurrence involving a
passenger/crew member or their baggage.
The Initial report and any subsequent report shall be as precise as possible and contain such of
the following data that are relevant:
Date of the incident or accident or the finding of undeclared or misdeclared Dangerous
Goods;
Location, the flight number and flight date;
Description of the goods;
Air waybill nr. pouch, baggage tag, ticket, etc.;
Proper shipping name (including Technical Name if appropriate);
UN/ID number, when known;
Class or division and any subsidiary risk;
Type of packaging, and the packaging specification marking on it.
Quantity of Dangerous goods;
Name and address of the shipper, passenger, etc;
Any other relevant details;
Suspected cause of the incident or accident;
Action taken;
Any other reporting action taken; and
Name, title, address and telephone number of the person making the report.
Copies of relevant documents and any photographs taken should be attached to a report.
If necessary, a subsequent report must be made as soon as possible whatever additional
information has been established.
NOTE: IF SAFE TO DO SO, THE DANGEROUS GOODS INVOLVED IN THE ACCIDENT OR INCIDENT
SHOULD BE HELD PENDING CAA INVESTIGATION.
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9.1.10.2 Internal Reporting
Dangerous goods incidents and accidents: shall always be reported into the SafetyNet
reporting system.
Any breach of the Dangerous Goods Regulations: shall always be reported into the
SafetyNet reporting system.
Specifically, the following must be reported:
1. Any dangerous goods accidents or incidents;
2. The discovery of undeclared or mis‐declared dangerous goods in cargo or mail; or
3. The finding of dangerous goods carried by passengers or crew members, or in their
baggage, when not in accordance with Provisions for Passengers and Crew detailed above
at OM‐A 9.1.4
Incidents relating to Dangerous Goods carried in the a/c hold:
All relevant information contained on the NOTOC will be included in the SafetyNet report
Incidents relating to Dangerous Goods carried in the a/c cabin:
The following information must be obtained from the passenger and included in the
SafetyNet report:
1. Description of the goods, including quantity and packaging.
2. Name of passenger, address and seat number.
3. Description of occurrence, including relevant details
Guidance on reporting via the SafetyNet system can be found in OM‐A Section 11. Proper
investigation and safety actions will be handled from there.
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9.1.11 Aircraft Contamination
The ramp coordinator and Intercargo personnel loading the aircraft should ensure that it is not
loaded on board any aircraft, or of any unit loading device, a package or overpack containing
dangerous goods unless it has been inspected immediately before boarding it and determined
that there are no signs of leaks or breakdowns.
No unitized cargo device must be stowed on board any aircraft unless it has been properly
inspected and it has been determined that there are no indications of leaks or breakdowns in
the dangerous goods contained therein.
When unloading packages or overpacks containing dangerous goods from the aircraft or unit
loading device, they must be inspected for signs of breakdowns or leaks. If so, inspect the place
on board where the dangerous goods or the unit load device were stowed to check for damage
or contamination, and if this constitutes a danger, this place will be subject to decontamination.
9.1.11.1 Removal of Contamination
In the event of a spillage or leakage of undeclared dangerous goods within an aircraft, the
position where the dangerous goods or unit load device was stowed on the aircraft must be
inspected for damage or contamination and any hazardous contamination removed. Persons
responding in the event of damage to or leakage of dangerous goods from packages must:
• identify the hazards and wear appropriate protective clothing;
• avoid handling the package or keep handling to a minimum;
• inspect adjacent packages for contamination and put aside any that may have been
contaminated;
• arrange for decontamination of the aircraft and equipment; and
• in the case of infectious material, inform the appropriate public health authority or
veterinary authority, and provide information to any other countries of transit where
persons may have been exposed to danger; and notify the shipper and/or the
consignee.
9.1.11.2 Radioactive Contamination
If it is evident that a package containing radioactive material is damaged or leaking, or if it is
suspected that the package may have leaked or been damaged, access to the package must be
restricted and a qualified person must, as soon as possible, assess the extent of contamination
and the resultant radiation level of the package.
The scope of the assessment must include the package, the aircraft, the adjacent loading and
unloading areas and, if necessary, all other material which has been carried in the aircraft.
When necessary, additional steps for the protection of persons, property and the environment
must be taken in accordance with provisions established by the relevant competent authority,
to overcome and minimise the consequences of such leakage or damage.
9.1.12 Detailed Assignments of Responsibilities
9.1.12.1 Key responsibilities assignment table
The table below details the assignment of Key Responsibilities associated with the objective of
ensuring that Dangerous Goods are not transported aboard NAA aircraft (except as per the
provisions detailed at Section 9.14 above).
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Cargo Department/ Cargo Ensuring procedures are implemented to ensure dangerous goods as cargo are
Sales Agents not carried.
Recognition of undeclared dangerous goods.
Ensuring that notices, giving information about the transport of dangerous
goods, are displayed in sufficient number and prominence at cargo acceptance
points.
Persons receiving or Recognition of undeclared dangerous goods.
handling general cargo, Dealing with dangerous goods that are found damaged or leaking during
mail and stores processing for transport.
If there is a dangerous goods incident or accident, or if undeclared dangerous
goods are detected, a report is made to the appropriate Authority (see 9.1.11).
Reservations Ensuring that information is provided with the passenger ticket or in another
manner such that prior to or during the check‐in process the passenger
receives the information.
Considering passenger requests for approval of the operator for items of
dangerous goods requiring such approval.
Persons handling Ensuring that the provisions concerning passengers and dangerous goods are
passengers complied with.
Ensuring that notices are displayed in sufficient number and prominence at
each of the places at an airport where tickets are issued, passengers checked
in and aircraft boarding areas maintained, and at any other location where
passengers are checked in.
With the aim of preventing dangerous goods which passengers are not
permitted to have from being taken on board an aircraft in their baggage,
seeking confirmation from a passenger about the contents of any item where
there are suspicions that it may contain dangerous goods.
Ensuring that the discovery of prohibited dangerous goods (after a passenger
has checked in) is reported to the appropriate Authority (see 9.1.11).
Cabin Crew Ensuring that the provisions concerning passengers and dangerous goods are
complied with.
Responding to a dangerous goods incident or accident in the cabin.
Ensuring that a dangerous goods incident or accident in the cabin, or the
discovery of prohibited dangerous goods (after a passenger has boarded), is
reported to the appropriate Authority (see 9.1.11).
Operations Personnel If there is a dangerous goods incident or accident, or if undeclared dangerous
goods are detected, a report is made to the appropriate Authority (see 9.1.11).
Trainers Provision of initial and recurrent dangerous goods training commensurate with
the responsibilities of the personnel concerned.
Compliance Monitoring Ensuring that activities are monitored for compliance with dangerous goods
Manager, Auditors and requirements and that these activities are carried out properly under the
Safety Manager supervision of the relevant head of functional area.
Ensuring the initiation and follow‐up of internal occurrence / accident
investigations.
At stations where the services of a Handling Agent are utilized, the Handling Agent’s staff shall
have access to the NUK Ground Handling Manual, and Key Responsibilities will be discharged
by the Handling Agent but oversight of the performance of the Handling Agent shall remain the
responsibility of NUK Ground Operations Department.
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9.1.12.2 Shipper’s responsibility
General requirements
Before a person offers any package or overpack of dangerous goods for transport by air that
person must ensure that:
a) the articles or substances are not prohibited for transport by air;
b) the goods are properly classified, marked and labelled and otherwise in a condition for
transport as required by these procedures and the mentioned documents;
c) the dangerous goods are packaged in compliance with all the applicable air transport
requirements including:
— inner packaging and the maximum quantity per package limits;
— appropriate types of packaging according to the packing instructions;
— other applicable requirements indicated in the packing instructions including:
— single packagings may be forbidden;
— only inner and outer packagings indicated in the packing instructions are
permitted;
— inner packaging may need to be packed in intermediate packagings; and
— certain dangerous goods must be transported in packagings meeting a higher
performance level.
— appropriate closure procedures for inner and outer packagings;
— the compatibility requirements such as those in the particular packing requirements of the
packing instructions, these procedures and the mentioned documents;
— the absorbent material requirements in 4;1.1.10.1 and in the packing instructions when
applicable; and
— the pressure differential requirement for gases.
d) the dangerous goods transport document has been properly executed and the declaration
signed;
e) the overpack does not contain packages of dangerous goods which require segregation
according to Table 9.3.A
f) when overpack is used the packages must be tied inside it;
g) the dangerous goods are not included in any freight container/unit load device. Before a
package or overpack is reused, all inappropriate dangerous goods labels and markings are
removed or completely obliterated; and
i) each package contained within an overpack is properly packed, marked, labelled and is free
of any indication that its integrity has been compromised and in all respects is properly
prepared as required in these Instructions. The “overpack” marking described in 2.4.10 is an
indication of compliance with this requirement. The intended function of each package must
not be impaired by the overpack
j) packages or overpacks containing dangerous goods are presented to the operator separately
from the cargo that is not subject to these instructions.
9.1.13 Recognition of Undeclared / Hidden Dangerous Goods
9.1.13.1 “Hidden” Dangerous Goods
Personnel must be alert to indications that undeclared dangerous goods are present within
cargo, mail or stores. Personnel interfacing with passengers must be alert to indications that
prohibited dangerous goods are carried by passengers or within their baggage.
NOTE: THE DISCOVERY OF UNDECLARED OR MIS‐ DECLARED DANGEROUS GOODS OR THE
DISCOVERY OF DANGEROUS GOODS FORBIDDEN FOR CARRIAGE BY PASSENGERS
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(DISCOVERED AFTER THE CHECK‐IN PROCESS) MUST BE REPORTED TO THE CAA – SEE
11.10.2.
The following is a list of general descriptions that are often used for items in cargo or in
passengers’ baggage and the types of dangerous goods that may be included in any item
bearing that description.
Aircraft on ground (AOG) spares — may contain explosives (flares or other pyrotechnics),
chemical oxygen generators, unserviceable tyre assemblies, cylinders of compressed gas
(oxygen, carbon dioxide or fire extinguishers), fuel in equipment, wet or lithium batteries,
matches
Automobile parts/supplies (car, motor, motorcycle) — may include engines (including fuel cell
engines), carburettors or fuel tanks that contain or have contained fuel, wet or lithium
batteries, compressed gases in tyre inflation devices and fire extinguishers, air bags, flammable
adhesives, paints, sealants and solvents, etc.
Battery‐powered devices/equipment — may contain wet or lithium batteries.
Breathing apparatus — may indicate cylinders of compressed air or oxygen, chemical oxygen
generators or refrigerated liquefied oxygen.
Camping equipment — may contain flammable gases (butane, propane, etc.), flammable liquids
(kerosene, gasoline, etc.) or flammable solids (hexamine, matches, etc.).
Cars, car parts — see automobile parts, etc.
Chemicals — may contain items meeting any of the criteria for dangerous goods, particularly
flammable liquids, flammable solids, oxidisers, organic peroxides, toxic or corrosive substances.
Consolidated consignments (groupages) — may contain any of the defined classes of dangerous
goods.
Cryogenic (liquid) — indicates refrigerated liquefied gases such as argon, helium, neon,
nitrogen, etc.
Cylinders — may contain compressed or liquefied gas.
Dental apparatus — may contain flammable resins or solvents, compressed or liquefied gas,
mercury and radioactive material.
Diagnostic specimens — may contain infectious substances.
Diving equipment — may contain cylinders of compressed gas (e.g. air or oxygen). May also
contain high intensity diving lamps that can generate extreme heat when operated in air. In
order to be carried safely, the bulb or battery should be disconnected.
Drilling and mining equipment — may contain explosive(s) and/or other dangerous goods.
Dry shipper (vapour shipper) — may contain free liquid nitrogen. Dry shippers are only not
subject to these Instructions when they do not permit the release of any free liquid nitrogen
irrespective of the orientation of the packaging.
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Electrical/electronic equipment — may contain magnetised materials, mercury in switch gear,
electron tubes, wet or lithium batteries or fuel cells or fuel cell cartridges that contain or have
contained fuel.
Electrically‐powered apparatus (wheelchairs, lawn mowers, golf carts, etc.) — may contain wet
or lithium batteries or fuel cells or fuel cell cartridges that contain or have contained fuel.
Expeditionary equipment — may contain explosives (flares), flammable liquids (gasoline),
flammable gas (camping gas) or other dangerous goods.
Film crew and media equipment — may contain explosive pyrotechnic devices, generators
incorporating internal combustion engines, wet or lithium batteries, fuel, heat‐producing
items, etc.
Frozen embryos — may be packed in refrigerated liquefied gas or dry ice (solid carbon dioxide).
Frozen fruit, vegetables, etc. — may be packed in dry ice.
Fuel control units — may contain flammable liquids.
Hot‐air balloon — may contain cylinders with flammable gas, fire extinguishers, engines
(internal combustion), batteries, etc.
Household goods — may contain items meeting any of the criteria for dangerous goods.
Examples include flammable liquids such as solvent‐ based paint, adhesives, polishes, aerosols
(for passengers, those not permitted under ICAO Technical Instructions 8;1.1.2), bleach,
corrosive oven or drain cleaners, ammunition, matches, etc.
Instruments — may conceal barometers, manometers, mercury switches, rectifier tubes,
thermometers, etc. containing mercury.
Laboratory/testing equipment — may contain items meeting any of the criteria for dangerous
goods, particularly flammable liquids, flammable solids, oxidisers, organic peroxides, toxic or
corrosive substances, lithium batteries, cylinders of compressed gas, etc.
Machinery parts — may contain flammable adhesives, paints, sealants and solvents, wet and
lithium batteries, mercury, cylinders of compressed or liquefied gas, etc.
Magnets and other items of similar material — may individually or cumulatively meet the
definition of magnetised material.
Medical supplies/equipment — may contain items meeting any of the criteria for dangerous
goods, particularly flammable liquids, flammable solids, oxidisers, organic peroxides, toxic or
corrosive substances, lithium batteries.
Metal construction material — may contain ferro‐magnetic material which may be subject to
special stowage requirements due to the possibility of affecting aircraft instruments.
Metal fencing — may contain ferro‐magnetic material which may be subject to special stowage
requirements due to the possibility of affecting aircraft instruments.
Metal piping — may contain ferro‐magnetic material which may be subject to special stowage
requirements due to the possibility of affecting aircraft instruments.
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Pharmaceuticals — may contain items meeting any of the criteria for dangerous goods,
particularly radioactive material flammable liquids, flammable solids, oxidisers, organic
peroxides, toxic or corrosive substances.
Photographic supplies/equipment — may contain items meeting any of the criteria for
dangerous goods, particularly heat‐producing devices, flammable liquids, flammable solids,
oxidisers, organic peroxides, toxic or corrosive substances, lithium batteries.
Racing car or motorcycle team equipment — may contain engines (including fuel cell engines),
carburettors or fuel tanks that contain fuel or residual fuel, wet and lithium batteries,
flammable aerosols, nitromethane or other gasoline additives, cylinders of compressed gases,
etc.
Refrigerators — may contain liquefied gases or an ammonia solution.
Repair kits — may contain organic peroxides and flammable adhesives, solvent‐based paints,
resins, etc.
Samples for testing — may contain items meeting any of the criteria for dangerous goods,
particularly infectious substances, flammable liquids, flammable solids, oxidisers, organic
peroxides, toxic or corrosive substances.
Semen — may be packed with dry ice or refrigerated liquefied gas (see also dry shipper).
Sporting goods/sports team equipment — may contain cylinders of compressed or liquefied gas
(air, carbon dioxide, etc.), lithium batteries, propane torches, first aid kits, flammable adhesives,
aerosols, etc.
Swimming pool chemicals — may contain oxidising or corrosive substances.
Switches in electrical equipment or instruments — may contain mercury.
Tool boxes — may contain explosives (power rivets), compressed gases or aerosols, flammable
gases (butane cylinders or torches), flammable adhesives or paints, corrosive liquids, lithium
batteries, etc.
Torches — micro torches and utility lighters may contain flammable gas and be equipped with
an electronic starter. Larger torches may consist of a torch head (often with a self‐igniting
switch) attached to a container or cylinder of flammable gas.
Unaccompanied passengers’ baggage/personal effects — may contain items meeting any of
the criteria for dangerous goods not permitted for carriage by passengers and crew.
Note: Excess baggage carried as cargo may contain certain dangerous goods (see 9.1.3.4).
Vaccines — may be packed in dry ice.
9.1.13.2 Identification of Dangerous Goods through X‐Ray Screening
Persons conducting security screening of cargo should be alert to the presence of dangerous
goods within packages that are not marked and labelled as dangerous goods and/or not
accompanied by a Shipper’s Declaration. In particular, items such as aerosols, ammunition, gas
cylinders (camping gas, cylinders attached to life‐jackets, etc.), cigarette lighters and wet acid
batteries can be readily identified from x‐ ray images. Information provided on an air waybill or
marked on a package often indicates that a consignment contains no dangerous goods. In the
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absence of such annotation by the shipper, should suspicions be raised by the size and shape
of the contents of a package, consideration should be given to opening and hand‐searching the
consignment to verify that no undeclared dangerous goods are present.
9.1.13.3 Safety Data Sheets
REACH (Registration, Evaluation, Authorisation & restriction of CHemicals) is a European Union
regulation controlling chemicals in Europe. REACH requires for many substances and mixtures,
a Safety Data Sheet (SDS) to be provided either before or at the time of first delivery. Section
14 of the EU format SDS provides basic classification information, i.e. UN number, proper
shipping name, Class/Division and Packing Group.
9.1.13.4 Consumer Labelling (Overview)
Some everyday household items bear consumer warning labels which may or may not indicate
they are classified as dangerous goods in air transport. All over the world there are different
laws on how to identify the hazardous properties of chemicals (called ‘classification’) and how
information about these hazards is then passed to users (through consumer supply labels and
safety data sheets for workers). This can be confusing because the same chemical can have
different hazard
descriptions in different countries. For example, a chemical could be
labelled for supply as ‘toxic’ in one country, but not in another. For this reason, the UN brought
together experts from different countries to create the Globally Harmonized System of
Classification and Labelling of Chemicals (GHS).
Within Europe the Regulation on Classification, Labelling and Packaging of Substances and
Mixtures (known as the CLP Regulation) provides a transitional period to allow a gradual
migration to the GHS regime. The Regulation already applies to the classification of substances
and will apply to mixtures from 1 June 2015. In the meantime, suppliers in the UK may continue
to label goods according to the Chemicals (Hazard Information and Packaging for Supply)
Regulations (CHIP). However, they may as an alternative choose to classify, label and package
mixtures according to CLP. There are, therefore, two systems of consumer supply labelling that
may indicate the presence of dangerous goods
9.1.13.5 GHS Labels
Products bearing the following GHS labels ARE classified as dangerous goods:
Note: A product bearing the GHS corrosive label (depicted far right above) is NOT classified as
dangerous goods if the signal word ‘Danger’ and hazard statement ‘causes serious eye damage’
applies.
Products bearing the following GHS labels (and none of the above) are NOT classified as
dangerous goods:
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9.1.13.6 CHIP Labels
CHIP labels are represented below, together with indications of how goods bearing such labels
may be classified for transport purposes. In the event that CHIP labels and associated risk
phrases cause suspicion that a particular consignment contains undeclared dangerous goods,
it will be necessary to refer to the Safety Data Sheet applicable to the product (see information
above).
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Physiochemical
Symbol Abbreviation Hazard Description of hazard Transport classification
E explosive Chemicals that All substances and preparations
explode. classified in Class 1. Organic
peroxides of Division 5.2 which
require an "EXPLOSIVE" subsidiary
risk label.
O oxidising Chemicals that All substances and preparations
react classified in Division 5.1. All organic
exothermically with peroxides of Division 5.2 other than
other chemicals. those which require an "EXPLOSIVE"
subsidiary risk label.
F+ extremely Chemicals that Gases of Division 2.1 and Division
flammable have an extremely 2.3 gases with a subsidiary risk of
low flash point and Division 2.1. All substances and
boiling point, and preparations classified in Class 3
gases that catch fire Packing Group I.
in contact with air.
F highly Chemicals that may Most substances and preparations
flammable catch fire in contact classified as Class 3 Packing Group II.
with air, only need Some solids classified in Division
brief contact with 4.1. All substances and preparations
an ignition source, classified in Division 4.2. All
have a very low substances and preparations
flash point or classified as Division 4.3.
evolve highly
flammable gases in
contact with water.
None None flammable Substances and Some substances and preparations
preparations with a classified as Class 3 Packing Group II
flashpoint equal to and most substances and
or greater than preparations classified in Class 3
21°C and less than Packing Group III.
or equal to 55°C.
