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Operations Manual Part A
(OM-A)
Revision No.: 1
Revision Date: 23 MAY 11
Thai Airways International Public Company Limited
Title Page Reverse side blank

Table of Contents TOC
Page 1
OM-A Rev 1 (23 MAY 11)
LES List of Effective Sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

0 ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL . . . . . . . . . . . . . . . . . . . . . . . 1
0.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
0.1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
0.1.2 Document Hierarchy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
0.1.3 Operations Manual structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
0.1.4 Terms Used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
0.1.5 Index System and Symbol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
0.2 System of Amendment and Revision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
0.2.1 OM-A Revision and Distribution Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
0.2.2 Operations Manual Revision and Distribution Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
0.3 Air Operator Certificate (AOC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
0.3.1 Certificate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
0.3.2 Responsible Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
0.3.3 Duration of Certificate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
0.3.4 Authorized Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
0.3.5 Contact Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
0.3.6 Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
0.4 Terms & Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
0.4.1 Abbreviation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
0.4.2 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
0.5 Revision Record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1 ORGANIZATION AND RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1 ORGANIZATION STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1.1 COMPANY ORGANIZATION CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1.2 OPERATIONS ORGANIZATION CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.2 NOMINATED POSTHOLDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.3 RESPONSIBILITIES AND DUTIES OF OPERATIONS MANAGEMENT PERSONNEL . . . . . . . . 1
1.3.1 EXECUTIVE VICE PRESIDENT (DO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.3.2 VICE PRESIDENT, FLIGHT OPERATIONS (DP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.3.3 VICE PRESIDENT, AVIATION RESOURCES DEVELOPMENT (DX) . . . . . . . . . . . . . . . . . . . . . 2
1.3.4 VICE PRESIDENT, FLIGHT OPERATIONS SUPPORT (D8) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.3.5 VICE PRESIDENT, IN-FLIGHT SERVICES (DQ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.3.6 DIRECTOR, PILOT ADMINISTRATION (OS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1.3.7 DIRECTOR, FLIGHT STANDARDS (OO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1.3.8 DIRECTOR, FLIGHT TEST AND DEVELOPMENT (OE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.3.9 DIRECTOR, OPERATIONS CONTROL AND PLANNING (OP) . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.3.10 DIRECTOR, OPERATIONS COORDINATION AND DISPATCH SERVICES (OC) . . . . . . . . . . 6
1.3.11 DIRECTOR, FLIGHT DECK CREW TRAINING (BX) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
1.3.12 DIRECTOR, AVIATION PERSONNEL DEVELOPMENT (BA) . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
1.3.13 DIRECTOR, FLIGHT SIMULATOR (BF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

TOC Table of Contents
Page 2
Rev 1 (23 MAY 11) OM-A
1.3.14 DIRECTOR, CABIN CREW TRAINING (BQ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

1.3.15 DIRECTOR, FLIGHT OPERATIONS SAFETY (OI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.3.16 DIRECTOR, CREW GENERAL ADMINISTRATION (OA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.3.17 DIRECTOR, FLIGHT TECHNICAL AND DOCUMENT SUPPORT (OH) . . . . . . . . . . . . . . . . . . 9
1.3.18 DIRECTOR, STRATEGIC & QUALITY SYSTEM MANAGEMENT (OX) . . . . . . . . . . . . . . . . . . 9
1.3.19 DIRECTOR, CABIN CREW ADMINISTRATION (QV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
1.3.20 DIRECTOR, IN-FLIGHT SERVICES STANDARD & QUALITY CONTROL (QQ) . . . . . . . . . . . 9
1.3.21 DIRECTOR, IN-FLIGHT EQUIPMENT PLANNING & CONTROL (QK) . . . . . . . . . . . . . . . . . . 10
1.3.22 DIRECTOR, IN-FLIGHT CATERING PLANNING & CONTROL (QY) . . . . . . . . . . . . . . . . . . . . 10
1.3.23 DIRECTOR, OPERATIONS RESOURCES AND SERVICES MANAGEMENT (OZ) . . . . . . . 10
1.3.24 DEPARTMENT MANAGER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
1.3.25 DIVISION MANAGER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
1.4 AUTHORITY, DUTIES AND RESPONSIBILITIES OF THE PILOT-IN-COMMAND . . . . . . . . . . . . 1
1.4.1 DUTIES AND RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.4.2 AUTHORITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.5 DUTIES AND RESPONSIBILITIES OF CREW MEMBER OTHER THAN THE PILOT-
IN-COMMAND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.5.1 Copilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.5.2 Cruise Pilot (CRP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.5.3 Cabin crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.6 GENERAL DUTIES OF FLIGHT PERSONNEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.6.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.6.2 Subordination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.6.3 Crew conduct . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2 OPERATIONAL CONTROL AND FLIGHT SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.1 SUPERVISION OF THE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.1.2 Line Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.1.3 Establishment of Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.1.4 Operational Documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.1.5 Competence of Operations Personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.1.6 License and Qualification Validity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.1.7 Flight Duty Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.1.8 Operated Airports, Routes and Areas of Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.1.9 Control, Analysis and Storage of Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.2 System of Promulgation of Additional Operational Instructions and Information . . . . . . . . . . . . . . 1
2.3 Flight Satety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.3.1 Operations Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.3.2 Flight Safety and Goal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.3.3 Safety Management System (SMS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.3.4 THAI Flight Operation Safety Management Activities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Page 3
2.3.5 Safety reports and forms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

2.4 Operational Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.4.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.4.2 Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.4.3 Authority . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.4.4 Flight Dispatch Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.5 Power of the Authority . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.5.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.5.2 Officials on Official Duty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3 QUALITY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3.2 DO SAFETY AND QUALITY POLICY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3.3 QUALITY MANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
4 CREW COMPOSITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
4.1 METHOD FOR DETERMINING CREW COMPOSITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
4.1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
4.1.2 Flight crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
4.1.3 Cabin Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
4.2 DESIGNATION OF THE PILOT-IN-COMMAND (P-i-C) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
4.2.1 Route and aerodrome qualifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
4.2.2 Base release flights of captain candidates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
4.2.3 Two captains occupying pilot seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
4.2.4 P-i-C seated in RH seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
4.2.5 P-i-C not seated in either pilot seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
4.2.6 P-i-C passing his 60th birthday . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
4.3 FLIGHT CREW INCAPACITATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5 QUALIFICATION REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.1.1 Licenses/qualification/competency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.1.2 Recurrent training and checking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.1.3 Conversion course . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.1.4 Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.2 FLIGHT CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.2.1 General policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.2.2 Employment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.2.3 Categorization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.2.4 Licenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
5.2.5 Type rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
5.2.6 Conversion to New Aircraft Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
5.2.7 Cross Crew Qualification (CCQ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
5.2.8 Operation of More Than One Type or Variant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

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5.2.9 Captain Qualifications Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

5.2.10 First Officer (Copilot) Qualifications Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
5.2.11 Senior Copilot Qualifications Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
5.2.12 Relief Pilot Qualifications Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
5.2.13 Pilot qualification to operate in either seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
5.2.14 Other qualifications requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
5.2.15 ROUTE AND AERODROME QUALIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
5.2.16 CREW RESOURCE MANAGEMENT (CRM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
5.2.17 EMERGENCY AND SAFETY EQUIPMENT TRAINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
5.2.18 DANGEROUS GOODS TRAINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
5.2.19 SECURITY TRAINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
5.2.20 Recurrent Training—Recurrent Checking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
5.2.21 Refresher policy in case of flight interruption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
5.3 CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.3.1 General policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.3.2 Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.3.3 New entrant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
5.3.4 Cabin crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
5.3.5 Senior cabin crew (CA-1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
5.3.6 Operation on more-than-three aircraft types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
5.3.7 Requirements for 747, 777, A340 and A330 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
5.3.8 Requalification after absence from flight duty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
5.4 TRAINING, CHECKING AND SUPERVISORY PERSONNEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.5 OTHER OPERATION PERSONNEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.6 Responsibility for Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.6.1 TRAINING AT FLIGHT DECK CREW TRAINING (BX) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.6.2 TYPES OF TRAINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
6 CREW HEALTH PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
6.1 GENERAL CREW HEALTH REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
6.1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
6.1.2 Alcohol and other intoxicating liquor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
6.1.3 Narcotics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
6.1.4 Drugs, sleeping tablets and pharmaceutical preparations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
6.1.5 Immunization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
6.1.6 Deep diving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
6.1.7 Blood donation /transfusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
6.1.8 Meal precautions prior to and during flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
6.1.9 Sleep and rest . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
6.1.10 Surgical operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
6.1.11 Vision correction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
6.1.12 Humidity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

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6.1.13 Diurnal rhythm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

6.1.14 Fatigue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
6.1.15 Pregnancy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
6.1.16 Ear Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
6.1.17 High Ozone Concentration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
6.2 COSMIC RADIATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
6.2.1 Assessment of cosmic radiation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
6.2.2 Working schedules and record keeping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
6.3 Pilot Illusions, Disorientation and Misjudgments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
6.3.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
6.3.2 PERCEPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
6.3.3 PERCEPTUAL CONSTANCIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
6.3.4 THE PERCEPTION OF SPACE AND THE FRAME OF REFERENCE OF THE PILOT . . . . . . 2
6.3.5 OPTICAL ILLUSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
6.3.6 VISUAL DEPTH PERCEPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
6.3.7 AERIAL PERSPECTIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
6.3.8 MONOCULAR OR MOTION PARALLAX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
6.3.9 TEXTURE DENSITY GRADIENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
6.3.10 INTERACTION OF CUES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
6.3.11 TERRAIN SLOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
6.3.12 RUNWAY SLOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
6.3.13 FLIGHT IN RAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
6.3.14 WHITE-OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
6.3.15 DESCENT INTO SHALLOW FOG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
6.3.16 FASCINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
6.3.17 SUMMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
7 DUTY REGULATIONS FOR CREW MEMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
7.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
7.2 Responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
7.3 Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
7.4 Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
7.5 Extension of the Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
7.6 Rest . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
7.7 Standby . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
7.8 Unforeseen Circumstances in Actual Flight Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8 OPERATING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.1 Flight Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.1.1 Minimum Flight Altitudes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.1.2 Criteria for Determining the Usability of Aerodromes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.1.3 Methods for the Determination of Aerodrome Operating Minima . . . . . . . . . . . . . . . . . . . . . . . . 7
8.1.4 VFR En-Route Operating Minima . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

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8.1.5 Presentation and Application of Aerodrome and En-route Operating Minima . . . . . . . . . . . . . 18

8.1.6 Meteorological Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
8.1.7 Determination of The Quantities of Fuel and Oil Carried . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
8.1.8 Mass and Center of Gravity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
8.1.9 ATS Flight Plan (FPL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
8.1.10 Operational Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
8.1.11 Aircraft Log Handling Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
8.1.12 List of Documents, Forms and Additional Information to be Carried . . . . . . . . . . . . . . . . . . . . . 38
8.2 Ground Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.2.1 Fuelling Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.2.2 Aircraft, Passengers and Cargo Handling Procedures Related to Safety . . . . . . . . . . . . . . . . . . 5
8.2.3 Procedure for the Refusal of Embarkation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
8.2.4 De-icing and Anti-icing on Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
8.3 Flight Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.3.1 VFR/IFR Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.3.2 Navigation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
8.3.3 Altimeter Setting Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
8.3.4 Altitude Alerting System Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
8.3.5 Ground Proximity Warning System /Terrain Avoidance Warning System . . . . . . . . . . . . . . . . . 40
8.3.6 Policy and Procedures for the Use of TCAS/ACAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
8.3.7 Policy and Procedures for the In-flight Fuel Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
8.3.8 Adverse And Potentially Hazardous Atmospheric Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . 45
8.3.9 Wake Turbulence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
8.3.10 Crew Members at Their Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
8.3.11 Use of Safety Belts for Crew and Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
8.3.12 Admission to Flight Deck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
8.3.13 Use of Vacant Crew Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
8.3.14 Incapacitation of Crew Members . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
8.3.15 Cabin Safety Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
8.3.16 Passengers Briefing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
8.3.17 Replanning during Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
8.4 All Weather Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.4.1 Concepts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.4.2 Flight Crew Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
8.4.3 ATC Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
8.4.4 Continuous Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
8.4.5 LOW VISIBILITY TAKE-OFF (LVTO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
8.4.6 Company Regulations for CAT II/III Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
8.4.7 Constant Angle Non-Precision Approach (CANPA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
8.5 ETOPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.5.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

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8.5.2 ETOPS approval . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

8.5.3 ETOPS procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.5.4 ETOPS airplane configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.5.5 Communications means . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.5.6 Granted ETOPS area of operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.5.7 Release of the airplane for an ETOPS sector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
8.5.8 Re-grading to "NON-ETOPS" status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
8.5.9 ETOPS flight dispatch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
8.5.10 ETOPS flight documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
8.5.11 ETOPS in-flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
8.5.12 P-i-C/Crew responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
8.5.13 Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
8.6 USE OF THE MINIMUM EQUIPMENT LIST (MEL) AND CONFIGURATION
DEVIATION LIST (CDL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.7 NON-REVENUE FLIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.7.1 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.7.2 Training flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.7.3 Test flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.7.4 Delivery flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
8.7.5 Ferry flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
8.7.6 Demonstration flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
8.7.7 Positioning flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
8.7.8 Other special flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
8.7.9 Passengers on ferry, test and training flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
8.7.10 Carriage of persons on board all-cargo airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
8.8 OXYGEN REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.8.1 CONDITION UNDER WHICH OXYGEN MUST BE PROVIDED AND USED . . . . . . . . . . . . . . 1
8.8.2 REQUIREMENT FOR CREW AND PASSENGERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.9 Electronic Flight Bag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.9.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.9.2 OPERATIONAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.10 Procedure in case of Engine Failure En Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.10.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.10.2 TWO-ENGINE AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.10.3 THREE- AND FOUR-ENGINE AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.11 Emergency Situations (Engine Malfunction, Fires, etc.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.11.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.11.2 TASK SHARING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.11.3 TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.11.4 OTHER PHASES OF FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
8.11.5 EXPLOSIVE DECOMPRESSION/EMERGENCY DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

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8.11.6 FLIGHT DECK AND CABIN SMOKE OR FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

8.11.7 FUEL JETTISON/OVERWEIGHT LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
8.11.8 EMERGENCY EVACUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
8.12 Operation of COM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.12.1 VHF-COM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.12.2 HF COM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.13 Operation of NAV System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.13.1 VHF NAV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.13.2 FLIGHT MANAGEMENT SYSTEM (FMS) AND AREA NAVIGATION SYSTEM (RNAV) . . . . . 5
8.13.3 RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
8.13.4 ADF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
8.13.5 MARKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
8.14 Operation of Datalink and SATVOICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.14.1 DATALINK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.14.2 SATVOICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.15 Operation of Flight Guidance System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.15.1 USE OF AUTOPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.15.2 USE OF FLIGHT DIRECTOR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.15.3 USE OF ALTITUDE PRESELECT/ALERT MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.15.4 USE OF AUTOTHROTTLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.16 Management of Automatic Flight Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.16.1 AUTOMATION PHILOSOPHY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.16.2 DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.16.3 USE OF AUTOMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.16.4 GUIDANCE FOR THE USE OF AUTOMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.16.5 CREW COORDINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.17 Communication and Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.17.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.17.2 ATC CLEARANCES, INSTRUCTIONS AND APPROVALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.17.3 ATS REPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.17.4 COMPANY REPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.17.5 AIRCRAFT DAMAGE ACCIDENT REPORTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.17.6 SUSPECTED COMMUNICABLE DISEASE REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
8.18 Use of Checklist and Standard Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.18.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.18.2 USE OF NORMAL CHECKLIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.18.3 USE OF EMERGENCY/MALFUNCTION OR EMERGENCY/ABNORMAL CHECKLIST . . . . . 2
8.18.4 STANDARD CALLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.19 Flight Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.19.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.19.2 RIGHT OF WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

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8.19.3 LOOKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.19.4 SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.19.5 TEST AND TRAINING DURING LINE FLYING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.19.6 DEVIATION FROM FLIGHT PLAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.19.7 COMMUNICATION FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.19.8 USE OF AIRCRAFT EXTERNAL LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.19.9 PROTECTION OF PASSENGERS IN FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
8.20 Safeguarding of Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.20.1 STATIONS WITH COMPANY’S OR CONTRACTING HANDLING AGENTS . . . . . . . . . . . . . . . 1
8.20.2 STATIONS WITHOUT COMPANY’S OR CONTRACTING HANDLING AGENTS . . . . . . . . . . . 1
9 DANGEROUS GOODS AND WEAPONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
9.1 HANDLING OF DANGEROUS GOODS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
9.1.1 General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
9.1.2 Reference documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
9.2 FIREARMS AND BODYGUARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
9.2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
9.2.2 Application and information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
9.2.3 Regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10 SECURITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.1 OPERATIONS SECURITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.1.1 General and Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.1.2 Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.1.3 Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
10.2 CREW AND CREW BAGGAGE SECURITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.2.2 Crew responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.2.3 Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.3 UNRULY/DISRUPTIVE (DISORDERLY) PASSENGERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.3.2 Company policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.3.3 Handling procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.3.4 Company report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
10.4 BOMB OR SABOTAGE THREATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.4.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.4.2 Handling of sabotage treats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.4.3 Bomb search procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.4.4 Least risk bomb location (LRBL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
10.5 HIJACKING/UNLAWFUL SEIZURE OF AN AIRPLANE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.5.1 Threat of hijacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.5.2 Confirmed hijacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.5.3 Post-hijacking procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

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11 HANDLING OF ACCIDENTS AND INCIDENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

11.1 DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
11.1.1 Accident . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
11.1.2 Incident . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
11.2 ACTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
11.2.1 Air safety report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
11.2.2 Treatment of crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
11.2.3 Accident/serious incident notification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
11.2.4 Preservation and custody of flight/voice recorders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
11.3 INVESTIGATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
11.3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
11.3.2 Level of investigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
11.3.3 Re-opening of the investigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
11.4 FOLLOW-UP ACTIVITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
11.4.1 Corrective actions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
11.4.2 Action on investigations outside THAI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
12 RULES OF THE AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
12.1 The Tokyo Convention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
12.2 The Hague Convention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
12.3 The Montreal Convention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
12.4 ACT on Certain Offences against Air Navigation (Thailand) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
13 LEASING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
13.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
13.2 Leased Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14 MISCELLANEOUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.1 Fuel Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.1.2 Advantage of Fuel Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.1.3 Background Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
14.1.4 Flight Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
14.1.5 Pilot's Techniques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
14.1.6 Potable Water Uplift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
14.2 Aircraft Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.2.2 Take-off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.2.3 En Route Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
14.2.4 Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
14.2.5 Structural Requirements and Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
14.2.6 Wet and Contaminated Runways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
14.3 Characteristic Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.3.1 MNM Control Speed (VMC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

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14.3.2 CRITICAL ENGINE FAILURE SPEED (VEF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

14.3.3 DECISION SPEED/ ACTION INITIATED SPEED (V1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
14.3.4 Rotation Speed (VR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
14.3.5 Takeoff Safety Speed (V2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
14.3.6 Flap and Slat Retraction Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
14.3.7 V Clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
14.3.8 Max Operating Limit Speed and Mach Number (VMO/MMO) . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
14.3.9 Rough Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
14.3.10 Speed for Max Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
14.3.11 Speed for Max Endurance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
14.3.12 VL/D Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
14.3.13 Cruise Speed Stability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
14.3.14 Buffet Onset Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
14.3.15 Stall Speed (VS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
14.3.16 Pattern and Approach Speeds (VP, VA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
14.3.17 Reference Speed (VREF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
14.3.18 Threshold Speed (VTH) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
14.3.19 Approach and Landing Climb Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
14.4 Air Traffic Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.4.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.4.2 ATS FLIGHT PLAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.4.3 CONTROLLED AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.4.4 UNCONTROLLED AIRSPACE–FIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.4.5 SEPARATION OF IFR TRAFFIC IN VMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
14.4.6 ATC CLEARANCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
14.5 Crew Regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.5.1 Medical Regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.5.2 Regulations for Flight Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
14.5.3 Uniform Regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
14.6 Personnel Regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.6.1 Vacation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.6.2 Leave of Absence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.6.3 Disembarkation En Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.7 Administrative Meetings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.8 Fatigue Risk Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.9 Interception . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.10 Search and Rescue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
15 APPENDICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
15.1 The Preparation of Duty Rosters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
15.1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
15.1.2 Reference Document . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Page 12
15.1.3 Process of Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

15.1.4 Planning Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
15.1.5 Extension of the Planning Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
15.1.6 Rest Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
15.1.7 Standby . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
15.1.8 Check-in/Check-out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
15.2 Additional Roster Requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
15.3 Reports & Forms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
15.3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
15.3.2 Safety Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
15.3.3 Non-Safety Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
15.3.4 Forms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
15.4 THAI Automatic Flight Planning System (TAFS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
15.4.1 Dispatch Release Message Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
15.4.2 Flight Plan Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
15.4.3 Description of TAFS Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
15.5 THAI RNAV Equipments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
15.6 Procedures for Royal Travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
15.6.1 Official Travels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
15.6.2 Private Travels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
I Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

oOo
List of Effective Sections LES
Page 1
Page Date Page Date

Title Page 23 May 11 7 DUTY REGULATIONS FOR CREW MEMBERS
Table of Contents 7.TOC Page 1 to 2 23 May 11
TOC Page 1 to 12 23 May 11 7.1 Page 1 to 2 23 May 11
7.2 Page 1 to 2 23 May 11
List of Effective Sections
7.3 Page 1 to 6 23 May 11
LES Page 1 to 2 23 May 11
7.4 Page 1 to 2 23 May 11
0 ADMINISTRATION AND CONTROL OF 7.5 Page 1 to 2 23 May 11
OPERATIONS MANUAL
7.6 Page 1 to 2 23 May 11
0.TOC Page 1 to 2 23 May 11
7.7 Page 1 to 2 23 May 11
0.1 Page 1 to 4 23 May 11
7.8 Page 1 to 2 23 May 11
0.2 Page 1 to 2 23 May 11
0.3 Page 1 to 6 23 May 11 8 OPERATING PROCEDURES
0.4 Page 1 to 20 23 May 11 8.TOC Page 1 to 12 23 May 11
0.5 Page 1 to 2 23 May 11 8.1 Page 1 to 42 23 May 11
8.2 Page 1 to 18 23 May 11
1 ORGANIZATION AND RESPONSIBILITIES
8.3 Page 1 to 70 23 May 11
8.4 Page 1 to 16 23 May 11
1.1 Page 1 to 6 23 May 11
8.5 Page 1 to 12 23 May 11
1.2 Page 1 to 2 23 May 11
8.6 Page 1 to 4 23 May 11
1.3 Page 1 to 12 23 May 11
8.7 Page 1 to 6 23 May 11
1.4 Page 1 to 2 23 May 11
8.8 Page 1 to 4 23 May 11
1.5 Page 1 to 4 23 May 11
8.9 Page 1 to 2 23 May 11
1.6 Page 1 to 2 23 May 11
8.10 Page 1 to 2 23 May 11
2 OPERATIONAL CONTROL AND FLIGHT SAFETY 8.11 Page 1 to 6 23 May 11
2.TOC Page 1 to 2 23 May 11 8.12 Page 1 to 2 23 May 11
3 QUALITY SYSTEM 8.18 Page 1 to 4 23 May 11
3.2 Page 1 to 2 23 May 11 9 DANGEROUS GOODS AND WEAPONS
4 CREW COMPOSITION 9.1 Page 1 to 2 23 May 11
4.1 Page 1 to 4 23 May 11 10 SECURITY
5 QUALIFICATION REQUIREMENTS 10.2 Page 1 to 2 23 May 11
5.3 Page 1 to 6 23 May 11 11 HANDLING OF ACCIDENTS AND INCIDENTS
6 CREW HEALTH PRECAUTIONS 11.3 Page 1 to 4 23 May 11
6.1 Page 1 to 8 23 May 11 12 RULES OF THE AIR
12.2 Page 1 to 4 23 May 11
12.3 Page 1 to 4 23 May 11
12.4 Page 1 to 4 23 May 11
LES List of Effective Sections
Page 2
Page Date
13 LEASING
13.1 Page 1 to 2 23 May 11
13.2 Page 1 to 2 23 May 11
14 MISCELLANEOUS
14.1 Page 1 to 14 23 May 11
14.2 Page 1 to 32 23 May 11
14.3 Page 1 to 8 23 May 11
14.4 Page 1 to 4 23 May 11
14.5 Page 1 to 4 23 May 11
14.6 Page 1 to 2 23 May 11
14.7 Page 1 to 2 23 May 11
14.8 Page 1 to 2 23 May 11
14.9 Page 1 to 2 23 May 11
14.10 Page 1 to 2 23 May 11
15 APPENDICES
15.1 Page 1 to 6 23 May 11
15.2 Page 1 to 2 23 May 11
15.3 Page 1 to 50 23 May 11
15.4 Page 1 to 16 23 May 11
15.5 Page 1 to 2 23 May 11
15.6 Page 1 to 2 23 May 11
Index
I Page 1 to 4 23 May 11
ADMINISTRATION AND CONTROL OF 0.TOC
OPERATIONS MANUAL Page 1
Table of Contents OM-A Rev 1 (23 MAY 11)
0 ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL . . . . . . . . . . . . . . . . . . . . . . . 1

0.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
0.1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
0.1.2 Document Hierarchy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
0.1.3 Operations Manual structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
0.1.4 Terms Used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
0.1.5 Index System and Symbol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
0.2 System of Amendment and Revision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
0.2.1 OM-A Revision and Distribution Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
0.2.2 Operations Manual Revision and Distribution Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
0.2.2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
0.2.2.2 Format and Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
0.2.2.3 Revision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
0.2.2.4 OH Web Access . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
0.3 Air Operator Certificate (AOC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
0.3.1 Certificate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
0.3.2 Responsible Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
0.3.3 Duration of Certificate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
0.3.4 Authorized Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
0.3.5 Contact Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
0.3.6 Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
0.4 Terms & Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
0.4.1 Abbreviation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
0.4.2 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
0.5 Revision Record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

oOo
Reverse side blank
ADMINISTRATION AND CONTROL OF 0.1
Introduction OM-A Rev 1 (23 MAY 11)
0 ADMINISTRATION AND CONTROL OF

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

The Operations Manual is part of Company’s manuals and under the responsibility of the
Operations Department (DO).

0.1 ADMINISTRATION AND CONTROL OF
Page 2 OPERATIONS MANUAL
Rev 1 (23 MAY 11) OM-A Introduction
0.1.3 Operations Manual structure

The Operations Manual is made of the following parts:
• OM-A: General
Operations Manual Part A defines all non type-related operational policies, procedures,
instructions and guidance necessary for Opearations personnel to perform their duty and
needed for a safe operation.
• OM-B: Aircraft Operating Information
Operations Manual Part B comprises all type-related instructions and procedures needed
for a safe operation.
OM-B includes the following documents for the operated aircraft:
◦ Flight Crew Operating Manual (FCOM)/Aircraft Operations Manual (AOM);
◦ Quick Reference Handbook (QRH);
◦ Minimum Equipment List (MEL);
◦ Configuration Deviation List Item (CDL);
◦ Gross Weight Chart (GWC);
◦ Parts of Load Control Manual (LCM);
◦ Cabin System Operating Manual (CSOM);
◦ Cabin Attendant Emergency Procedures (CAP).
• OM-C: Areas, Routes and Aerodrome
Operations Manual Part C comprises all instructions and information needed for the area
of operation.
OM-C includes the following documents for the operated aircraft:
◦ Route Manual;
◦ Aerodrome Manual;
◦ Charts Manual.
Material produced by THAI for this Part is intended for supplemental information to
applicable Route Manual produced by Lido. They are for example SAI part in Route
Manual, ...???
• OM-D: Training
Operations Manual Part D coprises all training instructions required for safe operation.
OM-D includes the following documents for the operated aircraft:
◦ Flight Training Manual (FTM);
◦ Flight Crew Training Manual (FCTM).
0.1.4 Terms Used

When used in OM-A, the terms below shall have the following meaning:
• "Shall", an action verb in the imperative sense, means that the application of a rule or
procedure or provision is mandatory.
• "Should" means that the application of a procedure or provision is recommended.
• "May" means that the application of a procedure or provision is optional.
0.1.5 Index System and Symbol

The OM-A is divided into Chapters, which are broken down into sections and sub-sections.
Each sheet has an index reference consisting of manual type, chapter title and number, section
title and number, page number, revision number and revision date.

Introduction OM-A Rev 1 (23 MAY 11)
Gray shading indicates a change or addition of the statement for the current revision of that page
only. The shading will be removed at the next OM-A revision.
oOo indicates the end of sections/sub-sections.
Bangkok, 1 June 2011

THAI AIRWAYS INTERNATIONAL PUBLIC COMPANY LIMITED
Operations Department (DO)
Capt. Asdavut Watanangura

Executive Vice President

oOo
Reverse side blank
System of Amendment and Revision OM-A Rev 1 (23 MAY 11)
0.2 System of Amendment and Revision

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

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

Rev 1 (23 MAY 11) OM-A System of Amendment and Revision
0.2.2.2 Format and Distribution

Document Users/Locations Access/Distribution
format
Digital • Pilots and Cabin crew. • OH web site at:
documents • Office (at home base and ◦ http://thaisphere/thaifamily/oh/ index.htm,
line stations). or
◦ https://thaispace.thaiairways.com/ via
PilotDocs.
• EFB
Paper • Flight deck and Cabin BKKOR
documents (for document name and
location, refer to Technical
Equipment Checklist).
• Training/classroom.
• A330/A340 pilots a).
• DCA.
• Aircraft simulator.
a) Due to limitations of the tool used to create digital document, A330/A340 paper FCOM are provided
until problem has been resolved.
0.2.2.3 Revision
Revisions to digital documents are made as needed (refer to Introduction in each document for
details) and uploaded to OH web site once they are completed. When available on OH web site,
revision announcement will be notified to all concerned via corporate e-mail.
Revisions to paper documents are normally distributed later due to the required processing and
distribution time and therefore may not be as updated as digital documents.
However, paper documents on board remain valid and can be used until updated by the
responsible function (BKKOB) at home base when condition permits.
Note: For A330/A340 FCOM, due to the longer Airbus revision cycle, digital format in OH web
site and EFB (FlySmart) may not be as updated as paper manuals.
List of Current Revisions is provided at OH web site for users to check the current status. The
list is updated when a revision is uploaded. Also, eDocument Revision Monthly Summary is
provided to identify all revisions issued during each month.
0.2.2.4 OH Web Access

OH web can be accessed anytime from within the Company via intranet (THAISphere) or from
external location via:
https://thaispace.thaiairways.com/ or http://thaisphere/thaifamily/oh/index-html.
To access from external location, token is required. For new pilots, the token and the 4-digit
password (PIN) can be obtained at BKKBX-E.
Should there be any problem accessing THAISpace, Company help desk (IT Service Desk) is
available 24/7 at 02 545-2020.
Any other inquiries as regards PilotDocs, mail to: pilotdocs@thaiairways.com

oOo
Air Operator Certificate (AOC) OM-A Rev 1 (23 MAY 11)
0.3 Air Operator Certificate (AOC)

0.3.1 Certificate

Rev 1 (23 MAY 11) OM-A Air Operator Certificate (AOC)

0.3.2 Responsible Functions

• Flight Operations Safety Dept. (OI) has overall responsibilities in ensuring that the contents of
the Air Operator Certificate (AOC) are updated by coordinating with departments concerned.
• Government Affairs Dept. (YN) is responsible for submitting documents to Department of Civil
Aviation (DCA) for approval and applies for a renewal before the expiration of the certificate.
• Flight Documentation and Publication Services Dept. (OR) is responsible for document
support, keeping OM-A up-to-date, and maintaining the original certificate.

• Airworthiness Dept. (TQ-W) is responsible for carrying and putting in place copies of the
certificate on board all aircraft in THAI fleet.
0.3.3 Duration of Certificate

The certificate expires at the end of the fifth year after the date on which it was issued unless
it is sooner surrendered, suspended or revoked.
0.3.4 Authorized Aircraft

Authorized aircraft according to AOC no: AOC01/2010
Aircraft Registration Name MSN Delivery Engines

type
747-400 HS-TGA Srisuriyothai 32369/RM028 11-May-01 CF6-80C2 B1F
HS-TGB Si Satchanalai 32370/RM029 27-Jun-01
HS-TGF Sri Ubon 33770/RM030 3-Oct-03
HS-TGG Pathoomawadi 33771/RM431 4-Nov-03
HS-TGY Dararasmi 28705/RM026 22-Dec-98
HS-TGZ Phimara 28706/RM027 11-May-99
HS-TGH Chaiprakarn 24458/RT691 22-Feb-90 CF6-80C2 B1F
HS-TGJ Hariphunchai 24459/RT692 22-Mar-90
HS-TGK Alongkorn 24993/RT693 31-Jan-91
HS-TGL Theparat 25366/RT694 12-Dec-91
HS-TGM Chao Phraya 27093/RT695 4-Nov-92
HS-TGN Simongkhon 26615/RT696 8-Dec-92
HS-TGO Bowonrangsi 26609/RT697 20-Oct-93
HS-TGP Thepprasit 26610/RT698 22-Nov-94
HS-TGR Siriwatthana 27723/RT699 7-Nov-95
HS-TGT Watthanothai 26616/RT801 20-Dec-96
HS-TGW Visuthakasatriya 27724/RT802 28-Apr-97
HS-TGX Sirisobhakya 27725/RT803 12-Nov-97
777-200 HS-TJA Lamphun 27726/WA086 3-Apr-96 RR Trent 875
HS-TJB Uthai Thani 27727/WA087 13-Jun-96
HS-TJC Nakhon Nayok 27728/WA088 25-Oct-96
HS-TJD Mukdahan 27729/WA089 20-Dec-96
HS-TJE Chaiyaphum 27730/WA090 15-Aug-96
HS-TJF Phanum 27731/WA091 29-Sep-97
Sarakham
HS-TJG Pattani 27732/WA092 1-Nov-97 RR Trent 875
HS-TJH Suphan Buri 27733/WA093 10-Jan-98
777-200ER HS-TJR Nakhon Sawan 34586/WC531 2-Nov-06 RR Trent 892
HS-TJS Phra Nakhon 34587/WC532 9-Nov-06
HS-TJT Pathum Wan 34588/WC533 17-Nov-06
HS-TJU Phichit 34589/WC534 13-Dec-06
HS-TJV Nakhon Pathom 34590/WC535 24-Sep-07
HS-TJW Phetchabun 34591/WC536 29-Oct-07
777-300 HS-TKA Sriwanna 29150/WB601 23-Dec-98 RR Trent 892
HS-TKB Chainarai 29151/WB602 30-Dec-98
HS-TKC Kwanmuang 29211/WB603 20-Oct-99
HS-TKD Thepalai 29212/WB604 9-Dec-99


type
HS-TKF Lahan Sai 29214/WB606 9-Dec-00
HS-TKE Sukhirin 29213/WB605 17-Oct-00 RR Trent 892
777-300ER HS-TKG Krabi 35137/WD761 12-May-10 GE90-115B
HS-TKH Darabha 35138/WD762 19-May-10
HS-TKJ Dej-Udom 35161/WD769 17-May-10
737-400 HS-TDA Songkhla 24830/PW161 15-Aug-90 CFM 56-3C-1
HS-TDB Phuket 24831/PW162 27-Sep-90
HS-TDD Chumphon 26611/PW164 10-Jul-92
HS-TDE Surin 26612/PW165 22-Jul-92
HS-TDF Si Sa Ket 26613/PW166 5-Aug-92
HS-TDG Kalasin 26614/PW167 28-May-93
HS-TDH Lop Buri 28703/PW168 14-Dec-97
HS-TDJ Nakhon Chaisi 28704/PW169 17-Dec-97
HS-TDK Sri Surat 28701/PW170 7-Jan-98
A330-300 HS-TEA Manorom 050 20-Jan-95 PW4164
HS-TEB Si Sakhon 060 8-Dec-94
HS-TEC Bang Rachan 062 13-Dec-94
HS-TED Don Chedi 064 2-Feb-95
HS-TEE Kusuman 065 30-Jan-95 PW4164
HS-TEF Song Dao 066 24-Mar-95
HS-TEG Lam Plai Mat 112 14-Oct-95
HS-TEH Sai Buri 122 21-Dec-95
HS-TEJ Sudawadi 209 27-Aug-98 PW4168
HS-TEK Srichulalak 224 22-Dec-98
HS-TEL Thepamart 231 23-Sep-98
HS-TEM Jiraprabha 346 20-Jul-00 PW4168A
HS-TEN Suchada 990 1-Apr-09 RR Trent 772B
HS-TEO Chutamat 1003 8-Apr-09
HS-TEP Srianocha 1035 29-Jul-09
A300-600R HS-TAK Phaya Thai 566 16-Oct-90 PW 4158
HS-TAL Sritrang 569 10-Nov-90
HS-TAM Chiang Mai 577 4-Dec-90
HS-TAN Chiang Rai 628 7-Apr-92
HS-TAO Chanthaburi 629 21-Apr-92
HS-TAP Pathum Thani 635 29-Jun-92
HS-TAR Yasothon 681 18-Mar-93
HS-TAS Yala 705 5-Oct-93
HS-TAT Srimuang 782 27-Nov-98
HS-TAW Suranaree 784 8-Dec-98
HS-TAX Thepsatri 785 10-Dec-98
HS-TAY Srisoonthorn 786 15-Dec-98
HS-TAZ Srisubhan 787 26-Nov-98
A340-500 HS-TLA Chiang Kham 624 6-Mar-05 RR Trent 553
HS-TLB Uttaradit 628 29-Apr-05
HS-TLC Phitsanulok 698 25-Oct-05
HS-TLD Kamphaengphet 775 11-Apr-07


type
A340-600 HS-TNA Watthana 677 29-Jun-05 RR Trent 556
Nakhon
HS-TNB Saraburi 681 26-Jul-05
HS-TNC Chon Buri 689 5-Oct-05
HS-TND Phetchaburi 710 28-Nov-05
HS-TNE Nonthaburi 719 9-Dec-05
HS-TNF Mae Hong Son 953 29-Oct-08 RR Trent 556
0.3.5 Contact Details

Personnel accepted by authority and point of contact
No. Department Name Contact number E-mail
1 Flight Operation 1. Capt.Werasak Tel. +662 545-2666 Flightsafety@thaiairways.
Safety Wiroonpecth com
Fax. +662 545-3849
2. Flg.Off Sarun
Keokomain
2 Cargo & Mail 1. Mr. Rath Pukkoh Tel. +662 137-4165 Rath.p@thaiairways.com
Commercial
2. Mr. Yannawit Fax. +662 137-4162 Yannawit.s@thaiairways.com
Rojratanawichai
3 Aviation Safety, 1. Capt.Pratana Tel. +662 545-3435 Pratana.p@thaiairways.com
Security & Patanasiri
Fax. +662 545-4175 Pratana.p@gmail.com
Standards
4 Maintenance 1. Mr.Loet Tel. +662 137-6000 mcc.lc@thaiairways.com
Control Center Vudhijaya
Fax. +662 137-6900
5 Base & 1. Mr. Vanlop Tel. +662 137-5601 Vanlop.j@thaiairways.com
Outer Station Jaivisarn
Fax. +662-137-5919
Maintenance
6 Quality 1. Mr. Porrerk Tel. +662 137-5100 Porrerk.k@thaiairways.com
Assurance Komolvanij
Fax. +662 137-5910
0.3.6 Maintenance
List of approved MRGL
Aircraft type MRGL revision Based on MPD revision
A330 Rev.03 / 01 Sep 2009 Rev.16/01 Feb 2009
A340 Rev.01 / 01 Sep 2009 Rev.17/01 Feb 2009
A300-600 Rev.01 / 01 Apr 2009 Rev.24/01 Oct 2008
737-400 Rev.03 / 01 Feb 2010 Rev. Sep 2009
747-400 Rev.01 / 01 Nov 2008 Rev. Jul 2008
777 Rev.03 / 01 Mar 2010 Rev. Jan 2010
ATR72 Rev.01 / 01 Aug 2009 Rev.16/Mar 2009

oOo
Terms & Definitions OM-A Rev 1 (23 MAY 11)
0.4 Terms & Definitions

0.4.1 Abbreviation
AAF Alternative Airport Familiarization
AAPA Association of Asia Pacific Airlines
AB Aerodrome Briefing
ACARS Aircraft Communications Addressing & Reporting System
ACAS Airborne Collision Avoidance System
ACFT, A/C Aircraft
AD Aerodrome
ADF Automatic Directional Finder
ADS Automatic Dependent Surveillance
AFIS Aerodrome Flight Information Service
AFS Automatic Flight System
AFTN Aeronautical Fixed Telecommunication Network
AGL Above Ground Level
AH Alert Height
AHC Airport Handling Committee—IATA
AIB Accident Investigation Board
AIDS Aircraft Information Data System
AIP Aeronautical Information Publication
AIREP Air Report
ALTN Alternate
AMM Aircraft Maintenance Manual
ANT Antenna
AOC Air Operator Certificate
AOG Aircraft On Ground
AOM Aircraft Operations Manual
AP Autopilot, Air Purser
APAPI Abbreviated Precision Approach Path Indicator
APCH Approach
APP Approach Control
APU Auxiliary Power Unit
ARINC Aeronautical Radio Incorporated
ARR Arrival
ASD Accelerate—Stop Distance
ASDA Accelerate—Stop Distance Available
ASHTAM Volcanic Ash information to Airmen
ASM Ad hoc Schedule Message
ASR Air Safety Report
ASRTEX Air Safety Report, sent by Telex
ATC Air Traffic Control
ATIS Automatic Terminal Information Service
ATPL Airline Transport Pilot License

Rev 1 (23 MAY 11) OM-A Terms & Definitions
ATS Air Traffic Service

ATT Airline Transition Training
AVASIS Abbreviated Visual Approach Slope Indicator System
BA Braking Action
B-RNAV Basic Area Navigation
BASI Bureau of Air Safety Investigation ( Australia )
C Celsius
CA Cabin crew
CA-1 Senior cabin crew
CAA Representative from DCA
CALL Computer Assisted Language Learning
CANPA Constant Angle Non-Precision Approach
CAP Cabin Attendant Emergency Procedures
CAPT Captain
CAS Calibrated Airspeed
CAT Category
CAT I (II or III) Precision instrument approach and landing Category I (II or III)
CB Cumulonimbus cloud
CBT Computer Based Training
CCQ Cross Crew Qualification
CDL Configuration Deviation List
CEET Cabin Emergency Evacuation Trainer
CF Contingency Fuel
CFIT Controlled Flight Into Terrain
CFMU Central Flow Management Unit
CG Center of Gravity
CLP Climb-out Procedure
cm Centimeter
COM Communication
COMIS Crew Online Management Information System
CP Co-pilot
CPDLC Controller-Pilot Data Link Communication
CPL Commercial Pilot License
CPT Cockpit Procedure Training
CRF Captain Report Folder
CRM Crew Resource Management
CRP Cruise Relief Pilot
CSM Cabin Service Mock-up
CSOM Cabin System Operating Manual
CSV Cabin Supervisor
CUT Company Utility Transmission
CWY Clearway
DA/H Decision Altitude/Height
DCA Department of Civil Aviation

DCT Direct
DEP Departure
DEST Destination
DGR Dangerous Goods Regulations
DLI Dead Load Index
DME Distance Measuring Equipment
DOF Date of Flight
DOI Dry Operating Index
DOW Dry Operating Weight
E East
EAP Emergency & Accident Procedures Manual for Corporate Response
EDP Electronic Data Processing
EEP ETOPS Entry Point
EET Estimated Elapsed Time
EGPWS Enhanced Ground Proximity Warning System
ELT Emergency Locator Transmitter
EM/MALF Emergency/Malfunction
ENG Engine
EPR Engine Pressure Ratio
ETA Estimated Time of Arrival
ETD Estimated Time of Departure
ETOPS Extended-Range Twin-Engine Operations
ETP Equi-Time Point
EXPICS Expert Irregularity Control System
F Fahrenheit
FAA Federal Aviation Administration
FAF Final Approach Fix
FAR Federal Aviation Regulations
FC Captain or P-i-C
FCF Functional Check Flights
FCL Flight Crew License (JAR)
FCOM Flight Crew Operating Manual
FCTM Flight Crew Training Manual
FD Flight Director
FE Flight Engineer
FFF Flown flight plan/Fueling order Folder
FFS Full Flight Simulator
FIM Fault Isolation Manual
FIR Flight Information Region
FIS Flight Information Service
FL Flight Level
FMC Flight Management Computer
FMS Flight Management System
F/O Flight Officer

FOD Foreign Object Damage

FOO Flight Operation Officer (Dispatcher)
FORA Flights with Operation under Risk Assessment
FOTA Flight Operational Trend Analysis
FP Co-pilot
FPL ATS Flight Plan
fpm feet per minute
FPR Flight Plan Routing
FREQ Frequency
FS Cruise relief pilot
FSG Flight Safety Goal
FSI Flight Safety Index
ft feet
FTD Flight Training Device
FTM Flight Training Manual
GCA Ground Control Approach
GES Ground Earth Station
GNSS Global Navigation Satellite System
GPS Global Positioning System
GPWS Ground Proximity Warning System
GS Ground Speed
G/S Glide Slope
GW Gross Weight
GWC Gross Weight Chart
h hour
HF High Frequency
HIALS High Intensity Approach Light System
HIRL High Intensity Runway edge Lights
HOT Hold-Over Time
hPa Hecto Pascals
Hz Hertz (Cycles per second)
IAA Initial Approach Altitude
IAS Indicated Air Speed
IATA International Air Transport Association
ICAO International Civil Aviation Organization
IFR Instrument Flight Rules
ILS Instrument Landing System
IM Inflight Manager
IMC Instrument Meteorological Conditions
INMARSAT International Maritime Satellite Organization
INOP Inoperative
INS Inertial Navigation System
INTER Intermittent
IPC Illustrated Part Catalog

IR Instrument Rating
IRS Inertial Reference System
ISA International Standard Atmosphere
ISO International Organization for Standardization
JAA Joint Aviation Authorities
JAR Joint Aviation Requirements
JBI James Brake Index
KT, kt Knot(s)
KG, kg Kilogram
km Kilometer
LAT Latitude
LCF Load Control Folder
LCM Load Control Manual
LCS Load Control Supervisor
LEP List of Effective Pages
LIFUS Line Flying Under Supervision
LIZFW Load Index Zero Fuel Weight
LLWAS Low Level Wind Shear Alerting System
LLZ Localizer
LNAV Lateral Navigation
LOC Localizer, Location
LOFT Line Oriented Flight Training
LONG Longitude
LP Pilot occupying the left seat
LRC Long Range Cruise
LRU Line Replacement Unit
LVP Low Visibility Procedure
LVTO Low Visibility Takeoff
LW Landing Weight
M Mach
m meter
MAP Missed Approach Point
MAX, Max, max Maximum
MCP Mode Control Panel
MCT Maximum Continuous Thrust
MDA/H Minimum Descent Altitude/Height
MEA Minimum En Route Altitude
MEL Minimum Equipment List
MET Meteorology, Meteorological
METAR Meteorological Aviation Routine Weather Report
MF Miscellaneous File
MFA Minimum Flight Altitude
MFF Mixed Fleet Flying
MGA Minimum Grid Altitude

Min, min Minute

MLS Microwave Landing System
MMEL Master Minimum Equipment List
MMO Maximum Operating Mach
MNM Minimum
MOCA Minimum Obstacle Clearance Altitude
MSA Minimum Safe (Sector) Altitude
MSL Mean Sea Level
MTCA Minimum Terrain clearance Altitude
MTOW Maximum Takeoff Weight
MVT Movement
N North
NAV Navigation
NAVAIDS Navigation Aids
NDB Non-Directional Beacon
NM, Nm Nautical Mile(s)
NMLL Networked Multi-media Language Laboratory
NOTAM Notice To Airmen
NOTOC Notification To Captain
O Observer
OAT Outside Air Temperature
OCA/H Obstacle Clearance Altitude/Height
OCL Obstacle Clearance Limit
OM Outer Marker
ONC Operational Navigation Chart
OPC Operator Proficiency Check
OPR Operator
OPS Operations, Operational
OPT Operational Procedure Training
OSQM Operations Safety and Quality Manual
OTP On-Time Performance
OVHD Overhead
PA Passenger Address
PANS Procedures for Air Navigation Services
PAPI Precision Approach Path Indicator
PAR Precision Approach Radar
PAX Passenger
PCN Pavement Classification Number
PDP Pre-Determine Point
PDT Periodic Dispatch Training
PED Portable Electronic Devices
PER THAI Personnel Manual, ACFT Performance (FPL)
PF Pilot Flying
PPC Pilot Proficiency Checks (PPC)

PGT Periodic Ground Training

PHB Pilots Handbook
PHM Passenger Handling Manual
PI (I) Instructor Pilot
P-i-C Pilot-in-Command
PICUS Pilot-in-Command Under Supervision
PNF Pilot Not Flying
POR Point of Replanning
PROB Probability
PS Student Pilot
PSM Passenger Service Manual
PTT Push-To-Talk
QAR Quick Access Recorder
QF Qualification Flight
QFE Altimeter setting, to indicate “ height “ above the reference datum
QNH Altimeter setting, to indicate “ altitude “ measured from MSL
QRH Quick Reference Handbook
RA Radio Altitude, Resolution Advisory, Risk Assessment
RALT En Route Alternate
RAT Ram Air Temperature
RCR Runway Condition Reading
REF Reference
REG Registration
REQ Required, Requirement
RF Risk Factor
RFC Route Facility Chart
RFFS Rescue and Fire Flighting Services
RH Radio Height
RIF Reclearance in Flight
RM Route Manual
RMK Remark
RNAV Area Navigation
RNP Required Navigation Performance
ROC, R/C Rate of Climb
ROD Rate of Descent
RP Pilot occupying the right seat
RPL Repetitive Flight Plan
RPM Revolutions Per Minute
RTAF Royal Thai Air Force
RTO Rejected Takeoff
RVR Runway Visual Range
RVSM Reduced Vertical Separation Minimum
RW, RWY Runway
S South

SAR Search and Rescue

SAT Static Air Temperature
SATCOM Satellite Communication
SATVOICE Satellite Voice
SE Station Engineer
SEC Secondary
sec second
SEFP Special Engine Failure Procedure
SELCAL Selective Calling
SFE Synthetic Flight Examiner
SFT SAAB Friction Tester
SHB Ships Handbook
SID Standard Instrument Departure
SIGMET Significant weather report
SIR Standard Investigation Report
SITA Societe International de Telecommunication Aeronautique
SN Supernumerary
SO System Operator
SOP Standard Operating Procedure
SQMR Safety and Quality Management Representative
SRA Surveillance Radar Approach
SRE Surveillance Radar Element of precision approach radar
SSR Secondary Surveillance Radar
STA Schedule Time of Arrival
STAR Standard Terminal Arrival Route
STD Schedule Time of Departure
STS Status
SV Supervisory
SWY Stopway
t ton
TA Transition Altitude, Traffic Advisory
TACAN Tactical Air Navigation
TAF Terminal Aerodrome Forecast
TAS True Airspeed
TAT Total Air Temperature
TBN To Be Notified
TCAS Traffic Alert and Collision Avoidance System
TCH Threshold Crossing Height
TEMP Temperature
TEMPO Temporary
TERPS Terminal Instrument Procedure Standard
TIPS Traffic Information and Planning System
TKOF Takeoff
TMA Terminal Control Area

TOD Takeoff Distance

TODA Takeoff Distance Available
TOPS THAI Operations System
TOR Takeoff Run
TOW Takeoff Weight
TPI Traffic Program Information
TRF Total Risk Factor
TSM Trouble Shooting Manual
TSP THAI Security Manual
TSQM THAI Security and Quality Manual
TTPM THAI Technical Procedure Manual
T-VASIS T-Visual Approach Slope Indicator System
TWY Taxiway
UDL Upper Deck Left
UTC Coordinated Universal Time
V Velocity
VA Approach speed
Vclean Minimum Climb speed with the ACFT in clean configuration
VEF Engine Failure speed
VFI Minimum Speed for selecting Flaps
VL/D MAX The speed at which the relationship between lift and drag has its maximum
VMC Minimum control speed
VMCA Minimum control speed—airborne
VMCG Minimum control speed—on ground
VMO Maximum operating limit speed
VP Pattern speed
VR Rotation speed
VREF Reference speed
VS Stall speed
VSI Minimum speed for selecting Slats
VTH Threshold speed
V1 Decision speed
V2 Takeoff safety speed
VAR Volcanic Activity Report (ICAO)
VASIS Visual Approach Slope Indicator System
VDP Visual Descent Point
VFR Visual Flight Rule
VHF Very High Frequency
VIP Very Important Person
VIS Visibility
VMC Visual Meteorological Conditions
VNAV Vertical Navigation
VOLMET Routine aerodrome weather broadcast for aircraft in flight
VOR VHF Omni-Directional Range

VP Vice President
VR Voyage Report
VS Versus
W West
WAC World Aeronautical Chart
WHO World Health Organization
ZFW Zero Fuel Weight
0.4.2 Definitions
Advisory route See RM/Rules and Regulations (RAR).
Aerodrome A defined area on land or water (including any buildings,
installations and equipment) intended to be used either
wholly or in part for the arrival, departure and surface
movement of aircraft.
Aerodrome elevation The elevation of the highest point of the landing area.
Aerodrome Operating Minima The limits of usability of an aerodrome for:
(AOM)
• Takeoff, expressed in terms of runway visual range and/
or visibility and, if necessary, cloud conditions;
• Landing in precision approach and landing operations,
expressed in terms of visibility and/or runway
visual range and decision altitude/height (DA/H) as
appropriate to the category of the operation; and
• Landing in non-precision approach and landing
operations, expressed in terms of visibility and/or
runway visual range, minimum descent altitude/height
(MDA/H) and, if necessary, cloud conditions.
Aerodrome traffic All traffic on the maneuvering area of an aerodrome and all
aircraft flying in the vicinity of an aerodrome.
Aeronautical Information A publication issued by or with the authority of a State and
Publication (AIP) containing aeronautical information of a lasting character
essential to air navigation.
Airborne Collision Avoidance An aircraft system based on secondary surveillance radar
System (ACAS)/Traffic alert (SSR) transponder signals which operates independently
and Collision Avoidance of ground – based equipment to provide advice to the pilot
System (TCAS) on potential conflicting aircraft that are equipped with SSR
transponders.
Airborne time The time from and including the application of takeoff power
before takeoff on the runway to the moment when the
landing roll after landing is completed.
Aircraft approach category— See RM/Rules and Regulations (RAR).
ICAO
Aircraft avionics A term designating any electronic device, including its
electrical part, for use in an aircraft, including radio,
automatic flight control and instrument systems.
Aircraft Operations Manual A manual associated with the certificate of airworthiness,
(AOM) containing limitations within which the aircraft is to be
considered airworthy, and instructions and information
necessary to the flight crew members for the safe operation
of the aircraft. (AOM is issued for A300-600 aircraft.)
Aircraft proximity A situation in which, in the opinion of a pilot or air traffic
services personnel, the distance between aircraft as well as
their relative positions and speed have been such that the
safety of the aircraft involved may have been compromised.
An aircraft proximity is classified as follows:

Risk of collision The risk classification of an aircraft

proximity in which serious risk of
collision has existed;
Safety not The risk classification of an aircraft
assured proximity in which the safety of the
aircraft may have been compromised;
No risk of The risk classification of an aircraft
collision proximity in which no risk of collision
has existed;
Risk not The risk classification of an
determined aircraft proximity in which insufficient
information was available to
determine the risk involved, or
inconclusive or conflicting evidence
precluded such determination.
Aircraft stand A designated area on an apron intended to be used for
parking an aircraft.
Air–ground communication Two-way communication between aircraft and stations or
locations on the surface of the earth.
Air Operator Certificate (AOC) A certificate authorizing an operator to carry out specified
commercial air transport operations.
Air traffic control clearance See RM/Rules and Regulations (RAR).
Air Traffic Services (ATS) A generic term meaning variously, flight information service,
alerting service, air traffic advisory service, air traffic control
service (area control service, approach control service or
aerodrome control service).
Air traffic services airspaces Airspaces of defined dimensions, alphabetically designated,
within which specific types of flights may operate and for
which air traffic services and rules of operation are specified.
Air traffic services reporting A unit established for the purpose of receiving reports
office concerning air traffic services and flight plans submitted
before departure.
Airway See RM/Rules and Regulations (RAR), Navigation (NAV).
Altitude The vertical distance of a level, a point or an object
considered as a point, measured from mean sea level
(MSL).
Apron A defined area, on a land aerodrome, intended to
accommodate aircraft for purposes of loading or unloading
passengers, mail or cargo, fuelling, parking or maintenance.
Area Control Center (ACC) A unit established to provide air traffic control service to
controlled flights in control areas under its jurisdiction.
Area navigation (RNAV) A method of navigation which permits aircraft operation
on any desired flight path within the coverage of station-
referenced navigation aids or within the limits of the
capability of selfcontained aids, or a combination of these.
Area navigation route An ATS route established for the use of aircraft capable of
employing area navigation.
Automatic Dependent A surveillance technique in which aircraft automatically
Surveillance (ADS) provide, via a data link, data derived from on-board
navigation and position-fixing systems, including aircraft
identification, fourdimensional position and additional data
as appropriate.
Automatic Terminal The provision of current, routine information to arriving and
Information Service (ATIS) departing aircraft by means of continuous and repetitive
broadcasts throughout the day or a specified portion of the
day.

Base aircraft An aircraft or group of aircraft, designated by the applicant,

used as a reference to compare differences with another
aircraft.
Blind transmission A transmission from one station to another station in
circumstances where two-way communication cannot be
established but where it is believed that the called station is
able to receive the transmission.
Cabin crew A crew member who performs, in the interest of safety of
passengers, duties assigned by the operator or the pilot- in-
command of the aircraft, but who shall not act as a flight
crew member.
Captain candidate A pre-captain candidate who has successfully passed the
pre-captain candidate evaluation process and undergoing
the training and checking process.
Ceiling The height above the ground or water of the base of the
lowest layer of cloud below 20,000 ft covering more than
half the sky.
Change-over point The point at which an aircraft navigating on an ATS
route segment defined by reference to very high frequency
omnidirectional radio ranges is expected to transfer its
primary navigational reference from the facility behind the
aircraft to the next facility ahead of the aircraft.
Circling approach An extension of an instrument approach procedure which
provides for visual circling of the aerodrome prior to landing.
Clearance limit The point to which an aircraft is granted an air traffic control
clearance.
Clearway (CWY) A defined rectangular area on the ground or water under
the control of appropriate authority, selected or prepared as
a suitable area over which an aircraft may make its initial
climb to a specified height.
Commercial air transport An aircraft operation involving the transport of passengers,
operation cargo or mail for remuneration or hire.
Controlled airspace See RM/Rules and Regulations (RAR).
Controller-Pilot Data Link A means of communication between controller and pilot,
Communication (CPDLC) using data link for ATC communications.
Control zone See RM/Rules and Regulations (RAR).
Copilot A licensed pilot serving in any piloting capacity other than as
Pilot-in-Command but excluding a pilot who is on board the
aircraft for the sole purpose of receiving flight instruction.
Credit The acceptance of training, checking or recent experience
on one type or variant as being valid for another type or
variant because of sufficient similarities between the two
types or variants.
Cross Crew Qualification The Airbus reduced type rating transition course between
(CCQ) Airbus fly-by-wire types, the technical similarities and
common operational and handling procedures.
Current flight plan The flight plan, including changes, if any, brought about by
subsequent clearances.
Danger area An airspace of defined dimensions within which activities
dangerous to the flight of aircraft may exist at specified
times.
Dangerous goods Articles or substances which are capable of posing
significant risk to health, safety or property when transported
by air.

Deadhead crew member A member of the flight personnel shown on the flight’s
documents as a crew member but taking part in the flight
only for transportation purpose.
Decision Altitude/Height (DA/H) See RM/Abbreviations (ABB).
Dependent parallel approaches Simultaneous approaches to parallel or near-parallel
instrument runways where radar separation minima
between aircraft on adjacent extended runway center lines
are prescribed.
Different types Different type is formally assigned to two or more aircraft
that have different type ratings for which simulator training
is mandatory, e.g. A330/A340.
Ditching The forced landing of an aircraft on water.
Elevation The vertical distance of a point or a level, on or affixed to
the surface of the earth, measured from mean sea level.
Emergency aerodrome (USA An aerodrome to be used by aircraft which, for some
and Canada) reasons, cannot reach its regular destination or alternate.
Estimated Elapsed Time (EET) The estimated time required to proceed from one significant
point to another.
Estimated off block time The estimated time at which the aircraft will commence
movement associated with departure.
Estimated Time of Arrival (ETA) The time at which it is estimated that the aircraft will
arrive over that designated point, defined by reference to
navigation aids, from which it is intended that an instrument
approach procedure will be commenced, or, if no navigation
aid is associated with the aerodrome, the time at which the
aircraft will arrive over the aerodrome.
Expected Approach Time (EAT) The time at which ATC expects that an arriving aircraft,
following a delay, will leave the holding point to complete its
approach for a landing.
Fail-operational automatic An automatic landing system is fail-operational if, in the
landing system event of a failure, the approach, flare and landing can be
completed by the remaining part of the automatic system.
Fail-passive automatic landing An automatic landing system is fail-passive if, in the event
system of a failure, there is no significant deviation of aircraft trim,
flight path or attitude but the landing will not be completed
automatically.
Filed flight plan The flight plan as filed with an ATS unit by the pilot
or a designated representative, without any subsequent
changes.
Flight crew A licensed crew member charged with duties essential to
the operation of an aircraft during flight time.
Flight duty period The total time from the moment a flight crew member
commences his duty, immediately subsequent to a rest
period and prior to making a flight or a series of flights, to the
moment he is relieved of all duties after having completed
such flight or series of flights.
Flight Information Region (FIR) See RM/Rules and Regulations (RAR).
Flight level A surface of constant atmospheric pressure which is related
to a specific pressure datum, 1013.2 hPa, and is separated
from other such surfaces by specific pressure intervals.
Flight Officer (F/O) Flight officer, is a common designation used for all
pilots other than captain. For more details, see Pilot
nomenclature.
Flight plan Specified information provided to air traffic services units,
relative to an intended flight or portion of a flight of an aircraft

Flight recorder Any type of recorder installed in the aircraft for the purpose
of complementing accident/incident investigation.
Flight time The total time from the moment an aircraft first moves under
its own power for the purpose of taking off until the moment
it comes to rest at the end of the flight.
Note: Flight time defined here, is synonymous with the
term “block-to-block” time, or “chock-tochock” time
in general usage, which is measured from the time
the aircraft moves from the loading point until it
stops at the unloading point.
Flight visibility The visibility forward from the cockpit of an aircraft in flight.
Forecast A statement of expected meteorological conditions for a
specified time or period, and for a specified area or portion
of airspace.
Glide Path (GP) A descent profile determined for vertical guidance during a
final approach.
Ground visibility The visibility at an aerodrome, as reported by an accredited
observer.
Heading The direction in which the longitudinal axis of an aircraft
is pointed, usually expressed in degrees from North (true,
magnetic, compass or grid).
Height The vertical distance of a level, a point or an object
considered as a point, measured from a specified datum.
Holding point A specified location, identified by visual or other means, in
the vicinity of which the position of an aircraft in flight is
maintained in accordance with air traffic control clearances.
Holding procedure A predetermined maneuver which keeps an aircraft within a
specified airspace whilst awaiting further clearance.
Independent parallel Simultaneous approaches to parallel or near – parallel
approaches instrument runways where radar separation minima
between aircraft on adjacent extended runway center lines
are not prescribed.
Independent parallel departure Simultaneous departures from parallel or near – parallel
instrument runways.
IFR flight A flight conducted in accordance with the instrument flight
rules.
Instrument approach A series of predetermined maneuvers by reference to
procedure flight instruments with specified protection from obstacles
from the initial approach fix, or where applicable, from the
beginning of a defined arrival route to a point from which
a landing can be completed and thereafter, if a landing is
not completed, to a position at which holding or en route
obstacle clearance criteria apply.
Instrument flight time Time during which a pilot is piloting an aircraft solely by
reference to instruments and without external reference
points.
Instrument ground time Time during which a pilot is practicing, on the ground,
simulated instrument flight on a mechanical device
approved by the Competent Licensing Authority.
Instrument Meteorological Meteorological conditions expressed in terms of visibility,
Conditions (IMC) distance from cloud, and ceiling*, less than the minima
specified for visual meteorological conditions.
Level A generic term relating to the vertical position of an aircraft
in flight and meaning variously, height, altitude or flight level.
Line Check A check done to ensure a flight crew member’s competence
in carrying out normal line operations.

Low Visibility Procedures (LVP) Procedures applied at an aerodrome for the purpose
of ensuring safe operations during Category II and III
approaches and Low Visibility Takeoffs.
Low Visibility Take-Off (LVTO) A takeoff where the Runway Visual Range (RVR) is less
than 400 m.
Maneuvering area The part of an aerodrome to be used for takeoff, landing and
taxiing of aircraft excluding aprons.
Master Minimum Equipment A list established for a particular aircraft type by the
List (MMEL) organization responsible for the type design with the
approval of the State of Design containing items, one or
more of which is permitted to be unserviceable at the
commencement of a flight.
Minimum Approach Break-off The lowest height of the wheels above the runway at which it
Height (MABH) is demonstrated that a goaround can be carried out without
external visual references with an acceptable level of safety.
Minimum Descent Altitude/ See RM/Abbreviations (ABB).
Height (MDA/H)
Minimum En route Altitude See RM/Navigation (NAV).
(MEA)
Minimum Equipment list (MEL) A list which provides for the operation of aircraft, subject to
specified conditions, with particular equipment inoperative,
prepared by an operator in conformity with, or more
restrictive than, the MMEL established for the aircraft type.
Minimum Obstacle Clearance See RM/Navigation (NAV).
Altitude (MOCA)
Minimum Terrain Clearance See RM/Abbreviations (ABB), Navigation (NAV).
Altitude (MTCA)
Minimum Safe/Sector Altitude See RM/Navigation (NAV).
(MSA)
Missed Approach Point (MAP) A point prescribed in each instrument approach procedure
at which a missed approach procedure shall be executed if
the required visual reference does not exist.
Missed Approach Procedure The procedure to be followed if the approach cannot be
continued.
Mixed Fleet Flying (MFF) The operation of a base aircraft and one or more variants
of the same type, common type, related type, or a different
type by one or more flight crew members, between training
or checking events.
Movement area That part of an aerodrome to be used for the takeoff, landing
and taxiing of aircraft, consisting of the maneuvering area
and the apron (s).
Near-parallel runway Non-intersecting runways whose extended center lines
have an angle of convergence/ divergence of 15 degrees
or less.
Night The hours between the end of evening civil twilight and
the beginning of morning civil twilight or such other period
between sunset and sunrise, as may be prescribed by the
appropriate authority.
Note: Civil twilight ends in the evening when the center
of the sun’s disc is 6 degrees below the horizon
and begins in the morning when the center of the
sun’s disc is 6° below the horizon.
Non-precision approach An instrument approach and landing which does not utilize
electronic glide path guidance.
NOTAM A notice distributed by means of telecommunication
containing information concerning the establishment,

condition or change in any aeronautical facility, service,

procedure or hazard, the timely knowledge of which is
essential to personnel concerned with flight operations
Obstacle Clearance Altitude/ The lowest altitude or the lowest height above the
Height (OCA/H) elevation of the relevant runway threshold or the aerodrome
elevation as applicable, used in establishing compliance
with appropriate obstacle clearance criteria.
Operational flight plan The operator’s plan for the safe conduct of the flight based
on considerations of aircraft performance, other operating
limitations and relevant expected conditions on the route to
be followed and at the aerodromes concerned.
Operator A person, organization or enterprise engaged in or offering
to engage in an aircraft operation.
Operator Difference A formal description of differences between types or
Requirements (ODR) variants flown by a particular operator.
Pilot nomenclature Several sets of titles and abbreviations used to define ranks,
duties, seating, etc.:
• Rank
◦ Captain
◦ Flight officer
◦ Flight officer trainee
• Duties and responsibilities
◦ Pilot-in-Command (P-i-C) The pilot responsible for
the operation and safety of the aircraft during flight
time.
◦ Copilot (CP) The pilot assisting the P-i-C.
◦ Cruise Pilot (CRP) The crew member carried as a
relief pilot on flight exceeding the maximum agreed
flying time.
• Flight deck duties
P Any pilot on duty
PF Pilot flying
PNF Pilot not flying (PM/Pilot Monitoring)*
CRP Cruise pilot
SV Line Check Pilot
SN Supernumerary pilot
PI, I Instructor pilot
PS Student pilot
O Observer
CAA Representative from DCA
• Seat allocation
LP Pilot occupying the left seat (CM1)
RP Pilot occupying the right seat (CM2)
CRP Pilot occupying seats assigned by P-i-C
O Observing pilot
• Crew schedules, BX programs, etc.
FC Captain or P-i-C
FP Copilot
FS Cruise pilot

FTR Flight officer trainee

Note: 1. Special duty designation may be defined by a
third letter, e.g. FCI (instructor pilot.)
2. Designation as Flight officer trainee will be
started from his first employment until he is
released as Flight officer for the aircraft type.
Pre-captain candidate A senior copilot who has been approved by Flight
Operations committee to undergo the pre-captain candidate
evaluation process.
Precision approach and An instrument approach and landing using precision
landing operations azimuth and glide path guidance with minima as determined
by the category of operation.
Precision Approach Radar Primary radar equipment used to determine the position
(PAR) of an aircraft during final approach, in terms of lateral and
vertical deviations relative to a nominal approach path, and
in range relative to touchdown.
Note: Precision approach radars are designated to
enable pilots of aircraft to be given guidance by
radiocommunication during the final stages of the
approach to land.
Pressure–altitude An atmospheric pressure expressed in terms of altitude
which corresponds to that pressure in the Standard
Atmosphere.
Profile The orthogonal projection of a flight path or portion thereof
on the vertical surface containing the nominal track.
Prohibited area An airspace of defined dimensions, above the land areas or
territorial waters of a State, within which the flight of aircraft
is prohibited.
Psychoactive substances Alcohol, opioids, cannabinoids, sedatives and hypnotics,
cocaine, other psycho stimulants, hallucinogens, and
volatile solvents, whereas coffee and tobacco are excluded.
Radar approach An approach in which the final approach phase is executed
under the direction of a radar controller.
Radar separation The separation used when aircraft position information is
derived from radar sources.
Radar vectoring Provision of navigational guidance to aircraft in the form of
specific headings, based on the use of radar.
Radiotelephony A form of radio communication primarily intended for the
exchange of information in the form of speech.
Rating An authorization entered on or associated with a license and
forming part thereof, stating special conditions, privileges or
limitations pertaining to such license.
Release Flight (RF) A flight on which a pilot is scheduled with a supervisory pilot
as the P-i-C in order to demonstrate his ability to be released
for active service on the route or aircraft concerned without
further training.
Repetitive flight plan (RPL) A flight plan related to a series of frequently recurring,
regularly operated individual flights with identical basic
features, submitted by an operator for retention and
repetitive use by ATS units.
Reporting Point A specified geographical location in relation to which the
position of an aircraft can be reported.
Required Navigation A statement of the navigation performance necessary for
Performance (RNP) operation within a defined airspace.

Rest period Any period of time on ground during which a flight crew
member is relieved of all duties by the operator.
Restricted area An airspace of defined dimensions, above the land areas or
territorial waters of a State, within which the flight of aircraft
is restricted in accordance with certain specified conditions.
RNP type A containment value expressed as a distance in nautical
miles from the intended position within which flights would
be for at least 95 per cent of the total flying time.
Route briefing Information given to a pilot by a qualified person to ensure
that a pilot has sufficient knowledge of a route or routes to
commence flight as either student pilot or active pilot.
Runway A defined rectangular area on a land aerodrome prepared
for the landing and takeoff of aircraft.
Runway–holding position A designated position intended to protect a runway, an
obstacle limitation surface, or an ILS/ MLS critical/sensitive
area at which taxiing aircraft and vehicles shall stop and
hold, unless otherwise authorized by the aerodrome control
tower.
Runway Visual Range (RVR) The range over which the pilot of an aircraft on the center
line of a runway can see the runway surface markings or the
lights delineating the runway or identifying its center line.
Secondary Surveillance Radar A surveillance radar system which uses transmitters/
(SSR) receivers (interrogators) and transponders.
Segregated parallel operations Simultaneous operations on parallel or near-parallel
instrument runways in which one runway is used exclusively
for approaches and the other runway is used exclusively for
departures.
Self-study/ self-briefing A self-study of the route or aerodrome to be flown in the
relevant route and aerodrome manuals and flight plans until
the pilot is confident that his knowledge of the route or
aerodrome to be flown is adequate.
Senior Copilot A flight officer who holds a position as a copilot for more than
4 years, holds an Airline Transport Pilot License (ATPL) and
passed the requirement program from Pilot Administration
Department.
SIGMET information Information issued by a meteorological watch office
concerning the occurrence or expected occurrence of
specified en route weather phenomena which may affect the
safety of aircraft operations.
SNOWTAM A special series of NOTAM notifying the presence or
removal of hazardous conditions due to snow, ice, slush or
standing water associated with snow, slush and ice on the
movement area, by means of a specific format.
Standard instrument arrival A designated instrument flight rule (IFR) arrival route linking
(STAR) a significant point, normally on an ATS route, with a point
from which a published instrument approach procedure can
be commenced.
Standard Instrument Departure A designated instrument flight rule (IFR) departure route
(SID) linking the aerodrome or a specified runway of the
aerodrome with a specified significant point, normally on a
designated ATS route, at which the en route phase of a flight
commences.
Synthetic flight trainer Any one of the following three types of apparatus in which
flight conditions are simulated on the ground:
• A flight simulator, which provides an accurate
representation of the flight deck of a particular aircraft
type to the extent that the mechanical, electrical,

electronic, etc., aircraft systems control functions, the

normal environment of flight characteristics of that type
of aircraft are realistically simulated;
• A flight procedures trainer, which provides a
realistic flight deck environment, and which simulates
instrument responses, simple control functions of
mechanical, electrical, electronic, etc., aircraft systems,
and the performance and flight characteristics of aircraft
of a particular class;
• A basic instrument flight trainer, which is equipped with
appropriate instruments, and which simulates the flight
deck environment of an aircraft in flight in instrument
flight conditions.
Taxiway A defined path on a land aerodrome established for the
taxiing of aircraft and intended to provide a link between
one part of the aerodrome and another. These include the
following:
Aircraft stand A portion of an apron designated as
taxilane a taxiway and intended to provide
access to aircraft stands only;
Apron taxiway A portion of a taxiway system located
on an apron and intended to provide
a through taxi route across the apron;
Rapid exit A taxiway connected to a runway
taxiway at an acute angle and designed to
allow landing aircraft to turn off at
higher speeds than are achieved on
other exit taxiways thereby minimizing
runway occupancy times.
Terminal control area (TMA) A control area normally established at the confluence of ATS
routes in the vicinity of one or more major aerodromes.
Threshold The beginning of that portion of the runway usable for
landing.
Touchdown The point where the nominal glide path intercepts the
runway.
Track The projection on the earth’s surface of the path of an
aircraft, the direction of which path at any point is usually
expressed in degrees from North (true, magnetic or grid).
Transition altitude The altitude at or below which the vertical position of an
aircraft is controlled by reference to altitudes.
Transition layer The airspace between the transition altitude and the
transition level.
Transition level The lowest flight level available for use above the transition
altitude.
Transmissometer An instrument used for assessment of Runway Visual
Range (RVR).
Variant A variant is an aircraft or a group of aircraft with the same
characteristics that have pertinent differences from a base
aircraft.
Vertical visibility The vertical visual range into an obscuring medium.
Visibility The ability, as determined by atmospheric conditions and
expressed in units of distance, to see and identify prominent
unlighted objects by day and prominent lighted objects by
night.
Visual approach An approach by an IFR flight when either part or all of an
instrument approach procedure is not completed and the
approach is executed in visual reference to terrain.

Visual Meteorological Meteorological conditions expressed in terms of visibility,

Conditions (VMC) distance from cloud, and ceiling, equal to or better than
specified minima.
VOLMET broadcast Routine broadcast of meteorological information for aircraft
in flight.
Waypoint A specified geographical location used to define an area
navigation route or the flight path of an aircraft employing
area navigation. Waypoints are identified as either:
Fly-by waypoint A waypoint which requires turn
anticipation to allow tangential
interception of the next segment of a
route or procedure; or
Flyover waypoint A waypoint at which a turn is initiated
in other to join the next segment of a
route or procedure.

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Revision Record OM-A Rev 1 (23 MAY 11)
0.5 Revision Record

No. Revision date Date filed No. Revision date Date filed
1 1 JUN 11

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ORGANIZATION AND RESPONSIBILITIES 1.TOC
Table of Contents Page 1
1 ORGANIZATION AND RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

1.1 ORGANIZATION STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1.1 COMPANY ORGANIZATION CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1.2 OPERATIONS ORGANIZATION CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.2 NOMINATED POSTHOLDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.3 RESPONSIBILITIES AND DUTIES OF OPERATIONS MANAGEMENT PERSONNEL . . . . . . . . 1
1.3.1 EXECUTIVE VICE PRESIDENT (DO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.3.2 VICE PRESIDENT, FLIGHT OPERATIONS (DP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.3.3 VICE PRESIDENT, AVIATION RESOURCES DEVELOPMENT (DX) . . . . . . . . . . . . . . . . . . . . . 2
1.3.4 VICE PRESIDENT, FLIGHT OPERATIONS SUPPORT (D8) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.3.5 VICE PRESIDENT, IN-FLIGHT SERVICES (DQ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.3.6 DIRECTOR, PILOT ADMINISTRATION (OS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1.3.7 DIRECTOR, FLIGHT STANDARDS (OO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1.3.8 DIRECTOR, FLIGHT TEST AND DEVELOPMENT (OE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.3.9 DIRECTOR, OPERATIONS CONTROL AND PLANNING (OP) . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.3.10 DIRECTOR, OPERATIONS COORDINATION AND DISPATCH SERVICES (OC) . . . . . . . . . . 6
1.3.11 DIRECTOR, FLIGHT DECK CREW TRAINING (BX) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
1.3.12 DIRECTOR, AVIATION PERSONNEL DEVELOPMENT (BA) . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
1.3.13 DIRECTOR, FLIGHT SIMULATOR (BF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
1.3.14 DIRECTOR, CABIN CREW TRAINING (BQ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
1.3.15 DIRECTOR, FLIGHT OPERATIONS SAFETY (OI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.3.16 DIRECTOR, CREW GENERAL ADMINISTRATION (OA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.3.17 DIRECTOR, FLIGHT TECHNICAL AND DOCUMENT SUPPORT (OH) . . . . . . . . . . . . . . . . . . 9
1.3.18 DIRECTOR, STRATEGIC & QUALITY SYSTEM MANAGEMENT (OX) . . . . . . . . . . . . . . . . . . 9
1.3.19 DIRECTOR, CABIN CREW ADMINISTRATION (QV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
1.3.20 DIRECTOR, IN-FLIGHT SERVICES STANDARD & QUALITY CONTROL (QQ) . . . . . . . . . . . 9
1.3.21 DIRECTOR, IN-FLIGHT EQUIPMENT PLANNING & CONTROL (QK) . . . . . . . . . . . . . . . . . . 10
1.3.22 DIRECTOR, IN-FLIGHT CATERING PLANNING & CONTROL (QY) . . . . . . . . . . . . . . . . . . . . 10
1.3.23 DIRECTOR, OPERATIONS RESOURCES AND SERVICES MANAGEMENT (OZ) . . . . . . . 10
1.3.24 DEPARTMENT MANAGER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
1.3.25 DIVISION MANAGER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
1.4 AUTHORITY, DUTIES AND RESPONSIBILITIES OF THE PILOT-IN-COMMAND . . . . . . . . . . . . 1
1.4.1 DUTIES AND RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.4.1.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.4.1.2 Prior to flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.4.1.3 During flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.4.1.4 After flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.4.2 AUTHORITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.5 DUTIES AND RESPONSIBILITIES OF CREW MEMBER OTHER THAN THE PILOT-
IN-COMMAND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.5.1 Copilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

1.TOC ORGANIZATION AND RESPONSIBILITIES
Page 2 Table of Contents
1.5.1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.5.1.2 Prior to flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.5.1.3 During flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.5.1.4 After flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.5.2 Cruise Pilot (CRP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.5.2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.5.2.2 Prior to flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.5.2.3 During flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.5.2.4 After flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.5.3 Cabin crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.6 GENERAL DUTIES OF FLIGHT PERSONNEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.6.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.6.2 Subordination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.6.2.1 Personnel off duty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.6.2.2 Personnel on duty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.6.2.3 Duties outside THAI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.6.3 Crew conduct . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.6.3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.6.3.2 Appearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.6.3.3 Conversation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

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ORGANIZATION AND RESPONSIBILITIES 1.1
ORGANIZATION STRUCTURE Page 1
1 ORGANIZATION AND RESPONSIBILITIES

1.1 ORGANIZATION STRUCTURE
1.1.1 COMPANY ORGANIZATION CHART

1.1 ORGANIZATION AND RESPONSIBILITIES
Page 2 ORGANIZATION STRUCTURE
1.1.2 OPERATIONS ORGANIZATION CHARTS





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NOMINATED POSTHOLDERS Page 1
1.2 NOMINATED POSTHOLDERS

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

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RESPONSIBILITIES AND DUTIES OF Page 1
OM-A
OPERATIONS MANAGEMENT PERSONNEL Rev 1 (23 MAY 11)
1.3 RESPONSIBILITIES AND DUTIES OF OPERATIONS

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

The Vice President, Flight Operations (DP) reports to the Executive Vice President, Operations
(DO), and has duties to:
• Organize, direct and develop overall flight operations activities, both International and
Regional, as well as to exercise overall control in order to be in compliance with the
Company’s targets, regulations, policies and planning.
• Establish standardized requirements for all flight operations and related ground operations,
and supervise all activities concerned in accordance with the Company’s standard as well
as the regulations from both local and international authorities with adherence to applicable
government regulations.
• Plan, conduct, and control flight operations in a way that satisfies commercial demands
and ensures safe, economical and efficient performance of all transport activities and also
maintains the Company’s required quality and standard.
• Closely follow international aviation development in respect of flight operations, and also
participate, in liaison with the Company’s authorities and international bodies, in the
development of flight operation requirements for equipment and performance concerning
safety as well as economy.
• Establish, assure and supervise dynamic and economical personnel development projects
to ensure the highest personnel standard in every possible way and to maximize personnel
utilization.
• Be fully responsible for provision, utilization, maintenance and quality control assurance
of all Flight Operations resources and supports, such as personnel, equipment as well as
document.
• In certain circumstances, plan and implement pilot rotation under discreet consideration and
approval of authorities concerned.
• Provide cooperation and assistance, as required, to functions concerned within DO.
• Represent the Company externally in the issues related to and all matters concerned with
flight deck crew operation.
• Handle short- and long-term Flight Operations resource planning.

Page 2 RESPONSIBILITIES AND DUTIES OF
OM-A
Rev 1 (23 MAY 11) OPERATIONS MANAGEMENT PERSONNEL
• Submit annual budget proposal and ensure result achievement to the targets and
performance measures required by the Executive Vice President, Operations and the
Company’s Management.
• Perform and fulfil any mission or task assigned by the Executive Vice President, Operations.
The Mission Commander (DP-B/DP-C) reports to the Vice President (DP), and has duties to:
• Assist DP in all matters concerning flight operations as well as administrative tasks.
• Act on DP’s behalf during his absence regarding his duties and responsibilities.
• Perform and fulfill any mission assigned by DO and DP.
1.3.3 VICE PRESIDENT, AVIATION RESOURCES DEVELOPMENT

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

Scope of department tasks
The main task of this department is to be responsible for overall activities of flight operations
relating to flight safety, crew general administration, i.e. scheduling, crew movement and
crew requirement for flight duty, as well as airplane rotation according to Company Traffic

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

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

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• Perform and fulfill any tasks assigned by DO and DQ.

Note: For the rest of DQ organization and its duties and responsibilities, refer to DQ
Management Manual.
1.3.6 DIRECTOR, PILOT ADMINISTRATION (OS)

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

The Director of Flight Standards Department (OO) reports directly to Vice President (DP). It is
his duties and responsibilities to:
• Plan, establish policy and oversee the flights standards related matters to ensure that the
pilots are familiar with regulations and instructions concerning flight operations in all the
routes flown by the Company.
• Follow up on all regulations applied to the flight operations on all routes and aerodromes in
order to ensure that the existing regulations and instructions can be practically applied.
• Review the rules and regulations in the planning of all phases of flight and give instructions,
which in the course of time, are found appropriate to be adjusted or revised in order to
maintain safe, economical and efficient flight operations.
• Develop and standardize system-wide flight operation documents such as Operations
Manual Part A (OM-A), Ships Handbook (SHB), Route Manual, Aerodrome Manuals and
Chart Manuals.
• Coordinate with Department of Civil Aviation and other authorities concerned to ensure that
rules, regulations and procedures stated in the OM-A are clearly understood and accepted
by the authorities. Also, ensure that OM-A and other related documents are updated to
aviation standards.
• Suggest ways and means of improving navigational standards and acquire current
knowledge of the international trends in aeronautical navigation and technology.
• Plan, conduct and oversee Pre-Captain Candidate evaluation process.
• Follow up and analyze Pre-Captain Candidate evaluation results and inform departments
concerned.
• Act as chairman of Pre-Captain Candidate Evaluation Meeting which is held every quarter
with the Chief Pilots and Pre-Captain Candidate Evaluators in order to check and calibrate
the standards of Flight Officers who would be selected to be trained as Captain.
• Perform the duty of Pre-Captain Candidate Evaluator to check the readiness of Flight
Officers in order to select them for training as Captain.
• Perform base release for Captain Candidate in one out of three base release flights for the
Flight Officers who have been trained in order to promote them as Captain.
• Closely follow up on the Voyage Reports in order to ensure that the departments concerned
rectify all the problems mentioned in the reports.

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• Propose the significant Voyage Reports to the departments concerned in the meeting in
order to discuss and initiate corrective and preventive process for benefit to the Company.
• Prepare and issue “FLIGHT STANDARDS INFO” bulletins to all flight crew members
and functions concerned to remind them of any changes from the previous information,
instructions and procedures.
• Oversee the works performed by subordinates under OO.
• Perform any other duties as assigned by the superiors.
The Deputy Director (OO-B) and the Assistant Director (OO-C) report to the Director (OO) and
have duties to:
• Assist OO in all matters concerning flight standards as well as administrative tasks.
• Act on OO’s behalf during his absence upon being assigned.
• Perform any mission or tasks as assigned by OO.
1.3.8 DIRECTOR, FLIGHT TEST AND DEVELOPMENT (OE)

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

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

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1.3.10 DIRECTOR, OPERATIONS COORDINATION AND DISPATCH

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

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

The Director of BA reports to the Vice President (DX). His duties and responsibilities are to:
• Supervise and administer initial and periodical training regarding safety and emergency for
all flight deck crew and cabin crew as required by international aviation regulations.
• Manage and implement CRM training programs provided for all flight deck crew, cabin crew
and other aviation personnel to comply with ICAO, FAA and EASA requirements.
• Administer and conduct English language training for all pilots in the Operations Department
to ensure that their English proficiency meets the ICAO requirements.
• Closely follow up the new technology of additional pilot training.
• Manage and maintain practical utilization of the digital library.
• Supervise and maintain the use of electronic mail facilities for pilot website:

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www.thaipilot.com, www.thaipilot.net, www.thaipilot.org

• Select and review aviation related articles for DO News to be published and loaded in
THAISphere.
• Be responsible for the Pilot HotSpot project to enhance aviation personnel’s work
potentiality.
• Revise and update EASA, FAA and ICAO aviation documents in BAHome database.
• Acquire, collect and keep updated with book, IT information and advanced technology
to effectively select and place an order for aviation personnel best training material and
resources.
• Compile and collate aviation information, news and documents: FAA, EASA, ICAO
(Documents and Annex) for pilots’ usage.
• Manage administrative work for Operations Information Center at the head office bld.5, fl.4,
OPC A2, fl. 4 and Pilot Lounge Domestic Terminal fl. 3 Donmeung Airport.
• Coordinate with other IT functions to ensure that members gain the utmost benefit from the
internet/intranet.
• Prepare budget and control expenses of the department.
The Deputy Director (BA-B) reports to the Director (BA). His responsibilities are as follows:
• Act on behalf of BA during his absence.
• Administer and supervise all functions within the department.
1.3.13 DIRECTOR, FLIGHT SIMULATOR (BF)

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

The Director of BQ reports to the Vice President, Aviation Resources Development Dept. (DX)
and has duties and responsibilities to:
• Plan and prepare BQ strategic plan including monitoring and submitting monthly reports to
summarize and forward to the management.
• Plan, establish policies and manage cabin crew training in compliance with In-flight service
development by studying and analyzing data from various functions concerned.
• Establish policies, monitor BQ strategic plan and plan for basic, advanced courses including
competency development for cabin crew in all classes of service in relevant to the Company’
strategic plan and goal.
• Plan, establish policies and manage manpower of cabin instructors by cooperating with QV.
• Oversee and develop cabin crew instructors, including enforce BQ’s rules, regulations and
announcements to them.

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• Control records of all course evaluation and assessment.

• Direct the development of training aids, classrooms, CST (Cabin Service Trainer),
production of manuals and textbooks, develop and update service technique.
• Process training courses and analyze report of customers’ demand consistently and
efficiently to compete with other airlines.
• Control consistent and efficient records of training data analysis of customers’ demand for
publishing to concerned with other function.
• Coordinate with functions under BQ at least once a month in summarizing the operation and
propose reports and operation progress to the superior.
• Direct and control subordinate function to submit reports though MIS (management
Information System) and publish to functions under DX and DQ.
• Prepare and submit department annual budget and subordinate functions to the superior.
• Oversee the operation of subordinate functions and perform other duties as assigned by
the superior.
• Oversee the operation functions and perform other duties as assigned by the superior.
1.3.15 DIRECTOR, FLIGHT OPERATIONS SAFETY (OI)

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

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

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1.3.17 DIRECTOR, FLIGHT TECHNICAL AND DOCUMENT

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

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

Refer to DQ Management Manual.
1.3.20 DIRECTOR, IN-FLIGHT SERVICES STANDARD & QUALITY

CONTROL (QQ)
The Director, Head of the department, reports to the Vice President, In-flight Services
Department, and has duties and responsibilities to:
• Plan, establish policies, prepare strategic plan for the department, monitor and report
the progress and success of the operation according to the department's plan, purpose,
goal and Key Performance Indicator/KPI set by the department. Submit monthly operation
data summary to the Risk Planning & Management Division (QC-D) to summarize for the
management.

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

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

(QY)
1.3.23 DIRECTOR, OPERATIONS RESOURCES AND SERVICES

MANAGEMENT (OZ)
The Director of OZ reports to the Executive Vice President, Operations (DO) and has duties and
responsibilities to:
• Control the budgetary work of DO and facilitate the administrative services to functions
concerned.
• Plan and set up a policy as well as perform human resources administration of DO.
• Control the acquisition of crew uniform and accessories.
• Coordinate with the center to handle the administrative work of DO to be in compliance with
Company’s policy.
• Monitor and control works of other functions under supervision and perform other duties as
assigned.
1.3.24 DEPARTMENT MANAGER

Refer to OSQM.

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1.3.25 DIVISION MANAGER

Refer to OSQM.

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AUTHORITY, DUTIES AND RESPONSIBILITIES OF Page 1
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THE PILOT-IN-COMMAND Rev 1 (23 MAY 11)
1.4 AUTHORITY, DUTIES AND RESPONSIBILITIES OF

THE PILOT-IN-COMMAND
1.4.1 DUTIES AND RESPONSIBILITIES
1.4.1.1 GENERAL
• The P-i-C is responsible for the navigation and safety of the airplane and the welfare of
passengers since the first passenger has been on board the airplane until the last passenger
has disembarked.
• He has full command over all crew members during flight and when away from home base.
• He will ensure that standard and emergency procedures and regulations are adhered to by
all members of his crew on board as well as on ground.
• He is responsible for taking action upon receiving a bomb alert message at the time when the
airplane is airborne or during taxi maneuvering.
• He may delegate the responsibility for the safety of the airplane, its cargo and passengers on
the ground to the Company’s representatives or to specific crew members.
• He should familiarize himself with the records of pilot trainees on board and assign various
duties to them. He should instruct and correct the trainees/ copilots, and give them full chance
to gain experience in order to improve their efficiency and quickly lead them up to standard
within their own categories.
• Have responsibility to ensure that the checklists are complied with.
1.4.1.2 Prior to flight

The P-i-C shall:
• Attend necessary briefing regarding hazard areas, serviceability of aerodromes and aids to
navigation for the route to be flown.
• Attend necessary meteorological briefing.
• Check the Company Flight Plan, determine and request the quantity of fuel, etc., required.
The flight plan check shall cover routing, flight levels and a rough check that the flight plan
time and fuel quantity are correctly calculated.
• Check the NOTAMS and ATS Flight Plan, especially that the routing corresponds to the
Company Flight Plan.
• If conditions so warrant, ascertain the general status of the airplane by a brief visual check.
• Accept the airplane either from the station engineer (SE) and receive a verbal report on
its serviceability, or, if the SE is not present, either the P-i-C himself or through other flight
crew members, make himself familiar with the technical condition of the airplane through
the Technical Log, the P-i-C carries out a complete Reduced Line Check in accordance with
the procedure laid down in FCOM/AOM and signs off the Technical Log. Thereafter, he shall
be responsible for the airplane until the flight is completed.
• Approve the distribution and the magnitude of load by checking and signing the Load sheet
and General Declaration.
• Check fueling and loading.
• Brief the copilot with regard to who is going to act as PF/PNF (PM)
• Ensure, when applicable, that the cabin crew are briefed regarding the flight and especially
such relevant matters as flight conditions. In case cameras may not be kept by passengers
during flight, see to it as far as possible, that the cabin crew follow the specified instructions
in the Passenger Service Manual (PSM), or in the Navigation Acts for domestic flight
operations.
1.4.1.3 During flight

• Ensure that navigation, radio communication, position reporting, etc., are properly performed.
• Ensure that the flight is carried out at the flight altitude stipulated in the Flight Plan or ordered
by the ATC.

Page 2 AUTHORITY, DUTIES AND RESPONSIBILITIES OF
OM-A
Rev 1 (23 MAY 11) THE PILOT-IN-COMMAND
• Immediately inform the stations concerned of irregularities (technical troubles, diversions,

etc.) which occur during flight and which may have influence on the planning and handling
of activities on ground.
• If applicable, keep passengers informed of the flight progress through loudspeaker
announcements.
• Maintain an effective lookout whenever possible during VMC and marginal IMC in order to
avoid collisions. Utilize available flight crew when flying in the areas of heavy traffic in order
to strengthen lookout as well as handling of CUT communication, tuning of radio aids, etc.
• When making up the crew working schedule, properly allot the working hours and rest time
among crew members.
1.4.1.4 After flight

The P-i-C shall sign all reports made during flight and check whether they are completely filled
out.
1.4.2 AUTHORITY
The P-i-C shall:
• Have authority to give all commands he deems necessary for the purpose of securing the
safety of the airplane and of persons or property carried therein.
• Have authority to justify that safety requirements such as the technical standard of the
airplane, adequate crew, weather en route, alternate aerodrome, minimum fuel, etc., are
satisfied before the flight plan for his flight is approved.
• Have authority and joint responsibility for making decision on operational control and flight
dispatch regarding flight planning of his flight.
• Have authority to disembark any person, or any part of the cargo, which, in his opinion, may
represent a potential hazard to the safety of the airplane.
• Not allow a person to be carried in the airplane, who appears to be under the influence of
alcohol or drugs to the extent that the safety of the airplane or its occupants is likely to be
endangered.
• Have the right to refuse transportation of inadmissible passengers, deportees or persons in
custody if their carriage poses any risk to the safety of the airplane or its occupants.
• Satisfy himself that the airplane is airworthy and its configuration and equipment are in
accordance with the CDL/MEL and decide whether or not to accept the airplane with items
unserviceable allowed by the CDL/MEL.
• Have authority to take extra fuel on top of the minimum fuel for his flight whenever he
considers the weather and other conditions warrant.
• Have authority to justify that the service standard is satisfactory. This shall be made in close
cooperation with cabin crew and ground staff taking into consideration the effect of slot times
and other operational disadvantages.
• Have authority to delegate the conduct of the flight to another suitable qualified pilot.
• Ensure that the airplane flight deck emergency system, passenger cabin emergency system,
flight deck emergency equipment, and cabin emergency equipment checks are conducted
by the flight crew or delegated to the cabin crew:
◦ Prior to the first flight of the flight crew on an airplane during a duty period, or
◦ After a new cabin crew has assumed control of the airplane cabin, or
◦ After an airplane has been temporarily left unattended by flight crew or cabin crew.

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ORGANIZATION AND RESPONSIBILITIES
DUTIES AND RESPONSIBILITIES OF CREW 1.5
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MEMBER OTHER THAN THE PILOT-IN-
COMMAND Rev 1 (23 MAY 11)
1.5 DUTIES AND RESPONSIBILITIES OF CREW

MEMBER OTHER THAN THE PILOT-IN-COMMAND
1.5.1 Copilot
1.5.1.1 General
• Take orders directly from the P-i-C and act as his deputy in his absence or when he is off duty.
• Be familiar with available navigational facilities and takeoff and approach procedures for the
route concerned.
• Refer to checklists according to the current procedures.
• Advise the P-i-C of any obstructions on the ground and in the air, other airplane or any
instructions from the ATC.
• Monitor engine instruments and if required, make power adjustments according to the
instruction in FCOM/AOM.
• Assist in the operation of the airplane radio and navigation systems.
• Observe, analyze and report technical condition of the airplane.

The copilot shall:
• Attend the P-i-C’s briefing from the Flight Dispatcher and collect Flight Plan, NOTAM and
the latest news if applicable.
• Attend the P-i-C’s meteorological briefing and collect the meteorological report.
• Complete the ATS Flight Plan, if not yet stored with ATS, and check Flight Plans. After
the P-i- C’s examination of the ATS plan, hand it over to ATS if not handled by the Flight
Dispatcher or already stored.
• Collect and bring to the airplane all documents necessary for the flight.
• Acquaint himself with the contents of the Technical Log from the immediate preceding flights.
• Calculate actual takeoff data and assist in refueling in accordance with the Company’s
laiddown procedures.

The copilot shall:
• Perform the navigation and carefully observe changes of the wind, ice formation and other
conditions which may influence the time given in the Flight Plan.
• Check all essential instruments at regular intervals.
• In cooperation with other crew members, complete all standard flight forms and prepare
applicable reports.
• Make the required weather observations and see to it that they are transmitted at the time
prescribed in the various route procedures.
• If applicable, keep passengers informed of flight progress, etc., through loudspeaker
announcements as directed by the P-i-C.
• Operate and monitor the engine instrument panel according to valid procedures and
immediately inform the P-i-C of any irregularity and malfunction, or if normal operating limits
are exceeded.
• Assist the pilots in communication and navigation including pre-selection of VHF COM
frequencies, and change of ATC transponder codes according to ATC instructions.
• Receive weather broadcasts and currently keep the P-i-C informed of the changes.
• Assist the pilots in keeping a lookout during VMC, particularly in terminal areas.
• Partake, by the use of en route chart, in the navigation of the airplane and monitor by the
use of all applicable charts in all Descent/Approach and Takeoff/Climb procedures when
other duties permit.

1.5 DUTIES AND RESPONSIBILITIES OF CREW
Page 2 OM-A
Rev 1 (23 MAY 11) COMMAND

The copilot shall assist the P-i-C in completing the Technical Log and other relevant reports.
For two-man crew airplane, the copilot shall also have to:
• Brief the SE and relief crew on remarks entered in the Technical Log as required.
• At line stations, assist in refueling according to the laid-down procedures. To reduce on
ground time, fuel density and, if applicable, fuel required shall be requested over CUT before
landing.
• Maintain close cooperation with the SE regarding technical services rendered to the
airplane, and make sure that the Technical Logs are properly signed.
• Complete and file Company Flight Plans, Journey Log/FLT Statistics after the flight and
ensure that all items belonging to the manuals are returned to their appropriate places at
BKK and final destinations, and that items used are noted on the appropriated forms for
immediate replacements.
• Report to the P-i-C for approval of discrepancies to be entered in the Technical Log and
ensure that Technical Log is signed by the P-i-C after each landing.
1.5.2 Cruise Pilot (CRP)

1.5.2.1 General
The cruise pilot shall:
• Assist the operation of airplane radio and navigation systems.
• Observe, analyze and report technical condition of the airplane.

• Be briefed by the Flight Dispatcher/P-i-C with regard to routes, altitudes, radio facilities and
fuel requirement.
• Make himself familiar with technical condition of the airplane and advise the P-i-C on items
noted in the Briefing Card, the hold item list and the Technical Log.
• Assist copilot in calculating actual takeoff data.

• Assist the pilots in communication and navigation including pre-selection of VHF COM
frequencies, and change of ATC transponder codes according to ATC instructions.
• Receive weather broadcasts and currently keep the P-i-C informed of the changes.
• Assist the pilots in keeping a lookout during VMC, particularly in terminal areas.
• Act as relief pilot during cruise from top of climb to top of descent including change of flight
level not below FL 200.
• In cooperation with other crew members, prepare applicable reports.
• Partake, by the use of en route chart, in the navigation of the airplane and monitor by the
use of all applicable charts in Descent/Approach and Takeoff/Climb procedures.

• Assist copilot in completing and filing Company Flight Plans and Journey Log/FLT Statistics
and after the flight and ensure that all items belonging to the manuals are returned to their
appropriate places at BKK and final destinations, and that items used are noted on the
appropriate forms for immediate replacements.
• Report to the P-i-C for approval of discrepancies to be entered in the Technical Log and
ensure that the Technical Log is signed by the P-i-C after each landing.

DUTIES AND RESPONSIBILITIES OF CREW 1.5
OM-A Page 3
COMMAND Rev 1 (23 MAY 11)
• Brief the SE and relief crew on remarks entered in the Technical Log as required.
• Maintain close cooperation with the SE regarding technical services rendered to the
airplane, and make sure that the Technical Log are properly signed.
• Be responsible for the hotel registration form and the per diem pay order.
1.5.3 Cabin crew

Refer to PSM and CAP.

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Reverse side blank
GENERAL DUTIES OF FLIGHT PERSONNEL Page 1
1.6 GENERAL DUTIES OF FLIGHT PERSONNEL

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

When on flight duty (from the time of check-in at the departure station before the assigned flight
duty, until such duty is terminated):
• P-i-C reports to the Director, Pilot Administration Department (OS).
• All other crew members report to the P-i-C of their flights.
1.6.2.3 Duties outside THAI

Apart from flying for THAI, no crew is allowed to fly privately for financial gain, or commercially
for a third party without the approval of Executive Vice President (DO). Such flying shall be
considered in the calculation of flight time and duty time limitation as THAI.

Page 2 GENERAL DUTIES OF FLIGHT PERSONNEL
1.6.3 Crew conduct

1.6.3.1 General
• All flight personnel serving with THAI are subject to the Company’s orders and regulations
and also to disciplinary action in case of violations and irregularities.
• Public confidence in an airline is highly dependent on the impression of flight personnel’s
conduct. Therefore, flight personnel should always remember that they are the object of public
interest. They shall, on or off duty, act in disciplined and correct manner at all times.
1.6.3.2 Appearance
• Clean and good appearance must always be carefully maintained.
Hair shall be neatly groomed and in length not exceeding the collar of the uniform jacket. The
length and bulk of hair must not interfere with proper wearing of uniform cap.
Sideburns and moustache shall be neatly trimmed and must not be of unusual shape or size.
• While on active flight duty as well as passive duty on the following flights, all flight personnel
shall wear a uniform jacket:
◦ All intercontinental flights, and
◦ Regional flights, during winter TPI, which operate to destination within Japan, Korea,
Middle-East, P.R. of China and Taiwan.
• Crew members will normally wear the complete uniform according to the above regulations
when work in public. If the ambient temperature is high and local customs permit, the P-i-C
may allow the jacket to be taken off during hours of duty, but a uniform and proper appearance
(shirt buttoned, tie up, cap on) is still required.
1.6.3.3 Conversation
• When talking with passengers, authorities, superiors and colleagues, crew members should
always remind themselves of being tactful and polite. Furthermore, always avoid discussing
political and religious issues.
• On duty as well as off duty, crew members should be careful while discussing the Company’s
matters, especially irregularities. If non-Company’s persons pick up part of such discussions,
it may break the required secrecy and lead to misunderstandings, detrimental to the Company.

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OPERATIONAL CONTROL AND FLIGHT SAFETY 2.TOC
2 OPERATIONAL CONTROL AND FLIGHT SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

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

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OPERATIONAL CONTROL AND FLIGHT SAFETY 2.1
SUPERVISION OF THE OPERATION Page 1
2 OPERATIONAL CONTROL AND FLIGHT SAFETY

2.1 SUPERVISION OF THE OPERATION
2.1.1 General
The Executive Vice President, Operations (DO) is responsible for the overall supervision of
flight operations. He co-ordinates and supervises the operational departments and appoints
subordinates.
The supervision of the flight operations is achieved by:
• Defining in the Operations Manual (OM), the policies and the procedures to ensure that
the operations comply with the content of the granted AOC and its associated Operations
Specifications;
• Ensuring that aircraft is operated in compliance with the terms of its Certificates of
Airworthiness;
• Setting up operational procedures and instructions for all types of operations both on ground
and in flight, which define duty for crewmembers and operational staff;
• Setting up checklist system to be used by crewmembers under normal, abnormal and
emergency conditions to ensure that the operating procedures of the Operations Manual
are adhere to;
• Training crewmembers and operational staff on the procedures, instructions and checklist
associated to their tasks;
• Ensuring crew licenses validity and competence of operational staff;
• Monitoring flight time, duty time and rest period of each crewmember;
• Checking, analyzing and storing flight records, pilots and cabin crew reports for the statutory
periods;
• Ensuring all operational daily events in respects of safety and efficiency of the operations;
• Assisting the crew to ensure safe and efficient operations taking account the satisfaction
of the passengers;
• Promulgating additional operational instructions and information when needed.
2.1.2 Line Check

2.1.2.1 General
The Line Check is considered a particularly important factor in the development, maintenance
and refinement of high operating standards. Line Check is a test of a flight crewmember’s ability
to perform a complete line operation satisfactorily, including preflight and post flight procedures.
All flight crewmembers shall complete a Line Check as scheduled by OS, in cooperation with
respective Chief Pilot.
A Line Check deals with the following subjects, as applicable:
• Planning of flight;
• ATC procedures;
• Route procedures;
• Communications;
• Meteorology;
• Technical questions of actual interest;
• Company regulations;
• Emergency equipment and procedures;
• Crew’s cooperation;
• Judgment and efficiency;
• Passenger relation and personal appearances;
• Aircraft systems.

2.1 OPERATIONAL CONTROL AND FLIGHT SAFETY
Page 2 SUPERVISION OF THE OPERATION
2.1.2.2 Administrative Regulations

A pilot may only be scheduled for active duty if his Line Check has been completed within the
specified period.
All pilots shall be given Line Check at least once every 12 calendar months. The period of validity
of a Line Check shall be 12 calendar months, in addition to the remainder of the month of issue.
If issued within the final 3 calendar months of validity of a previous Line Check, the period of
validity shall extend from the date of issue until 12 calendar months from the expiry date of that
previous Line Check.
Line Check shall be indicated in the crew schedule. If a scheduled Line Check is not performed, a
new Line Check can be scheduled with a 3-day notice. In exceptional case, it may be necessary
to perform a Line Check with no notice or very short notice.
The Line Check can be completed on two legs, one as “Pilot Flying” and one as “Pilot Not Flying”.
The “Supervision and release Flight Report” form shall be completed for each pilot under Line
Check and signed by the Line Check Pilot before being forwarded to OS-Aircraft Type.
The completed forms shall be kept in file at OS for 3 years.
2.1.2.3 Crew Composition

The Line Check Pilot is normally scheduled as an extra crew, seated on the observer seat, but
may perform any flight deck duty for which he is currently qualified. For Initial Line Check of
a Copilot after initial employment. The pilot being checked shall be in his normally assigned
position.
2.1.3 Establishment of Procedure

Operations Department (DO) is legally responsible for establishing all operational policies,
procedures, instructions and guidance given in Operations Manual (OM).
Editorial responsibilities of associated parts of the Operations Manual (OM) can be delegated
to OM responsible functions as follows:
• OM-A responsible function:
Chapter Content Function

0 Administration and Control of Operations Manual OO, OR
1 Organization and Responsibilities OO
2 Operational Control and Flight Safety OO, OS
2.3 Flight Safety OI
3 Quality System SQMR, OO
4 Crew Composition OO, OS
5 Qualification Requirements BX, OS, OO
6 Crew Health Precautions OS-F
7 Flight Time Limitations OA, OS, OO
8 Operating Procedures OO
9 Dangerous Goods and Weapons OO
10 Security OI
11 Handling of Accidents and Incidents OI
12 Rules of the Air OO
13 Leasing OO
14 Miscellaneous OO
15 Appendices OO
• OM-B responsible function: OH
• OM-C responsible function: OC, OO
• OM-D responsible function: BX

2.1.4 Operational Documentation

See OM-A 15.3.2.1–Reports & Forms; Safety Reports.
2.1.5 Competence of Operations Personnel

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

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

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

License Duty Total time To be credited as:
(Block time) P-i-C time Copilot time Towards total
time for ATPL
ATPL P-i-C 100% 100% N/A N/A
ATPL Copilot 100% N/A 100%
a) N/A
CPL PICUS 100% 100% N/A 100%
(MAX 150 hr)
CPL Copilot 100% N/A 100%
a) 50%

License Duty Total time To be credited as:

(Block time) P-i-C time Copilot time Towards total
time for ATPL
CPL Cruise 100% N/A 25%
b) N/A
Pilot/ SO
a) For more-than-two-pilot operation, only the time actually performing flight duty occupying a pilot
seat will be credited.
60% of block time is credited with 4-pilot operation.
75% of block time is credited with 3-pilot operation.
b) Cruise Pilot/SO and newly employed pilot are credited 25% of block time for renewal continued
validity of license only.
Crediting of flight time towards issuance of ATPL, PICUS operation

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

The following rules shall be applied when a pilot, for any reason, has been absent from his
aircraft type.

Absence Requirement Captain & Copilot Cruise Pilot System Operator

more than
35 days
a) 1 flight with b)
flight instructor or line- SO instructor
check pilot as P-i-C
Or a flight simulator training according to syllabi established by BX
90 days PPC plus b)
flight instructor or N/A N/A
1 flight with linecheck pilot as P-i-C
180 days Extended 1 RI + 1 B
c) 1 flight 1 flight with
PPC plus with flight SO Instructor
b)
instructor
12 months Refresher 2 RI + 1 B
c) 2 flight 2 flight with
Training plus with flight SO Instructor
b)
instructor
36 months Complete conversion course
a) In exceptional cases, the Chief Pilot of the aircraft type concerned, with OS's consent, may permit
exemption from this requirement for pilots, who have been qualified on such aircraft type for two
years or more.
b) For Copilot and Cruise Pilot, a route instructor (FCR) is qualified for such flight.
c) RI = Route Introduction flight, B = Base Release flight.
The above rules can be exempted at OS's discretion when the transfer of pilots takes place from
one specific aircraft type to another of the same family.
Captains and copilots may be absent from the “Cruise Only” duty on another aircraft type of the
same family. if qualified, for not more than 180 days without infringing their currency.
Duty as Simulator/Flight Instructor, Line Check Pilot or lower rank is not considered as absence
from aircraft type.
Where credit for similarity between aircraft types, A330/A340, has been granted by the authority,
absence is determined by reference to last flown type.
2.1.6.3 Recency
Recency must be checked and adhered to by both Operations Dept. and the pilots. For pilots
who operate 2 types, the 90 days recency requirement must be satisfied and recurrent training
must be maintained in date for each type.
P-i-C Copilot Cruise Pilot

90 days
a) Three takeoffs and landings in the aircraft or in Flight simulator recency and
an approved simulator as PF. refresher flying skill training.
(Not required if maintaining
recency as Copilot on other
aircraft type)
6 months PPC
b)
Duration of class 1 medical certificate (pilots >60 years)

Low Visibility Operation requirement N/A
12 months Line Check
Emergency and Safety equipment training and checkingb)
Ground and Refresher training
Duration of class 1 medical certificate (pilots ≤ 60 years)
Route and Aerodrome N/A N/A
competence Qualification
Renewal of type and multi-engine class ratings
Renewal of instrument rating (aircraft)
Renewal of flight instructor rating
Renewal of type rating N/A N/A
instructor

P-i-C Copilot Cruise Pilot

Renewal of synthetic flight instructor N/A
2 years Dangerous goods training
3 years PGT/PPC Training Cycle
Emergency and Safety equipment training program
Instructor rating validity
CRM recurrent training cycle
a) Recency regarding landings where credit for similarity between aircraft types has been granted
by the authorities (A330/A340), the 90-day requirements is still valid; however, minimum one
takeoff and landing must be performed on each aircraft type. If expired, the recency requirement is
satisfied by a training flight or by use of a flight simulator.
b) The check or qualification is to be performed within the final 3 months of the expiry month. Where
credit has been granted for similarity, PPC and Line Check must alternate between the 2 types.
Check on one type revalidates the same check on the other type.
2.1.6.4 Special Qualification Requirements

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

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

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

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

2.1.9.2 Flight Recorders Data

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

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

• Information used for the preparation and execution of the flight
Document Retained by Time to be kept

Flown Flight Plan (TAFS) OW 3 months
Briefing documentation OW 3 months
Aircraft Log TE Refer to TTPM-QP 1601
Load sheet KL 6 months
NOTOC KL 6 months
• Reports

Journey log EM/EE-D 1 year/5 years
VR OO 3 years
ASR OI 5 years
• Flight crew records

Line Checks OS 3 years
Emergency training BT 5 years


Conversion training and checking BX As long as the flight crewmember
Recurrent training and checking BX is employed by THAI
• Cabin crew records

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

Training/qualification records of other Respective -
personnel for whom an approved Department
training program is required Manager
• Other records

Records on cosmic and solar OS-F -
radiation dosage

oOo
System of Promulgation of Additional Page 1
OM-A
Operational Instructions and Information Rev 1 (23 MAY 11)
2.2 System of Promulgation of Additional Operational

Instructions and Information
Promulgation of information that may be of an operational nature but supplementary to that
contained in the Operations Manual, is made by an internal operations information system.
• THAISquare;
• DO Homepage;
• OS Circular;
• Flight Standard Information;
• THAI Flight Safety Information;
• Flight Technical Circular;
• Crew Procedure;
• C/A Bulletin.

oOo
Reverse side blank
Flight Satety Page 1
2.3 Flight Satety

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

2.3.2.1 THAI Flight Safety Policy
THAI Flight Safety Policy means never to:
• Expose any person—customer, employee or third party—to any potential hazard
• Cause injury to any person
• Cause damage to any flight equipment or facility.
The fulfillment of this requires that:
• THAI shall consider FLIGHT SAFETY control activities as a fundamental and integrated part
of management.
• THAI shall monitor and evaluate all of its own incidents as well as all available information
within the industry which may have any influence on FLIGHT SAFETY, in order to keep a
high level of vigilance upon THAI own FLIGHT SAFETY.
• Personnel who can influence FLIGHT SAFETY shall be given relevant information so that
they can maintain their level of knowledge and motivation.

Page 2 Flight Satety
• When recruiting personnel in the field of FLIGHT SAFETY, THAI shall ensure that those
chosen are among the most qualified in the market.
• Information regarding FLIGHT SAFETY to the general public shall be open, honest and
correct.
• THAI shall always safeguard flights, personnel, passengers and related equipment against
acts of unlawful interference, thus considering security as an aspect of FLIGHT SAFETY.
• Procurement and maintenance of airplane material, flight simulators or other equipment,
shall be based upon solid knowledge and safety analysis in both the technical and
operational fields.
• THAI shall actively participate in international FLIGHT SAFETY work, whenever it has a
positive impact on THAI FLIGHT SAFETY.
• THAI shall define and establish standards for FLIGHT SAFETY in such a manner that they
can be clearly understood, monitored and compared, for the purpose of process control.
• Taking the technical and operational consequences into account, THAI shall have the
ambition to comply with any directive from relevant aviation authorities as fast as possible,
well within the given time limits.
2.3.2.2 THAI Flight Safety Goal (FSG)

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

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

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

THAI use Six Sigma (6σ) tools to measure and achieve THAI Flight Safety Goal (FSG) and focus
on the occurrences with R3, R4 and R5.
The occurrences with R5 is not acceptable, the number of monthly occurrence with R5 shall
be Zero.
For occurrence with R4, RFI (R4) is the number of monthly R4 divided by monthly ASR.

The frequency of the occurrence with R3 shall be focused. The Cause Category of occurrences
with R3 in 1 month shall be repeated within 5 occurrences, therefore RFI (R3) is the number of
monthly R3 divided by 5 then divided by monthly ASR.
Flight Safety Index (FSI)

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

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

2.3.3.1 The Philosophy of Safety Management
2.3.3.1.1 Core business function
In THAI AIRWAYS INTL., safety management is a core business function—as is financial
management. Effective safety management requires a realistic balance between safety and
production goals. Thus, a coordinated approach in which the organization’s goals and resources
are analyzed helps to ensure that decisions concerning safety are realistic and complementary
to the operational needs of flight operations. The finite limits of financing and operational
performance must be accepted in any industry. Defining acceptable and unacceptable risks
is therefore important for costeffective safety management. If properly implemented, safety
management measures not only increase safety but also improve the operational effectiveness
of THAI flight operations.
Experience in other industries and lessons learned from the investigation of airplane accidents
have emphasized the importance of managing safety in a systematic, proactive and explicit
manner. These terms are explained below:
• Systematic means that safety management activities will be conducted in accordance with
a predetermined plan and applied in a consistent manner throughout the organization.
• Proactive means the adoption of an approach which emphasizes prevention through the
identification of hazards and the introduction of risk mitigation measures before the risk-
bearing event occurs and adversely affects safety performance.
• Explicit means that all safety management activities should be documented, visible and
performed independently from other management activities.
Addressing safety in a systematic, proactive and explicit manner ensures that on a long-term
basis safety becomes an integral part of the day-to-day business of THAI flight operations and
that the safety related activities of the organization are directed to the areas where the benefits
will be greatest.

2.3.3.1.2 System approach

Modern approaches to safety management have been shaped by the concepts introduced, in
particular, by the role of flight operations issues as contributory factors in accidents and incidents.
Safety cannot be achieved simply by introducing rules or directives concerning the procedures
to be followed by all THAI flight operations staff.
The scope of safety management encompasses most of the activities of THAI flight operations.
For this reason, safety management must start at the senior management level, and the effects
on safety must be examined at all levels of the organization.
2.3.3.1.3 System safety

System safety was developed as an engineering discipline for aerospace and missile defense
systems in the 1950s. Its practitioners were safety engineers, not operational specialists. As a
result, their focus tended to be on designing and building fail-safe systems. On the other hand,
civil aviation tended to focus on flight operations, and safety managers often came from the
ranks of pilots. In pursuing improved safety, it became necessary to view aviation safety as more
than just the aeroplane and its pilots. Aviation is a total system that includes everything needed
for safe flight operation. The “system” includes the airport, air traffic control, maintenance, cabin
crew, ground operational support, dispatch, etc. Sound safety management must address all
parts of the system.
2.3.3.2 Factors Affecting System Safety

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

Active failures are generally the result of equipment faults or errors committed by operational
personnel. Latent conditions, however, always have a human element. They may be the result
of undetected design flaws. They may be related to unrecognized consequences of officially
approved procedures. There have also been a number of cases where latent conditions have
been the direct result of decisions taken by the management of the organization. For example,
latent conditions exist when the culture of the organization encourages taking short cuts rather
than always following approved procedures. The direct consequence of a condition associated
with taking short cuts would materialize at the operational level by non-adherence to correct
procedures. However, if there is general acceptance of this sort of behavior among operational
personnel, and management is either unaware of this or takes no action, there is a latent
condition in the system at the management level.
2.3.3.2.2 Equipment faults

The likelihood of system failures due to equipment faults is in the domain of reliability
engineering. The probability of system failure is determined by analyzing the failure rates of
individual components of the equipment. The causes of the component failures may include
electrical, mechanical and software faults.
A safety analysis is required to consider both the likelihood of failures during normal operations
and the effects of continued unavailability of any one element on other aspects of the system.
The analysis should include the implications of any loss of functionality or redundancy as a result
of equipment being taken out of service for maintenance. It is therefore important that the scope
of the analysis and the definition of the boundaries of the system for purposes of the analysis
be sufficiently broad so that all necessary supporting services and activities are included.
The techniques for estimating the probability of overall system failure as a result of equipment
faults and for estimating parameters, such as availability and continuity of service, are well
established and are described in standard texts on reliability and safety engineering.

2.3.3.2.3 Human error

An error occurs when the outcome of a task being performed by a human is not the intended
outcome. The way in which a human operator approaches a task depends on the nature of the
task and on how familiar the operator is with it. Human performance may be skill-based, rule-
based or knowledge-based. Errors may be the consequence of lapses in memory, slips in doing
what was intended, or the result of mistakes which are conscious errors in judgment. A distinction
should also be made between honest or normal errors committed in the fulfillment of assigned
duties, and deliberate violations of prescribed procedures or accepted safe practices. Some
organizations use the concept of a “just culture” to assist in defining what errors are “acceptable”.
2.3.3.2.4 System Design

Given the complex interplay of human, material and environmental factors in operations, the
complete elimination of risk is an unachievable goal. Even in organizations with the best training
programs and a positive safety culture, human operators will occasionally make errors. The best
designed and maintained equipment will occasionally fail. System designers must therefore take
into account the inevitability of errors and failures. It is important that the system be designed
and implemented in such a way that, to the maximum extent possible, errors and equipment
failures will not result in an accident. In other words, the system is “error-tolerant”.
The hardware and software components of a system are generally designed to meet specified
levels of availability, continuity and integrity. The techniques for estimating system performance
in terms of these parameters are well established. When necessary, redundancy can be built into
the system to provide alternatives in the event of failure of one or more elements of the system.
The performance of the human element cannot be specified as precisely; however, it is essential
that the possibility of human error be considered as part of the overall design of the system. This
requires an analysis to identify potential weaknesses in the procedural aspects of the system,
taking into account the normal shortcomings in human performance. The analysis should also
take into account the fact that accidents rarely, if ever, have a single cause. As noted earlier,
they usually occur as part of a sequence of events in a complex situational context. Therefore,
the analysis needs to consider combinations of events and circumstances in order to identify
sequences that could possibly result in safety being compromised.
Developing a safe and error-tolerant system requires that the system contain multiple defences
to ensure that, as much as possible, no single failure or error will result in an accident, and that
when a failure or error occurs, it will be recognized and remedial action taken before a sequence
of events leading to an accident can develop. The need for a series of defences rather than just
a single defensive layer arises from the possibility that the defences themselves may not always
work perfectly. This design philosophy is called “defences-in-depth”.
For an accident to occur in a well-designed system, gaps must develop in all the defensive
layers of the system at the critical time when that defense should have been capable of detecting
the earlier error or failure. An illustration of how an accident event must penetrate all defensive
layers is in figure below.
Defences-in-depth

2.3.3.3 Safety Management Concepts

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

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

• Investigate accidents and reportable incidents
This strategy is useful for situations involving failures in technology, or unusual events. The
utility of the reactive approach for safety management purposes depends on the extent
to which the investigation goes beyond determining the causes to include an examination
of all the contributory factors. The reactive approach tends to be marked by the following
characteristics:
◦ Management’s safety focus is on compliance with minimum requirements.
◦ Safety measurement is based on reportable accidents and incidents with such limitations
in value as:
▪ Any analysis is limited to examining actual failures;
▪ Insufficient data is available to accurately determine trends, especially those
attributable to human error; and
▪ Little insight is available into the “root causes” and latent unsafe conditions, which
facilitate human error.
◦ Constant “catching up” is required to match human inventiveness for new types of errors.
Proactive safety strategy
• Aggressively seeking information from a variety of sources which may be indicative of
emerging safety problems
THAI flight operations pursuing a proactive strategy for safety management believe that the
risk of accidents can be minimized by identifying vulnerabilities before they fail and by taking

the necessary actions to reduce those risks. Consequently, they actively seek systemic unsafe
conditions using such tools as:
◦ Hazard and incident reporting systems that promotes the identification of latent unsafe
conditions;
◦ Safety surveys to elicit feedback from front-line personnel about areas of dissatisfaction
and unsatisfactory conditions that may have accident potential;
◦ Flight data recorder analysis for identifying operational exceedances and confirming
normal operating procedures;
◦ Operational inspections or audits of all aspects of operations to identify vulnerable areas
before accidents, incidents or minor safety events confirm a problem exists; and
◦ A policy for consideration and embodiment of manufacturers’ service bulletins.
2.3.3.3.3 Key safety management activities

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

Conceptually, the safety management process parallels the safety cycle involve a continuous
loop process as represented in figure below.
Safety management is evidence-based, in that it requires the analysis of data to identify hazards.
Using risk assessment techniques, priorities are set for reducing the potential consequences of
the hazards.

Safety management process
Strategies to reduce or eliminate the hazards are then developed and implemented with clearly
established accountabilities. The situation is reassessed on a continuing basis, and additional
measures are implemented as required.
The steps of the safety management process outlined in figure above are briefly described below:
1. Collect data
The first step in the safety management process is the acquisition of relevant safety data
—the evidence necessary to determine safety performance or to identify latent unsafe
conditions (safety hazards). The data may be derived from any part of the system: the
equipment used, the people involved in the operations, work procedures, the human/
equipment/procedures interactions, etc.
2. Analyze data
By analyzing all the pertinent information, safety hazards can be identified. The conditions
under which the hazards pose real risks, their potential consequences and the likelihood
of occurrence can be determined; in other words, What can happen? How? and When?
This analysis can be both qualitative and quantitative.
3. Prioritize unsafe conditions
A risk assessment process determines the seriousness of hazards. Those posing the
greatest risks are considered for safety action. This may require a cost benefit analysis.
4. Develop strategies
Beginning with the highest priority risks, several options for managing the risks may be
considered, for example:
• Spread the risk across as large a base of risk-takers as practicable. (This is the basis
of insurance.)
• Eliminate the risk entirely (possibly by ceasing that operation or practice).
• Accept the risk and continue operations unchanged.
• Mitigate the risk by implementing measures to reduce the risk or at least facilitate
coping with the risk.
When selecting a risk management strategy, care is required to avoid introducing new
risks that result in an unacceptable level of safety.
5. Approve strategies
Having analyzed the risks and decided on an appropriate course of action, management’s
approval is required to proceed. The challenge in this step is the formulation of a
convincing argument for (perhaps expensive) change.
6. Assign responsibilities and implement strategies

Following the decision to proceed, the “nuts and bolts” of implementation must be worked
out. This includes a determination of resource allocation, assignment of responsibilities,
scheduling, revisions to operating procedures, etc.
7. Re-evaluate situation
Implementation is seldom as successful as initially envisaged. Feedback is required to
close the loop. What new problems may have been introduced? How well is the agreed
strategy for risk reduction meeting performance expectations? What modifications to the
system or process may be required?
8. Collect additional data
Depending on the re-evaluation step, new information may be required and the full cycle
reiterated to refine the safety action.
Safety management requires analytical skills that may not be routinely practiced by
management. The more complex the analysis is, the more important is the need for the
application of the most appropriate analytical tools. The closed loop process of safety
management also requires feedback to ensure that management can test the validity of its
decisions and assess the effectiveness of their implementation.
2.3.3.3.5 Safety oversight

The term safety oversight refers to the activities of a State under its safety program, while safety
performance monitoring refers to the activities of an operator or service provider under its SMS.
Safety oversight or safety performance monitoring activities are an essential component of THAI
flight operations safety management strategy. Safety oversight provides the means by which
an authority function (Thai DCA) can verify how well the aviation industry is fulfilling its safety
objectives.
Some of the requirements for a safety performance monitoring system will already be in place
in many organizations as required by the State’s authority.
Identifying weaknesses in the system’s defences requires more than just collecting retrospective
data and producing summary statistics. The underlying causes of reported occurrences are not
necessarily immediately apparent; therefore, investigation of safety occurrence reports and any
other information concerning possible hazards should go hand in hand with safety performance
monitoring.
The implementation of an effective safety oversight program requires that States and
organizations:
• Determine relevant safety performance indicators;
• Establish a safety occurrence reporting system;
• Establish a system for the investigation of safety occurrences;
• Develop procedures for the integration of safety data from all available sources; and
• Develop procedures for the analysis of the data and the production of periodic safety
performance reports.
2.3.3.3.6 Safety performance indicators and targets

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

A distinction should be made between the criteria used to assess operational safety performance
through monitoring, and the criteria used for the assessment of planned new systems or
procedures. The process for the latter is known as safety assessments.
Safety performance indicators

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

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

2.3.4.1 General
THAI Flight Operations implement an accepted safety management system (SMS) and integrate
the diverse safety activities into a coherent system.

The safety activities that be integrated into THAI Flight Operations’ SMS include:
• Hazard identification and incident reporting system;
• Flight Data Analysis Program (FDAP) or Flight Operational Trend Analysis (FOTA) and Flight
with Operation under Risk Assessment (FORA);
• Line Operations Safety Audit (LOSA); and
• Cabin safety.
Each is described more fully below.
2.3.4.2 THAI Risk Assessment Method (TRAM)

2.3.4.2.1 General
THAI Flight Operations has process to identify all possible hazards which might effect to the
operations prior to launch the new operations.
During the line operations, THAI Risk Assessment Method (TRAM) is applied to assess risk of
the occurrence reported by Air Safety Report (ASR).
2.3.4.2.2 Defined assessment

TRAM shall define assess and categorize the relevant data in 4 parts as shows in the
assessment table below:
Cause category Are related to the causes of the occurrence and activity in
which the occurrence was reported.
Operational area Describe the occurrence area; on ground during pre-flight,
in flight or landing.
Severity level Concern the probability of a major accident if the event
should recur.
Likelihood category Concerns the level of probability of a major accident for
this occurrence under the prevailing circumstances.
TRAM cause category will define the nature of occurrence and analyzing function:
Cause Category & Nature of occurrence

Analyzing function
Operation Apparently caused by actions of the flight crew.
Analyzed by OF
Technical Apparently caused by a technical fault or by actions of
technicians.
Analyzed by OF/TE
Load control Load control error.
Analyzed by OF/LC
Ground damage Airplane damaged by ground vehicle or other object,
apparently not caused by actions of the flight crew.
Analyzed by OF/D2
Miscellaneous Occurrences not referable to any of the above categories.
Examples are bird strikes and lightning strikes.
Analyzed by OF and function
concerned
Combined More than one of the above categories are applicable.
It will be annotated on the ASR which categories are
Analyzed by OF and function
involved, e.g."Operational/ Load Control". The category
concerned
mentioned first reflects what is regarded as the primary
nature of the occurrence.
TRAM operational area (phase of flight):
Operation area Explanations

Pre flight During flight preparation.
Push back Pushing back and ENG start, for flight operation.
Operation area Explanations

Towing Towing for flight operation.
Taxi out Taxi out for takeoff.
Take off T/O and abort T/O.
Initial climb From accelerate altitude until flaps/slats retracted.
Climb Climb to first cruise altitude with clean configuration.
Cruise Leveling first cruise altitude and step climb.
Descent Leaving last cruise altitude.
Holding In holding pattern.
Approach Arrival, star & approach until L/D checklist completed.
Landing After the L/D checklist completed until vacate the runway.
Go around Go around.
Taxi in Vacate the R/W to parking until before Pre flight.
TRAM severity level:
Severity Explanations
Catastrophic (A) • Equipment destroyed
• Multiple fatalities
Hazardous (B) • Large reduction in safety margins
• Physical distress or a high workload such that a flight
crew cannot be relied upon to perform their tasks
accurately or completely
• Serious injury or fatal to a relatively small number of
occupants
• Major equipment damage
Major (C) • Significant reduction in safety margins
• Reduction in the ability of flight crew to cope with
adverse operating condition as a result of increase in
workload or as a result of conditions impairing their
efficiency
• Serious incident
• Injury to persons
Minor (D) • Nuisance
• Operating limitations
• Use of emergency procedures
• Minor incident
None (E) • Little consequences
TRAM likelihood category:

• Likelihood categories are categories of probabilities and express the likelihood of a major
accident if the occurrence recurs.
Likelihood categories are categories of probabilities and express the likelihood of a major
accident if the occurrence recurs.
Probabilities Explanations
Frequent (5) Likely to occur many times (has occurred frequently)
(1 in 100 flight sectors)
Occasional (4) Likely to occur some times (has occurred infrequently)
(1 in 1,000 flight sectors)
Remote (3) Unlikely, but possible to occur (has occurred rarely)

Probabilities Explanations
Improbable (2) Very unlikely occur (not known has occurred)
Extremely improbable (1) Almost inconceivable that the event will occur
(1 in 1,000,000 flight sectors)
Note: The use of mathematical probabilities is not essential. They are included here to give
an indication of order of magnitude when making qualitative estimates.
2.3.4.2.3 THAI Risk Assessment Matrix Scales (TRAMS)

Probability Extremely Improbable Remote Occasional Frequent
Improbable
SEVERITY (1) (2) (3) (4) (5)
Catastrophic A1 (R3) A2 (R4) A3 (R5) A4 (R5) A5 (R5)
(A)
Hazardous (B) B1 (R2) B2 (R3) B3 (R4) B4 (R5) B5 (R5)
Major (C) C1 (R1) C2 (R2) C3 (R3) C4 (R4) C5 (R5)
Minor (D) D1 (R1) D2 (R1) D3 (R2) D4 (R3) D5 (R4)
None (E) E1 (R0) E2 (R1) E3 (R1) E4 (R2) E5 (R3)
Note: The numbers used in the table are the product of the severity/probability assessments.
The matrix is used to prioritize actions to mitigate risk as R-code table below.
Risk explanation
R5 Unacceptable under the existing circumstances
R4 Risk control/mitigation requires management decision
R3 Review of the Operation requires
R2 Acceptable and monitor
R1 Acceptable
R0 No Risk related to safety of flight operation
• Review of the operation

After analysis and investigation by Safety Action Group (SAG), Safety Manager shall:
◦ Directly contact function(s) concern to indicate the cause(s) of the occurrence and ask to
find out the best practice to improve their operation for such Risk reduction.
◦ Present in CSC (Corporate Safety Committee), the function concern can create their own
Risk control program.
◦ Issue safety recommendation, present to Safety Review Board (SRB), they shall direct
function concern under DO to control the Risk.
• Risk control/mitigation
Safety Manager shall present the Occurrence and indicate the cause(s) of the occurrence to
SRB for immediate decision making to control or mitigate the risk. Then DO will present in DO-
DT meeting to find the process of implementing actions or defenses to eliminate or reduce
the probability or severity of risks associated with occurrence.
• Unacceptable under the existing circumstances
Immediate action(s) is (are) required by decision making of SRB to stop or eliminate the
probability or severity of risks:
◦ Crew duty (flight crew or cabin crew).
◦ Crew operation.
◦ Airplane operation.
◦ Airplane type (fleet) operation.
◦ Operating to such airport.