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Health
Symbol Abbreviation Hazard Description of hazard Transport classification
T+ very toxic Chemicals that at very Substances and preparations classified
low levels cause damage in Division 6.1 Packing Group I, and
to health. some substances and preparations
classified in Division 6.1 Packing Group
II.
T toxic Chemicals that at low Substances and preparations classified
levels cause damage to in Division 6.1 Packing Group II other
health. than those classified above, and some
substances and preparations classified
in Division 6.1 Packing Group III.
Carc Cat 1 category 1 Chemicals that may Substances and preparations may be
carcinogens cause cancer or increase classified in any Class or Division of
Carc Cat 2 category 2 its incidence. Classes 1 to 9 (though normally in
carcinogens Division 6.1) but may, however, be not
subject to the Technical Instructions
Carc Cat 3 category 3 and may not need to be declared as
carcinogens dangerous goods.
Muta Cat 1 category 1 Chemicals that induce
mutagens heritable genetic defects
Muta Cat 2 category 2 or increase their
mutagens incidence.
Muta Cat 3 category 3
mutagens
Repr Cat 1 category 1 Chemicals that produce
reproductive or increase the
toxins incidence of birth
defects, which may be
severe, and/or an
impairment in
Repr Cat 2 category 2
reproductive functions
reproductive
or capacity.
toxins
Repr Cat 3 category 3
reproductive
toxins
Xn harmful Chemicals that may Substances and preparations classified
cause damage to health. in Division 6.1 Packing Group III other
than those classified above, and some
substances and preparations which
are not subject to the Technical
Instructions.
C corrosive Chemicals that may The vast majority of substances and
destroy living tissue on preparations which are classified as
contact. Class 8.
Xi irritant Chemicals that may Some organic peroxides of Division
cause inflammation to 5.2. Otherwise, substances and
the skin or other mucous preparations are not subject to the
membranes. Technical Instructions.
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Environmental
Symbol Abbreviation Hazard Description of Transport classification
hazard
N dangerous Chemicals that Substances designated as
for the may present an severe marine
environment immediate or pollutants(a), marine
delayed danger pollutants(b), and aquatic
to one or more pollutants(c). Substances
components of and preparations may be
the classified in any Class or
environment.
Division of Classes 1 to 8,
and UN 3077 and UN 3082
in Class 9.
Notes:
a) Substances and preparations designated as "severe marine pollutant" in the
International Maritime Dangerous Goods Code.
b) Substances and preparations designated as "marine pollutant" in the International
Maritime Dangerous Goods Code.
c) Substances and preparations designated as aquatic pollutants in ADR.
d) The above table does not apply to substances and preparations of Division 6.2 and
Class 7 which are not subject to the CHIP Regulations.
e) CHIP labels for mixtures will be replaced by the Globally Harmonized System (GHS) of
labelling on 1 June 2015. Information on CHIP should be removed after 1 June 2017
once transitional arrangements cease to apply.
9.1.14 Training
9.1.14.1 Initial Training
Flight Crew, Cabin Crew and Ground Staff who may come into contact with Dangerous Goods
during the performance of their duties shall receive general familiarization training.
Syllabus of items to be covered are given in OM‐D.
9.1.14.2 Recurrent Training
All personnel must as long as they have a job function that may involve contact with dangerous
goods receive recurrent training in intervals detailed on OM‐D
Syllabus of items to be covered are given in OM‐D.
9.1.14.3 Training Records
All training shall be recorded and should be available to the Authorities on request. The record
must contain the following: Training, subjects given, date and duration of the course.
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9.2 CARRIAGE OF WEAPONS, MUNITIONS OF WAR AND SPORTING WEAPONS
9.2.1 Weapons and Munitions of War
Transport of weapons of war and munitions of war by air is not allowed unless an approval to
do so has been granted by all states concerned. Weapons and munitions of war shall be stowed
in a place inaccessible to the passengers during flight, and firearms shall be unloaded, unless a
dispensation has been granted from all states concerned to disregard these requirements.
Norwegian Air Argentina (NAA) does NOT hold a CAA Approval for the Transportation of
Weapons and / or Munitions of War.
9.2.2 Stowage of Munitions of War – Armed Police Officers
Police personnel aboard aircraft cannot carry weapons. Their weapons must be kept in an
inaccessible place during the flight as well as ammunition, provided that their quantity is not
considered dangerous goods.
9.2.3 Notifying the Commander of Carriage of Munitions of War
Reserved
9.2.4 Carriage of Sporting Weapons When Inaccessible to Passengers During Flight
Sporting Weapons and ammunition for such weapons may be carried, without an approval from
the Authority, provided that they are stowed in a place which is inaccessible to passengers
during flight, and in the case of firearms, unloaded, and made inoperable e.g. firing pin
removed.
No firearms or other weapons shall be brought into the cabin.
NOTE:
Ammunition for Sporting Weapons is subject to dangerous goods regulations and may be
carried in or as passenger’s checked baggage subject to the provisions and requirements
detailed in section 9.1.4.
NOTE:
There is no internationally agreed definition of sporting weapons. In general, they may be any
weapon which is not a weapon of war or munitions of war.
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Sporting weapons include hunting knives, bows and other similar articles. An antique weapon,
which at one time may have been a weapon of war or munitions of war, such as a musket, may
now be regarded as a sporting weapon.
A firearm is any gun, rifle or pistol which fires a projectile. In the absence of a specific definition,
and in order to provide some guidance to operators, the following firearms are generally
regarded as being sporting weapons:
a) Those designed for shooting game, birds and other animals;
b) Those used for target shooting, clay‐pigeon shooting and competition shooting,
providing the weapons are not those on standard issue to military forces;
c) Airguns, dart guns, starting pistols, etc.
A firearm, which is not a weapon of war or munitions of war, should be treated as a sporting
weapon for the purposes of its carriage on an aeroplane.
The passenger and Norwegian Air UK (or it’s agent) must observe all regulations applicable to
the export, import and transit of weapons and ammunition, applicable in the country of
departure, transit and destination.
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10. SECURITY
TABLE OF CONTENTS
10. SECURITY ............................................................................................................................1
10.0 INTRODUCTION ............................................................................................................................3
10.0.1 Air Carrier Security Programme ...................................................................................................3
10.0.2 TSA Model Security Programme ..................................................................................................3
10.0.3 Norwegian Air Argentina – Director of Security & ER. .................................................................3
10.0.4 Company Security Instruction ......................................................................................................3
10.1 AIRPORT SECURITY .......................................................................................................................3
10.1.1 Community Identification Cards and Airport ID Cards.................................................................3
10.1.2 Control of Offices, Stores, and other facilities .............................................................................5
10.2 DEMARKATED AREAS OF AIRPORTS .............................................................................................5
10.2.1 Access Control ..............................................................................................................................5
10.2.2 Surveillance of public areas .........................................................................................................5
10.2.3 Screening of Staff, Items Carried and Vehicles ............................................................................5
10.2.4 Physical Security and Patrols .......................................................................................................5
10.3 AIRCRAFT SECURITY .....................................................................................................................6
10.3.1 Flight Deck Door Requirements ...................................................................................................6
10.3.2 Flight Deck Access Control ...........................................................................................................6
10.3.3 Aircraft Security Check / Search...................................................................................................6
10.3.4 Reporting the Discovery of a Prohibited Article. .........................................................................9
10.3.5 Protection of the Aircraft .............................................................................................................9
10.3.6 Night Stops .................................................................................................................................10
10.3.7 Standard Sealing of Aircraft .......................................................................................................10
10.3.8 Extended Sealing of Aircraft.......................................................................................................10
10.3.9 Seals that are tampered with or broken ....................................................................................11
10.3.10 Rules for Access to the Aircraft - Guests ....................................................................................11
10.3.11 Rules for Access to the Aircraft - Authorities .............................................................................11
10.3.12 Aircraft – Non Critical Part .........................................................................................................11
10.3.13 Armed Bodyguards ....................................................................................................................13
10.3.14 Armed bodyguards: Notification of transport. ..........................................................................13
10.3.15 Armed Bodyguards – Seating Regulation...................................................................................13
10.3.16 Armed Bodyguards – Notification of Transport .........................................................................13
10.4 PASSENGERS & CABIN BAGGAGE ...............................................................................................13
10.4.1 Ground Handling ........................................................................................................................13
10.4.2 Offloaded Passengers ................................................................................................................13
10.4.3 Potentially Disruptive Passengers ..............................................................................................13
10.4.3.3 Norwegian Air Argentina’s policy ..........................................................................................14
10.4.4 Policy regarding Unruly and Disruptive Passengers ...................................................................15
10.4.5 Prohibited Articles .....................................................................................................................15
10.5 HOLD BAGGAGE .........................................................................................................................17
10.5.1 Responsibility .............................................................................................................................17
10.5.2 Protection of Hold Baggage. ......................................................................................................17
10.5.3 Screening of Hold Baggage ........................................................................................................17
10.5.4 Accompanied Hold Baggage ......................................................................................................17
10.5.5 Unaccompanied .........................................................................................................................17
10.5.6 Transfer Baggage .......................................................................................................................18
10.5.7 Crew Baggage.............................................................................................................................18
10.5.8 Articles Not Accepted as Hold Baggage .....................................................................................18
10.5.9 Gate No Shows ...........................................................................................................................19
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10.5.10 Procedures for Passenger and Baggage Reconcilliation ............................................................19
10.5.11 When to Perform a Baggage Identification Check .....................................................................19
10.5.12 Requirements for Baggage Identification Check ........................................................................19
10.5.13 Action by The Commander ........................................................................................................19
10.5.14 Identification of Crew Baggage ..................................................................................................19
10.6 CARGO & MAIL ...........................................................................................................................20
10.6.1 Dangerous Goods .......................................................................................................................20
10.7 AIR CARRIER MAIL & AIR CARRIER MATERIALS ..........................................................................20
10.8 INFLIGHT SUPPLIES.....................................................................................................................20
10.8.1 Security Controls ........................................................................................................................20
10.9 INFLIGHT SECURITY MEASURES .................................................................................................20
10.9.1 CMDR and crew .........................................................................................................................20
10.9.2 The Commander’s Authority ......................................................................................................21
10.9.3 The Commander’s use of Force .................................................................................................21
10.9.4 Perpetration of Criminal Offenses aboard an Aircraft ...............................................................21
10.9.5 Reporting and Legal Action Policy..............................................................................................22
10.9.6 Flight Deck Door .........................................................................................................................22
10.9.7 Access to the Flight Deck ...........................................................................................................22
10.9.8 Flight Deck Entry and Exit Procedures .......................................................................................23
10.10 STAFF RECRUITMENT & TRAINING.............................................................................................23
10.10.1 Recruitment ...............................................................................................................................23
10.10.2 Training ......................................................................................................................................23
10.11 SECURITY EQUIPMENT ...............................................................................................................23
10.12 QUALITY ASSURANCE .................................................................................................................24
10.13 INCIDENT REPORTING ................................................................................................................24
10.13.1 Incident Reporting .....................................................................................................................24
10.13.2 Air Carrier Security Incident Reporting ......................................................................................24
10.13.3 Internal Reporting ......................................................................................................................24
10.13.4 External Reporting .....................................................................................................................26
10.13.5 Reports to the Authorities (CAA and Police), .............................................................................26
10.13.6 Illumination of the Aircraft by Bright Lights or Lasers ...............................................................26
10.14 CONTIGENCY PLANNING ............................................................................................................27
10.14.1 Bomb Warning ...........................................................................................................................27
10.14.2 Bomb Search ..............................................................................................................................27
10.14.3 Hijacking .....................................................................................................................................27
10.14.4 Security Search Form .................................................................................................................31
10.15 LOCAL PROCEDURES ..................................................................................................................32
10.15.1 United States of America ...........................................................................................................32
10.15.2 Aircraft Security .........................................................................................................................34
10.15.3 Security Search Procedures .......................................................................................................34
10.15.4 Captain’s Announcement...........................................................................................................36
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INTRODUCTION
Standard 3.3.3 of Annex 17, 7th edition (as amended) to the Chicago Convention (ICAO) state
that each operator shall establish implement and maintain an Air Carrier Security Programme.
The Police Authority will head all actions against threats and unlawful interference towards air
transport. Therefore, the Police Authority must immediately be informed, should such a
situation occur.
The Police Authority can, together with the Airport Operator, when circumstances dictate and
with immediate effect, impose more stringent security measures without consulting the CAA.
The CAA shall however be notified without delay.
Air Carrier Security Programme
Norwegian maintains a documented Air Carrier Security Programme (ACSP).
TSA Model Security Programme
The Airline has also implemented the TSA Model Security Program in all operations to and from
the United States. Some Third Countries have security measures differing from the common
basic standards. These are also implemented.
The principles of the applicable regulations and of Norwegian’s accepted security programmes
are reflected in this chapter A10.
Norwegian Air Argentina – Director of Security & ER.
Norwegian has appointed a person responsible for the implementation of the National Aviation
Security Program (NASP) and the National Aviation Security Training Program. The Company’s
Head of Security reports directly to the Accountable Manager who is also to the Company’s
Chief Executive Officer.
Company Security Instruction
All employees shall adhere to the rules laid down by the Authorities and the Company. They
shall do their utmost to enforce the security of aircraft, passengers, load and properties in the
Company. They shall also be aware of any suspicious activity and behaviour, and not hesitate
to report it, either to the airport authorities or to the CMDR, whichever is relevant.
AIRPORT SECURITY
Community Identification Cards and Airport ID Cards
All crewmembers and other staff with assigned duties airside shall wear visible identity cards
issued by Norwegian and/or badges issued by the airport authority.
The Community Crew Identification Cards (CCIC) for Norwegian’s crew members are issued by
the company’s Security and Emergency Response Department.
A crew identification card of a crewmember employed by Norwegian Air Argentina shall
display:
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1. The name and photograph of the holder.
2. The Norwegian corporate logo.
3. The title “Crew”.
4. The expiry date, which will not exceed 5 years from the date of issue.
All staff requiring access to airside will have to complete the approved Norwegian Air
Argentina’s Security Training before their ID cards can be issued. ID cards will only be issued to
persons with an operational need for these cards and who have successfully completed a
background check (see 11.1 -Recruitment - for details). When renewing a CCIC a new
background check will be performed.
When the employment has been terminated, the identity card/badge will be returned to the
issuer, i.e. NAA Security and Emergency Response Department and/or the local airport.
Cardholders must sign a written statement to document acceptance of the responsibility to
return the ID card (Appendix 1):
1) At termination of employment.
2) Upon expiry of the card.
3) Upon withdrawal of the card.
4) Upon requested.
5) Upon change of the need to have access to areas for which authorisation has been
given.
Loss, theft or failure to return an identification card shall immediately be notified to the issuing
entity by the cardholder. Norwegian’s Security and Emergency Response Department will
immediately disable the Community Crew Identification Cards (CCIC), when such cards are
returned, expired, withdrawn or when the department receives notification of loss, theft or
failure to return card.
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The Norwegian Air Argentina Security and Emergency Response Department will keep track of
returned ID cards and security badges.
Control of Offices, Stores, and other facilities
Outside office hours, all entrance to the Company’s premises shall be locked, unless Company
personnel are present in the area. All Company personnel shall, at their employment, sign for
their acceptance of Company keys and/or an Identification Card and deliver back the keys/ID
card when leaving the Company.
DEMARKATED AREAS OF AIRPORTS
Airside/Landside Boundaries/ Security Restricted Areas Boundaries shall be established
between landside and airside areas at each airport to facilitate access control and Security
Restricted Areas shall be established at each airport.
Access Control
Access to security restricted areas and other airside areas shall be controlled at all times.
All staff requiring access to Security Restricted areas shall receive regular security training and
be subject to a background check before issuance and re-issuance of Airport Identification
Cards. The ID-card shall carry the name and photograph of the bearer and be worn at a visible
place.
Vehicles that need to be used airside shall remain airside to the extent practicable. Vehicles
required to move between landside and airside areas, shall be issued with a pass specific to the
vehicle and placed at an easily visible place. Other vehicles requiring airside access shall be
admitted only after having been inspected and issued with a temporary pass. Vehicles on
emergency missions may be exempted.
Surveillance of public areas
Surveillance shall be maintained over all terminal areas and other areas close to the aircraft
movement area that are accessible to the public. These areas shall be patrolled and be under
surveillance by security staff when open to the public. Arrangements shall be made to ensure
closing of such areas at a short notice in the event of an increased threat level.
Screening of Staff, Items Carried and Vehicles
All staff, including flight crew, and all items carried, shall be screened before being allowed
access to a Security Restricted area.
Vehicles and supplies being conveyed airside or to other security restricted areas shall be
inspected on a random basis.
Physical Security and Patrols
Aprons and other parking areas shall be adequately illuminated, and, in particular, the lighting
provided shall illuminate vulnerable areas of the airport.
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Technical and maintenance areas, airport-based installations such as power supplies, electrical
sub-stations, navigational facilities, fuel and communication facilities, control towers and other
buildings used by the air traffic control services, shall be protected by fencing, guards and
patrols. Special precautions shall be taken against attempts to sabotage fuel and
communications facilities.
The perimeter fence and adjacent areas to security restricted areas, other airside areas outside
this fence, including those in the immediate vicinity of the runway threshold and taxiways, shall
be surveyed by patrols, closed circuit television or other monitoring measures.
Access to airside and security restricted areas via airport tenant offices, maintenance hangars,
cargo facilities and other service and facility buildings shall be kept to a minimum.
Arrangements shall be made for Aircraft parked in demarcated areas of airports to which
alternative security measures apply. They will be separated from aircraft to which the common
basic standards apply in full, in order to ensure that security standards applied to aircraft,
passengers, baggage, cargo and mail of the latter are not compromised.
AIRCRAFT SECURITY
Flight Deck Door Requirements
All Norwegian Air Argentina aircraft will be equipped with an approved flight deck door that is
capable of being locked and unlocked from each pilot’s station and designed to meet the
national and international requirements.
Flight Deck Access Control
The flight deck door will be closed prior to engine start for takeoff and will be locked when
required, according to Flight Operations Manual procedures.
The door shall remain locked throughout the flight, except when deemed necessary for
authorised persons to enter or leave, as decided by the Commander, and according to Flight
Operations Manual procedures.
A flight crew member shall not be left alone in the flight deck at any stage after the flight deck
door has been closed prior to engine start as per Flight Operations Manual procedures.
Aircraft Security Check / Search
When to Perform an Aircraft Security Check
An aircraft security check will be performed before departure from a UK Airport, unless the
requirement/s for a Security ‘Search’ is required.
How to Perform an Aircraft Security Check
An aircraft security check must be carried out by means of a hand search. However a visual
search may be used as an alternative method for the examination of those areas that are empty
for example an overhead bin.
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1. Overhead bins.
2. Cupboards and storage compartments, including crew storage areas.
3. Toilet compartments.
4. Galley areas,
5. Seat pockets.
6. Areas under seats.
7. Area below armrest tray
8. Flight deck, if left unattended.
9. Crew rest area (if applicable)
10. 10% of Life Vest seals (On US flights: all life vests’ seals). Any life vest package or holder
that appears to have been tampered with must be removed from the aircraft and replaced.
11. When a visible check indicates that there may be prohibited articles behind a closed tray
(e.g. bulges in the seat back or a poorly fitting tray which may indicate that something has
been hidden) a physical inspection of that tray is necessary.
When to Perform an Aircraft Security Search
Aircraft will be subjected to an aircraft security search immediately before or immediately after
being taken into a security-restricted area for a flight. Aircraft may be searched other than
immediately before being taken into a security-restricted area but will be secured or guarded
from the commencement of the search until departure.
If searched after entry into a security-restricted area, it will be secured or guarded from the
commencement of the search until departure. The Senior Cabin Crew Member (SCCM) and/or
person delegated by them will be responsible for securing the aircraft.
An aircraft shall at all times be subject to an aircraft security search whenever there is reason
to believe that unauthorised persons may have had access to it.
If in any doubt as to whether or not its aircraft is in a critical part, the CMDR shall seek
confirmation from the Air Traffic Control.
When confirmation is not available, it will be assumed that the aircraft is in a part other than a
critical part.
An aircraft, if continuously kept within the perimeters of the critical security-restricted area
during turn-around or transit stops, may be exempted from an aircraft Security Search.
However, an aircraft shall at all times be subjected to an aircraft Security Search whenever
there is reason to believe that unauthorised persons may have had access to it.
Areas that have been subject to a Security Search may not be entered by non-security related
staff (catering, cleaning and others). Sterility will be maintained throughout the boarding and
pre-departure process by a crew member on duty.
Representatives from the CAA of the State, the Police or Customs and Border Control may enter
an aircraft at Critical Security Restricted Area (CSRA). When specific occasions or needs occur,
Norwegian Air UK’s Security and Emergency Response Department may give access to other
security-screened personnel in cooperation with local authorities and the airport operator.
Personnel other than active crewmembers may perform an aircraft security search. Such
personnel must have documented authorisation from the CAA or Airport Operator. The
documentation must state relevant security competence, knowledge of the specific security
requirements and the specific type of aircraft. Norwegian Air UK must ensure that the
personnel are made fully aware of the company's security procedures.
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Third Countries
An aircraft arriving into a critical part from a third country (states outside EU/EEA) shall be
subjected to an aircraft security search immediately after passenger disembarkation and/or the
unloading of the hold. An aircraft arriving from EU/EEA where it was in transit after having
arrived from a “Third Country”, will be considered as an aircraft arriving from a “Third Country”.
When a security search s required, it shall be performed by the inbound crew and if the inbound
crew are leaving the aircraft, a record INFO shall be written into the ATL stating that a security
search has been performed. Once the Security Search has been completed, and if the inbound
crew are leaving thee aircraft, the aircraft must be made secure by the inbound crew who shall
take the following actions:
For aircraft parked outside the Critical Security Restricted Area:
When the aircraft is parked outside the CRSA, the CMDR (or crewmember assigned by the
CMDR) shall ensure that all aircraft doors are closed and at least one of the following measures
is performed:
a) Access aids, stairs, air bridge etc. removed from the aircraft; or
b) All aircraft doors sealed; or
c) All aircraft doors locked;
d) Ensure that aircraft doors are being security monitored.
For aircraft parked within the Critical Security Restricted Area:
When the aircraft is parked within the CSRA, external doors that are not accessible from the
ground will be considered to be secure if access aids have been removed and placed sufficiently
far from the aircraft as to reasonably prevent access. When the aircraft is parked outside the CRSA,
the CMDR (or crewmember assigned by the CMDR) shall ensure that:
1. Access aids, stairs, air bridge etc. removed from the aircraft
How to Perform an Aircraft Security Search
An aircraft Security Search must be carried out by means of a hand search. However, a visual
search may be used as an alternative method for the examination of those areas that are empty
for example an overhead bin.
A Security Search is carried out to ensure that no prohibited articles are concealed on the
aircraft and for the purpose of detecting foreign objects left behind or equipment interfered
with or substituted.
The security search will be performed after all servicing of the cabin is completed and before
passenger embarkation. However, the search may be performed in presence of service
providers, provided that they and their items carried have been screened according to the
regulation and are under supervision of the crew.
An aircraft security search shall consist of an examination of the following areas by hand, when
they are accessible without the use of tools, keys, stairs or other aids, and without breaking
seals:
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1. Overhead bins.
2. Cupboards and storage compartments, including crew storage areas.
3. Toilet compartments.
4. Galley areas.
5. Seat pockets.
6. Areas under seats, between seats and between the seat and the wall.
7. Flight deck, if left unattended.
8. Crew rest area (if applicable)
9. Aircraft hold.
10. Items contained within the hold.
11. Aircraft service panels and service hatches.
12. Wheel wells.
13. 10% of Life Vest seals (US flights: all life vests seals). Any life vest package or holder that
appears to have been tampered with must be removed from the aircraft and replaced.
14. All tray tables need to be dropped to allow inspection
In order to keep the aircraft sterile after the security search has been performed, the cabin
crew shall ensure that the aircraft entrances are guarded until start of boarding. The Senior
Cabin Crew Member.
Reporting the Discovery of a Prohibited Article.
All suspicious foreign objects found on board, including items found in the galley or toilet area
will be reported immediately to the Commander of the aircraft who will in turn report it to the
local airport security authority for a proper assessment. A record will be kept for 24 hours or
the duration of the flight, whichever is longer. The document will be kept at the departure
station. The record will be produced to document if a security search has been completed or
not and also give information concerning:
1. Flight number.
2. Destination.
3. Origin of the previous flight.
4. An indication whether or not an aircraft security search was completed.
Where an aircraft security search was performed, the information shall also include:
1. Date and time that the aircraft security search was completed.
2. The name and signature of the person responsible for the performance of the aircraft
security search.
Protection of the Aircraft
Each aircraft in service will be placed under surveillance sufficient to detect unauthorised
access. Local regulations may be in force and will be adhered to.
Regardless of where an aircraft is parked at an airport, it will be protected against unauthorised
access by:
• Ensuring that persons seeking to gain unauthorised access are promptly challenged; or
• Having its external doors closed.
Where the aircraft is in a critical part, external doors that are not accessible from the ground
will be considered secure if access aids have been removed and placed sufficiently far from the
aircraft as to reasonably prevent access.
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When an aircraft is parked at a critical part, sufficient protection is achieved when external
doors are locked.
When external doors are locked, only persons with operational needs will be able to unlock
these doors.
Where external doors are monitored, the monitoring shall ensure that unauthorised access to
the aircraft is immediately detected.
The protection of aircraft is the responsibility of either active crew or the local station manager
servicing Norwegian Air UK. For practical reasons the responsibility may be given to the local
airport operator.
These measures shall not apply to an aircraft parked in a hangar that is locked or otherwise
protected from unauthorised access.
Aircraft shall, whenever possible, be parked away from perimeter fences or other easily
penetrable barriers and in well-illuminated areas.
Night Stops
During night stops at all stations, the following procedures must be complied with:
Local station personnel according to Norwegian Air UK’s standard security seal procedure
must seal all aircraft, except those parked in hangars. Exemptions from the sealing procedure
are only allowed if the aircraft is parked in a critical part or equivalent.
• All aircraft stairs will be retracted and ladders, air bridges etc. will be withdrawn.
• During darkness the aircraft should be parked in a well-illuminated area.
Standard Sealing of Aircraft
Standard sealing of aircraft within Norwegian Air UK is the sealing of aircraft cabin doors.
When doors are sealed, the seals will be tamper-evident, individually numbered and controlled.
Seal numbers will be recorded and kept at the station by NAA’s handling agent for 24 hours or
the duration of the flight, whichever is longer. Prior to accessing the aircraft, the seals and seal
numbers will be inspected for signs of tampering. If tampering is detected or suspected, the
relevant parts of the aircraft will be subjected to an aircraft security search before boarding or
loading. Where external doors are sealed, and the aircraft is then moved into a critical part,
these requirements shall also apply in the critical part.
Extended Sealing of Aircraft
Extended sealing of aircraft is a Special Security Arrangement that may be ordered by
Norwegian Air Argentina’s Security and Emergency Response Department, the Commander or
local authorities.
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Seals that are tampered with or broken
If the seals have been tampered with, or if there are other evident indications of intrusion into
the area, the aircraft will be searched before it is released for operation. Sample seals can be
seen on page below.
Rules for Access to the Aircraft - Guests
Permission shall always be obtained from the local Norwegian Air UK station management and
the local authorities. Visitors’ badges will be requested from the Airport Authority. Guest must
be escorted at all times by an authorised person.
Rules for Access to the Aircraft - Authorities
The CAA and “CAA facilitated inspectors” are permitted to inspect the aircraft whenever
required. TSA, EU and ICAO inspectors will be given access to aircraft for inspection. If the
Commander is on board the aircraft, they should present themselves to him/her and explain
the purpose of their inspection.
Aircraft – Non Critical Part
Aircraft parked in a part other than a Critical Part, require doors to be closed and at least one
of the following:
a) Access aids, stairs air bridges etc. to be removed,
b) Doors to be sealed,
c) Doors to be locked,
d) Doors to be monitored.
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Sample Seals
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Armed Bodyguards
Firearms and ammunitions shall be carried in the hold of the aircraft. The transportation of
firearms in the passenger cabin is not permitted.
Armed bodyguards: Notification of transport.
Reserved
Armed Bodyguards – Seating Regulation
Reserved
Armed Bodyguards – Notification of Transport
Reserved
PASSENGERS & CABIN BAGGAGE
Ground Handling
Handling of Passengers and Cabin Baggage on the ground is detailed in the NAA Ground
Operations Manual (GOM).
Offloaded Passengers
When a passenger is off loaded before take-off and after boarding Cabin Crew shall conduct a
security check of the cabin area three rows forward and aft of where the offloaded passenger
was seated.
Potentially Disruptive Passengers
Definitions
A potentially disruptive passenger is defined as either:
• a deportee (a passenger who has entered a country, who is in custody of the authorities,
and who is proclaimed undesired by authorities); or
• an inadmissible person for immigration reasons. The term “Deportee” also refers to a
person in the custody of the authorities, e.g. a prisoner or a person being returned to a
detention centre.
Transport of potentially disruptive passengers
Potentially Disruptive Passengers (i.e. deportees, inadmissible persons or persons in custody),
shall board the aircraft before other passengers when they are escorted. The competent
authority shall always escort persons in custody.
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Norwegian Air Argentina’s policy.
Acceptance of deportees on Norwegian Air Argentina flights is based on the following rules
drawn up by the airline in co-operation with the Police authorities:
1) Norwegian Air Argentina always reserves the right to refuse carriage of deportees.
2) The Commander will be notified, and a meeting will be arranged with the escort and
Commander before embarkation.
3) Norwegian Air UK will under no circumstances absorb the cost of transportation and
escort services of deportees.
4) The Police authorities are obliged to comply with the conditions here shown.
5) Inadmissible persons will be transported if identified by immigration officials.
Notification of Deportee
Procedures in accordance with local national legislation shall apply. A written risk assessment
will be undertaken by the competent authority and provided to the air carrier.
Refusal of Carriage
If the local Police authorities are unwilling to comply with the policy specified above, carriage
of deportee will be refused. Any subsequent order to Norwegian Air UK by the Police authorities
to carry deportee will be handled by the Station Manager.
Seating Restrictions
A deportee will not be seated at the emergency exits. The deportee and escort will be seated
together. Seating at a window is best practice for potentially disruptive passengers.
Reserved.
When Escorts must be provided
Escort must always be provided if a deportee:
1. Is deemed to be a security/safety risk.
2. May cause discomfort to other passengers due to his/her behaviour or conduct.
3. Has committed unprovoked violence or other dangerous criminal acts.
4. Is objecting to his/her deportation.
5. Is wanted by the Police in his/her country or in another state or is assumed to be arrested
upon arrival at the destination.
6. Needs guarding at intermediate or transfer stations or is considered a hazard to
him/herself and/or to other people, due to mental state or drug dependence.
7. Is the subject of Extradition and is due to be handed over to the Police authorities at the
arriving country.
8. The deportee is under the age of 12 (Unaccompanied Minor).
Number of Escorted Deportees
No restriction as to the number of escorted deportees (DEPA) is applicable.
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Escort and DEPA appearance and behavior.
The following rules apply for the deportees and escorts:
1. The escort shall wear civilian clothes.
2. The escort shall not carry firearms and weapons in the cabin.
3. The escort must have a good command of English.
4. The escort shall at the point of destination keep the deportee under surveillance until all
entry and inspection formalities have been completed.
5. The deportee must not be handcuffed on-board. Handcuffs will be used with discretion in
airport waiting areas.
Policy regarding Unruly and Disruptive Passengers
Purpose.
Unruly and disruptive passengers can cause a threat to the security and safety of flights,
passengers and personnel. This policy expresses Norwegian Air UK’s attitude towards such
passengers and indicates measures for handling related situations.
Policy.
The policy includes the following:
1. Norwegian Air Argentina will not tolerate unruly and disruptive passengers and will follow
the ICAO Convention on Offences and Certain Other Acts Committed on Board Aircraft. All
criminal acts will be reported to the appropriate Police authority.
2. Norwegian Air Argentina shall make every feasible effort to protect passengers and
personnel against any offence performed by unruly and disruptive passengers.
3. Passengers, who are likely to be unruly and disruptive, will be carefully monitored and if
necessary be refused embarkation or off-loaded, if they are deemed to pose a threat to
the safety and security of the flight, fellow passengers or Norwegian Air Argentina staff.
4. Norwegian Air Argentina flight crew, cabin crew and ground staff will be properly trained
and in possession of adequate procedures and measures to deal with unruly and disruptive
passengers.
5. Reporting will be included in existing flight crew/cabin crew/station report systems.
Reports shall include name/seat number/address/passport no. of passenger. Crew should
take names of witnesses, if applicable.
6. Instances of passengers posing a threat to flight safety or the security of fellow passengers
or Norwegian Air Argentina personnel will be reported to the Police authorities according
to local law and civil aviation requirements.
7. Norwegian Air Argentina’s policy is to both economically and legally support personnel
required to give witness statements to the Police and/or to appear in any subsequent court
proceedings following an incident.
Prohibited Articles
Norwegian Air Argentina shall ensure that passengers are informed of what items are
prohibited articles before check-in is completed. At check-in Norwegian Air UK will give
information concerning prohibited articles and LAGs to all passengers, both by signs at check in
counters and through all electronic or digital media (Apps, web site, self-service kiosks etc.)
Passengers will not be permitted to carry into security-restricted areas or on board an aircraft
the following listed articles:
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1. Guns, firearms and other devices that are capable of discharging projectiles. Devices
capable or appearing capable of being used to cause serious injury by discharging a
projectile.
2. Firearms of all types, such as pistols, revolvers, rifles, shotguns;
3. Toy guns, replicas and imitation firearms capable of being mistaken for real weapons.
4. Component parts of firearms, excluding telescopic sights.
5. Compressed air and CO2 guns, such as pistols, pellet guns, rifles and ball bearing guns.
6. Signal flare pistols and starter pistols.
7. Bows, cross bows and arrows.
8. Harpoon guns and spear guns.
9. Slingshots and catapults.
10. Stunning devices i.e. devices designed specifically to stun or immobilise.
11. Devices for shocking such as stun guns, Tasers and stun batons.
12. Animal stunners and animal killers.
13. Disabling and incapacitating chemicals, gases and sprays, such as mace, pepper sprays,
capsicum sprays, tear gas, acid sprays and animal repellent sprays.
14. Objects with a sharp point or sharp edge capable of being used to cause serious injury,
including:
15. Items designed for chopping, such as axes, hatchets and cleavers.
16. Ice axes and ice picks.
17. Razor blades, box cutters.
18. Knives with blades of more than 6 cm.
19. Scissors with blades of more than 6 cm as measured from the fulcrum.
20. Martial arts equipment with a sharp point or sharp edge.
21. Swords and sabers.
22. Workman’s tools capable of being used either to cause serious injury or to threaten the
safety of aircraft and shall include crowbars, drills and drill bits, including cordless portable
power drills, tools with a blade or a shaft of more than 6 cm capable of use as a weapon,
such as screwdrivers and chisels, saws, including cordless portable power saws,
blowtorches.
23. Bolt guns and nail guns.
24. Blunt instruments. Objects capable of being used to cause serious injury when used to hit,
including: baseball and softball bats, clubs and batons, such as Billy clubs, blackjacks and
night sticks, martial arts equipment.
25. Explosives and incendiary substances and devices capable or appearing capable, of being
used to cause serious injury or to pose a threat to the safety of aircraft, including:
ammunition, blasting caps, detonators and fuses, replica or imitation explosive devices,
mines, grenades and other explosive military stores,
26. Fireworks and other pyrotechnics.
27. Smoke-generating canisters and smoke-generating cartridges,
28. Dynamite, gunpowder and plastic explosives.
The appropriate authority may approve exceptions from time to time.
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HOLD BAGGAGE
Responsibility
Unless otherwise stated, the air carrier is responsible in accordance with the National Aviation
Security Program to ensure the implementation set out in this chapter. The Commander has
the authority to initiate a manual baggage check before take-off if he/she deem it necessary to
do so.
Protection of Hold Baggage.
Hold baggage shall be protected from unauthorized interference from the point where it is
accepted into the care of the carrier until departure, shall be kept in storage areas where only
authorized persons have access and not left unattended on the ramp. Access to lost – and found
offices in the terminal shall also be restricted.
Screening of Hold Baggage
The following categories of hold baggage are exempt from screening:
1. Transfer Hold Baggage arriving from a Member State provided that the air carrier has
established prior to loading the baggage onto the aircraft that such baggage was checked
screened to a common basic standard.
2. Transfer Hold Baggage which has arrived at the airport on a domestic flight and which has
been screened in accordance with the Relevant Security Measures provided that, in the
case of unaccompanied hold baggage, evidence of screening is held by the air carrier at
the transfer airport.
3. Transit Hold Baggage.
4. Baggage, which has been screened as cabin baggage in accordance with the relevant
Security Measures before becoming hold baggage.
5. The Hold Baggage of any passenger or Crew where a written exemption has been issued
to the air carrier by the Secretary of State.
6. Diplomatic Baggage.
A manifest will be completed in order to enable identification of the unaccompanied baggage.
The airline carrier or ground-handling agent will retain this document for 7 days.
Diplomatic courier mail, which is properly marked, is not to be opened, kept back, scanned or
checked by other means. Diplomats and their baggage shall however pass through the ordinary
security control.
Exempted are members of the Royal families and Head of States on official missions.
Bodyguards travelling with them are also exempted from security check.
Accompanied Hold Baggage
Passengers shall travel on the same flight as their hold baggage. If not, the baggage will be
considered as unaccompanied baggage.
Unaccompanied
All unaccompanied hold baggage (both originating and transfer) will be screened before being
loaded onto an aircraft. Hold baggage that becomes unaccompanied baggage due to factors
beyond the passengers control, shall be rescreened after removal from the aircraft and before
loading it again.
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The appointed person has to be provided with a form of proof that the additional screening has
been carried out;
This takes the form of a ‘Certificate of security measures’ commonly referred to as ‘the security
certificate’.
The person who carried out the screening must sign the certificate, which also includes a
statement specifying the actual procedure used for the screening process.
Transfer Baggage
These items form part of the accompanied baggage above and have been screened and
authorised for loading at some airports, so must be accounted in the manifest.
A check must be made to ascertain that this baggage is appropriate for the flight; this is
achieved by checking the tag numbers against the baggage tag list. This list is a full list of all tag
numbers of baggage checked in for the flight.
As stated previously, the baggage was checked in at another airport, but will have also have
been checked in for the connecting flight as well, therefore the tag numbers should appear on
the bag tag list.
If there is no record of the bag tag numbers on the bag tag list, the baggage cannot be loaded
unless the accompanying passenger physically identifies the baggage. As the bag tag number
does not appear on the bag tag list, the tag number must be recorded on the bingo card to
allow the accounting and authorising procedure to be met
Crew Baggage
All crew baggage in the hold must be accounted for crew must complete the crew baggage
manifest which includes name and manual tag numbers and hand over to the ground
supervisor.
Articles Not Accepted as Hold Baggage
The following articles will not be placed in hold baggage:
1. Explosives including detonators, fuses, grenades, mines and explosives
2. Gases including propane and butane.
3. Flammable liquids including gasoline and methanol.
4. Flammable solids and reactive substances including magnesium, firelighters, fireworks and
flares.
5. Oxidizers and organic peroxides including bleach and car body repair kits.
6. Toxic or infectious substances including rat poison and infected blood.
7. Radioactive material including medical or commercial isotopes.
8. Corrosives including mercury and vehicle batteries.
9. Vehicle fuel system components that have contained fuel.
10. Electronic Cigarettes
The list of not accepted articles will be made available to the public at the agencies of air
carriers and through other appropriate means. Aviation authorities may supplement non-
accepted articles to those listed above. Security staff may refuse transportation of articles not
covered in the list above over which they may have concerns.
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Gate No Shows
No Norwegian Air UK flight is allowed to depart without off loading the baggage of a “gate no-
show” passenger, unless it is clearly established that the passenger in question has not had any
possibility to influence the situation.
Examples of such situations are:
1. Double check-in.
2. The passenger has no registered baggage and has not passed the gate.
3. Cancelling of flight.
4. Short connection due to delay.
Procedures for Passenger and Baggage Reconcilliation
If there is a no-show passenger with checked-in baggage, the local station personnel shall
unload the actual baggage. The Commander will be informed. The local station personnel
responsible for check-in and boarding are responsible for passenger and baggage
reconciliation.
When to Perform a Baggage Identification Check
If it is not possible to identify baggage belonging to gate no-show passengers, a baggage
identification check of all checked baggage must be carried out.
Requirements for Baggage Identification Check
The following requirements apply for baggage identification check:
1. Passengers will be asked to identify their baggage, before it is loaded/reloaded. Passengers
shall not be allowed to open their checked baggage during such baggage identification.