Then the post action shall follow by Risk control/mitigation.
2.3.4.2.4 Reporting system

2.3.4.3 THAI Flight Data Analysis Program (FDAP)

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

Definition
FOTA is a system that extracts significant information from the digital data recorded on each
flight. The system monitors the operation of each fleet in a variety of operation aspects. It does
not identify any individual flight in particular but as a possible unsafe operation of the whole fleet.
The limit of classification is set in 3 levels:
• Safety limit
Indicates the highest limit acceptable in line operations. It should be in accordance or lower
than the manufacturers' maximum limitations.
• Operation limit
Indicates the level of the pilots' adherence to Company regulations. This limit should be set
according to OM-A/AOM/FCOM when stated.
• Performance limit
Indicates the performance of pilots within the fleet. It is mainly for training and supervisory
purposes. This limit should be set in order to indicate the probability of pilots exceeding
the regulation requirements. Therefore, it should be well within the operational limits where
stated in OM-A or AOM/FCOM of that type. It should also be agreed upon by OS and BO
fleet.
The criteria for analyzing digital data shall be agreed upon by OS fleet, BO fleet, and OI.
Furthermore, it shall be approved by DO.
Responsibilities
Operations Safety Quality Department (OQ) is responsible for analyzing the digital data recorded
on each airplane equipped with a Quick Access Recorder (QAR) or equivalent component, which
is collected and stored by the Technical Department (TE-E).
All information gathered or analyzed by OQ shall be kept strictly confidential. Only authorized
personnel may have access to the information. Data from all airplane types gathered by TE-E
should, as much as possible, be analyzed by OQ.
Procedures
A report should be completed within the following month from the period the digital data has been
received. OQ is responsible for taking every possible means to make sure that the excessive
events reported are correct and do not represent an error in the data received from TE-E. The

report shall never, in any way, have the intent of indicating any person(s) involved. Performance
and Operational limit exceed data will be used primarily for trend analysis.
A summary of the excesses should be analyzed and presented along with the trend by OQ. After
the approval of OI, it will be distributed to DO, DJ, D8, DP, DX, BX, OS, OS fleet and BO fleet
concerned. There shall be no information regarding the nature of the flight that may lead to the
person(s) involved included in the report.
If a Safety limit has been exceeded, in such a way that is potentially dangerous, OQ may contact
the person(s) involved directly or through FMP of the fleet in order to gather more information
concerning the event. The enquiry shall concentrate on the cause of the event and to find
preventive methods. OQ should then make a recommendation and report directly to OI for further
action. No punishment can be imposed on any person(s). If the Safety limit excesses involve
the airplane structure, the maintenance department should also be informed in order to inspect
the airplane.
2.3.4.3.3 Flights With Operation Under Risk Assessment (FORA)

Definition
FORA represents flights in abnormal conditions which involve the performance of the crew. It
does not necessarily indicate that the condition is caused by them. FORA identifies any flight that
exceeds a significant limit or a combination of limits which require further analysis and corrective
actions. For example, flights that are not stabilized at 500 ft, GPWS activated or hard landing etc.
Category
FORA is classified in two risk categories:
• Category A representing flights that mostly relate to pilot performance.
• Category B representing flights that relate to outside factors, such as mechanical problems
or ATC clearance, etc.
FORA also classifies the particular flight with a scale which represents the level of promptness
in response to the event, 10 being the most and 1 being the least. For example, if a flight
experiences a GPWS "Sink rate" warning below 1000 radio height, according to FORA definition,
the risk scale will be A9 which means that the flight had a significant incident which mostly related
to pilot performance.
The risk scale detail is as follows:
A10 • Abort takeoff above V1
• Initiate takeoff without T/O flap
• Stall warning below 2000 RA
• GPWS "Too low terrain", "Pull-up" or "Too low gear"
• TCAS RA
A9 • Rate of descent more than 1400 fpm below 500 RA
• GPWS "Sink rate"
• GPWS "Don't sink" or IVV less than 0 fpm below 1000 RA during climb out
• Speed 10 kt less than VA with landing flaps
• High pitch attitude during rotation or landing above safety limit
A8 • Speed 35 kt more than VA below 500 RA
• Bank angle more than 10° below 100 RA
• Rotate speed low
A7 • Rate of descent more than 1400 fpm between 1,000–500 RA
• Rotate speed more than VR 30 kt
• Heading change more than 7° during takeoff or landing
A6 • Speed 35 kt more than VA between 1,000–500 RA
• Stall warning above 2,000 RA
• Speed 15 kt less than VP Clean or VA with approach flap/slat
• GPWS "Glide slope" or "Too low flaps"

• Excessive VMO/MMO
• Dual input
B5 • G load above 2.0 G during touchdown (hard landing)
• Late landing flaps below 1,000 RA
• Glide slope deviation more than 1 dot low below 1,000 RA
• Low pitch attitude during landing
B4 • IVV less than 500 fpm during climb out
• Go around pitch high above safety limit
• Bank angle more than 20° between 100–500 RA
• TCAS TA
B3 • Glide slope deviation more than 1 dot high below 500 RA
• Localizer deviation more than 1 dot below 1,000 RA
• Bank angle more than 35° above 500 RA
B2 • Speed 5 kt more than flap placard speed
• Abort T/O below V1
B1 • Min fuel landing (landing with fuel less than minimum setting)
• Engine shut down during flight
• Overweight landing
Note: 1. In case of any malfunction or a false warning such as GPWS "Too low gear" during
final approach when all gears are confirmed to be normal, the flight will not be
included in FORA index. Corrective actions will be more towards the Technical
department rather than the crew themselves.
2. If a flight executed a go-around only half of the FORA index will be valid as risks
were still involved.
Procedure
Further action for a FORA would be an inquiry into the details of the flight, which must be
analyzed and corrective actions recommended if OI deems it necessary.
In case OQ requires information to support or clarify an excessive event, the person(s) involved
in the flight may be contacted either directly or through FMP. The appointment shall be made
in person or by phone. No legal action may be taken against any person(s) involved based on
the information from such a meeting.
FORA monthly report should be completed within the following month. A full report will be
forwarded to OS fleet concerned. A de-identified report, which does not specify the flight number
or date, will be distributed to DO, D8, DJ, and OS-fleet.
FORA index
FORA index represents a reference that summarizes all FORA risk scales in category "A" of
each fleet per given period. It is calculated with the following formula:
Information support
A request for information from the Flight Data Recorder can be made by internal functions. If
such information reveals the person(s) involved, the request shall be in writing with the approval
of OI and OQ or on their behalf. The request form shall be kept at OQ for a duration of no less
than 1 year or as long as the on-going investigation concerning the particular flight has not yet
been completed. The reply to such a request shall not take longer that 30 working days starting
from the day after OQ receives the request. If the information to such a request is unavailable,
the request form shall be returned along with the actual reason within the same period of time.
For the sake of training or personal interest, any pilot may request a printout of the flight
parameter of his own flight. The request form provided by OQ must be completed stating that

the person may not use the information in any legal or Company matter. The printout shall not
indicate in any way that may lead back to the person(s) involved in that particular flight. The
request form shall be kept at OQ for at least 1 year.
FORA Monitoring Pilot (FMP)

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

2.3.4.4.1 Definition
A LOSA is a formal process that requires trained observers to observe all flight operations related
during regularly scheduled flights to collect safety-related data on environmental conditions,
operational complexity, and flight crew performance. Confidential data collection and non-
jeopardy assurance for pilots are fundamental to the process.
2.3.4.4.2 Importance of a LOSA

A LOSA provides unique data about an airline's defenses and vulnerabilities. LOSA does not
replace other safety-data sources such as FOQA (Flight Operations Quality Assurance) or ASAP
(Aviation Safety Action Plan). Instead, it complements these programs and extends the reach
of an airline's safety management system. The data collected during a LOSA can impact almost
every department in an airline, as the following examples show. The data collected during a
LOSA can help an airline:
• Identify threats in the airline's operating environment.
• Identify threats from within the airline's operations.
• Assess the degree of transference of training to the line.
• Check the quality and usability of procedures.
• Identify design problems in the human/machine interface.
• Understand pilots' shortcuts and workarounds.
• Assess safety margins.
• Provide a baseline for organizational change.
• Provide a rationale for allocation of resources.
2.3.4.4.3 Processes
LOSA projects start from DO appoints LOSA Steering Committee from the involved departments,
Pilot Administration Dept. (OS), Flight Deck Crew Training Dept. (BX), Flight Standards Dept.
(OO) and Flight Operations Safety Dept. (OI). LOSA Steering Committee will then appoint
LOSA Working Group which normally from Safety Expert and members from the involved
departments. LOSA Working Group shall perform LOSA Step start from in-flight observation and
Data Collection as follow:
• Gather information and LOSA resources from other airlines and industry groups.
• Publicize LOSA within the airline and send a letter to the line pilots.
• Decide the focus of the LOSA.
• Decide the number of observations.
• Create an observation form.
• Select observers.
• Train and calibrate observers.
• Schedule observations.
• Decide on a data repository.

Follow by data analysis and feedback process:

• Verify the data.
• Analyze data.
• Prepare report.
• Brief management.
• Brief line pilots.
• Monitor safety change process.
2.3.4.4.4 Operating characteristics of LOSA

It is recommended that a LOSA observe all 10 characteristics to ensure the integrity of the LOSA
process and the quality of the final product.
The 10 LOSA operating characteristics are:
1. Jumpseat observations during normal flight operations.
2. Joint management/pilots' association sponsorship.
3. Voluntary crew participation.
4. De-identified, confidential, and non-disciplinary data collection.
5. Targeted observation form.
6. Trained and calibrated observers.
7. Trusted data repository.
8. Data verification.
9. Targets for enhancement.
10. Feedback results to the line pilots.
2.3.4.4.5 LOSA targets

The last stage of a LOSA is a written report that presents the overall findings of the audit. The
report should be concise and present the most significant trends from the data. Along with the
results, the report should provide an initial list of targets for enhancement. Targets need to be
action-focused and data driven.
Some example targets that might emerge from a LOSA:
• Reduce the number of unstabilized approaches.
• Streamline predeparture checklists.
• Reduce SOP cross-verification errors.
• Understand automation errors on the new fleet.
• Investigate conditions at airports X and Y.
• Improve management of adverse weather threats.
• Investigate high rate of MEL items on the xxx fleet.
• Reduce dispatch errors at the hub.
• Develop an international flight operations guide.
• Develop a module on intentional noncompliance errors for captain upgrade training.
2.3.4.5 Cabin safety program

2.3.4.5.1 General
THAI flight operations Cabin safety program is aimed at minimizing risks to the occupants of the
airplane. By reducing or eliminating hazards with the potential for creating injuries or causing
damage, cabin safety focuses on providing a safer environment for the occupants of the airplane.
The range of threats to the airplane and its occupants include:
• In-flight turbulence;
• Smoke or fire in the cabin;

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

• Commitment

The provision of cabin service may be viewed as a marketing or customer service function;
however, cabin safety is clearly an operational function. Corporate policy should reflect this,
and management needs to demonstrate its commitment to cabin safety with more than words.
Common indicators of management's commitment to cabin safety include:
◦ Allocation of sufficient resources (adequate staffing of cabin crew positions, initial and
recurrent training, training facilities, etc.);
◦ Clearly defined responsibilities, including the setting, monitoring and enforcing of practical
SOPs for safety; and
◦ Fostering of a positive safety culture.
• Positive safety culture
Creating a positive safety culture for cabin crew begins with departmental organization. If, as
in many airlines, the cabin crew receive their principal direction from marketing rather than
from the flight operations department, the focus of cabin crew will probably not be on cabin
safety. Other considerations for the promotion of a positive safety culture include:
◦ The relationship between flight crew and cabin crew, for example:
▪ Spirit of cooperation, marked by mutual respect and understanding;
▪ Effective communications between flight crew and cabin crew;
▪ Regular review of SOPs to ensure compatibility between flight deck and cabin
procedures;
▪ Joint pre-flight briefings for flight crew and cabin crew; and
▪ Joint debriefings following safety-related occurrences, etc.; and
◦ Cabin crew participation in safety management:
▪ Involvement of the safety manager in cabin safety issues;
▪ Avenues for offering cabin safety expertise and advice (Cabin Safety and Security
Committee/ Cabin Safety Working Group meetings);
▪ Participation in developing policies, objectives and SOPs affecting cabin safety; and
▪ Participation in company's incident reporting system e.g. Cabin Report (Safety/
Security related), CA Voluntary Safety Report (VSR).
• SOPs, checklists and briefings
As in flight deck operations, cabin safety requires strict adherence to well-thought-out and
practical SOPs, including the use of checklists and briefings of cabin crew. Procedures
include, but are not limited to the following: passenger boarding; seat assignment; stowage
of carry-on baggage; emergency exit accessibility and availability; passenger safety briefing;
service equipment storage and use; emergency medical equipment storage and use (oxygen,
defibrillator, first aid kit, etc.); handling of medical emergencies; non-medical emergency
equipment storage and use (fire extinguishers, protective breathing equipment, etc.); in-flight
emergency procedures (smoke, fire, etc.); cabin crew announcements; turbulence procedures
(including securing the cabin); handling unruly passengers; emergency evacuations; and
routine deplaning.
• Hazard and incident reporting
Cabin crews must be able to report hazards, incidents and safety concerns as they become
aware of them without fear of embarrassment, incrimination or disciplinary action. Cabin crew,
their supervisors should have no doubts about:
◦ The types of hazards that should be reported (refer to 2.3.5.2.3);
◦ The appropriate reporting mechanisms;
◦ Their job security (following the reporting of a safety concern); and
◦ Any safety actions taken to follow up on identified hazards.
• Training for cabin safety
Cabin crew duties and responsibilities are safety-related, and cabin crew training should
clearly reflect this fact. While training can never duplicate all the types of situations that may
confront cabin crew, training can instill basic knowledge, skills, attitudes and confidence that

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


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Operational Control Page 1
2.4 Operational Control

2.4.1 General
For an individual flight, the P-i-C of the flight has the authority and the responsible in the interest
of safety, over the initiation, continuation, diversion, termination or cancellation of the flight.
• Before the flight:
◦ The Operations Control & Planning (OP) coordinates latest information on the planned
flight and takes the necessary decisions to ensure the flight or to cancel it;
◦ The flight dispatch officer prepares the flight. Once the P-i-C has commenced his flight
duty, he must inform and consult him about all matter dealing with his flight, his crew and
his aircraft;
◦ Airport Services Manager supervises all airport activities (passenger, ground handling,
loading). He coordinates also with The Operations Control & Planning (OP) and the P-i-C
of the flight. Airport Services Manager is responsible of the flight until the P-i-C takes the
responsibility of the flight (door closed).
• Initiation of the Flight:
◦ It is the responsibility of the P-i-C to initiate the flight.
• Once the flight has commenced:
◦ The authority to dispose of the aircraft rests with the P-i-C;
◦ The Operations Control & Planning (OP) or Flight watch must provide the P-i-C with any
information having an operational impact or with information requested by the P-i-C.
• After the flight:
◦ The P-i-C must report to the Chief Pilot and if necessary to Flight Operations Safety (OI),
any operational procedure deviation and any event providing useful information for the
enhancement of flight safety
2.4.2 Policy
All flights shall be executed with regard to safety, punctuality, economy and customer service. It
is essential that all flights be operated in close relation to the established schedule.
All flights shall be operated with the use of all available air traffic services needed by a pilot to
plan and to carry out a safe and efficient operation which shall be obtained from the respective
government services.
If the authorities indicate that they are unable to maintain the published facilities, an operation
shall only be considered provided that at least FIS (Flight Information Service) is available.
Except for the evacuation flights made at government's request an operation shall neither be
planned nor made through or close to the airspace that has been declared a dangerous area
by the authorities concerned.
All flights shall be planned and operated in accordance with the Company’s regulations which
have been laid down with regard to the rules and regulations set up by local authorities. Should
it be observed that the Company’s regulations inadvertently violate the rules and regulations set
up by local authorities the latter regulation shall be the governing one and the discrepancy shall
be reported to the Executive Vice President, Operations (DO).
Flying under IMC and in darkness may only be done on the maps, charts, Flight/Route Manual
information, etc. approved by THAI. In exceptional circumstances, however, other materials may
be used provided:
• The P-i-C has very good reason to believe such materials are correct.
• The circumstances permit a greater terrain clearance than that prescribed in OM-A 8.1.1-
Minimum Flight Allitudes.
Great caution should be exercised when using the materials that are not approved by the
Company, particularly those concerning the indication of elevation figures.

Page 2 Operational Control
2.4.3 Authority
2.4.3.1 Pilot-in-Command
See OM-A 1.4.2.2–AUTHORITY, DUTIES AND RESPONSIBILITIES OF THE PILOT-IN-
COMMAND; AUTHORITY.
2.4.3.2 Operations Control (BKKOP)

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

A Flight Operations Officer is a person holding a flight dispatcher license and has the authority
to originate and transmit to aircraft, information or advice pertaining to the safe conduct or the
operational planning of the flight, such as:
• Weather information (forecast, actual, trend information, etc.)
• Altimeter settings (QNH, QFE, etc.)
• Runway conditions (braking action, depth of snow/slush/water, etc.)
• Holding recommendation
• Diversion recommendation
• Additional fueling recommendation
When exercising this authority, FOO shall not take such action that would contradict
the procedures established by Air Traffic Control, the Meteorological Services or the
Communications Services.
2.4.3.4 Station Personnel

At the stations without FOO, or FOO not on duty, the station managers or their deputies have
authority to forward to aircraft over the Company Utility Transmission (CUT), or other appropriate
A/G channels, and to give advice on all information supplied by an FOO, ATS or MET, as well as
the suggestions regarding holding or diverting from a traffic point of view. Such communication
shall begin with “THAI.... (Station name)”.
To ensure that the safety of the flights are being fulfilled regarding aircraft technical services/
fueling and other ground handling, provided by external resources (handling agents), the station
manager or the concerned departments shall utilize the auditing process to monitor their services
quality and procedures.
2.4.4 Flight Dispatch Services

2.4.4.1 General
Complete dispatch service is provided by the licensed flight dispatcher at the designated
Dispatch Office (OW).
However, in order to improve operations efficiency at certain stations, the selected personnel
should have been given a limited operational training which enabling them to assist flight crew
with certain duties.

Operational Control Page 3
2.4.4.2 FLIGHT PLANNING

Flight planning is performed by the licensed flight dispatcher on all routes, using the flight
planning system to compute the Company flight plan.
Flight planning shall include the complete pre-flight documentation (Company information,
NOTAM, MET information and Company flight plan) and ATS flight plan filing.
The complete documentation shall be arranged in an orderly aspect and adhere to the
established checklists where deemed necessary.
The Dispatch Office performing remote flight planning shall forward the documentation to the
crew/stations concerned according to the established procedures including a dispatch release.
On routes with a through planning, pre-flight documentation for the whole route requirements
shall be provided by the originating Dispatch Office.
2.4.4.3 FLIGHT ASSISTANCE

Flight assistance normally covers such operational service as may be requested by an aircraft
in flight in order to overcome unforeseen circumstances in a more efficient manner.
Such assistance shall be requested by the P-i-C when deeming it necessary, but should also be
initiated by the relevant Dispatch Office when unforeseen circumstances arise, such as SIGMET.
2.4.4.4 FLIGHT WATCH

Flight watch is established for flights over routes or portions of routes, where special weather
operational conditions exist and for flights operating with marginal fuel.
2.4.4.5 TERMINAL ASSISTANCE

Terminal assistance may be established at aerodromes where the flight crew need on-ground
assistance with regard to the collecting and filing of flight documents, and with any other
operational services during a ground stop.
2.4.4.6 TERMINAL WATCH

A terminal watch may be established at aerodromes where flight crew need information which is
not available on the normal ATS channels, in order to carry out a more efficient and economical
operation.
This service should be available for aircraft approaching such aerodromes from before top of
descent and on departure until reaching top of climb.
The terminal watch information to an aircraft shall normally consist of the following as required:
• Weather information not available on ATIS.
• NOTAM information of importance, not available on ATIS or the latest NOTAM.
• Expected traffic delays, if any.
• Runway conditions, if not available on ATIS or if deemed different from those given.
• Advise on availability of alternates and fuel requirement, in case a diversion is possible.
• Any other problems that the flight crew may not be aware of.
• Requirements for a terminal watch should be specified by BKKOS.

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Power of the Authority Page 1
2.5 Power of the Authority

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

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

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QUALITY SYSTEM 3.TOC
3 QUALITY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3.2 DO SAFETY AND QUALITY POLICY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3.3 QUALITY MANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

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QUALITY SYSTEM 3.1
General Page 1
3 QUALITY SYSTEM
3.1 General
The purpose of the Quality System is to fulfill safety and quality requirements imposed by
legal and company standards. At the same time it gives a comprehensive overview of the
responsibilities and processes within the Company.
• Monitor compliance with, and the adequacy of, procedures required to ensure safe
operational practices and airworthy aeroplane.
• Explain the total of duties and responsibilities to its employees.
• Make clear the responsibilities at the points of co-operation.
• Create a more efficient work flow.
• Avoid duplicative work.
• Enable employees to recognize quality.
• Identify deficiency at work and to take remedial action as soon as required.
The Executive Vice President, Operations Department (DO) has the responsibility to define the
DO safety and quality policies and has authority to make all policy decisions.
All managers and supervisors are accountable for practical implementation and continuous
enforcement of the Safety and Quality Policy.
All personnel have individual responsibility for safety and quality.

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QUALITY SYSTEM 3.2
DO SAFETY AND QUALITY POLICY Page 1
3.2 DO SAFETY AND QUALITY POLICY

• A number of completed flights according to the agreed TPI is the main product of Operations
Department (DO). All our flights shall meet the expectations of our customers.
• Safety shall never be compromised.
• Utmost precautions shall be taken to avoid contact with all acts of hostilities.
• Safety and quality shall be integral and core elements of every process in Operations
Department.
• All processes shall be performed by competent personnel and controlled by professional
management according to the established procedures in the Operations Safety & Quality
Manual (OSQM).
• All employees shall be given reason to feel proud of being valuable members of strong
Operations Team of DO.
• All of our flights shall be operated with safety as the top priority, followed by punctuality
and other services in accordance with their relative importance to customer satisfaction. We
therefore adopt a cost-effective strategy with the goal of maximizing safety.
• Our performance shall be continuously monitored, analyzed, and improved.
• Our Safety and Quality objectives are:
◦ Safety
◦ Punctuality
◦ Passenger comfort and satisfaction
◦ Economy
◦ Employee satisfaction.
• For safety assurance:
◦ Every manual, process, procedure, checklist and work instruction must comply with Thai
DCA, ICAO, EASA, FAA.
◦ Applicable rules and regulations—Thai DCA, ICAO, EASA, FAA—shall be strictly adhered
to.

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QUALITY SYSTEM 3.3
QUALITY MANUAL Page 1
3.3 QUALITY MANUAL

For THAI Operations, the Operations Safety & Quality Manual (OSQM) is the Quality Manual.
SQMR (Safety and Quality Management Representative) is responsible for authorizing/
approving revisions of the OSQM content.
SQMR is appointed by the Executive Vice President, Operations Dept. (DO) and reports directly
to DO.
The purpose of OSQM is primarily to assure that all tasks within THAI Operations Dept. (DO) are
functioning efficiently to fulfill DO safety policy and objectives and to reach the quality targets.
The OSQM contains instructions and information on the operations safety and quality systems
that direct the flight operations under the responsibility of the Operations Department (DO).

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CREW COMPOSITION 4.TOC
4 CREW COMPOSITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
4.1 METHOD FOR DETERMINING CREW COMPOSITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
4.1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
4.1.2 Flight crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
4.1.2.1 Relief of flight crew member . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
4.1.3 Cabin Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
4.1.3.1 Required Minimum Number of Cabin Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
4.1.3.2 Reduced required minimum number of cabin crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
4.1.3.3 Additional crew members . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
4.2 DESIGNATION OF THE PILOT-IN-COMMAND (P-i-C) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
4.2.1 Route and aerodrome qualifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
4.2.2 Base release flights of captain candidates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
4.2.3 Two captains occupying pilot seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
4.2.4 P-i-C seated in RH seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
4.2.5 P-i-C not seated in either pilot seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
4.2.6 P-i-C passing his 60th birthday . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
4.3 FLIGHT CREW INCAPACITATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

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CREW COMPOSITION 4.1
METHOD FOR DETERMINING CREW Page 1
OM-A
COMPOSITION Rev 1 (23 MAY 11)
4 CREW COMPOSITION
4.1 METHOD FOR DETERMINING CREW COMPOSITION
4.1.1 General
The method for determining crew composition must take into account the following parameters:
• Type of aircraft.
• The area and type of operation (e.g. long range, ETOPS, MNPS, AWO, Polar).
• Revenue, non revenue flight.
• The phase of the flight.
• The minimum crew requirement and flight duty period.
• Flight crew qualification and experience.
• The designation of the P-i-C and, if necessitated by the duration of the flight, the procedures
for their relief.
4.1.2 Flight crew

• All flights shall be planned and carried out with a minimum of one qualified captain scheduled
as P-i-C. In order to be considered qualified as the P-i-C on the related aircraft type, the captain
must fulfil the training and qualification requirements laid down in OM-A.
• A captain scheduled as P-i-C on a specific flight may not relinquish this responsibility without
informing BKKOL/OD verbally or by telex, except on Base Release flights for captains, where
the releasing captain may authorize the captain candidate to act as the P-i-C.
• When two captains are scheduled on the same flight and both fulfil qualification requirements
for the aircraft, route and aerodrome, the captain with the higher work seniority shall be
scheduled as P-i-C.
• For a series of long-haul flights, in order to share responsibilities and reduce workload legally,
the exception to the above paragraph may be granted by OS or OS fleet concerned to
schedule the less seniority captain as the P-i-C on some sectors where appropriate. In this
case, all documents concerned such as TAFS Computer Flight Plan, ATS Flight Plan, Journey
Log/Flt Statistics, Flight Crew Hotel Register, etc. shall be corresponded to the flight crew
schedules.
• The captain scheduled to take over the P-i-C's or the copilot's duties on an issued current
crew schedule shall do so, regardless of the seniority of the pilot he is replacing, even if this
entails flying as copilot to captain with less seniority, or as P-i-C with captain having a higher
seniority as copilot.
• On route and aerodrome qualification flights, as well as aircraft introduction flights, the well-
trained pilots shall be scheduled as copilots irrespective of their seniority.
• All flights except school flights shall be planned and carried out with a minimum of one qualified
copilot.
• Flight training/maneuvers and aircraft type training may only be carried out with a qualified
flight instructor occupying one of the pilot seats.
• An instructor, an engineer, an inspector or an interpreter may complete flight crew. They will
use cockpit accommodation provided for observers.
• This minimum flight crew may be augmented depending of the operation and/or the flight
duration.
• The flight crew includes additional flight crew members when required by the type of operation,
and is not reduced below the number specified in the Operations Manual.
All flight crew members hold an applicable and valid licence acceptable to the Thai DCA and
are suitably qualified and competent to conduct the duties assigned to them.
4.1.2.1 Relief of flight crew member

During takeoff, climb, descent, approach and landing, the pilot seats shall be occupied by the
pilots qualified to maneuver the aircraft from these positions.

4.1 CREW COMPOSITION
Page 2 METHOD FOR DETERMINING CREW
OM-A
Rev 1 (23 MAY 11) COMPOSITION
Flight crew member must not leave his station without permission from the P-i-C. For a short
period, one of the minimum numbers of flight crew members may be permitted to leave the flight
deck for toilet visit or for safety reasons, however the remaining flight crew shall continuously
maintain unobstructed access to the flight controls, alertness and situational awareness.
A flight crew member may be relieved in flight of his duties at the controls by another suitably
qualified flight crewmember.
4.1.2.1.1 Relief of the P-i-C

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

The copilot may be relieved by:
• Another suitably qualified pilot; or
• A cruise relief copilot qualified as detailed below.
Minimum requirements for cruise relief copilot:
• Valid Commercial Pilot Licence with Instrument Rating;
• Conversion training and checking, including Type Rating training except the requirement for
take-off and landing training;
• All recurrent training and checking (except the requirement for take-off and landing training);
and
• To operate in the role of copilot in the cruise only and not below FL 200.
4.1.3 Cabin Crew

4.1.3.1 Required Minimum Number of Cabin Crew
Cabin crew serving on a flight, in the interest of safety of passengers, shall be qualified according
to OM-A 5.3 - Cabin Crew. The minimum number of cabin crew shall normally not be less than
that stated in the Table below, in order to cover the established emergency procedures. The
minimum number of cabin crew is linked to the approved passenger seating capacity of the
configuration. One cabin crew is required for each unit of 50 plus one additional cabin crew for
part of the unit of passenger seats. Cabin crew are required to be located near required floor
level exits and be uniformly distributed throughout the cabin.
One cabin crew is required at each over-wing exit 3L and 3R on 747-400 and 777-300. One cabin
crew is required on the 747-400 upper deck during taxi, takeoff, and landing when passengers
occupy the upper deck.
Aircraft type Cabin Seating Min. Station to be occupied
version capacity No. of
cabin Main Others
crew station
747-400 7742 389 8 1L 2L 3L 3R 4L 4R 5L UDL*

7743 375 8 1L 2L 3L 3R 4L 4R 5L UDL*
777-300 7732 364 8 AP 2L 2R 3L 3R 4L 4R 5L
777-300ER 7739 312 7 AP 2L 3L 3R 4L 4R 5L
777-200 7723 309 7 AP 2L 2R 3L 3R 4L 4R
777-200ER 77E1 292 6 AP 2L 2R 3L 3R 4L
737-400 7341 150 3 AP X 2L
A340-500 3452 215 5 AP 2L 3L 3R 4L

METHOD FOR DETERMINING CREW Page 3
OM-A
COMPOSITION Rev 1 (23 MAY 11)
Aircraft type Cabin Seating Min. Station to be occupied

version capacity No. of
cabin Main Others
crew station
A340-600 3461 267 6 AP 2L 2R 3L 3R 4L

A330-300 3302 305 7 AP 2L 2R 3L 3R 4L 4R
3303 299 6 AP 2L 3L 3R 4L 4R
A300-600 36R1 247 5 AP 2L 3L 3R 4L
3602 261 6 AP 2L 3L 3R 4L 4R
36R3 260 6 AP 2L 3L 3R 4L 4R
Note: 1. In exceptional cases, a flight may be operated with the minimum number of cabin
crew as stated in the respective FCOM/AOM /CAP, provided the conditions for
such operation are adhered to.
2. Main station AP or 1L shall be occupied by the most senior cabin crew who qualifies
for the specific duties at that station, prescribed in the CA Pre-Flight/Takeoff and
Landing/Security Checklist.
3. * UDL = Upper Deck Left.
4. Regarding requirements for cabin composition when transporting physically
handicapped passengers, see the respective FCOM/AOM.
5. Cabin crew are not required on the following flights with passengers:
• Cargo flights operated according to special procedures
• Flight with only passengers to a number of 5 or less, who have a good
knowledge of the emergency equipment in the passenger cabin.
• Flight with only flight crew members as passengers regardless of number.
4.1.3.2 Reduced required minimum number of cabin crew

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

Crew composition with regard to the service requirements is stated in THAI PSM 9. In case cabin
crew responsible on a flight require more extra cabin crew than those scheduled, deadheaded
cabin crew available on the same flight can be utilized as active upon the P-i-C's decision.

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DESIGNATION OF THE PILOT-IN-COMMAND (P-i- Page 1
OM-A
C) Rev 1 (23 MAY 11)
4.2 DESIGNATION OF THE PILOT-IN-COMMAND (P-i-C)

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

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

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

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

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

The Captain, whose age has passed 60th birthday, is entitled to perform flight duty as a P-i-C until
the Company’s retirement date provided he is scheduled with a copilot who is under 60 years
of age and qualified on the right hand seat.

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FLIGHT CREW INCAPACITATION Page 1
4.3 FLIGHT CREW INCAPACITATION

Succession of command in case of incapacitation of the P-i-C:
• Flight crew composed of two pilots:
The second pilot takes the authority over all persons on board the aircraft until the normal
chain of command can be re-established.
• Flight crew composed of more than two pilots:
The second pilot takes the authority over all persons on board the aircraft until a more
qualified pilot (if any) takes the authority after having been informed by the second pilot and
having acknowledged the overall situation and this until the normal chain of command can
be re-established.
If the original P-i-C cannot continue his command of the flight, the flight will not depart from the
aerodrome where it has landed or, if occurring in flight, from the next aerodrome at which it lands,
unless another captain on that particular type of aircraft is included in the Crew list.
See OM-A 8.3.14.60–Flight Procedures; Incapacitation of Crew Members.

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QUALIFICATION REQUIREMENTS 5.TOC
5 QUALIFICATION REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.1.1 Licenses/qualification/competency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.1.2 Recurrent training and checking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.1.3 Conversion course . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.1.4 Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.2 FLIGHT CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.2.1 General policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.2.2 Employment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.2.2.1 Pilot scholarships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.2.2.2 Flight officers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.2.3 Categorization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.2.4 Licenses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
5.2.5 Type rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
5.2.6 Conversion to New Aircraft Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
5.2.6.1 Qualifications requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
5.2.6.2 Ground training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
5.2.6.3 Flight training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
5.2.6.4 Release for Route Introduction (X) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
5.2.6.5 Route Introduction (RI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
5.2.6.6 Release for LIFUS (Y) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
5.2.6.7 Line Flying Under Supervision—LIFUS (T) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
5.2.6.8 Base Release (B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
5.2.6.9 Appointment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
5.2.7 Cross Crew Qualification (CCQ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
5.2.8 Operation of More Than One Type or Variant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
5.2.8.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
5.2.8.2 Mixed Fleet Flying (MFF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
5.2.9 Captain Qualifications Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
5.2.9.1 Qualifications Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
5.2.9.2 Ground Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
5.2.9.3 Flight Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
5.2.9.8 Base Release (B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
5.2.9.9 Appointment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
5.2.10 First Officer (Copilot) Qualifications Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
5.2.10.1 Qualifications Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
5.2.10.2 Ground Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
5.TOC QUALIFICATION REQUIREMENTS
5.2.10.3 Flight Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

5.2.10.8 Base Release (B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
5.2.10.9 Appointment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
5.2.11 Senior Copilot Qualifications Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
5.2.12 Relief Pilot Qualifications Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
5.2.13 Pilot qualification to operate in either seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
5.2.14 Other qualifications requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
5.2.14.1 All weather operations (AWO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
5.2.14.2 ETOPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
5.2.14.3 TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
5.2.14.4 FANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
5.2.15 ROUTE AND AERODROME QUALIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
5.2.15.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
5.2.15.2 Qualification validity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
5.2.15.3 Route qualification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
5.2.15.4 Aerodrome qualification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
5.2.15.5 Administrative procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
5.2.16 CREW RESOURCE MANAGEMENT (CRM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
5.2.16.1 General policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
5.2.16.2 Flight crew members . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
5.2.16.3 Recency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
5.2.17 EMERGENCY AND SAFETY EQUIPMENT TRAINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
5.2.17.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
5.2.17.2 Type of Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
5.2.17.3 Tests and Qualification Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
5.2.17.4 Syllabi and Training Aids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
5.2.17.5 Scheduling, Control and Periods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
5.2.18 DANGEROUS GOODS TRAINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
5.2.19 SECURITY TRAINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
5.2.20 Recurrent Training—Recurrent Checking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
5.2.20.1 Periodic Ground Training (PGT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
5.2.20.2 Pilot Proficiency Checks (PPC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
5.2.20.3 Line Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
5.2.21 Refresher policy in case of flight interruption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
5.3 CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.3.1 General policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.3.2 Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

QUALIFICATION REQUIREMENTS 5.TOC
5.3.3 New entrant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

5.3.3.1 Initial employment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
5.3.3.2 Training requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
5.3.3.3 Duty allotment and regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
5.3.4 Cabin crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
5.3.4.1 Training regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
5.3.4.2 Conversion training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
5.3.4.3 Difference training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
5.3.4.4 Emergency training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
5.3.4.5 Qualification requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
5.3.4.6 Base release . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
5.3.5 Senior cabin crew (CA-1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
5.3.5.1 Training regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
5.3.5.2 Base release . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
5.3.6 Operation on more-than-three aircraft types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
5.3.7 Requirements for 747, 777, A340 and A330 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
5.3.8 Requalification after absence from flight duty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
5.4 TRAINING, CHECKING AND SUPERVISORY PERSONNEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.5 OTHER OPERATION PERSONNEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.6 Responsibility for Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.6.1 TRAINING AT FLIGHT DECK CREW TRAINING (BX) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.6.2 TYPES OF TRAINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

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Reverse side blank
QUALIFICATION REQUIREMENTS 5.1
GENERAL Page 1
5 QUALIFICATION REQUIREMENTS
5.1 GENERAL
5.1.1 Licenses/qualification/competency
All crewmembers have to carry with them the required licenses/certificates with appropriate
rating(s) to exercise their duties (such as passport, pilot license, all certificates and inoculation
cards, if required, that is issued/agreed by the authorities).
All crewmembers are responsible for the renewal of their licenses/certificates.
Note: Details of the required licenses, rating(s), qualification/competency, experience,
training, checking and recency for operations personnel to conduct their duties are
provided in FTM.
5.1.2 Recurrent training and checking

Each crewmember have to undergo recurrent training and checking relevant to the type or variant
of aircraft on which they have to operate, as required by the authorities.
For flight crew – See OM-A 5.2.20.13–FLIGHT CREW; Recurrent Training—Recurrent
Checking.
For cabin crew – See CAP.
5.1.3 Conversion course

All crewmembers are required to complete a conversion course before commencing
unsupervised flying on THAI flight.
The conversion training is conducted in according with the training programs approved by Thai
DCA. These programs are available in FTM.
5.1.4 Terminology
Aircraft type The aircraft has a separate airworthiness type certificate or
has handling requirements for additional flying or simulator
training.
Aircraft variant Aircraft of different configurations within and aircraft type.
Base release (Production Acceptance of pilot after completion of conversion or
release) promotion training. A Base Release, which is a Company
requirement, is to be regarded as a Line Check.
Conversion course (Transition Training performed when changing to a new aircraft type.
course)
Line check (Supervision) A check performed to ensure a flight crew member’s
competence in carrying out normal line operations.
Line check pilot (Supervisory Pilot nominated to perform a line check.
pilot)
Line flying under supervision— Line flying under supervision of a Line Check pilot to gain
LIFUS (Route training) experience with the routes and aerodromes served by the
aircraft type. The period will be concluded with a Line
Standard Conformity Check.
Line standards conformity A check made to ascertain that the pilot has adequate of the
check average route structure to be flown and of the aerodromes
(including alternate) to be used.
Operator Proficiency Check A check performed by Simulator Check pilot every six
(OPC) months.
Proficiency Check—PC (Type A check performed by a Simulator Check pilot for type
rating renewal) rating revalidation once every year. The check is done in
connection with pilot and operator proficiency check.

5.1 QUALIFICATION REQUIREMENTS
Page 2 GENERAL
Recency Mandatory requirements that must be fulfilled to be qualified

for flight duty.
Requalification training Training to requalify.
Standard conformity check Consists of Full Flight Simulator (FFS) conformity check and
license check by DCA.

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FLIGHT CREW Page 1
5.2 FLIGHT CREW

5.2.1 General policy
Employment and categorization of pilots will be governed by the number of pilots required in
various categories according to the planned traffic programs.
Flight Deck Crew Training Dept. (BX) is responsible for establishing training courses that ensure
the highest operational standard of all pilots with regard to the requirements within the category
concerned.
All trainings are described in the Flight Training Manual (FTM). Procedures and course syllabi
in the manual shall satisfy Company’s requirements and be acceptable to the authority. Training
shall be performed by properly qualified instructors (see FTM).
5.2.2 Employment
5.2.2.1 Pilot scholarships
In order to be qualified for pilot scholarships, the applicants must:
• Be 23-28 years of age,
• Be a university graduate with at least a bachelor’s degree,
• Have passed a medical examination arranged by THAI,
• Have passed the tests arranged by THAI,
• Have been approved by a selection board arranged by THAI.
5.2.2.2 Flight officers

The minimum requirements for employment as flight officers are as follows:
• Be 23-38 years of age with university degree or equivalent,
• Have graduated from a flying school approved by THAI,
• Have at least 200-hour flight time, with at least 20-hour instrument time and 5-hour night
flying time,
• Have passed a medical examination arranged by THAI,
• Have passed a test arranged by THAI,
• Have been approved by a selection board arranged by THAI.
Newly employed pilots will be contracted to serve at least eight years as active flight officers.
5.2.3 Categorization
Courses and syllabi at Flight Deck Crew Training Dept. (BX) are based on high uniformity of
standard among the pilots attending such courses. Pilots will, therefore, be categorized with
telex code as indicated in the table below:
Pilots will, therefore, be categorized with telex code as indicated in the table below:
Category Telex code

Captain FC
Copilot (CP) FP
System Operator (SO)/Cruise Pilot (CRP) FS
Flight Officer Trainee FTR
Assignment to the respective categories is based on demand and individual’s bidding, provided
the pilots fulfilled the following requirements:
• Captain
Prior to assignment as a captain, a pilot must:
◦ Have served a minimum of four-year duty as a copilot in THAI with at least eight years
as an active pilot counted from the graduation of his basic flight training,

Page 2 FLIGHT CREW
◦ Fulfil Airline Transport Pilot License requirements as specified by DCA.

• Flight officer
◦ Pilots will be assigned duty as either System Operator (SO), Cruise Pilot (CRP) or
Copilot (CP).
5.2.4 Licenses
All flight crewmembers shall hold an applicable and valid license acceptable to the Authority and
shall be suitably qualified and competent to conduct the duties assigned to them.
The holder of license or rating must not exercise privileges other than those granted by that
license or rating.
A license holder must not exercise the privileges granted by any license or rating unless the
holder maintains competency by meeting the relevant requirements. The validity of the license
is determined by the validity of the ratings therein and the medical certificate.
Pilots are required to have, onboard the aircraft, the applicable licenses as detailed below:
• Captains shall hold an Airline Transport Pilot License (ATPL).
• First officers (Copilots) shall hold an ATPL or a valid Commercial Pilot License (CPL) and
Instrument Rating privileges. Prior to commencement of Captain Candidate training, a first
officer (copilot) must have an Airline Transport Pilot License.
5.2.5 Type rating

The holder of a pilot license must not act in any capacity as a pilot, except as a pilot undergoing
skill testing, unless the holder has a valid and appropriate type rating.
There is no limit to the number of ratings that may be held at one time, but there are restrictions
concerning the number of ratings that can be exercised at any one time. (See OM-A 5.2.8.4–
FLIGHT CREW; Operation of More Than One Type or Variant.)
Note: In order to change to a different variant of the same airplane type, further differences
training or familiarization are required.
A flight crewmember shall complete:
• Differences Training, which requires additional knowledge and training on an appropriate
training device:
◦ When operating another variant of an airplane of the same type or another type of the
same class currently operated; or
◦ When a change of equipment and/or procedures on types or variants currently operated,
• Familiarization Training, this requires the acquisition of additional knowledge:
◦ When operating another airplane of the same type or variant; or
◦ When a change of equipment and/or procedures on types or variants currently operated
5.2.6 Conversion to New Aircraft Type

5.2.6.1 Qualifications requirements
• A pilot may commence training on a new aircraft type when he has been selected for such
training by Operations Dept. (DO).
• No pilot shall be transferred to a new aircraft type and/or upgraded or promoted when he is
55 years of age or more.
• When a pilot is transferred to one aircraft type, he shall normally perform duty in that aircraft
type for at least one year before being transferred to another aircraft type.
Exemption from these rules is, however, at the discretion of the Executive Vice President,
Operations (DO)

FLIGHT CREW Page 3
5.2.6.2 Ground training

A syllabus provided by BX shall ensure that the student has adequate knowledge of operating
procedures, and of the technical performance flight planning and loading aspects of the aircraft
type concerned.
5.2.6.3 Flight training

Aircraft Type Training comprises CPT, FFS including checks and aircraft training (school flight)
including license check by DCA. A syllabus provided by BX shall ensure that the student has
adequate experience of the aircraft handling and flying characteristics under normal, emergency
and extreme flight conditions.
5.2.6.4 Release for Route Introduction (X)

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

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

When the Chief Instructor (BO) of the aircraft type concerned deems that the student’s
performance is satisfactory to be qualified on the respective aircraft type, he will be given a Route
Introduction Release Check, by which he will be released for Line Flying under Supervision.
If the student’s performance is deemed unsatisfactory, he shall be given additional route
introduction and/or flight simulator training as required before being release for Line Flying under
Supervision.
Note: “T” shall be indicated in the subsequent crew schedule for both Line Check pilot and
the student after such release for Line Flying under Supervision.
5.2.6.7 Line Flying Under Supervision—LIFUS (T)

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

After a satisfactory Line Standard Conformity Check and when the Chief Pilot of the aircraft type
concerned deems that the student is qualified on the respective aircraft type, he shall be given
Base Release flight with a Line Check pilot.
If this is deemed satisfactory, he shall be released for regular duty on the aircraft type concerned.
The Chief Pilot of the respective aircraft type shall immediately be informed of the date of release

Page 4 FLIGHT CREW
by the Pilot Training Release Form together with a telex to DP, DX, OO, BX, OS, OA, OZ, OL
and OD. If the student’s performance is deemed unsatisfactory, Refer to OSQM 7.1.
5.2.6.9 Appointment
Upon satisfactory completion of 5.2.6.7 and 5.2.6.8, the candidate will be appointed a Captain.
5.2.7 Cross Crew Qualification (CCQ)

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

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

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

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

FLIGHT CREW Page 5
5.2.9 Captain Qualifications Requirements

5.2.9.1 Qualifications Requirements
A senior copilot can commence training as a Captain when Operations Dept. (DO) has selected
him for this training.
In order to be qualified for such a selection, he shall:
• Fulfilled the requirements of Airline Transport Pilot License as specified by DCA.
• Have served a minimum of four-year duty as a copilot in THAI with at least eight years as
an active pilot counted from the graduation of his basic flight training.
• Have passed the Evaluation Process.
5.2.9.2 Ground Training

A syllabus provided by BX shall ensure that the candidate is adequately qualified to assume
the duties and responsibilities as P-i-C of the aircraft type concerned. Particular emphasis shall
be laid on P-i-C’s authorities, the Company’s organization and policy, passenger relations and
other points relating to the responsibility.
5.2.9.3 Flight Training

Flight training comprises CPT, if require, FFS including checks and aircraft training (school flight)
including license check by DCA. A syllabus provided by BX shall ensure P-i-C of the aircraft type
concerned. A temporary license as a P-i-C will be issued after passing license check by DCA.

Upon satisfactory completion of the aircraft training (school flight) and license check by DCA,
the flight instructor concerned will give the candidate a Release for Route Introduction on the
respective aircraft type.
candidate status with regard to:
If the candidate’s performance is deemed unsatisfactory, it shall be advised to give him additional
aircraft training and/or flight simulator training as required before being released for Route
Introduction.
candidate after such Release for Route Introduction.

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

When the Chief Instructor (BO) of the aircraft type concerned deems that the candidate’s
performance is satisfactory to be qualified as a P-i-C on the respective aircraft type, he will be
given a release for Line Flying under Supervision. This release shall be sent by telex to DP, DX,
OO, BX, OS, OA, OZ, OL and OD concerning the candidate’s status with regard to:
If the candidate’s performance is deemed unsatisfactory, he shall be given additional route
introduction and/or flight simulator training as required before being released for Line Flying
under Supervision.
Note: “T” shall be indicated in the subsequent crew schedule for both the Line Check pilot
and the candidate after such Release for Line Flying under Supervision.

Page 6 FLIGHT CREW

The candidate will receive line flying under the supervision of line Check Pilot according to the
syllabus provided and issued by OS.

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

5.2.10.1 Qualifications Requirements
Pilots with no previous pilot’s experience in the Company shall complete an Airline Transition
Training Course according to the syllabus published in FTM by BX. The syllabus shall ensure
that the student attains the minimum requirements for duty as a copilot.
5.2.10.2 Ground Training

A syllabus provided by BX shall ensure that the student has adequate knowledge of operating
procedure, and of the technical performance, flight planning and loading aspects of aircraft type
concerned.
5.2.10.3 Flight Training

Flight training comprises Cockpit Procedure Training (CPT), FFS including checks and aircraft
training (school flight) including license check by DCA. A syllabus provided by BX shall ensure
that the student has adequate experience of the aircraft handling and flying characteristics under
normal and emergency conditions to serve as a copilot on the aircraft type. A temporary license
as a copilot will be issued after passing license check by DCA.

Upon the satisfactory completion of the Aircraft Training (school flight) and license check by
DCA, the flight instructor concerned will give the student a Release for Route Introduction on
such aircraft type.
• Date and course completed
If the student’s performance is deemed unsatisfactory, it shall be advised to give him additional
aircraft training and/or flight simulator training as required before being released for Route
Introduction.
student concerned after such Release for Route Introduction.

FLIGHT CREW Page 7

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

When the Chief Instructor (BO) of the aircraft type concerned deems that the students’s
performance is satisfactory to be qualified as a copilot on the respective aircraft type, he will be
given a Route Introduction Release Check, by which he will be released for Line Flying under
Supervision. This release shall be sent by telex to DP, DX, OO, BX, OS, OA, OZ, OL and OD
concerning the student’s status with regard to:
• Date and course completed
If the student’s performance is deemed unsatisfactory, he shall be given additional route
introduction and/or flight simulator training as required before being released for Line Flying
under Supervision.
Note: “T” shall be indicated in the subsequent crew schedule for both line check pilot/assigned
instructor and the student after such Release for Line Flying under Supervision.

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

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

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

If the recent experience requirements are not fulfilled, the relief pilot is restricted to operate in
the role of copilot in the cruise above FL 200 (Cruise relief copilot).

Page 8 FLIGHT CREW
A pilot must not be assigned to operate an airplane as part of the minimum certified crew, either
as pilot flying or pilot non-flying, unless he has carried out three take-offs and three landings in
the previous 90 days as pilot flying in an airplane, or in a flight simulator, of the same type.
5.2.13 Pilot qualification to operate in either seat

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

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

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

5.2.14.1 All weather operations (AWO)
CAT II/III qualification requirements
To be qualified before conducting CAT II or III operations, flight crew members shall undertake
the appropriate training as follows:
• Flight crew members with no CAT II or CAT III experience must complete the full training
program.
• Flight crew members with CAT II or CAT III experience (Conversion) may require undertaking
the following:
◦ Abbreviated ground training; and
◦ Simulator training—At least successful completion of 8 approaches and/or landing;
or
◦ asFlight training—Where no type-specific simulator is available, at least successful
completion of 3 approaches including at least 1 go-around is required on the aircraft.
• Following the simulator or flight training, Route Introduction (R/I) or Line Flying Under
Supervision (LIFUS) must be flown simulated according to the listed number of landings
given below:
◦ For CAT II—When a manual landing is required, a minimum of 3 landing from autopilot
disconnect. For aircraft certified for an auto land, this requirement is disregarded.
◦ For CAT III—A minimum of 3 auto lands, except that only 1 auto land is required when
the Simulator training or Flight training above has been carried out.
Note: Simulated CAT II/III shall be carried out when actual weather report is at or above
CAT I minima.
Details are included in FTM.
5.2.14.2 ETOPS
The ETOPS course is a combination of academic knowledge and practical application. Details
are included in FTM. The content of the training is part of the granted operation approval.

FLIGHT CREW Page 9
5.2.14.3 TCAS
The TCAS course requires academic knowledge and is fully integrated in the type rating course.
Details are included in FTM.
5.2.14.4 FANS
The FANS course is an academic and knowledge related course. Details are included in FTM.
The content of the training is part of the granted operation approval.
5.2.15 ROUTE AND AERODROME QUALIFICATION

5.2.15.1 General
A pilot shall have adequate knowledge of the route and aerodrome to be flown before serving
as the P-i-C on such route and aerodrome.
Normally, Copilot is qualified by self-briefing using published material.
Route and aerodrome competence qualification shall be revalidated by operating on a route in
the group or to an aerodrome in the group within the period of validity, prescribed in Table below.
Change of aircraft type requires no re-qualification regarding Route and Aerodrome
Qualification.
Deviations from the following regulations may be approved by DP.
5.2.15.2 Qualification validity

The period of validity of the route and aerodrome qualification is 12 calendar months in addition
to the remainder of the month of qualification, or the month of the latest operation.
Operation on the route or to the aerodrome within the previous period of validity revalidates route
and aerodrome competence qualification.
If revalidated within the final 3 calendar months of validity of a previous qualification, the period
of validity is from the original expiration date plus 12 months.
5.2.15.3 Route qualification

In order to ensure that a pilot has adequate knowledge of a route to be flown, Flight Operations
will decide the training required for each individual route. The following conditions must be taken
into consideration:
• Terrain and minimum safe altitude,
• Seasonal meteorological conditions,
• Meteorological, communication and air traffic facilities, services and procedures,
• Search and rescue procedures, and
• Navigational facilities pertaining to the route on which the flight is to take place.
Route classification
The routes are classified into 2 different groups, “Less complex routes” and “More complex
routes”, based upon the level of facilities serviceability, procedures, weather conditions and area
of operations.
• Less complex routes
The criteria to be considered as “Less complex routes” are given hereunder:
◦ Standard navigational facilities and air traffic services,
◦ Standard communication and reporting procedures,
◦ No special terrain problem, and
◦ Normal en route weather conditions.
All routes, except those classified as “More complex routes”, are classified as “Less complex
routes”.

Page 10 FLIGHT CREW
• More complex routes

The criteria to be considered as “More complex routes” are as follow:
◦ Navigational facilities/equipment or procedures that require in-flight experience, and /or
◦ Communication or reporting procedures that require in-flight experience, and/or
◦ Terrain problems that require in-flight experience, and/or
◦ Meteorological conditions that require in-flight experience.
The following routes are classified as “More complex routes”:
◦ Thailand - U.S.A. (via Polar Routes) v.v.
◦ U.S.A. - Thailand (via North Atlantic)
◦ Thailand - European countries (via Iran & Afghanistan) v.v.
◦ Thailand - P.R. of China v.v.
◦ Japan - North Pacific - U.S.A. v.v.
Route qualification requirement

Depending on the complexity of the routes, the following methods of familiarization to attain
route qualification are as follow:
• Less complex routes
Self-briefing with routes documentation or by means of programmed instruction is
considered to be qualified for such route.
• More complex routes
To be qualified for flight operations on “More complex routes” stated in 5.2.5.3.1:Route
classification above, the P-i-C shall have his in-flight familiarization under supervision, or
have familiarized in an approved simulator using the database appropriate to the route
concerned.
5.2.15.4 Aerodrome qualification

In order to ensure that a pilot has adequate knowledge of an aerodrome to be flown, Flight
Operations will decide the training required for an individual aerodrome. The following conditions
must be taken into consideration:
• Influence of the terrain and obstructions on approach and departure procedures,
• Similarity of the instrument approach procedures and letdown aids to those with which the
pilot is familiar,
• Influence of marginal runway dimensions and aircraft performance limitations,
• Reliability of meteorological forecasts and probability of difficult meteorological conditions,
• Adequacy of available aerodrome information,
• Nature of air traffic control procedures and familiarity of the pilot with such procedures,
• Influence of route conditions including terrain, navigational aids and air/ground
communication facilities,
• Practicability of enabling the pilot to familiarize himself with unusual approach, departure,
or en route feature by the use of ground instruction, synthetic training aids or adequate self-
study material.
Aerodrome Classification
See OM-A 8.1.2.4.6–Flight Preparation; Aerodrome Categories.
Aerodrome qualification requirements

The aerodrome familiarization requirements for the P-i-C to attain aerodrome qualification of
each aerodrome group are as follows:
• Group A
No requirement.

FLIGHT CREW Page 11
• Group B and Group C

See OM-A 8.1.2.5.6–Flight Preparation; Use of Aerodrome Group B and C.
Note: The requirements for special airport qualification will not be applied if ceiling for
such airport is at least 1,000 ft above the lowest MEA or MOCA, or initial approach
altitude prescribed for the instrument approach procedure, and the visibility is at
least 3 miles.
5.2.15.5 Administrative procedures

Qualification records shall be maintained for all applicable pilots indicating their current
qualifications on routes and aerodromes.
5.2.16 CREW RESOURCE MANAGEMENT (CRM)

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

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

5.2.17.1 General
All Flight crew shall complete emergency training and test as arranged by Aviation Personnel
Development Dept. (DX) according to the rules laid down below.
5.2.17.2 Type of Training

• Initial emergency training which is performed on initial employment.

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• Transition emergency training which is performed during conversion (transition) to a new

aircraft type.
• Periodic Emergency Training which is performed as follows:
◦ For flight crew, once a year.
5.2.17.3 Tests and Qualification Requirements

Flight crew will be given a test included in the Periodic Emergency Training.
The required standard for passing the written test is shown in the table below:
Examination result in % Action required

90% or more None
70-90% A new test with a grading of min 90% shall be passed
within the next fourteen days.
If at least 90% is not attained on this new test, no line duty
shall take place until a specially arranged test has been
passed with a grading of min 90%.
Below 70% No line duty shall take place until a specially arranged test
has been passed with a grading of min 90%.
Failure to attain 70% grading shall be reported to the Director of BX and BA for further action.
5.2.17.4 Syllabi and Training Aids

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

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

This training program is be in accordance with the Technical Instructions (ICAO doc 9284) and
has been approved by the Authority.
Recurrent training must take place within an interval of 2 years.
See OM-A 5.2.20.1.13–FLIGHT CREW; Periodic Ground Training (PGT).

FLIGHT CREW Page 13
5.2.19 SECURITY TRAINING

The crewmembers must be trained to take appropriate action to prevent acts of unlawful
interference and to minimize the consequences of such events, should they occur. The training
program is be compatible with the National Aviation Security program and specified in FTM.
Note: Individual crew member knowledge and competence should be based on the relevant
elements described in ICAO doc 9811, “Manual of the implementation of the Security
provisions of annex 6”.
5.2.20 Recurrent Training—Recurrent Checking

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

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

The PPC consists of:
• Oral examination:
The questions for oral examination are random from questionnaire, which shall include
questions regarding emergency equipment and the procedures on the aircraft type
concerned as well as general Company procedures laid down in OM-A, RM or other flight
manuals.
The examination shall cover at least 10% of the questions in the questionnaire, 75% of
which shall be correctly answered, in order to pass with an approved result. A pilot who fails

Page 14 FLIGHT CREW
this examination will not proceed with the flight simulator training of the PPC nor will he be
scheduled on line flight until after a successful re-examination.
• Flight Simulator Training:
The training covers operation under normal, abnormal and emergency conditions with an
emphasis on crew’s cooperation.
The training is divided into different programs so called OPC I, OPC II and LOFT (Line Oriented
Flight Training).
In exceptional cases, e.g. due to simulator breakdown or simulator status below required
operational standard, the simulator training may be substituted by training in the aircraft.
A pilot’s failure to pass the PPC will restrict him to perform line flight duty until having passed
the new PPC.
Should a pilot also fail this PPC, his case will be referred to OS with a recommendation as to
whether additional training would be justified.
The period of validity of a PPC shall be 6 calendar months in addition to the remainder of the
month of issue. If issued within the final 3 calendar months of validity of a previous PPC, the
period of validity shall extend from the date of issue until 6 calendar months from the expiry date
of that previous PPC.
Note: The first period of validity may be selected to start from, or any month prior to, license
check by DCA, i.e. the last training event before first revenue flight.
Additional simulator flying may be utilized, when applicable, as an added measure to improve
piloting skills or for training of specific procedures.
All PPC reports shall be kept in file at the Flight Deck Crew Training Dept. (BX) for 5 years.
5.2.20.3 Line Checks

See OM-A 2.1.2.1–SUPERVISION OF THE OPERATION; Line Check.
5.2.21 Refresher policy in case of flight interruption

See OM-A 2.1.6.2.4–SUPERVISION OF THE OPERATION; Absence from Aircraft Type.
Details of the programs are included in FTM.

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CABIN CREW Page 1
5.3 CABIN CREW

5.3.1 General policy
Employment and categorization of cabin crew will be governed by the number of cabin crew
members required in the various categories according to the planned traffic programs.
Records of all emergency training and checking—initial, conversion and recurrent—shall be kept
on file and made available, on request, to the cabin crew concerned, and the authority.
5.3.2 Terminology
Aircraft type
Aircraft with a separate airworthiness type certificate.
Aircraft variant
Aircraft of different configurations within the aircraft type which are considered, from cabin safety
point of view, to be different type if they are not similar in all the following aspects:
• Emergency exit operation,
• Location and type of emergency equipment, and
• Emergency procedures.
Base release
After the completion of flight training according to Flight Operations requirement as stated in
Training Summary Chart, the cabin crew will be released for flight duty.
Cabin crew categories

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

Supernumerary N CA in addition to normal crew
a)

Page 2 CABIN CREW
Flight training Duty designator Definition

Qualification/ re-qualification X CA in addition to normal crew
b)
CA-1 qualification S CA in addition to minimum crew

b)
a) See PSM 9.
b) See OM-A 4.1.3.1.2–METHOD FOR DETERMINING CREW COMPOSITION; Required Minimum
Number of Cabin Crew.
New entrant
A cabin crew member who has performed flight duties in THAI during probation period of at
least six months.
5.3.3 New entrant

5.3.3.1 Initial employment
New entrant cabin crew members shall be qualified according to THAI Personnel Regulations
and meet the following minimum requirements:
• Be at least the minimum age of 20,
• Have passed an initial medical examination acceptable to the authority and be found
medically fit to carry out cabin crew’s duties,
• Be able to read and communicate in English,
• Have passed the selection board review according to the requirements stated by THAI.
5.3.3.2 Training requirement

Initial course
Each of new entrant cabin crew must successfully complete an initial course, organized by BQ.
The initial training must be completed before undertaking conversion training.
Conversion training
Conversion training must be completed before conducting as crew member.
Flight duty training

Before perform flight duties training, each new entrant cabin crew shall:
• Successfully complete initial conversion training.
• Participate in a visit to the aircraft type to be operated.
• The numbers of training flights are as follows:
Duty designator Long-haul Short-haul

N Minimum 2 sectors
a)
Minimum 4 sectors
a)
a) Depends on initial employment contract.
Base release
After completion of the familiarization and training flights, according to THAI Flight Operations
requirement, the new entrant cabin crew member shall be checked and, upon satisfactory,
released for flight duty.
5.3.3.3 Duty allotment and regulations

• Duty allotment
After base release, the new entrant is qualified only for one aircraft type and designated as
CA-T.
• Crew composition
◦ In any crew composition with new entrant, there shall be at least one AP or senior cabin
crew (CA-1) on each flight.