2. If the gate no-show passenger is in transit, reconciliation of cabin and checked-in baggage
will be performed.
3. Passengers will be kept under surveillance during embarkation/disembarkation.
4. Any baggage left over after baggage identification must be handed over to the local
security authorities for security control, unless it can be established that the presence of
this baggage is due to airline mishandling beyond the passenger’s control.
Action by The Commander
The Commander shall order off loading of the passenger’s baggage or a baggage identification
check if the situation cannot be properly explained. If an additional risk factor is apparent in
connection with a gate no-show passenger, the baggage belonging to the gate no-show
passenger shall always be off-loaded. Examples of such security risk factors:
• A bomb threat that would normally be classified as a hoax.
• A general warning against possible terrorist activity.
• Prominent passengers on board.
Identification of Crew Baggage
Crew hold bags may be on board. These bags will be marked with Norwegian Air Argentina’s
crew bag tag. All crew baggage in the hold must be accounted for crew must complete the crew
baggage manifest which includes name and manual tag numbers and hand over to the ground
supervisor.
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CARGO & MAIL
The Company shall only accept cargo or mail from approved handling or cargo agents. Internal
Company cargo and mail shall be screened before loaded into a Company aircraft. After
receiving cargo or mail in the Company’s custody, the cargo and mail shall either be kept in a
locked store or in an area restricted to authorized personnel only.
Dangerous Goods
Norwegian Air Argentina does not hold approval for the Transportation of Dangerous Goods by
Air.
Further information on Dangerous Goods can be obtained from NAA OM-A Chapter 9
AIR CARRIER MAIL & AIR CARRIER MATERIALS
Not Applicable.
INFLIGHT SUPPLIES
Security Controls
Upon delivery onto the aircraft, a visual check of all in-flights supplies is to be carried out by the
crew of the aircraft in order to ensure that there are no signs of tampering.
In-flight supplies that show signs of tampering must not be accepted by the crew.
Appropriate documentation detailing the nature of the “known in-flight supplies”, the Known
Supplier, regulated supplier, the destination and the recipient air carrier must be raised for
each consignment of “known in-flight supplies”, presented to, and retained by the Cabin Crew.
INFLIGHT SECURITY MEASURES
CMDR and crew
All flight crew must comply with the laws, regulations and procedures laid down for the
operation of the aircraft. This also applies to aviation security regulations.
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The CMDR has the ultimate authority and responsibility for the operation, safety and security
of the aircraft, persons on board and cargo.
As a consequence, the CMDR:
1) Has the full authority over all crew members on duty and similar full authority over all
passengers as long as the aircraft is in flight;
2) is responsible for the discipline and order during flight. In this process the CMDR must
ensure that all crew members perform their duties in a proper manner;
3) shall ensure, prior to departure of the flight, that security measures consistent with safe
operation of the flight have been taken on the ground; has the full authority, if the
situation in his judgement so dictates, to deviate from established procedures and
regulations, as long as this is in the interest of the safety and security of the aircraft and
persons on board.
The Commander’s Authority
The CMDR shall supervise the aircraft, the crew, the passengers and the cargo on board the
aircraft.
If he deems it necessary, he may instruct crewmembers temporarily to perform other duties
than those for which they have been employed.
Passengers are obligated to follow instructions given by the CMDR, the responsible person in
the cabin or other crew members given proper authority by the CMDR, regarding good conduct
and orderliness on board the aircraft. Passengers may not behave in a way that
jeopardizes the security of the aircraft, its crew or other passengers.
The CMDR is entitled to refuse to take on board and to remove from the aircraft Flight Crew
members, passengers and cargo, if circumstances dictate that this is necessary.
The Commander’s use of Force
When it is necessary in the interest of the safety and/or security of the aircraft, in order to
protect persons or property, or to maintain order and obedience on board the aircraft, the
CMDR is entitled to use force and implement more stringent security measures. Every member
of the crew has a duty to assist the aircraft CMDR. Upon the CMDRs request, passengers may
also be asked to assist.
When it is urgently necessary in the interest of the safety of the aircraft or in order to protect
persons or property on board the aircraft, crew members and passengers may initiate
preventive measures without the CMDR’s request, including the use of force, as long as this can
be regarded reasonable in view of the circumstances.
Perpetration of Criminal Offenses aboard an Aircraft
In the event of a serious criminal offence being committed on board the aircraft, the CMDR
shall as far as possible undertake any measures necessary to secure evidence, if this cannot be
postponed without risk of the evidence being destroyed or spoilt.
The CMDR shall as far as possible make sure that the perpetrator does not escape and to that
end may take him into preventive detention if necessary. The perpetrator may not be detained
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without consent for longer than until he can be handed over to the police or to the relevant
authority.
The CMDR may confiscate any objects that are believed to be significant as evidence.
He/she shall provide the police or other authority as referred to in the second paragraph with
all the necessary information and evidence that he has secured pursuant to the first sentence.
Reporting and Legal Action Policy
All acts of unlawful interference and threats against the Company’s aircraft, crew or airport
offices shall be reported.
Following an act of unlawful interference on board an aircraft, the CMDR or, on his behalf, the
Company, shall submit without delay, a report of such an act to the designated local Authority.
The Company’s policy is zero tolerance to any act of unlawful interference.
Both specified and unspecified threats shall immediately be reported to the nearest police
authority. Airport authorities and CAA’s security department shall be informed.
In case a crew member or any other of the Company’s employees is abused or attacked when
on duty, the Company will sue the abuser to support charges made by the offended employee.
Flight Deck Door
The Flight Deck door will be closed prior to engine start for take-off and will be locked when
required by security procedure or the Commander, until engine shut down after landing, except
when deemed necessary for authorised persons to access or egress in compliance with the
requirements of the National Aviation Security Programme.
Access to the Flight Deck
Only persons with an operational need are permitted in the flight deck and then only in
agreement with the Commander. Such persons must produce a valid photographic
identification for checking prior to the flight.
The Commander shall retain the right to refuse entry to into the Flight Crew Compartment to
any person.
Examples of persons who are acceptable as having operational need include:
1. The operating crew of the aircraft in question.
2. Crew employed by Norwegian who are off duty but travelling to start their duty or
travelling after finishing their duty when no seat is available in the cabin.
3. Positioning crew employed by Norwegian when no seat is available in the passenger
compartment.
4. Norwegian company personnel (being employed by or a Director of the Norwegian) when
travelling on company business, when no seat is available in the passenger compartment.
5. CAA and Air Accident Investigation Branch Officials with statutory powers to enter and
remain on the aircraft.
6. Air Traffic Control officers on official business.
7. Persons who need to have access to the flight deck for reasons connected with their duties
in relation to aviation safety.
8. Any other category of person approved in advance by the CAA.
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Flight Deck Entry and Exit Procedures
Should flight crew need to leave the flight deck for safety or health reasons (including
physiological needs), or for the taking of a crew rest period, the following procedure applies:
• Close curtain(s) between galley and cabin.
• Cabin crew member enters flight deck as pilot exits (except on flights where an
additional flight crew member is carried, an augmented crew member shall not be
disturbed to fulfil this role).
• Cabin crew member shall remain in the flight deck with the door locked while the flight
crew member is absent. This crew member shall occupy an observer seat.
• To re-enter the flight deck pilot shall establish communication. Before opening the
flight deck door, the cabin crewmember shall verify, through the door viewer, that it
is the flight crew member who is requesting entry to flight deck and that otherwise
the area outside the door is clear.
• Where cameras are fitted the remaining pilot shall verify same. Senior cabin
crewmember shall remain in the forward area of the cabin, on the cabin side of the
curtain during this time and monitor cabin activity to ensure that no passengers pass
through the curtain to forward galley area while pilot is away from flight deck.
• Means will be provided for monitoring from either pilot’s station the area outside the
flight crew compartment to the extent necessary to identify persons requesting entry
to the flight crew compartment and to detect suspicious behaviour or potential threat.
STAFF RECRUITMENT & TRAINING
Recruitment
Reservado
Training
All crew shall be trained in accordance with the rules and guidelines laid down in the “National
Aviation Security Training Programme, the Training Manual and relevant parts of the Company
Security Program.
The training shall contain minimum the following elements:
• Security systems and access control;
• Ground and in-flight security;
• Pre-boarding screening;
• Baggage and cargo security;
• Aircraft security and searches;
• Weapons and prohibited articles;
• Overview of terrorism; and
• Other areas and measures considered appropriate to enhance security awareness.
The actual syllabus for NAA crew members is defined in OM-D.
SECURITY EQUIPMENT
Not Applicable
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QUALITY ASSURANCE
Not Applicable
INCIDENT REPORTING
Incident Reporting
General.
An act of unlawful interference or occurrence that may affect the security of Norwegian Air
Argentina’s operations will be reported to the appropriate authority. Further, all reports
forwarded to the authority, shall also be copied to the security officer who will decide the
appropriate actions to be taken.
Air Carrier Security Incident Reporting
The Director of Security and ER will act as the contact person between the company and
national/international authorities and agencies regarding security matters.
The Director will review the information to determine to what extent the information should
be disseminated and to whom.
Dissemination of information will be in the form of:
• Emergency security measures.
• Security information bulletins.
• New procedures to be included in local procedures.
• Revision of the security programme.
Internal Reporting
Firearms
To be reported:
All firearms discovered in hand baggage.
Need not be reported:
Firearms discovered in hold baggage that do not threaten flight safety and, provided they are
not accessible during flight or transfer between flights, need not be reported.
Discovery of Weapons Other than Firearms
This category includes items (e.g. knives, volatile fluids, etc.) that could be used to endanger
flight safety.
To be reported:
Weapons discovered in hand baggage should be reported.
Need not be reported:
Weapons discovered in hold baggage need not be reported, provided they are not accessible
during flight or transfer between flights.
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Discovery of Explosives
All explosive devices and component parts of explosive devices, other than batteries,
discovered in hand or hold baggage are to be reported.
Unruly Passengers
Where the behaviour of a passenger might have endangered flight safety, the incident should
be reported. Simple rowdy or drunken behaviour need not be reported, unless subsequent
action by the passenger or passengers could endanger flight safety. Smoking in the lavatories
will be reported.
Leakage of Information
Leakage of confidential information to unauthorised personnel should immediately be
reported to the NAA Security Dept. who will decide the actions to be taken regarding the
seriousness, legal implications and other agencies or companies involved.
Media Interest
The company should report any incident or occurrence of which the media becomes aware
immediately via the company’s Active Operations Command Centre (AOCC) centre for further
consideration.
Reporting Priorities
It is important that whilst information is relayed in a timely manner, the system should not
become an administrative burden. Certain acts of unlawful interference and occurrences, such
as acts of sabotage against aircraft, aircraft hijacks and bomb warnings assessed as RED, are
obviously of more concern than others. The incident categories detailed in Para. 10.13.5 have
therefore been allocated a reporting priority. The reporting cycles indicate the acceptable times
for relaying the information to the appropriate authority.
Multi-Source Reporting
Where more than one element of the industry is involved, in an incident or occurrence, all
elements and agencies involved should submit reports. Apart from acting as collateral, multiple
reports from different perspectives can also assist in a better understanding of the incident or
occurrence. On occasion it may be appropriate for one agency to submit a consolidated report,
where this is the case it should be clearly spelt out.
Reporting Procedure
Incidents requiring IMMEDIATE notification should initially be reported by telephone to the
company’s AOCC and followed up with a written report immediately. The ops centre will
immediately forward information concerning security to the security officer.
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External Reporting
Incidents of general interest that are important to aviation security will be reported to
authorities and companies concerned.
Reports to the Authorities (CAA and Police),
INCIDENT TYPE IMMEDIATE 24 HOURS 1 MONTH
Hijack X
Discovery of firearms and ammunition X
Discovery of weapons
X
(other than firearms)
Discovery of Explosives X
Unauthorised, access to Restricted.
X
Zones
Unauthorised access to aircraft X
Bomb Warnings:
RED X
AMBER X
GREEN X
Attacks against airports X
Attacks against aircraft X
Disruptive passengers X
Miscellaneous incidents As applicable As applicable As applicable
Incidents of which media are aware X
Illumination of the Aircraft by Bright Lights or Lasers
High-Power Lasers may be used for unauthorized illumination of aircraft. These lasers could
cause distraction and incapacitation of pilots, especially at night. Medical follow up may be
needed after exposure (Ref ICAO Doc 9815, Manual on Laser Emitters and Flight Safety
Chapter4). Flights within areas of recently reported laser or bright light activity should be
avoided.
In the event that such illumination is encountered the following actions are recommended:
• Look away from the laser beam if possible. DO NOT try to find the light source by
staring at the laser.
• Shield eyes and consider using sun visors to reduce the effects of the laser.
• Avoid rubbing the eyes to reduce the potential for corneal abrasion.
• Consider turning up the cockpit lights to minimize any further illumination effects.
• Consider handing over the controls to a non-exposed colleague.
• Advise ATC that the aircraft is being illuminated. Include position of the aircraft,
altitude, color of light, originating direction and approximate position.
• Ensure the event is recorded via the company’s electronic occurrence reporting
system.
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CONTIGENCY PLANNING
Bomb Warning
All bomb warnings are of interest as each constitutes an act of unlawful interference:
A bomb warning assessed as RED is a credible and specific threat requiring immediate proactive
measures (e.g. diversion or evacuation). This must be reported immediately.
An AMBER assessment is a threat of doubtful credibility but where it is prudent to consider
taking additional protective measures (e.g. augment security checks). This must be reported
immediately.
A GREEN assessment is a warning which has been assessed as non-credible and which requires
no immediate action to be taken. This should be reported monthly and the reporting authority
should retain full details of the warning against possible future prosecution of the offender.
Bomb Search
Bomb Search of Aircraft on the Ground
Bomb search of the aircraft on ground is normally performed by the police, whom may request
advisory assistance from the crew, In the air, bomb search has to be performed by the crew.
If any suspect device found on ground, leave further action to the police.
Bomb Search Checklist
A bomb search should preferably be performed by specially trained and protected personnel,
equipped with bomb search dogs or similar devices (Bomb sniffers).
In the air however, it is obviously in one’s own interest to perform an active bomb search, but
on the ground crew and other Company personnel should primarily only act as advisors.
If possible, leave all doors and hatches open after inspection to mark the inspected the area.
If any suspect object is found, it should be handled by professional personnel
and with utmost care!
The Bomb Search Checklist Provided by the CMDR. Refer to a classified sealed envelope
in ships library for the Bomb Search Checklist and the Least Risk Bomb Location (LRBL).
When the seal is broken this requires an Aircraft Technical Log (ATL) entry and notification to
the Chief Pilot Watch (CPW).
Suspect Device found in the Aircraft In-flight.
If any suspect device found in the air, cover the device with wet cloths and remove passengers
from the area, or remove the suspect device to the least risk area, cover the device with wet
cloths and remove the passengers accordingly. Land as soon as possible!
Hijacking
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Threat of Hijacking
The Following action is recommended if a threat of hijacking is received:
Before boarding
Perform complete security search of aircraft, passengers, baggage and cargo before as described
previous, with police present, before the continuation of the flight.
After boarding
If required, return to ramp and disembark passengers. Give the passengers a technical reason as
both the real reason or no explanation at all may provoke a potential hijacker to take action. When
passengers have disembarked, complete security search of aircraft, passengers, baggage and cargo
as described previous, with police present, before the continuation of the flight.
In the air
Continue the flight as planned and take no action which may provoke a potential hijacker into
unpremeditated action. Use turbulence as an excuse to keep seat belt fastened and do not allow
any except crew to enter flight deck. Keep flight deck door closed. And use technical or operational
reason as an excuse to land earlier if convenient Co-ordinate with the station of arrival of action to
be taken (as above) after landing.
Detection of suspicious behaviour or potential threat
Flight crew shall use video surveillance or the door viewer to detect any suspicious behaviour
or potential threat outside the flight deck.
Actual Hijacking
General attitude.
Persons threatening the safety of the aeroplane are not necessary desperate mentally
deranged persons, but cold-blooded persons willing to give every sacrifice possible to obtain
their objectives.
Recent events have shown that in lieu of using the hijack itself as a tool for publicity, blackmail
or exchange of hostages, the hijack has had as purpose to use the aircraft as a massive
destruction weapon. It is therefore utmost imperative to deny suspicious persons admittance
to the flight deck, and the flight crew must be warned as soon as possible.
Should however, an intruder get access to the flight deck, it is recommended to follow the orders
of such persons until the flight crew is in a position to safely take other action.
The safety and care of the passengers shall always be our main concern, and our main policy will
be to co-operate with the hijacker(s) as long as this is within the capability of the aircraft e.g. range,
runway requirements etc.
General guidelines
No definite rules can be laid down for how to behave in a hijack situation and each action must
be carefully weighed by each Crew Member in the individual case, always letting caution and
the safety of passengers and the aeroplane be the guiding lines:
• Try to warn the flight deck as soon as possible.
• Use every mean to deny unwanted persons admittance to the flight deck.
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• Try to stay calm and be an example to both passengers and hijacker(s).
• Obtain sleep when possible - exhaustion is our main weapon towards the hijacker(s).
• Be a neutral but avoid being mentally aligned with the hijacker(s).
• Try to avoid arguing on political or religious matters.
• Do not appear to be smarter or refer to insanity or mental disorder.
• Do not serve alcohol to hijacker(s) unless forced (argue that alcohol makes people
sleepy) and try to ration food and water.
• Try to persuade hijacker(s) to land and release passengers or at least some of the
passengers like children, mothers, sick, disabled or old people.
• Try to persuade hijacker(s) to let people visit the toilet.
• Try to determine number of hijacker(s), weapons and types of weapon, and if possible,
forward this information.
• Do not make any sudden moves and explain actions.
• Reduce anxiety, try to calm down both nervous passengers and hijacker(s).
• Do not negotiate - remember Crew Members are only messengers.
• On ground request toilet services, food and water supply (for a long duration).
• Keep the cabin as clean and tidy as the circumstances permits.
• Do not reveal private addresses and family relationship of your own or crew colleagues
– the hijacker(s) may use a threat to the crew member’s family’s as a weapon as well.
• Don’t accept to select hostages to be executed – you may live with that decision
afterwards.
• If the situation becomes desperate, use the possible weapons you have, like fire
extinguishers, wine bottles etc. to try to neutralize the hijacker(s). Cry for your
passenger’s assistance – a commanding voice may be enough to make otherwise
paralyzed people react!
• When you first react, don’t hesitate – use the moment of surprise to your benefit!
• If able to neutralize the hijacker(s), use handcuffs if available, or other means like
ropes, belts to prevent further opposition. Inform ATC and land as soon as possible
Communication / Signals.
• The Cabin Crew shall, if informing the Flight Crew via the intercom that a hijack is in
progress or taking place, use the phrase ”It is imperative that I talk to you” when
addressing the flight deck.
• If the Flight Deck Emergency Access Code is used, select “DENY” on the Flight Deck
Door Control Selector, and evaluate the situation by using the intercom/Video
Surveillance.
• Maintain ATC communication giving as much information as possible.
• Keep loudspeakers off as long as possible.
• Squawk A 7500 as soon as the hijacking is evident. When a Pilot has selected A 7500
and is requested by ATC to confirm the code, he shall either confirm this or, if
circumstances dictate not reply at all, which will considered as a confirmation by ATC.
• Squawk A 7700 if the situation is so dangerous that immediate action is required.
Action by crew if the aeroplane is stormed
Storming an aeroplane by special forces is by most nations considered as a last resort due the
high risk, i.e. this is a procedure which will not be used before it is evident that hostages are or
will be executed.
Storming will if possible take place in darkness - usually late night. Normally several
doors/emergency exits will be blown open by small explosives simultaneously followed by
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shock grenades. The intention of the shock grenades is not to kill, but paralyse and blind for a
few seconds, allowing the troops to enter the aircraft.
The troops will normally be armed with small firearms for use inside an aeroplane. Any person
making any movement that can be misunderstood, bear the risk of being shot.
The safest action to take if an aeroplane is stormed is to bend down as low as possible with
your hands folded over your neck and stay down in this position until ordered to rise.
Post hijack procedure.
• The aeroplane, passengers, baggage and cargo should go through a complete security
check with police present.
• Every effort should be taken to take care of passengers and crew. If circumstances
permit, a debriefing should be completed with both crew and passengers present.
• Do not give any information to media except for that already given to the passengers,
and refer to the Company’s spokesman.
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Security Search Form
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LOCAL PROCEDURES
United States of America
Transport Security Administration
The Transportation Security Administration (TSA) is an agency of the U.S. Department of
Homeland Security that exercises authority over the security of the traveling public in the
United States. The TSA was created as part of the Aviation and Transportation Security Act, to
strengthen the security of the nation’s transportation systems and ensure the freedom of
movement for people and commerce. TSA uses a risk-based strategy and works closely with
transportation, law enforcement and intelligence communities to set the standard for
excellence in transportation security. Its mission is to protect the Nation's transportation
systems to ensure freedom of movement for people and commerce. Its vision is to provide the
most effective transportation security in the most efficient way as a high performing
counterterrorism organization.
Foreign Air Carrier Model Security Programme (MSP)
Reserved
NAA Foreign Air Carrier Responsibilities
Norwegian Air Argentina (NAA) shall ensure that all other carrier employees and agents subject
to this program receive training in the following areas:
1. Individual security responsibilities
2. Confidentiality of security information
NAA shall ensure that access to aircraft is controlled to prevent unauthorized entry. Aircraft
making turnaround stops are not required to be locked, as long as the carrier's personnel are
working on, around, or nearby them and have the aircraft under observation.
NAA shall ensure that the interior and exteriors of layover aircraft are inspected (by flight crews
or maintenance or station personnel) for questionable or unaccounted-for packages or objects
prior to loading and boarding.
NAA shall ensure that only authorized personnel have access to its aircraft and that employees
working in the ramp area challenge and report to superiors or law enforcement officers any
persons without identification badges.
The carrier shall ensure that all access doors to jet ways and ramp areas are locked when
unattended.
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Prevention of Acts of Unlawful Interference
10.15.1.4.1 Check-in Procedures
Observe the passenger at the check-in counter. If one of the following criteria are met, alert
your supervisor and designate the passenger to a selectee screening at the gate:
•
• Ticket purchased the same day at the airport
• The passenger checks in an unusual amount of baggage, too few or too many.
• The passenger displays unusual nervousness or fear.
• The passenger displays an exceptional interest in security.
• The passenger displays any suspicious activity or is carrying any suspicious items
10.15.1.4.2 Gate Procedures
Same criteria is applied when accessing passengers for intoxication of drugs or alcohol, verbal
or physical aggression.
10.15.1.4.3 General Conditions of Carriage
Under NAA «Conditions of carriage» passengers who are intoxicated or unruly may be refused
boarding on assessment by Gate staff. Ground Handling will contact the Commander or the
Traffic Supervisor for final decision.
Supporting Legislations and regulations:
• ICAO;
• National Aviation act and penal codes;
• Conditions of carriage;
• NAA Company policy – Zero Tolerance.
Unruly or disruptive behaviour is described as a behaviour which may or can be Interpreted as
dangerous or threatening and can, as a consequence, be a danger to the safety of staff and
fellow passengers. A passenger is considered unruly when he/she:
• Objects to the instructions and rules given by a ground staff member
• Causes discomfort to other passengers
• Is under the influence of alcohol or drugs
General offences that are also offences to the General Conditions of Carriage, such as assaulting
other passengers or ground staff members, threatening behaviour, orally and/or by body
language, is considered unruly behaviour.
10.15.1.4.4 Selectees
Through the secure flight program, US authorities will, based on their current filters, designate
(5-10%) of passengers on each flight as selectees for screening at the gate.
Screening is performed by dedicated security personnel and conducted according to current
requirements.
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Selectees are entered into the system for gate personnel and an alert is given when the
boarding card is scanned. The passenger is selected for screening.
The passenger’s passport and boarding card are held while the search is being performed –the
security personnel on site are alerted. It will be ensured that the passenger does not hand over
any items to others or leave any items behind prior to being screened.
It is ensured that the selectee is searched before being allowed to board.
If a selectee has boarded without being searched it is considered a security breach and will
require that all passengers deplane while another aircraft search is undertaken.
Aircraft Security
NAA must ensure that unattended aircraft are sealed, or otherwise secured, to deter and detect
unauthorized access or tampering.
NAA must ensure that all parked aircraft are under observation at all times. Monitor aircrafts
during loading and unloading to prevent unauthorized access.
Examine the employee ID of each operational crewmember and verify his or her assignment on
the flight before allowing the crewmember to board the aircraft.
Do not leave behind passenger lists or other documents containing personal data at the gate
or in any areas where passengers may have access to it.
NAA must ensure that all service personnel are under the observation of a responsible air
carrier representative while on board the aircraft.
Security Search Procedures
NAA shall ensure that interior of the aircraft is searched before each originating flight to
determine that no weapon or dangerous article has been concealed on board.
Personnel conducting security search must be familiar with the aircraft and trained and
authorized by the foreign air carrier to conduct the search.
Aircraft cabin search must be carried out after cleaning, catering and any other services are
completed, except when each part of the cabin can be isolated.
Cleaning and search may be conducted simultaneously.
NAA employees and authorized personnel must be monitored at all times to prevent them from
accessing any area previously searched.
Security Clean and Aircraft Protection
The authorized Secure Clean personnel shall:
• Establish access control at each open door to prevent unauthorized access.
• Examine the ID of all personnel trying to enter the airplane and those who are
onboard.
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• Ensue all personnel are authorized and have an operational need to be onboard. Flight
crew shall wait in the Premium cabin if onboard or entering the aircraft while a secure
clean is being or due to be performed.
• When receiving catering service, examine ID’s and ensure catering trolleys are sealed
according to the requirements. Continue to monitor all personnel onboard.
• Establish personnel conducting security search are familiar with the aircraft and
trained and authorized by the foreign air carrier (NAA) to conduct the search.
• NAA must ensure that all service personnel are under the observation of a responsible
air carrier representative while onboard the aircraft.
• NAA employees and authorized personnel must be monitored at all times to prevent
them from accessing any area previously searched.
• Flight crew may enter these areas after search is finished without being monitored.
The following personnel may be authorized to enter the airplane on turnaround:
• Service personnel: (Boeing, Nayak, Ground Link)
• Catering: (Gate Gourmet)
• Flight crew: (with company ID)
• Inflight Entertainment Service: (Panasonic)
• Ground handling: (Swissport, Aviator)
• Inspectors: TSA and NAA
The Aircraft Search Shall Include as a Minimum:
Searching overhead bins, closets, lavatories, crew resting areas (incl. access panels and
compartments within the lavatories and other areas adjacent to or accessible from those access
panels and compartments where prohibited items, contraband, or a person can be concealed),
Galleys, trash receptacles, storage bins, seat backs (including inserts), seat pockets, tray table
areas) tray storage compartments in arm rests, under seats, life vests- 100%, seat cushions and
other accessible compartments in the passenger cabin and flight deck that do not require
special tools to open.
Unsealed catering trolleys which remain on board during turnaround, must be checked by cabin
crew in conjunction with the secure clean.
Particular attention is paid to areas under seat cushions and to life vest compartments
/packages. When life vest compartments are sealed, the seal is inspected for signs of
tampering. If the seal shows signs of tampering, the box is opened and inspected for concealed
items. The life vest must be removed and replaced. The seal is replaced, and the tab put added
to the Aircraft seal log located in the flight deck.
If any compartment can be opened with a common tool, such as a screwdriver, and it is not
secured with a tamper-evident seal, the compartment must be opened and searched. If it is
secured with a seal, the seal must be inspected.
787 specific: Search the roof light pit in cabins and galleys.
Use mirror to look for any hidden items.
The security search check list will be used during the search and notes taken when needed.
When the search is finished, the security search form is signed and delivered to ground handling
to be kept at station for the minimum of 24 hours, or for the duration of the flight. A copy is
given to the CMDR to be kept in the flight envelope.
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Captain’s Announcement
On the welcome announcement Captain is REQUIRED to include the statement below:
Captain’s Security announcement (PA) for flights that traverse US airspace (mandatory)
" US regulations require me to inform you that during this flight today, you should not
congregate in groups in any area of the cabin, especially around the lavatories. I would ask you
to use only those lavatories dedicated to your own class of service. In addition, you must strictly
observe the seat belt sign when it is illuminated and do not move about the cabin when the sign
is on."
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Chap: 11.0 Norwegian Air Argentina
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11. HANDLING OF ACCIDENTS & OCCURENCES
TABLE OF CONTENTS
11. HANDLING OF ACCIDENTS & OCCURENCES .......................................................................1
11.0 TABLE OF CONTENTS....................................................................................................................1
11.1 REPORTING, HANDLING OF SERIOUS INCIDENTS AND ACCIDENTS .............................................2
11.1.1 General.........................................................................................................................................2
11.1.2 Reporting System .........................................................................................................................2
11.1.3 Non-Punitive Reporting Policy .....................................................................................................3
11.1.4 Electronic Reporting.....................................................................................................................3
11.1.5 Accidents and Crisis Management ...............................................................................................4
11.1.6 Emergency Response Organization (ERO) ...................................................................................4
11.1.7 Administrative Routines for Notification & Handling of Occurrences .........................................4
11.1.7.1 Information to Authorities ...........................................................................................................4
11.1.7.2 Notification of Accident Investigation Authorities (JIAAC) ..........................................................4
11.1.7.3 Accident Investigation Authorities to be notified ........................................................................5
11.1.8 Important Phone Numbers ..........................................................................................................5
11.1.9 Preservation and Production of Flight Recorder / CVR Data .......................................................5
11.2 DEFINITIONS.................................................................................................................................6
11.2.1 Mandatory Occurrence Reports ..................................................................................................6
11.2.2 Reported Occurrences are classified using the following definitions: .........................................6
11.2.3 Reporting Incidents in MNPS Airspace.........................................................................................8
11.2.3.1 Gross Navigation Error in MNPS Airspace....................................................................................8
11.2.3.2 Altitude Deviation in MNPS Airspace ...........................................................................................8
11.2.3.3 Wake Turbulence in MNPS Airspace ............................................................................................8
11.3 REPORTING ..................................................................................................................................8
11.3.1 General.........................................................................................................................................8
11.3.2 Occurrence Reporting System .....................................................................................................8
11.3.3 Confidential Reporting .................................................................................................................9
11.3.4 Reporting Responsibility ..............................................................................................................9
11.3.5 Contact with Media....................................................................................................................10
11.3.6 Cabin Crew Reporting ................................................................................................................10
11.3.6.1 Irregularities Requiring Immediate Reporting to Flight Deck ....................................................10
11.3.6.2 Cabin Occurrence Reporting ......................................................................................................10
11.3.7 Flight Crew Reporting ................................................................................................................11
11.3.7.1 Safety Related Occurrences .......................................................................................................11
11.3.8 Occurrence Reporting Categories available in Safety Net .........................................................12
11.4 ANNEX 1, REPORTABLE OCCURRENCES .....................................................................................12
11.4.1 Aeroplanes .................................................................................................................................13
11.4.2 Technical Occurences.................................................................................................................14
11.4.3 Interaction with Air Navigation Service (ANS) and Air traffic Management (ATM). ..................15
11.4.4 Emergencies and other Critical Situations. ................................................................................15
11.4.5 External Environment and Meteorology....................................................................................16
11.4.6 Security ......................................................................................................................................16
11.4.7 Occurrences related to Technical Conditions, Maintenance, and Repair of Aircraft.................17
11.4.8 Occurrences related to Air Navigation Services and Facilities. ..................................................18
11.4.9 Degradation or Total Loss of Services or Functions. ..................................................................18
11.4.10 Other Occurrences .....................................................................................................................19
11.4.11 Occurrences related to Aerodromes & Ground Handling Services............................................19
11.4.12 Ground Handling of Aircraft. ......................................................................................................20
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REPORTING, HANDLING OF SERIOUS INCIDENTS AND ACCIDENTS
11.1.1 General
It is the Company's policy that every effort should be taken to avoid situations which may
endanger aircraft operated by the Company, including crew, passengers, cargo, company
employees and third party as well, and to prevent reappearance of a similar accident.
To avoid this it is mandatory that standard operating procedures are followed and adhered to
in all parts of the flight, that relevant emergency procedures are established and followed, and
that all crew members are familiar with these procedures and the operation of the emergency
equipment.
These procedures are covered in the Operations Manual. Checklists for normal operation and
emergency/abnormal operation are issued and shall be available on board.
Should an accident occur, it is the Company's policy to do its utmost to fulfil its obligations
towards passengers, crew and their relatives. The Company shall co-operate with the
appropriate authorities of the country where the accident has occurred and with the Authority,
Police Authorities etc. The Company shall release accurate information to news agencies
regarding any accident as promptly and correct as possible.
Note: For definition of Accident/Serious Incident, see section 11.2
11.1.2 Reporting System
The reporting systems (SafetyNet) within the Company shall be used to report all accidents,
incidents, occurrences and operational deficiencies, etc. The purpose of reporting is to provide
inputs for accident and incident prevention activities and safety improvement within the
Company. The reporting shall achieve and maintain risk awareness by all persons involved and
keep the company and relevant authorities properly informed of the occurrences in the daily
operations.
Furthermore, the reporting system shall be used to forward information and suggestions,
which may be seen as advantageous for the improvement of the company's operations in
general. Hazards that may interface with the Company’s operations shall also be reported. All
reports shall be written in clear English. If this is not possible, you can choose to send it in
Spanish and the safety staff must translate it into Spanish to upload it to SafetyNet It should be
kept in mind that many of the reports are official documents and their form and wording should
therefore be suitable for such.
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11.1.3 Non-Punitive Reporting Policy
Each employee will be concerned for the safety of others in our organization, and each is
encouraged to report any occurrence or weaknesses in confidence for corrective action.
Employees who report shall be treated fairly and justly, without punitive action from
management, except in cases of known reckless disregard for regulations and standards, or
repeated substandard performance.
For more info: see the SMM.
11.1.4 Electronic Reporting
The company has established an electronic reporting system, Safety Net. The system is
available for crew through the company intranet site (Red Nose), and is used for all internal
reporting as well as for mandatory reports forwarded to the Authority by the Safety Manager.
By reporting in this manner through SafetyNet, company staff meets their obligation to
report to the Authority as described in this section.
Among other events which shall be reported are:
• Important matters of technical or operative nature
• Irregularities like diversions, precautionary landings
• Exceedance of limitations
• Violation of company procedures
• Suggested changes or improvements of procedures
• All security matters
• Dangerous goods violations
• Crew fatigue or incapacitation
• Incidents of a Medical nature
• All events which may be subject to questions, discussion and/or investigation shall be
reported
• ETOPS related events are subject to reporting i.a.w. AMC 20-6
The Director Safety forwards reports to the Authority according to regulatory requirements.
Alternatively company staff may report directly to the Authority but the preferred method is
by SafetyNet.
For an extensive list see Appendix 1.
Further details regarding Occurrence Reporting can be found in SMM Section 6.2
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11.1.5 Accidents and Crisis Management
The Company has implemented an Emergency Response Plan and Management System,
available on-line at Vistair, which describes, in detail, the actions to be taken in case of an
accident or serious incident.
Should an accident or serious incident occur, normally the IOCC will be the first to be notified.
The IOCC Officer will then follow the check list in the Emergency Response Plan, including the
immediate scrambling of the Director Flight Operations, the Emergency Director on Duty and
the Managing Director (or in their absence, their deputies).
The Emergency Director will assess the situation, and decide:
• whether to establish an Emergency Response Organization (may also be decided by
the Managing Director)
• Which phase (seriousness of the incident) to be activated
• whether to inform members of the Crew Support Unit
Further, the ED will inform relevant personnel according to the Emergency Response Plan. He
will also notify the Authority and the applicable Accident Investigation Board, first preliminary
and then through the appropriate forms.
11.1.6 Emergency Response Organization (ERO)
Refer to the SMM CH 6.7.
11.1.7 Administrative Routines for Notification & Handling of Occurrences
11.1.7.1 Information to Authorities
The reporting flow starts from the moment the occurrence is detected. From this moment, the
individual shall report it via SafetyNet as soon as possible, but before 72 hours if it falls into the
mandatory scheme. In this case, the Safety Office has 72 hours to report to the authority from
the moment they become aware of the occurrence, meaning the moment when the occurrence
is received in the organization.
11.1.7.2 Notification of Accident Investigation Authorities (JIAAC)
In the case of an occurrence classified as an accident or serious incident, the Commander shall
immediately notify IOCC who shall report to the FO CPW.
Serious Incidents are defined in the chapter 11.4 Reportable Occurrences with (SI), but not
limited to these occurrences.
CPW shall notify relevant accident investigation authorities by phone and also inform Director
Safety about the notification.
The CMDR must immediately (latest 24 hrs) report the accident / serious incident in the
Company reporting system.
Safety Office shall within 72 hours report to relevant accident investigation authorities by
sending applicable reporting form.
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11.1.7.3 Accident Investigation Authorities to be notified
The following authorities shall be notified:
• Authority in state of occurrence;
• Authority of the state of AOC;
• Authority in state of aircraft registration.
The notification shall consist of the following data:
1. Aircraft type
2. Aircraft registration.
3. Operator (NAA)
4. Number of persons on board (crew/passengers)
5. Names of the crew and if known, any other people on board
6. Date and time of the accident / incident in UTC
7. Aircraft’s last departure point and its intended destination
8. Type of flight (passenger, positioning etc.)
9. Location of the accident
10. Extent of any injuries to the occupant(s) or others
11. Nature of the occurrence and phase of flight (e.g. take off, landing etc.)
12. Extent of damage to the aircraft
13. Details of any dangerous goods onboard
14. Confirmation that the CVR / FDR have been isolated
Accident investigation authorities’ points of contact are as follows:
Country Authority Phone Other
Argentina Junta de Bs. As.: (011) e.Mail
Investiación de 4381-6333 dni@jiaac.gob.ar
Accidentes de Córdoba:
Aviación Civil (0351) 475-
(JIAAC) 3066
(On duty 24
hs)
11.1.8 Important Phone Numbers
IOCC Integrated Operations Control Centre
MOC Maintenance Operations Control
CPW Chief Pilot Watch B737
CPW Chief pilot Watch B787
11.1.9 Preservation and Production of Flight Recorder / CVR Data
Following an accident, and to the extent possible after an incident subject to mandatory
reporting, the Company shall preserve flight recorder data for minimum 60 days, unless other-
wise directed by the investigating authority (JIAAC).
The authority may also in special cases, direct the Company to preserve certain recordings for
a period of 60 days. The authority may also direct the Company to produce any recording which
is available or has been preserved.
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For normal operation, flight data recording shall be saved for at least 25 hours and not erased
by intention, unless for the purpose of testing and maintaining flight data recorders, when up
to one hour of the oldest recorded material at the time of testing may be erased.
Note: The Cockpit Voice Recorder recordings may not be used for purposes other than for the
investigation of an accident or incident subject to mandatory reporting, except with the
consensus of all crew members concerned.
The Flight Data Recorder recordings may not be used for other purposes other than for the
investigation of an accident or incident subject to mandatory reporting except when such
records are:
a) Used by the Company for airworthiness or maintenance purposes only, or;
b) De-identified, or;
c) Disclosed under secure procedures.
DEFINITIONS
11.2.1 Mandatory Occurrence Reports
MORs are reports dealing with accidents, incidents or occurrences that require reporting by the
authorities. Occurrences to be reported in the context of mandatory reporting are those which
may represent a significant risk to aviation safety and/or which fall into defined categories in
section 11.4.
11.2.2 Reported Occurrences are classified using the following definitions:
a) Air Accident.
An occurrence associated with the operation of an aircraft that takes place between the time
any person boards the aircraft with the intention of flight until such time as all persons have
disembarked, in which:
1. a person is fatally or seriously injured as a result of:
i. being in the aircraft;
ii. direct contact with any part of the aircraft, including parts which have
become detached from the aircraft; or,
iii. 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 aircraft sustains damage or structural failure
o which adversely affects the structural strength, performance or flight
characteristics of the aircraft; and
o 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, wing tips, antennas,
tyres, brakes, fairings, small dents or puncture holes in the aircraft skin: or
3. the aircraft is missing or is completely inaccessible.
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Note 1: For statistical uniformity only, an injury resulting in death within thirty days
of the date of the accident is classified as a fatal injury.
Note 2: An aircraft is considered to be missing when the official search has been
terminated and the wreckage has not been located.
b) Incident.
An occurrence, other than an accident, associated with the operation of an aircraft which
affects or could affect the safety of operation.
c) Air Traffic Incident.
A traffic related incident like aircraft proximity, serious difficulties that arise because the
commander or ATS neglects following established procedures or diverge from established
procedures, and serious difficulties caused by inadequacies or errors on ground
installations or facilities.
d) Serious Incident.