CABIN CREW Page 3
◦ On each flight, the maximum number of CA-T, not more than half of cabin crew required
for the aircraft type in question is allowed, provided that at least two of more than three
CA-T on such flight must have conducted in-flight services at least 10 flights.
Note: During the probation period, the new entrant cabin crew member shall be monitored
by personnel approved by THAI. The final report shall clearly state whether the new
entrant is recommended for a permanent employment.
5.3.4 Cabin crew

Whenever the new entrant is recommended to be a permanent employee, his/her qualification
designator will be changed to CA-Y.
5.3.4.1 Training regulations

• A cabin crew member (CA-Y) may commence training on another two aircraft types. The
duration of at least 3 months is required before each aircraft conversion.
• A 3-year period after the first base release, CA-Y may be designated as CA-R, -E or -F which
is qualified as CA-1 and suitable for 3 aircraft types plus 1 similar type.
• The training flight for each cabin crew member shall be documented and form part of training
records signed by CA-1.
5.3.4.2 Conversion training

Conversion training must be completed before performing duties on another aircraft type,
provided that:
• At least 3 months of active duty have passed since completing the conversion training of
the previous type (except the conversion course provided for CA who are absent from flight
duty),
• 30 days after conversion training on additional type, the duty should be mostly performed
on the additional type,
• No more than 2 types of aircraft on mixed duty with the same flight duty period.
5.3.4.3 Difference training

Difference training must be completed before performing duties on a variant of aircraft type,
which has different equipment, different location, or safety procedures from the currently
operated aircraft types or variants.
5.3.4.4 Emergency training

Conversion and difference training shall include the practical use of all emergency and survival
equipment and emergency procedures applicable to the type of aircraft, and shall involve
practice on either a representative training device or on the actual aircraft.
5.3.4.5 Qualification requirement

In order to be qualified as one of the minimum crew, the following regulations and procedures
shall be adhered to:
• Each cabin crew member must have at least 2 familiarization flights within 90 days after the
respective training on a specific aircraft type.
• The familiarization flight shall be conducted under supervision of a CA-1 who must be AP
or IM or CSV.
• The cabin crew members shall, before the flight, study the CAP manual in order to rehearse
procedures and location of the emergency equipment.
• The cabin crew shall immediately, after check-in, report to AP or IM or CSV for emergency
appraisal.
• The CA-1 shall inform the P-i-C that familiarization is taking place.
• The CA-1 shall, with the cabin crew member, go through the relevant CA Preflight Checklists.
• After the familiarization flight, the CA-1 must perform a debriefing to the CA concerned.
The numbers of training flight are as follows:

Page 4 CABIN CREW

X 2 sectors 2 sectors
5.3.4.6 Base release

Upon satisfactory completion of the training, checks and familiarization flight(s), according to
Flight Operations requirement, the cabin crew member will be released for flight duty.
5.3.5 Senior cabin crew (CA-1)

5.3.5.1 Training regulations
• Following the completion of the initial senior cabin crew member course, the senior cabin crew
trainee must undertake flight training prior to conducting as CA-1.
• When performing flight training, the following requirements must be met:
◦ The senior cabin crew trainee must be seated adjacent to the CA-1,
◦ The CA-1 may delegate his duty to the senior cabin crew trainee provided that:
▪ The entire crew is fully aware that the duties of the CA-1 have been delegated to the
senior cabin crew trainee
▪ The entire crew is fully aware that CA-1 always has the final responsibility to the P-i-C
or his delegation.
• The flight training shall be documented and form part of the training records for the senior
cabin crew members,
• At least 2 sectors, with the duty designator “S“, shall be performed under the supervision of
AP, IM or CSV.

S 2 sectors 2 sectors
5.3.5.2 Base release

Upon satisfactory completion of training, checking and flight training according to THAI Flight
Operations requirement, the crew member will be released for flight duty.
5.3.6 Operation on more-than-three aircraft types

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

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

Type and duration of absence which need requalification are as follows:
Type of absence Duration Required training

Absence from flight duty More than 35 days Refresher course 1
More than 180 days Refresher course 2

CABIN CREW Page 5
Type of absence Duration Required training

More than 12 months Conversion course plus
Periodic course
Away from aircraft type More than 180 days Refresher course 3
Note: Exemption from requalification requirements may be granted by THAI Flight Operations
(DP) taking into consideration the individual crew members’ background.

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TRAINING, CHECKING AND SUPERVISORY Page 1
OM-A
PERSONNEL Rev 1 (23 MAY 11)
5.4 TRAINING, CHECKING AND SUPERVISORY

PERSONNEL
Details of personnel training are provided in FTM (Flight Training Manual).

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OTHER OPERATION PERSONNEL Page 1
5.5 OTHER OPERATION PERSONNEL

All personnel assigned to, or directly involved in Operations shall:
• Be properly instructed,
• Have demonstrated their abilities in their particular duties, and
• Be aware of their responsibilities and the relationship of such duties to the operation as a
whole.
Details of training for other operations personnel are provided in FTM (Flight Training Manual).

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Responsibility for Training Page 1
5.6 Responsibility for Training

5.6.1 TRAINING AT FLIGHT DECK CREW TRAINING (BX)
All flight training which is organized and supervised by Flight Deck Crew Training Dept. (BX) is
given by a flight Instructor on the aircraft type concerned in accordance with the syllabus for the
type of training in question (ref Flight Training Manual–FTM).
Flight Deck Crew Training Dept. (BX) establishes suitable training equipment and purchases or
manufactures such equipment in sufficient number of the needs.
Flight Deck Crew Training Dept. (BX) is responsible for maintenance and possible modification
of available training equipment.
5.6.2 TYPES OF TRAINING

Types of training Responsible Syllabus Training
for training for training arranged by
FLIGHT CREW:
Pilot Proficiency Checks (PPC) BX BX BX
Periodical Emergency Training/Technical Brush- BT/BG BT BT
Up
All theoretical training including initial BT BT BT
Emergency Training of flight personnel except
above
Operational Procedure Training (OPT) BX BX BX
Preparatory subjects BX BX BX
Simulator Training BX BX BX
Flight Training incl Route Introduction BX BX BX
Line Flying under Supervision OS OS OS
CABIN CREW:
Periodical Emergency Training BT BT BT
Operational Training QB QB QB

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CREW HEALTH PRECAUTIONS 6.TOC
6 CREW HEALTH PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

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

6.TOC CREW HEALTH PRECAUTIONS
6.3.11 TERRAIN SLOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

6.3.12 RUNWAY SLOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
6.3.13 FLIGHT IN RAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
6.3.14 WHITE-OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
6.3.15 DESCENT INTO SHALLOW FOG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
6.3.16 FASCINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
6.3.17 SUMMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

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CREW HEALTH PRECAUTIONS 6.1
GENERAL CREW HEALTH REQUIREMENTS Page 1
6 CREW HEALTH PRECAUTIONS

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

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

6.1 CREW HEALTH PRECAUTIONS
Page 2 GENERAL CREW HEALTH REQUIREMENTS
The P-i-C has an overall responsibility for ensuring that all of the crew is fit for duty, even if
a report of sickness is not received. Where any doubt exists, the P-i-C must ensure that the
individual concerned is seen by a doctor and that the report from that doctor is forwarded to the
main base, if possible on the flight concerned and, failing this, at the earliest opportunity.
In the case of the P-i-C being incapacitated, the normal devolution of command to the First
Officer applies (See OM-A 4.3.1–FLIGHT CREW INCAPACITATION).
Procedures to be followed in case of crewmember incapacitation are detailed in section 8.3.14.
After sick-leave report

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

Insurance I.D. cards held by all crewmembers are used when any emergency arises such as
severe injuries and unforeseen illness where the crew have to be admitted into a hospital and
are unable to contact station manager. The crew may call:
Mercury Assistance and Claims Limited
• Head Office, UK
◦ +44 1273 680453
• North America
◦ +1 800 988 0638 (toll free)
◦ +1 804 673 1451 (charged)
For any inquiries, contact OJ office.
6.1.1.3 International regulations

The P-i-C must report all cases of illness on board an airplane (excluding cases of airsickness
and accidents) on landing at an airport. The details are to be given in the appropriate part of
the Aircraft General Declaration (Flight Information, Personal Information, Contact Information).
Cases of ill passengers disembarked during the flight must also be reported on arrival.
6.1.1.4 Quarantine regulations

When a passenger on board shows symptoms which might indicate the presence of a major
disease (if they have a fever (temperature 38 deg C/100 deg F or greater) associated with certain
signs or symptoms, e.g. appearing obviously unwell, persistent coughing, impaired breathing,
persistent vomiting, etc.),the P-i-C of an arriving flight must ensure that the airport medical
or health authority have been informed giving all available information of such person (flight
information, personal information, contact information).
It is the responsibility of the airport medical or health authority to decide whether isolation of the
airplane, crew and passengers is necessary. On arrival of the airplane, nobody shall be permitted
to board the airplane or disembark or attempt to off load cargo or catering until such time as
authorized by the airport medical or health authority.
Each station, in conjunction with the airport medical or health authorities will devise a plan that
would provide, when necessary, for:
• The transport of suspected cases of infectious diseases by selected ambulances to a
designated hospital.
• The transfer of passengers and crew to a designated lounge or waiting area where they can
be isolated from other passengers until cleared by the airport medical or health authorities.
• The decontamination of the airplane, passenger baggage, cargo and mail and any isolation
lounges used by passengers or crew suspected of having infectious diseases.

6.1.2 Alcohol and other intoxicating liquor

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

Crewmembers should not undertake flying duties while under the influence of any drug that may
adversely affect performance.
Pilots should know that many commonly used drugs have side effects liable to impair judgement
and interfere with performance.
Ideally crewmembers should not fly on duty whilst taking any medication. When in doubt pilots
should contact the medical department to establish whether medication being taken precludes
flight duties or not.
The following are some of the types of medication in common use which may impair reactions.
There are many others and when in doubt a pilot should consult the medical department.
• Hypnotic (Sleeping tablets)
Use of hypnotics must be discouraged. They may dull the senses, cause confusion and slow
reactions.
On rare occasions, the use of sleeping pills may be considered necessary. However, only mild
and short-acting pills are authorized, if prescribed by the Company’s doctor for such use. No
sleeping pills shall be taken within 9 hours before flight duty.
Note: There are several other medicines that are not compatible with flight duty. To confirm
the possibility of side effects, aviation medical expert advice may be needed.
• Antihistamines
Antihistamine pills should not be taken within 24 hours before flight duty due to possible side
effects.
All antihistamines can produce side effects such as sedation, fatigue and dryness of the
mouth. Quite commonly they are included in medication for treatment of the common cold,
hay fever and allergic rashes or reactions. Some nasal sprays and drops may also contain
antihistamines.
Antihistamine preparations are included in various medicines such as pills against air and sea
sickness, pills for allergic deceases and also in medicine against common colds. However,

mild antihistamines, such as brompheniramine or dexchlorpheniramine, may be prescribed

by aviation medical expert for use during flight service.
6.1.5 Immunization
Medical advice is to be sought concerning the period to be observed before returning to flying
duties following an immunization. Crewmembers are responsible for the validity of their individual
vaccination certificates. All data concerning the period of validity of a vaccination are given
in the respective document. Crewmembers shall present their vaccination certificates to the
appropriate authorities when required to do so.
6.1.6 Deep diving

A crew member shall not perform duties on an airplane following deep sea diving except when
a reasonable time period has elapsed.
Flying in pressurized airplane after deep diving can result in the bends (decompression
sickness). A crewmember should not practice deep diving to a depth exceeding 10 meters within
24 hours before a flight assignment.
6.1.7 Blood donation /transfusion

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

Cases of acute food poisoning in the air continue to occur sporadically and surveys of
incapacitation of flight crew in flight show that of these cases, gastro-intestinal disorders pose
by far the commonest threat to flight safety. No other illness can put a whole crew out of action
so suddenly and so severely, thereby immediately and severely endangering a flight, as food
poisoning.
Any food, which has been kept in relatively high ambient temperatures for several hours after
preparation, should be regarded with extreme suspicion. This applies particularly to the cream
or pastry, which is commonly part of a set airplane meal. The re-heating process usually used in
airplane for the main course of a meal rarely destroys food poisoning organisms and the toxins
they produce. These toxins are tasteless and cause no unpleasant odours.
Since the most acute forms of food poisoning frequently come on suddenly 1-6 hours after
contaminated food is eaten, common sense rules should be observed as far as practicable in
respect of meals taken within 6 hours of a flight.
For any crewmember, before and during flight it is essential to avoid eating easily perishable
foods as well as foods and drinks served cold. This is most important with milk and cream
products, mayonnaise, sauces, salads, meat pies, other meat products and every kind of
seafood salads.
In order to eliminate, as far as possible, the risk of food poisoning, the captain and first officer
should not partake of the same dishes before or during a flight.
• Symptoms and treatment of poisoning
If there is a symptom of food poisoning, take carbonized tablets, drink tea (without sugar) and
mineral water to compensate for dehydration caused by vomiting and diarrhoea. If symptoms
are severe and continue for more than 1-2 days, or in case of high fever, contact doctor as
soon as possible.
• Crew meals during flight service
As a Company’s policy for the safety of flight, different hot meals for captain and copilot shall
be loaded on every flight that requires crew meal.
• Meal standard

All caterers authorized by THAI are requested to observe the standard outlined in the WHO
Guide regarding Hygiene and Sanitation in Aviation, which are considered to be the basic
minimum requirements.
• Meal consumption
Flight crew shall have regular crew meals during flight service. The period between two meals
must not exceed 6 hours. At least one hot meal shall be served during a service of 12 hours.
Only under exceptional circumstances may the P-i-C decides to deviate from this rule. Flight
service should never begin on an empty stomach.
Two flight crew members occupying the pilot seats shall not have their meals simultaneously.
Light snacks and coffee, etc. can, at the P-i-C’s discretion, be taken at the same time.
Different hot meals shall be served to the captain and copilot during flight duty. Preference
should be given to a simple meals which do not require complicated preparation.
6.1.9 Sleep and rest

Although the controls on flight and duty periods are intended to ensure that adequate
opportunities are provided for crewmembers to obtain rest and sleep, individuals should ensure
that proper advantage is taken of such opportunities.
6.1.10 Surgical operations

Aero-medical advice should be sought prior to returning to flying duties following any surgical
operation.
6.1.11 Vision correction

All flight crewmembers who are required by the licensing authorities to wear corrective lenses in
order to satisfy visual requirements laid down for the granting of licenses, are required to carry
a spare pair of spectacles with them on all occasions whilst operating their license.
Spectacles, either corrective or anti-glare, when worn by flight crew during flight should be of a
type of frame that allows maximum peripheral vision. The examination for the prescription of a
spectacle correction should ideally be carried out by an examiner with some understanding of
the problems of vision in aviation.
Due to the fact that reduced eyes accommodation, “presbyopia”, might cause difficulties from
about 40 years of age in reading charts and instructions, especially under dimmed light
conditions.
The appropriate correction glasses might be necessary for the safe operations of the pilots.
For selection of adequate correction glasses, the Institute of Aviation Medicine can give
information regarding suitable ophthalmologists.
In case corrective glasses are a medical requirement for the license, flight crew must wear the
prescribed glasses while on flight duty and have to carry a spare set on board.
• Near vision correction
Where the only correction necessary is for reading, pilots should never use full lens spectacles
while flying - because the pilot's task requires frequent changes from near to distant vision
and the latter is blurred by reading glasses. Half moon spectacles or lower segment lenses
with a neutral upper segment should be used in these circumstances.
• Near and distant vision correction
Where correction for both near and distant vision is required, bifocal lenses are essential and
pilots should discuss with their medical examiner the shape and size most suitable for each
segment. Where triple correction is necessary for reading, the instrument panel range and
distant vision, then specialist advice is required.
Eye protection
• Sunglasses
Sunglasses reduce the vision drastically. Therefore, they should only be used when necessary
for longer periods due to dazzling of clouds and sun. For such protection, sunglasses with
maximum peripheral vision are recommended. These must not be polarized as they may
cause blurred and reduced vision when used in airplane with laminated windshields

• Lighting in flight deck

When flying in the dark, the lighting in flight deck should normally be dimmed. Especially before
and during takeoff, approach and landing, the use of bright white light should be reduced so
as to favor the eyes’ adaptation to darkness.
6.1.12 Humidity
The relative humidity of cabin air is much lower in flight than that to which we are accustomed.
Coffee and especially black coffee, being a diuretic (kidney stimulant) can exacerbate the effects
of reduced humidity. Symptoms resulting from low humidity are dryness of the nose, mouth and
throat and general tiredness.
6.1.13 Diurnal rhythm

It is a well-established fact that our bodies have a diurnal cycle or rhythm. This means that our
chemical, psychological and physiological activity are high during our normal waking hours, and
are low during our normal sleeping hours. They reach the lowest point at about 4 a.m. When we
fly across time zones, that is either east-west or west-east, we may interrupt our diurnal cycle.
However, there is no proof that this is harmful to our health.
To minimise the tiring effects of interruption to our day-night biological cycle we should:
• when away from home adhere as much as possible to the home time for sleeping, eating
and bowel function
• take adequate rest before flight
• eat light snacks at three or four hourly intervals to increase alertness.
6.1.14 Fatigue
A crewmember shall not commence a flight duty or continue a flight duty after an intermediate
landing if he is aware that he is too fatigued or will be too fatigued before next landing.
The basic responsibility in fatigue management rests with the individual crewmember who should
report for duty in a reasonably rested state and in an emotionally fit state to perform his expected
duty. This includes attention to such factors as sleep, personal fitness and health, life-style and
activities prior to flight. Due allowance for any adverse effects of these factors should be taken
into account to ensure that fatigue which would significantly affect operating performance is not
encountered during flight duties.
6.1.15 Pregnancy
Any crewmember who becomes pregnant must immediately, upon becoming aware of such
pregnancy, inform OS.
Certification of "unfitness to fly" shall be in writing from the attending physician and shall indicate
the expected date of delivery.
Upon receipt of such a notice, the crewmember will be removed from flying duties.
6.1.16 Ear Protection

Flight crews are recommended to use suitable hearing protection during airplane walk-around
inspection on noisy apron.
6.1.17 High Ozone Concentration

6.1.17.1 GENERAL
Ozone (O3) is unstable gas with a characteristic odor which is produced by ultraviolet radiation
from the sun combining atomic oxygen (O) and ordinary oxygen (O2)
The amount of ozone in the troposphere is very small but above the troposphere, the amount
of ozone increases rapidly and a maximum is normally found at altitudes between 50,000 and
100,000 ft. The total amount of ozone in the stratosphere and its distribution with altitude varies
from year to year, with latitude, season of the year, and weather conditions.

The maximum concentration of ozone at normal cruising altitudes can be expected during
February to April at high latitudes, i.e. in the polar regions. This is because the tropopause is
lower and the upper atmospheric wind transport higher concentration of ozone to lower altitudes
within the stratosphere at this time of the year, especially, the area to the North of strong jet
stream winds has great potential for high concentrations of ozone.
6.1.17.2 SYMPTOMS OF OZONE EXPOSURE

Exposure to high ozone concentrations can bring about shortness of breath, coughing,
headache, fatigue reduced night vision and chest pains. The degree of irritation generally
increases with the increasing level of ozone concentrations, exposure time and physical activity.
6.1.17.3 REMEDY ACTIONS

Normally, the cabin crew will be the first to feel discomfort from ozone concentrations in cabin,
This is related to the higher physical activity and the higher respiration rate of cabin crew.
If after evaluating the conditions, the possibility to ozone irritation is suspected, the following
actions may be taken if feasible to reduce the cabin zone concentration:
• Reduce the air condition flow to reduce the amount of ozone in the cabin,
• Use all available re-circulation fans, The destruction rate of ozone is increased by the
increased mechanical ventilation,
• Use high stage engine bleed if possible. By heating the air to a higher temperature, the
destruction rate of ozone is increased,
• Descent to lower flight level should be considered. The amount of descent required is
variable. Descending below the tropopause will be preferable but is in most cases not
practical,
• Advise cabin crew to minimize physical activity during the exposure period and the breath
through a warm moist towel to relieve the ozone symptom,
• If flight crew has been exposed to ozone irritation, use 100% oxygen prior to descent to
guard against any decrease in performance from the ozone exposure.

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COSMIC RADIATION Page 1
6.2 COSMIC RADIATION

An operator shall take account of the in-flight exposure to cosmic radiation of all crewmembers
while on duty (including positioning) and shall take the following measures for those crew liable
to be subject to exposure of more than 1 millisievert (mSv) per year.
1. Assess their exposure.
2. Take into account the assessed exposure when organizing working schedules with a view
to reduce the doses of highly exposed crewmembers.
3. Inform the crewmembers concerned of the health risks their work involves.
4. Ensure that the working schedules for female crewmembers, once they have notified the
operator that they are pregnant, keep the equivalent dose to the foetus as low as can
reasonably be achieved and in any case ensure that the dose does not exceed 1 mSv for
the remainder of the pregnancy;
5. Ensure that individual records are kept for those crewmembers who are liable to high
exposure. These exposures are to be notified to the individual on an annual basis, and also
upon leaving the operator.
6.2.1 Assessment of cosmic radiation

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

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

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Pilot Illusions, Disorientation and Misjudgments Page 1
6.3 Pilot Illusions, Disorientation and Misjudgments

6.3.1 GENERAL
A pilot should realize that illusions are quite natural phenomena in flight operation and that
they have their origins in psychological and physiological mechanism. If a pilot does not
understand the reason why an illusion occurs, the emotional disturbances which are the result
of disorientation can be more of a contributing factor to an accident than the disorientation itself.
Knowledge of illusory sensations will be of great help to the pilot because his responses will then
be determined more by the meaning he attaches to the stimuli than by the stimuli themselves. It
is on the basis of personal perception that a pilot makes his decision and selects his responses.
6.3.2 PERCEPTION
The outside world's signals are carried to the brain via nerve connections of the sense organs,
where they give origin to conscious experience. This process is called perception.
What we perceive is not always an exact copy of the outer world. The interpretation process
involves the possibility of misinterpretation. Certain aspects are excluded, some are added and
others distorted.
What we perceive is the result of the information conveyed via the sense organs (stimuli
information) and partly of an existing disposition to understand in a certain way (assumptive
hypothesis).
The stimuli situation is said to be great when the information conveyed by the senses is explicit
and complete. It is said to be small when the information is unclear, ambiguous and incomplete.
The strength of the assumption hypothesis depends on how often the relation in question is
observed (i.e., how often the hypothesis is confirmed) and how strong the need and/or the frame
of reference is, that supports the hypothesis.
The stronger the assumptive hypothesis is, the more likely it is that the individual will be
influenced by it and the greater the risk that he misinterprets a situation, should the hypothesis
be false.
6.3.3 PERCEPTUAL CONSTANCIES

The world around us, as we perceive it, more or less stable. We experience things around us
as fixed, even if we or they move around. The two-dimensional picture of the eye is transformed
into a three-dimension world where a round table keeps its roundness, no matter from where
we look at it, and where the white snow is white irrespective of the lighting effect, provided we
know that it is snow. An object of a given size forms in the eye's retina a picture that is gradually
changed as the object recedes or approaches. Despite this, we perceive the object as constant
in size. This is due to our ability to put the size of an object in relation to its distance. Size is
judged as a function of distance.
However, our ability to judge distance depends on our knowledge of the things around us. In a
flat field, i.e., in a field or on a surface without objects—desert, water or a dark area, etc.—the
determination of distance to and size of an object is very difficult.
Pilots, therefore, have difficulty in determining height when landing at the airport located as
above. In such a case, they should use other cues for his judgment.
However, a great part of a pilot's judgment is based on experiences and the assumption that
runways in general are of approximately the same size. On the basis of probability, the pilot
makes up in his mind a model runway with which every new runway is compared.
Unfortunately, the runway sizes are not standardized; they vary in width, slope and length and
are, therefore, bounded to create factors causing illusions.
There are cases where our constant keeping of objects is disturbed despite the fact that the
surroundings are well structured. When we estimate the size of an object from above we tend to
overestimate the distance. People seen from a high tower seem very small. Investigations have
shown that we overestimate height by some 25%.
Judging from the low height at which the thresholds, according to measurements are passed,
there is a reason to believe that pilots, despite their experiences, have the same tendency.

Page 2 Pilot Illusions, Disorientation and Misjudgments
Misjudgments of height also seem to occur when the terrain forms a trench, etc., immediately
before the threshold. The feeling of being too high on the last part of the final approach will
induce the pilot to erroneously reduce height.
6.3.4 THE PERCEPTION OF SPACE AND THE FRAME OF

REFERENCE OF THE PILOT
Our perception of space is based on experience and assumes that our sense organs work
unanimously and adequately. However, great divergencies do occur as in the case with illusions,
hallucinations, etc.
The perception of space requires a fixed frame of reference. If no flight instruments were
available, the pilot would be in a floating frame of reference, his position being referred to the
coordinate system of the aircraft which, not necessarily, will be in congruence with the world
around.
In bad weather without a visual horizon and a sufficient number of other visual cues, the pilot who
looks out to establish ground contact will not be able to determine whether he is in a bank or not.
If the pilot assumes that he flies wing level when he actually is in a bank, he will, without knowing
it, increase the bank angle when making a correction in the direction of the bank.
If thus, one assumption is incorrect; the risk of a faulty decision is great and the consequences
will be serious if the altitude is low and the time factor is short.
Another example of an ambiguous situation likely to create an illusion is the case when the pilot,
during an approach, tries to follow one single row of approach lights.
As the relation between height and lateral displacement is a function of angle of perspective, the
angle between the light row and the line of horizon, these parameters will be mixed up when the
conditions are such that the angle of perspective cannot be adequately determined. A change
in height may be interpreted as a change in displacement and v.v.
It is obvious that our eyesight plays an important part in forming our world of imagination. Aided
by our sight, we place ourselves in a frame of reference consisting of a firm ground plane with
horizontal and vertical lines. If the conditions to form our frame of reference should change, we
become uncertain and disorientated; we may, in fact, become indisposed.
6.3.5 OPTICAL ILLUSIONS

As previously stated the word "perceive" includes both eyes and brain. The picture transmitted
by the eyes to the brain is often distorted and we perceive things that do not agree with the real
conditions. Such divergencies between the perception as requested by the brain and what the
eyes really see are called optical illusions. Many of them are constructed, i.e., we are aware of
the strength of the illusion; despite this, our judgment is subjective.
From a pilot's point of view, the auto-kinetic illusion is of interest. A bright spot being looked
at in a dark room appears to move around. This is caused by the absence of a firm frame of
a reference and may be observed when flying along a coastline where a light beacon will be
difficult to focus on.
6.3.6 VISUAL DEPTH PERCEPTION

Our brain can solve the depth problem if the object or the distance to it or both are known. By
only using the eyes, this task would be more or less impossible. The pilot can, for instance, much
more easily judge the distance to another aircraft in the air when he has identified it. In this case
the cue is his familiarity with the object.
Another relevant cue to the pilot is the linear perspective. In darkness the eye will reproduce a
lighted runway as two lines converging towards the horizon. The pilot perceives, however, depth
and two parallel lines. If the runway is the one that he uses daily, he can solve the problem of
judging the distance. If, on the other hand, the runway is unfamiliar to him, he is open to illusions
and misjudgments. Should it be wider than what he is used to, it will appear shorter and closer
than it actually is.
6.3.7 AERIAL PERSPECTIVE

In conjunction with size and linear perspective, we automatically assess object distance by clarity
of detail. Brighter lights and sharp terrain contours appear closer, whereas dimmer lights and

Pilot Illusions, Disorientation and Misjudgments Page 3
vague contours seem farther away. The clear desert air, for instance, is a good transmitter of
light. A lighted runway, therefore, appears closer than it actually is. An aggravating factor will be
the absence of approach lights on a dark desert surface, giving no cues to aircraft height. This
condition requires extreme caution and a frequent checking of flight instruments.
6.3.8 MONOCULAR OR MOTION PARALLAX

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

When assessing distance to an object, we often forget the surfaces around us and the surfaces
forming the objects. When looked at more closely, these surfaces often consist of textures
becoming denser with the increasing distance. The texture density gradient faacilitates our depth
perception. The runway light density increases the further away the lights are, and enables the
pilot to judge distance. If the runway has a slope, the judgment of distance will be faulty. An
upslope will induce the pilot to make a flat approach, resulting in inadequate terrain clearance.
6.3.10 INTERACTION OF CUES

Every moment, several factors are fed into our mechanism of perception. The result will not
necessarily be the sum of the total effect. If the information received is inadequate, the individual
will fill up the rest with assumptions. In the pilot's world of assumption, the ground surface is an
endless floor and the sky an endless ceiling. In reality, these two meet at the horizon line but,
in spite of this, judgments are often based on faulty assumptions. The closer another aircraft is,
the higher its altitude appears to be in relation to ours, whereas an aircraft far away seems to be
at the same altitude. On final the pilot often searches too low to find the "number one to land",
i.e. he looks at this side of the threshold instead of between the threshold and the horizon.
At night or during the day when the horizon is obscured, the pilot will make his judgments out of
his own attitude. In areas with dense traffic, for instance in the traffic circuit, the risk of collision
with other aircraft is great under such circumstances.
6.3.11 TERRAIN SLOPE

The slope of the terrain at the approach end of a runway can affect a pilot's perspective. If the
terrain slopes upward to the runway threshold, the pilot may perceive that his glide slope is
steeper than it actually is.
The opposite may occur when there is a long, pronounced downslope to the threshold. In this
case the closeness of the terrain throughout the final approach may give the pilot a feeling of
a low, flat approach. Unless the pilot is aware of this illusion, he might unconsciously raise the
nose of the aircraft to increase height.
6.3.12 RUNWAY SLOPE

Quite a few runways have some degrees of slope from one end to the other. This slope angle
will produce various illusions to the pilot. Normally, when a pilot makes an approach, he flies
close to a three-degree profile with a given rate of descent. He is, in other words, used to seeing
a 177° relation between himself and the runway.
If the runway slopes upward from the touchdown end, it is very easy to attempt to follow the
same approach path in relation to how it looks on final with a level runway. The pilot tries to
maintain the 177° relation visually and the result will be a flat approach. This problem is more
acute at night when lights or other cues are not available to warn the pilot that the aircraft is
dangerously low. The flat approach path induced by the illusion created by a sloped runway has
caused the aircraft to hit the ground as far as a mile or more from the threshold.

Page 4 Pilot Illusions, Disorientation and Misjudgments
6.3.13 FLIGHT IN RAIN

In addition to the poor visibility when flying in rain, there is a refraction error in vision which
causes the eyes to indicate a false horizon below the true one.
The reduced windshield transparency and the deflection of the light waves due to water patterns
will, to the pilot, cause objects to appear lower than they actually are. This error can be as high
as five degrees, which at a distance of one mile is 200 ft. This danger is the greatest on an
approach after becoming contact below clouds. It is, therefore, vitally important to crosscheck
the altimeter in such conditions.
6.3.14 WHITE-OUT
White-out may occur under special atmospheric conditions when contrast is non-existent so that
objects will disappear in a seemingly homogenous field. Without horizon, lights and shades, the
pilot will find no reference points and a landing will become difficult.
6.3.15 DESCENT INTO SHALLOW FOG

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

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DUTY REGULATIONS FOR CREW MEMBERS 7.TOC
7 DUTY REGULATIONS FOR CREW MEMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

7.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
7.2 Responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
7.2.1 THAI Responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
7.2.2 Crew Responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
7.3 Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
7.4 Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
7.4.1 Block Times . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
7.4.2 Flight Duty Periods (FDP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
7.5 Extension of the Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
7.5.1 FDP Extension for Flight Deck Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
7.5.2 FDP Extension for Cabin Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
7.6 Rest . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
7.6.1 Minimum Rest . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
7.6.2 Reduced Rest . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
7.7 Standby . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
7.8 Unforeseen Circumstances in Actual Flight Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

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DUTY REGULATIONS FOR CREW MEMBERS 7.1
General Page 1
7 DUTY REGULATIONS FOR CREW MEMBERS

7.1 General
• The Duty Regulations for Crew Members shall be applied with regard to duty periods and rest
for all Flight Crew and Cabin Crew and are valid for all duties assigned to a crew member by
THAI in compliance with Authority.
• Nothing in these regulations shall be interpreted as forcing a P-i-C to operate a flight when
he deems it unsafe due to crew’s fatigue.
• Apart from flying for THAI, any crew member is not allowed to fly privately for financial gain,
or commercially for a third party without the approval of Executive Vice President, Operations
(DO). It shall be considered in the calculation of duty or flight duty period limitations and rest
periods as THAI.
• The preparation of duty rosters shall be according to 15.1 and 15.2 which are under THAI's
Duty Regulations for Crew Members and be applied during planning phase.
• Sections 15.1 and 15.2 shall not violate any restriction stated in the Duty Regulations for Crew
Members of Thai Authority. Thai Authority's approval is not required for Appendices but any
alteration to the planning requirement shall be informed to the Authority within 30 days after
being issued.

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Responsibility Page 1
7.2 Responsibility
7.2.1 THAI Responsibility
Crew General Administration Department (OA) is liable for exercising control of the duty periods
and rest schemes of all crew members.
Duty rosters are prepared, published and distributed to all crew members sufficiently in advance
to provide the opportunity for crew members to plan adequate rest and thus to be regarded as
“Notification“ to crew members.
All flights are planned as to be completed within the allowable flight duty period, taking into
account the time necessary for all pre-flight duties, all subsequent flights, and all post flight
duties. THAI will publish duty rosters for its crew members according to one of the following two
possibilities:
• Every crew member will be given a duty roster covering one calendar month. The duty roster
normally will be published no later than 25th date of the previous month.
• The duty roster will be published for every crew member at least 5 days before becoming
active, for instance according to TPI changing.
The duty roster shall be managed as such balance workload of office time prior to a flight for
management crew member.
AirCrews® System is the electronic system for the management and control of THAI rostering
and Crew controlling, the system provides for a schedule generation of back-up record files.
Crew General Administration Department (OA) is responsible for maintaining fully updated and
sufficiently detailed crew members’ records of block times, start-durationend of each duty or
flight duty periods, rest periods and local days free of all duties.
These records shall be kept in the system for at least 15 calendar months and be ready for
retrieval by crew members, when so desired.
7.2.2 Crew Responsibility

A crew member shall not operate an airplane, if he/she knows that he/she is suffering from or is
likely to suffer from fatigue to the extent that the flight may be endangered.
Crew members should make optimum use of the opportunities and facilities for rest provided,
and plan and use their rest periods properly.
Crew members shall check and record his/her own block times, start-duration-end of each duty
or flight duty periods, rest periods and local days free of all duties. All records shall be kept
and easily accessible by crew members. Any discrepancies shall be informed to Crew General
Administration Department (OA) promptly for data correction.

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Terminology Page 1
7.3 Terminology
Accountable block time
The accountable block time for each flight crew member of an augmented flight crew shall be
as follows:
• 80% of the block time, when augmented by 1 flight crew member.
• 75% of the block time, when augmented by 2 flight crew members.
• 70% of the block time, when augmented by 3 flight crew members.
The accountable block time for each cabin crew member shall be as follows:
• 80% of the block time for a flight sector with more than 8 hour block time.
Note: The accountable block time for each crew member in 7.4 Limitations shall be used
for record keeping by OA with regard to the limitation of the block time only. For other
functions in THAI, 100% of the block time is accountable.
Actual flight operation

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

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

A flight crew, which comprises more than the minimum number required for the operation of the
airplane and in which each crew member can leave his/her post and be replaced by another
appropriately qualified flight crew member.
Authority
The Department of Civil Aviation (DCA), Thailand.
Block time
The time between an airplane first moving from its parking place for the purpose of taking off until
it comes to rest on the designated parking position and all engines or propellers are stopped.
Generally flight time means the time from airplane air born to touchdown.
Check-in time
The time, at which a crew member is required by THAI to report for any duty.
Check-out time
The time, at which the crew goes off duty.
Day
A 24-hour period commencing at 0000 local time at home base or place of stationing.

7.3 DUTY REGULATIONS FOR CREW MEMBERS
Page 2 Terminology
Deadhead (DH)
Traveling as a non-operating crew member immediately prior to or following an operating duty
such that the deadheading forms part of the total duty period.
Duty
Any task that a crew member is required to carry out associated with the Company’s business.
The following are considered as duties:
• For flight duties:
◦ Normal flights (including training in flight, checks in flight, supervision in flight, evaluation
flights);
◦ Special flights (including supplementary flights, chartered flights, ferry flights, escape/
evacuation flights, delivery flight);
◦ Airplane training flights (school flights) for flight crew (including check flights of DCA);
◦ Test flights;
◦ Full flight simulator.
• For ground duties:
◦ All kinds of ground training/courses;
◦ Fixed bases simulator training or cabin mock-up;
◦ Periodic emergency or technical training or brush-up;
◦ Other functional task in associate with responsible role but not in relationship with flight
shall not be considered as ground duty;
◦ Meeting required and scheduled by THAI associated with flight.
• Standby.
• Deadhead.
• Positioning.
Duty period (DP)

A period, which starts when a crew member is required by THAI to report for a duty (at check-
in) and ends when he/she is free from all duties (at check-out).
The accountable duty period for the following duties shall be counted as stated below:
• Flight duties: As check-in time and check-out time.
• Ground duties: From the laid-down starting time or check-in time to the ending time of such
ground duties.
• Standby: As 7.7 standby, of which period OA shall specify the starting and ending times.
• Deadhead (DH):
◦ Deadheading prior to an operating sector
From relevant check-in time of the deadheading flight to the final actual on block time
thereof, or the start (1 hour before STD) of the succeeding flight duty period, if this
occurs last (see Figure below). An FDP for Deadhead prior to operating duty shall start
at 1 hour before scheduled or last notified departure time of the deadheading flight.
DH prior to an operating duty

Terminology Page 3
◦ Deadheading following an operating sector

From 30 minutes after the final actual on-block time of the preceding flight duty period
or the STD of the succeeding deadheading flight, if this occurs first, to the final actual
on block time of the deadheading flight (see Figures below).
DH following an operating duty
(Transit stop more than 30 minutes)
DH following an operating duty
(Transit stop 30 minutes or less)

◦ Positioning
From 1 hour before STD of the positioning flight to the final actual on-block time of such
flight.
Escape/evacuation flights
The flight in an emergency situation which in the judgment of the P-i-C to escape or evacuate
from any situation or crisis that may taking the serious risk to the health or safety of crew
members and passengers or endangers the lives of others and Company's properties.
Flight duty period (FDP)

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

7.3 DUTY REGULATIONS FOR CREW MEMBERS
Page 4 Terminology
Local night
An 8-hour period falls between 22:00 hours and 08:00 hours local time.
Notification time
The period of time starting from the moment crew member on standby is notified to perform a
duty until the report time of that duty.
Operating crew member

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

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

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

Terminology Page 5
Time difference (TD)

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

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

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

The period between 02:00 and 05:59 local time for a crew member who is time zone adapted and
during which performance is degraded as physiological, psychological and behavioral functions
are at a low status.

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Limitations Page 1
7.4 Limitations
7.4.1 Block Times
The cumulative accountable block times of the flights on which an individual crew member is
assigned as an operating crew member shall not exceed:
• 110 accountable block hours in any 28 consecutive days;
• 34 accountable block hours in any 7 consecutive days.
Flight deck crew shall not exceed:
• 1,000 accountable block hours in any 12 consecutive months spread as evenly as
practicable throughout the year.
7.4.2 Flight Duty Periods (FDP)

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

Local time The allowable flight duty period
of FDP start Sectors
1 2 3 4 5 6 7 8>
05:00–06:59 13 12:15 11:45 11:15 10:45 9:45 9 9
07:00–13:59 13:30 13:15 12:30 11:45 11:15 10:45 9:30 9
14:00–20:59 13 12:15 11:30 10:45 10 9:15 9 9
21:00–04:59 11 10:15 9:30 9 9 9 9 9
Note: If the planned FDP for a two crew aircraft includes a scheduled sector length in excess
of 9 hours (8 hours if the sector extends through or ends within the period 0200-0559
hours at the local time where the FDP commenced) shall be augmented by 1 pilot.

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Extension of the Limitations Page 1
7.5 Extension of the Limitations

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

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

Hours of rest for each Max hours of FDP’s after extension
cabin crew member With adequate rest facility With suitable rest facility
00:00–01:59 no extension no extension
02:00–02:59 Up to 14:00 Up to 16:00
03:00–03:59 Up to 16:00 Up to 18:00
04:00 up Up to 18:00 Up to 20:00

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Rest Page 1
7.6 Rest
7.6.1 Minimum Rest
The minimum rest, which must be provided before undertaking a FDP, shall be at least as long
as the preceding FDP as prescribed in Table below.
Minimum rest period

Flight duty period Minimum rest period
Not exceeding 8 hours 8 hours
Exceeding 8 but not exceeding 10 hours 10 hours
(not exceeding 23 hours in case unforeseen)
Note: If the planned FDP for a two crew aircraft includes a scheduled sector length in excess
of 9 hours (8 hours if the sector extends through or ends within the period 0200-0559
hours at the local time where the FDP commenced), the minimum rest period shall be
at least 18 hours.
7.6.2 Reduced Rest

Flight Operations will have to demonstrate to the authority, using operational experience and
taking into account other relevant factors, such as current scientific knowledge, that its request
for reduced rest arrangements produces an equivalent level of safety.

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Standby Page 1
7.7 Standby
The standby limits 12 hours in each 24 hours.
The accumulative continuous waiting time shall be maximum 72 hours with at least 24 hours
rest period before undertaking a FDP.
Suitable accommodation shall be provided, if a crew member is required to be on airport standby.

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Unforeseen Circumstances in Actual Flight Page 1
OM-A
Operations Rev 1 (23 MAY 11)
7.8 Unforeseen Circumstances in Actual Flight

Operations
• During the actual flight operation, the limits on flight duty, duty and rest periods prescribed
in these regulations may be modified in the event of unforeseen circumstances. Any such
modifications must be acceptable to the P-i-C after consultation with affected crew members
and must, in all circumstances, comply with the following:
◦ The allowable FDP may not be increased by more than 3 hours. The extension shall
be calculated according to what actually happens, not on what was planned to happen.
Except for escape/evacuation flight, the maximum allowable FDP may be disregarded by
the authority of P-i-C.
◦ If on the final sector within a FDP unforeseen circumstances occur after take-off, which
will result in exceedance of the limit, the flight may continue to the planned destination
or alternate; and
◦ The rest period may be reduced but never below the minimum rest prescribed in Table
in 7.6.
• In case of special circumstances, which could lead to severe fatigue, and after consultation
with the crew members affected, the P-i-C shall reduce the actual flight duty time and/or
increase the rest time in order to eliminate any detrimental effect on flight safety.
• The P-i-C shall submit a report to the Director, Pilot Administration Department (OS),
whenever a FDP is increased.
• A copy of the report mentioned above shall be sent to the Thai authority no later than 14 days
after the event.
• The P-i-C shall submit a report to the State Authority which the emergency situation occurred
without delay and submit the report to Thai’s Authority no later than 10 days after the event
according to the Regulations of the Civil Aviation Board Number 86 (CAB Regulations No.86)
item 2.1.6
• OS shall separately retain all P-i-C‘s discretion reports of extended FDP, at least 6 months
after the event.
• OA will take action to change a schedule or duty roster at the latest where the actual operation
exceeds the maximum FDP on more than 33% of the flights in that traffic program.

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OPERATING PROCEDURES 8.TOC
8 OPERATING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.1 Flight Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.1.1 Minimum Flight Altitudes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.1.1.1 Minimum VFR Altitudes Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.1.1.2 Minimum IFR Altitude Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.1.1.3 Minimum Flight Altitude Corrections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.1.2 Criteria for Determining the Usability of Aerodromes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.1.2.1 Usability of Airport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.1.2.2 Planning Minima . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
8.1.2.3 Selection of Airport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
8.1.2.4 Aerodrome Categories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
8.1.2.5 Use of Aerodrome Group B and C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
8.1.3 Methods for the Determination of Aerodrome Operating Minima . . . . . . . . . . . . . . . . . . . . . . . . 7
8.1.3.1 Concept of Minima . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
8.1.3.2 Aerodrome Operating Minima . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
8.1.3.3 Take-off Operating Minima . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
8.1.3.4 Aeroplane Categories – All Weather Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
8.1.3.5 Approach Operating Minima . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
8.1.4 VFR En-Route Operating Minima . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
8.1.5 Presentation and Application of Aerodrome and En-route Operating Minima . . . . . . . . . . . . . 18
8.1.6 Meteorological Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
8.1.6.1 Meteorological Information for Pre-flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
8.1.6.2 Meteorological Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
8.1.6.3 Operational Practices for Interpretation of Meteorological Information . . . . . . . . . . . . . . . . . 18
8.1.7 Determination of The Quantities of Fuel and Oil Carried . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
8.1.7.1 Fuel Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
8.1.7.2 Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
8.1.7.3 Fuel and Oil Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
8.1.8 Mass and Center of Gravity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
8.1.8.1 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
8.1.8.2 Methods, Procedures and Responsibilities for Preparation and Acceptance of
Mass and Center of Gravity Calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
8.1.8.3 Policy for Determining Crew Masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
8.1.8.4 Method for Determining Passengers, Baggage and Cargo Mass . . . . . . . . . . . . . . . . . . . . . 29
8.1.8.5 Standard Passenger and Baggage Masses for Various Types of Operations . . . . . . . . . . . 29
8.1.8.6 General Instruction for Load and Trim Sheet Verification . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
8.1.8.7 Last Minute Change Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
8.1.8.8 Specific Gravity of Fuel and Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
8.1.8.9 Seating Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
8.1.9 ATS Flight Plan (FPL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
8.1.9.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

8.TOC OPERATING PROCEDURES
8.1.9.2 Company Designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

8.1.9.3 Type of Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
8.1.9.4 Pilot and ATC Agreement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
8.1.9.5 ATC Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
8.1.10 Operational Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
8.1.10.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
8.1.10.2 Company Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
8.1.10.3 Computer Flight Plan–TAFS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
8.1.11 Aircraft Log Handling Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
8.1.11.1 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
8.1.11.2 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
8.1.11.3 Reference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
8.1.11.4 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
8.1.11.5 Responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
8.1.11.6 Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
8.1.12 List of Documents, Forms and Additional Information to be Carried . . . . . . . . . . . . . . . . . . . . . 38
8.1.12.1 Aircraft Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
8.1.12.2 Folder/File . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
8.1.12.3 Documents in the Cabin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
8.1.12.4 Maintenance Manuals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
8.1.12.5 Filing of Written/Filled Forms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
8.1.12.6 Crew Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
8.2 Ground Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.2.1 Fuelling Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.2.1.1 Safety Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.2.1.2 P-i-C Duties Concerning Refuelling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.2.1.3 Refuelling and Defuelling when Passengers are Embarking, On Board or
Disembarking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.2.1.4 Precautions with Mixed Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
8.2.1.5 Refuelling with One Engine Running . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
8.2.2 Aircraft, Passengers and Cargo Handling Procedures Related to Safety . . . . . . . . . . . . . . . . . . 5
8.2.2.1 Minimum Number of Cabin Crew on Board during Ground Operations . . . . . . . . . . . . . . . . . 5
8.2.2.2 Embarking, Disembarking Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
8.2.2.3 Seats Allocation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
8.2.2.4 Exit Row Seating Assignments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
8.2.2.5 Multiple Occupancy of Aircraft Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
8.2.2.6 Sick/Disabled/Incapacitated Passengers (Persons with Reduced Mobility—PRM) . . . . . . . . 6
8.2.2.7 Transport of Inadmissible Passengers, Deportees or Persons in Custody . . . . . . . . . . . . . . . 7
8.2.2.8 Access of Special Aircraft Areas during Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
8.2.2.9 Hand Baggage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
8.2.2.10 Loading and Securing the Items in the Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

8.2.2.11 Special Loads and Classification of Load Compartments . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

8.2.2.12 Positioning of Ground Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
8.2.2.13 Operation of Aircraft Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
8.2.2.14 Safety on the Ramp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
8.2.2.15 Start-up, Ramp Departure and Arrival Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
8.2.3 Procedure for the Refusal of Embarkation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
8.2.3.1 Responsibilities of Persons other than the P-I-C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
8.2.4 De-icing and Anti-icing on Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
8.2.4.1 Glossary/Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
8.2.4.2 De-/Anti-Icing Awareness―The Basic Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
8.3 Flight Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.3.1 VFR/IFR Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.3.1.1 Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.3.1.2 Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
8.3.1.3 Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
8.3.1.4 Preparation for Descent and Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
8.3.1.5 Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
8.3.1.6 Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
8.3.1.7 Circling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
8.3.1.8 Go-around . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
8.3.1.9 Stabilized Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
8.3.1.10 Summary of Approach Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
8.3.1.11 Noise Abatement Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
8.3.1.12 Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
8.3.1.13 Before Takeoff and after Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
8.3.1.14 Simultaneous Close Parallel Approaches Using Precision Runway Monitoring
(PRM) Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
8.3.2 Navigation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
8.3.2.1 Routes and Areas of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
8.3.2.2 In-flight Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
8.3.2.3 Performance Based Navigation Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
8.3.2.4 Navigation: RNAV/RNP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
8.3.2.5 Vertical Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
8.3.2.6 Reduced Vertical Separation Minimum (RVSM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
8.3.2.7 CNS/ATM – FANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
8.3.3 Altimeter Setting Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
8.3.3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
8.3.3.2 Type of Altimeter Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
8.3.3.3 Setting Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
8.3.3.4 Temperature Correction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
8.3.3.5 Altimeter Discrepancies in Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

8.3.3.6 Metric Altimetry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

8.3.3.7 QFE Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
8.3.3.8 IFR Flight Level Tables—Semi Circular Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
8.3.4 Altitude Alerting System Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
8.3.5 Ground Proximity Warning System /Terrain Avoidance Warning System . . . . . . . . . . . . . . . . . 40
8.3.5.1 Flight Path and Configuration Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
8.3.5.2 GPWS Pull-up Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
8.3.6 Policy and Procedures for the Use of TCAS/ACAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
8.3.7 Policy and Procedures for the In-flight Fuel Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
8.3.7.1 Fuel Quantity Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
8.3.7.2 Fuel Freezing Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
8.3.8 Adverse And Potentially Hazardous Atmospheric Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . 45
8.3.8.1 Thunderstorms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
8.3.8.2 Icing Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
8.3.8.3 TURBULENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
8.3.8.4 Wind Shear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
8.3.8.5 Jetstream . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
8.3.8.6 Volcanic Ash Clouds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
8.3.8.7 Heavy Precipitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
8.3.8.8 Sandstorms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
8.3.8.9 Mountain Waves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
8.3.8.10 Significant Temperature Inversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
8.3.8.11 Operations on Slippery Surfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
8.3.9 Wake Turbulence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
8.3.9.1 Takeoff and Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
8.3.9.2 In Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
8.3.10 Crew Members at Their Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
8.3.10.1 Flight Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
8.3.10.2 Cabin Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
8.3.10.3 Controlled Rest on Flight Deck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
8.3.11 Use of Safety Belts for Crew and Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
8.3.12 Admission to Flight Deck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
8.3.12.1 Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
8.3.12.2 Officials on Official Duty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
8.3.12.3 Visit to and/or Travel in the Flight Deck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
8.3.12.4 Flight Deck Permit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
8.3.12.5 VIP Flight Deck Permit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
8.3.13 Use of Vacant Crew Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
8.3.14 Incapacitation of Crew Members . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
8.3.14.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
8.3.14.2 Detection of Incapacitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60

8.3.14.3 Actions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
8.3.14.4 Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
8.3.15 Cabin Safety Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
8.3.15.1 Cabin Preparation and Passengers Seating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
8.3.15.2 Smoking on Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
8.3.15.3 Portable Electronic Devices (PED) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
8.3.15.4 Medical Kits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
8.3.15.5 Procedures and Checklist System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
8.3.15.6 Use of Portable Oxygen Bottles on Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
8.3.16 Passengers Briefing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
8.3.16.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
8.3.16.2 Before Takeooff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
8.3.16.3 After Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
8.3.16.4 Before Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
8.3.16.5 After Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
8.3.16.6 Emergency Situations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
8.3.16.7 Public Address (PA) Announcements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
8.3.17 Replanning during Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
8.3.17.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
8.3.17.2 CONTINUATION PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
8.3.17.3 REPLANNING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
8.3.17.4 MINIMUM REMAINING FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
8.3.17.5 DIVERSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
8.4 All Weather Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.4.1 Concepts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.4.1.1 CAT II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.4.1.2 CAT III . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.4.1.3 Decision Height (DH) and Alert Height (AH) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.4.1.4 Runway Visual Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
8.4.1.5 Minimum Approach Break-off Height (MABH) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
8.4.1.6 Operating Minima . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
8.4.1.7 Low Visibility Procedure (LVP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
8.4.2 Flight Crew Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
8.4.2.1 Flight Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
8.4.2.2 Approach Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
8.4.2.3 Approach Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
8.4.2.4 Failures and Associated Actions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
8.4.2.5 Effect of Failed or Downgraded Ground Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
8.4.3 ATC Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
8.4.4 Continuous Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
8.4.5 LOW VISIBILITY TAKE-OFF (LVTO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

8.4.5.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
8.4.5.2 LVTO With RVR Between 400 M and 150 M . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
8.4.5.3 LVTO With RVR Between 150 M and 125 M . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
8.4.5.4 LTVO With RVR Between 125 M and 75 M . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
8.4.6 Company Regulations for CAT II/III Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
8.4.6.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
8.4.6.2 Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
8.4.6.3 Use of Automatic Flight System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
8.4.6.4 Airborne and Ground Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
8.4.6.5 RVR Reporting Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
8.4.7 Constant Angle Non-Precision Approach (CANPA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
8.4.7.1 Decision Point (DP)/Visual Descent Point (VDP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
8.5 ETOPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.5.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.5.2 ETOPS approval . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.5.3 ETOPS procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.5.3.1 Configuration Maintenance and Procedure (CMP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.5.3.2 Type Design Approval (TDA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.5.4 ETOPS airplane configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.5.5 Communications means . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.5.6 Granted ETOPS area of operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.5.6.1 Maximum diversion time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.5.6.2 One-engine-inoperative cruise speed (diversion speed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.5.6.3 Adequate airport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.5.6.4 Maximum diversion distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
8.5.6.5 Area of operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
8.5.7 Release of the airplane for an ETOPS sector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
8.5.7.1 ETOPS approved engineer/mechanics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
8.5.7.2 Service check for ETOPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
8.5.7.3 The Minimum Equipment List (MEL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
8.5.7.4 Maintenance release for ETOPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
8.5.8 Re-grading to "NON-ETOPS" status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
8.5.9 ETOPS flight dispatch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
8.5.9.1 Suitable airport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
8.5.9.2 ETOPS dispatch weather minima . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
8.5.9.3 Period of suitability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
8.5.9.4 Communication and navigation facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
8.5.9.5 Equitime Point (ETP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
8.5.9.6 ETOPS segment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
8.5.9.7 ETOPS Entry Point (EEP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
8.5.9.8 ETOPS Exit Point (EXP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

8.5.9.9 Critical Point (CP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

8.5.9.10 Dispatch fuel requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
8.5.10 ETOPS flight documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
8.5.11 ETOPS in-flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
8.5.11.1 Pre-flight check list and in-flight procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
8.5.11.2 In-flight forecast monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
8.5.11.3 Fuel monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
8.5.11.4 Diversion speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
8.5.11.5 Engine Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
8.5.11.6 System Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
8.5.11.7 Rectification of airplane defects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
8.5.12 P-i-C/Crew responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
8.5.13 Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
8.6 USE OF THE MINIMUM EQUIPMENT LIST (MEL) AND CONFIGURATION
DEVIATION LIST (CDL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.7 NON-REVENUE FLIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.7.1 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.7.2 Training flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.7.3 Test flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.7.3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.7.3.2 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.7.3.3 Actions requiring a test flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.7.3.4 Flight test reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.7.3.5 Test crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.7.3.6 Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
8.7.3.7 Weather conditions for test flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
8.7.4 Delivery flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
8.7.5 Ferry flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
8.7.5.1 Standard Ferry Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
8.7.5.2 One-engine-out ferry for three- and four-engine airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
8.7.6 Demonstration flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
8.7.7 Positioning flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
8.7.8 Other special flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
8.7.9 Passengers on ferry, test and training flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
8.7.10 Carriage of persons on board all-cargo airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
8.8 OXYGEN REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.8.1 CONDITION UNDER WHICH OXYGEN MUST BE PROVIDED AND USED . . . . . . . . . . . . . . 1
8.8.1.1 CREW MEMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.8.1.2 PASSENGERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.8.2 REQUIREMENT FOR CREW AND PASSENGERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.8.2.1 First aid oxygen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

8.8.2.2 Supplemental oxygen for sustenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

8.8.2.3 Crew protective breathing equipment/using oxygen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
8.9 Electronic Flight Bag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.9.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.9.2 OPERATIONAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.10 Procedure in case of Engine Failure En Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.10.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.10.1.1 THE SAFETY ASPECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.10.1.2 ASPECTS ON SCHEDULE, PASSENGER COMFORT AND ECONOMY . . . . . . . . . . . . . . . 1
8.10.2 TWO-ENGINE AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.10.3 THREE- AND FOUR-ENGINE AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.10.3.1 DISCONTINUATION OF FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.10.3.2 CONTINUATION OF FLIGHT WITH ONE-ENGINE FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.11 Emergency Situations (Engine Malfunction, Fires, etc.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.11.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.11.2 TASK SHARING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.11.2.1 Guideline procedure for normal situation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.11.2.2 Guideline procedure for abnormal situation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.11.3 TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.11.3.1 MENTAL REVIEW AND BRIEFING BEFORE TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.11.3.2 STOP OR GO DECISION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.11.3.3 FLIGHT DECK PROCEDURES FOR TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
8.11.4 OTHER PHASES OF FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
8.11.4.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
8.11.4.2 CONTACT WITH CABIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
8.11.5 EXPLOSIVE DECOMPRESSION/EMERGENCY DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
8.11.6 FLIGHT DECK AND CABIN SMOKE OR FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
8.11.7 FUEL JETTISON/OVERWEIGHT LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
8.11.7.1 FUEL JETTISON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
8.11.7.2 OVERWEIGHT LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
8.11.8 EMERGENCY EVACUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
8.12 Operation of COM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.12.1 VHF-COM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.12.1.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.12.1.2 PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.12.2 HF COM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.13 Operation of NAV System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.13.1 VHF NAV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.13.1.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.13.1.2 TEST OF AIRBORNE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.13.1.3 USE OF VOR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

8.13.1.4 USE OF DME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

8.13.1.5 USE OF ILS SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.13.2 FLIGHT MANAGEMENT SYSTEM (FMS) AND AREA NAVIGATION SYSTEM
(RNAV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
8.13.3 RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
8.13.3.1 WEATHER AVOIDANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
8.13.3.2 NAVIGATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
8.13.4 ADF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
8.13.4.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
8.13.4.2 TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
8.13.4.3 EN ROUTE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
8.13.4.4 NDB APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
8.13.4.5 OTHER APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
8.13.5 MARKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
8.14 Operation of Datalink and SATVOICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.14.1 DATALINK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.14.1.1 Datalink Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.14.1.2 Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.14.2 SATVOICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.14.2.1 Satellite Voice Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.14.2.2 Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.15 Operation of Flight Guidance System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.15.1 USE OF AUTOPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.15.1.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.15.1.2 AUTOMATIC APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.15.1.3 SEMI-AUTOMATIC APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.15.2 USE OF FLIGHT DIRECTOR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.15.2.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.15.2.2 APPROACHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.15.2.3 MONITORING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.15.3 USE OF ALTITUDE PRESELECT/ALERT MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.15.3.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.15.3.2 ALTITUDE PRESELECT SETTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.15.4 USE OF AUTOTHROTTLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.16 Management of Automatic Flight Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.16.1 AUTOMATION PHILOSOPHY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.16.2 DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.16.3 USE OF AUTOMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.16.4 GUIDANCE FOR THE USE OF AUTOMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.16.5 CREW COORDINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.17 Communication and Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

8.17.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.17.2 ATC CLEARANCES, INSTRUCTIONS AND APPROVALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.17.3 ATS REPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.17.3.1 POSITION REPORTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.17.3.2 REPORTING OF OPERATIONAL AND METEOROLOGICAL INFORMATION . . . . . . . . . . . 1
8.17.3.3 AIRCRAFT OBSERVATIONS AND REPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.17.3.4 POTENTIAL HAZARD REPORTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.17.3.5 AIR TRAFFIC INCIDENT REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.17.3.6 REPORTS OF ELT TRANSMISSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.17.4 COMPANY REPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.17.4.1 PROGRESS REPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.17.4.2 SNAG REPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.17.4.3 OPERATION INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.17.4.4 OPERATION ADVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.17.5 AIRCRAFT DAMAGE ACCIDENT REPORTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.17.5.1 PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.17.5.2 REPORTING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.17.6 SUSPECTED COMMUNICABLE DISEASE REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
8.17.6.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
8.17.6.2 PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
8.17.6.3 REPORTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
8.18 Use of Checklist and Standard Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.18.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.18.2 USE OF NORMAL CHECKLIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.18.3 USE OF EMERGENCY/MALFUNCTION OR EMERGENCY/ABNORMAL
CHECKLIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.18.4 STANDARD CALLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.18.4.1 USE OF STANDARD CALLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.18.4.2 SPECIFIC STANDARD CALLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
8.19 Flight Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.19.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.19.2 RIGHT OF WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.19.3 LOOKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.19.4 SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.19.5 TEST AND TRAINING DURING LINE FLYING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.19.5.1 SIMULATION OF ABNORMAL OR EMERGENCY SITUATIONS . . . . . . . . . . . . . . . . . . . . . . 2
8.19.5.2 AIRCRAFT TRAINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.19.6 DEVIATION FROM FLIGHT PLAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.19.7 COMMUNICATION FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.19.8 USE OF AIRCRAFT EXTERNAL LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
8.19.9 PROTECTION OF PASSENGERS IN FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

8.19.9.1 EMERGENCY EXITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

8.19.9.2 DECELERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
8.19.9.3 CABIN PRESSURE RATE OF DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
8.19.9.4 CABIN VENTILATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
8.19.9.5 USE OF SEAT BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
8.19.9.6 SMOKING IN THE CABIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
8.20 Safeguarding of Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
8.20.1 STATIONS WITH COMPANY’S OR CONTRACTING HANDLING AGENTS . . . . . . . . . . . . . . . 1
8.20.2 STATIONS WITHOUT COMPANY’S OR CONTRACTING HANDLING AGENTS . . . . . . . . . . . 1

oOo
Reverse side blank
OPERATING PROCEDURES 8.1
Flight Preparation Page 1
8 OPERATING PROCEDURES
8.1 Flight Preparation
8.1.1 Minimum Flight Altitudes
All flights shall be planned and performed with adequate terrain clearance.
The methods used to determine the minimum altitudes, other than that have been established by
the responsible states/authorities (MSA, MEA, MOCA, etc.), which required for flight operations
shall be specified and approved by the state of the operator.
According to the requirements in paragraph above, the Company minimum altitudes required for
the routes flown, Minimum Grid Altitude (MGA) and Minimum Terrain Clearance Altitude (MTCA)
specified in the Route Manual, Legends And Tables (LAT) part and Navigation (NAV) part.
8.1.1.1 Minimum VFR Altitudes Requirements

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

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

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

8.1 OPERATING PROCEDURES
Page 2 Flight Preparation
Any diversion procedure established for a particular route should be described in the Route
Manual.
◦ Minimum terrain clearance in case of engine failure
The aircraft gross weight at all points along the route shall be such that the one engine
inoperative service ceiling is 1000 ft higher than the terrain.
If using drift-down procedure instead, the flight level at the Pre-Determined Point (PDP)
must be high enough to obtain a 2000 ft vertical clearance between the net drift-down flight
path and the terrain.
◦ Pressurization failure
For depressurization, it may be necessary to descend below the en-route minimum altitude
determined for normal operation in order to cope with passenger oxygen requirements (refer
to 8.8). At any time, the aircraft gross (actual) flight path must clear vertically all obstacles
by 2000 ft.
8.1.1.3 Minimum Flight Altitude Corrections

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

8.1.2.1 Usability of Airport
Before an aerodrome is utilized for operations, it shall have been approved by DO. As a general
policy, the operation will be permitted only to an aerodrome where the aircraft type concerned
can operate utilizing normal operating procedures.
The normal operating procedures shall not only be applied for the approach, landing and takeoff
phases but also cover all aspects of ground handling and operation.
Only in case of emergency that an aerodrome which has not been approved for the aircraft type
concerned shall be utilized at the P-i-C's discretion.
In approving an aerodrome for THAI operation, the following facilities shall be considered:
• Runway dimensions and Pavement Classification Number (PCN) with regard to
performance requirements, including taxiing and parking requirements;
• ATS facilities including the availability of visual and non-visual aids;
• SAR facilities and capabilities;
• Local conditions, such as weather, terrain, or political aspects which may affect operations;
• Ground service facilities for fueling, loading, cleaning and general handling using normal
operating procedures.
Under certain conditions, special flights or a series of flights to the aerodromes not fulfilling the
above requirements may be approved by DO.
Alternate, departure and destination airport considered to be used for operations must be
adequate for the type of aircraft and operation concerned.
In addition to be selected for conducting an operation they should be complying with given
weather minima at the time/period of the operation (See OM-A 8.1.3.7–Flight Preparation;
Methods for the Determination of Aerodrome Operating Minima).

Note: For ETOPS operation (See OM-A 8.5.1.1–ETOPS; Introduction), the term "suitable" is
used to define adequate airport complying with ETOPS flight dispatch weather minima
criteria.
Adequate Airport
An airport satisfy with the aircraft performance requirements and runway characteristics. At the
time of use, it will be available with ATC services, communication, NAV aids, lighting, emergency
services, weather reporting, at least one let-down aid (ground radar would qualify) to be used
for an instrument approach.
Authorization of Airport – Emergency Services

In general, THAI flights shall operate to the airport which Rescue and Fire Fighting Service is
compatible with the aircraft (Refer to ICAO Doc 9137-AN/898).
Aircraft type ICAO RFFS Category

A380 10
744 9
777 9
A340 9
A330 9
AB6 8
734 6
The derogation of RFFS categories may be applied when necessary but shall not below the
THAI RFFS categories requirements as follows:
THAI RFFS categories requirements

Aircraft Departure & Take-off Alternate ETOPS en- Emergency or
type Destination & Destination route Alternate Intermediate
Alternate & En-route Aerodrome
Alternate (3%CF)
A380 9 9 9 9
744 8 5 5 5
777 8 5 5 5
A340 8 5 5 5
A330 8 5 5 5
AB6 7 4 4 4
734 5 4 4 4
Note: 1. THAI RFFS categories requirements shall be approved by Thai DCA.