An accident involving circumstances indicating that there was a high probability of an
accident, and associated with the operation of an aircraft which, in the case of a manned
aircraft, takes place between the time any person boards the aircraft with the intention of
flight until such time as all such persons have disembarked.
Note: The difference between an accident and a serious accident lies in the result
e) Incidents which are not serious.
Any incident not considered as serious incident as defined by (6) above.
f) Serious Injury
An injury, which is sustained by a person in an accident and which:
1. Requires hospitalisation for more than 48 hours, commencing within seven days
from the date the injury was received; or
2. Results in a fracture of any bone (except simple fractures of fingers, toes, or nose);
or
3. Involves lacerations which cause severe haemorrhage, nerve, muscle or tendon
damage; or
4. Involves injury to any internal organ; or
5. Involves second or third-degree burns, or any burns affecting more than 5percent of
the body surface; or
6. Involves verified exposure to infectious substances or injurious radiation.
g) Air Safety Services.
Providers of air traffic services, communication-, navigation-, and surveillance services,
metrology services for aviation and publication services.
h) Dangerous Goods.
Goods, substances or articles capable of posing significant risk to people, health, property,
or environment when transported in quantity.
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i) Bird Strike
1. Anyone of the following (but not limited to) indicates a bird strike:
2. Observing/hearing birds(s) hitting the aircraft;
3. Observing abnormal engine indications and/or vibrations;
4. Typical odor of burned bird from the air conditions system; and/or
5. Signs of bird strike(s) observed on any part of the aircraft including the engines during
Exterior Inspection.
j) Hazard.
A situation or an object with the potential to cause death or injury to a person, damage to
equipment or a structure, loss of material, or a reduction of ability to perform a prescribed
function.
11.2.3 Reporting Incidents in MNPS Airspace
Reserved
11.2.3.1 Gross Navigation Error in MNPS Airspace
Reserved
11.2.3.2 Altitude Deviation in MNPS Airspace
Reserved
11.2.3.3 Wake Turbulence in MNPS Airspace
Reserved
REPORTING
11.3.1 General
The CMDR shall inform IOCC and CPW, by telephone as soon as possible after an accident or
serious incident, an occurrence requiring immediate attention, or after any other event that
has the potential to attract any media attention. It is the responsibility of the IOCC and CPW to
report the involved AIB (accident investigation board) and secure necessary data (flight
recorder) ref OM-A CH11. All occurrences shall be reported within 24 hours after the
occurrence, thus enabling the company to meet its regulatory obligations to notify and report
to the authorities.
11.3.2 Occurrence Reporting System
The occurrence reporting system used facilitates collection of information on actual or
potential safety deficiencies and other operational deficiencies.
The information from the reports is evaluated, resulting in preventive and corrective action
when appropriate, is reported to the relevant authorities when required, and is regularly
promulgated to relevant operational personnel in order to apprise of potential hazards in the
daily operation.
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The primary means of reporting is via a user interface accessed through the Red Nose Portal. If
the reporting system or Red Nose Portal is not available, the CMDR needs to inform IOCC on
the nature of the occurrence and file a report as soon as the reporting system is available.
Reports containing matters of strictly confidential nature will be given an appropriate limited
distribution. The occurrence reporting system is administrated by the Safety Office
11.3.3 Confidential Reporting
The Company policy in respect to occurrence reporting is that all reporting shall be non-
punitive, and follow the principles of a “just culture”. A just culture should encourage
individuals to report safety-related information but should not absolve individuals of their
normal responsibilities. It is defined as a culture in which front-line operators or other persons
are not punished for actions, omissions or decisions taken by them that are commensurate with
their experience and training, but in which gross negligence, willful violations and destructive
acts are not tolerated.
Nevertheless, in some instances individuals might be reluctant to report their mistakes, human
related matters or other hazards without an increased level of confidentiality. To facilitate and
encourage reporting also in these circumstances a report may be issued confidentially.
Confidential:
Use the “confidential tick box” in the report form and you are secured a confidential and limited
distribution of the report
11.3.4 Reporting Responsibility
The following personnel are obligated to report MORs:
•
• The pilot in command, or, in cases where the pilot in command is unable to report the
occurrence, any other crew member next in the chain of command of the aircraft.
• A person engaged in designing, manufacturing, continuous airworthiness monitoring,
maintaining or modifying an aircraft, or any equipment or part thereof.
• A person who signs an airworthiness review certificate, or a release to service in
respect of an aircraft or any equipment or part thereof.
• A person who performs a function which requires him or her to be authorized by a
ANAC as a staff member of an air traffic service provider entrusted with
responsibilities related to air navigation services or as a flight information service
officer. E.g. Air Traffic Controllers.
• A person who performs a function connected with the safety management of an
airport. E.g. a Safety Manager.
• A person who performs a function connected with the installation, modification,
maintenance, repair, overhaul, flight-checking or inspection of air navigation facilities.
• A person who performs a function connected with the ground handling of aircraft,
including fuelling, loadsheet preparation, loading, de-icing and towing at an airport
covered by RAAC regulations.
Situations may occur where several reporters subject to mandatory reporting
obligations witness the same occurrence. In a situation where these reporters do
not belong to the same category of reporters or are hired by different
organisations, they all shall report the occurrence. In the case where the reporters
belong to the same category of reporters, are hired by the same organisation and
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witness the occurrence together, it is understood that only one of them shall report
the occurrence, in view to avoid useless duplication of reporting.
In case an occurrence takes place on or in the vicinity of an airport and the CMDR anticipates
that the authorities might require crew attendance at the investigation, contact shall be made
with that authority via the Company representative (CPW chief pilot watch) to obtain
directives, as to the necessity of the crew remaining available.
After returning to home base, the CMDR shall contact his Chief Pilot in order to make himself
available for possible further investigation.
If the CMDR deems the stress induced upon any crew member by the incident to be of such
magnitude as to jeopardize flight safety, he may delay or cancel further flight duty.
It is the responsibility of any crew member to report to the CMDR any fault, failure, malfunction,
or defect which he/she believes may affect the airworthiness or safe operation
of the aircraft, or any occurrence that endangered, or could have endangered, the safety
of operation.
11.3.5 Contact with Media
Company employees should not make public statements of any kind regarding the cause of an
emergency, accident or the Company liability unless the information has originated from, or
been approved by, Corporate Relations.
11.3.6 Cabin Crew Reporting
11.3.6.1 Irregularities Requiring Immediate Reporting to Flight Deck
It is the duty of the cabin crew to keep a close watch on the cabin as well as on wings and
engines through the cabin windows in order to detect any irregularities, which may affect the
aircraft operation, e.g. oil and fuel leaks, smoke from engines, icing conditions, loose access
doors or other irregularities affecting cabin or flight safety. Any such irregularities must
immediately be reported to the CMDR. Also unusual sounds or vibrations should be reported.
All inspections should be made discreetly and in such a manner that passengers are not
disturbed or frightened.
11.3.6.2 Cabin Occurrence Reporting
Any occurrence that has or may have influenced flight safety, causes interruption of a flight
(including medical), or results in an unsafe condition (operational or technical) shall be reported
through the CABIN REPORT (CSR), even if the same occurrence is reported by the CMDR.
Occurrences shall be reported by the cabin crew involved.
A CABIN SAFETY REPORT (CSR) shall normally be submitted via the Portal (Red Nose) SafetyNet,
and shall be written in English and the CMDR should be informed.
A copy of the report may be sent to the CMDR by the Safety Office, unless the report is
submitted Confidentially.
The list below gives guidance on, but is not limited to, occurrences that shall be reported via
the CABIN REPORT (CR).
Table 1. Type of occurrences
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Area Type of occurrence
Fire a) All fires
b) Smoke or fumes detected in any compartment.
System a) Failures of any emergency system or equipment, including all exit doors and
failures lighting, to perform satisfactorily, including when being used for training or
test purpose.
Passenger a) Difficulty in controlling intoxicated, violent or unruly passengers.
caused b) Proven or suspected interference from a PED.
Medical a) Events requiring any emergency use of oxygen by any cabin crew member.
related b) Incapacitation of any member of the cabin crew which renders them unable
to perform essential emergency duties.
c) Occurrences, which have led to injury to passengers or crew. For reporting of
crew injuries also use occupational health (HMS) report.
d) Occurrences requiring any use of oxygen (emergency and medical).
e) When EMK/FAK has been used
f) When AED has been used
Miscellaneous a) Breakdown in communication between flight crew and cabin crew that have
influence on the safe operation of the flight.
b) The use of any no-standard procedure (incl. emergency procedure) by the
flight or cabin crew to deal with a situation when:
• A procedure does not exist,
• The procedure exists but is incomplete or is inappropriate,
• The procedure is incorrect.
• Occurrences caused by restricted articles, dangerous goods or special cargo
carried on board.
c) The procedure exists but is not used.
d) An incorrect procedure is used.
11.3.7 Flight Crew Reporting
11.3.7.1 Safety Related Occurrences
Flight safety occurrences, as listed below, shall be reported within 24 hours.
Occurrences to be reported in the context of mandatory reporting are those which may
represent a significant risk to aviation safety and/or which fall into defined categories in section
11.4
Significant flight safety occurrences / serious incidents shall immediately be reported to IOCC
who will forward the reported occurrence to relevant functions for immediate action. Such
occurrences are marked with “SI” in Annex 1 to OM-A Chapter 11.
Safety management systems rely on the collection and analysis of safety related information.
Therefore, the key principle is that, anything that is perceived by the individuals as with the
potential to impact or potentially impact safety should be reported.
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11.3.8 Occurrence Reporting Categories available in Safety Net
ASR/ Air Safety - Flight Operational Issues
CSR/Cabin Safety - Routines Procedures, Pax Related Incidents, Pax Illness with use of EMK or
FAK
FRF/ Fatigue, NFF - Not Fit for Flight
HSE/ Health, Safety and Environment Issues - Working Condition, Injury or near Injury, Illness
SEC/ Security, unruly Pax, Intoxication, smoking
IOCC/ Operational Control, Rerouting, Commanders Discretion, Standby
HAZ/ Hazard - Identification of possible Hazard
SVC/ Service, Catering, Cleaning, Crew meal, Crew Hotel
ESR/ Engineering & Maintenance, Airworthiness
TRN/ Training, Material, Recurrent, Courses
GSR/ Ground, Inad, Ramp, Cargo, Baggage, Arr./Dep. Services
RIR/ Ramp Inspection, SAFA Inspection or similar
ANNEX 1, REPORTABLE OCCURRENCES
Note 1: Although this Annex lists the majority of reportable occurrences, it cannot be
completely comprehensive. Any other occurrences, which are judged by those
involved to meet the criteria, should also be reported.
Note 2: This Annex does not include accidents.
Note 3: Occurrences to be reported are those where the safety of operation was or could
have been endangered or which could have led to an unsafe condition. If in the view
of the reporter an occurrence did not endanger the safety of the operation but if
repeated in different but likely circumstances would create a hazard, then a report
should be made. What is judged to be reportable on one class of product, part or
appliance may not be so on another and the absence or presence of a single factor,
human or technical, can transform an occurrence into an accident or serious
incident.
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11.4.1 Aeroplanes
Area Occurrence S I (serious incident) indicates that IOCC shall be informed.
11.4.1.1 Use of incorrect data or erroneous entries into equipment used for navigation or
Flight performance calculations which has or could have endangered the aircraft, its
preparation. occupants or any other person.
Carriage or attempted carriage of dangerous goods in contravention of applicable
legislations including incorrect labelling, packaging and handling of dangerous goods
11.4.1.2 Incorrect fuel type or contaminated fuel.
Aircraft
Missing, incorrect or inadequate De-icing/Anti-icing treatment.
preparation.
11.4.1.3 (SI) Taxiway or runway excursion.
Take-off and
(SI) Actual or potential taxiway or runway incursion.
landing.
Final Approach and Take-off Area (FATO) incursion.
Any rejected take-off.
(SI) Inability to achieve required or expected performance during take-off, go- around
or landing.
(SI) Actual or attempted take-off, approach or landing with incorrect configuration setting.
(SI) Tail, blade/wingtip or nacelle strike during take-off or landing.
Approach continued against air operator stabilized approach criteria.
Continuation of an instrument approach below published minimums with
inadequate visual references.
(SI) Precautionary or forced landing.
(SI) Short and long landing
Hard landing.
11.4.1.4 (SI)Loss of control.
Any Aircraft upset, exceeding normal pitch attitude, bank angle or airspeed inappropriate for the
phase of conditions.
flight.
Level bust.
Activation of any flight envelope protection, including stall warning, stick shaker, stick
pusher and automatic protections.
Unintentional deviation from intended or assigned track of the lowest of twice the required
navigation performance or 10 nautical miles.
Exceedance of aircraft flight manual limitation.
Operation with incorrect altimeter setting.
Jet blast or rotor and prop wash occurrences which have or could have endangered the
aircraft, its occupants or any other person.
Misinterpretation of automation mode or of any flight deck information provided to the flight
crew which has or could have endangered the aircraft, its occupants or any other person.
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Area Occurrence SI (serious incident) indicates that IOCC shall be informed.
11.4.1.5 Unintentional release of cargo or other externally carried equipment.
Other
Loss of situational awareness (including environmental, mode and system
types of
awareness, spatial disorientation, and time horizon).
occurrences.
(SI) Any occurrence where the human performance has directly contributed to or could
have contributed to an accident or a serious incident.
Loss of situational awareness (including environmental, mode and system
awareness, spatial disorientation, and time horizon).
11.4.2 Technical Occurences
Area Occurrence SI (serious incident) indicates that IOCC shall be informed.
11.4.2.1 (SI) Loss of any part of the aircraft structure in flight.
Structure and
Loss of a system.
systems.
Loss of redundancy of a system.
Leakage of any fluid which resulted in a fire hazard or possible hazardous contamination of
aircraft structure, systems or equipment, or which has or could have endangered the aircraft,
its occupants or any other person.
Fuel system malfunctions or defects, which had an effect on fuel supply and/or
Malfunction or defect of any indication system when this results in misleading
indications to the crew.
(SI) Abnormal functioning of flight controls such as asymmetric or stuck/jammed flight
controls (for example: lift (flaps/slats), drag (spoilers), attitude control (ailerons, elevators,
rudder) devices).
11.4.2.2 Failure or significant malfunction of any part or controlling of a propeller, rotor or
Propulsion powerplant.
(including
engines, (SI) Flameout, in-flight shutdown of any engine or APU when required (for example: ETOPS
propellers and (Extended range Twin engine aircraft Operations), MEL (Minimum Equipment List)).
rotor systems) (SI) Engine operating limitation exceedance, including overspeed or inability to control
and auxiliary the speed of any high-speed rotating component (for example: APU, air starter, air cycle
power units machine, air turbine motor, propeller or rotor).
(APUs).
Failure or malfunction of any part of an engine, powerplant, APU or transmission resulting
in any one or more of the following:
Thrust-reversing system failing to operate as commanded;
Inability to control power, thrust or rpm (revolutions per minute);
Non-containment of components/debris.
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11.4.3 Interaction with Air Navigation Service (ANS) and Air traffic Management
(ATM).
Area Occurrence SI (serious incident) indicates that IOCC shall be informed.
Unsafe ATC (Air Traffic Control) clearance.
Prolonged loss of communication with ATS (Air Traffic Service) or ATM Unit
Conflicting instructions from different ATS Units potentially leading to a loss of
separation.
Misinterpretation of radio-communication which has or could have endangered the aircraft,
its occupants or any other person.
Intentional deviation from ATC instruction which has or could have endangered the aircraft,
its occupants or any other person.
11.4.4 Emergencies and other Critical Situations.
Area Occurrence SI (serious incident) indicates that IOCC shall be informed.
(SI) Any event leading to the declaration of an emergency (‘Mayday’ or ‘PAN call’).
(SI) Any burning, melting, smoke, fumes, arcing, overheating, fire or explosion.
Contaminated air in the cockpit or in the passenger compartment which has or could
have endangered the aircraft, its occupants or any other person.
Failure to apply the correct non-normal or emergency procedure by the flight or cabin
crew to deal with an emergency.
Use of any emergency equipment or non-normal procedure affecting in-flight or landing
performance.
Failure of any emergency or rescue system or equipment which has or could have
endangered the aircraft, its occupants or any other person.
Uncontrollable cabin pressure.
(SI) Critically low fuel quantity or fuel quantity at destination below required final reserve
fuel.
(SI) Any use of crew oxygen system by the crew.
(SI) Incapacitation of any member of the flight or cabin crew that results in the
reduction below the minimum certified crew complement.
Crew fatigue impacting or potentially impacting their ability to perform safely their flight
duties.
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11.4.5 External Environment and Meteorology.
Area Occurrence SI (serious incident) indicates that IOCC shall be informed.
(SI) A collision or a near collision on the ground or in the air, with another aircraft, terrain
or obstacle (Obstacle includes vehicle).
ACAS RA (Airborne Collision Avoidance System, Resolution Advisory).
(SI) Activation of genuine ground collision system such as GPWS (Ground Proximity Warning
System)/TAWS (Terrain Awareness and Warning System) ‘warning’.
Wildlife strike including bird strike.
Foreign object damage/debris (FOD).
Unexpected encounter of poor runway surface conditions.
Wake-turbulence encounters.
Interference with the aircraft by firearms, fireworks, flying kites, laser illumination, high
powered lights, lasers, Remotely Piloted Aircraft Systems, model aircraft or by similar
(SI) A lightning strike which resulted in damage to the aircraft or loss or malfunction of any
aircraft system.
(SI) Hail encounter which resulted in damage to the aircraft or loss or malfunction of any
aircraft system.
(SI) Severe turbulence encounter or any encounter resulting in injury to occupants or
deemed to require a ‘turbulence check’ of the aircraft.
(SI) A significant wind shear or thunderstorm encounters which has or could have
endangered the aircraft, its occupants or any other person.
(SI) Icing encounter resulting in handling difficulties, damage to the aircraft or loss or
malfunction of any aircraft system.
11.4.6 Security
Area Occurrence SI (serious incident) indicates that IOCC shall be informed.
(SI) Bomb threat or hijack.
Difficulty in controlling intoxicated, violent or unruly passengers.
Discovery of a stowaway.
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11.4.7 Occurrences related to Technical Conditions, Maintenance, and Repair of
Aircraft.
Area Occurrence SI (serious incident) indicates that IOCC shall be informed.
11.4.7.1. Products, parts or appliances released from the production organization with deviations
Manufacturing from applicable design data that could lead to a potential unsafe condition as identified
with the holder of the type-certificate or design approval.
11.4.7.2. (SI) Any failure, malfunction, defect or other occurrence related to a product, part, or
Design appliance which has resulted in or may result in an unsafe condition.
Remark: This list is applicable to occurrences occurring on a product, part, or appliance
covered by the type- certificate, restricted type-certificate, supplemental type-certificate,
ETSO authorization, major repair design approval or any other relevant approval deemed
to have been issued under Commission Regulation (EU) No 748/2012.
11.4.7.3. (SI) Serious structural damage (for example: cracks, permanent deformation,
Maintenance delamination, debonding, burning, excessive wear, or corrosion) found during
and maintenance of the aircraft or component.
continuing
Serious leakage or contamination of fluids (for example: hydraulic, fuel, oil, gas or other
airworthiness
fluids).
management.
Failure or malfunction of any part of an engine or powerplant and/or transmission resulting
in any one or more of the following:
non-containment of components/debris;
Failures of the engine mount structure.
Significant malfunction of a safety-critical system or equipment including emergency system
or equipment during maintenance testing or failure to activate these systems after
maintenance.
Incorrect assembly or installation of components of the aircraft found during an inspection
or test procedure not intended for that specific purpose.
Wrong assessment of a serious defect, or serious non-compliance with MEL and Technical
logbook procedures.
Serious damage to Electrical Wiring Interconnection System (EWIS).
Any defect in a life-controlled critical part causing retirement before completion of its full life.
The use of products, components or materials, from unknown, suspect origin, or
unserviceable critical components.
Misleading, incorrect or insufficient applicable maintenance data or procedures that could lead
to significant maintenance errors, including language issue.
Incorrect control or application of aircraft maintenance limitations or scheduled
maintenance.
Releasing an aircraft to service from maintenance in case of any non-compliance which
endangers the flight safety.
Serious damage caused to an aircraft during maintenance activities due to incorrect
maintenance or use of inappropriate or unserviceable ground support equipment that requires
additional maintenance actions.
Identified burning, melting, smoke, arcing, overheating or fire occurrences.
Any occurrence where the human performance, including fatigue of personnel, has
directly contributed to or could have contributed to an accident or a serious incident.