2. The airport which are applied by THAI RFFS categories requirements shall be
specified in operational flight plan (TAFS).
• Temporary downgrading of RFFS
In case of temporary downgrading of the RFFS category at an airport as announced by
NOTAM’s, THAI will continue to operate with scheduled aircraft type to such an aerodrome
as long as it has not been declared “Closed” by the airport authority and the level of RFFS
category is not less than the alternate requirement in 8.1.2.1.
In flight, a P-i-C may decide to land at an airport where the Airport RFFS Category lower
than specified above, if in his judgment and after due consideration of all the prevailing
circumstances, to do so would be safer than to divert.
Furthermore, the following items should be considered when necessary:
◦ Landing and over-flying permission has been obtained;
◦ The flight crew members have the required qualification, experience and documentation
including up-to-date approach and airport charts for each pilot;

◦ At the expected time of use, the airport is equipped with the necessary ramp handling
facilities: refuel, tow bar, step, cargo loading, ground power unit, air starter, catering water
services, toilet services;
◦ For international flight, police, custom and immigration services are available at the
expected time of use.
Note: 1. RFFS Category: Rescue and Fire Fighting Services Category as defined in
ICAO Annex 14.
2. Aeroplane RFFS Category: the category specified in ICAO Annex 14 Table 9-1
for a given aeroplane type.
3. Airport RFFS Category: The published RFFS Category for a given airport.
8.1.2.2 Planning Minima

Planning minima deals with forecast airport weather conditions (See OM-A 8.1.3.1.7–Flight
Preparation; Concept of Minima).
Planning Minima for Take-off Alternate Airport

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

The weather forecast for destination airport will be used to determine the number of alternate
required for flight planning.
During the period commencing one hour before and one hour after the ETA at destination, if the
weather condition indicates that it is at or above the planning minima given in Table below, only
one destination alternate is required.
Weather requirement for Destination using one alternate, and for takeoff alternate
airport.
Type of Approach Weather Requirements
Precision approach RVR/VIS as in approach chart
Non-precision or circling approach RVR/VIS and ceiling at or above the
respective minima in approach chart
Planning Minima for En-route and Destination Alternate Airport and Isolated
Destination Airport
The weather forecast, for airport to be planned as destination alternate, en route
Alternate or isolated destination airport shall be indicated that, during the period commencing
one hour before and one hour after the ETA at that aerodrome(s), it is at or above the applicable
planning minima given in Table below.
Planning minima for destination alternate, en-route alternate and isolated

destination airport.
Type of Approach Planning minima
CAT II or III
a) RVR/VIS as for CAT I
CAT I RVR/VIS and ceiling at or above the minima for non-precision
b)
Non-precision RVR/VIS and ceiling at or above the minima for non-precision plus
200 ft/1000 m
Circling Circling
a) The flight crew shall be qualified for CAT II or CAT III operations and the aircraft must be certified
for CAT II or CAT III. The selected airport shall fulfill CAT II or CAT III requirements at the time of
use.
b) Planning with LOC minima is applicable, subject to operative ILS system.

8.1.2.3 Selection of Airport

Destination Airport
• Intended destination
The intended destination is normally the scheduled destination. If the flight is planned to, and
a landing is intended at an airport other than the scheduled destination, coordination with
appropriate functions concerned and station manager is recommended.
• Secondary destination
A selected airport, which routed via the same Point of Replanning as the intended destination,
to be planned as destination for the flight in order to accommodate more payload than a direct
planning to the intended destination, or for fuel economy.
Take-off Alternate Airport

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

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

An aerodrome which offers a possible landing in case of en route irregularity that requires no-
delay landing.
Secondary Alternate
The alternate used for a secondary destination.
Isolated Destination Airport

The destination can be considered as an isolated destination airport if the fuel required (diversion
plus final) to the nearest adequate destination alternate airport is more than fuel to fly for two
hours at normal cruise consumption above the destination airport, including final reserve fuel.

8.1.2.4 Aerodrome Categories

Aerodromes in THAI route net (including alternates) will be classified in the following groups:
• Group A
An aerodrome which satisfies all of the following requirements:
◦ An approved instrument approach procedure;
◦ At least one runway with no performance limited procedure for take-off and/or landing;
◦ Published circling minima not higher than 1000 feet above aerodrome elevation; and
◦ Night operations capability.
All aerodromes applicable in THAI route net, except those stated in Group B & C, are
classified as “Group A”.
• Group B
An aerodrome which does not satisfy the Category A requirements or which requires extra
considerations such as:
◦ Non-standard approach aids and/or approach patterns; or
◦ Unusual local weather conditions; or
◦ Unusual characteristics or performance limitations; or
◦ Any other relevant considerations including obstructions, physical layout, lighting, etc.
The aerodromes with the above qualifications are classified as “Group B”.
• Group C
An aerodrome which requires additional considerations to a Category B aerodrome, such as:
◦ Being surrounded by mountainous terrain, which need special approach and missed
approach procedures;
◦ Influence of significant wind shear and turbulence in the approach areas.
8.1.2.5 Use of Aerodrome Group B and C

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

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

8.1.3 Methods for the Determination of Aerodrome Operating

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

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

8.1.3.3 Take-off Operating Minima

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

Type of Approach RVR/Visibility
a)
Nil (day only) 500 m

Runway edge lighting and/or centreline marking 250/300 m b) c)
Runway edge and centreline lighting 200/250 m
b)
Runway edge, centreline lighting and multiple 150/200 m

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

Classification of aeroplanes
For approach, aircraft are classified in categories: A, B, C, D, and E. The criteria taken into
consideration for the classification of aeroplanes by categories is the indicated airspeed at
threshold (VAT) in landing configuration at the maximum certified landing weight.
VAT = 1.3 VSO or VAT = 1.23 VS1G (fly-by-wire aircraft).

If both VSO and VS1G are available, the higher resulting VAT must be used.
Thai aircraft are categorized as follows:
CAT C 737, A300, A330
CAT D A340, 777, 747
CAT E A380
8.1.3.5 Approach Operating Minima

Commencement and Continuation of an Approach
See OM-A 8.3.1.6.9–Flight Procedures; Approach.
Non-precision Approaches
• Minimum descent height (MDH)
Non-precision approach procedures are based on the use of ILS without glide slope (LLZ
only), VOR, VOR/DME, NDB, NDB/DME, SRA (Surveillance Radar Approach), RNAV or GPS.
The MDH on a non-precision approach shall not be lower than the highest of:
◦ The Obstacle Clearance Height (OCH) for the category of aircraft;
◦ Any State minima if applicable.
• Visual reference
A pilot may not continue an approach below Minimum Descent Height (MDH) unless at least
one of the following visual references for the intended runway is distinctly visible to, and
identifiable by the pilot:
◦ Elements of the approach light system;
◦ The threshold, or its markings, lights or identification lights;
◦ The visual glide slope indicator(s);
◦ The touchdown zone, zone markings or zone lights;
◦ The runway edge lights; or
◦ Other visual references accepted by the authority.
• Operating minima
The minimum RVR for a non-precision approach depends on the MDH and on the approach
lighting and runway lighting/marking available as shown in Table below.
MDH (ft) Full Facilities Intermediate Basic Facilities Nil Approach

facilities light Facilities
RVR-Required (m)
C D C D C D C D
250 - 299 800 1200 1200 1400 1400 1600 1600 1800
300 - 449 1000 1400 1400 1600 1600 1800 1800 2000
450 - 649 1200 1600 1600 1800 1800 2000 2000 2000
650 and 1400 1800 1800 2000 2000 2000 2000 2000
above
Facilities - Required (lights must be on)
Approach HIALS/MIALS HIALS/MIALS HIALS/MIALS Nil Approach
light light
720 m or more 420 m - 719 m 419 m OR less Or
ALS any length
Threshold X X X X X X X X
a)
lights
Night Operations:
For night operation at least edge lights, threshold and runway end lights must be on.


Approach HIALS/MIALS HIALS/MIALS HIALS/MIALS Nil Approach
light light
720 m or more 420 m - 719 m 419 m OR less Or
ALS any length
Rwy edge X X X X X X X X
a)
lights
Rwy end X X X X X X X X
a)
lights
Rwy marking X X X X X X X X
Night Operations:
a) No lights at all for daytime operation.

Table below may not be used for calculating take-off minima or CAT II/III minima nor when
a reported RVR is available.
Note: If the RVR is reported as being above the maximum value assessed by the
aerodrome operator, e.g. “RVR more than 1500 metres”, it is not considered to be a
reported RVR in this context and the Conversion Table may be used.
Converting reported visibility to RVR

Lighting element in operation RVR=Reported Meteorological
visibility multiplied by
Day Night
Hl approach and runway lighting 1.5 2.0
Any type of lighting 1.0 1.5
installation other than above
No lighting 1.0 Not applicable
Precision Approach CAT I

• Category I
A Category I operation is a precision instrument approach and landing using ILS, GLS or PAR
with:
◦ A runway visual range (RVR) not less than 550 metres or VIS 800 m; and
◦ A decision height (DH) not lower than 200 feet.
The DH must not be lower than the highest of:
◦ The OCH for the category of aircraft;
◦ The minimum DH specified in the FCOM/AOM, if stated;
◦ The minimum height to which the precision approach aid can be used without the required
visual reference; and
◦ 200 feet.
• Visual references
No pilot may continue a precision approach CAT I below the DH unless at least one of the
following visual references for the intended runway is distinctly visible to, and identifiable by
the pilot:
◦ Elements of the approach lighting system;
◦ The threshold, or its markings, lights or identification lights;
◦ The visual glide slope indicator(s);
◦ The touchdown zone, zone markings or zone lights; or
◦ The runway edge lights.

The minimum RVR is governed by the DH and the approach lighting and runway lighting/
marking available as shown in Table below.
MDH (ft) Full Facilities Intermediate Basic Facilities Nil Approach

facilities light Facilities
RVR-Required (m)
200 550 700 800 1000
201 - 250 600 700 800 1000
251 - 300 650 800 900 1200
301 and above 800 900 1000 1200
Approach light HIALS/MIALS HIALS/MIALS HIALS/MIALS Nil Approach
light
720 m or more 420 m - 719 m 419 m OR
LESS Or ALS
any length
Threshold lights X X X X X X X X
a)
Rwy edge lights X X X X X X X X

a)
Rwy end lights X X X X X X X X

a)
Rwy marking X X X X X X X X
Night Operations:
a) No lights at all for daytime operation.
Precision Approach CAT II

• Category II
A category II operation is a precision instrument approach and landing using ILS or MLS with:
◦ A RVR of not less than 300 m; and
◦ A decision height below 200 ft and not lower than 100 ft.
The DH shall be not lower than:
◦ The minimum DH specified in the FCOM/AOM;
visual reference;
◦ The OCH/OCL for the category of the aircraft;
◦ The DH to which the flight crew is authorized to operate; and
◦ 100 ft.
Note: Crosswind component must not exceed 10 kt.
No pilot may continue a precision approach CAT II below the DH unless the following visual
references are attained and can be maintained.
The visual references must contain:
◦ A segment of at least 3 consecutive lights being:
▪ The centre light of the approach lights; or
▪ Touchdown zone lights; or
▪ Runway centre line lights; or
▪ Runway edge lights; or
▪ A combination of these; and
◦ A lateral element of the ground pattern, for example:
▪ An approach lighting crossbar; or

▪ The landing threshold; or

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

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

Corrected DH = 100 ft + 23 ft = 123 ft
Precision Approach CAT III

• Category III
A category III operation is a precision instrument approach and landing using ILS or MLS.
Category III is subdivided in category III A and in category III B as follows:
◦ Category III A approach is a precision instrument approach and landing with:
▪ A decision height lower than 100 ft (30 m); and
▪ A runway visual range not less than 200 m.
◦ Category III B approach is a precision instrument approach and landing with:
▪ A decision height lower than 50 ft (15 m) or no decision height; and
▪ A runway visual range less than 700 ft (200 m) but not less than 50 m.
Note: Where the decision height (DH) and runway visual range (RVR) do not fall within
the same Category, the RVR will determine in which Category the operation is to
be considered.
For operations in which a DH is used, the DH must not be lower than:
◦ The minimum decision height specified in the AFM;
visual reference;
◦ The decision height to which the flight crew is authorized to operate.
Operations with no DH may only be conducted if:
◦ Operation with no decision height is authorized in the AFM;
◦ Approach aid and airport facilities can support operations with no DH;
◦ The operator has an approval for CAT III operation with no DH.
Note: In case of a CAT III runway, it may ba assumed that operations with no decision height
can be supported unless specifically restricted as published in the AIP or NOTAM.
For CAT III A operations, and for CAT III B operations with fail-passive flight control systems,
a pilot may not continue an approach below DH unless a visual reference containing at least
3 consecutive lights being:
◦ The centreline of the approach lights, or
◦ The touchdown zone lights, or
◦ The runway centre line lights, or

◦ The runway edge lights, or

◦ A combination of these is attained and can be maintained.
For CAT III B operations with fail-operational flight control systems using a DH, a pilot may
not continue an approach below the DH unless a visual reference containing at least one
centreline light is attained and can be maintained.
For CAT III operations with no DH there is no requirement for visual contact with the runway
prior to touchdown.
The permitted RVR is dependent on the level of aeroplane equipment. A CAT III runway may
be assumed to support operations with no decision height unless specifically restricted as
published in the AIP or NOTAM
The required RVR/VIS charted in various approach charts are determined by using the
relationship between MDH and aircraft category with respect to approach lighting and runway
lighting facilities in conjunction with runway marking. Complete derivative can be found in
Route Manual, all values charted are minimum and in accordance with appropriate regulation.
Approach Decision Height (ft) Roll-out control/ RVR (m)

category guidance system
III A Less than 100 ft Not required 200 m
III B Less than 100 ft Fail-passive 150 m
III B Less than 50 ft Fail-passive 125 m
III B Less than 50 ft or no DH Fail-operational 75 m
◦ Minima
THAI aircraft 747-400, 777-200(ER)/-300(ER), A330-300 and A340-500/-600 have been
authorized to conduct CAT III A/III B operations by qualified flight crew to the following
minima:
Category III A operations DH 50 ft / RVR 200 m;
Category III A operations no DH / RVR 175 m;
Category III B operations DH 20 ft / RVR 100 m;
Category III B operations no DH / RVR 50 m.
Note: 1. Crosswind component must not exceed 10 kt.
2. In CAT III operations with DH, the condition required at DH is that there should
be visual references, which confirm that the aircraft is over the touchdown
zone. Go around is mandatory if the visual references do not confirm this. For
required visual references, See OM-A 8.4.1–All Weather Operations.
3. CAT III without DH
For this category of operation, the decision to continue does not depend on
visual references, even though a minimum RVR is specified. It is nevertheless
good airmanship to confirm aircraft position with available visual references.
However, the decision depends only on the operational status of the aircraft
and ground equipment. If a failure occurs prior to reaching the AH, a go-
around will be made. A go around must nevertheless be performed if the
autoland warning is triggered below AH.
◦ Required RVR
The TDZ and MID RVR values are mandatory. For FAA requirements, the TDZ, Mid and
Rollout RVR reporting systems are normally required. However, one of these may be
inoperative and the operations may be initiated and continued using the two remaining RVR
reporting systems. In CAT III operations, the entire approach down to the touchdown should
be flown automatically. For fail-operational Category III A, RVR is used to establish that the
visual reference will be adequate for the pilot to verify that the aircraft is in a position which
will permit a successful landing in the TDZ.
◦ Decision height

The decision height is measured by means of Radio Altimeter. In CAT III operations as in
other operations, the aircraft should be capable of executing a missed approach from any
height prior to touchdown. For CAT III fail-operational operations either a decision height or
an alert height may be used. If a decision height is used, any necessary visual reference
is specified.
◦ Alert height
Alert height is a height specified for operational use by pilots (200 ft or less ,according to
aircraft type, above the highest elevation in the touchdown zone):
▪ Above this height, if a failure occurred in one of the required redundant operational
systems in the aircraft or in the relevant ground equipment, a Category III approach
would be discontinued and a missed approach initiated;
▪ Below this height, the approach, flare, touchdown and, if applicable, roll-out may be
safely accomplished following any failure in the aircraft or associated Category III
system.
This height is based on characteristics of an aircraft and its particular fail-operational
airborne Category III system.
Visual Manoeuvring (Circling)

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

Aircraft category A B C D
MDH 400 ft 500 ft 600 ft 700 ft
Minimum meteorological 1500 m 1600 m 2400 m 3600 m
visibility
• Minima
The methods used to determine and establish the circling minima by each state are different,
depend on its location and preferred regulation. The determination methods are as follows:
◦ In conformity with FAA-OPS SPEC part C
When conducting an instrument approach procedure which requires a circling maneuver
to the runway of intended landing, the foreign air carrier shall not use a landing minima
lower than specified in the Table below:
Speed Category (MAX IAS) HAA (MDH) Visibility in Statute Miles

120 kt 450 ft 1
140 kt 450 ft 1½
165 kt 550 ft 2
◦ In conformity with JAR-OPS 1 subpart E

The lowest minima to be used for circling are the same as regulated by ICAO-AWO.
Visual approach
For a visual approach, a RVR of less than 800 m shall not be used.

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

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

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

Failed or Effect on landing minima
downgraded
equipment CAT III B no DH CAT III B CAT III A CAT II CAT I Non-precision
with DH
ILS standby Not allowed No effect
transmitter
Outer marker No effect if replaced by published equivalent position Not applicable

Failed or Effect on landing minima

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

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

Airspace class ABCDE
a) FG
Above 900 m (3000 ft) AMSL At and below 900 m (3000 ft)
or above 300 m (1000 ft) above AMSL or 300 m (1000 ft)
terrain, whichever is the higher above terrain, whichever is
the higher
Distance from 1500 m horizontally Clear of cloud and in sight of
cloud the surface
300 m (1000 ft) vertically
Flight visibility 8 km at and above 3050 m (10,000 ft) AMSL
b)
5 km
c)
5 km below 3050 m (10,000 ft) AMSL
a) VMC Minima for Class A airspace are included for guidance but do not imply acceptance of VFR
Flights in Class A airspace.
b) When the height of the transition altitude is lower than 3050 m (10,000 ft) AMSL, FL 100 should be
used in lieu of 10,000 ft.

c) CAT A and B aeroplanes may be operated in flight visibilities down to 3000 m, provided the
appropriate ATS authority permits use of a flight visibility less than 5 km, and the circumstances are
such, that the probability of encounters with other traffic is low, and the IAS is 140 kt or less.
8.1.5 Presentation and Application of Aerodrome and En-route

Operating Minima
Aerodrome and en-route operating minima shall be specified for each departure, destination
or alternate aerodrome authorized for the type(s) of aircraft and operations concerned. These
minima must take into account any increment to the specified values imposed by the state.
Furthermore, the operating minima are applicable if:
• The ground equipment shown on the respective chart required for the intended procedure
is operative;
• The aeroplane systems required for the type of approach are operative;
• The required aeroplane performance criteria are met;
• The crew is qualified accordingly.
The aerodrome operating minima for takeoff and Landing must be established as specified in
8.1.3 These minima must not be lower than the minima indicated on the chart. When these
established minima are higher than the minima written on the approach chart this must be
mentioned in the Aerodrome Manual (CCI) and a document must complete the set of charts
used on board the aircraft to specify these minima to the pilots.
In addition it must be specified that:
• The instrument departure and approach procedures established by the state in which the
aerodrome is located must be used;
• Notwithstanding the instrument departure and approach procedures above, a P-i-C may
accept an ATC clearance to deviate from a published departure or arrival route, provided
obstacle clearance criteria are observed and full account is taken of the operating conditions.
The final approach must be flown visually or in accordance with the established instrument
approach procedure;
• Different procedures to those required to be used in accordance with the instrument
departure and approach procedures above may only be implemented by an operator
provided they have been approved by the State in which the aerodrome is located, if
required, and accepted by the authority.
8.1.6 Meteorological Information

8.1.6.1 Meteorological Information for Pre-flight Planning
Meteorological information shall comprise at least:
• A significant weather chart corresponding to the flight;
• Upper temperatures/winds charts in accordance with the different FL used during the flight;
• Aerodrome reports (METAR) and aerodrome forecasts (TAF) for departure, destination,
destination alternate and en route alternate airports;
• SIGMET information corresponding to the flight.
8.1.6.2 Meteorological Information

The meteorological authority designated by each state shall provide or arrange for the provision
of meteorological services for international air navigation in accordance with the standards and
recommended practices of ICAO Annex 3.
8.1.6.3 Operational Practices for Interpretation of Meteorological

Information
Whenever changes in meteorological conditions are given in TAF/ Trend, the application of
forecasts following change indicators are specified in the Table below:

Application of Forecast Following Change Indicators in TAF/Trend

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

8.1.7.1 Fuel Policy
The fuel calculation before departure shall conform to the pre-flight planning procedures and
based on the latest meteorological information available.
The fuel consumption monitoring program for individual aircraft shall be followed up to ensure
that valid data determined by means of such a program is used for fuel calculation.
At the planning stage, not all factors which could have an influence on the fuel consumption to the
destination aerodrome can be foreseen. Therefore, contingency fuel is carried to compensate
for items such as:
• Deviations of an individual aircraft from the expected fuel consumption data;
• Deviations from forecast meteorological conditions; and
• Deviations from planned routings and/or cruising level/altitudes.
Whenever the P-i-C orders an extra fuel in excess of the minimum fuel required for the flight, the
economical aspect should be considered. However, the P-i-C, at his own discretion, may adjust
to a new minimum fuel in case of:
• ZFW being less than planned; or
• Selecting a closer alternate; or

• Applying 3% CF if en route alternate is available, instead of the planned 5%; or

• Selecting less trip fuel being calculated in TAFS for optional flight level.
In order to speed up ground handling, the station personnel may fuel the aircraft with standard,
economy or recommended tankage stated whenever the aircraft has to be fueled without the
P-i-C having been contacted. In such cases, the P-i-C may order the additional fuel should he
deem it necessary.
To assist an intermediate station in planning their load, the P-i-C shall, if practicable, forward
information to the station regarding fuel requirements for the next sector.
Standard Fuel Planning

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

Note: 1. The following maximum and minimum amount of CF are recommended to be

used for flight planning.
2. The minimum CF for the aircraft types given below are not less than the
amount of fuel to fly for 10 minutes at cruise consumption, maximum landing
weight and at ISA + 15 deg C:
747 1.6 t
A340 1.3 t
777-300ER 1.3 t
777 1.0 t
A330 0.9 t
A300 0.9 t
737 0.3 t
3. The maximum CF for the aircraft types are as follows:
747 5.0 t
A340 4.2 t
777-300ER 3.4 t
777 2.5 t
A330 2.5 t
A300 2.1 t
737 0.8 t
• Alternate fuel

The amount of fuel which shall include:

◦ Fuel for a missed approach from the applicable MDA/DH at the destination aerodrome
to missed apporach altitude, taking into account the complete missed approach
procedure; and
◦ Fuel for climb from missed approach altitude to cruising level/altitude, taking into
account the expected departure routing; and
◦ Fuel for cruise from top of climb to top of descent, taking into account the expected
routing; and
◦ Fuel for descent from top of descent to the point where the approach is initiated, taking
into account the expected arrival procedure; and
◦ Fuel for executing an approach and landing at the destination alternate aerodrome.
Note: If two destination alternate aerodromes are required, alternate fuel shall be
sufficient to proceed to the alternate aerodrome which requires the greater amount
of alternate fuel.
• Final reserve fuel
Fuel required to fly for 30 min at holding speed at 1500 ft above aerodrome elevation in
standard conditions, calculated with the estimated weight on arrival at the alternate, or the
destination when no alternate is required for flight planning.
Note: Note As a normal operating procedure, the P-i-C shall ensure that a safe landing
can be made with final reserve fuel remaining.
• Company fuel
Fuel uplifted in addition to minimum ramp fuel to cover Company’s specific operational
requirements such as destination holding. Where traffic holding is required, the holding time
recommended shall be listed on the respective Company’s information chart or applicable
NOTAM. Fuel quantity shall be based on the following standard holding consumption:
747-400 8.0 t/h
A340 7.8 t/h
777-300 6.0 t/h
777-300ER 6.8 t/h
777-200ER 6.0 t/h
777-200 5.6 t/h
A330 4.8 t/h
A300 4.2 t/h
737 2.4 t/h
Note: The P-i-C may disregard this requirement, taking into consideration the wind,
weather and traffic.
• Minimum additional fuel
Fuel required in addition to Minimum fuel and Company fuel for the purposes of:
◦ Covering Economy tankage/Through tankage, where applied; or
◦ Proceeding to an adequate alternate aerodrome in the event of engine failure or loss of
pressurization based on the assumption that such a failure occurs at the most critical
point along the route, and hold for 15 min at 1,500 ft above aerodrome elevation in
standard conditions; or
◦ Holding for 15 min at 1,500 ft above destination aerorome elevation is standard
conditions, when a flight is operated without a destination alternate aerodrome.
• Mandatory reserve fuel
The amount of fuel, required for isolated destination, to fly for two hours at normal cruise
consumption after arriving overhead the destination, including final reserve fuel.
• Ramp fuel
The total fuel on board the aircraft before starting engines. Fuel ordered by the P-i-C or the
flight dispatcher shall always refer to RAMP FUEL.

• Takeoff fuel
Ramp fuel minus taxi fuel.
• Block fuel
The pre-flight calculation of usable fuel (BLOCK FUEL) required for a flight includes taxi
fuel, trip fuel reserve fuel, alternate fuel, ETOPS critical reserve fuel and any additional fuel
required by the P-i-C.
• Extra fuel
At the discretion of the P-i-C, he may decide for example to add fuel to the minimum
required fuel quantity defined above if he expects significant deviations from present
flight planning, this includes fuel requirement penalties due to inoperative equipment or
component according to MEL/CDL. Refer also to Fuel Transportation. The figure below
illustrates the different fuel quantities for a standard flight fuel planning.
Note: Additional fuel and extra fuel are not shown in this figure.
Planning without Destination Alternate

• Criteria
The flight can be planned without destination alternate, if:
◦ The destination is fulfilled with all of the following criteria:
▪ The duration of the flight does not exceed 6 hours; and
▪ Two separate runways are available and usable at the destination; and
▪ The destination weather forecast indicates that, for the period from one hour before
until one hour after the ETA at destination, the ceiling will be at least 2000 ft or circling
height + 500 ft whichever is greater; and the visibility will be at least 5 KM.; or
◦ The destination is isolated and no adequate destination alternate exists.
• Weather requirements
◦ For planning without destination alternate, weather required for destination shall be at least
as stated in Criteria of destination above.
◦ Weather requirement for isolated destination shall be the same as that required for
destination alternate planning minima.
• Minimum fuel requirements
◦ When a flight is planned without destination alternate as in Criteria of destination above,
the minimum amount of fuel to be on board shall include:
Taxi F. + Trip F. + CF + Final reserve F. + Additional F. 15 min. +Extra F., if required by
the P-i-C.

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

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

• Criteria
When the weather at the destination does not meet the requirements for planning without
alternate, or with one destination alternate, or when no weather forecast is available, or
expected crosswind exceed limits for the aircraft types, the flight shall be planned with two
alternate aerodromes.

The minimum amount of fuel to be on board shall include: Taxi F. + Trip F. + CF + ALTN F.
(sufficient to cover the alternate requiring the greater amount of fuel) + Final reserve F. +
Extra F., if required by the P-i-C.
Planning with Secondary Destination

The flight can be planned with a secondary destination, provided that there is a reasonable
chance to proceed to its schedule destination via a Point of Re-planning (POR). The ATS flight
plan shall normally be filed to the intended destination, and the re-clearance shall be requested
only when the flight is compelled to divert to the secondary destination. (See RM/RAR, for FPL
item 18 : Insertion of other information, RIF/…..)
• Weather requirements
Weather requirements for destination and secondary destination are the same, See OM-A
8.1.2.2.4–Flight Preparation; Planning Minima for Destination Airport. For destination alternate
and secondary destination alternate planning minima, See OM-A 8.1.2.2.4–Flight Preparation;
Planning Minima for En-route and Destination Alternate Airport and Isolated Destination
Airport.
Since the flight shall be planned via a POR, provided a chance to continue to the intended
destination from the POR exists, then the following two fuel quantities shall be calculated:
1. Taxi F. + Trip F. (to secondary destination) + CF (5% or 3%) + ALTN F. (secondary
destination alternate) + Final reserve F. + Extra F., if required by the P-i-C;

2. Portion from POR to the intended destination:

Trip F. + CF 5% + ALTN F. (for intended destination) + Final Reserve F.
Fuel quantity under 1) is the minimum fuel to be uplifted. When over the POR, if the fuel
remaining is equal to or more than that calculated under 2) and the weather permits, the flight
can proceed to the intended destination, otherwise the flight shall proceed to the secondary
destination. (In exceptional case, see Re-planning during Flight.)
Fuel Transportation (Tankering)

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

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

In accordance with ICAO Annex 5 and the International System of Units (SI), the actual and
limiting masses of aeroplanes, the payload and its constituent elements, the fuel load etc, are
expressed in EU-OPS 1 in units of mass (kg). However, in most approved flight manuals and
other operational documentation, these quantities are published as weights in accordance with
the common language. In the SI system, a weight is a force rather than a mass. Since the use of
term “weight” does not cause any problem in the day-today handling of aeroplanes, its continued
use in operational applications and publications is acceptable.
8.1.8.1 Definitions
Manufacturer’s Empty Weight The weight of the structure, power plant, furnishings,
(MEW) systems and other items of equipment that are considered
an integral part of the aircraft. It is essentially a “dry” weight,
including only those fluids contained in closed systems (e.g.
hydraulic fluid).
Operational Empty Weight The manufacturer’s weight empty plus the operator’s items,
(OEW) i.e. the flight and cabin crew and their baggage, unusable
fuel, engine oil, emergency equipment, toilet chemicals
and fluids, galley structure, catering equipment, seats,
documents, etc…
Dry Operating Weight (DOW) The total weight of an aircraft ready for a specific type
of operation excluding all usable fuel and traffic load.
Operational Empty Weight plus items specific to the type

of flight, i.e. catering, newspapers, pantry equipment, extra

crew etc…
Zero Fuel Weight (ZFW) The weight obtained by addition of the total traffic load and
the dry operating weight.
Landing Weight (LW) The weight at landing at the destination airport. It is equal to
the Zero Fuel Weight plus the fuel reserves.
Takeoff Weight (TOW) The weight at takeoff at the departure airport. It is equal
to the landing weight at destination plus the trip fuel (fuel
needed for the trip), or to the zero fuel weight plus the
takeoff fuel (fuel needed at the brake release point including
reserves).
Take-off fuel The weight of the fuel on board at take-off.
Trip fuel The weight of the fuel necessary to cover the normal leg
without reserves.
Traffic load The total weight of the passengers, baggage and cargo,
including non-revenue loads.
a)
TOW = DOW + Traffic load + Reserve fuel + trip fuel
a)
LW = DOW + Traffic load + Reserve fuel
ZFW = DOW + Traffic load
a) Reserve fuel = Contingency + alternate + finale reserve +

additional fuel (See OM-A 8.1.7.1.20–Flight Preparation;
Standard Fuel Planning.)
Aircraft Weights
Passenger classification:
• Adults, male and female, are defined as persons of an age of 12 years and above;
• Children are defined as persons of an age of 2 years and above but who are less than
12 years of age;
• Infants are defined as persons who are less than 2 years of age.

8.1.8.2 Methods, Procedures and Responsibilities for Preparation and

Acceptance of Mass and Center of Gravity Calculations
Different types of loadsheet forms/formats may be used, provided that it conforms with IATA
AHC (Airport Handling Committee). It is the duty of the load control supervisor to check and, if
necessary, to amend the loadsheet in accordance with the regulations laid down in LCM 5.9.7.
Last-minutes changes are to be conveyed to the flight crew either verbally or in writing. The load
control supervisor is responsible in particular for seeing that :
• The passenger figures tally with the figures established at the gate check;
• The fuel figures correspond to the final quantities stated on the fueling order;
• The load distribution figures match the equivalent figures on the loading report.
Note: 1. On training flights, a special precalculated loadsheet form may be use in
accordance with the instructions for use, found on the loadsheet form for the
respective aircraft type.
2. On test flights performing at BKK, DMK and UTP, the P-i-C is responsible for
correct loading and load control. A special precalculated weight and balance
manifest may be used.
3. Should a test flight be performed at a line station, the same procedure as for regular
line flights will be applied.
Type of Loadsheet
• Manual loadsheet
In addition to THAI loadsheet, form THAI 2666-2, a handling agent's loadsheet may be used
provided it conforms with IATA AHC standard which will be checked by BKKKQ-H and, if
applicable, shall be completed according to the Company instructions.
• Electronic data processing (EDP) loadsheet
At station where Departure Control System (DCS) is used for check-in and weight & balance,
the IATA standardized EDP loadsheet may be Issued instead of manual loadsheet. Since all
essential data required for the safe operation of the flights are already stored in the database,
then the system will automatically check before a loadsheet is printed, to ensure that all
limitation parameters are not exceeded, i.e. CG is within limits. EDP loadsheets shall be signed
by the load control supervisor. However, at some stations, EDP loadsheet may be released
by Loadsheet Agent / Load Control Supervisor whose name appears on loadsheet and will be
granted as his/her "Electronic Signature". DCS for computerized check-in and EDP loadsheet
have been approved for use at all Domestic airports and almost all International stations in
THAI route net, except where departure from the airports in Cambodia, P.R. of China (all,
except Beijing and Chengdu), Myanmar, United Kingdom and some other new airports.
• ACARS loadsheet
Aircraft Communications Addressing and Reporting System (ACARS) is the system
connected to the avionics on the aircraft for the purpose of sending and receiving the
message to/from ground and the aircraft. ACARS loadsheet consists of all necessary load
control information as same as EDP loadsheet and will be transmitted by Load Control
at each departing online stations to the aircraft via ACARS system. The benefit in using
ACARS loadsheet is to support the Company policy regarding "On-Time Performance" as
the loadsheet could be automatically printed out in the cockpit as soon as flight closed.
Furthermore, the P-i-C will be informed instantly in the event of payload alteration.
◦ Handling procedures
ACARS loadsheet will be transmitted to the ACARS equipped aircraft within 15 minutes
prior to STD for International flights and within 10 minutes for Domestic flights. Once
ACARS loadsheet is transmitted, it will be printed out, except 777 that pilot needs to
retrieve manually. P-i-C shall retrieve an extra copy and sign for the approval on both
copies.
Responsibility
• Pilot-in-Command

By signing the loadsheet and NOTOC, if applicable, the P-i-C certified on behalf of the
Company that the following requirements are met with:
◦ The aircraft is airworthy;
◦ The instruments and equipment installed in the appropriate aircraft type are sufficient for
the flight;
◦ A check has been completed, indicating that the operating limitations of the aircraft and
of the aerodrome listed in the flight plan can be complied with for the flight;
◦ The flight has been planned to meet the Company regulations regarding weather
conditions and fuel/oil supply.
Note: The delegation of responsibility to various Company's officials does not relieve the
P-i-C from ensuring to the best of his ability, that the correct procedures have been
followed in preparing his aircraft for a safe operation.
• Load control supervisor
At stations where THAI officials or approved handling agents are responsible for load control
handling, the following items are certified by the load controller:
◦ The calculated weight and balance of the aircraft is within the prescribed limits for the
flight;
◦ The amount of load carried is correct and secured for the safe of the flight;
◦ The amount and type of dangerous goods is correct and secured for the safe of the flight.
By signing of the loadsheet and NOTOC constitutes the "Load Control Release" for the flight.
Note: If deemed necessary, the load control supervisor shall request cabin crew to perform
a headcount. If the flight is planned in advance to the station with no existance of
the Company’s officials or approved Handling Agent, a load control supervisor will
be sent to that station or accompanying the flight to perform his responsibility stated
above.
At stations with no existence of the Compnay’s officials or a Company’s approved Handling
Agent, it is the responsibility of the P-i-C to collect the loadsheet and that the load distribution
shown corresponds to the actual loading and the load is properly secured. In an exceptional
case, a flight may be planned to a station for delivery of passenger/ cargo/mail followed by an
empty flight to a base station without being served a load control supervisor. In this case, a
pre-prepared loadsheet shall be issued by the preceding THAI station for a completion by the
P-i-C after the load control supervision has been performed.
8.1.8.3 Policy for Determining Crew Masses

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

8.1.8.4 Method for Determining Passengers, Baggage and Cargo Mass

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

Operations
International Flights
For weight calculation on load sheet, the following standard weights shall apply for passengers:
• 75, 78, 80 kg for each male and female adult passenger;
• 35 kg for each child (2-12 years);
• 10 kg for each infant (under 2 years).
These weights include a standard weight of 7 kg of hand baggage (excl. infants).
The standard passenger weight for international flight is classified into two main groups as the
following table shall apply for each stations:
80 kg 75 kg
AKL CAN
ARN CGK
ATH CTU
BLR DPS
BNE HAN
BON FUK
CCU HKG
CDG ICN
CGP HAN
CMB KIX
CPH KMG
DAC KUL
DEL MNL
DME NGO
DXB NRT
FCO PEK
FRA PEN
HYD PNH
ISB PUS
JNB PVG
KHI RGN
KTM SGN
KWI SIN
LHR TPE
LHE VTE
MAA XMN

80 kg 75 kg
MAD -
MCT -
MEL -
MUC -
MXP -
PER -
SYD -
ZRH -
Note: 78 kg of standard passenger weight for all U.S. stations.

The Passenger Weight Conversion Table is found in LCM 5.5.3.
Domestic Flights
For weight calculation on load sheet, the following standard weight shall apply for passengers:
• 75 kg for each male and female adult passenger;
• 35 kg for each child (2-12 years);
• 10 kg for each infant (under 2 years);
These weights include a standard weight of 7 kg of hand baggage (excl. infants).
Note: Domestic Flights are all flights which the first digit of the flight number starts with 0,
1 and 2. The standard passenger weight as prescribed above shall be applied in a
specific international route, provided that the weight survey and official approval from
BKKOU must be achieved.
8.1.8.6 General Instruction for Load and Trim Sheet Verification

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

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

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

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

When the P-i-C suspects a loading error, or when the longitudinal stability of the aircraft is
impaired, the following items shall be completed:
• In-flight
◦ Contact station concerned and inform that a load weight check has to be performed
upon landing;
◦ Note actual passenger seating per seat row.
• On-ground
◦ Ensure, in cooperation with ground staff, that a proper load weight check is performed
Including:
▪ A check that the compartment load is properly separated and net positions noted;
and
▪ The actual position and weight of the load in each compartment is noted;

◦ Compare the actual load in each compartment with the load according to the loadsheet
and note any difference;
◦ Attach a copy of the loadsheet together with the figures noted as above to the ASR/
ASRTEX.
8.1.8.7 Last Minute Change Procedures

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

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

The fuel and oil supplier generally provide the specific gravity of fuel and oil to be used. If not
known, the following values are used:
• Fuel:
◦ JET A/A1: 0.79
◦ JET B, JP4: 0.76;
• Oil: 0.88.

8.1.8.9 Seating Policy

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

The FPL is done by flight dispatcher or, if required by authorities at remote stations, by a pilot. It is
the P-i-C's responsibility to check that an ATS flight plan has been submitted. A copy of ATS flight
plan will also be printed in the dispatch release message attached to the Company flight plan of
the flight concerned for further reference (See OM-A 8.1.10.35–Flight Preparation; Operational
Flight Plan). A flight plan should be amended whenever the flight is delayed from a given ETD
in excess of 30 min or if there is any change in the preceding FPL. In this circumstance, flight
dispatcher shall, before informing the P-i-C, coordinate with the appropriate ATS units regarding
the reception and acknowledgement of the change. For more information concerning ATS flight
plan, see RM.
8.1.9.1 General
Prior to departure, unless a Repetitive Flight Plan (RPL) is filed, an ATS Flight Plan shall be
submitted to the ATS reporting office at the departure aerodrome, generally 60 min before the
estimated off-block time. The instructions for completion of the ICAO flight plan form, and also
example of completed flight plan form, are given in RM/RAR.
8.1.9.2 Company Designation

For aircraft identification to be used in the ATS flight plan, ICAO 3-letter designator is “THA” (see
Doc 8585) and the use of radiotelephony call sign is “THAI”.
Note: In case the flight is delayed and causes duplicated flights on the next day, the suffix “D”
shall be added to the aircraft identification number, e.g. THA 930D.
8.1.9.3 Type of Aircraft

According to ICAO Doc 8643–Aircraft Type Designators, the following designators shall be used
for ATS flight plan filing:
747-400 744
747-300 743
777-300ER 777-300 773
777-200 772
737-400 734
A340-500 A345
A340-600 A346
A330-300 A333
A300-600 A306
8.1.9.4 Pilot and ATC Agreement

A clearance issued by ATC and accepted by a pilot constitutes an agreement between ATC and
the P-i-C as to the planned execution of the flight. This agreement is the current ATS flight plan,
whether or not it is the same as the originally filed ATS flight plan.
If at any point after take-off the P-i-C wishes to change the flight plan, he must request the
change and obtain the concurrence of ATC in the form of an amended clearance. Likewise, ATC
may initiate an amended clearance for traffic requirement and if concurrence between the P-i-C
and an ATC controller is not possible, the flight is continued under the emergency authority of
the P-i-C. Any request for an amended clearance should be made considering traffic and the
planning and co-ordination requirements of the ATC. A pilot must not accept a clearance with
which he cannot safely comply or which exceeds the capabilities of the aircraft. The P-i-C is the
final authority as to the operation of the aircraft; he is directly responsible for the operation of

the aircraft. An ATC clearance is not an authorisation for a pilot to deviate from any regulation or
to conduct an unsafe operation. If, due to severe weather, an immediate deviation is required,
the pilot’s emergency authority will be exercised. A pilot should question any clearance or any
part of a clearance that he does not understand.
8.1.9.5 ATC Clearance

Clearance Limits
An ATC clearance issued before take-off normally includes the destination airport as the
clearance limit. A flight may be cleared to a point short of the destination if ATC has no assurance
that co-ordination with a subsequent area control center will be accomplished before that flight
enters its FIR. A flight must not continue beyond its clearance limit without further clearance. It
is the controller’s responsibility to furnish further clearance before a flight reaches the clearance
limit. This clearance may change the clearance limit to a point beyond or it may include holding
instruction at the clearance limit. In the latter case the controller should provide the pilot with an
expected further clearance time.
Departure Procedure
The departure procedure includes the routing and any altitude restrictions during after take-
off to the en-route phase. At some airports, Standard Instrument Departures (SID) have been
established which identify each departure procedure with a name and a number. At airports
where they are used, these SIDs are charted and used routinely to simplify and shorten
clearance delivery. A pilot is to accept a SID as part of the ATC clearance only if the SID number
in the clearance corresponds with his charted information.
Route of Flight
If the route of flight is different from that filed, or if the flight is an oceanic flight, or if a clearance is
issued en-route, the clearance must include a description of the route using airway designations,
radio fixes, or latitude and longitude. When ATC includes the Mach number as part of the
clearance, that Mach number must be maintained as closely as possible (e.g. in MNPS airspace),
any change in Mach number must be approved by ATC. Additionally, ETA amendments and/or
TAS changes must be reported to ATC.
Altitude
A cleared altitude means an assigned altitude or flight level including any restrictions. A new
clearance is required to leave that altitude or flight level. At airport without an approved
instrument approach procedure, the destination clearance authorises the pilot to proceed to the
destination airport, descend, and land. The clearance does not permit the pilot to descent below
the MEA or MOCA unless the descent and landing are made in accordance with Visual reference
Flight Rules.
In some part of the world, altitude clearances are based on separation from known air traffic and
may not provide separation from terrain and obstructions. The P-i-C is responsible for ensuring
that any clearance issued by ATC provides terrain and obstruction separation. Upon receiving
a clearance containing altitude information, the P-i-C must verify that the clearance does not
violate any altitude restriction for the route to be flown.
Holding Instructions
If a flight is cleared to hold, ATC holding instructions must be complied with. These instructions
may be issued by the controller or they may be required on the charts.
Arrival Route
Clearance for an arrival route is not issued until a flight is approaching the terminal area. This
is a detailed clearance that fully describes the routing to a point from which the flight will be
manoeuvred for the approach to the airport. At some airports, Standard Terminal Arrival Routes
(STAR) have been established. They identify each airport arrival route with a name and a
number. STARs are charted and used routinely to simplify and shorten clearance delivery. A
pilot is to accept a STAR as part of the ATC clearance only if the STAR number in the clearance
corresponds with his charted information.

Communications
The frequency of departure control or the next en-route facility may be included with the
clearance.
ATC instructions, ATC clearances and altimeter settings shall be read back. Reception and
read back shall be monitored by another pilot who shall also repeat the significant parts of the
clearance. In case of disagreement between the pilots or doubts concerning the message, a
repeat shall be requested. When changing stations, it is recommended to give the new station
a short review of valid clearance if considered relevant. An ATC clearance may contain a
“clearance limit” specified by the name of an appropriate reporting point, airport or airspace
boundary.
Approach Clearance
An approach clearance is authorisation to conduct an approach and missed approach. If the type
of approach is not specified, the pilot may execute any type of instrument approach approved
for the runway to be used. In this case, the pilot must announce his intended choice of approach
procedure. An approach clearance does not include clearance to land.
Complying with a Clearance

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

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

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

8.1.10.2 Company Flight Plan

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

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

(ESAD). Interval times are functions of ESAD distances and true airspeed, and rounded up/down
to the nearest whole minute. Fractions of minutes are transferred to the following segment.
8.1.11 Aircraft Log Handling Procedure

8.1.11.1 Purpose
The purpose of this procedure is to provide the information and instruction to an authorized
LAE/ crew in handling of the Aircraft Log Books entries in order to comply with the regulatory
requirements.
8.1.11.2 Scope
Any data, which is entered into the Aircraft Log Books, affects THAI maintenance reliability.
These documents are used as aircraft current information transferring between operators such
as flight deck crew, cabin attendants to maintenance personnel as well as the maintenance
support functions. They shall be monitored and controlled for quality and standard by the Quality
Assurance Department (TQ), and shall be complied with DCA requirements.
8.1.11.3 Reference
OM-A Operations Manual Part A
AOM Aircraft Operation Manual
8.1.11.4 Definitions
A/C REG Aircraft registration.
ACTION TAKEN Relevant information, which remedies the corresponding
complaint.
AIRWORTHINESS RELEASE Certificate of safety for flight also declaration of approval to
return for flight.
AMK Airborne Maintenance Kit
ATA Air Transport Association of America
CAD Cabin - Additional Deferred Defect
CAT Repair interval category
CDD Cabin Deferred Defect
CDL Configuration Deviation List
CREW P-i-C, In-flight Manager or Air Purser
DDC Dispatched Damage Chart
DEFECT SYMPTOMS Any defect or any information that LAE/CREW shall write
during working on the aircraft.
DLY Technical Delay
ETOPS Extended range operations with two-engine aircraft.
FAD Flight—Additional Deferred Defect
FDD Flight Deferred Defect
FOB Fuel on board
FOR Flight Occurrence Report
LAE Licensed Aircraft Engineer.
LF Resource Planning Department
MEL Minimum Equipment List
Notif. AC Cabin Log Notification type (SIAM)
Notif. AF Technical Log Notification type (SIAM)
ORDER SIAM service order number

P-i-C Pilot in Command (The pilot assigned to each flight to be

ultimately responsible for the operation of and safety of that
flight.)
RVSM Reduced Vertical Separation Minimum
STA Station
SIAM System Integration for Aircraft Maintenance
8.1.11.5 Responsibility
• LAE on each assigned flight is responsible to handle and perform the maintenance works
required or other necessary action implied with Aircraft Log Books reported in accordance with
company standard and regulations along with aircraft manufacturer maintenance manual.
• Crews are responsible to report or advise an aircraft discrepancy occurring during their flight
operations in Aircraft Log Books (Technical Log and Cabin Log).
• LAE / SIAM TEAM are responsible to entry the data from Aircraft Log to central maintenance
computer system, so it can be retrieved by other support functions and for further maintenance
work processes.
8.1.11.6 Procedure
General Rules
• Aircraft Log Books compose of Technical Log and Cabin Log, which provide information on
technical disturbance experience during aircraft operation or aircraft maintenance. They are
used as the aircraft status information for all concerned functions.
• Technical Log is starting with letter F and Cabin Log is starting with letter C.
• Technical Log is carried on board and stowed in the cockpit of each aircraft in set. Each set
consists of three log pads as follows:
◦ One current working pad or “LOG IN USE”, this is the pad placed in a protective cover:
▪ Brown color: For All Boeing aircraft, Technical Log;
▪ Purple color: For All Airbus aircraft, Technical Log;
Note: For approved ETOPS aircraft, the protective cover is labeled "ETOPS" on front.
◦ One file pad or “PREVIOUS LOG”, this is also placed in protective cover (same as LOG
IN USE cover color);
◦ One spare pad “SPARE LOG”, this is a new unused pad numbered in series of sequence
next to the working pad.
• Any error made during writing on the Aircraft Log, the Page, Technical Item or Cabin sequence
shall be crossed out by one diagonal line and signed by the writer with his ID No./AUTH No.
under the diagonal line. Any kind of eraser is not allowed.
8.1.12 List of Documents, Forms and Additional Information to be

Carried
It is the responsibility of OB-R to check, revise, load and unload the operations documents on
board except the documents from the aircraft manufacturer which shall be done by TE-L.
For each flight, following mandatory documents and forms must be carried on board. Documents
from the list of optional documents are not required to be on board.
Note: 1. In case of loss or theft of documents mentioned below with (*), the flight shall
be dispatched until the aircraft reaches the base or a place where a replacement
document can be provided.
2. Thai DCA may permit some part of the information listed below to be presented in
a format other than on printed (electronic format).
8.1.12.1 Aircraft Documents

The following documents are loaded in the Aircraft Document Folder, in the flight deck. Operating
flight crew must check their availability prior to the commencement of the flight.

Mandatory Flight Deck Documents

Documents Manuals and Checklists Folder/Files, Booklet, pads
of forms/logs and Others
Air Operator Aerodrome, Chart and Route Manuals Chart folder
Certificate (AOC)
Certificate of Aircraft Operations Manual (AOM)/ Captain Report Folder (CRF)
Airworthiness Flight Crew Operating Manual (FCOM)
Certificate of Cabin Attendant Emergency Flown Flight Plan/Fueling Order
Insurance Procedures (CAP) Folder (FFF)
Certificate of Captain’s Announcement Miscellaneous File (MF)
Registration
License for the Fault Reporting Manual (FRM) Speed Booklet (AB6, 734)
Operation of Radio
Communication
Noise Certificate
a) Operations Policy Manual (Part A – -
General/Basic)
Fueling Instruction Calculation of Max Takeoff Weight
Gross Weight Chart (GWC) Engine Monitor Log (AB6 only)
ICAO – Emergency Response Landing Data (ATR only)
Guidance for ACFT Incidents Involving
Dangerous Goods
Load Control Manual (LCM) Aircraft Log Books (Technical Log
and Cabin Log)
MEL binder AVIATION CREDIT CARD
(CARNET CARD)
Ships Handbook (SHB) Operational flight plan(s) with ATS
flight plan information
Aircraft Security Search Checklist
b) NOTAM briefing
Cabin Emergency Checklist Meteorological information
Cabin Fire Checklist Mass and Balance documents
(Load and Trim Sheet)
Cabin Smoke Evacuation Checklist Notification ofspecial categories
(747 only) of passengers such as
handicapped persons,
inadmissible passengers,
deportees and persons in
custody, security personnel
Emergency Announcement Notification of special loads
(NOTOC - Dangerous Goods)
Emergency/Malfunction Checklist, or Any other specific documents
Quick Reference Handbook required by individual states to be
carried on board.
Mini Normal Checklist Journey log
Normal Checklist or Flight Deck Cargo manifest, passenger
Preparation Checklist manifest, overflight permission (if
applicable).
Technical Equipment Checklist
a) Letter from Boeing and JAA for 747, 777, 737.

b) This checklist is provided by TE and be kept in the sealed holder, the same place as the aircraft
certificates/license
Note: 1. The Mandatory Documents are located in the sealed holder in the flight deck. TQ
is responsible for providing and updating the aircraft certificates.
2. Each set of Technical Log consists of three log pads (Log in Use, Previous Log
and Spare Log).
3. LC is responsible for providing Aircraft Log Books.

4. OB-R on behalf of TE is responsible for providing the Engine Monitor Log.
8.1.12.2 Folder/File
Chart Folder
Chart folder contains aircraft performance tables and charts, normally extracted from the AOM/
FCOM, that flight crew frequently uses in flight. It is the responsibility of OU to coordinate with
OS/OO to ensure that its content fulfills the needs of flight crew.
Captain Report Folder (CRF)

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

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

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

At Cabin Crew Stations
The documents at the cabin crew stations are safety instructions and checklists to be used by the
cabin crew. It is the responsibility of OB-R to check and load such documents according to the
requirement given in the Technical Equipment Checklist. The required documents are as follow:
• Cabin Emergency Checklist;
• Cabin Fire Checklist;
• Cabin Smoke Evacuation Checklist;
• CA Preflight Checklist & Cabin Takeoff and Landing Checklist;
• Emergency Announcement; and

• Technical Equipment Checklist.
At Other Places
On some aircraft types, Cabin System Operating Manual (CSOM) is provided and located in
accordance with the instruction given in the Technical Equipment Checklist.
8.1.12.4 Maintenance Manuals

Maintenance manuals on board are mainly used by maintenance personnel. The manuals are
provided in the forms of hard copy, microfilm and digital data, based upon aircraft family/type, and
located in the flight deck, in the avionic compartments or any appropriate stowage compartment
in the cabin wherever suitable for that aircraft type (see Technical Equipment Checklist). It is the
responsibility of TE-L to provide and revise the maintenance manuals, except Line Maintenance
Manual (LMM) which will be done by TW. The maintenance manuals available on board in
various forms/names for the specific aircraft type are as follows:
Hard Copy
Manual Description Remark
SSM/ASM System Schematic Manual/Aircraft Schematic All, except A340
Manual
CLM Component Location Manual A330
ADPM Aircraft Deactivate Procedure Manual A330
LMM Line Maintenance Manual All
CD-Rom / DVD-Rom
Manual Description Remark
PMA Portable Maintenance Aid 734, 744, 777
- AIPC - Airframe Illustrated Part Catalog
- AMM - Aircraft Maintenance Manual
- FIM - Fault Isolation Manual (Except 734)
- SSM - System Schematic Manual
- WDM - Wiring Diagram Manual
- Application - Application
IPC Illustrated Part Catalog AB6
TSM Trouble Shooting Manual AB6
AMM Aircraft Maintenance Manual AB6
Air N@V Air N@V A330. A340
- AIPC - Airframe Illustrated Part Catalog
- AMM - Aircraft Maintenance Manual
- TSM - Trouble Shooting Manual
- ASM - Aircraft Maintenance Manual
- AWM - Aircraft Wiring Manual
TR-AMM/ IPC/ Temporary Revision of Aircraft Maintenance All
FIM/ TSM Manual / Illustrated Part Catalog / Fault Isolation
Manual / Trouble Shooting Manual
TSD Thai Supplemental Data All
8.1.12.5 Filing of Written/Filled Forms

The following written/filled forms will be filed at the offices concerned as follows:
• Journey Log/FLT Statistics, and Fuel Receipt at EM;
• Ground/Flight Test Report at OE;
• Flight Training Flight Log at BX;

• Flown Flight Plans at OW.

All other forms shall be handled according to instructions given in OM-A, for the specific form.
8.1.12.6 Crew Documents

Each flight crew member shall carry:
• A valid flight crew licence with appropriate ratings for the purpose of the flight;
• Valid passport with appropriate visas (if applicable);
• Certificates of vaccination (if applicable).

oOo
Ground Handling Page 1
8.2 Ground Handling

8.2.1 Fuelling Procedures
8.2.1.1 Safety Precautions
Safety precautions must be always taken to preclude the possibility of fire during refuelling and
defuelling procedures.
The main causes of risk of fire with fuel deal with sparks due to static electricity and hot point
(engines, APU, ground installations, smoking).
The fuel generally does not catch fire easily, but the risk of fire is increased when the fuel is
sprayed (link, disconnecting pipe) and in the presence of fuel vapour especially when low flash
point fuels are used.
General safety precautions for fuelling procedures are given in respective FCOM/AOM.
The following precautions apply during any fuelling operations:
• Engine ignition system must be "OFF";
• The weather radar must be switched OFF;
• Radio is not transmitting on HF;
• Electrical circuits in the tanks area must not be connected or disconnected;
• Ground Power Unit and APU may be functioning, but must not be started nor Stopped;
• No open flame, nor smoking is permitted around the aircraft.
For aircraft fitted with a trim tank, refuel or defuel procedure should ensure that there is no fuel in
the trim tank as long as the wing tanks are not full and that wing tanks are not defuelled as long
as trim tank is not empty unless authorized by the normal operation of the aircraft fuel system
(refer to FCOM /AOM) in order to avoid a possible tail tipping.
8.2.1.2 P-i-C Duties Concerning Refuelling

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

Board or Disembarking
Fuelling with Kerosene (JET A, JET A1) when passengers are embarking, remaining on board,
or disembarking, is allowed unless prohibited by Airport Authorities and following conditions are
met to ensure a coordinated and expeditious cabin evacuation in the unlikely event that fire does
occur:
• After arrival of the aircraft, the P-i-C must ensure that fuelling shall not be commenced
before passenger steps/passenger jetways are positioned and the passengers have started
disembarking.
• Permanent supervision of passengers by cabin crew and station personnel shall be
provided. The airport fire brigade and airport ramp control shall be informed accordingly.
Passengers shall be led directly to and from the aircraft, keeping the maximum possible
distance from the fuelling zone.
• A two-way communication shall be established and shall remain available between the flight
crew and cabin crew for the purpose of ensuring notification when the fuelling operations
start/end and when a passenger evacuation is required.
• The “seat belt” sign must be switched OFF.

Page 2 Ground Handling
• The “No Smoking” sign must be switched ON, together with interior lighting to enable
emergency exits to be identified.
• An adequate announcement must be made to the passengers, repeated as necessary,
including the following information:
◦ Fuelling will take place;
◦ No-smoking policy must be observed;
◦ Passengers must remain seated with their seat belts unfastened;
◦ Use of electronic devices is prohibited.
• The minimum cabin crew complement must be present on board and be prepared for an
immediate emergency evacuation.
• One exit door (normally used for passengers disembarkation/embarkation) – with Jetway /
stairs in position – must be designated as primary exit intended for emergency evacuation.
The area outside that exit must be unobstructed.
• In addition, one secondary exit—with Jetway/stairs in position or exit door (*)—must be
designated as exit intended for emergency evacuation. The area outside that exit must be
unobstructed.
(*) This exit door must be closed and disarmed with the assigned cabin crew standby until
the re/de-fuelling is completed. The ground area beneath that exit (and the associated slide
deployment area) must be kept clear and free of vehicles/obstacles on the ramp within at
least 12 meters from the aircraft. In case evacuation is required, following the Evacuation
Command, the cabin crew shall open that door in the armed mode to allow slide inflation
and rapid evacuation – if outside conditions are safe.
• The choice of the designated primary and secondary exit doors shall be communicated to
all crew on board by the P-i-C
• Inside the cabin, ground servicing activities and work (such as catering and cleaning) should
be conducted in such a manner that they do not create a hazard. The required emergency
exits as well as the aircraft aisle(s) leading to the exit doors must never be blocked by
unattended catering or cleaning equipment. Lavatories shall be locked during the entire
process.
• All dividers/curtains must be secured in the open position.
• In case of passengers remaining on board, gathering in the entrance area(s) shall be
avoided. Cabin crew must be aware of the location of wheelchair passengers, stretcher
cases, and unaccompanied minors to ensure a safe emergency evacuation of these
passengers if it becomes necessary.
• If the presence of fuel vapour is detected inside the cabin, or any hazard arises during the
re/de-fuelling, the process must be stopped immediately.
• If only one fuel truck is used, it is recommended but not mandatory to position it on the
right (Starboard) side of the aircraft. Boarding shall not be delayed because of the fuel truck
position.
• A fire truck must be present (applies only if it is an airport requirement).
• In case evacuation is required, crew shall follow Aircraft Evacuation procedures.
Note: Fuelling of wide-cut fuel (e.g. JET B / JP4 or equivalent) with passengers embarking,
on board or disembarking is not allowed.
The following procedure shall be applied:
• The pilot(s) shall:
◦ Ensure that at least one cockpit crewmember remains in the cockpit during the entire
process;
◦ Establish communication with the engineer;
◦ Switch the no smoking signs “ON”;
◦ Switch the fasten seatbelt signs “OFF”;
◦ Inform the cabin crew of the beginning and ending of fuelling;
◦ Listen for fire warning from the engineer;

◦ Be prepared to initiate a passenger evacuation if necessary.

• The cabin crew shall:
◦ Establish communication with the pilots and inform them in case of presence of fuel
vapour in the cabin;
◦ Perform the required announcement according to SEPM;
◦ Ensure that lavatories are locked;
◦ Ensure that the designated emergency exits are unobstructed;
◦ Ensure that ground servicing such as catering or cleaning does not risk creating hazard
or hindering an emergency evacuation;
◦ Secure all dividers and curtains in the open position and ensure that the aisles are free
from any obstacles;
◦ Be present in the immediate of their respective exits;
◦ Be prepared to initiate a passenger evacuation if necessary.
• The ramp agent must ensure that:
◦ The area around emergency exits is kept clear;
◦ The fire service is alerted;
◦ The fire brigade is positioned at the aircraft in case the response time exceeds three
(3) minutes;
◦ Passengers boarding / disembarkation is carried out in a controlled manner.
• The engineer on ground shall:
◦ Establish communication with the pilot(s);
◦ Inform the pilot(s) of the beginning and ending of fuelling;
◦ Alert the pilot(s) if fire occurs and take appropriate actions;
◦ Stop fuelling upon pilots request.
Note: Once communication is established with the Pilot(s), the Ground Engineer need not
maintain radio monitoring during the entire refuelling process.
8.2.1.4 Precautions with Mixed Fuels

Safety Precautions
The various types of jet engine fuels are miscible, in all proportions:
• The density varies proportionally to the percentage of the mixture;
• The flash point of the mixture vary in function of non-straight laws.
JET A, JET A1 JP8, TS1, RT and TH are kerosene type fuel. JET B and JP4 are wide-cut
gasoline type fuel.
Wide-cut fuel (designated JET B, JP-4 or AVTAG) falls between gasoline and kerosene in
the distillation range and consequently, compared to kerosene (JET A or JET A1), it has the
properties of higher volatility (vapour pressure), lower flash point and lower freezing point.
JP4 is used in military aviation, but is being replaced by JP8 (kerosene type fuel), which provide
more safety.
More stringent precautions must be observed when refuelling an aircraft with JET B or JP4 fuel
where the fuel tanks already contain JET B or JP4 or a mixture of JET B / JP4 and JET A, JET A1
JP8, TS1, RT or TH.
A major consideration when mixing fuels at normal temperatures is the fuel air mixture that
develops in the space above the fuel inside the tank. JP4 and JET B develop an ignitable fuel
air mixture at frequently encountered ambient temperatures.
When JP4 or JET B and JET A1 are being mixed, the fuel vapour mixture with air is in the
explosive or ignitable envelope throughout the range of ground temperatures common at the
majority of airports during all or part of the year.

Wide-cut fuel is considered to be “involved” when it is being supplied or when it is already present
in aircraft fuel tanks.
When wide-cut fuel has been used, this should be recorded in the technical log. The next two
uplifts of fuel should be treated as though they too involved the use of wide-cut fuel.
Overwing refuelling is not permitted when wide-cut fuels are involved.
When refuelling/defuelling with fuels not containing anti-static additive, and where wide-cut fuel
are involved, top-up at fuel filling rate is reduced by 50% of the normal filling rate.
Fuel Freezing Point Determination

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

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

8.2.2 Aircraft, Passengers and Cargo Handling Procedures

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

Before disembarking or embarking, cabin stair or jetway and guard rail must be in position. The
step between stair and aircraft should not be too high and the stair should be against the aircraft.
Note: During refueling, the weight of the aircraft increases and the shock absorbers settle
down. In consequence the bottom of the door may touch the stair and may be damaged.
For more details, Refer to PHM.
8.2.2.3 Seats Allocation

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

Refer to PHM.

8.2.2.5 Multiple Occupancy of Aircraft Seats

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

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

Any action must be taken in case of serious illness, injury or death in flight, to avoid contagion
for the other persons on board.
The ill person should be isolated for the comfort and the safety of the ill person and of the others
passengers.
As long as the ill person is on board, first aid must be given by a cabin crewmember or competent
passengers.
If medical assistance is needed, cabin crew shall make a special announcement over PA system
calling for a doctor or a trained nurse.

If the condition of a sick passenger or crew member is critical, it is the P-i-C’s duty to land at the
nearest suitable airport where proper medical care can be given and to make preparations over
the radio for the care of the sick person e.g. requesting for doctor/ ambulance. Such a situation
can be considered as an "Emergency".
If no doctor or nurse available on board, cabin crew will ask the P-i-C to obtain medical advice
via ACARS or Stockholmradio with phone patch capabilities to suitable hospitals (Refer to RM/
COM). ARINC is offering a similar service within its area of coverage.
Note: Action required in the event of death on board the aircraft is specified in PHM 10.9.
Passenger’s Death in Flight

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

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

Deportees or Persons in Custody

Acceptance of deportee(s) on THAI flight is based on the following rules drawn up by THAI
cooperation with the authorities of Thailand:
• THAI always reserves the right to refuse the carriage of deportees;
• If the local authorities in any country are unwilling to comply with THAI policy and rules,
carriage of deportees shall be refused;
• THAI may under no circumstances absorb the cost of transportation and escort services
of deportees.
There are 3 types of deportee traveling on THAI:
Type A Person(s) who had legally been admitted into a country, or who had entered a country
illegally, and who is required later by authorities to be removed from that country.
Type B Person(s) who is either under arrest or convicted by courts of law to be transported to
another country, and will be handled as deportee with the condition that he/she must
always be escorted.
Type C Person(s) who is in the custody of authorities and considered as “Dangerous Prisoner”.
This type of deportee must always be transported with escorts.
• Provision of escort
Escort shall always be provided if a deportee:
◦ Is deemed to be a security or safety risk;
◦ Behaves or conducts in a way that may cause discomfort to other passengers;
◦ Has committed unprovoked violence or other dangerous criminal acts;
◦ Objects to the deportation;
◦ Is wanted by the police in his home country or in another state, or is assumed to be
arrested upon arrival at the destination;
◦ Needs guarding at intermediate or transfer station;
◦ Due to mental state or drug dependence, is considered a hazard to himself and/or other
people;
◦ Is to be handed over to the arriving country's police authorities due to a criminal act.
• Police authority
The police authority has the rights to initiate a security screening of all passengers and their
hand baggage on flights carrying deportees.
◦ It is the responsibility of the police authority to ensure that deportees do not carry any objects
on them or in their baggage which may be used for a violent or threatening act.
◦ The police/wardens shall present themselves with the deportee to THAI Duty Manager or
deputy at least 1 hour before departure on international flights and 30 minutes on domestic
flights.
◦ The police/wardens shall bring along the completed form “Notification of Deportee” in a
sufficient number of copies to allow distribution to all P-i-C along the routing.
◦ The police authority will, for security reasons, not disclose the itinerary of a deportee to
unauthorized persons.
Deportee(s) traveling regulations

Transportation of all types of deportee (A/B/C) shall be authorized by HB. Regarding carriage of
deportees, the following regulations shall be applied:
• Deportee(s)
◦ Deportees must have a tidy appearance;
◦ Deportees must not be served with alcohol or intoxicating beverage.
• Escort(s)

The escort(s) shall:

◦ Wear civilian clothes;
◦ Not carry firearms and weapons in the cabin;
◦ Have a good command of English;
◦ Keep the deportee(s) under surveillance during the whole transport;
◦ Not be served with alcohol and intoxicating beverage.
• Depotee(s) traveling without escort (DEPU)
Only deportees type A shall be accepted to travel without escort. There is no limitation on
the number of deportee type A to be accepted in the same flight.
• Depotee(s) traveling with escort (DEPA)
Deportee(s) type B and C must always travel with escort(s).
A maximum of 2 deportees (type B) accompanied by escorts shall be accepted on the same
flight.
Only 1 deportee (type C) accompanied by at least two escorts shall be accepted on the
same flight.
The following rules apply for deportees traveling with escorts:
◦ The deporting authority shall provide escort of the deportee right through to the
Destination;
◦ Deportees must not be handcuffed;
◦ Prisoners may be served food at the discretion of escorts but shall not be provided with
metal utensils or a knife.
• Embarkation / disembarkation procedures
Before embarkation, the police/wardens and the deportee(s) shall be arranged to meet the
P-i-C.
The police/wardens and deportee(s) shall board the aircraft before other passengers, and
disembark after all passengers have left the aircraft.
• Seating
Deportee and escorts, if required, shall be seated in the class they are entitled according to
the tickets. However, THAI reserves the right to seat the deportee and any escorts in Y-class,
if the deportee's behavior and appearance are considered inappropriate for C- or F-class.
The police/wardens and deportee shall be assigned the rearmost seats in the class of
service.
Under no circumstances should a deportee be seated adjacent to any normal or emergency
exits and in the aisle seat. Deportee shall not be permitted to leave his seat without an escort.
8.2.2.8 Access of Special Aircraft Areas during Flight

No-one is allowed to access any part of an aeroplane in flight which is not a part designed for
the accommodation of persons unless temporary access has been granted by the P-i-C to any
part of the aeroplane:
• For the purpose of taking action necessary for the safety of the aeroplane or of any person,
animal or goods therein; or
• In which cargo or stores are carried, being a part which is designed to enable a person to
have access thereto while the aeroplane is in flight.
8.2.2.9 Hand Baggage

Cabin baggage will normally be restricted to handbags, briefcases, coats and other items that
can be reasonably stowed in approved stowage, unless the carriage in the cabin of other items
has been cleared with the company at the time of booking.
The size and the placarded weight limitation of the overhead stowage depend on the aircraft type.
This determines the weight and size limitations of hand baggage for a given cabin configuration:
Refer to PHM 12.2—Unchecked Baggage.