Significant malfunction, reliability issue, or recurrent recording quality issue affecting a flight
recorder system (such as a flight data recorder system, a data link recording system or a
cockpit voice recorder system) or lack of information needed to ensure the serviceability of a
flight recorder system.
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11.4.8 Occurrences related to Air Navigation Services and Facilities.
Area Occurrence SI (serious incident) indicates that IOCC shall be informed.
(SI) A collision or a near collision on the ground or in the air, between an aircraft and
another aircraft, terrain or obstacle (obstacle includes vehicle), including near- controlled
flight into terrain (near CFIT).
Separation minima infringement (This refers to a situation in which prescribed separation
minima were not maintained between aircraft or between aircraft and airspace to which
separation minima is prescribed).
Inadequate separation (In the absence of prescribed separation minima, a situation in
which aircraft were perceived to pass too close to each other for pilots to ensure safe
ti )RAs.
(SI) ACAS
Wildlife strike including bird strike.
(SI) Taxiway or runway excursion.
(SI) Actual or potential taxiway or runway incursion.
(SI) Final Approach and Take-off Area (FATO) incursion.
Aircraft deviation from ATC clearance.
Aircraft deviation from applicable air traffic management (ATM) regulation:
(a) aircraft deviation from applicable published ATM procedures;
(b) airspace infringement including unauthorised penetration of airspace;
(c) deviation from aircraft ATM-related equipment carriage and operations, as mandated by
applicable regulations.
Call sign confusion related occurrences.
11.4.9 Degradation or Total Loss of Services or Functions.
Inability to provide ATM services or to execute ATM functions:
(a) inability to provide air traffic services or to execute air traffic services functions;
(b) inability to provide airspace management services or to execute airspace management
functions;
(c) inability to provide air traffic flow management and capacity services or to execute air
traffic flow management and capacity functions.
Missing or significantly incorrect, corrupted, inadequate or misleading information from any
support service (For example: air traffic service (ATS), automatic terminal information service
(ATIS), meteorological services, navigation databases, maps, charts, aeronautical
information service (AIS), manuals.), including relating to poor runway surface conditions.
Failure of communication service.
Failure of surveillance service.
Failure of data processing and distribution function or service.
Failure of navigation service.
Failure of ATM system security which had or could have a direct negative impact on the
safe provision of service.
Significant ATS sector/position overload leading to a potential deterioration in service
provision.
Incorrect receipt or interpretation of significant communications, including lack of
understanding of the language used, when this had or could have a direct negative impact
on the safe provision of service.
Prolonged loss of communication with an aircraft or with other ATS unit.
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11.4.10 Other Occurrences
(SI) Declaration of an emergency (‘Mayday’ or ‘PAN’ call).
Significant external interference with Air Navigation Services (for example radio broadcast
stations transmitting in the FM band, interfering with ILS (instrument landing system), VOR
(VHF Omni Directional Radio Range) and communication).
Interference with an aircraft, an ATS unit or a radio communication transmission including
by firearms, fireworks, flying kites, laser illumination, high-powered lights lasers, Remotely
Piloted Aircraft Systems, model aircraft or by similar means.
Fuel dumping.
Bomb threat or hijack.
Fatigue impacting or potentially impacting the ability to perform safely the air
navigation or air traffic duties.
(SI) Any occurrence where the human performance has directly contributed to or could
have contributed to an accident or a serious incident.
11.4.11 Occurrences related to Aerodromes & Ground Handling Services
11.4.11.1. (SI) A collision or near collision, on the ground or in the air, between an aircraft and another
Aircraft and aircraft, terrain or obstacle (obstacle includes vehicle).
obstacle- Wildlife strike including bird strike.
related
occurrences. (SI) Taxiway or runway excursion.
(SI) Actual or potential taxiway or runway incursion.
(SI) Final Approach and Take-off Area (FATO) incursion or excursion.
Aircraft or vehicle failure to follow clearance, instruction or restriction while operating
on the movement area of an aerodrome (for example: wrong runway, taxiway or
restricted part of an aerodrome).
Foreign object on the aerodrome movement area which has or could have
endangered the aircraft, its occupants or any other person.
Presence of obstacles on the aerodrome or in the vicinity of the aerodrome which are not
published in the AIP (Aeronautical Information Publication) or by NOTAM (Notice to Airmen)
and/or that are not marked or lighted properly.
Push-back, power-back or taxi interference by vehicle, equipment or person.
Passengers or unauthorized person left unsupervised on apron.
Jet blast, rotor down wash or propeller blast effect.
(SI) Declaration of an emergency (‘Mayday’ or ‘PAN’ call).
11.4.11.2. Loss or failure of communication between:
Degradation or (a) aerodrome, vehicle or other ground personnel and air traffic services unit or apron
total loss of management service unit;
services or (b) apron management service unit and aircraft, vehicle or air traffic services unit.
functions.
(SI) Significant failure, malfunction or defect of aerodrome equipment or system which
has or could have endangered the aircraft or its occupants.
Significant deficiencies in aerodrome lighting, marking or signs.
Failure of the aerodrome emergency alerting system.
Rescue and firefighting services not available according to applicable
requirements.
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11.4.11.3. Fire, smoke, explosions in aerodrome facilities, vicinities and equipment which has or could
Other have endangered the aircraft, its occupants or any other person.
occurrences (SI) Aerodrome security related occurrences (for example: unlawful entry,
sabotage, bomb threat).
Absence of reporting of a significant change in aerodrome operating conditions which has
or could have endangered the aircraft, its occupants or any other person.
Missing, incorrect or inadequate de-icing/anti-icing treatment.
Significant spillage during fueling operations.
Loading of contaminated or incorrect type of fuel or other essential fluids (including oxygen,
nitrogen, oil and potable water).
Failure to handle poor runway surface conditions.
(SI) Any occurrence where the human performance has directly contributed to or could
have contributed to an accident or a serious incident.
11.4.12 Ground Handling of Aircraft.
11.4.12.1 (SI) A collision or near collision, on the ground or in the air, between an aircraft and another
Aircraft and aircraft, terrain or obstacle (obstacle includes vehicle).
aerodrome- (SI) Runway or taxiway incursion.
related
occurrences. (SI) Runway or taxiway excursion.
Significant contamination of aircraft structure, systems and equipment arising from the
carriage of baggage, mail or cargo.
Push-back, power-back or taxi interference by vehicle, equipment or person.
Foreign object on the aerodrome movement area which has or could have
endangered the aircraft, its occupants or any other person.
Passengers or unauthorized person left unsupervised on apron.
Fire, smoke, explosions in aerodrome facilities, vicinities and equipment which has or could
have endangered the aircraft, its occupants or any other person.
Aerodrome security-related occurrences (for example: unlawful entry, sabotage, bomb
threat).
11.4.12.2. Loss or failure of communication with aircraft, vehicle, air traffic services unit or apron
Degradation or management service unit.
total loss of Significant failure, malfunction or defect of aerodrome equipment or system which has or
services or could have endangered the aircraft or its occupants.
functions
Significant deficiencies in aerodrome lighting, marking or signs.
11.4.12.3. Incorrect handling or loading of passengers, baggage, mail or cargo, likely to have a
Ground significant effect on aircraft mass and/or balance (including significant errors in loadsheet
handling calculations).
specific
occurrences Boarding equipment removed leading to endangerment of aircraft occupants.
Incorrect stowage or securing of baggage, mail or cargo likely in any way to
endanger the aircraft, its equipment or occupants or to impede emergency
evacuation.
Transport, attempted transport or handling of dangerous goods which resulted or could
have resulted in the safety of the operation being endangered or led to an unsafe condition
(for example: dangerous goods incident or accident as defined in the ICAO Technical
Instructions (ICAO - Doc 9284).
Non-compliance on baggage or passenger reconciliation.
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Non-compliance with required aircraft ground handling and servicing procedures,
especially in de-icing, refueling or loading procedures, including incorrect positioning or
removal of equipment.
Significant spillage during fueling operations.
Loading of incorrect fuel quantities likely to have a significant effect on aircraft
endurance, performance, balance or structural strength.
Loading of contaminated or incorrect type of fuel or other essential fluids (including oxygen,
nitrogen, oil and potable water).
Failure, malfunction or defect of ground equipment used for ground handling, resulting into
damage or potential damage to the aircraft (for example: tow bar or GPU (Ground Power
Unit)).
Missing, incorrect or inadequate de-icing/anti-icing treatment.
Damage to aircraft by ground handling equipment or vehicles including previously
unreported damage.
(SI) Any occurrence where the human performance has directly contributed to or could
have contributed to an accident or a serious incident.
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12 RULES OF THE AIR
12.0 TABLE OF CONTENTS
12 RULES OF THE AIR ................................................................................................................1
12.0 TABLE OF CONTENTS....................................................................................................................1
12.1 RULES OF THE AIR ........................................................................................................................2
12.1.1 Introduction .................................................................................................................................2
12.1.2 Compliance with the Rules of the Air ..........................................................................................2
12.1.3 Simulated Abnormal Situations in Flight......................................................................................2
12.1.4 SERA (EU Standardised European Rules of the Air) .....................................................................3
12.1.5 Territorial Application of the Rules of the Air ..............................................................................3
12.1.6 Communications ..........................................................................................................................3
12.2 INTERCEPTION .............................................................................................................................4
12.3 SIGNALS........................................................................................................................................4
12.3.1 Marshalling Signals ......................................................................................................................8
12.3.2 From the Pilot of an Aircraft to a Signalman..............................................................................17
12.4 STANDARD EMERGENCY HAND SIGNALS ...................................................................................20
12.5 TIME ...........................................................................................................................................21
12.6 PROCEDURE FOR OBSERVING AN ACCIDENT .............................................................................21
12.7 ADHERENCE TO FLIGHT PLAN ....................................................................................................22
12.8 GROUND / AIR VISUAL CODES FOR USE BY SURVIVALS, SIGNAL AIDS .......................................23
12.9 DISTRESS AND URGENCY SIGNALS .............................................................................................23
12.9.1 Distress Signals...........................................................................................................................23
12.9.2 Urgency Signals ..........................................................................................................................24
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12.1 RULES OF THE AIR
12.1.1 Introduction
Various sections of the Jeppesen Flight Supplement Manual, particularly the ATC section and
where applicable individual state differences contain the required excerpts of ICAO
documentation to address the regulatory requirements for the structure of OMA 12, Rules of
the Air. This Jeppesen Flight Supplement Manual contains the rules extracted from ICAO Rules
of the Air, Annex 2. Individual state differences are contained in Regional Flight Suplement
Manuals specifically under the ATC and Emergency Chapters.
The Jeppesen Flight Supplement Manuals are included in the EFB documents during flight
operations and accessible to operating crews.
12.1.2 Compliance with the Rules of the Air
Rules of the Air apply to all NAA aircraft and crews shall be familiar with and comply with the
Rules of the Air.
Crew members shall also comply with the laws, regulations and procedures of those States in
which operations are conducted and which are pertinent to the performance of their duties.
The national regulation shall be applicable at all times and, when operating in Europe, SERA
(see 12.1.4) will also be applicable. The National Legislation of states in whose airspace NAA is
operating shall be applicable during such operations. The ICAO Annex 2 Rules of the Air shall
be applicable when operating outside of sovereign airspace, i.e. over the open seas. See also
12.1.5 below.
The Commander shall, in an emergency situation that requires immediate decision and action,
take any action he considers necessary under the circumstances in the interests of safety. In
such cases he may deviate from rules, operational procedures and methods in the interest of
safety.
12.1.3 Simulated Abnormal Situations in Flight
When carrying passengers or cargo the following shall not be simulated:
(a) abnormal or emergency situations that require the application of abnormal or
emergency procedures; or
(b) flight in IMC by artificial means.
The policy above applies to all NAA flights.
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12.1.4 SERA (EU Standardised European Rules of the Air)
Only applicable during operations in the European airspace
The SERA were adopted by Commission Regulation (EU) No. 923/2012. The UK elected to
derogate its adoption until December 04th 2014. From 04th December 2014 a small number of
differences exist between the SERA and the UK Rules of the Air Regulations 2007 or as
amended.
OM-A CH 12 contains the SERA.
12.1.5 Territorial Application of the Rules of the Air
The Rules of the Air shall apply to aircraft bearing the nationality and registration marks of a
Contracting State, wherever they may be, to the extent that they do not conflict with the rules
published by the State having jurisdiction over the territory overflown. Therefore, the Rules of
the Air apply to all NAA flight operations. Additionally, the rules of the territories being
overflown also apply to NAA flight operations.
Visual and Instrument Flight Rules
Visual Flight Rules are explained in the ATC section of the Jeppesen Flight Supplement Manual
and additionally filed State differences are contained in the ATC section of the regional Flight
Supplement Manuals.
All NAA flights are operated under IFR
Instrument Flight Rules
Instrument Flight Rules are explained in the ATC section of the Jeppesen Flight Supplement
Manual and additionally filed State differences are contained in the ATC section of the regional
Flight Supplement Manuals.
12.1.6 Communications
An aircraft operated as a controlled flight shall maintain continuous air-ground voice
communication watch on the appropriate communication channel of, and establish two-way
communication as necessary with, the appropriate air traffic control unit, except as may be
prescribed by the appropriate ATS authority in respect of aircraft forming part of aerodrome
traffic at a controlled aerodrome.
NOTE 1: SELCAL or similar automatic signaling devices satisfy the requirement to
maintain an air-ground voice communication watch.
NOTE 2: The requirement for an aircraft to maintain an air-ground voice
communication watch remains in effect after CPDLC has been established.
Communications Failure
See Jeppesen Flight Supplement Manual EMERGENCY Section and additionally filed State
differences are contained in the ATC section of the regional Flight Supplement Manuals for
related Communication Failure Information.
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12.2 INTERCEPTION
NOTE: The word “interception” in this context does not include intercept and escort service
provided, on request, to an aircraft in distress, in accordance with the International
Aeronautical and Maritime Search and Rescue (IAMSAR) Manual (DOC 9731) Interception of
civil aircraft shall be governed by appropriate regulations and administrative directives issued
by contracting States in compliance with the Convention on International Civil Aviation, and in
particular Article 3(d) under which contracting States undertake, when issuing regulations for
their State aircraft, to have due regard for the safety of navigation of civil aircraft.
See Jeppesen Flight Supplement Manual EMERGENCY Section and additionally filed State
differences are contained in the ATC section of the regional Flight Supplement Manuals for
related EMERGENCY Section for related Interception Information.
12.3 SIGNALS
VISUAL SIGNALS USED TO WARN AN UNAUTHORIZED AIRCRAFT FLYING IN, OR ABOUT TO
ENTER A RESTRICTED, PROHIBITED OR DANGER AREA.
By day and by night, a series of projectiles discharged from the ground at intervals of 10
seconds, each showing, on bursting, red and green lights or stars will indicate to an
unauthorized aircraft that it is flying in or about to enter a restricted, prohibited or danger area,
and that the aircraft is to take such remedial action as may be necessary.
SIGNALS FOR AERODROME TRAFFIC -LIGHT AND PYROTECHNIC SIGNALS Instructions
LIGHT SIGNAL AIRCRAFT IN FLIGHT AIRCRAFT ON THE GROUND
Steady green Cleared to land Cleared for take-off
Give way to other aircraft and
Steady red Stop
continue circling
Series of green flashes Return for landing* Cleared to taxi
Series of red flashes Aerodrome unsafe, do not land Taxi clear of landing area in use
Land at this aerodrome and pro- Return to starting point on the
Series of white flashes
ceed to apron* aerodrome
Notwithstanding any previous in-
Red pyrotechnic structions do not land for the
time being
*Clearances to land and to taxi will be given in due course.
Acknowledgment by an Aircraft —
a. When in flight:
1. during the hours of daylight:
• by rocking the aircraft’s wings;
NOTE: This signal should not be expected on the base and final legs of the
approach.
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2. during the hours of darkness:
• by flashing on and off twice the aircraft’s landing lights or, if not so equipped, by
switching on and off twice its navigation lights.
b. When on the ground:
1. during the hours of daylight:
• by moving the aircraft’s ailerons or rudder;
2. during the hours of darkness:
• by flashing on and off twice the aircraft’s landing lights or, if not so equipped, by
switching on and off twice its navigation lights.
Prohibition of Landing
A horizontal red square panel with yellow diagonals when displayed in a signal area indicates
that landings are prohibited and that the prohibition is liable to be prolonged.
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Need for Special Precautions While Approaching or Landing
A horizontal red square panel with one yellow diagonal when displayed in a signal area indicates
that owing to the bad state of the manoeuvring area, or for any other reason, special
precautions must be observed in approaching to land or in landing.
Use of Runways and Taxiways
A horizontal white dumb-bell when displayed in a signal area indicates that aircraft are required
to land, take-off and taxi on runways and taxiways only.
Use of Runways and Taxiways
A horizontal white dumb-bell when displayed in a signal area indicates that aircraft are required
to land, take-off and taxi on runways and taxiways only.
The same horizontal white dumb-bell as in 4.2.3.1 but with a black bar placed perpendicular to
the shaft across each circular portion of the dumb-bell when displayed in a signal area indicates
that aircraft are required to land and take-off on runways only, but other manoeuvres need not
be confined to runways and taxiways.
Closed Runways or Taxiways
Crosses of a single contrasting colour, yellow or white, displayed horizontally on runways and
taxi-ways or parts thereof indicate an area unfit for movement of aircraft.
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Directions for Landing or Take-off
A horizontal white or orange landing T indicates the direction to be used by aircraft for landing
and take-off, which shall be in a direction parallel to the shaft of the T towards the cross arm.
NOTE: When used at night, the landing T is either illuminated or outlined in white colored lights
A set of two digits displayed vertically at or near the aerodrome control tower indicates to
aircraft on the manoeuvring area the direction for take-off, expressed in units of 10 degrees to
the nearest 10 degrees of the magnetic compass
Right-Hand Traffic
When displayed in a signal area, or horizontally at the end of the runway or strip in use, a right-
hand arrow of conspicuous colour indicates that turns are to be made to the right before
landing and after take-off.
Air Traffic Services Reporting Office
The letter C displayed vertically in black against a yellow background indicates the location of
the air traffic services reporting office.
Glider Flights in Operation
A double white cross displayed horizontally in the signal area indicates that the aerodrome is
being used by gliders and that glider flights are being performed.
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12.3.1 Marshalling Signals
From a Signalman to an Aircraft
NOTE 1: These signals are designed for use by the signalman, with hands illuminated as
necessary to facilitate observation by the pilot, and facing the aircraft in a position:
a) for fixed wing aircraft: on left side of aircraft where best seen by the pilot; and
b) for helicopters: where the signalman can best be seen by the pilot.
NOTE 2: The meaning of the relevant signals remains the same if bats, illuminated wands or
torchlights are held.
NOTE 3: The aircraft engines are numbered for the signalman facing the aircraft, from right to
left (i.e., No.1 engine being the port outer engine).
NOTE 4: Signals marked with an asterisk are designed for use by hovering helicopters.
NOTE 5: References to wands may also be read to refer to daylight-fluorescent table-tennis
bats or gloves (daytime only).
NOTE 6: References to the signalman may also be read to refer to marshaller.
Prior to using the following signals, the signalman shall ascertain that the area within which an
aircraft is to be guided is clear of objects which the aircraft might otherwise strike.
NOTE: The design of many aircraft is such that the path of the wing tips, engines and other
extremities cannot always be monitored visually from the flight deck while the aircraft is being
manoeuvred on the ground.
Wingwalker/guide
Raise right hand above head level with wand pointing up; move left-hand wand pointing down
toward body.
NOTE: This signal provides an indication by a person positioned at the aircraft wing tip, to the
pilot/marshaller/push-back operator, that the aircraft movement on/off a parking position
would be unobstructed.
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Identify Gate
Raise fully extended arms straight above head with wands pointing up.
Proceed To Next Signalman or as Directed by Tower/Ground Control
Point both arms upward; move and extend arms outward to sides of body and point with wands
to direction of next signalman or taxi area.
Straight Ahead
Bend extended arms at elbows and move wands up and down from chest height to head
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Turn
a) Turn left (from pilot’s point of view):
With right arm and wand extended at a 90-degree angle to body, make “come ahead”
signal with left hand. The rate of signal motion indicates to pilot the rate of aircraft turn.
b) Turn right (from pilot’s point of view):
With left arm and wand extended at a 90-degree angle to body, make “come ahead” signal
with right hand. The rate of signal motion indicates to pilot the rate of aircraft turn.