8.2.2.10 Loading and Securing the Items in the Aircraft

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

Refer to LCM.
8.2.2.12 Positioning of Ground Equipment

Refer to TTPM – LO.
8.2.2.13 Operation of Aircraft Doors

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

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

Engines Blast and Suction Areas
Normally engines are not running when passengers are embarking or disembarking. However,
if one engine is running, keep preferably a right hand engine running for convenience
of disembarkation and boarding of passengers. The way for embarking or disembarking
passengers should avoid blast and suction areas.
Fire Prevention
• Protective clothes/protective breathing equipment
Hydraulic fluid leakage under high pressure (3000 psi) may result in serious injury
and contamination. The use of protective clothes and protective breathing equipment is
recommended whenever facing an aircraft fire.
Carbon fibres and other composite materials used in airframe structure and cabin furniture
require the use of a protective breathing equipment whenever fighting any aircraft fire.
• Brakes overheat/Fire
In case of smoke, protective breathing equipment should be wear since the dense smoke
generated by tire rubber results in major and irreversible lung damage.
Carbon brakes and steel brakes are to be treated using same techniques and agents.

In case of severe brake overheat, fuse plugs melting should result in tires deflating and should
prevent tires and wheels burst.
◦ If a tire is inflated, do not go near the area around the wheel for about one hour. When you
go near, go from the front or rear and not from the side of the wheel.
◦ Unless there is a fire, do not apply the extinguishing agent (liquid, water, mist, foam etc.)
with a spray gun onto a hot tire if it is inflated.
▪ Do not apply the extinguishing agent directly into the heat pack of the brake or into the
wheel. This can cause thermal shock to the stressed parts.
▪ Especially, do not use CO2 as this has a strong cooling effect which is not the same in
all areas. It can cause an explosion in the stressed parts.
▪ Extinguishing on hot wheels can:
• Increase the time necessary for the fuse(s) to melt; or
• Prevent operation of the fuse(s).
You must let the brake get cool by itself for at least one hour and use the cooling fans (if
installed).
Note: You can use blowers or air conditioning equipment only after:
◦ The temperature of the fuses decreases (more than one hour after the aircraft
stops) ; or
◦ The fuses are melted.
You must not use these if you can see flames or burning ambers.
◦ In the event of fire, immediately stop the fire. Do not wait until the tires are deflated. Come
near the wheel only from the front or from the rear.
Note: It is not recommended to use multi-purpose powders as they may be changed into
solid or enamelled deposit. These agents stop the fire but they decrease the heat
dissipation speed. This can cause permanent structural damages at the brake, the
wheel or wheel axle.
◦ Do not apply the parking brake.
◦ Put a warning notice in the cockpit to tell persons not to operate the landing gear control
lever.
◦ Put the wheel chocks in position.
◦ Clean all the parts if extinguishing agents were used.
• Cargo compartment fire
The appropriate flight crew procedures are given in FCOM/OM-B―Emergency Procedures.
If case cargo compartment smoke warning occurred with cargo door closed, the ground crew
should be informed not to open the door of the affected cargo compartment unless passengers
have disembarked and fire services are present.
If the smoke warning is displayed on ground with cargo compartment door open, the
aircraft extinguishing agent should not be discharged. Ground crew should be requested to
investigate and to fight the smoke source.
It must be ensured that the extinguishing agent used is adapted to the burning cargo material.
• Engine or APU compartment fire
The appropriate flight crew procedures are given in FCOM/OM-B―Emergency Procedures.
• Engine tailpipe fire
The engine tailpipe fire being an internal engine fire, do not discharge the engine fire
extinguishing agent. The agent has an effect on the nacelle fire only.
The appropriate flight crew procedure is given in FCOM / OM-B―Abnormal Procedures.
Engine motoring by the flight crew is the normal and most effective action.
External fire agents can cause severe corrosive damage and therefore should only be
considered if fire persists after flight crew procedure application or if no bleed air source is
available to motor the engine.
In such a case, Halon or CO2 should be sprayed in engine exhaust nozzle.

8.2.2.15 Start-up, Ramp Departure and Arrival Procedures

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

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

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

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

Check after De-/Anti-icing

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

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

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

The notification to P-i-C that the aeroplane is checked free from frost, ice and snow after
performed de-/anti-icing. It shall include a specification of the performed treatment. Refer to
TTPM–LG913.
Determined Hold-Over Time (HOT)

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

A fairly uniform precipitation composed exclusively of fine drops—diameter less than 0.5 mm
(0.02 inch)—very close together which freeze upon impact with the ground or other objects.

Freezing Fog (Metar code: FZFG)

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

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

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

Sleet
A precipitation in the form of a mixture of rain and snow. For operation in light sleet treat as
light freezing rain.
Slush
Water saturated with snow, which spatters when stepping firmly on it. It is encountered at
temperature around 5 deg C.
8.2.4.2 De-/Anti-Icing Awareness―The Basic Requirements

Responsibility
The ultimate responsibility for determining that the aeroplane is free from contamination and to
decide whether de-/anti-icing is necessary rests solely with the P-i-C.It is the responsibility of the
departure check person to perform these checks and verbally report his findings to the P-i-C.
Any reported check findings shall be confirmed by readback from the P-i-C who in co-operation
with the Departure Check Person state the necessary de-/anti-icing treatment of the aeroplane.
If the flight crew is not present, the Departure Check Person has the authority to order de-/anti-
icing as he deems necessary.
The P-i-C shall forward the findings from the Departure Check and his order of required treatment
to the person in charge of the de-/anti-icing operation.
The de-/anti-icing release person is responsible for the correct and complete treatment of the
aeroplane. After de-/anti-icing he must report to the P-i-C with a de-/anti-icing release statement.
If statement not received, the P-i-C shall ask for it. The responsibility of accepting the performed
treatment lies with the P-i-C. The transfer of responsibility takes place at the moment the
aeroplane starts moving under its own power after de-/anti-icing.
The P-i-C shall perform the checks if no ground crew is available.
The P-i-C shall determine HOT for prevailing conditions. Ref “DETERMINED HOT”. The HOT
table must only be used as a guideline, as many factors affect the time of protection of the
aeroplane. The P-i-C must be ensured that there is no frost, ice or snow on the critical surfaces
of the aeroplane when commencing the takeoff roll. This is considered to be accomplished
when the Pre-takeoff Check of the aeroplane has been performed satisfactorily If it cannot be
satisfactorily confirmed by the Pre-takeoff Check, that critical surfaces are free from frost, ice
and snow, the aeroplane shall return for a new de-/anti-icing.
Checks
Have you enough information and adequate knowledge in order to dispatch? Do accurate visual
checks over wing and THS have been performed? Remark: Ladder or other equipments may
be needed to perform the checks.
Effect of Ice
• General
Aircraft icing more greatly affects the performance of the aircraft through the impairment of
aerodynamic properties of the wings than through the increased weight. These results in
poorer handling, higher stall speed, more drag and less range of the aircraft and in the case
of engine failure, can make it impossible to maintain safe terrain clearance.
Ice breaking loose from the surface of the aircraft during ground roll and flight is a serious
hazard to the engines if ingested.
The most critical temperature range is experienced between 0 deg C and −10 deg C. Icing
conditions may be expected in cloud and/or precipitation at temperature well above 0 deg C.
Icing conditions should be expected in clouds down to −20 deg C. Below that temperature,
icing conditions encountered should be less than severe, but the risk remains down to
−60 deg C.
Engine inlet ice reduces the performance of the engine and may cause damage to the engine
if breaking loose.
During ground operations the risk for engine inlet ice may increase if there is standing water,
ice, slush or snow present on the ramps, taxiways and runways.

Note: Everyone concerned should have a clear realization of the potentially catastrophic
effect which even the thinnest layer of snow, frost and ice can have on the
performance of an aircraft when it is in a critical situation, e.g. during takeoff.
Numerous takeoff accidents serve as a warning not to neglect this fact.
• Different types of aeroplane icing
The following parts of the aircraft are especially exposed to ice buildup and hereby create
various difficulties of different kinds:
Wing and stabilizer Icing is the main factor causing problems mentioned above through
degrading of the aerodynamic characteristics. A relatively small
roughness on a wing leading edge has large influence on the
maximum lift capability of the wing. Snow, ice, frost or any other type
of contamination, e.g., crushed insects, may cause a “sandpaper”
surface. It is known that ice particles of a cross sectional size of one
millimeter scattered over the wing as sparsely as one per square
centimeter can reduce the stall angle of incidence and thus will
increase the stall speed to values corresponding to normal rotation
speeds.
Controls In extreme cases, can freeze up and become difficult and even
impossible to move.
Windshields In rare cases, can be iced up to such an extent that it may hamper
approach and landing.
Pitot tube Ice can produce errors to such an extent that the flight safety can be
affected, especially during takeoff and landing.
Antennas Their capability is reduced through formation of ice resulting in
minimized or even lack of communication and radio navigation.
Under-wing icing Under-wing icing is common after long flights at high altitudes when
fuel temperature may be appreciably below zero long after descent
into warmer and more humid air. Frost will then often form on the wing
under surfaces.
Engine air intake Engine air intake is normally the first part of a jet aircraft to be iced up
if icing conditions exist. This result in a loss of thrust and, if no de-icing
is applied, surge and stall of the compressor may occur.
Fuel icing Jet fuel contains small amount of water which is liable to freeze in
the fine mesh of the fuel filters. With fuel temperature below 0 deg C,
this may decrease the fuel flow and thereby the thrust and in extreme
cases even stop the engine.
Wing icing Wing icing in the form of clear ice may form at the upper surfaces of
the wings even at outside temperatures well above zero, whenever
coldsoaked fuel is inside the wing fuel tanks and the aircraft is exposed
to high humidity, fog, drizzle, rain or other water. During flight, the
fuel temperature decreases to a very low level, depending on actual
flying time, flight level and the fuel temperature at refueling. Due to
very slow heat transfer/air convection on ground, the wings will remain
coldsoaked over and extensive period of time. The ice is very hard to
detect. If breaking loose during flight, the ice may cause substantial
damage.
• Nomenclature
The words "Light", "Medium" and "Heavy" aircraft icing conditions as used by FAA in the USA
when approving U.S.-built aircraft, are scientific terms based upon the liquid water content
in clouds, and also the mean effective drop diameter and ambient air temperature and have
consequently no relation to the definitions in AIREP.
The terms "Light", "Moderate" and "Severe" icing used at meteorological briefing, and in
meteorological warning messages should correspond, as far as possible, to the definitions
in AIREP. Meteorologist may have obtained information from aircraft in flight or made an
estimation from previous experiences. If not stated, and the P-i-C deems it necessary, he
should inquire from what type of aircraft the reports of icing have been received.

Pilot Techniques
The purpose of this section is to deal with the issue of ground de-icing/anti-icing from the pilot's
point of view. The topic is covered in the order it appears on cockpit checklists and is followed
through, step by step, from flight preparation to take-off. The focus is on the main points of
decision-making, flight procedures and pilot techniques.
• Receiving aeroplane
When arriving at the aeroplane, local advice from ground maintenance staff may be
considered because they may be more familiar with local weather conditions. If there is nobody
available or if there is any doubt about their knowledge concerning de-icing/anti-icing aspects,
pilots have to determine the need for de-icing/anti-icing by themselves.
• Flight deck preparation
The following actions shall be performed before every departure. The Departure Check Person
shall perform a check for need to de-ice according to TTPM–LG917.
Preflight actions:
◦ The P-i-C or crew member delegated by him shall inspect the aeroplane to assure that
no frost, ice or snow adheres to the aeroplane;
◦ Check anti-icing and de-icing to be fully serviceable, unless there is positively no risk of
icing on the planned flight altitude;
◦ Move flight controls to full deflection in both directions to detect possible blocking by ice;
◦ Use ice protection equipment during taxiing and takeoff as laid down in AOM/FCOM;
◦ Correct takeoff weights, thrust settings and speeds for ice protection as laid down in AOM/
FCOM and GWC. These corrections apply when icing conditions are expected at or below
the minimum flap retraction altitude as stated in the special engine failure procedure.
Note: Avoid getting into the jetblast area behind other aeroplane as snow may be blown
into engines and may accumulate on aerodynamic surfaces and lift devices.
The P-i-C shall, if applicable in cooperation with the departure check person, state the
necessary de-/anti-icing treatment of the aeroplane or be assured that there is no frost, ice or
snow on the critical surfaces of the aeroplane.
If de-icing performed:
◦ The de-/anti-icing release person shall perform a check after de-/anti-icing verifying that all
frost, ice and snow accumulations are removed from the critical surfaces of the aeroplane
after completed treatment.
Note: The regulations and instructions for the ground crew are found in TTPM–LG917.
If conditions are such that frost, ice or snow might accumulate on the aeroplane:
◦ After anti-icing, the P-i-C shall determine the HOT for prevailing conditions. See
Determined Hold-Over Time (HOT) and Technical Log shall be entered INFO of fluid type
and the time the final de-/anti-icing step commenced, e.g. “INFO:De-/anti-icing Type II,
75/25 at XXXX UTC”.
The P-i-C or a delegated person shall perform a Pre-takeoff Check within 2 min before takeoff.
• Taxiing
During taxiing, the flight crew should observe the intensity of precipitation and keep an eye
on the aeroplane surfaces visible from the cockpit. Ice warning systems of engines and wings
or other additional ice warning systems must be considered.
Sufficient distance from the preceding aeroplane must be maintained as blowing snow or
jetblasts can degrade the anti-icing protection of the aeroplane.
The extension of slats and flaps should be delayed, especially when operating on slushy
areas. Slat/flap extension must be verified prior to take-off and the “before Takeoff” checklist
can be postponed accordingly.
Pre-takeoff Check
Whenever conditions are such that frost, ice and snow might be present on the aeroplane, the
P-i-C or a delegated person shall perform a Pre-takeoff Check within 2 min of commencing
takeoff roll. The purpose of the check is to verify that frost, ice and snow has not accumulated

on the critical surfaces after the de-/anti-icing treatment. The following three methods are
acceptable:
Mental Review
A mental review of prevailing conditions including:
• Anti-icing treatment and HOT;
• Precipitation type and rate and variations experienced since anti-icing was performed;
• Temperature, normally OAT but also skin temp if aeroplane has been cold soaked;
• Relation of temperature/dewpoint;
• Wind or experienced jet blast (especially for Type I fluid);
• Visual cues as available from flight deck.
The Pre-takeoff Check is passed satisfactorily, if review confirms, beyond any doubt, that critical
surfaces remain free from frost, ice and snow.
Check of Representative Surface

A visual check of a representative surface from within the flight deck. The Pre-takeoff Check is
passed satisfactorily if:
• The determined HOT has not expired; and
• It is visually confirmed that the representative surface is free from frost, ice and snow.
Check of Wings
A visual check of wings may be necessary to open flight deck windows or perform the check
from the cabin. The Pre-takeoff Check is passed satisfactorily if:
• The determined HOT has not expired; and
• The visual check confirms that wings are free from frost, ice and snow.
• Takeoff
Recommendations given in FCOM of individual aeroplane types regarding performance
corrections (effect of engine bleeds) or other procedures applied when operating in icing
conditions must be considered.
• General remarks
In special situations, flight crew must be encouraged not to allow operational or commercial
pressures to influence decisions.
If there is any doubt as to whether the wing is contaminated - do not go on.
As in any other business, the key factors to keep procedures efficient and safe are awareness,
understanding and communication. If there is any doubt or question at all, ground and flight
crew must communicate with each other.

oOo
Flight Procedures Page 1
8.3 Flight Procedures

8.3.1 VFR/IFR Policy
Air Traffic Services must be used for all flights whenever available.
A flight must not be commenced unless an ATS flight plan has been submitted, or adequate
information has been deposited in order to permit alerting services to be activated if required.
All flights shall be filed and performed according to an IFR flight plan that must not be changed
to VFR. However, visual approaches may be executed in accordance with 8.3.1.5.
Instrument departure and approach procedures established by the State in which the aerodrome
is located have to be used.
However, a P-I-C may accept an ATC clearance that deviates from above, provided obstacle
clearance criteria are observed and full account is taken of the operating conditions. The final
approach must be flown visually or in accordance with the established instrument approach
procedure.
Note: Abnormal or emergency situations may never be simulated during line flying with
passengers on board.
8.3.1.1 Takeoff
General
All takeoffs shall be made under the conditions that published performance requirements are
met. Takeoff from aerodrome not listed in GWC must not be made without permission from DP.
It is compulsory that departure and approach charts be readily available at every takeoff. A
takeoff shall not be commenced unless the weather conditions at the aerodrome of departure are
equal to or better than applicable minima for landing at that aerodrome, unless a suitable takeoff
alternate aerodrome is available. For takeoff minima, takeoff alternate aerodrome selection
and requirements, See OM-A 8.1.3.7–Flight Preparation; Methods for the Determination of
Aerodrome Operating Minima and RM.
Briefing
Before every takeoff, a briefing shall be given by PF. The briefing shall be short, precise and in
accordance with actual situation, containing at least the following items:
• NOTAM’s, technical snags that affect aircraft operations
• Applicable departure procedure including clearance limits
• Procedure to be followed in case of engine failure.
P-i-C shall review individual flight crew's duties in case of emergency evacuation or any
emergency procedures deemed necessary especially for every first flight of the day.
Takeoff Weight
The max takeoff weight on the load sheet is primarily used for calculation of the traffic load, and
may differ considerably from the actual max takeoff weight, depending on a choice of runway and
actual takeoff conditions. The crew, before each takeoff must therefore, calculate the permissible
max takeoff weight for actual runway and conditions.
Choice of Runway
Runway giving the best safety margin under prevailing conditions shall normally be used, with
due regard to other factors. If adhering to this rule involves unreasonable delays, another
performance wise acceptable runway may be used. The runway width for takeoff and landing
should normally not be less than 40 m. For narrow-bodied aircraft the runway width is 30 m.
However, the operation from narrower runways can be approved by DP depending on availability
of runway shoulders, type of aircraft, etc., or by establishing special weather minima, crosswind
limits, etc. If runway width less than those specified above is approved, this will be indicated in
the Airport Chart or Company information contained in the Aerodrome Manual.

Page 2 Flight Procedures
Intersection Takeoff
Takeoff shall normally be started from the beginning of a runway. However, if other takeoff points
are given in Gross Weight Chart (marked by a letter on the Airport Chart) the takeoff runway
may start from such a point in order to:
• Comply with noise abatement procedure.
• Comply with the requests from ATC.
• Save fuel.
• Reduce delays or adhere to schedule.
Intersection takeoff requires a visibility of 2 km or more, except when intersection takeoff is an
official requirement.
Takeoff weight must always be checked against the Gross Weight Chart and due regard must
be paid to runway conditions, e.g. braking action.
Selection of Takeoff Configuration, Thrust and Speeds

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

it will not compromise the required screen height (35 or 15 ft). The option of selecting a V1
is available in the pre-takeoff planning stage only. Once a V1 has been selected, this V1 is
valid for the STOP/GO decision.
Alignment
Alignment distance and the length of the aircraft are considered in permissible takeoff weights.
For runway-limited takeoffs, use minimum possible alignment distance. However, if taxi speed
can be maintained until advancing throttles for takeoff, the kinetic energy may compensate for
longer alignment decision.
Foot Placement Braking Technique

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

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

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

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

Malfunction/Abnormal Aircraft Behavior during Takeoff

In order to reach a quick and correct decision should an abnormality occur, it is recommended
that the P-i-C, prior to starting a takeoff, already make a mental review of the factors affecting
that particular takeoff, e.g.
• Gross Weight
• Available runway length (overrun) and runway conditions
• Obstacles (beyond the threshold and in the climb area)
• Climb conditions (icing, wind conditions)
• Procedure for engine failure after takeoff for the respective aerodrome
• Action in case of tire failure
• Aircraft serviceability and technical remarks.
If the abnormality seriously affects the takeoff thrust, e.g., engine failure, the following basic rules
are applied:
• If occurring at or after V1, normally go.
• If occurring before V1, normally stop.
Generally, an aircraft can be expected to lift off at the end of the required runway length in case
of a continued takeoff after engine failure at speeds:
2- and 3-engine aircraft V1 - 10
4-engine aircraft V1 - 20
All aircraft on wet and slippery V1 - 5.
runway when reduced V1 is
used
Caution: The basic V1 concept is based on dry runway conditions and since there is
no full explanation for contamination, it will not normally be possible to stop
the aircraft on a runway-length-limited takeoff from speeds close to V1 when
the runway is covered with water, slush, snow or ice even if reversing and
prescribed corrections have been applied.
For each aircraft type, consult the respective GWC for reduced V1 operations. When other
abnormalities occur, their nature and time of occurrence must be taken into consideration.
• If occurring at an early stage of the takeoff where no doubt exists as to a safe stop on the
runway, then stop.
• If occurring at the speeds close to V1, the nature of the abnormality and its effects on the
airworthiness of the aircraft in a continued flight, must be judged versus the possibility of
making a safe stop.
The following abnormalities may justify a continued takeoff:
• Engine fire warning when all engines develop normal thrust,
• Indication failure of instruments not absolutely required,
• General electrical failures,
• Pilot's incapacitation (body not blocking controls),
• Tire failure close to V1 on a marginal runway with all engines developing desired power.
The following abnormalities may justify a discontinued takeoff:
• Collision with foreign objects resulting in structural damage,
• Flight control failure or blocking of controls, and aircraft acceleration is not considerably
effected.
A takeoff discontinued at the speed above V1 on a minimum length runway is unprotected from a
performance point of view. For detailed flight deck procedures, see the respective FCOM/AOM.
Experience has proved that blown tires or landing gear structural failures may cause severe
damage to landing gear doors, brake system, fuselage, wings and flaps as well as wiring and

tubes in the landing gear well. In case of noticed or reported failures of this type, it is therefore
recommended to:
• Keep landing gear extended for at least 5 min (except when prohibited from a performance
point of view).
• If possible, confirm by visual check from aircraft or control tower that no fire or visible damage
exists.
• Be very restrictive as regards continuation of flight as a damage may not be immediately
discovered but may deteriorate and make a continued flight hazardous.
• Ask for an inspection of the takeoff area to check that vital parts have not become detached,
or are causing a hindrance on the runway.
8.3.1.2 Climb
The rate of climb shall be at least 500 ft/min within 1000 ft of reported vacated altitude and
practically 1000 ft/min within 1000 ft of the new assigned altitude unless ATC prescribes
otherwise. In an automatic altitude control mode, rate of climb may be greater than 1000 ft/min
in which case both pilots must ensure that aircraft correctly levels off at the required altitude.
Caution: Excessive rate of climb may trigger an unintentional TCAS warning in RA

mode if flight is conducted in a congested area.
During climb, a warning shall be given by PM/PNF calling out at 1000 ft before reaching a cleared
altitude/flight level. If for some reason that call out cannot be made by PM/PNF, the call out shall
be made by PF.
Note: 1. On the aircraft equipped with serviceable automatic callout, the callout by PM/PNF
is not required. However, the callout “checked” shall be made by PF after such
automatic callout.
2. Altitude pre-select system, if equipped, shall always be used.
Keeping of Terrain Clearance during Climb Out

A visual climb out may be carried out during daylight when actual cloud base is above the highest
minimum sector altitude and surrounding terrain is clearly visible, provided:
• Clearance to deviate from SID/departure is obtained from ATC.
• Max TOW according to GWC for given runway/departure based on IMC is adhered to.
• Noise sensitive areas otherwise protected by SID/departure are not over flown.
• VMC conditions are maintained at all times, up to safe altitude, i.e. MSA, MTCA.
During visual climb out, the P-i-C must prepare to regain climb out procedure or return to
departure airport, to maintain VMC. If necessary, aircraft configuration must be changed in order
to maintain proper terrain clearance.
Required terrain clearance will be obtained if published climb out procedure or SID's are
followed. Published climb out procedure shall always be followed during IMC. Deviations from
published SID's are permitted provided clearance and radar vectoring are given by ATC.
If more than one departure procedure can be utilized from the same runway, great care must
be taken to ensure that the radio navigation aids are tuned and set so as to correspond to the
actual clearance received.
Anticipation of one specific clearance should be avoided and any pre-departure briefing or
preparation made before receiving the ATC clearance should include reference to all possible
published procedures that can be received.
When no SID's or departure are published, the climb procedure is left to the P-i-C's discretion.
The following guidelines shall be applied:
• In VMC and daylight, visual climb may be performed according to conditions in 8.1,
Separation of IFR traffic in VMC.
• In IMC and darkness, minimum terrain clearance shall be maintained.
In case of engine failure:
• Follow special engine failure procedure (SEFP) if published and ATC be informed if
procedure deviates from the cleared procedure, or

• Follow SID or climb out procedure (CLP) if special engine failure procedure not published, or
• Proceed at the P-i-C’s discretion, if SEFP or climb out procedure not published.
Note: While performing climb-out procedure with one-engine inoperative, if the procedure
(engine failure or SID) does not require the aircraft to maintain V2 until level-off height
(which is higher than flaps retraction height or acceleration height), the aircraft clean
up shall be made at the height stated in the respective GWC (minimum acceleration
height).
8.3.1.3 Cruise
General
The P-i-C shall ensure that all flight crew members are aware of their duties required to perform
during cruise and holding phases of the flight. It is particularly important that the P-i-C ensure
that a crew member occupying a flight deck seat not usually occupied by him is aware of the
duties he is required to perform. When conditions and workload permit, the P-i-C can allot off-
duty periods to his flight crew members as applicable. Before a crewmember is off duty, he shall
ensure that his duties and responsibilities have been taken over by one of the on-duty flight crew
members. (See Crew Composition.)
Procedures
1. Keeping of Separation
The increasing traffic density calls for the highest precision in adhering to cleared altitude/
flight levels, and the maintaining of accurate navigation. The assigned flight level/altitude
should normally be kept within an indicated tolerance of ±50 ft. Altimeter errors can reduce
vertical separation. Exercise extreme caution when flying from one area into another where
different altimeter settings are used for vertical separation or where different units are used,
i.e. meters/feet.
2. Keeping of Terrain Clearance
Except during climb and descent, a flight must not be conducted at an altitude/flight level
below the applicable safe altitude corrected for pressure, wind and temperature. Whenever
a flight comes outside the corridor on which the minimum altitude is based, the P-i-C must
check that the flight is performed above the minimum grid altitude.
3. Radar Assistance
Radar may be used to assist in navigation and to reduce separation requirements. The
P-i-C must, however, be aware that in certain weather conditions with low-level temperature
inversion, a ground radar may receive echoes from the aircraft when it is still flying outside
the operating range of radar. In such situations, the radar may show the aircraft to be far
closer to radar station than it actually is. Fortunately, such weather conditions seldom occur.
Descent under radar vectoring shall only be approved after consideration of required terrain
clearance and weather conditions.
4. Instrument Monitoring
To ensure that faults or failure tendencies are quickly noticed and corrective actions are
taken accordingly, pilots must periodically check all relevant instruments and take note of
any abnormal readings.
5. Deviation from Prescribed tracks
The P-i-C shall not deviate from his prescribed track unless necessary due to safety reasons
(i.e. to avoid CB’s, turbulence, ice, etc.).
Range Control
Checking the actual fuel remained for a certain distance versus that estimated for that distance
performs Range Control. The fuel remained shall be checked versus the fuel consumed in order
to ensure correct figures. The difference between actual and estimated remaining fuel shall be
noted, and reasons for the difference established. The range control shall be carried out at least
every 60-90 min simultaneously with suitable position reports.

8.3.1.4 Preparation for Descent and Approach

General
Planning and preparation for descent and approach shall be completed well before commencing
approach. Flight crew should be well prepared for the expected approach procedure that the
approach chart is only needed for quick references. It is compulsory for both pilots to have valid
approach chart for the planned approach procedure available during every approach. When
CAT II/III approach facilities are available, the approach shall be planned and carried out as
CAT II/III when weather conditions so require.
Definitions
Automatic approach An approach utilizing aircraft autopilot to capture and to hold the ILS
localizer and glide path.
Note: If visual guidance is obtained at or above DA/DH, it is recommended to keep the
autopilot engaged until reaching the minimum height permitted for autopilot operation
according to the respective FCOM/AOM, provided it functions satisfactorily and a
correct flight path is followed.
Automatic landing During an automatic approach, the Automation is used to control
the aircraft’s flight path and speed along the relevant ILS localizer
and glide path down to touchdown. It may also include control of
the aircraft along the runway during the landing rollout.
Semi-automatic approach An approach utilizing aircraft autopilot to maintain the correct
heading and/or rate of descent during an approach.
Precision approach An approach where the pilot continuously receive both lateral and
vertical guidance from the signal of an electronic landing system;
e.g. ILS, PAR.
Non-precision approach An approach where the pilots receive only lateral guidance from
the signal of an electronic approach aids; e.g. LOC, VOR, NDB.
Briefing
Briefing is a means of making agreement among the flight crew as to when, where, and how
the approach and landing or a missed approach would be carried out. Briefing shall be done
in a timely manner when every crewmember can pay full attention to. PF shall, in his briefing,
clearly state his intentions and ensure that PM/PNF is fully aware of the type of approach to
be performed and the procedures are followed in case of a go-around, utilization of Auto Flight
Control System, setting of navigation aids, and checks required during approach. With regard
to the actual conditions, the briefing for an instrument approach shall be made well before
commencing descent covering approach procedures and stressing essential items below.
• Weather
Decide on minimum weather conditions applicable for the type of approach to be made.
• Navigation aids
All available navigation aids including markers shall be used.
• Clearance limits
Advise PM/PNF to warn whenever the applicable clearance limit has been reached.
• Type and method of approach
Brief on intended type and method of approach, e.g. ILS–Automatic Approach (Automatic/
Manual Landing), VOR/NDB-Semi-Automatic Approach, etc.
• Altitudes
Decide on the applicable minimum altitude for each segment upon over navigation aids
stated on the approach chart. During an ILS approach, the altitude checks over OM and
other equivalent positions are mandatory. Remember temperature correction in extremely cold
conditions.
• Decision altitude/height or minimum descent altitude

If there is no automatic callout, advise PM/PNF of approaching and reaching minimum altitude
he is to call out, one hundred feet above DA/DH/MDA and at DA/DH/MDA. These altitudes/
heights shall be called out when reached, by PM/PNF or automatic callout, if PF is still flying
the aircraft by using instruments. During briefing, the actual values, e.g. “430 ft” and “330 ft”
shall be mentioned, whereas during approach the callout shall be done in accordance with
the respective FCOM/AOM. For non-precision approaches autopilot has to be disengaged at
or before reaching the minimum height permitted for autopilot operation in accordance with
the respective FCOM/AOM.
• Constant Angle Non-Precision Approach (CANPA)
Determine time to Decision Point on approaches without glide path reference, and calculate
the appropriate rate of descent. Briefing on minimum crossing altitudes and minima is
recommended.
• Dimming
Decide on how dimming of approach and runway lights shall be requested, if required. Runway
lights should not be requested to dim when landing in minimum visibility condition.
• Lookout
PF shall ensure that PM/PNF is aware of who is to stay on instruments and who is to look out
for visual guidance after 100 ft prior to reaching minima.
• CAT II/III approach
Brief on all relevant callouts before commencing a CAT II/III approach and landing.
• Missed approach
Ensure a complete understanding of the valid missed approach procedures including setting
of navigation aids. If a circling approach is planned, determine a missed approach procedures
to be used at specific points along the circling pattern.
• Technical status
Review aircraft technical status for equipment that may affect approach and landing.
• NOTAM
Reviews NOTAM that may affect approach and landing.
Checklist
PF shall ensure that the checklist is completed well in advance of each phase of descent and
approach, as this will improve the flight crew members' possibility of efficiently monitoring the
approach.
8.3.1.5 Descent
General
Descent occurs when an aircraft leaves its en route altitude with the intention to commence an
approach and landing. Before commencing a descent, the P-i-C shall carefully consider various
aspects with regard to descent, as specified in the respective FCOM/AOM.
Terrain Clearance
In order to keep sufficient terrain clearance during descent and approach, the following
regulations shall be applied:
• Altitude limit
Maintain at least the applicable minimum altitude for the area/segment, until a positive check
over VOR, NDB, Marker or a designated position in relation to VOR/DME clearly indicates
the correct position for further descent in the approach area in accordance with the approach
procedure laid down in STAR/Approach Chart.
Descent to a lower altitude before reaching the approach aid is only permitted if stated on
the STAR/ Approach Chart.
• Radar vectoring
When being vectored by radar, the radar controller shall ensure that adequate terrain
clearance will exist at all time until the aircraft reaches the point where the pilot will resume
own navigation. However, all possible aids shall be utilized to monitor the aircraft position.

Note: 1. The minimum radar vectoring altitudes shall include a correction for
temperature effect.
2. In case of COM failure, squawk 7600 and perform the relevant communication
failure procedures.
• Visual descent and approach
During daytime, a visual descent and approach may be carried out when weather conditions
so permit. During night time, when it is positively determined by navigation aids that the
position of the aircraft is within sector distance, a visual approach may also be executed. The
position during the whole descent and approach shall be constantly confirmed by means
of navigation aids available and proper terrain clearance maintained. When performing a
visual approach, the aerodrome and/or the landing runway must be in sight at all times. (See
Night landing requirements.)
Procedure
The PM/PNF, shall carefully monitor the descent and check that the relevant points and altitudes
mentioned during the briefing are adhered to.
1. Altitude warning
During descent, if automatic callout is not available, PM/PNF shall warn 1000 ft prior to
reaching a cleared altitude/flight level.
2. Rate of descent
The rate of descent shall be at least 500 ft/min within 1000 ft of reported vacated altitude and
practically 1000 ft/min within 1000 ft of the new assigned altitude, unless ATC prescribes
otherwise, exception from this restriction is when utilizing an automatic altitude control
system. The rate of descent below the applicable minimum altitude for the area/ segment
plus 2000 ft shall normally not exceed 2000 ft/min. Exceptions may be made during daylight
with visible surrounding terrain or when a greater rate of descent is part of an approved ATC
procedure according to RM. When a rate of descent of more than 2000 ft/min is permitted
below the above mentioned altitudes, all pilots must pay special attention to flight instruments
and to lookout.
3. Speed
The speed during a descent should be kept to a reasonable limit with regard to traffic density,
weather conditions and approach aids used. (See the information in Aerodrome Manual for
various countries.) To maintain proper terrain clearance in holding pattern, procedure turns,
reversal and racetrack patterns, the maximum speed stated in RM must not be exceeded.
4. Fuel economy
Optimum fuel economy should be aimed through careful planning and professional
execution of the descent and approach. Attention is drawn to the importance of initiating
the descent at the optimum top of descent and to fly the approach using minimum drag
consistent with other operation limitations.
5. Fuel check during approach
Minimum fuel during approach consists of fuel from the present position to landing or to
go-around plus alternate fuel, if required, plus final reserve fuel and any additional fuel, if
applicable.
8.3.1.6 Approach
General
An approach procedure is said to commence when an aircraft leaves a holding or an equivalent
terminal area position in order to carry out a landing on a selected runway. It is left to the P-i-C to
decide whether or not an approach will be commenced based on the operational minima and on
his judgment as to the probability of a successful approach, taking into account the environmental
weather conditions and the regulations. It is the Company’s policy that an approach shall not be
commenced if the weather situation, as deemed by the P-i-C, is likely to cause a go-around.
ATC Clearance
When an approach clearance has been received, the entire approach procedure must be
executed unless receiving:

• Radar vectors to an approach within navaid coverage, or

• Clearance for a visual approach, or
• Clearance for a straight-in approach.
Terrain Clearance
Descent in IMC from the initial/intermediate approach altitude shall not be commenced before
the procedure turn is completed or the final approach fix is passed and the aircraft is established
on:
• The LOC or VOR inbound track for the respective procedure and within a half-full scale
deflection, or
• The inbound track ±5° to/from final approach aid in an NDB approach. When available, a
glide path reference shall be followed.
When performing a CANPA, the recommended descent rate and/or glide slope angle shall be
used in order to reach MDA at the proper position from threshold, thus enabling a safe landing.
Requirements
An approach may be continued to DA/DH/MDA provided that at the outer marker or equivalent
position, the officially reported RVR or visibility is not less than required. Converting the reported
visibility in accordance with RM may derive RVR values. If no outer marker or equivalent position
exists, this position is substituted by 1000 ft AGL.
After passing the outer marker or equivalent position, if the RVR/visibility falls below requirement,
the approach may be continued to DA/DH/MDA.
For circling, both the official ceiling/vertical visibility and the visibility have to satisfy the circling
minima.
For non-precision approach and precision approach CAT I, an approach may not be continued
below MDA or DA/H, unless at least one of the following visual references for the intended
runway is distinctly visible and identifiable to the pilot:
• Element of the approach light system
• Threshold
• Threshold markings
• Threshold lights
• Threshold identification lights
• Visual glide slope indicator
• Touchdown zone or touch down zone markings
• Touchdown zone lights.
If after having attended visual reference, the reported VIS/RVR is falling below minima, a go-
around shall be initiated unless a landing is considered safer than a low altitude go-around.
For precision approach CAT II and CAT III A, no pilot may continue and approach below the
authorized DH, unless a visual reference containing a segment of at least 3 consecutive lights
of the following is attained and can be maintained:
• Centerline of the approach lights, or
• Touchdown zone lights, or
• Runway centerline lights, or
• Runway edge lights, or
• A combination of these lights.
The visual reference must include a lateral element of the ground pattern, i.e. an approach
lighting crossbar or the landing threshold or a barette of the touchdown zone lighting.
For precision approach CAT III B with fail-operational flight control system using a DH, a pilot
may not continue an approach below the DH, unless a visual reference containing at least one
centerline light is attained and can be maintained.

Go-around
When no missed approach procedure is published, the procedure to use is left to the P-i-C’s
discretion, except for circling approaches.
Weather
The P-i-C shall try to obtain the latest available weather observations before he decides to
commence an approach. Visibility refers to meteorological visibility, or RVR. RVR is applied
whenever given. For CAT II/III approach, the RVR shall be measured by transmissometer or
other such means. If more than one RVR value is given for the same runway, the RVR at the
threshold determines the minima for landing. Visibility is the only criterion (Except for circling, see
Requirements above.) to continue an approach before the Outer Marker or equivalent position,
however, due regard shall also be paid to actual reported ceiling in assessing the probability for
a successful approach. Ceiling refers to a cloud amount of “broken” or more. When both ceiling
and vertical visibility are given, the highest value is applied. Whenever the threshold cloud base/
vertical visibility is reported, this value is applied for instrument approach to that runway. It is
also important to ensure that the runway surface conditions, e.g. water, slush, snow, ice, etc.
and the braking action are fully considered.
The P-i-C shall consider adjustment of the Company’s minima upward if factors, such as, ice
formation, turbulence, runway conditions, lack of experience or tiredness affect the approach
and landing in a negative way.
Procedure
Closest cooperation is of the highest importance to achieve a safe and smooth operation.
Both pilots shall monitor the instruments approach and it is especially a very important duty
of PM/PNF to automatically inform PF of abnormal deviations from the approach procedure,
altitude, rate of descent, speed and timing, and to progressively follow the points under the
previous briefing. In order to detect false indications in any of the pilot instrument systems,
momentary crosschecks shall be made by PM/PNF. If there is an extra crew, he shall take part
in this task as he is in the best position to compare the instrument panels. During final course
interception, raw data should be mainly displayed on PF’s instrument.
Should a malfunction or other disturbances occur or remain after selection of gear down, or
when below 1000 ft above field elevation, and be of such a nature or require such an action
that it prevents PF from a safe maneuvering of the aircraft, and/or PM/PNF from proper flight
monitoring, the approach shall be discontinued.
Whenever an approach radar is available, it shall normally be utilized to monitor an approach in
weather conditions at or just above minimum.
It is especially important to make a full use of available approach radar service for the monitoring
of IMC approaches without glide path reference.
PM/PNF is primarily a safety pilot and must not hesitate to manually interfere in a critical situation.
Automatic Approach Procedure

An automatic approach shall be made according to the following procedures in order to attain
a uniform crew coordination.

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

A manual or semi-automatic approach shall be made according to the following procedures in
order to attain a standard crew coordination.

PF POS PNF
• Check clearance 1 • Confirm briefing
• Brief on: • Check navaids
◦ Approach procedure
◦ Setting of navaids
◦ Crossing altitudes
◦ Minima
◦ Missed approach procedure.
• Use AP and FD to the possible extent. 2 • Check AP and FD modes.
• Check correct aircraft configuration and 3 • Check altitude over OM or equivalent
alignment with regard to approach aids. position.
• Check and confirm altitude over OM or • Start timing, if applicable.
equivalent position.
• Continue to monitor flight instruments 4 • Advise PF of approaching minimum.
and be prepared to level off or go around • Start to divide attention between flight
a)
at minimum. monitoring and lookout for visual
guidance.
• Acknowledge and try to acquire visual 5 When approach lights or runway is in sight:
reference according to PNF's advice.
• Advise PF of visual reference
• Start to divide attention between flight acquisition.
monitoring and lookout for visual
• Continue to monitor flight instruments.
guidance.
• Advise PNF when sufficient guidance for
landing has been obtained.
At DH/DA: 6 At DH/DA:
• Advise PNF and state intention • Advise PF of reaching minimum if
whether sufficient visual guidance for PF does not obtain sufficient visual
landing has been obtained or not. guidance.
• Continue to monitor flight instruments
and aircraft configuration.
a) For a non-CANPA procedure.
Note: 1. All advice, confirmation, acknowledgement, and intention shall be called out
according to respective FCOM/AOM.
2. Should PF obtain sufficient visual guidance for landing at an earlier stage of the
approach than that indicated herein, PM/PNF shall be advised and all subsequent
callouts required by PM/PNF shall be omitted.
3. Any callouts that have been PIN programmed to call out automatically may be
omitted if automatic callout is functioning.
4. After having passed position 3, PF shall remain on instruments until PM/PNF
advises visual reference acquisition. Advice of visual reference can be made
earlier than position 5 as appropriate.
Callout Procedure
Refer to FCOM/AOM.
Speed Control
During the entire approach, it is important to keep the correct speed with as little throttle
manipulation as possible. However, the thrust setting must be promptly adjusted as soon as
it becomes apparent that the adjustment is required. Whenever a wind shear is expected, the
speed shall be corrected to compensate for expected wind shear effect.

High Intensity Lights

As high intensity lights are beamed so as to give maximum intensity along the correct glide path,
an approaching aircraft must follow the glide path in order to obtain the earliest contact with the
lights. Aircraft entering the glide path from above or below will risk sudden blinding by the lights
during an approach. Pilots should make themselves well aware of the approach lighting system
in use at the runway selected in order to quickly establish correct visual reference. RVR is based
on max intensity of the runway lights. It is therefore of utmost importance that dimming of the
runway lights not be requested when landing under minimum visibility conditions as any attained
visual reference may thereby be lost. Make sure that both pilots are aware of the intensity at
which the approach and runway lights are operating, and to what degree of intensity they will be
reduced if dimming is called for. When landing at aerodromes having separate dimming circuits
for the approach and runway lights, ensure that the procedure for requesting individual dimming
is known and followed so as to avoid losing runway visibility, if only the approach lights need
dimming. Experience has shown that aircraft equipped with white integral flight deck lighting
suffers less from blinding by high intensity approach or runway lights if a high level of flight deck
lighting is maintained during approach and landing.
Visual Approach Slope Indicator System (VASIS)/Precision Approach Path

Indicator (PAPI)
The glide path defined by standard system shall be closely followed. Due to system tolerances,
as well as differences in eye-to-wheel height of various aircraft types, deviations from the ideal
glide path may occur close to the ground. A constant aiming point shall be selected slightly further
down the runway from the normal VASIS touchdown point. Use of full flaps is recommended. Be
aware that the threshold crossing height could be somewhat lower than normal. When an ILS
glide path is available, VASIS/PAPI should be disregarded, as these two glide path references
might not be compatible. Under certain weather conditions, e.g. smog, haze, dust, the red light
propagation might be reduced and the white output might dominate.
• VASIS and AVASIS
VASIS are called AVASIS if consisting of less component (lights) or if installed on only one
side of runway.
VASIS are used down to 200 ft by aircraft having eye-to-wheel heights of approximately 4.5 m
or less (737).
VASIS must not be used for positive indication below 500 ft by 747, A340, 777, A330 and A300.
• 3-BAR VASIS and 3-BAR AVASIS
3-BAR VASIS, 3-BAR AVASIS shall consist of VASIS/AVASIS plus the installation of a pair of
additional upwind wing bars.
They are provided for aircraft having eye-to-wheel heights exceeding approximately 4.5 m but
not more than approximately 16 m (for example, 747, A340, 777, A330 and A300).
3-BAR VASIS must not be used for positive indication below 200 ft.
• T-VASIS and AT-VASIS
T-VASIS are called AT-VASIS if installed only one side of runway.
T-VASIS may be used by all aircraft down to 200 ft.
• PAPI and APAPI (Precision Approach Path Indicator)
PAPI are called APAPI if consisting of two lights only.
PAPI are normally installed on the left side of runway.
PAPI may be used by all aircraft down to 200 ft.
For specific detail, see RM/LAT.
Note: For 3-BAR VASIS/T-VASIS, wide-bodied aircraft are recommended to fly on a slightly
higher profile than narrow-bodied aircraft.

8.3.1.7 Circling
Circling Approach
An approach requiring visual maneuvering after completing an instrument approach in order to
bring an aircraft into position for landing on a runway which is not suitably located for straight-
in approach.
Circling Minima
Circle-to-land, MDA/H applies within the circling approach area as designated by each state and
provides at least the minimum required obstacle clearance within the final approach segment
as well as for the missed approach.
• Minima
The methods used to determine and establish the circling minima by each state are different,
depend on its location and preferred regulation. The determination methods are as follows:
◦ In conformity with ICAO Doc 9365 – AWO
The minimum visibility for a circling approach should be that associated with the applicable
MDH as shown in the Table below:
Aircraft Category
B C D
MDH (ft) 500 600 700
Visibility (m) 1,600 2,400 3,600
Note: The visibility values for circling minima given in Table above are commonly
accepted operating minima and should not be confused with the design criteria
for visual maneuvering (Circling) approach areas in PANS-OPS (Doc 8168).
Where the MDH is higher than the minimum MDH given in Table above, the
visibility value will be higher (Doc 9365).
◦ In conformity with FAA-OPS SPEC Part C
When conducting an instrument approach procedure which requires a circling maneuver
to the runway of intended landing, the foreign air carrier shall not use a landing minima
lower than specified in the table below:
Speed Category (MAX IAS) HAA (MDH) Visibility in Statute Miles

(kt) (ft)
120 450 1
140 450 1½
165 550 2
◦ In conformity with JAR-OPS 1 Subpart E

The lowest minima to be used for circling are the same as regulated by ICAO-AWO.
Note: MDA is related to the relevant aerodrome elevation.
Procedure
• Normal Circling
Descent to circling altitude in IMC shall be made by utilizing the radio aid or aids for straight-in
approaches. When reaching circling minima and runway not in sight, the aircraft shall execute
a go-around and continue to the missed approach point. (In determining MAP, use VOR, NDB,
Markers, DME distance.)
After establishing contact for circling, the runway, or approach lights used for landing, shall be
well within sight of the pilot throughout the whole circuit. This should always be flown at the
highest altitude possible below the clouds up to a normal visual circuit height, and the final
descent shall be started no earlier than where it fits into a normal approach angle.

If at any place in the pattern it is allowed to descend below minimum altitude for circling, this
shall be clearly indicated in the approach chart. No turns of more than 30° bank should be
made with a terrain clearance less than 500 ft.
• Special Procedures
Special circling procedures may be published in Aerodrome Manual for airports or runways
where the terrain requires the use of specific approach patterns.
8.3.1.8 Go-around
General
A go-around occurs when an aircraft abandons its approach to a selected runway. In order to
achieve maximum safety, it is important that the decision to abandon an approach be made
as early as possible. Once the decision is made, it must not be changed. A go-around once
commenced, must be completed and no attempt shall be made to reestablish an abandoned
approach. PM/PNF shall carefully monitor that the go-around is performed in accordance with
established procedures. In case PM/PNF has taken over the controls from PF in order to make
a go-around, no further change of control shall be made until the go-around is completed.
If a go-around is initiated after touchdown, the performance requirements cannot always be
ascertained. A go-around shall therefore be initiated as early as possible and not after the aircraft
has settled firmly on the ground, however, training flights with such qualified flight instructor as
P-i-C may make touch-and-go landings during scheduled training flights.
Caution
Go-around from altitude BELOW MINIMA or beyond MAP may not always provide terrain
clearance even with all engines operating when following missed approach procedure in the
approach chart. To increase the safety margin in such a case, missed approach shall be
performed in accordance with SID or SEFP whenever published and ATC must be informed
accordingly. This problem is particularly pronounced if the permissible landing weight for a
runway is higher than the permissible takeoff weight for that runway. However, the P-i-C may
follow the missed approach procedure if he deems it adequate for the circumstances.
Go-around on ILS Approach

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

• The official visibility is below the applicable Company minima before reaching FAF
• Not stabilized at 1,000 ft AGL (CANPA)
• When reaching DP, the pilot is unable to make a landing by using visual guidance (CANPA)
• Visual guidance is lost below MDA.
The approach must not be continued at MDA to a position closer to the runway unless the pilot
is able to descend visually at normal sink rate.

Go-around on Instrument Approach for Circling

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

• The official visibility is below the applicable Company minima.
• The approach is not stabilized at 1,000 ft AGL (straight-in approach) or 500 ft AGL (non-
straight-in approach).
• At any time during a visual approach, the required visual reference is lost.
Second Approach
If the first go-around has been made due to weather conditions, the second approach shall only
be commenced if the P-i-C has reason to believe that this approach will lead to a successful
landing. More than two approaches are allowed if there is indication that conditions have
considerably improved, giving greater probability of a successful landing.
8.3.1.9 Stabilized Approach

An approach is stabilized when the aircraft is flown:
• Along the desired flight path in landing configuration,
• With thrust setting not below minimum thrust required to maintain the desired flight path,
• At the approach speed between VREF and VREF+20 kt,
• While maintaining an acceptable rate of descent, and not exceeding 1,000 ft per minute, and
• All briefings and checklist have been performed.
Note: 1. ILS approach must be flown within one dot of the glide slope and localizer. A CAT II/
III approach must be flown within the expanded localizer band.
2. Unique approach procedure or abnormal conditions requiring a deviation from the
above elements of a stabilized approach require a special briefing.
3. The related AOM/FCOM gives aircraft specific definition of acceptable flight path,
configuration, speed, rate of descent and thrust setting.
All instrument approaches and straight-in visual approach shall be planned to be stabilized at
1,000 ft AGL, otherwise a go-around shall be made. For non-straight-in visual approach and
circling approach, a go-around shall be made, if the approach is not stabilized at 500 ft AGL and
300 ft AGL respectively. It is the duty of the PNF to monitor that every approach is stabilized and
to warn the PF if not stabilized at the specified height for the particular approach.
8.3.1.10 Summary of Approach Procedures

Type of approach Approach aid Method of approach Flight monitoring
Precision approach ILS CAT I, CAT II/III Automatic approach At DH/DA+100 ft,
PF starts to divide
attention between flight
monitoring and lookout
for visual guidance.
Precision approach ILS CAT I, PAR/GCA Semi-automatic or
manual approach

Type of approach Approach aid Method of approach Flight monitoring

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

THAI shall establish appropriate operating departure and arrival/approach procedures for each
aircraft type in accordance with the followings:
• THAI shall ensure that safety has priority over noise abatement, and
• These procedures shall be designed to be simple and safe to operate with no significant
increase in crew workload during critical phases of flight, and
• For each aircraft type, two departure procedures shall be defined, in accordance with ICAO
Doc. 8168 (Procedures for Air Navigation Services, “PANS-OPS”), Volume I:
◦ Noise abatement departure procedure one (NADP 1), designed to meet the close-in
noise abatement objective; and
◦ Noise abatement departure procedure two (NADP 2), designed to meet the distant noise
abatement objective; and
◦ In addition, each NADP climb profile can only have one sequence of actions.
Pilot prompted by safety concerns can refuse a runway offered for noise preferential reasons.
Noise Abatement Procedures will not be conducted in conditions of significant turbulence or
wind shear. P-i-C must not perform or no longer apply Noise Abatement Procedure, if conditions
preclude the safe execution of the procedure and the minimum required obstacle clearance.
For THAI, whenever noise abatement procedures are established, follow the below guidelines
from RM and ICAO/Annex 16–Environmental Protection and DOC 8168–Flight Procedures:
• Clearances and/or procedures designed for heading changes below 500 ft above the terrain
shall not be considered acceptable.
• The bank angle for turns after takeoff is limited to 15° except when adequate provision is
made for an acceleration phase permitting attainment of safe speeds for bank angles greater
than 15°.
• Reduction of power for noise abatement purposes shall not be initiated earlier than specified
in the respective FCOM/AOM.
• No turns should be required coincident with a reduction of thrust associated with a noise
abatement procedure.
• No climb shall be executed at the airspeeds less than the maneuvering speed for the existing
flap configuration.
Note: The details of Noise Abatement Departure Procedures, (NADP) are contained in RM.
To comply with NADP, THAI normally, use acceleration height 1,000 ft and climb thrust
at 1,500 ft AGL, except as otherwise stated by local authorities.
During the approach phase, no noise abatement procedures shall be accepted if they are in
conflict with the stabilized approach procedures for the aircraft type in question.

8.3.1.12 Landing
CHOICE OF RUNWAY
The runway which gives the best safety margin under prevailing conditions shall normally be
used with due regard to other factors, e.g., ATC requirements, etc.
An effort shall always be made to attain a runway with good braking conditions even if this
may cause a delay in landing due to awaiting measurement of braking conditions or sanding
of runway.
Landing should normally not be made on runways with width less than that specified in the
respective AOM/FCOM.
For runway width requirement in connection with snow, See OM-A 14.2.6.26–Aircraft
Performance; Wet and Contaminated Runways.
The landing weight must always be checked against GWC and due regard must be paid to
runway conditions, e.g. braking action, etc. See also FCOM/AOM with regard to runways not
given in GWC.

REQUIREMENT FOR NIGHT LANDING

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

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

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

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

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

USE OF AIRCRAFT ENGINE AS GROUND POWER

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

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

• PUSHBACK
Before commencing a pushback, the P-i-C shall ensure that clearance for this movement has
been received from ground control.

Pushback of aircraft is only authorized with stopped aircraft engines unless specially
authorized by local conditions.
Instructions for pushback procedures are stated in SHB/TTPM-LO: 912
• TOWING
All forward towing shall be performed with the engines stopped.
Exempted from this rule is short forward towing in connection with pushback in order to center
the nose wheel or to comply with ATC instruction.
• TAXIING
The P-i-C is solely responsible for ensuring that the aircraft does not come in contact with any
object while being maneuvered under its own power.
Aircraft clear signal must be received from ground crew member before taxiing is commenced.
Taxi/landing light or other external lights according to Expanded Checklist for respective
aircraft type should be switched on as an acknowledgment that clear signal has been received
prior to parking brake is released and taxiing is commenced.
Checklist reading shall not be initiated nor continued until taxi orientation assistance is no
longer necessary. This is of particular importance when operating in adverse conditions, i.e.,
low visibility, unfamiliar airport, congested area, etc. All pilots must have well studied the airport
chart and have it readily available when taxiing.
The aircraft shall normally not be taxied closer than one-quarter wingspan from any hindrance.
Taxi guidelines/markings do not always ensure adequate hindrance clearance and shall be
used with caution. Whenever doubt exists, stop the aircraft and request assistance from
ground.
During taxiing, it is the duty of the pilot occupying the RP seat to inform the LP any time the
aircraft comes closer than one-quarter wingspan to the obstruction on the right side of the
aircraft. RP shall also assist LP by advising taxiway name and direction, where appropriate.
Care must be taken to ensure that the aircraft is taxied in such a way that slipstream or blast
from its engines will not cause damage.
The aircraft should not taxi or hold so close to an active runway that a danger of collision
exists, in case a landing or departing aircraft is leaving the runway.
Be careful when taxiing on ice- or snow-covered tarmacs or when approaching nose-in parking
stands to ensure that the taxi speed is not exceeded thus ensuring an immediate stop if
conditions so warrant.
◦ Use of brakes and nose wheel
The taxi speed should be controlled as far as possible by means of engine power. To reduce
heat generation, avoid prolonged use of brakes. Brakes should be used only to decrease
the speed and to stop the aircraft. See the respective AOM/FCOM for detailed instructions.
◦ Use of landing lights
Make sure that the lights do not blind other aircraft taking off or landing, or ramp controllers.
◦ Taxi guidelines and ramp signals
Taxi guidelines vary from place to place and do not always ensure adequate hindrance free
clearance.
They shall be used with caution as a guidance to aircraft positioning.
The signals given by the ramp controllers are to aid the pilot when taxiing on the tarmac,
parking area, etc. It must be clearly understood, however, that the P-i-C is, even when
guided by ramp signals, responsible for the safe maneuvering of the aircraft.
◦ Runway incursion prevention
In order to prevent runway incursion, the following procedures are strongly recommended:
▪ Maintain high level of situation awareness while operating in the airport environment,
both on group and in the air, in order to ensure an awareness of the aircraft position
relative to the airport surface by using all available resources, such as heading indicator,
airport diagrams, airport signs, markings, lighting and air traffic control, to keep an
aircraft on its assigned flight and/or taxi route.
▪ Briefing of pre-taxi plan and taxi route should be included when performing takeoff and
approach briefing.

▪ Do not stop on the runway unless it is necessary to do so.

▪ Visually clearing the final approach path prior to taxiing into the takeoff position on the
runway.
▪ Strictly adhere to Sterile Flight Deck procedure.
▪ Use of Standard R/T phraseology and monitoring clearances given to other aircraft.
▪ Obtaining directions or progressive taxi instructions when taxi route is in doubt.
▪ Crosscheck and verification of takeoff and landing runway and clearance.
▪ Questioning clearances when holding or lined up in position for takeoff on the runway
and takeoff clearance has not been received within the reasonable time.
▪ Use of aircraft lighting during taxi, runway crossing, takeoff and landing to make the
aircraft more conspicuous.
▪ Adhere to the use of transponder setting local procedure for each airport.
▪ ND should be set to ROSE mode when holding in takeoff position on the runway in
order to make full use of TCAS to display traffic on the final approach, if any.
AFTER PARKING PROCEDURE

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

When writing a remark in the Aircraft Log, the pilot shall detail the actual defect and the crew
action taken to try to isolate and rectify the fault. The following information should be noted when
appropriate:
• All relevant instrument readings.
• Phase of flight.
• Flight configuration.
• Use of automatic system.
• All other relevant information.
If there is additional information or if the remark is of operational nature, a relevant report should
be filed.
8.3.1.14 Simultaneous Close Parallel Approaches Using Precision

Runway Monitoring (PRM) Systems
GENERAL
The implementation of PRM procedures allows simultaneous closely spaced operations to be
conducted at airports, where parallel runways are separated by less than 4,300 ft (1,310 m)
apart, in IMC.
During PRM operations, ATC will provide an air traffic controller using special PRM radar,
known as "Final Monitor Controller". The PRM radar system displays almost instantaneous radar
information as well as visual and aural controller alerts.
When ILS/PRM or LDA/PRM approaches are in progress, it will be broadcast by ATIS.
Specific simultaneous close parallel approaches using PRM system is identified by the separate
approach chart named ILS/PRM or LDA/PRM.
DEFINITIONS
Breakout The unpublished missed approach instruction, issued by
the Final Monitor controller, prior to the published missed
approach point.

LDA Offset An angular offset of the LDA from the runway extended
centerline in a direction away from the No Transgression
Zone (NTZ) that increases the Normal Operating Zone
(NOZ) width.
Localizer-type Directional Aid A navigational aid used for non-precision instrument
(LDA) approaches with utility and accuracy comparable to a
localizer but which is not a part of a complete ILS and is not
aligned with the runway.
Minimum Vectoring Altitude The lowest altitude at which an IFR aircraft will be
(MVA) vectored by a radar controller, except as otherwise
authorized for radar approaches, departures and missed
approaches. The altitude meets IFR obstacle clearance
criteria. Charts depicting minimum vectoring altitudes are
normally available only to the controllers, not to pilots.
Normal Operating Zone (NOZ) The NOZ is the operating area within which aircraft flight
remains during normal independent simultaneous parallel
ILS approaches.
No Transgression Zone (NTZ) A 2,000 ft wide area, located equidistant between parallel
runway final approach courses, in which flight is prohibited.
Stabilized Approach Point A designed point along the extended centerline of the
(SAP) intended landing runway on the glide slope of LDA/
PRM approach, and at 500 ft above the touchdown zone
elevation. It is used to verify a sufficient distance provided
for the visual maneuver after the missed approach point
to permit the pilots to conform to approved, stabilized
approach criteria.
CONCEPTS
To achieve improvements in airport arrival rates, PRM systems have been developed for
operations at the selected airports. When weather conditions and service demands dictate, ATC
will conduct PRM operations at approved airports. The aircraft not able to participate in PRM
operations may be diverted by ATC, to non-PRM alternate airport.
• ILS/PRM
ILS/PRM comprises two ILSs, each aligned with its respective runway and parallel to each
other. ILS/PRM permits simultaneous instrument approach operations to parallel runways
spaced less than 4,300 ft (1,310 m) but not less than 3,000 ft (914 m).
• LDA/PRM
This operation comprises one ILS and one LDA with glide slope. The ILS is aligned with its
runway, but the LDA serving the second runway is offset (no more than 3°) from the parallel
track. This offset permits simultaneous instrument approach operations to parallel runways
spaced less than 3,000 ft (914 m) apart, but not less than 750 ft (229 m). Because of the
offset, this operation is also known as "Simultaneous Offset Instrument Approach (SOIA)".
OPERATION PROCEDURES
Simultaneous close parallel approaches require final monitor controllers to utilize the PRM
system to ensure prescribed separation standards are met.
• ILS/PRM
To ensure separation is maintained, and in order to avoid an imminent situation during
simultaneous close parallel ILS approaches, pilots must immediately comply with final monitor
controller instructions to avoid an imminent situation.
A minimum of 3 NM radar separation or 1,000 ft vertical separation will be provided during the
turn on to close parallel final approach courses.
In the event of a missed approach, radar monitoring is provided to 0.5 NM beyond the
departure end of the runway. Final monitor controller will not notify pilots when radar monitoring
is terminated.

Simultaneous Close Parallel lLS Approaches
• LDA/PRM (SOIA)
After accepting a clearance for an LDA/PRM approach, pilots will remain on the LDA course
until passing the LDA missed approach point (MAP) prior to alignment with the runway
centerline.
If ATC advises that there is traffic on the adjacent ILS, pilots are authorized to continue past
the LDA MAP to align with runway centerline if:
◦ The ILS traffic is in sight and is expected to remain in sight; and
◦ The runway environment is in sight, otherwise a missed approach must be executed.
A visual segment of the LDA approach is established between the LDA MAP and the runway
threshold, permitting aircraft to transition in visual conditions from the LDA course to align with
the runway and be stabilized by 500 ft above the touchdown zone elevation.
Between the LDA MAP and the runway threshold, pilots of the LDA aircraft are responsible for
separating themselves visually from traffic on the ILS approach, which means maneuvering
the aircraft as necessary to avoid the ILS traffic until landing, and providing wake turbulence
avoidance, if applicable.
If visual contact with the ILS traffic is lost, advise ATC as soon as practical and execute a
missed approach unless otherwise instructed by ATC.
Note: For the purpose of conducting SOIA operations, ATC must position the LDA aircraft
as the trailing aircraft so as to facilitate the flight crew's ability to see and maintain
visual separation with the ILS traffic.
REQUIREMENTS
The following requirements must be met in order to fly PRM approach:
• TRAINING
Pilots must complete ILS/PRM & LDA/PRM training which includes viewing one of the
FAA video, RDU Precision Runway Monitor, A Pilot's Approach or ILS/PRM Approaches,
Information for Pilots. Watching one of these videos is strongly recommended for all pilots
who wish to fly these approaches.
• BREAKOUT MANEUVER
During PRM approach operations, two tower frequencies for each runway shall be used, as
the tower controller and the monitor controller will be broadcasting on both of the assigned
frequencies. The pilot flying the approach will listen to both frequencies and only broadcast
on the primary tower frequency. If a breakout is initiated by the monitor controller and the
primary frequency is blocked, the breakout instruction will be able to be heard on the second
frequency.
Upon ATC directed “Breakout” flight crew must fly the breakout maneuver manually (hand
flown).