Stop
a) Normal stop: Fully extend arms and wands at a 90-degree angle to sides and slowly move
to above head until wands cross.
b) Emergency stop:
Abruptly extend arms and wands to top of head, crossing wands.
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Brakes
a) Set brakes:
Raise hand just above shoulder height with open palm. Ensuring eye contact with flight
crew, close hand into a fist. Do not move until receipt of “thumbs up” acknowledgement
from flight crew
b) Release brakes:
Raise hand just above shoulder height with hand closed in a fist. Ensuring eye contact with
flight crew, open palm. Do not move until receipt of “thumbs up” acknowledgement from
flight crew.
Chocks
a) Chocks inserted:
With arms and wands fully extended above head, move wands inward in a “jabbing”
motion until wands touch. Ensure acknowledgement is received from flight crew.
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b) Chocks removed:
With arms and wands fully extended above head, move wands outward in a “jabbing”
motion. Do not remove chocks until authorized by flight crew.
Start Engine(s)
Raise right arm to head level with wand pointing up and start a circular motion with hand; at
the same time, with left arm raised above head level, point to engine to be started.
Cut Engines
Extend arm with wand forward of body at shoulder level; move hand and wand to top of left
shoulder and draw wand to top of right shoulder in a slicing motion across throat
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Slow Down
Move extended arms downwards in a “patting” gesture, moving wands up and down from waist
to knees.
Slow Down Engine(s) on Indicated Side
With arms down and wands toward ground, wave either right or left wand up and down
indicating engine(s) on left or right side respectively should be slowed down.
Move Back
With arms in front of body at waist height, rotate arms in a forward motion. To stop rearward
movement, use signal 5.1.1.6 a) or b).
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Turns While Backing
a) For tail to starboard: Point left arm with wand down and bring right arm from overhead
vertical position to horizontal forward position, repeating right-arm movement.
b) For tail to port: Point right arm with wand down and bring left arm from overhead vertical
position to horizontal forward position, repeating left-arm movement.
Affirmative/All Clear
Raise right arm to head level with wand pointing up or display hand with “thumbs up”; left arm
remains at side by knee.
NOTE: This signal is also used as a technical/servicing communication signal.
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Hold Position/Stand By
Fully extend arms and wands downwards at a 45-degree angle to sides. Hold position until air-
craft is clear for next manoeuvre.
Dispatch Aircraft
Perform a standard salute with right hand and/or wand to dispatch the aircraft. Maintain eye
con- tact with flight crew until aircraft has begun to taxi.
Do Not Touch Controls (Technical/Servicing Communication Signal)
Extend right arm fully above head and close fist or hold wand in horizontal position; left arm
remains at side by knee.
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Connect Ground Power (Technical/Servicing Communication Signal)
Hold arms fully extended above head; open left hand horizontally and move finger tips of right
hand into and touch open palm of left hand (forming a “T”). At night, illuminated wands can
also be used to form the “T” above head.
Disconnect power (Technical/Servicing Communication Signal)
Hold arms fully extended above head with finger tips of right hand touching open horizontal
palm of left hand (forming a “T”); then move right hand away from the left. Do not disconnect
power until authorized by flight crew. At night, illuminated wands can also be used to form the
“T” above head.
Negative (Technical/Servicing Communication Signal)
Hold right arm straight out at 90 degrees from shoulder and point wand down to ground or
display hand with “thumbs down”; left hand remains at side by knee.
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Establish Communication via Interphone (Technical/Servicing
Communication Signal)
Extend both arms at 90 degrees from body and move hands to cup both ears.
Open/Close Stairs (Technical/Servicing Communication Signal)
With right arm at side and left arm raised above head at a 45-degree angle, move right arm in
a sweeping motion towards top of left shoulder.
NOTE: This signal is intended mainly for aircraft with the set of integral stairs at the front.
Fire
Move right hand in a “fanning” motion from shoulder to knee, while at the same time pointing
with left hand to area of fire.
Night — same with wands.
12.3.2 From the Pilot of an Aircraft to a Signalman
Note: These signals are designed for use by a pilot in the cockpit with hands plainly visible to
the signalman, and illuminated as necessary to facilitate observation by the signalman
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Brakes engaged:
• Raise arm and hand, with fingers extended, horizontally in front of face,
• Then clench fist.
Note: The moment the fist is clenched indicates the moment of brake engagement.
Brakes released:
• Raise arm, with fist clenched, horizontally in front of face,
• Then extend fingers.
Note: The moment the fingers are extended indicates the moment of brake release.
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Insert chocks:
• Arms extended, palms outwards.
• Move hands inwards to cross in front of face.
It is the Company’s standard procedure to communicate insertion of chocks via interphone
whenever possible.
Remove chocks:
• Hands crossed in front of face, palms outwards.
• Move arms outwards.
Ready to Start Engine(s)
It is the Company’s standard procedure to coordinate start of engines via interphone whenever
possible.
Raise the appropriate number of fingers on one hand indicating the number of the
engine to be started.
Note: From the Flight Crew’s view, the aircraft engines are numbered in flight direction, from
left to right (i.e. No. 1 engine being the port outer engine).
Establish Communication via Interphone
Request from cockpit to ground ICAO standard (suitable only during daylight or in brightly
illuminated apron areas):
• Hold position,
• Move hands to cup both ears.
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12.4 STANDARD EMERGENCY HAND SIGNALS
The following hand signals are established as the minimum required for emergency
communication between the aircraft rescue and firefighting (ARFF) incident commander/ARFF
firefighters and the cockpit and/or cabin crews of the incident aircraft. ARFF emergency hand
signals should be given from the left front side of the aircraft for the flight crew.
NOTE: In order to communicate more effectively with the cabin crew, emergency hand signals
may be given by firefighters from other positions.
Recommend evacuation
Evacuation recommended based on ARFF and incident commander's assessment of external
situation.
Recommended stop
Recommend evacuation in progress be halted. Stop aircraft movement or other activity in
progress.
Arms in front of head, crossed at wrists.
Night — same with wands.
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Emergency contained
No outside evidence of dangerous conditions or “all-clear”
Arms extended outward and down at a 45–degree angle. Arms moved inward below waistline
simultaneously until wrists crossed, then extended outward to starting position (umpire's
“safe” signal).
Night — same with wands.
12.5 TIME
Coordinated Universal Time (UTC) shall be used and shall be expressed in hours and minutes
and, when required, seconds of the 24-hour day beginning at midnight.
Wherever time is utilized in the application of data link communications, it shall be accurate to
within 1 second of UTC.
12.6 PROCEDURE FOR OBSERVING AN ACCIDENT
When a CMDR observes that either another aircraft or a surface craft is in distress, he shall,
unless he is unable, or, due circumstances, considers it unreasonable or unnecessary:
a) Keep in sight the craft in distress until such time as his presence is no longer required or
his endurance does not permit him to remain in the vicinity of the distressed craft any
longer.
b) If his/her position is not known with certainty, take such action that will facilitate the
determination of the position.
c) Report to the rescue coordination center or air traffic service unit as much of the following
information as possible:
• Type of craft in distress, its identification and condition.
• Its position, expressed in geographical coordinates or in distance and true bearing
from a distinctive landmark or nav. aid.
• Time of observation expressed in UTC.
• Number of persons observed.
• Whether persons have been seen to abandon the craft in distress.
• Number of persons observed to be afloat.
• Apparent physical condition of survivors.
d) Act as instructed by the rescue coordination center.
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Rev: 04
If the CMDR of the first aircraft to reach the place of the accident is unable to establish
communication with the Rescue Coordination Center or Air Traffic Services unit, he shall
take charge of activities of all other aircraft that arrive until such time as by mutual
arrangement he hands over to that aircraft best able to provide communication in the
prevailing circumstances.
12.7 ADHERENCE TO FLIGHT PLAN
An aircraft shall adhere to the current flight plan or the applicable portion of a current flight
plan submitted for a controlled flight unless a request for a change has been made and
clearance obtained from the appropriate air traffic control unit, or unless an emergency
situation arises which necessitates immediate action by the aircraft, in which event as soon as
circumstances permit, after such emergency authority is exercised, the appropriate air traffic
services unit shall be notified of the action taken and that this action has been taken under
emergency authority.
1) Unless otherwise authorized by the appropriate ATS authority or directed by the
appropriate air traffic control unit, controlled flights shall, in so far as practicable:
(a) when on an established ATS route, operate along the defined centre line of that route;
or
(b) when on any other route operate directly between the navigation facilities and/or
points defining that route.
2) Subject to the overriding requirement in (1) above, an aircraft operating along an ATS
route segment defined by reference to very high frequency omnidirectional radio ranges
shall change over for its primary navigation guidance from the facility behind the aircraft
to that ahead of it at, or as close as operationally feasible to, the change-over point, where
established.
3) Deviation from the requirements in (1) above shall be notified to the appropriate air traffic
services unit.
Inadvertent Changes
In the event that a controlled flight inadvertently deviates from its current flight plan, the
following action shall be taken:
(a) Deviation from Track: If the aircraft is off track, action shall be taken forthwith to adjust
the heading of the aircraft to regain track as soon as practicable.
(b) Variation in True Airspeed: If the average true airspeed at cruising level between reporting
points varies or is expected to vary by plus or minus 5 percent of the true airspeed, from
that given in the flight plan, the appropriate air traffic services unit shall be so informed.
(c) Change in Time Estimate: If the time estimate for the next applicable reporting point, flight
information region boundary or destination aerodrome, whichever comes first, is found to
be in error in excess of 2 minutes from that notified to air traffic services, or such other
period of time as is prescribed by the appropriate ATS authority or on the basis of air
navigation regional agreements, a revised estimated time shall be notified as soon as
possible to the appropriate air traffic services unit.
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Rev: 04
Additionally, when an ADS agreement is in place, the air traffic services unit (ATSU) shall
be informed automatically via data link whenever changes occur beyond the threshold
values stipulated by the ADS event contract.
12.8 GROUND / AIR VISUAL CODES FOR USE BY SURVIVALS, SIGNAL AIDS
Symbols shall be at least 2.5m (8') long and shall be made as conspicuous as possible.
NOTE: Symbols may be formed by any means such as: strips of fabric, parachute material,
pieces of wood, stones or such like material; marking the surface by tramping, or staining with
oil,etc.
Attention to the signals may be attracted by other means such as radio, flares, smoke, reflected
light, etc.
12.9 DISTRESS AND URGENCY SIGNALS
NOTE: None of the provisions in this section shall prevent the use, by an aircraft in distress, of
any means at its disposal to attract attention, make known its position and obtain help.
12.9.1 Distress Signals
The following signals, used either together or separately, mean that grave and imminent danger
threatens, and immediate assistance is requested:
(a) a signal made by radiotelegraphy or by any other signalling method consisting of the group
SOS (. . . - - - . . . in the Morse Code);
(b) a radiotelephony distress signal consisting of the spoken word MAYDAY;
(c) a distress message sent via data link which transmits the intent of the word MAYDAY;
(d) rockets or shells throwing red lights, fired one at a time at short intervals;
(e) a parachute flare showing a red light.
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Chap: 12.0 Norwegian Air Argentina
Rev: 04
12.9.2 Urgency Signals
The following signals, used either together or separately, mean that an aircraft wishes to give
notice of difficulties which compel it to land without requiring immediate assistance:
(a) the repeated switching on and off of the landing lights; or
(b) the repeated switching on and off of the navigation lights in such a manner as to be distinct
from flashing navigation lights.
The following signals, used either together or separately, mean that an aircraft has a very
urgent message to transmit concerning the safety of a ship, aircraft or other vehicle, or of some
person on board or within sight:
(a) a signal made by radiotelegraphy or by any other signalling method consisting of the group
(b) XXX;
(c) a radiotelephony urgency signal consisting of the spoken words PAN, PAN.
(d) an urgency message sent via data link which transmits the intent of the words PAN, PAN.
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OM A
Date: 19/Jul/19
Chap: 13.0 Norwegian Air Argentina
Rev: 04
13 CONTRACTING, LEASING AND CODE-SHARE
13.0 TABLE OF CONTENTS
13 CONTRACTING, LEASING AND CODE-SHARE ...................................................................... 1
13.0 TABLE OF CONTENTS .................................................................................................................... 1
13.1 GENERAL ...................................................................................................................................... 2
13.1.1 Definition of Requirements and Needs ...................................................................................... 2
13.1.2 Request for Proposal (RFP) ......................................................................................................... 2
13.1.3 Evaluation of Contractors ........................................................................................................... 3
13.1.4 Risk Assessment Analysis............................................................................................................ 4
13.1.5 Decision and Closing ................................................................................................................... 4
13.1.6 Monitoring the Contractors........................................................................................................ 4
13.1.7 Termination of the Contractors .................................................................................................. 5
13.2 LEASING ....................................................................................................................................... 5
13.3 CODE-SHARE AGREEMENT ........................................................................................................... 5
13.4 CONTRACTED ACTIVITIES ............................................................................................................. 5
13.4.1 General Requirements ............................................................................................................... 5
13.4.2 Agreement for Contracted Activities (ACA) ................................................................................ 6
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Chap: 13.0 Norwegian Air Argentina
Rev: 04
13.1 GENERAL
This document shall describe the overall procedures for contracting and leasing in the Com-
pany. The organisation may decide to contract certain activities to external organisations.
Contracted activities shall include all activities within the organisation’s scope of approval that
are performed by another organisation either itself certified to carry out such activity or if not
certified, working under the organization’s s terms approval.
A written agreement should exist between the organisation and the contracted organisations
clearly defining the contracted activities and the applicable requirements.
The ultimate responsibility for contracted products or services, provided by the external organ-
izations, always remain within the internal organization.
Activities performed by contractors may have an impact on safety. Therefor the contracted
safety related activities need to be addressed through the organisations Safety Management
and compliance monitoring program.
Definition of Requirements and Needs
The Contract Management has the following commitment and responsibility before entering
into a contract the facilitator must ensure that the following conditions are met within the or-
ganization.
Step Remarks Tool Manage-
ment
Assignment Contractor The depart-
Definition of Demands of People evaluation check- ment and Con-
Requirements Time of Aspects list tractor
and needs Communications
In accordance with internal and eth- Further proce-
ical guidelines dures are de-
Secure and coordinate correct and scribed in each
departments of-
updated information about the mar-
fice instructions
ket and possible contract partners
Define Norwegian short and long
business objectives
Request for Proposal (RFP)
The RFP (Request for proposal) will define/describe the following aspects and requirement that
must be met by the contracts partner and their subcontractors.
Step Remarks Tool Management
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Rev: 04
• The services requested must be Contractor The Contractor
RFP clearly defined. evaluation check-
• The contractor and their sub-con- list
tractors must verify that the con-
tractor’s facilities and resources Further procedures
are able to execute the are described in
• contracted tasks. each department
• Verify that the Contractor holds office instructions
the required competence,
• certificates, authorisations and ap-
provals to execute the
• contracted tasks
• The contracted organisation and
their sub-contractors will be sub-
ject to compliance monitoring and
safety management
• There must be a written agree-
ment with the contractor and their
sub-contractors
• Any subcontracting of services and
the provider(s) thereof, must be
recorded in the contract, if applica-
ble
• There must be a list containing the
contracted organisation products
or services including contact de-
tails of the contractor
• Financial standing
Evaluation of Contractors
The Evaluation of the proposals from external contractors must be done in accordance to the
below
Step Remarks Tool Management
Evaluations • Verify that the contractors are Contractor The Depart-
in compliance with the RFP. evaluation check- ment and Con-
• Verify that the contractor holds list tractor
the required certificates, au-
thorisations and approvals Further proce-
• Check the need to supply the dures are de-
contractor with organisation scribed in each
• documentation or parts thereof departments Of-
• Verify the need to train the fice instructions
• contractor on defined
• organisation,
• philosophies, policies, proce-
dures and requirements.
Safety Impact • Perform a risk assessment
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Rev: 04
Risk Assessment Analysis
The Contractor must evaluate if a risk assessment analysis is necessary, if the decision is made
to carry out a risk assessment, the risk assessment analysis must include the following aspects
Step Remarks Tool Management
Risk assess- • Job factors Risk assessment The Department
ment o Management tool. Supplier risk and Contractor
o Work environment analysis
o Attitudes, norms
o Language difficulties
o Sociological environment
o Material assets (both personal
o and equipment
o Equipment
o Design
o Maintenance
o Facilities (noise weather etc)Train-
ing requirement
o Quality
o Quantity
o Initial, recurrent and remedial
Training
o Safety
Safety records
Safety culture
o Operational Environment
Compliance Decision to be made if a detailed audit is re- The Department
Checklist
check quired and Contractor
Decision and Closing
Step Remarks Tool Management
Decision and Decide upon suitability, adequacy RFP documents The Depart-
closing and acceptability and risk assess- ment and Con-
ment analysis if tractor
any
Request Contract Contracts shall be issued Contract Contractor
Contract Review • Evaluate the contract
• Verify that the contracted
• Activity, product and or service
is clearly defined
• Verify Cost
Sign Contract • Signing of contracts in accord- CMM and SMM Contractor
ance with SMM and CMM
Monitoring the Contractors
As a part of the compliance monitoring programme, the organisation ensures that the con-
tracted organisation has the necessary certificate, authorisations and approvals where
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Rev: 04
required, and has the resources and competence to undertake the task. Compliance with the
applicable regulations, organisation defined philosophies, policies and procedures and require-
ment are to be verified and monitored.
In case of negative trends, the relevant Nominated Person or responsible department in col-
laboration with the Compliance Monitoring Managers (Area Manager) decides about the ne-
cessity for the conduction of a contractor inspection / audit.
If there is in need for action, the preventive or corrective measure is submitted to the contrac-
tor in written form together with a time limit to execute the corrective actions. To the monitor
the implementation, the corrective measure is tracked on the list of pending items.
Termination of the Contractors
An early termination of the Contract will be executed if the Contractor and its organisation still
do not comply with the contract or its annexes after receiving written notices.
The conditions under which the contract may be withdrawn include but not limited to gross
negligence or significant continuing safety concerns.
13.2 LEASING
Reserved.
13.3 CODE-SHARE AGREEMENT
N/A currently
13.4 CONTRACTED ACTIVITIES
General Requirements
(a) NAA may decide to contract certain activities to external organisations.
(b) A written agreement shall exist between NAA and the contracted organisation clearly de-
fining the contracted activities and the applicable requirements.
(c) The contracted safety-related activities relevant to the agreement shall be included in
NAA’s safety management and compliance monitoring programmes.
(d) NAA shall ensure that the contracted organisation has the necessary authorisation or ap-
proval when required, and commands the resources and competence to undertake the
task.
(e) The obligation detailed in item 13.4.1 b) is met by the establishment of an Agreement for
Contracted Activities (ACA).
(f) When contracting activities, NAA shall retain full responsibility for meeting NAA legal re-
sponsibilities under the terms of NAA’s Air Operator Certificate.
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Rev: 04
Agreement for Contracted Activities (ACA)
Agreement for Contracted Activities shall be in place and shall be, inter alia, the tool for:
(a) Communicating relevant NAA policies and procedures;
(b) Defining the services and service level (standards) required;
(c) Detailing Key Performance Indicators (KPIs);
(d) Monitoring the Contractor and Sub-Contractor quality.
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Date: 19/Jul/19
Chap: 14.0 Norwegian Air Argentina
Rev: 04
14. RVSM Altitude monitoring program
14.0. TABLE OF CONTENTS
14. RVSM Altitude monitoring program ...................................................................................1
14.0. TABLE OF CONTENTS....................................................................................................................1
14.1. RVSM Altitude monitoring program ............................................................................................3
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Rev: 04
Intentionally Blank
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Chap: 14.0 Norwegian Air Argentina
Rev: 04
14.1. RVSM Altitude monitoring program
NAA will carry out general altitude monitoring in all fleets in accordance with the provisions of
the RAAC Part 91, appendix G, 2 (j), incorporated through Resolution ANAC No. 853/2012 - B.O.
No. 32,538 of December 7, 2012, in relation to the number of aircraft to be monitored and the
frequency of monitoring (at least every two years, to a minimum of two aircraft from each
group of aircraft types, or at intervals of 1000 flight hours by plane, of both intervals whichever
is greater). The initial monitoring will be done within 6 months after obtaining the RVSM
approval.
The selection must contemplate, as a minimum, the result of previous monitoring, such as
repeating the aircraft when the monitoring has had unsatisfactory results and the change of
aircraft in case it has been satisfactory.
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Rev: 04
Intentionally Blank
Internal Section Code: NAA
Archivo: 14 - RVSM Altitude monitoring program - Rev-4 EV
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