◦ Traffic alert
One important element of the additional training is the pilot's understanding of the difference
between a normal missed approach initiated by a pilot and a breakout initiated by a PRM
final monitor controller. It must be clear to flight crew that the words "Traffic Alert," when used
by the final monitor controller, signal critical instructions that the pilot must act on promptly
to preserve adequate separation from an aircraft straying into the adjoining approach path.
◦ ATC breakout maneuver command to turn and/or descend, climb, or maintain altitude
The flight crew must immediately follow the final monitor controller's vertical (climb/
descend/maintain altitude) and horizontal (turn) commands. If the flight crew is operating
Traffic Alert and Collision Avoidance System (TCAS) in the traffic advisory (TA)/resolution
advisory (RA) mode and receives a TCAS RA at any time while following the final monitor
controller's command, the flight crew will simultaneously continue to turn to the controller's
assigned heading and follow the vertical guidance provided by the TCAS RA.
◦ Time-to-turn standard
Regardless of aircraft type, pilots must be able to achieve a rate of turn of 3 degrees
per second within 8 seconds of receiving a breakout command. The operator should
demonstrate its ability to meet this standard by having representative pilots perform the
breakout maneuver while the Principal Operation Inspector (POI) or the POI's designated
representative observes. The demonstration should conform to procedures contained in
the approved flight operation manual.
Note: In a breakout, ATC will never command a descent below the applicable minimum
vector altitude (MVA), thus assuring that no flight will be commanded to descend
below 1,000 feet above the highest obstacle during a breakout.
• USE OF TCAS
TCAS may be operated in TA/RA mode while executing ILS/PRM or LDA/PRM approaches.
However, when conducting these operations, pilots must understand that the final monitor
controller's instruction to turn is the primary means for ensuring safe separation from another
aircraft. Pilots must bear in mind that TCAS does not provide separation in the horizontal
plane; TCAS accomplishes separation by commands solely in the vertical plane. Therefore,
during final approach only the final monitor controller has the capability to command a turn for
lateral separation. Flight crew are expected to follow any ATC instruction to turn:
◦ ATC command to turn with TCAS RA
In the unlikely event that a flight crew should simultaneously receive a final monitor
controller's command to turn and a TCAS RA, the flight crew must follow both the final
monitor command and the TCAS RA's climb or descent command.
◦ TCAS RA alone
In the extremely unlikely event that an RA occurs without a concurrent breakout instruction
from the final monitor controller, the pilot should follow the RA and advise the controller of
the action taken as soon as possible. In this instance, it is likely that a breakout command
would follow.
◦ TCAS not required
An operative TCAS is not required to conduct ILS/PRM or LDA/PRM approaches.
• CROSSWIND LIMITATIONS
Crosswind limitations will be 10 kt for runways spaced 750 ft apart, and increasing by one
knot for each 75 ft of centerline separation to a maximum of 15 kt.
8.3.2 Navigation Procedures

8.3.2.1 Routes and Areas of Operation
Operations shall only be conducted along such routes or within such areas, for which:
• Ground facilities and services, including meteorological services, are provided which are
adequate for the planned operation;
• The performance of the aircraft intended to be used is adequate to comply with minimum
flight altitude requirements;

• The equipment of the aircraft intended to be used meets the minimum requirements for the
planned operation;
• Appropriate maps and charts are available (See OM-A 8.1.12.38–Flight Preparation; List of
Documents, Forms and Additional Information to be Carried);
• If two-engine aircraft are used, adequate aerodromes are available within the time/distance
limitations (Refer to ETOPS 8.5, Maximum Diversion Time). Operations shall be conducted
in accordance with any restriction on the routes or the areas of operation, imposed by the
Authority.
General
All flights shall be planned and performed with adequate terrain clearance. The methods used
to determine the minimum altitudes, other than that have been established by the responsible
states/ authorities (MSA, MEA, MOCA, etc.), which required for flight operations shall be
specified and approved by thai DCA.. According to the requirements in paragraph above, the
Company minimum altitudes required for the routes flown, Minimum Grid Altitude (MGA) and
Minimum Terrain Clearance Altitude (MTCA), have been established by Route Manual, Legends
And Tables (LAT) part and Navigation (NAV) part.
Minimum Terrain Clearance in Case of Engine Failure

The aircraft gross weight at all points along the route shall be such that the one-engine
inoperative service ceiling is 1000 ft higher than the terrain. If using drift-down procedure instead,
the flight level at the Pre-Determined Point (PDP) must be high enough to obtain a 2000 ft vertical
clearance between the net drift-down flight path and the terrain.
8.3.2.2 In-flight Procedures

Standard navigational procedures and system requirements including policy for carrying out
independent cross checks of keyboard entries where they affect the flight path followed by the
aircraft are detailed in FCOM/AOM.
Conventional navigation procedures are based on the availability of satisfactory ground
navigation aids, infrastructures (VOR, DME, NDB...), and aircraft navigation systems, which
enable navaid to navaid navigation. Large safety margins mandated with respect to aircraft
separation contribute to airspace saturation in certain areas.
Area Navigation (RNAV) allows to navigate “point-to-point”, the aircraft position being determined
by the on board navigation system using the information from several navigation aids such as
VOR/DME or DME/DME or GNSS (GPS). It is not needed to navigate directly to and from the
navigation aids. For example, this allows to create approach constituted by a succession of non-
aligned straight segments. But in all cases, the path is geographically defined.
Inertial reference system (IRS) allows to extend this “Area Navigation” further than the range
of the navigation aids.
RNAV approaches may only be flown by FMS system. FMS system is the primary mean
of navigation capable of suitable position updating and has appropriate navigation database
information to properly load and display the approach procedures to flight crew.
The Performance Based Navigation (PBN)

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

The Performance Based Navigation concept (PBN) specifies a required level of navigation
performance, which is characterized by a navigation accuracy level associated with the
considered route or procedure. It is defined by a value “X”, which is the max lateral distance from
the track centerline that aircraft may deviate for 95% of flight time typical examples of navigation
performance as follows:
Oceanic area (en route) X = 10
Continental area (en route) X=5

Terminal area (SID or STAR) X=1

Approach X = 0.3
The value “X” is function of the type of airspace/procedure and availability of ground navigation
aids or of GNSS. The PBN concept includes:
• RNAV navigation specifications, and
• RNP navigation specifications.
RNAV “X” Specifications

RNAV specifications are based on RNAV techniques. Consequently the navigation performance
is associated with the aircraft systems (Navigation, Guidance, Display), the flight crew training
and the type/location of navigations aids (ground Nav aids, GNSS). Operators must ensure that
aircraft equipments and flight crew training and Nav aids availability comply with the required
navigation performance level “X” before starting RNAV “X” operations. An operational approval
may be required by the authorities. Accuracy but also integrity, availability and continuity must
be considered.
RNP “X” Specifications

RNP specifications are based on Required Navigation Performance (RNP) when in addition to
the RNAV capability, an on board monitoring and alerting system is implemented to warn the
flight crew when the actual navigation performance is insufficient.
RNP”X” = RNAV”X” + Monitoring + Alert
The RNP concept ensures that the aircraft remains contained within a specific volume of
airspace, without requiring an outside agent to monitor its accuracy and integrity.

Airspace Designation
Note: 1. The existing RNP 10 designation is inconsistent with PBN RNP and RNAV
specifications. RNP 10 does not include requirements for on-board performance
monitoring and alerting.
2. Renaming current RNP 10 routes, operational approvals, etc. to a RNAV 10
designation would be an extensive and expensive task, which is not cost effective.
Consequently, any existing or new operational approvals will continue to be
designated RNP 10, and any charting annotations will be depicted as RNP 10.
8.3.2.4 Navigation: RNAV/RNP

THAI shall ensure that:
• An aircraft operated in areas, or through portions of airspace, or on routes where navigation
performance requirements have been specified, is certified according to the requirements,
and, if required, that the authority has granted the relevant operational approval.
• All contingency procedures, specified by the authority responsible for the airspace
concerned, have been included in the Operations Manual.
RNAV/RNP Aircraft Navigation Systems

The certified capability and the approved FMGS modes of operation are given in the Aircraft
Flight Manual (AFM). An aircraft with GPS have a statement in the AFM on RNP capability. For
aircraft without GPS , there is no such statement in the AFM as the RNP concept does not exist
at the time of certification. However, RNP0.3 capability is usually accepted when the DME/DME
position can be ensured during the whole procedure.
GNSS (Global Navigation Satellite System) or GPS (Global Positioning System) approaches
are considered to be RNAV approaches when flown by FMS. FMS provides means to navigate
along a flight path based upon the earth referenced waypoints. These waypoints can define a
flight path that terminates at a runway. FMS may use various means to calculate aircraft position
such as GNSS, ILS/DME, LOC/DME, DME/DME, VOR/DME or self-contained system (IRU).
However, IRU is never used for FMS position updating. Pilots shall have completed training and
familiarized with the specific functionality of the equipment and RNAV approach procedures.
To permit RNAV operation in RNP airspace, the P-i-C and Dispatcher shall ascertain that:
• All equipments required for RNP operation are operational

• For FMS equipped aircraft, the latest information of the FMS RNAV route intending to fly is
stored in the on board NAV DATABASE.
• NAVAIDs for planned radio updating are available.
• The aircraft can be flown in RNP airspace within the required time limit; and
• Terminal RADAR vectoring service is available in case of RNAV equipment is failed.
• In case the navigation accuracy is in doubt, flight crew shall notify ATC and get appropriate
clearance.
For more details, see RM/NAV.
Operational approval by THAI DCA is required in order to perform RNAV approaches.
• Aircraft without GPS
For these aircraft, navigation performance is function of the ground radio navaid infrastructure.
Outside radio navaid coverage, navigation performance is determined by the INS/IRS drift
rate, which implies a time limitation in direct relation to the RNP value to be achieved.
• Aircraft with GPS
When GPS is available in flight, the on-board navigation performance exceeds the currently
known requirements for any kind of route, in Approach, the Alarm Limit (AL) is set to 0.3 NM
(containment limit).
The availability of GPS , on any given route, is a function of the followings:
◦ Satellite constellation configuration
◦ Aircraft equipment
◦ Aircraft’s geographical position
◦ Required navigation accuracy.
• GPS Availability
Depending on which type of RNP value is envisaged, and which type of navigation mode is
available, a pre-flight verification of GPS availability may be required when part of the planned
route is outside radio navaid coverage.
• GPS Integrity
The Receiver Autonomous Integrity Monitoring (RAIM) of Honeywell FMS or the Autonomous
Integrity Monitored Extrapolation (AIME) of Litton FMS ensures navigation position integrity.
• Both the AIME and the RAIM compute a Horizontal Integrity Limit (HIL) with the followings:
◦ 99.9 % probable maximum error, assuming a satellite failure
◦ Guaranteed containment distance, even with undetected satellite failures
◦ Comparison to an Alarm Limit (AL) function of the area of operation.
RNAV Instrument Approach Procedure (RNAV IAP)
RNAV approaches are now associated with GPS. It may be considered that RNAV approaches
based on ground Nav aid VOR /DME or DME /DME are no more used. The term “RNAV IAP”
covers different kinds of approach:
• RNAV approach, procedure, requiring VOR /DME updating (no more used)
• RNAV approach, requiring DME /DME updating (very limited used)
• RNAV GNSS or GPS approach requiring GPS updating
• RNAV approach with associated RNP value, with and/or without GPS also called Basic RNP
IAP (very limited used).
To fly RNAV approaches, aircraft must be equipped with a RNAV system, which is the FMS or
FMC.
RNAV approaches without GPS are possible, provided it has been verified that, for each specific
procedure, FMS navigation radio updating will support the required accuracy.
• RNAV (GNSS or GPS)
They require a FMS equipment with GPS position update and RAIM integrity or equivalent
(Litton AIME). These IAPs are sometimes published as GPS approaches but GPS approaches

are progressively renamed RNAV (GNSS or GPS) All aircraft with the GPS or GPS PRIMARY
function can be flown with this type of IAP. These approaches are necessarily coded in the
WGS 84 co-ordinates system.
• RNAV (RNP)
RNP-0.3 is the current navigation accuracy standard in approach. RNP-0.3 means that the
aircraft position error must be less than 0.3NM, with a probability of 95%. Normally, FMC
or FMS with GPS updating is required to demonstrate RNP-0.3, but the same RNP value
can be achieved by FMC or FMS with DME/DME updating, provided the density of DME
ground facilities is sufficient to support it. If DME coverage is demonstrated to be satisfactory,
Authorities may accept RNP-0.3 RNAV approaches without GPS. Specific DME may need
to be operative (NOTAM). All aircraft with the GPS or GPS PRIMARY function can be flown
with this type of IAP.
• RNP APCH
Both RNAV (GNSS or GPS) and RNAP (RNP) approaches are merging in a single category:
RNP APCH (Refer to ICAO PBN Manual doc 9613).
RNAV IAP Operational Approval

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

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

RNAV approach procedures laid down in the respective FCOM/AOM and the procedures
depicted on the appropriate instrument approach charts shall be adhered to. Before conducting
the RNAV approach, ANP/EPE or NAV accuracy shall be validated. If there is no RNAV approach
procedure in the FMS database, such approach procedure shall not be conducted. Pilot shall not
modify the FMS waypoints and altitude constraints of the published RNAV approach procedures
or manually entered additional waypoints to the procedures. In case of RNAV overlay approach,
the approach can be conducted as long as the raw data of the ground-based NAVAIDs are
monitored and aircraft position is determined to be within the approach corridor.
Crew Reporting
The crew must report any lateral or vertical NAV guidance anomaly to the Flight Operations. The
report must be fully documented for further investigation and corrective actions as follows:
• Approach designation and airport
• A/C type, MSN, GW, wind/temp
• Navigation database cycle
• Pilot selections, FMA, ND, MCDU displays
• Description of anomaly, flight path
• DFDR reading.
8.3.2.5 Vertical Navigation

See OM-A 8.3.2.6.32–Flight Procedures; Reduced Vertical Separation Minimum (RVSM) and
OM-A 8.3.3.36–Flight Procedures; Altimeter Setting Procedures. With RNAV capability it is
possible to specify an elevation to any point defined only by its coordinates (WGS 84 compliant).
This elevation can be an altitude constraint (Above, At or Below). It is also possible to define a
succession of segments with specific constraints altitudes or to define the slope of a segment.
Improvement in Navigation, Guidance and Display functionalities allow a vertical guidance and

a monitoring of the slope. This allows conducting an approach with a specific slope without ILS
or a trajectory with a constant descent-angle following non-aligned straight segments or a curve.
For the vertical navigation, the system compares the vertical position (barometric altitude) with
the desired vertical profile and associated elevations. This type of vertical navigation is called
″BARO VNAV″.
Due to the vertical flight path’s definition, vertical navigation accuracy is influenced by the
followings:
• The along flight path horizontal position accuracy
• The baro-altitude accuracy, including the effect of temperature (ex: low OAT).
8.3.2.6 Reduced Vertical Separation Minimum (RVSM)

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

Before entering RVSM airspace, the following equipments should be operating normally:
• Two primary altimetry systems;
• One automatic altitude-keeping device;
• One altitude-alerting device; and
• One SSR transponder with an altitude reporting system.
The pilot must notify ATC whenever the aircraft:
• No longer RVSM compliant due to equipment failure; or
• Loss of redundancy of altimetry systems; or
• Encounters turbulence that affects the capability to maintain flight level.
During cleared transition between levels, the aircraft should not overshoot or undershoot the
assigned FL by more than 150 ft. Except in an ADS or radar environment, pilots shall report
reaching any altitude assigned within RVSM airspace.
RVSM Operations
• Operational Approval
RVSM is the application of 1000 ft vertical separation between FL290 to FL410 in the
designated area of operations in order to increase the use of airspace while keeping the same
level of safety which can be achieved by monitoring the altitude accuracy of the aircraft. All
aircraft intending to operate in the RVSM airspace must have the specific approval for such
operations from either the aviation authority of the state in which the aircraft is registered
or the aviation authority of operator. Flight crew are required to have an awareness of
the criteria for operating in RVSM airspace and be trained accordingly on flight planning,
pre-flight procedures, in-flight procedures, entry to RVSM airspace procedures, contingency
procedures and post flight procedures.
• RVSM Procedures
A generic summary of these procedures is provided below, for information only:
◦ Pre-flight
▪ Check that the aircraft is capable of RVSM.
▪ Check that the aircraft is approved for RVSM.

▪ Check that the required equipment for RVSM is operative (MEL).

▪ Check that no maintenance log entry and concerning defects may affect RVSM
capability. Corrective actions shall be taken, if necessary.
▪ Check, on ground, that at least two main altitude indications are within the tolerances
indicated in the FCOM.
▪ Review the weather forecast paying particular attention to severe turbulence, which
may affect aircraft altitude, in order to maintain the required RVSM performance.
▪ Check that the letter “W“ is written in field 10 of the ATC Flight Plan to indicate RVSM
capability.
◦ Prior to Entry into RVSM
The required minimum equipment must be operative otherwise, a new clearance to avoid
RVSM airspace must be obtained:
▪ Two ADRs (or two ADCs), and two main altitude indications - One ATC transponder
▪ One AP in ALT and OPEN CLB/DES (or LVL/CH) modes
▪ FCU altitude selection and OPEN CLB/DES (or LVL/CH) selection
▪ One FWC for altitude alert function.
At least two main altimeter indications on the STD setting must be within 200 feet. If only
two ADRs (or two ADCs) are operative, record significant main and standby altimeter
indications for reference, in case of subsequent altimeter failure.
◦ Within RVSM Airspace
Keep AP in command for cruise and level changes. When making a level change, monitor
AP guidance so as not to overshoot the assigned FL by more than 150 feet. Approximately
every hour, check the altitude indications. At least two main indications should be within
200 feet.
◦ Post Flight
Report any malfunction or deviation in relation to the altitude keeping capability, and any
failure of the required RVSM equipment.
◦ In-flight Abnormal Procedures
When flying within RVSM airspace, the ATC must be informed in case of:
▪ Failure of both APs.
▪ Loss of altimeter indication redundancy. Only one main indication remains.
▪ Excessive discrepancy of altitude indications without means of determining which
indication is valid.
▪ Encounter with severe turbulence
▪ Abnormal situation, preventing the aircraft from maintaining the assigned FL, if one
AP is unable to keep the assigned altitude, select the other AP.
• Suspension or Revocation of RVSM Approval
Operators should report height-keeping deviations to the responsible authority when the
deviation exceeds:
◦ A total vertical error of 300 feet (for example, measured by an HMU)
◦ An altimetry system error of 245 feet
◦ An assigned altitude deviation of 300 feet.
These errors, caused by equipment failures or operational errors, may lead the responsible
authority to suspend or revoke the THAI’s RVSM approval. It is therefore important for THAI
to report any poor height-keeping performance and to indicate which corrective actions have
been taken.
Contingency Procedures
The procedures are applicable primarily when rapid descent and/or turn-back or diversion to an
alternate airport is required.
• General Procedures

If an aircraft is unable to continue flight in accordance with ATC clearance, a revised clearance
shall be obtained prior to initiating any action, using a distress or urgency signal as appropriate.
If prior clearance can not be obtained, the pilot shall:
◦ If possible, deviate from organized track or route system
◦ Establish communications with and alert nearby aircraft by broadcasting, at suitable
intervals, flight identification, flight level, aircraft position and intentions on the frequency
in use, as well as on 121.50 MHz or 123.45 MHz
◦ Watch for conflicting traffic both visually and TCAS, if equipped; and
◦ Turn on all aircraft exterior lights.
Note: Deviation from its assigned route or track by turning 90 degrees right or left, the
direction of turn should be determined by reference to other aircraft and terrain
clearance.
If the aircraft unable to maintain its assigned level, whenever possible, minimize the rate of
descent while is turning to acquire and maintain in either direction a track laterally separated
by 25 NM from the assigned route or track, and fly at level which differs by 500 ft from those
normally used before commencing a diversion across the flow of adjacent traffic or until a new
ATC clearance is obtained.
• Weather Deviation Procedures
◦ Obtaining ATC Priority
When in contact with ATC, state "WEATHER DEVIATION REQUIRED" to obtain rapid
response. The pilots may initiate communications using the urgency call "PAN PAN PAN"
to alert all listening parties to a special handling condition which may receive ATC priority
for issuance of a clearance or assistance.
◦ Revised ATC Clearance not Obtained
If the aircraft is required to deviate from track to avoid weather and prior clearance cannot
be obtained, the pilot shall:
▪ Take actions as prescribed above; and
▪ For deviations of less than 10 NM, aircraft should remain at the level assigned by ATC;
or
▪ For deviations greater than 10 NM, when the aircraft is approximately 10 NM from track,
initiate a level change based on the following criteria:
Route centerline Deviations >10 NM Level Change

EAST LEFT Descend 300 ft
000°-179° mag. RIGHT Climb 300 ft
WEST LEFT Climb 300 ft
180°-359° mag. RIGHT Descend 300 ft
▪ Then, continue to attempt to contact ATC to obtain a clearance.
▪ When returning to track, be at its assigned level when the aircraft is within approximately
10 NM of route centerline.
• Wake Turbulence or Distracting Aircraft System Alerts
In Asia/Pacific airspace where RVSM is applied, an aircraft that encounters wake turbulence or
experiences distracting aircraft system alerts, the pilots shall notify ATC and establish contact
with other aircraft on 123.45 MHz, then initiate lateral offset, not to exceed 2 NM from the
assigned track. After re-establishing on assigned track/route, notify ATC.
Note: In this circumstance, ATC will not issue clearance and will not normally respond to
actions taken by pilots.
Flight Planning
To indicate RVSM approved aircraft, the letter "W" shall be inserted in item 10 of the ATS flight
plan.

Phraseology Related to RVSM Operations

Phraseology Purpose
Affirm RVSM For a pilot to report RVSM approval status.
Negartive RVSM For a pilot to report non-RVSM approval status.
Unable RVSM due turbulence For a pilot to report when severe turbulence affects
the aircraft's capability to maintain the height keeping
requirements for RVSM.
Unable RVSM due equipment For a pilot to report that the aircraft's equipment has
degraded en route below that required for flight within the
RVSM airspace.
Ready to resume RVSM For a pilot to report the ability to resume operations within
the RVSM airspace after an equipment or weather-related
contingency.
8.3.2.7 CNS/ATM – FANS

In 1990’s, the ICAO had tasked the Future Air Navigation System (FANS) committee to find
solutions to cope with the traffic growth. The FANS committee works resulted in the CNS/ATM
concept:
C Communication
N Navigation
S Surveillance
ATM Air Traffic Management
This CNS/ATM concept requests an extensive use of data links and satellites for Communication,
Navigation, Surveillance and Air Traffic Management purposes. Numerous actors play in this
global end-to-end concept, which can be seen as a chain linking a pilot and a controller.
Although most of these actors are independent entities (e.g. Air Traffic Services organizations
or communication service providers) the proper interoperability of all of them is the key factor
for the right operation of the system. The air/ground data communications can be made through
the following three communication medias:
• VHF
• SATCOM
• HF
Communications—C
Operationally speaking, the biggest change provided by FANS is the way pilot and controllers
communicate. In addition to the classical VHF and HF voice, and to the more recent satellite
voice, digital CPDLC (Controller Pilot Data Link Communications) is used as a primary
communication means in some airspaces (mainly oceanic and remote areas). CPDLC is a
powerful means to sustain ATC communications in oceanic or remote areas. CPDLC gets rid
of drawbacks of HF voice (e.g. poor transmission quality, language barrier, transmission time,
indirect link with ATC via radio operators, workload reduction for both ATC controllers and
flight crew). CPDCL is also becoming an additional tool to overcome VHF congestion in some
busy TMAs and to improve the traffic flow (e.g. deployment of ATN in Europe). Ground-ground
communications are also part of the concept. They serve to link and to co-ordinate in between
different ATC service organizations (or services of the same ATC) and AOC (Airline Operational
Center). AFTN (Aeronautical Fixed Telecommunications Network), voice or AIDC (ATS Inter-
facility Data Communications) ensure these communications.
Navigation—N
FANS routes or air spaces are associated with a given RNP (Required Navigation Performance)
value. This RNP is a statement on the navigation performance accuracy necessary for operation
in this air space (See OM-A 8.3.2.3.28–Flight Procedures; RNP “X” Specifications). It is defined
by the relevant ATS of the concerned area. In the South Pacific region, for instance, flying a
Los Angeles - Sydney FANS route requires the RNP 10 capability. The combination of RNP with
CPDLC and ADS-C enables the reduction of procedural separations (longitudinal and lateral)

down to 30 NM. Therefore, airspace capacity is increased and aircraft have more flexibility to
be flown in these airspaces.
Surveillance—S
Different types of surveillance may be found. Wherever radar coverage is possible, SSR modes
A, C and S are used. Mode S with Elementary Surveillance (ELS) and Enhanced Surveillance
(EHS) provides a lot of surveillance data to ATC. In addition to the conventional SSR modes, ATC
can retrieve the aircraft position and other surveillance data thanks to the Automatic Dependent
Surveillance (ADS). There are two kinds of ADS:
• ADS-Broadcast (ADS-B)
ADS-B automatically broadcasts surveillance data towards ATC and other aircraft. From
an ATC perspective, ADS-B is a promising technology to complement or replace SSR. In
various places in the world (Australia, Canada, Europe, US, Asia), ADS-B enables SSR-like
surveillance services. ADS-B covers continental areas where ADS-B ground stations can be
easily installed. ADS-B is less expensive than SSR in terms of installation and maintenance,
and promises to be more effective than SSR. From an aircraft perspective, ADS-B enhances
the traffic situational awareness (e.g. display of flight numbers and tracks of surrounding
aircraft). This enhanced traffic situational awareness helps the flight crew better understand
ATC instructions in a busy airspace or anticipate flight planning (e.g. flight level change
when flying in OTS).
• ADS-Contract (ADS-C).
In oceanic or remote areas, ATC applies procedural separations (e.g. 10-min longitudinal
separation) and flight crew have to regularly report the position of their aircraft. Thanks
to ADS-C, position reports are automatically done via data link. Flight crews are no more
required to perform voice position reports. ATC controllers have clear position reports that
are plotted on a screen. ADS-C is an end-to-end connection between an aircraft and the
ATC center. A contract is established between the aircraft avionics and the ATC center
to determine the type of position reports (i.e. on event, on demand, or periodical). ADS-C
enables to reduce longitudinal and lateral separations (e.g. 80 NM down to 30 NM).
Air Traffic Management—ATM

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

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

The three different types of altimeter settings are “Standard” (1013.25 hPa / 29.92 inHg), QNH
and QFE. As indicated below, each setting will result in an altimeter indication which provide a
measure of the vertical distance with regard to the ICAO Standard Atmosphere (ISA) above the
particular reference datum shown.

Altimeter setting Reference Datum Altimeter indication

Standard 1013.25 hPa / 29.92 inHg Flight Level
QNH Local mean sea level pressure Altitude
QFE Aerodrome elevation Height above aerodrome
For vertical separation of aircraft, a system of flight level (FL) is used. Flight levels are related to
a pressure datum of 1013.2 hPa (29.92 in) and are separated by a nominal distance of at least
500 ft (152.4 m) based upon the International Standard Atmosphere (ISA).
A feet altimeter, with the pressure scale set to 1013.2 hPa, indicates FL when the indication is
expressed in hundreds of feet.
The relation between FL and altimeter indications is as follows:
Flight Level Number Altimeter Indication

Flight Level Number Altimeter Indication
50 5000 1500
100 10000 3050
150 15000 4550
200 20000 6100
etc. etc. etc.
Transition altitude shall be specified for each aerodrome and given in approach charts, and the
transition level based on actual pressure situation shall be calculated by ATC and transmitted to
the aircraft prior to approach or given in approach chart. Transition layer is the vertical distance
between the transition altitude and transition level.
The transition from FL to altitude shall be done at the transition level when descending and that
from altitude to FL at the transition altitude when climbing.
8.3.3.3 Setting Procedure

When changing an altimeter setting, each pilot will call out the new setting and check altitudes.
At each resetting of the altimeters, PM/PNF shall call out the altimeter setting to be set, e.g.
“1002" and PF shall answer “1002". When the altimeters have been set at 1002 hPa, both shall
cross-check the readings by calling out their altimeter readings and comparing the values, e.g.
“4000 ft" and “4100 ft", by PF and PNF respectively.
A clear distinction shall be made between the terms “Flight Level” and “Altitude”, especially when
reading back clearances and when reporting positions.
The pressure scales of the feet altimeters shall be set to the following values:
• Takeoff and Initial Climb
Both feet altimeters shall be set to the applicable QNH for the departure aerodrome.
• Climb
Set altimeters to STD (1013.2 hPa) when penetrating the transition altitude. Baro settings
and altitude readings will be cross-checked.
• Cruise, Descent, Approach and Landing
Maintain standard setting when flying at or above the transition level. If cruising below or at
transition altitude, both pilot altimeters will be on QNH of the nearest station available.
Set the applicable QNH no later than when penetrating the transition level during descent.
When cleared to an altitude below the transition level and provided no further reference
to flight level(s) is indicated or anticipated, for terrain precaution, the change in altimeter
settings should be made well in advance of reaching the transition level.
The meter altimeter is used only with STD (1013.2 hPa) where applicable.
• Missed Approach
The altimeter settings used while completing a missed approach procedure will depend on
whether the procedure can be completed below the transition altitude. The settings shall be
consistent with the procedures stated above.

8.3.3.4 Temperature Correction

Pressure altimeters are calibrated to indicate true altitude under International Standard
Atmosphere (ISA) conditions. Temperature deviation from ISA results in erroneous readings on
pressure altimeters.
When the temperature is lower than standard, the true altitude is less than indicated altitude.
When the temperature is lower than standard, the true altitude is less than indicated altitude.
Depending on the amount of temperature deviation (on the colder side) and amount of height to
be corrected for, significant deviations between indicated and true altitude can occur in conditions
of extreme cold weather where terrain clearance is a consideration, corrections should be
calculated and a higher indicated altitude established and flown. Values to be added to the
published altitudes are given in 8.1.1.3, Wind Correction.
Minimum safe altitudes in connection with the approach procedure and climb-out procedure must
be adjusted when the ambient temperature on the surface is much lower than that predicted by
the standard atmosphere. An approximately correction is 4% height increase for every 10 deg C
below standard temperature as measured at the aerodrome.
For colder temperatures, a more accurate correction should be obtained from the following table,
which are calculated for a sea level aerodrome.
Values to be added by pilot to minimum altitude

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

Except on aircraft fitted with 3 Air Data Reference (ADR) systems, where a faulty system can be
identified, if a difference between altimeter readings occurs during climb or cruise, the average
of the two readings will be used to determine the flight level or altitude.
When a different altimeter reading occurs during the descent and approach phases, the lower
reading altimeter will be used to determine safety heights and critical heights. However, the glide
path height check at the outer markers will be used as a further check, bearing in mind that the
glide slope itself may be inaccurate.
8.3.3.6 Metric Altimetry

Before commencing a flight the P-i-C must ensure that current maps, charts and associated
documentation are available to cover the intended operation of the aeroplane including
any diversion which may reasonably be expected. This shall include any conversion tables
necessary to support operations where metric heights, altitudes and flight levels must be used.
Before beginning a flight from, to or over regions where metric altimetry is used, the P-i-C must
ensure that ft/meter conversion means are available to the flight crew. The conversion can be
done, thanks to an aircraft system or thanks to paper conversion tables.
8.3.3.7 QFE Operation

Before beginning a flight from, to or over regions where QFE is used for operations, the P-i-C
must ensure that QFE/QNH conversion means are available to the flight crew.
In principle, the normal procedure is to utilize QNH. However, in certain areas where QNH is not
available (or where clearances refer to QFE), QFE must be used for takeoff/climb and approach/

landing unless a conversion table QNH is available in Approach Chart. The pressure scales of
the feet altimeters shall be set to the value mentioned below during:
• Takeoff
QFE of the aerodrome of departure.
• Climb
QFE of the aerodrome of departure changeover to standard altimeter setting shall be made,
upon reaching the transition height.
• Approach and Landing
Changeover to local QFE from standard altimeter setting shall be made when an aircraft is
passing through a transition level.
Note: For cabin pressurization setting, consult FCOM/AOM.
• Missed Approach
The relevant portions of “Climb”, “Approach and Landing” above shall be applied.
8.3.3.8 IFR Flight Level Tables—Semi Circular Rules

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

180–359 360–179
ft (x100) meters ft (x100) meters
10 300
20 600 30 900
40 1200 50 1500
60 1850 70 2150
80 2450 90 2750
100 3050 110 3350
120 3650 130 3950
140 4250 150 4450
160 4900 170 5200
180 5500 190 5800
200 6100 210 6400
220 6700 230 7000
240 7300 250 7600
260 7900 270 8250
280 8550 290 8850
310 9450 330 10050
350 10650 370 11300
390 11900 410 12500
Some countries or FIR/UIR may have their own FL semi-circular rules, such as Chile, China,
Tel Aviv FIR, Mongolia, Russia.
For Reduced Vertical Separation Minimum (RVSM), See OM-A 8.3.2.6.32–Flight Procedures;
Reduced Vertical Separation Minimum (RVSM).
8.3.4 Altitude Alerting System Procedures

The purpose of the altitude alerting system is, when manual flying, to alert the flight crew by
the automatic activation of a visual and/or an aural signal when the air craft is about to reach
or is leaving the pre-selected altitude/flight level. The system and its operation shall ensure an
accurate altitude adherence during all phases of the flight.

The altitude alert system is to be used to record cleared altitudes and not as a reminder device
for transition levels or reporting altitudes.
Depending upon the design of the alerting system (Refer to FCOM), pre-warnings are given
1,000 ft before reaching the selected altitude / flight level.
When climb / descent constraints are part of a departure/arrival clearance, constraint altitude(s)
should be set in the altitude alert system (selected altitude window) even though such constraints
are also entered in the FMS (as applicable).
When it is necessary to change the selected altitude, the PM/PNF will make the change cross-
checked by the PF.
The use of the altitude alerting system does not in any way release the flight crew from the
responsibility of ensuring that the aircraft levels off or will be leveled off at the correct altitude
or flight level.
8.3.5 Ground Proximity Warning System /Terrain Avoidance

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

is taken will be around 20 seconds. This will be lessened if the rate of descent is
excessive or if there is rising terrain below the aircraft.
8.3.5.1 Flight Path and Configuration Warning

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

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

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

8.3.7 Policy and Procedures for the In-flight Fuel Management

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

A P-i-C must ensure that fuel checks are carried out in flight at regular intervals. The usable
remaining fuel must be recorded and evaluated to:
• Compare actual consumption with planned consumption
• Check that the usable remaining fuel is sufficient to complete the flight, (See OM-A
8.3.7.1.42–Flight Procedures; In-flight Fuel Management)
• Determine the expected usable fuel remaining on arrival at the destination aerodrome.
In-flight fuel monitoring is made using the operational flight plan.
• Range Control
Range control is performed by checking the actual fuel remained for a certain distance versus
that estimated for that distance.
The fuel remained shall be checked versus the fuel consumed in order to ensure correct
figures. The difference between actual and estimated remaining fuel shall be noted, and
reasons for the difference established.
The range control shall be carried out at least every 60–90 min simultaneously with suitable
position reports.
Note: 1. The crew must carry out regular fuel checks as follows:
• Time of observation;
• Fuel used (FU);
• Remaining fuel on board (FOB);
• Fuel flow (FF).
2. Subtract "Fuel used" from the block fuel (recorded before engine start) and
compare this figure with the "Remaining fuel on board". If there is no major
discrepancy, the figures read on the aircraft should be used.
3. This type of monitoring would detect fuel leaks and provide a more reliable basis
of calculation in case of either Fuel Quantity Indicator (FQI) or Fuel Used (FU)
failure during flight.
4. However, without any failure or fuel leak, some discrepancies, which may be
considered large (more than 1000 kg on some aircraft), can be evidenced. This
may be due to:
• APU consumption (up to 150 kg/h) which is not recorded by FU
• FQI errors on block fuel and on FOB
• FU indication tolerance.
5. Water freezing in the tanks may also affect the FQI indications.
In-flight Fuel Management

The flight must be conducted so that the expected usable fuel remaining on arrival at the
destination aerodrome is not less than:
• The required al ternate fuel plus final reserve fuel, or

• The final reserve fuel if no alternate aerodrome is required.

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

• On a flight using the RCF (Reduced Contingency Fuel) procedure, in order to proceed to the
Destination 1 aerodrome, the P-i-C must ensure that the usable fuel remaining at the decision
point is at least the total of:
◦ Trip fuel from the decision point to the Destination 1 aerodrome; and
◦ Contingency fuel equal to 5% of trip fuel from the decision point to the Destination
1 aerodrome; and
◦ Destination 1 aerodrome alternate fuel, if a Destination 1 alternate aerodrome is required;
and
◦ Final reserve fuel.
• On a flight using the PDP (Pre-Determined Point) procedure in order to proceed to the
destination aerodrome, the P-i-C must ensure that the usable fuel remaining at the PDP is
at least the total of:
◦ Trip fuel from the PDP to the destination aerodrome; and
◦ Contingency fuel from the PDP to the destination aerodrome calculated in accordance
with paragraph 8.1.7.1; and
◦ Additional fuel as required in paragraph 8.1.7.1.
Required Minimum Remaining Fuel
The minimum fuel expected to be available on arrival at the destination aerodrome is the sum
of the alternate fuel and the final reserve fuel as defined in chapter 8.1.7.1.
If it appears en route that the fuel remaining is such that the fuel at destination will be less than
expected above, the P-i-C should consider the following:
• Decrease aircraft speed (down to Max Range Speed)
• Obtain a more direct route
• Fly closer to the optimum FL (taking the wind into account)
• Select a closer “suitable” alternate aerodrome
• Land and refuel.
Re-planning in Flight
Re-planning in flight may be done when planned operating conditions have changed or other
reasons make further adherence to the original flight plan unacceptable or impractical, for
example:
• Bad weather conditions or runway condition at the planned destination and alternate
• Fuel penalties due to ATC constraints or unfavorable wind

• Degraded aircraft performance.

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

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

For some aircraft/engines, the temperature limitation is higher than the fuel freezing point due
to engines fuel system or due to specific margin.
Hereafter are explanations of fuel temperature limitations:

The minimum fuel temperature, published in the operational documentation, may be more
restrictive than the certified aircraft environmental envelope. It includes two different limitations
both linked to engine operation: Fuel freezing point limitation, and fuel heat management system
limitation.
Fuel Freezing Point Limitation

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

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

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

Conditions
8.3.8.1 Thunderstorms
General
There is no useful correlation between the external visual appearance of thunderstorms and
their severity. Knowledge and weather radar have modified attitudes toward thunderstorms, but
one rule continues to be true:
"Any thunderstorm should be considered hazardous."

Weather Information
Meteorological observations/forecasts messages or charts contain thunderstorm and associated
hazards information.
But, when thunderstorms are, or are expected to be, sufficiently widespread to make their
avoidance by aircraft difficult, e.g. a line of thunderstorms associated with a front or squall line
or extensive high level thunderstorms, the Meteorological Office issues warnings, in the form
of SIGMET messages, of "active thunderstorm area" . In addition, pilots are required to send
a special air report when conditions are encountered, which are likely to affect the safety of
aircraft. Such a report would be the basis of a SIGMET warning. The Meteorological Office does
not issue SIG MET messages in relation to isolated thunderstorm activity and the absence of
SIGMET warnings does not therefore necessarily indicate the absence of thunderstorms.
Meteorological information for description of weather messages and for the meaning of the
associated codes, See OM-A 8.1.6.18–Flight Preparation; Meteorological Information.
Thunderstorm Hazards
Thunderstorms concentrate every weather hazard to aviation into one vicious package. The
most important hazards are:
• Turbulence
Potentially hazardous turbulence is present in all thunderstorms. Strongest turbulence within
the cloud occurs with shear between updrafts and downdrafts. Outside the cloud, shear
turbulence has been encountered several thousand feet above and 20 NM laterally from a
severe storm. A low-level turbulent area is the shear zone associated with the gust front.
Often, a "roll cloud" on the leading edge of a storm marks the top of the eddies in this shear
and it signifies an extremely turbulent zone. Gust fronts often move far ahead (up to 15 NM)
of associated precipitation. The gust front causes a rapid and sometimes drastic change in
surface wind ahead of an approaching storm.
It is almost impossible to hold a constant altitude in a thunderstorm, and manoeuvring in an
attempt to do so produces greatly increased stress on the aircraft. It is understandable that
the speed of the aircraft determines the rate of turbulence encounters. Stresses are least if
the aircraft is held in a constant attitude and allowed to "ride the waves". (Refer to FCOM
"Flight in Severe Turbulence".)
• Icing
Super cooled water freezes on impact with an aircraft. Clear icing can occur at any altitude
above the freezing level; but at high levels, icing from smaller droplets may be rime or mixed
rime and clear. The abundance super cooled water droplets makes clear icing very rapid
between 0 deg C and −15 deg C.
• Hail
Hail competes with turbulence as the greatest thunderstorm hazard to aircraft. Supercooled
drops above the freezing level begin to freeze. Once a drop has frozen, other drops latch
on and freeze to it, so the hailstone grows. Large hail occurs with severe thunderstorms
with strong updrafts that have built to great heights. Eventually, the hailstones fall, possibly
some distance from the storm core. Hail may be encountered in clear air several miles from
dark thunderstorm clouds.
• Low Ceiling and Visibility
Generally, visibility is near zero within a thunderstorm cloud. The hazards and restrictions
created by low ceiling and visibility are increased many fold when associated with the other
thunderstorm hazards.
• Effect on Altimeters
Pressure usually falls rapidly with the approach of a thunderstorm, then rises sharply with the
onset of the first gust and arrival of the cold downdraft and heavy rain showers, failing back
to normal as the storm moves on. This cycle of pressure change may occur in 15 minutes.
If the pilot does not receive a corrected altimeter setting, the altimeter may be more than
1000 feet in error.
• Lightning
A lightning strike can puncture the skin of an aircraft. Lightning has been suspected of
igniting fuel vapors causing explosion; however, serious accidents due to lightning strikes
are extremely rare. Nearby lightning can blind the pilot rendering him momentarily unable to

navigate either by instrument or by visual reference. Lightning can also induce permanent
errors in the magnetic compass and lightning discharges, even distant ones, can disrupt
radio communications on low and medium frequencies.
In the event of lightning strike, conduct the following procedure:
In flight, check of all radio communication and navigational equipment and the weather radar.
Record the lighting strike in the technical logbook. On ground, check the followings:
◦ Compensation of the (standby) compass
◦ Signs of damage on fuselage, wings, radome, empennage
◦ Antennas, pitot heads
◦ All control trailing edges and static dischargers
◦ Radio and navigation equipment.
Lightning intensity and frequency have no simple relationship to other storm parameters.
But, as a rule, severe storms have a high frequency of lightning.
• Engine water ingestion
Jet engines have a limit on the amount of water they can ingest. Updrafts are present in many
thunderstorms, particularly those in the development stages. If the updraft velocity in the
thunderstorms approaches or exceeds the terminal velocity of the falling raindrops, very high
concentrations of water may occur. It is possible that these concentrations can be excess of
the quantity of water engines are designed to ingest. Therefore, severe thunderstorms may
contain areas of high water concentration which could result in flameout and/or structural
failure of one or more engines.
Avoiding Thunderstorms
• General rule
Never regard a thunderstorm lightly. Avoiding thunderstorms is the best policy.
Don't land or takeoff in the face of an approaching thunderstorm. Turbulence wind reversal
or windshear could cause loss of control.
Don't attempt to fly under a thunderstorm even if you can see through to the other side.
Turbulence and wind shear under the storm could be disastrous.
Don't fly without airborne radar into a cloud mass containing scattered embedded
thunderstorms. Scattered thunderstorms not embedded usually can be visually
circumnavigated.
Don't trust the visual appearance to be a reliable indicator of the turbulence inside a
thunderstorm.
Do avoid by at least 20 NM any thunderstorm identified as severe or giving an intense radar
echo. This is especially true under the anvil of large cumulonimbus.
Do circumnavigate the entire area if the area has 6/10 thunderstorm coverage. Do remember
that vivid and frequent lightning indicates the probability of a severe thunderstorm.
Do regard as extremely hazardous any thunderstorm with tops 35,000 feet or higher whether
the top is visually sighted or determined by radar.
• Departure and arrival
When significant thunderstorm activity is approaching within 15 NM of the airport, the P-i-C
should consider conducting the departure or arrival from different direction or delaying the
takeoff or landing. Use all available information for this judgment, including PIREPs, ground
radar, aircraft radar, tower-reported winds, and visual observations. In the terminal area
thunderstorms should be avoided by no less than 3 NM. Many ATC radars are specifically
designed to reduce or exclude returns from "weather" and in these cases little or no assistance
can be given by ATC.
It is recommended that any guidance given by ATC should be used in conjunction with the
aircraft own weather radar, in order to guard against possible inaccuracies in the ground radars
interpretation of the relative severity of different parts of a storm area. Any discrepancies
should be reported to ATC.
Gust fronts in advance of a thunderstorm frequently contain high winds and strong vertical
and horizontal wind shears, capable of causing an upset near the ground. A gust front can

affect an approach corridor or runway without affecting other areas of the airport. Under such
conditions, tower-reported winds and the altimeter setting could be misleading.
Microbursts may also accompany thunderstorms. 2 NM or less in diameter, microbursts
are reviolent short-lived descending columns of air capable of producing horizontal winds
sometimes exceeding 60 kt within 150 ft of the ground. Microbursts commonly last one to
five minutes and may emanate from high-based cumulus clouds accompanied by little or no
precipitation, or may be associated with large cumulonimbus build-ups and be accompanied
by heavy rainfall.
Because of their relatively small diameter, airport anemometers and low level windshear alert
systems may not sense this phenomenon in time to provide an adequate warning of nearby
microburst activity.
• En Route
◦ Overfly
Avoid overflying thunderstorms unless a minimum of 5,000 ft clearance above the storm
top is ensured. When possible, detour between the storm cells of a squall line rather than
directly above them. Keep the radar antenna tilted down during overflight to properly assess
the most severe cells, which may be masked by clouds formations.
At altitudes above the freezing level, super cooled rain and hail may indicate as only weak
radar echoes, which can mask extreme thunderstorm intensity. Avoid weak radar echoes
associated with thunderstorms by the following minimum distances:
▪ Altitude lateral avoidance
20,000 ft 10 NM
25,000 ft 15 NM
30,000 ft 20 NM
◦ Flight Near Thunderstorms
If flight closer than the minimum recommended distances is unavoidable, observe the
following precaution:
When it is necessary to fly parallel to a line of cells, the safest path is on the upwind side
(the side away from the direction of storm travel). Although severe turbulence and hail can
be encountered in any direction outside a thunderstorm, strong drafts and hail are more
often encountered outside the body of the cell on the downwind side.
Avoid flight under the anvil. The greatest possibility of encountering hail is downwind of the
cell, where hail falls from the anvil or is tossed out from the side of the storm. Hail has been
encountered as much as 20 NM downwind from large thunderstorms.
Avoid Cirrus and Cirrostratus layers downwind from the storm tops. Such layer may be
formed by cumulonimbus tops and may contain hail, even though the radar scope shows
little or no return echoes.
If ATC requirements make flight into unsafe conditions imminent, the P-i-C should request a
change of routing and if necessary use his emergency authority to avoid the severe weather
conditions.
Any flight in the vicinity of thunderstorms carries the risk of a sudden onset of moderate
or severe turbulence.
◦ Thunderstorm Penetration
If thunderstorm penetration is unavoidable, the following guidelines will reduce the
possibility of entering the worst areas of turbulence and hail:
Use the radar to determine the areas of least precipitation. Select a course affording
a relatively straight path through the storm. Echoes appearing hooked, finger-like, or
scalloped indicate areas of extreme turbulence, hail and possibly tornadoes, and must
be avoided. Penetrate perpendicular to the thunderstorm line, if not possible maintain the
original heading. Once inside the cell, continue ahead, a straight course through the storm
is most likely to get the aircraft out of the hazards most quickly. The likelihood of an upset
is greatly increased when a turn is attempted in severe turbulence and turning maneuvers
increase the stress on the aircraft.
Pressure changes may be encountered in strong drafts and may conduct to an altitude
error of 1,000 ft.

Gyro-stabilized instruments supply the only accurate flight instrument indications.

Avoid level near the 0 deg C isotherm. The greatest probability of severe turbulence and
lightning strikes exist near the freezing level.
Generally the altitudes between 10,000 ft and 20,000 ft encompass the more severe
turbulence, hail, and icing conditions, although violent weather may be encountered at all
level inside and outside an active thunderstorm.
Due to very high concentration of water, massive water ingestion can occur which could
result in engine flameout and/or structural failure of one or more engines. Changes in thrust
should be minimized.
Operational Procedures
If is not possible to avoid flying through or near to a thunderstorm, the following procedures and
techniques are recommended:
• Approaching the thunderstorm area ensures that crew members' safety belts are firmly
fastened and secure any loose articles.
• Switch on the Seat Belt signs and make sure that all passengers are securely strapped
in and that loose equipment (e.g. cabin trolleys and galley containers) are firmly secured.
Pilots (particularly of long bodied aircraft) should remember that the effect of turbulence is
normally worse in the rear of the aircraft than on the flight deck.
• One pilot should fly the aircraft and control aircraft attitude regardless of all else and the
other monitor the flight instruments continuously.
• Height for penetration must be selected bearing in mind the importance of insuring adequate
terrain clearance. Due to turbulence, wind shear, local pressure variations, the maintenance
of a safe flight path can be difficult.
• The recommended speed for flight in turbulence must be observed and the position of the
adjusted trim must be noted.
• Turn the flight deck lighting fully on to minimize the blinding effect of lightning.
• Continue monitoring the weather radar in order to pick out the safest path. Tilt the antenna
up and down occasionally to detect thunderstorm activity at altitudes other than that being
flown.
8.3.8.2 Icing Conditions

An aircraft shall not be operated in expected or actual icing conditions unless it is certificated
and equipped to operate in icing conditions.
Icing conditions occur when low temperatures are accompanied by precipitation. Icing of the
aircraft is one of the most dangerous flight hazards. For further details of “De-icing and Anti-icing
on the Ground”, See OM-A 8.2.4.12–Ground Handling; De-icing and Anti-icing on Ground.
8.3.8.3 TURBULENCE
Turbulence is defined as a disturbed, irregular flow of air with embedded irregular whirls or eddies
and waves. An aircraft in turbulent flow is subject to irregular and random motions, while, more
or less, maintaining the intended flight path.
If the weather conditions and route forecast indicate that turbulence is likely, the cabin crew
should be pre-warned, and passenger advised to return to, and/or remain seated and to ensure
that their seat belts are securely fastened. Catering and other loose equipment should be stowed
and secured until it is evident that the risk of further turbulence has passed. When encountering
turbulence, pilots are urgently requested to report such conditions to ATC as soon as practicable.
Classification of intensity may be defined as follows:
Intensity Aircraft Reaction Reaction Inside Aircraft

LIGHT Turbulence that momentarily causes Occupants may feel a slight strain
slight, erratic changes in altitude and/or against seat belts or shoulder straps.
attitude. Unsecured objects may be displaced
slightly. Food service may be conducted
and little or no difficulty is encountered in
walking.

Intensity Aircraft Reaction Reaction Inside Aircraft

MODERATE Similar to light turbulence but of greater Occupants feel definite strains against
intensity. Changes in altitude and/or seat belts or shoulder straps. Unsecured
attitude occur but the aircraft remains objects are dislodged. Food service and
in positive control at all times. It usually walking are difficult
causes variations in indicated airspeed.
SEVERE Turbulence that causes large, abrupt Occupants are forced violently against
changes in altitude and/or attitude. seat belts or shoulder straps. Unsecured
It usually causes large variation in objects are tossed about. Food service
indicated airspeed. Aircraft may be and walking is impossible
momentarily out of control.
EXTREME Turbulence in which the aircraft is
violently tossed about and is practically
impossible to control. It may cause
structural damage.
8.3.8.4 Wind Shear

Wind shear is a rapid variation in wind velocity and/or direction along the flight path of the aircraft.
Wind shear conditions are usually associated with the following weather situations:
• Jet streams
• Mountain waves
• Frontal surfaces
• Thunderstorms and convective clouds
• Microbursts.
When encountering wind shear conditions, pilots are urgently requested to report such
conditions to ATC as soon as practicable in stating the loss or gain of speed and the altitude
at which it was encountered.
8.3.8.5 Jetstream
Jetstreams are narrow bands with extreme high wind speeds up to 300 kt. They can extend up to
several thousand miles, the width can be several miles. Avoid flying along the edge of jetstreams
due to possible associated turbulence. Pilots should also be aware of the effect of increased fuel
consumption due to unexpected significant head wind components that can be encountered.
8.3.8.6 Volcanic Ash Clouds

Flying through an ash cloud should be avoided by all means due to the extreme hazard for the
aircraft. Volcanic ash can ca use extreme abrasion to all forward facing parts of the aircraft, to the
extent that visibility through the windshields may be totally impaired, airfoil and control surface
leading edges may be severely damaged, airspeed indication may be completely unreliable
through blocking of the pitot heads and engines may even shut down.
8.3.8.7 Heavy Precipitation

Heavy precipitation may occur as rain showers, snow showers and hail . The greatest impairment
to flight is the reduced visibility and the risk of in combination with low temperature. Heavy
precipitation can be associated with significant downdrafts and wind shear.
Effect from Water Ingested by Jet Engines

Under given weather conditions, the water/air ratio absorbed by jet engines is directly related to
its performance and aircraft speed. This ratio is considerably increased at a high aircraft speed
and engines at flight idle (typical descent conditions). This means that during descent, under
heavy rainfall conditions, or hail, significant ingestion of water may cause surging or extinction
of jet engines.
Heavy precipitation can quickly lead to high levels of runway contamination so runway clearance/
drainage rate must be closely monitored in order to assess if a diversion is necessary. For
“Operations on Slippery Surfaces”, See OM-A 8.3.8.11.53–Flight Procedures; Operations on
Slippery Surfaces.

8.3.8.8 Sandstorms
Avoid flying in active sandstorms whenever possible. When on ground, aircraft should ideally
be kept under cover if dust storms are forecast or in progress. Alternatively, all engine blanks
and cockpit covers should be fitted, as well as the blanks for the various system and instrument
intakes and probes. They should be carefully removed before flight to ensure that accumulation
of dust are not deposited in the orifices which the covers are designed to protect.
8.3.8.9 Mountain Waves

Mountain waves are caused by a significant airflow crossing a mountain range. On some airports,
relief or obstacles may cause special wind conditions with severe turbulence and windshear on
approach or during takeoff. Special procedures or recommendations are indicated on airport
charts when appropriate. They must be taken into account by the flight crew for the choice of
the landing or takeoff runway.
8.3.8.10 Significant Temperature Inversion

Temperature Inversion, the Weather Phenomenon
• General
In meteorology, air temperature at the earth’s surface is normally measured at a height of
about 1.20 m (4 ft) above the ground. From that temperature, which is reported by Air Traffic
Control , takeoff performance will be defined.
All along the takeoff flight path, aircraft performance is computed considering the altitude
gained, the speed increase, but also implicitly considering a standard evolution of temperature,
i.e. temperature is considered to decrease by 2 deg C for each 1000 ft.
However, although most of the time, temperature will decrease with altitude in quite a standard
manner, specific meteorological conditions may lead the temperature evolution to deviate from
this standard rule. With altitude increasing, marked variations of the air temperature from the
standard figure may be encountered. In that way, air temperature may decrease in a lower
way than the standard rule or may be constant or may even increase with altitude. In this last
case, the phenomenon is called a temperature inversion.
As described below, this may particularly affect the very lower layer of the atmosphere near
the earth’ s surface.
There are many parameters, which influence air temperature and may lead to a temperature
inversion. Close to the ground, air temperature variations mainly result from the effects of:
◦ Seasonal variations
◦ Diurnal/nocturnal temperature variations
◦ Weather conditions (effect of clouds and wind)
◦ Humidity of the air
◦ Geographical environment, such as:
▪ Mountainous environment
▪ Water surface (sea)
▪ Nature of the ground (arid, humid)
▪ Latitude
▪ Local specificity.
As a general rule, valid for everywhere, low wind conditions and clear skies at night, will lead
to rapid cooling of the earth and a morning temperature inversion at ground level.
• Morning Temperature Inversion
In the absence of wind or if the wind is very low, the air, which is in contact with a “ cold” earth
surface will cool down by heating transfer from the “warm” air to the “cold” ground surface. This
transfer of heat occurs by conduction only and consequently leads to a temperature inversion,
which is limited in altitude. This process needs stable weather conditions to develop.
Schematically, during the day, the air is very little heated by solar radiation and the earth is
very much. But the lower layer of the atmosphere is also heated by contact with the ground,

which is more reactive to solar radiation than the air, and by conduction between earth and
atmosphere.
At night, in the absence of disturbing influences, ground surface cools down due to the
absence of solar radiation and will cool the air near the ground surface. In quiet conditions, air
cooling is confined to the lowest levels. Typically, this effect is the biggest at the early hours
of the day and sunshine subsequently destroys the inversion during the morning. Similarly,
wind will mix the air and destroy the inversion.
• Magnitude of Temperature Inversion
This kind of inversion usually affects the very lowest levels of the atmosphere. The surface
inversion may exceed 500 ft but should not exceed 1000 to 2000 ft. The magnitude of the
temperature inversion cannot be precisely quantified. However, a temperature inversion of
about +10 deg C is considered as quite an important one. Usually, within a temperature
inversion , temperature regularly increases with altitude until it reaches a point where the
conduction has no longer any effect.
◦ Where can They be Encountered?
This kind of inversion may be encountered worldwide. However, some areas are more
exposed to this phenomenon such as arid and desert regions. It may be also encountered
in temperate climate particularly during winter season (presence of fog). Tropical regions
are less sensitive due to less stable weather conditions.
In some northern and continental areas (Canada, Siberia) during winter in anti-cyclonic
conditions, the low duration of sunshine during the day could prevent the inversion from
destruction. Thus, the temperature of the ground may considerably reduce and amplify the
inversion phenomenon. In a lower extent, this may also occur in temperate climate during
winter, if associated with cold anti-cyclonic conditions.
An other important aspect of an inversion is wind change. The air mass in the inversion
layer is so stable that winds below and above, tend to diverge rapidly. Therefore, the wind
change, in force and direction, at the upper inversion surface may be quite high. This may
add to the difficulty of flying through the inversion surface. In some conditions, the wind
change may be so high as to generate a small layer of very marked turbulence.
• Other Types of Temperature Inversion
The Morning temperature inversion process is considered as the most frequent and the
most sensitive. However, as also mentioned above, other meteorological conditions, of a less
frequent occurrence and magnitude, may lead to temperature inversions.
For instance, the displacement of a cold air mass over a cold ground surface may lead to
turbulence resulting in a transfer of heat to the lower levels of this mass, thus, also creating a
temperature inversion in the lower levels of the atmosphere below this air mass. Usually, this
kind of inversion has lower magnitude than the previous case described above.
In any case, pilot experience, weather reports or pilot reports will be the best way in identifying
such weather conditions.
The Effect on Aircraft Performance and Recommendations

A temperature inversion will result in a reduction of the thrust only when performing a maximum
takeoff thrust during hot days, i.e. the actual ambient temperature is above T.REF (flat rating
temperature).
• Effect on Aircraft Performance
In the event of temperature inversion, the climb performance will be affected in the cases
where the thrust is affected. However, to affect the aircraft performance, a temperature
inversion must be combined with other factors.
During a normal takeoff with all engines operative, the inversion will have no effect since the
actual aircraft performance is already far beyond the minimum required performance. Then,
the actual aircraft performance could be affected only in the event of an engine failure at
takeoff. However, conservatism in the aircraft certified performance is introduced by the FAR/
JAR Part 25 rules, to take account for inaccuracy of the data that are use d for performance
calculations. Although not specifically mentioned, temperature inversions can be considered
as part of this inaccuracy.

Therefore, a temperature inversion could become a concern during the takeoff only in the
following worst case with all of these conditions met together:
◦ The engine failure occurs at V1,and
◦ Takeoff is performed at maximum takeoff thrust, and
◦ OAT is close to or above T.REF, and
◦ The takeoff weight is limited by obstacles, and
◦ The temperature inversion is such that it results in the regulatory net flight path margin
cancellation and leads to fly below the regulatory net flight path.
In all other cases, even if the performance is affected (inversion above T.REF), the only
detrimental effect will be the climb performance to be lower than the nominal one.
8.3.8.11 Operations on Slippery Surfaces

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

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

Friction measurements or braking action estimation may be reported:
• In plain language by the tower
• By the routine weather broadcast
• By SNOWTAM.

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

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

• General Consideration
◦ The Use of Thrust Reversers Which is Mandatory on Contaminated Runways.
The two most important variables confronting the pilot when runway coefficient of friction
is low and/or conditions for hydroplaning exist are length of runway and crosswind
magnitude.
The total friction force of the tires is available for two functions, braking and cornering. If
there is a crosswind, some friction force (cornering) is necessary to keep the aircraft on
the center line. Tire cornering capability is reduced during braking or when wheels are
not fully spun up. Locked wheels eliminate cornering. Therefore in crosswind conditions,
a longer distance will be required to stop the aircraft.
• Taxiing
Aircraft may be taxied at the P-i-C discretion on ramps and taxiways not cleared of snow
and slush. More power than normal may be required to commence and continue taxi so
care should be taken to avoid jet blast damage to buildings, equipment and other aircraft.
Be aware of the possibility of ridges or ruts of frozen snow that might cause difficulties. The
boundaries/edges of maneuvering areas and taxiway should be clearly discernible. If in doubt,
request "Follow me" guidance. When executing sharp turns while taxiing or parking at the
ramp, remember that braking and steering capabilities are greatly reduced with icy airport
conditions; reduce taxi speed accordingly.
Slat/flap selection should be delayed until immediately before line up to minimize
contamination.
• Takeoff
Severe retardation may occur in slush or wet snow. In most cases, lack of acceleration will be
evident early on the takeoff run. Maximum permissible power must be used from the start.
Large quantities of snow or slush, usually containing sand or other anti-skid substances may
be thrown into the engines, static ports and onto the airframe. Pod and engine clearance must
be watched when the runway is cleared and snow is banked at the sides of runway or taxiway.
• Landing
Pilots should be aware that where rain, hail, sleet or snow showers are encountered on
the approach or have been reported as having recently crossed the airfield, there is a high
probability of the runway being contaminated. The runway state should be checked with ATC
before commencing or continuing the approach. Very often a short delay is sufficient to allow
the runway to drain or the contaminant to melt. Use of reverse thrust on landing on dry snow

in very low temperatures will blow the dry snow forward especially at low speed. The increase
in temperature may melt this snow and form clear ice on re-freezing on static ports.
The required landing field length for dry runways is defined as 1.67 times the demonstrated
dry landing distance. For wet runways, this landing distance requirement is increased by
15%. The required landing field length for contaminated runways is defined as 1.15 times the
demonstrated contaminated landing distance.
The shortest stopping distances on wet runways occur when the brakes are fully applied
as soon as possible after main wheel spin up with maximum and immediate use of reverse
thrust. Landing on contaminated runways without antiskid should be avoided. It is strongly
recommended to use the auto brake (if available) provided that the contaminant is evenly
distributed.
The factors and considerations involved in landing on a slipper y surface are quite complex
and depending on the circumstances, the pilot may have to make critical decisions almost
instinctively. The following list of items summarizes the key points to be borne in mind and
several may have to be acted upon simultaneously:
◦ Do not land where appreciable areas of the runway are flooded or covered with 1/2 inch
or more of water or slush.
◦ Limit crosswind components when runway conditions are poor and runway length short.
◦ Establish and maintain a stabilized approach.
◦ Consider the following variables involved before landing on a slippery runway:
▪ Landing weather forecast
▪ Aircraft weight and approach speed
▪ Landing distance required
▪ Hydroplaning (aquaplaning) speed
▪ Condition of tires
▪ Brake characteristics (anti-skid, autobrake mode)
▪ Wind effects on the directional control of the aircraft on the runway
▪ Runway length and slope
▪ Glidepath angle.
8.3.9 Wake Turbulence

Every aircraft in flight generates wake turbulence caused primarily by a pair of counter rotating
vortices trailing from the wing tips. Wake turbulence generated from heavy aircraft, even from
those fitted with wing tip fences, can create potentially serious hazards to the following aircraft.
For instance, vortices generated in the wake of large aircraft can impose rolling movements
exceeding the counter-roll capability of small aircraft.
8.3.9.1 Takeoff and Landing

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

8.3.10 Crew Members at Their Stations

8.3.10.1 Flight Crew
During takeoff and landing each flight crew member required to be on flight deck duty shall be
at his station.
Except for crew entry/exit, the flight deck door should remain closed and locked during the whole
flight.
Flight crew member must not leave his station without permission from the P-i-C. For a short
period, one of the minimum number of flight crew members may be permitted to leave the flight
deck for toilet visit or for safety reasons, however the remaining flight crew shall continuously
maintain unobstructed access to the flight controls, alertness and situational awareness.
8.3.10.2 Cabin Crew

During takeoff and landing, and whenever deemed necessary by the P-i-C in the interest of
safety, the minimum legal number of cabin crew must be positioned in seats designated for
the purpose. Any additional cabin staff that cannot be accommodated in seats provided for the
purpose, will normally occupy passenger seats, or at P-i-C's discretion, any spare seat in the
flight deck.
8.3.10.3 Controlled Rest on Flight Deck

Even though crew members should stay alert at all times during flight, unexpected fatigue can
occur as a result of sleep disturbance and circadian disruption. To cover for this unexpected
fatigue, and to regain a high level of alertness, a controlled rest procedure on the flight deck can
be used. Moreover, the use of controlled rest has been shown to increase significantly levels of
alertness during the later phases of flight, particularly after the top of descent, and is considered
a good use of CRM principles.
Controlled rest should be used in conjunction with other on board fatigue management
countermeasures such as physical exercise, bright flight deck illumination at appropriate times,
balanced eating and drinking, and intellectual activity. The maximum rest time has been chosen
to limit deep sleep with consequent long recovery time (sleep inertia).
• It is the responsibility of all crew members to be properly rested before flight.
• This paragraph is concerned with controlled rest taken by the minimum certificated flight crew.
It is not concerned with resting by members of an augmented crew.
• Controlled rest means a period of time ‘off task’, some of which may include actual sleep.
• Controlled rest may be used at the discretion of the P-i-C to manage both sudden unexpected
fatigue and fatigue which is expected to become more severe during higher workload periods
later in the flight. It cannot be planned before flight.
• Controlled rest should only take place during a low workload part of the flight.
• Controlled rest periods should be agreed according to individual needs and the accepted
principles of CRM; where the involvement of the cabin crew is required, consideration should
be given to their workload.
• Only one crew member at a time should take rest, at his station; the harness should be used
and the seat positioned to minimize unintentional interference with the controls.
• The P-i-C should ensure that the other flight crew member(s) is (are) adequately briefed to
carry out the duties of the resting crew member. One pilot must be fully able to exercise control
of the aircraft at all times. Any system intervention which would normally require a cross check
according to multi crew principles should be avoided until the resting crew member resumes
his duties.
• Controlled rest may be taken according the following conditions:
◦ The rest period should be no longer than 45 minutes (in order to limit any actual sleep
to approximately 30 minutes).
◦ After this 45-minute period, there should be a recovery period of 20 minutes during which
sole control of the aircraft should not be entrusted to the pilot who has completed his rest.

◦ In the case of 2-crew operations, means should be established to ensure that the non-
resting flight crew member remains alert. This may include:
▪ Appropriate alarm systems
▪ On board systems to monitor crew activity
▪ Frequent Cabin Crew checks; in this case, the P-i-C should inform the senior cabin
crew member of the intention of the flight crew member to take controlled rest, and of
the time of the end of that rest; frequent contact should be established between the
flight deck and the cabin crew by means of the interphone, and cabin crew should
check that the resting crew member is again alert at the end of the period. The
frequency of the contacts should be specified in the Operations Manual.
• A minimum 20 minutes period should be allowed between rest periods to overcome the effects
of sleep inertia and allow for adequate briefing.
• If necessary, a flight crew member may take more than one rest period if time permits on
longer sectors, subject to the restrictions above.
• Controlled rest periods should terminate at least 30 minutes before top of descent.
8.3.11 Use of Safety Belts for Crew and Passengers

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

switching on “FASTEN SEAT BELT” sign en route shall be followed by a brief announcement
from the flight deck.
As a safety precaution, passengers should have their seat belts fastened whenever seated.
8.3.12 Admission to Flight Deck

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

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

Although the flight deck shall not be accessible to the public, the following persons may apply
for permission to visit and/or to travel in the flight deck even without cabin seat available:
• Company’s flight crew
• Company’s flight operations officers
• Flight personnel from other airlines with permission from DO or DP
• Employees of the Company or other operators with permission from DO or DP
• Other personnel who have special permission from DO or DP
• Any other passengers as deemed by the P-i-C to have commercial value to the Company.
A person shall only be carried on the flight deck provided that a seat with safety belt / safety
harness is available and that requirements concerning supplemental oxygen are met. The
person shall be instructed:
• Not to distract and / or interfere with the operation of the flight

• Not to touch any controls, switches, instruments, circuit breakers

• Not to smoke
• Not to talk unless invited to do so by the P-i-C.
The person must be familiar with the use of all flight deck relevant emergency equipment and
all relevant emergency procedures to:
• Keep the safety belt / safety harness fastened at all times
• Use emergency exits, life jacket and oxygen.
In special cases, the P-i-C may grant permission to passengers other than those mentioned
above to temporarily visit the flight deck, provided that:
• The P-i-C deems this advantageous to the Company.
• The visit takes place only during cruise when the “FASTEN SEAT BELT” sign is not on.
• The visitor does not use any pilot seat in the flight deck.
• In the interests of safety, admission to the flight deck does not cause distraction and/or
interfere with the flight operation.
• The P-i-C informs his flight crew in advance when such permission has been granted.
8.3.12.4 Flight Deck Permit

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

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

8.3.13 Use of Vacant Crew Seats

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

8.3.14.1 General
Incapacitation is defined as any physical or mental condition that renders a crew member
incapable of performing normal operation or emergency procedures. Incapacitation may be
obvious-usually involving prolonged maximum loss of function, or subtle-usually transient and
involving partial loss of function.
8.3.14.2 Detection of Incapacitation

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

The incapacitated pilot shall be relieved of all responsibility for as long as there is evidence
of incapacitation. Other actions required to be taken will depend on the type, seriousness and
duration of the incapacitation.
Post-flight Actions
The P-i-C (or the pilot in succession of command when the P-i-C is incapacitated), is responsible
for:
• Ensuring that the incapacitated pilot receives appropriate medical care
• Filing a ASR/ASRTEX

• Briefing the other crew members.
8.3.14.4 Training
Pilot incapacitation is trained regularly in accordance with FTM.
8.3.15 Cabin Safety Requirements

8.3.15.1 Cabin Preparation and Passengers Seating
Before the flight, the P-i-C shall also inform his crew of any useful information such as deficiency
of cabin/safety equipment, special passengers/load, special procedures e.g. de-icing.
The senior cabin crew member is responsible to the P-i-C for cabin safety from the time the
aircraft is accepted for flight, until all the passengers have been offloaded at the end of the flight.
The senior cabin crew member must also ensure that relevant emergency equipment remains
easily accessible for immediate use.
Unless the weight and balance for the flight and passenger category will be such that the random
occupation of seats is permissible, passengers will be shown or conducted to their allocated
seats.
The cabin pre-flight security check shall be performed after all ground personnel have completed
their duties services in the cabin and already left the aircraft, approximately 10 minutes before
passengers boarding.
Before pushback or engine start, the P-i-C shall ensure that the “Cabin Clear” report has been
received from the IM/AP, indicating that:
• Security pre-flight check has been performed.
• Cabin galleys, passengers and cabin crew are ready for aircraft movement.
• Crew meals are loaded.
• Cabin crew’s passports/visa and vaccination certificates (if applicable) are checked.
• All cabin doors are closed and armed.
• The document and equipment according to CA Preflight Checklist is checked and Technical
Equipment Checklist is signed (only at base station and at crew change station).
• Seating is in accordance with loadsheet, and headcount performed as required.
The cabin crew shall be seated with seat belts fastened whenever IM/AP, upon receiving
flight deck signal (switching “FASTEN SEAT BELT” sign to OFF then ON), has made an
announcement “Cabin crew prepare for ...(takeoff/landing)” at approximately:
• 30-60 sec before takeoff until the “FASTEN SEAT BELT” sign is switched off.
• 2500 ft (3 min) before landing until the aircraft vacates runway after landing.
During flight in turbulent air or when turbulence is expected while “FASTEN SEAT BELT” sign is
ON, cabin crew shall return to the assigned seat or occupy passenger seat and fasten seat belt.
Note: The P-i-C must ensure that multiple occupancy of aeroplane seats is only done on
specified seats and does not occur other than by one adult and one infant who is
properly secured by a supplementary loop belt or other restraint device.
When turbulence conditions are likely to be encountered, the P-i-C should endeavor to give early
warning by switching "ON" the "Seat Belt" signs and making a PA announcement.
The paramount requirements are to have the passengers strapped in good time and to ensure
they remain strapped in. Both objectives can be met by making a suitable public address
announcement at the same time as the "Seat Belt" signs are illuminated.
The senior cabin crew must ensure that all passengers have conformed to the P-i-C's instructions
on fastening of seat belts.
The P-i-C must instruct him whether catering and bar service may continue or whether cabin
staff must fasten their own belts.
As long as the "Seat Belt" signs are illuminated, cabin crew should make frequent checks that
passenger’s seat belts remain fastened and that baggage is well stowed to not cause injury by
moving. When a passenger is seen to unfasten his seat belt or attempts to leave his seat, the
passenger should be asked to remain seated and strapped in.

As a matter of policy, if passenger insists on moving, he should not be prevented, but should be
warned by cabin crew to take particular care.
8.3.15.2 Smoking on Board

Smoking in the Flight Deck
Smoking in the flight deck should be avoided. However, whenever smoking does take place, it
shall be kept to a minimum as it has a negative effect on health and comfort of all present crew
members. Smoking is not permitted in the flight deck:
• Whenever the P-i-C deems it necessary.
• While the aircraft is on ground.
• During and immediately after takeoff.
• Immediately before and during landing.
• During flight in turbulent air when the P-i-C deems it necessary.
• Whenever a flight crew member is using oxygen.
• If there is any smell of fuel or anti-icing fluid.
• When dumping fuel.
• When cargo is not stored in flame-resistant containers or covered by flame-resistant canvas
(freight ACFT).
Smoking in the Cabin

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

Prohibited Devices on Board at All Times
Portable Electronic Devices which intentionally transmit radio signal can interfere with
navigational and communication equipment and the operation of aircraft systems.
Suspending the use of all interference potential devices during the entire flight is required.
The devices must be turned off at all time whenever all aircraft doors are closed. These devices
are the following:
• Radio transmitter
• Walkie-talkie

• Mobile/cellular telephones
• Portable radio controlled toys
• Radio and television receivers
• Citizen band radios
• Pagers
• Electronic toys
• Wireless devices (mouse, Bluetooth, etc.)
• Electronic cigarette.
Acceptable Devices on Board During Cruise

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

Hearing aids, heart pacemakers, electronic watches and properly certified operator equipment
are allowed during the entire flight.
Cellular Phone
Cellular phones and other transmitting devices must not be used and must be switched OFF
from the time at the start of the flight when the passengers have boarded and all doors have
been closed until the end of the flight when a passenger door has been opened.
At the P-i-C’s discretion, the use of cellular phones may be permitted when the aircraft is
stationary during prolonged departure delays provided that sufficient time is available to check
the cabin before the flight proceeds. Similarly, after landing, the P-i-C may authorize cellular
phone use in the event of a prolonged delay for a parking/gate position (even though doors are
closed and the engines are running).
8.3.15.4 Medical Kits

First Aid Kit
• General
The number and location of first aid kits stowed on board the aircraft are specified in the
Technical Equipment Checklist. The kit provides equipment and medicines for first aid use.
One extra first aid kit is loaded in excess of minimum requirement. The quantity of content in
each kit is also provided in excess of minimum requirement.
• Use of First Aid Kit
◦ The first aid kit may be used repeatedly during flight. Whenever the kit is opened or used
or expired, it will be replaced upon returning to Bangkok.
◦ Any cabin crew may open the kits. However, IM/AP must always inform the P-i-C to enter
a remark, “First aid kit opened”, in the Flight Deck Log.
◦ The kit must be closed properly after used.

◦ After using, IM/AP shall ensure that the form “First aid kit contents list report”, available
inside the kit, is filled out by the cabin crew who used the kit. The form shall be left inside
the kit after being recorded for airworthiness and restocking purposes.
◦ If the kit has been used during the flight, IM/AP of that flight must check the quantity to
ensure that it is not less than the minimum requirement, shown in the form. If the content
in one of first aid kits is less than the requirement, the overall quantity on the aircraft can
be estimated to cover the minimum requirement.
◦ At line stations, if either the number of the first aid kits or the contents are less than minimum
requirement as stated in Minimum Equipment List (MEL)/AOM 3.1–Minimum Equipment
List, THAI representative at respective station shall carry out the loan from other airlines/
agents.
Medical Kit
• General
One medical kit is available in the cabin on each aircraft. The kit is stowed in the locked
stowage compartment or in the overhead bin. The location is specified in the Technical
Equipment Checklist. The IM/AP holds the key of the locked stowage. The kit provides
equipment and medicines to be used only by a medical doctor or trained nurse, if necessary.
The contents list is attached to the case.
• Use of Medical Kit
◦ The medical kit may be used repeatedly during flight. Whenever the kit is opened or used
or expired, it will be replaced upon returning to Bangkok.
◦ The kit may be opened after permission from the P-i-C or the IM/AP. However, the IM/AP
must always inform the P-i-C to enter a remark “Medical kit opened” in the Flight Deck Log.
◦ The kit must be closed properly after used.
◦ After using, IM/ AP shall ensure that the doctor has entered the forms as follows:
▪ Medical Kit Contents Report
The form, available inside the kit, is for recording the quantity of the contents that have
been used. The form shall be left inside the kit after completion for airworthiness and
restocking purposes.
▪ Doctor’s Report
The forms, available inside the kit, are for a doctor (or a trained nurse who is responsible
for diagnosing the patient) to enter the patient’s condition and diagnosis. Each form
has carbonized copy, one copy shall be carried by the patient for further medical care
after landing and another shall be kept inside the kit for record keeping purposes
◦ If the kit has been used during the flight, the IM/AP of that flight must check to ensure that
the contents in the kit are not less than the minimum requirement shown in the form. If the
content in the kit is less than the minimum requirement, the IM/ AP must inform the P-i-C.
◦ At line station, if the medical kit contents are less than minimum requirement, THAI
representative at respective station shall carry out the loan from other airlines/agents.
8.3.15.5 Procedures and Checklist System

Procedures and checklist system for use of crew must at least take into account the following
items:
Item Pre Take-off In Flight Pre Landing Post Landing

1, Brief of cabin crew by the x
senior cabin crew member prior
to commencement of a flight or
series of flight
2, Check of safty equipment x
in accordance with operators
policies and procedures
3, Security checks: searching x x
for concealed weapon,
explosives or other dangerous
devices

Item Pre Take-off In Flight Pre Landing Post Landing

4, Supervision of passenger x x
embarkation and
disembarkation
5, Securing of passenger cabin x x
(e.g. seatbelt, cabin cargo/
baggage)
6, Securing of galleys and x x
stowage of equipment
7, Arming of door slides x
8, Safety information to x x x x
passrnger
9, "Cabin secure" report to flight x if required x
crew
10, Operation of cabin lights x if required x
11, Cabin crew at crew station x x x
for take-off and landing
12, Surveillance of passenger x x x x
cabin
13, Prevention and detection x x x x
of fire in the cabin, galley,
crew rest areas and toilet and
instructions for action to be
taken
14, Action to be taken when x
turbulence is encountered or in-
flight incidents (pressurisation
failure, medical emergency
etc.)
15, Disarming of door slides x
16, Reporting of any deficiency x x x x
and/or unserviceability of
equipment and/or any incident
8.3.15.6 Use of Portable Oxygen Bottles on Board

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

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

SPARE OXYGEN BOTTLES FOR MEDICAL USE

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

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

• ZERO TWO PLUS OXYGEN UNIT
◦ When requested, cabin crew shall remove oxygen unit from designated coatroom.
◦ Operate the unit and fit cannula to passenger, give instruction to passenger or escort if
required.
• PORTABLE 310-LITER/120-LITER OXYGEN BOTTLES
◦ When requested, cabin crew shall remove uploaded extra oxygen bottles and masks in
designated coatroom first (if uploaded) then from various locations in the cabin.
◦ Make sure that at least one bottle remains in each cabin zone and one remains at required
cabin crew station (minimum requirement). This is to ensure the required bottles availability
throughout cabin.
◦ Bring one bottle at a time to the passenger/escort, give instruction how to use.
◦ After use, make sure that the pressure must not be lower than 50 psi owing to the fact of
maintenance purpose.
• SECURING THE BOTTLE/UNIT
The bottle/unit shall be secured during the use. Securing methods is as follows:
◦ Stow the bottle/unit in overhead bin, or
◦ Stow the bottle/unit on the floor against the bulkhead behind the seat, or
◦ Fasten the bottle/unit with the seat legs using extension belts that is available on board.

• AFTER USE
◦ IM or Air Purser shall enter which bottles have been used, in Aircraft Log
◦ Return used bottles to the original locations
TABLE—STANDARD QUANTITY OF PORTABLE OXYGEN BOTTLES IN CABIN
Aircraft type Pax Min Quantity of oxygen bottles carried on each flight Max number of
(Version) Seats cabin extra bottles that
crew Requirement Spare Total can be uploaded
For For cabin crew For medical for medical use
passenger use
310-ltr 310- 120-ltr 310- 120- 310- 120- 310-ltr
ltr ltr ltr ltr ltr
747-400 (7442) 389 8 8 8 - 8 - 24 - 10
747-400 (7443) 375 8 8 8 - 8 - 24 - 10
777-300 (7732) 364 8 8 8 - 5 - 21 - 6
777-300ER 312 7 7 7 - 4 - 18 - NA
777-200ER 292 6 6 6 - 7 - 19 - 8
777-200 309 7 7 7 - 4 - 18 - 6
737-400 150 3 3 - 3 2 - 5 3 N/A
A340-500 215 5 5 - 5 11 3 16 8 6
A340-600 267 6 6 - 6 12 2 18 8 2
A330-300 (3302) 305 7 7 - 7 2 1 9 8 10
A330-300 (3303) 299 6 6 - 6 3 2 9 8 9
A300-600 (36R1) 247 5 5 - 5 3 3 8 8 N/A
A300-600 261/ 6 6 - 6 3 2 9 8 N/A
(3602/36R3) 260
Note: • Portable oxygen bottles carried by passengers are not allowed to carry on board.
• If, for physical reasons, it is deemed necessary to administer oxygen to a passenger
at any time during flight, available portable oxygen bottles can be used.
• For first aid treatment, 4 liter-per-minute oxygen flow is recommended.
8.3.16 Passengers Briefing Procedures

In order to be prepared for an emergency situation and for safety of the flight, it is the requirement
that before each takeoff, the adopted safety demonstration/safety video regarding the following
shall be performed/presented to the passengers:
• Use of safety belts,
• Use of oxygen mask,
• Locations and use of life vests (for flight over water),
• Use of electronic devices,
• Locations of emergency exits,
• Smoking regulations,
• Back of the seat to be in the upright position and tray table stowed, and
• Safety pamphlet.
After takeoff, passengers shall be reminded of smoking regulations and the use of safety belts.
IM/AP shall assign a cabin attendant to individually brief an incapacitated/blind passengers (and
his attendant, if any) on the appropriate exit and time of moving in an event of emergency.
Note: For flight over water, in compliance with ICAO Annex 6, 6.5.2, life vests or equivalent
individual floatation devices for each person on board are required on the following
flights:
• When flying over water and at the distance of more than 93 km (50 NM) away from
the shore.
• When taking off or landing at an aerodrome where the takeoff or approach path is
so disposed over water that, in the event of a mishap, there would be a likelihood
of ditching.

8.3.16.1 General
All passengers must receive appropriate briefing, or equipment demonstration, for the various
stages of the flight, in particular:
• Passengers must be given a verbal briefing about safety matters. Parts or all of the briefing
may be provided by an audio-visual presentation.
• Passengers must be provided with a safety briefing card on which picture type instructions
indicate the operation of emergency equipments and exits likely to be used by passengers.
Prior to embarkation, passengers must be briefed on which articles are prohibited to be carried
on board (in hand baggage or in checked baggage).
For dangerous goods and weapons, refer to Chapter 9.The permissible size and weight of their
hand baggage must be indicated to passengers (See OM-A 8.2.2.9.9–Ground Handling; Hand
Baggage).
Prior to boarding passengers, they must be briefed on the “No smoking” requirement and on
all provisions relevant to their safety before and during their embarkation (See OM-A 8.2.2.5–
Ground Handling; Aircraft, Passengers and Cargo Handling Procedures Related to Safety).
8.3.16.2 Before Takeooff

Prior to takeoff, cabin crew must brief all passengers on applicable safety rules and procedures.
The briefing is not required before every takeoff on a multi-stop flight with no additional
passenger. It is necessary only for a change of aircraft and/or applicability of information (e.g.
first segment over land, second segment over water, change of seat location).
Passengers must be briefed on the following items:
• Smoking regulations: observation of “NO SMOKING” signs on the ground, prohibition of
smoking during flight in non-smoker section, in lavatories and aisles and during the whole
flight on non-smoking flights.
• Back of the seat to be in the upright position and tray table stowed
• Location of emergency exits
• Location and use of floor proximity escape path markings
• Stowage of hand baggage
• Restrictions on the use of portable electronic devices (See OM-A .–; )
• The location and the contents of the safety briefing card.
Passengers must also receive a demonstration of the followings:
• The use of safety belts and/or safety harnesses, including how to fasten and unfasten the
safety belts and/or safety harnesses
• The location and use of oxygen equipment if required. Passengers must also be briefed to
extinguish all smoking materials when oxygen is being used.
• The location and use of life jackets if flight over water is anticipated.
8.3.16.3 After Takeoff

Passengers must be reminded of the followings:
• Smoking regulations: observation of “NO SMOKING” signs, prohibition of smoking during
flight in non-smoker section, in lavatories and aisles and during the whole flight on non-
smoking flights
• Fastening their safety belts and/or safety harnesses, when the “FASTEN SEAT BELT” sign
is ON. Furthermore, it must be recommended to passengers to keep their seat belt fasten
at all time during the flight.
8.3.16.4 Before Landing

• Smoking regulation
• The requirement to keep or refasten safety belts and/or safety harnesses

• Backing their seat in the upright position and stowing their tray table
• Re-stowing their hand baggage
• Restrictions on the use of portable electronic devices (See OM-A .–; ).
8.3.16.5 After Landing

• Smoking regulation
• Keeping their safety belt fastened until the aircraft comes to a full stop and the engines are
shut down.
8.3.16.6 Emergency Situations

If an emergency occurs during flight, the passengers shall be instructed in such emergency
action as appropriate to the circumstances (Refer to FCOM and CAP).
8.3.16.7 Public Address (PA) Announcements

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

8.3.17.1 GENERAL
As the flight progresses, the weather trends and other factors affecting the safety of the flight
shall be carefully monitored.
Replanning may be done throughout the flight when the planned operating conditions have
changed so much that further adherence to the original flight plan is unacceptable or impractical.
The replanning during flight is normally done by the P-i-C using the same criteria as for pre-
flight planning, however flight dispatcher may be coordinated for assistance. Thus in such case,
where practicable, the verification of agreement between the P-i-C and flight dispatcher shall be
recorded by means of electronic method, e.g. ACARS.
It shall be carried out when:
• The weather conditions at the destination/ secondary destination or alternate(s) make a
landing uncertain;
• Fuel penalties due to ATC restrictions or unfavorable winds exceed contingency fuel and
extra fuel, if carried;
• The runway conditions hinder landing at the destination/secondary destination or
alternate(s);

• The aircraft performance is seriously impaired by malfunctions;

• The holding time at the destination/secondary destination is expected to exceed that for
which fuel is available;
• After replanning, the remaining fuel must be enough for the flight to proceed to its destination
from the replanning position without infringing the minimum fuel requirements.
8.3.17.2 CONTINUATION PROCEDURE

The P-i-C shall only continue towards the planned destination aerodrome if the latest information
available indicates that, at the expected time of arrival (ETA), the weather conditions at the
destination aerodrome or at least one destination alternate aerodrome, are at or above the
applicable aerodrome planning minima prescribed in OM-A 8.1-Flight Preparation.
8.3.17.3 REPLANNING PROCEDURES

REPLANNING WITH ALTERNATE
• Change of destination
If considered a new destination is required for the continuation of the flight, a replanning
has to be done according to the flight planning procedures, prescribed in OM-A 8.1-Flight
Preparation.
However, if flight time to the new destination is one hour or less, the actual weather at that
destination can be used for a replanning even the forecast at ETA is below applicable landing
minima.
• Change of alternate
If the updated weather forecast indicates that, during the period commencing 1 hour before
and ending 1 hour after the ETA, RVR/Visibility and ceiling (depending on the type of approach)
for the planned alternate are below the alternate requirements as stated in OM-A 8.1-Flight
Preparation, a replanning for the new alternate shall be taken into consideration provided that
the remaining fuel so permits.
REPLANNING WITHOUT ALTERNATE

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

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

oOo
All Weather Operations Page 1
8.4 All Weather Operations

8.4.1 Concepts
All Weather Operations (AWO) consist in operating an aircraft in low visibility conditions.
The term AWO includes Low Visibility Take-Off (LVTO), landing Category II (CAT II), landing
Category III (CAT III) and Low Visibility Taxi (LV TAXI).
Weather limitations (visibility) applied for AWO are called minima.
Categories of AWO and the associated minima are defined in 8.1.3.2 Aerodrome Operating
Minima.
For each airport procedure, approved minima are indicated in the associated aerodrome chart
filed in the Route Manual.
A Take-off or a Landing can not be operated with minima below which the aircraft is certified,
the crew is rated and the usable runway aids are certified.
The limits of the aircraft are indicated in the respective FCOM/AOM. The limit of usable landing
aids is the value of the DH/DA for the approach landing category.
These limits or operating minima must not be less than those imposed by the country concerned
and the Operations Manual according to the type of flight.
8.4.1.1 CAT II
The main objective of CAT II operations is to provide a level of safety equivalent to other
operations, but in more adverse weather conditions and lower visibility.
CAT II weather minima has been established to provide sufficient visual references at DH to
permit a manual landing (or a missed approach) to be executed (this does not mean that the
landing must be made manually).
However, in order to use the minimum RVR as stated above, conducting auto land is mandatory
otherwise RVR 350 m will be applied.
Visual aids required for CAT II operations consist of high intensity approach lights system
(HIALS), high intensity runway edge lights (HIRL), runway centerline lights (CL), touchdown
zone lights (TDZ), runway end lights (REIL), threshold lights and runway markings.
8.4.1.2 CAT III

A CAT III operation is a precision approach at lower than CAT II minima.
CAT III is divided in three sub-categories: CAT III A, CAT III B, CAT III C, associated with three
minima levels (CAT III A is associated with highest minima, and CAT III C with lowest minima).
• A category III A approach is a precision instrument approach and landing using ILS or MLS
with a decision height lower than 100 ft (30 m) and a runway visual range not less than 700 ft
(200 m).
• A category III B approach is a precision instrument approach and landing with no decision
height or a decision height lower than 50 ft (15 m) and a runway visual range less than 700 ft
(200 m), but not less than 250 ft (75 m).
• A category III C approach is a precision instrument approach and landing with no decision
height and no runway visual range limitation.
Note: CAT III C operations are not currently authorized and the JAA does not mention this
sub-category.
The main objective of CAT III operations is to provide a level of safety equivalent to other
operations but in the most adverse weather conditions and associated visibility.
In contrast to other operations, CAT III weather minima do not provide sufficient visual references
to allow a manual landing to be performed. The minima only permit the pilot to decide if the
aircraft will land in the touchdown zone (basically CAT III A) and to ensure safety during roll-
out (basically CAT III B).
Therefore an automatic landing system is mandatory to perform CAT III operations. Its reliability
must be sufficient to control the aircraft to touchdown in CAT III A operations and through rollout
to a safe taxi speed in CAT III B (and CAT III C when authorized).

Page 2 All Weather Operations
Note: Autoland is not CAT III. An automatic landing system is only an equipment providing
automatic control of the aircraft during the approach and landing and is not related
to particular weather conditions. This system is mandatory for all CAT III operations.
However, it is a common practice to perform automatic landing in good visibility but in
that case, the ILS performance must be sufficient and ILS signals protected.
ICAO FAA JAA

CAT II DH 100 ft ≤ DH < 200 ft 100 ft ≤ DH < 200 ft 100 ft ≤ DH < 200 ft
RVR 350 m ≤ RVR 350 m ≤ RVR < 800 m 300 m ≤ RVR
1200 ft ≤ RVR 1200 ft ≤ RVR < 2400 ft 1000 ft ≤ RVR
CAT III A DH No DH or DH < 100 ft
a)
No DH or DH < 100 ft
a)
DH < 100 ft
a)
RVR 200 m ≤ RVR 200 m ≤ RVR 200 m ≤ RVR

700 ft ≤ RVR 700 ft ≤ RVR 700 ft ≤ RVR
CAT III B DH No DH or DH < 50 ft No DH or DH < 50 ft No DH or DH < 50 ft
RVR 50 m ≤ RVR < 200 m 50 m ≤ RVR < 200 m 75 m ≤ RVR < 200 m
150 ft ≤ RVR < 700 ft 150 ft ≤ RVR < 700 ft 250 ft ≤ RVR < 700 ft
CAT III C DH No DH No DH
RVR No RVR limitation No RVR limitation
a) DH ≥ 50 ft if fail passive
8.4.1.3 Decision Height (DH) and Alert Height (AH)

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

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

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

• Decision Height Concept
Decision height is a specified point in space at which a pilot must make an operational
decision. The pilot must decide if the visual references adequate to safely continue the
approach have been established.
◦ If the visual references have not been established, a go-around must be executed.

◦ If the visual references have been established, the approach can be continued. However,
the pilot may always decide to execute a go-around if sudden degradations in the visual
references or a sudden flight path deviation occur.
In Category II operations, DH is always limited to 100 ft or Obstacle Clearance Height (OCH),
whichever is higher. In Category III operations with DH, the DH is lower than 100 ft (typically
equal to 50 ft for a fail-passive automatic landing system and 15–20 ft for a fail-operational
automatic landing system).
The DH is measured by means of radio-altimeter. When necessary, the published DH takes

into account the terrain profile before runway threshold.
• Alert Height Concept
The alert height is a specified radio height, based on the characteristics of the aeroplane and
its fail-operational landing system. In operational use, if a failure occurred above the alert
height in one of the required redundant operational systems in the aeroplane, the approach
would be discontinued and a go-around executed unless reversion (not made below 1,000 ft)
to a higher decision height is possible.
If a failure in one of the required redundant operational systems occurred below the alert
height, it would be ignored and the approach continued.
In the event that weather conditions are reported to drop below the applicable Category III
minima after an aircraft has passed the final approach point or final approach fix, as applicable.
◦ Operations based on an Alert Height (AH) may continue to the AH and then land, if weather
is reported to be at or above minima before passing the AH.
◦ Operations based on an AH may continue to land regardless of reported weather conditions
if equipped with a fail operational rollout system which did not indicate a malfunction prior
to passing alert height, and the pilot considers continuation a safe course of action.

The AH is only linked to the probability of failure(s) of the automatic landing system. Operators
are free to select an AH lower than the AH indicated in the FCOM/AOM but not a higher
value. Airbus procedures include both AH and DH concepts for all Fail-operational Category III
operations.
8.4.1.4 Runway Visual Range

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

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

The Minimum Approach Break-off Height (MABH) is the lowest height above the ground,
measured by radio altimeter, such that if a missed approach is initiated without external
references:
• In normal operation, the aircraft does not touch the ground during the procedure;

• With an engine failure during a missed approach, it can be demonstrated that taking this
failure probability, an accident is extremely improbable.
8.4.1.6 Operating Minima

CAT II
See OM-A 8.1.3.5.11–Flight Preparation; Precision Approach CAT II.
CAT III
See OM-A 8.1.3.5.13–Flight Preparation; Precision Approach CAT III.
8.4.1.7 Low Visibility Procedure (LVP)

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

8.4.2.1 Flight Preparation
In addition to normal flight preparation, the following planning and preparation must be performed
when CAT II or CAT III approaches are envisaged.
• Review NOTAMS to make sure that the destination airport still meets visual or non-visual
CAT II or CAT III requirements:
◦ Runway and approach lighting;
◦ Radio navaid availability;
◦ RVR equipment availability, etc.
• Aircraft status: check that required equipment for CAT II or CAT III approach is operative.
The required equipment list is given in the FCOM/AOM. Although CAT II/CAT III required
equipment is not listed in the MMEL, the operator may choose to list them in his own MEL.
When the aircraft log book is available, confirm that no write-up during previous flights affects
equipment required for CAT II/CAT III. A maintenance release statement for CAT II/CAT III
may be indicated in the log book according to airline policy.
• Crew qualification and currency must be reviewed (both CAPT and F/O must be qualified and
current). Refer to Chapter 5 Qualification Requirement and FTM for training requirements.
• Weather information: check that the weather forecast at destination is within airline and crew
operating minima. If the forecast is below CAT I minima, verify that alternate weather forecasts
are appropriate to the available approach means and at least equal to or better than CAT I
minima.
• Fuel planning: additional extra fuel should be considered for possible approach delays.
8.4.2.2 Approach Preparation

When CAT II/III approach facilities are available, the approach shall be planned and carried out
as CAT II/III when weather conditions so require.
Note: Specific terminology/callout is permitted as specified in the respective FCOM/AOM.
Aircraft Status
The P-i-C shall satisfy himself that the status of the aircraft and of the relevant airborne systems
is appropriate for the specific operation to be conducted.
Check on ECAM STATUS page that the required landing capability is available. Although it is
not required to check equipment which is not monitored by the system, if any of this equipment
is seen inoperative (flag), the landing capability will be reduced.

Weather
Check weather conditions at destination and at alternates. Required RVR values must be
available for CAT II/III approaches. The selected alternate must have weather conditions equal
to or better than CAT I.
Approach Ban
Policy regarding an approach ban may differ from country to country. Usually the final approach
segment may not be continued beyond the OM or equivalent DME distance if the reported RVR
is below the published minima for the required transmissometers. After OM or equivalent, if RVR
becomes lower than the minima, the approach may be continued.
ATC Calls
Unless LVP are reported active by ATIS, clearance to carry out a CAT II or CAT III approach
must be requested from ATC, who will check the status of the ILS and lighting and protect the
sensitive areas from incursion by aircraft or vehicles. Such an approach may not be undertaken
until the clearance has been received.
Before the outer marker, the required RVR values should be transmitted.
Seat Position
The pilots must realize the importance of eye position during low visibility approaches and
landing. A too-low seat adjustment may greatly reduce the visual segment. When the eye
reference position is lower than intended, the already short visual segment is further reduced by
the cut-off angle of the glare shield or nose.
The seat is correctly adjusted when the pilot's eyes are in line with the red and white balls located
above the glare shield.
Use of Landing Lights

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

The briefing should include the normal items as for any IFR arrival and in addition the following
subjects should be covered prior to the first approach:
• Destination and alternate weather;
• Airfield and runway operational status CAT II/CAT III, etc.;
• Aircraft systems status and capacity;
• Brief review of task sharing;
• Review approach procedure (stabilized or decelerated);
• Review applicable minima (performance page), go-around procedure, ATC calls;
• Brief review of procedure in case of malfunction below 1,000 ft;
• Optimum seat position and reminder to set cockpit lights when appropriate.
8.4.2.3 Approach Procedures

Task Sharing
The procedures given in FCOM/AOM for CAT II and CAT III approaches make the best use of
the automatic system of the aircraft.
The recommended task sharing for a CAT II/CAT III approach is that LP is PF and RP is PM/PNF.
The workload is distributed in such a way that the PF primary tasks are supervising and decision
making, and the PM/PNF primary task is monitoring operation of the automatic system.

Visual References
• Operations with DH
It should be stressed that the DH is the lower limit of the decision zone during which, in
limiting conditions, the LP will be assessing the visual references. LP should come to this zone
prepared for a go around but with no pre-established judgement. LP should make a decision
according to the quality of the approach and the way the visual references develop as DH
is approached.
◦ CAT II operations
In CAT II operations the conditions required at DH to continue the approach are that the
visual references should be adequate to monitor the continued approach and landing, and
that the flight path should be acceptable. If both these conditions are not satisfied, it is
mandatory to initiate a go-around.
A pilot may not continue an approach below the Category II decision height unless visual
reference containing a segment of at least 3 consecutive lights being the centre line of the
approach lights, or touchdown zone lights, or runway centre line lights, or runway edge
lights, or a combination of these is attained and can be maintained.
lighting crossbar or the landing threshold or a barrette of the touchdown zone lighting.
◦ CAT III operations
In CAT III operations with DH, the condition required at DH is that there should be
visual references which confirm that the aircraft is over the touchdown zone. Goaround is
mandatory if the visual references do not confirm this.
For Category III A operations, and for Category III B operations with failpassive flight control
systems, a pilot may not continue an approach below the decision height unless a visual
reference containing a segment of at least 3 consecutive lights being the centerline of the
approach lights, or touchdown zone lights, or runway centerline lights, or runway edge
lights, or a combination of these is attained and can be maintained.
lighting crossbar or the landing threshold or a barrette of the touchdown zone lighting.
For Category III B operations with fail-operational flight control systems using a decision
height a pilot may not continue an approach below the Decision Height unless a visual
reference containing at least one centerline light is attained and can be maintained.
• CAT III without DH
For this category of operation, the decision to continue does not depend on visual references,
even though a minimum RVR is specified (refer to 8.1.3.2 Aerodrome Operating Minima).
It is nevertheless good airmanship to confirm aircraft position with available visual references.
However, the decision depends only on the operational status of the aircraft and ground
equipment. If a failure occurs prior to reaching the AH, a go-around will be made. A go-around
must nevertheless be performed if the autoland warning is triggered below AH.
For Category III operations with no decision height there is no requirement for visual contact
with the runway prior to touchdown.
Loss of Visual References

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

Flight Parameters Deviation Calls

The following calls would normally be made by the PM/PNF and acknowledged by the PF.
However, any crewmember who sees a deviation outside the following limits should make the
appropriate call.
If any of these limits are exceeded approaching DH, a go-around should be considered.
Parameters If deviation exceeds

IAS + 10 kt
– 5 kt
Rate of descent – 1000 ft/min
Pitch attitude 10° nose up
0º nose down
Bank angle 7°
Localizer Excess deviation warning 1/4 DOT (PFD)
Glide slope 1 DOT (PFD)
8.4.2.4 Failures and Associated Actions

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

8.4.2.5 Effect of Failed or Downgraded Ground Equipment

See OM-A 8.1.3.5.16–Flight Preparation; Effect of failed or downgraded ground equipment.
8.4.3 ATC Procedures

CAT II and CAT III operations require special procedures for the ATC and all services on the
aerodrome (maintenance, security). They are often referred to under the generic name of Low
Visibility Procedures. Each aerodrome authority develops its own procedures with the ICAO All
Weather Document as a possible aid.
Main procedures to be established are:
• Procedures for ATC to be quickly informed of all degradations in ILS performance and to
inform the pilot if necessary;
• Procedures for ATC to be quickly informed of all degradations in visual aids and to inform
the pilot if necessary;
• Procedures for the protection of the obstacle free zone (OFZ) by the control of ground
movements;
• Procedures for the protection of the ILS critical area and the ILS sensitive area by control
of ground movements and adequate separation between two aircraft on approach or one
aircraft on approach and another taking off;
• Procedures for meteorological services;
• Procedures for maintenance;
• Procedures for security.
ATC Clearance
Clearance to carry out a CAT II or III approach must be requested from ATC, who will activate
the Low Visibility Procedures, i.e. prepare the airfield and assure appropriate aircraft separation.
Such an approach may not be undertaken until the clearance has been received. It is also
recommended that ATC be informed when an automatic landing is intended to be performed, to
ensure, whenever possible, the same protection even in CAT 1 or better conditions.
8.4.4 Continuous Monitoring

After obtaining the initial authorization of performing Low Visibility Operations, reports of in-line
service must constantly be provided to the Authority.
These reports must include the following information:
• The total number of approaches, by aircraft type, where the airborne CAT II or III equipment
was utilized to make satisfactory, actual or practice, approaches to the applicable CAT II
or III minima.
• The total number of unsatisfactory approaches by airfield and aircraft registration in the
following categories:
◦ Airborne equipment faults;
◦ Ground facility difficulties;
◦ Missed approaches because of ATC instructions;
◦ Other reasons.
The performance of the automatic landing system of each aeroplane shall also be monitored.
The continuous monitoring should permit the detection of any decrease in the level of safety
before it becomes hazardous. The operator must continue to check his results and to take
adequate actions by modifying the operating or maintenance procedures if necessary.
The monitoring may also permit problems to be detected on a specified airfield (ILS, ATC
procedures, etc.).
The data must be retained for a period of 12 months.

8.4.5 LOW VISIBILITY TAKE-OFF (LVTO)

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

The minimum RVR in this range of value is a function of the aircraft category and of the runway
equipment.
Facilities RVR/Visibility
a)
Nil (day only) 500 m

Runway edge lighting and/or centerline marking 250/300 m b) c)
Runway edge and centerline lighting 200/250 m
b)
Runway edge, centerline lighting and multiple 150/200 m

b) d)
RVR information
a) The reported RVR/Visibility representative of the initial part of the take-off run may be replaced by
pilot assessment.
b) The higher values apply to Category D aircraft.
c) For night operations, at least runway edge and runway end lights are required.
d) The required RVR value must be achieved for all of the relevant RVR reporting points except as
stated in a), above.
8.4.5.3 LVTO With RVR Between 150 M and 125 M

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

8.4.5.4 LTVO With RVR Between 125 M and 75 M

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

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

8.4.6.3 Use of Automatic Flight System

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

• In case of airborne equipment/system is downgraded to be below the minimum required for
the respective aircraft MEL, including autopilot failure/disengagement, the following actions
shall be performed:
CAT II CAT III A CAT III B

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

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

8.4.7 Constant Angle Non-Precision Approach (CANPA)

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

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

• SPECIFIC LOCATION
The VDP will be located at the point on the final approach course at the MDA where a descent
gradient to the threshold of 300 ft per NM commences (see Figure below).

The VDP should be considered the last point from which a stabilized approach can be
conducted. Upon arriving at the VDP, a stabilized visual segment is much easier to achieve
since little or no flight path adjustment is required to continue to normal touchdown.
The VDP location is defined by either:
◦ Distance from VOR/DME or LOC/DME (DME approach), or
◦ Time from the FAF (Timed approach).
• SYMBOL AND DISTANCE TO RWY
Where applicable, VDP is indicated in the profile view of the approach chart with a “V” symbol
shown together with the distance to the runway.
If no VDP is given in the approach chart, the VDP distance from the runway can be determined
by using the Height Above Airport (HAA) of the MDA and descent rate of 300 ft/NM.
Most VDP’s are between 1-2 NM from the runway. The following table provides more
examples:
HAA (ft) 300 400 450 500 600 700

VDP Distance (NM) 1.0 1.3 1.5 1.7 2.0 2.3
In the following example, an MDA of 550 ft MSL with a 100-ft touchdown zone elevation results
in a HAA of 450 ft. At 300 ft per NM, the VDP is 1.5 NM distance from runway.
Note: ◦ If flying a VNAV approach and the aircraft remains on the published path, the VDP
is automatically complied with when the aircraft arrives at the MDA.
◦ If flying instrument approach using Vertical Speed, adjust the rate of descent, so
that the aircraft altitude reaches MDA at approximately the VDP distance in front
of the RWY.

• DESCENDING BELOW MDA

During the final descent, the pilot not flying (PNF) is responsible for acquiring and calling out
the visual references. Continuing the approach below the MDA is permitted only at least one
of the required visual reference (as stated in FOM 3.1.8) is distinctly visible and identifiable
by the PF.
A non-precision approach is completed visually with a hand-flown landing, or a go-around is
conducted.

oOo
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ETOPS Page 1
8.5 ETOPS
8.5.1 Introduction
ETOPS (Extended Range Twin-Engine Operations) operations approval is required to all
revenue flights conducted in a twin engine airplane over a route that contains a point further
from an adequate airport, under standard conditions in still air, the distance flown in 60 minutes
at the one-engine-inoperative cruise speed not exceeding VMO, based upon the true airspeed
that the airplane can maintain with one-engine-inoperative.
8.5.2 ETOPS approval

The Air Operator Certificate (AOC), Operations Specifications, contains the approval of
maximum diversion time for the airplane types.
ETOPS operation is allowed if:
• The airplane is ETOPS certificated.
• The operator has been granted ETOPS operational approval.
The ETOPS capability of the airplane is declared in the following documents approved by
airworthiness authorities:
• Airplane Flight Manual.
• Configuration Maintenance and Procedures Standards (CMP).
• Minimum Equipment List (MEL).
The operational approval is granted on the following criteria:
• Operational experience.
• Airplane configuration.
• Maintenance practices.
• ETOPS initial and recurrent training (flight crews, maintenance personnel, dispatchers).
• In-service reliability
• Operational documentation.
• Validation flight (if required).
Note: 1. THAI shall not conduct operations beyond the threshold distance determined
unless approved to do so by the DCA (ETOPS approval).
2. Prior to conducting an ETOPS flight, THAI shall ensure that an adequate ETOPS
enroute alternate is available, within either the approved diversion time, or a
diversion time based on the MEL generated serviceability status of the airplane,
whichever is shorter.
8.5.3 ETOPS procedures

The flight preparation, in-flight procedures (normal, abnormal and emergency) defined in the
FCOM/AOM are based on the Configuration Maintenance and Procedure Manual (CMP)
approved for the airplane type concerned.
8.5.3.1 Configuration Maintenance and Procedure (CMP)

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

Page 2 ETOPS
8.5.3.2 Type Design Approval (TDA)

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

The configuration of the airplane, such as the components fitted, Service Bulletins accomplished,
is defined by the CMP. Procedures to control this configuration are contained in the TTPM-LO
1303 (ETOPS Configuration Deviation Aircraft Dispatching Procedure).
Significant defects which cannot be rectified before further flight, or which re-occurs, may require
a re-grading of the airplane to a "NON-ETOPS"-standard.
8.5.5 Communications means

An THAI shall ensure that airplanes conducting ETOPS have a communication means capable of
communicating with an appropriate ground station at normal and planned contingency altitudes.
For ETOPS routes where voice communication facilities are available, voice communications
shall be provided. For all ETOPS operations beyond 180 minutes, reliable communication
technology either voice based or data link, must be installed. Where voice communication
facilities are not available and where voice communication is not possible or is of poor quality,
communications using alternative systems must be ensured.
8.5.6 Granted ETOPS area of operations

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

The ETOPS one-engine-inoperative cruise speeds (or diversion speed) is a Mach/IAS speed
schedule selected and declared by THAI and approved by the DCA.
This one-engine-inoperative cruise (diversion speed) can be any speed within the airplane
certified limits.
8.5.6.3 Adequate airport

To qualify as adequate for the purpose of ETOPS, an airport must satisfy the performance
requirements applicable at the expected landing weight.
The following conditions are also considered at the expected time of use:
• Availability of the airport.
• Availability of ATC services, communications, navaids, weather reporting, lighting
equipment and emergency services.
• Rescue and Fire Fighting Services (RFFS) equivalent to ICAO category 4.
• For the remote airports that have reduced or eliminated on site RFFS capability, it is
allowed to use service of municipal fire departments located off-airport so that the minimum
stated RFFS standard can be met. Off-site equipment and personnel from municipal fire
departments must be able to reach to the airport within 30 minutes from notification or the

ETOPS Page 3
relevant airplane category if lower, is acceptable for planning purposes only, when being
considered as an ETOPS enroute alternate.
• Availability of at least one letdown aid (ILS, VOR/DME, VOR, NDB, ASR or PAR).
8.5.6.4 Maximum diversion distance

The Maximum Diversion Distance is the distance covered, in still air and ISA conditions (unless
the area of operation is eligible for the consideration of an average yearly positive temperature
deviation from ISA), within the Maximum Diversion Time granted to the operator, at the declared
one-engine-inoperative diversion cruise speed and reference gross weight and at the associated
optimum diversion altitude.
This distance starts from the descent point, considered to be at the Critical Point (CP), and
takes into account the descent profile from the initial cruise altitude down to the diversion cruise
altitude.
The diversion distance based on the approved one-engine-inoperative cruise speed may take
into account the variation of the True Air Speed.
The maximum diversion distance can be determined using tables given in the FCOM/AOM—
special operations chapter—Extended range operations.
8.5.6.5 Area of operations

The ETOPS Area of Operation is the area in which it is permitted to conduct a revenue flight
only under the ETOPS regulations.
It is defined by the declared maximum diversion distance from an adequate airport—or set of
adequate airports—and is represented by the area enclosed within the circles centered on the
selected adequate airports, the radius of which is the declared maximum diversion distance.
The area of operation is defined by the Operator and is approved by the National Authority.
(best lift/drag) speed and MMO/VMO, considering the remaining engine thrust to be at Maximum
Continuous Thrust (MCT) or less.
The selected one-engine-inoperative speed is used for the following purposes:
• Establishing the area of operation (maximum diversion distance).
• Establishing the diversion fuel requirements for the single engine diversion.
• Establishing the net level-off altitude to safely clear any en-route obstacle by the appropriate
margin as specified in the applicable national regulation (unless a lower speed or the drift-
down speed is required to clear the en-route obstacles).
• Conducting the diversion following an engine failure.
However, as permitted by the operational regulations, the P-i-C has the authority to deviate from
this planned speed after completing the assessment of the actual situation.
8.5.7 Release of the airplane for an ETOPS sector

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

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

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

Page 4 ETOPS
8.5.7.3 The Minimum Equipment List (MEL)

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

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

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

ETOPS Page 5
8.5.9 ETOPS flight dispatch

Before each ETOPS flight, in addition to the normal preparation of any flight the dispatcher on
duty must:
• Ensure that for the ETOPS sector, the selected en-route alternate airports (adequate
airports) are suitable.
• Determine the position of each equitime point.
• Determine the position of the critical point and its associated fuel requirement.
8.5.9.1 Suitable airport

A suitable airport, for dispatch purposes, is an airport confirmed to be adequate and which
satisfies the ETOPS Dispatch Weather Minima in terms of ceiling and visibility within the required
period of suitability.
In addition, crosswind conditions forecast must be checked to be within the performance
capability of the airplane during the required period of suitability.
Field conditions should also be checked to ensure that a safe landing can be conducted with
one engine being inoperative or with an airplane system being inoperative (NOTAM's and
SNOWTAM's should, therefore, be also reviewed in assessing the suitability of an adequate en-
route alternate airport).
8.5.9.2 ETOPS dispatch weather minima

An aerodrome can only be selected as an ETOPS en-route alternate aerodrome when the
appropriate weather reports or forecasts, or any combination thereof, indicate that, between the
anticipated time of landing until one hour after the latest possible time of landing, conditions
calculated by adding the additional limits of following table ”Planning minima ETOPS” will exist. In
addition, for the same period, the forecast crosswind component, including gusts, for the landing
runway expected to be used should be less than the maximum permitted crosswind for landing.
Type of approach Planning minima (RVR/VIS & ceiling, if applicable)

Aerodrome with at least Aerodrome with at least
2 separate approach 1 approach procedure based
procedures based on on 1 aid serving 1 runway
2 separate aids serving
2 separate runway
Precision approach CAT II/III Precision approach CAT I Non-precision approach
minima minima
Precision approach CAT I Non-precision approach Circling minima or, if not
minima available, non-precision
approach minima plus
200 ft/1000 m.
Non-precision approach The lower of non - precision The higher of non-precision
approach minima plus approach minima plus
200 ft/1000 m or circling 200 ft/1000 m or circling
minima minima
Circling approach Circling minima
Note: Runways on a same aerodrome are considered to be separate runways when:

• They are separate landing surfaces which may overlay or cross such that if one
of the runway is blocked, it will not prevent the planned type of operations on the
other runway; and
• Each of the landing surfaces has a separate approach procedure based on a
separate aid.
8.5.9.3 Period of suitability

To declare an adequate en-route alternate airport as suitable to support a given flight, the ceiling
and visibility forecast must be checked to meet the ETOPS dispatch weather minima during a
required period of validity, also referred to as the period of suitability.

Page 6 ETOPS
The required period of validity starts one hour before the earliest estimated time of arrival at
the considered en-route alternate airport and ends one hour after the latest estimated time of
arrival at this airport.
The earliest estimated time of arrival is computed considering a 2-engine diversion from the
first Equitime Point (ETP) along the outbound route associated with the considered en-route
alternate, at the normally planned cruise altitude and speed (i.e. assuming a diversion for any
reason other than an engine or pressurisation failure).
The latest estimated time of arrival is computed considering a 2-engine diversion from the second
ETP associated with the considered en-route alternate, at FL100 or at the MORA and at the
LRC speed (i.e. assuming a pressurisation failure only).
The period of time between the earliest and latest possible use of the alternates is normally
indicated in the computerised flight plan. If necessary, a simplified conservative method may be
used by the dispatcher on duty to determine this period of time under the day's conditions or
to confirm the validity of the planning in case of flight delay. For delay in excess of one hour, a
new period of time is defined.
8.5.9.4 Communication and navigation facilities

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

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

ETOPS Page 7
8.5.9.6 ETOPS segment

An ETOPS segment is the portion of a route located in the ETOPS area. The ETOPS segment
extends between the ETOPS Entry Point (EEP) and the ETOPS Exit Point (EXP). An ETOPS
route may contain more than one ETOPS segment.
8.5.9.7 ETOPS Entry Point (EEP)

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

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

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

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

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

Page 8 ETOPS
required diversion fuel (for the respective diversion scenarios) in accordance with the diversion
profiles defined in the FCOM and in accordance with the Company ETOPS fuel policy.
8.5.9.10.2 ETOPS fuel reserves

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

ETOPS Page 9
Fuel for depressurization one engine out
8.5.10 ETOPS flight documentation

Flight Dispatch on duty has to provide the flight crew with the following documents at the
departure of any ETOPS flight:
• Computerized flight plan, including ETOPS specifications for the route (EEP, ETP, CP) and
fuel plans.
• Airport charts for all adequate alternates of the route.
• Weather reports (forecasts and reports) for the route and for all suitable alternates, or if
possible for all adequate alternate airport.
• NOTAM for all adequate alternate of the route.
• Any other documents provided for a normal flight.
• Plotting charts, with the area of ETOPS operation limits corresponding to the suitable
alternates, may be nice to have, depending on the route.
8.5.11 ETOPS in-flight

8.5.11.1 Pre-flight check list and in-flight procedures
Pre-flight checklist and in-flight procedures are adapted for ETOPS. The items of checklist and
procedure being specific to ETOPS are identified. The flight crew must verify that the airplane
has not been re-graded to NON-ETOPS and must acknowledge the ETOPS release from line
maintenance.
All ETOPS crew procedures are provided in FCOM/AOM.
8.5.11.2 In-flight forecast monitoring

The applicable en-route minima at each alternate airport (ceiling and visibility) for en-route
decisions are the normal published minima or Company minima, taking into account serviceable
landing navaids and crew qualification. The ETOPS dispatch minima do not apply once in
flight. During the course of the flight, the flight crew is to continue to remain informed of any
significant changes in conditions at designated en-route alternates. Prior to proceeding beyond
the extended range entry point, the forecast weather for the window of suitability, airplane
status, runway surface conditions, landing distances and aerodrome services and facilities at
designated en-route alternates should be evaluated. If any conditions are identified (such as
weather forecast below landing minima) which would preclude safe approach and landing, then
the pilot should take an appropriate course of action.

Page 10 ETOPS
8.5.11.3 Fuel monitoring

During an ETOPS flight the fuel monitoring procedure is the same as for a non-ETOPS flight.
Fuel requirement for diversion to an en-route alternate mandatory for the dispatch of the ETOPS
flight is not required during the flight. Company policy may requires, for statistical reasons, the
flight crew to record the fuel quantity on board when crossing the CP.
8.5.11.4 Diversion speed

In case of diversion, the P-i-C has the authority to deviate from the planned one engine out
operating speed after completion of assessment of the actual situation, even if the diversion
time exceed the one granted by the Authority. The most important consideration being to safely
conduct the flight to the diversion destination. When deviating from planned speed, special
attention shall be also focused on the fuel monitoring.
8.5.11.5 Engine Failure

In case of engine failure, a landing shall be made at the nearest airport, considering safe
operations under prevailing conditions.
If the airplane is in RVSM airspace, the pilots shall advise ATC as soon as practicable of the
situation, reminding ATC of the airplane type and request for expeditious handling.
8.5.11.6 System Failure

In case of multiple system failures, a diversion shall be made to the nearest airport or the ETOPS
en route alternate as deemed most appropriate by the P-i-C.
The following failures justify the diversion:
• Electrical system failures which would result in electrical power being available from only one
single primary source (primary sources are engine-driven generators and APU generator).
• All smoke warnings except the source has been positively identified as harmless.
• Hydraulic system failure which seriously restricts the airplane operations.
• Explosive decompression or other structural damage.
It is not realistic to attempt to recommend courses of actions which will be appropriate for all
final responsibility for the disposition of airplane shall rest with the P-i-C. Continuance of the
flight beyond the nearest airport which meets the operational requirements is only justifiable if
relevant safety factors are considered and such action is deemed safer. The safety factors shall
include the following:
• Nature of the function and the possible mechanical difficulties which may be encountered
if the flight is continued.
• Availability of the inoperative system for use.
• Relative flight times to airports available for use.
• Flight time and distance to the airport selected for landing in relation to the ETOPS approval.
• Altitude, gross weight and usable fuel at the time of primary system failure.
• Weather conditions en route and at possible landing airport.
• Air traffic congestion.
• Pilot familiarity with the airport to be used.
It cannot be emphasized strongly enough that the above factors are most significant in respect
to safety and must be completely satisfied before other considerations, such as maintenance,
economical or commercial requirements can be exercised.
8.5.11.7 Rectification of airplane defects

The crew must report in the Technical Log any airplane and engine defects being significant
to ETOPS flights. Such entries must be fully investigated and rectified before the next ETOPS
flight. Rectification may be verified by:
• Specified ground checks i.e. system or function checks with the airplane on the ground.
• A NON-ETOPS flight.

ETOPS Page 11
• An ETOPS flight subject to verification of an outstanding rectification before reaching the

EEP.
• A specific verification flight.
Maintenance control must inform flight operations and the flight crew should be contacted at
least one hour before departure to get their agreement and to allow the normal dispatch of the
airplane.
8.5.12 P-i-C/Crew responsibilities

P-i-C and crew are responsible for:
• Ensuring that the weather forecast and reports for the proposed operating area and flight
duration indicate that the flight may be conducted in accordance with Company operating
minima.
• Ensuring that sufficient fuel is carried, to meet the requirements of the ETOPS sector,
considering destination and en-route alternate fuel requirements.
• Confirming that all necessary en-route charts and approach charts for destination and en-
route alternates, are carried on board the airplane.
• When routing on the MNPS NAT track system, ensure that the requested flight planned
routing/track, coincides with the allocated track, as issued by air traffic control.
• Ensuring that any re-routing requested, by ATC or the P-i-C, does not involve deviation from
the authorized area of operations.
• Ensuring that ETOPS maintenance dispatch is correctly carried out.
8.5.13 Training
Refer to FTM.

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USE OF THE MINIMUM EQUIPMENT LIST (MEL) Page 1
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8.6 USE OF THE MINIMUM EQUIPMENT LIST (MEL)

AND CONFIGURATION DEVIATION LIST (CDL)
In principle, all equipment included in the type-certificated configuration must be operative before
dispatch of an airplane. However, with the high degree of redundancy that is available in a
modern airplane, some deviation from the type-certificated configuration may, under certain
conditions, be accepted without sacrificing a safe operation.
A Minimum Equipment List (MEL) is established for each airplane type specifying the equipment,
systems and components which must be operative in order that the airplane may be considered
airworthy for dispatch.
The purpose of MEL is to provide a dispatch aid for flight crew and maintenance crew in their
efforts to bring an airplane from its point of origin to its point of destination safely and on time
when repair of a deficiency is not possible without considerable impact on the flight schedule,The
MEL specifies the dispatch conditions: the conditions to be fulfilled and the procedures to be
performed, in order to permit the revenue flights to be flown with the inoperative item for a limited
period of time. Furthermore, the MEL must take into account the area of operation including
whether the airplane is being dispatched from base or an outstation.
The MEL specifies the equipment, components and systems which may be totally or partially
inoperative, while airworthiness, flight safety and passenger comfort is still maintained. It also
specifies ultimate time limits for rectification of inoperative equipment or systems. It is not the
intention that specified time limits in the MEL should be utilized to the extreme.
All efforts shall be made to rectify inoperative items as soon as possible in order to minimize the
time during which an airplane is operated with reduced system redundancy.
The MEL should be used as a means to bring an airplane to a station where repair can be made
without interrupting or delaying an ongoing flight.
Similarly to the above, the Configuration Deviation List (CDL) lists the airplane secondary
airframes that may be missing for a particular operation and pictorially indicates areas of damage
to the airplane skin/structure that is considered acceptable for flight. Any part not included in
the list must be considered as necessary. It is important to repair the airplane at the first airport
where repairs or replacements may reasonably be made, since additional malfunctions may
require the airplane to be taken out of service. No more than one part or one combination of
parts of one system may be missing, except otherwise specified. Parts of different systems may
be simultaneously missing, unless otherwise specified in this list. Missing part may introduce
performance penalties that are cumulative.
The Minimum Equipment List (MEL) is a document established by THAI and approved by the
DCA. THAI’s MEL is developed on the base of Master MEL (MMEL)/DDG? and customized by
THAI as a function of its own operational policies and the DCA requirements. The MEL shall
never be less restrictive than the MMEL.
Note: The MEL may be more conservative than the authority requirements but must never
be less restrictive.
The Configuration Deviation List (CDL) is a document approved by the Airworthiness Authority
having certified the airplane. The CDL is included in the Airplane Flight Manual (AFM)
The P-i-C shall not commence a flight unless he is satisfied that:
• The airplane is not operated contrary to the provisions of the Configuration Deviation List
(CDL);
• The instruments and equipment are in operable condition except as provided in the MEL.
The P-i-C shall decide whether or not to accept an airplane with unserviceabilities allowed by
the CDL or MEL.
In the MEL, any item is deemed “inoperative”, when it does not satisfactorily fulfill its intended
function, regardless of the reason.
An item is deemed to be inoperative when:
• It does not work at all, or
• It does not ensure all functions for which it was designed, or
• It does not consistently work within its designed operating limits or tolerances, or
• It is requested to be considered inoperative by the dispatch conditions, or

Page 2 USE OF THE MINIMUM EQUIPMENT LIST (MEL)
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• It is not available due to a primary failure.

Whilst operating within the limits of the MEL/CDL, the airplane is deemed to be airworthy and
capable of operating within the specified environment.
The MEL is not intended to provide for continued operation of an airplane for an unlimited
period of time. Repairs should be made as soon as possible within the time limit imposed by
Rectification Intervals.
Rectification Intervals (A, B, C, and D) have been introduced in accordance with definitions of
MEL.
Dispatch of the airplane is not allowed after expiry of the Rectification Interval specified in the
MEL unless the Rectification Interval is extended in accordance with the following:
• A one-time extension of the applicable Rectification Interval B, C, or D, may be permitted
for the same duration as that specified in the MEL provided:
◦ A description of specific duties and responsibilities for controlling extensions is
established by THAI and accepted by the DCA, and
◦ The DCA is notified within a time-scale acceptable to the DCA of any extension
authorized.
Although the concept of Rectification Interval does not exist for the CDL, all CDL items are not
allowed to be left unrectified for an unlimited period of time as stated in the MEL/CDL. However,
a specific time limit is required in the dispatch condition itself for some items. Decision for repair
is under THAI responsibility.
It is Company policy that every effort be made to maintain 100 % serviceability with rectification
being initiated at the first practical opportunity.
The exposure to additional failures during continued operation with inoperative systems or
components must also be considered in determining that an acceptable level of safety is
maintained.
Dispatch of an airplane with more than one uncorrected MEL remark is permitted only if
completely separate systems are involved, emergency procedures related to one of the MEL
remarks do not affect emergency procedure for the other MEL remark or vice versa and pilot
workload is not significantly increased.
An airplane must not be dispatched with multiple MEL/CDL items inoperative without the P-i-C
having first determined that any interface or interrelationship between inoperative systems or
components will not result in a degradation in the level of safety and/or undue increase in crew
workload
However, some systems or equipment obviously basic to airplane airworthiness are not listed
and must be operative for all flights. If there is doubt as to whether the equipment may be required
or not, the P-i-C should request advice from the Head Office via BKKOP before making final
decision.
In case of defect, engineering personnel will certify in the Technical Log adjacent to the
appropriate defect the MEL/CDL subject title, system and item number together with any
operational limitations.
At the completion of any engineering tasks associated with the particular MEL item, engineering
personnel will placard the inoperative instrument, switch, light, etc. When applicable, operational
flight plan, take off and landing performance and fuel requirement penalties must be taken into
account due to inoperative equipment or component.
When a MEL/CDL item is rectified, engineering personnel should make an entry in the Technical
Log identifying the item and details of the rectification, including a statement that the MEL/CDL
item has been removed. Appropriate MEL placards must then be removed from the flight deck.
MEL (included ETOPS) governs the dispatchability of the airplane until flight is commenced
(application of takeoff thrust on RWY).
Dispatch of an airplane with reference to MEL requires acceptance from the P-i-C. It should be
emphasized that the P-i-C, based on present or expected conditions, has the authority to require
repair even if dispatch is allowed according to MEL.
As a general rule, the MEL should be referred to only when it has been concluded that repair
or replacement of a malfunctioning system or component cannot be made without causing an
unacceptable delay.

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Whenever an airplane is dispatched with a reference to MEL, the fault must be positively
identified and, if applicable, isolated.
It must be ascertained that possible effects and interaction with other systems are known and
understood.
Detailed procedures for application and use of the MEL/CDL system can be found in the
respective CDL/MEL binder.
MEL does not apply to non-passenger flights.

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NON-REVENUE FLIGHTS Page 1
8.7 NON-REVENUE FLIGHTS

8.7.1 Definitions
The following flights are considered as non-revenue flights:
• Training flights.
• Test flights.
• Delivery flights.
• Ferry flights.
• Demonstration flights.
• Positioning flights with or without passengers.
• Other special flights.
8.7.2 Training flights

Training flights are conducted under the responsibility of the Flight Deck Crew Training Dept.
(BX) with the purpose of:
• School flight.
• P-i-C/pilot qualification/requalification.
• Training the abilities of pilots under normal and abnormal conditions.
• In flight proficiency check.
However, the final decision to carry out the actual training flight and the responsibility for
adherence to Company instructions described in the Operations Manual in general and FTM in
particular, remains with the designated P-i-C.
8.7.3 Test flights

8.7.3.1 General
Company test flights herein are regarded as Functional Check Flights (FCF). All test flights shall
be handled by THAI flight crew in accordance with the directions in 8.7.3.5.
8.7.3.2 Purpose
A test flight is a part of the maintenance program.
A test flight is performed in order to:
• Check that the airplane conforms to specified standards.
• Check that the airworthiness or the function of the airplane after actions or checks in airplane
systems, where the function of the system can not be verified on ground.
Normally, a test flight must not be regarded as accomplished until the above requirements have
been satisfied.
8.7.3.3 Actions requiring a test flight

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

The test flight shall always be performed in accordance with applicable Flight Test Report
prepared by BKKOE. A test flight may never be performed without preparing and filing a written
report.
There are four types of Flight Test Reports:
1. Flight Test Report, overhaul and new airplane acceptance
The report contains all test items to be performed during test flight after major overhaul
and in connection with acceptance of new airplane.

Page 2 NON-REVENUE FLIGHTS
2. Flight Test Report, engine change

This shall be used when a test flight is required due to engine replacement.
The actions required by the "Flight Test Report, Engine Change" are clarified in
"Expanded Checklist for Flight Test Report - Engine Change" which is also available in
the Captain Report Folder.
3. Flight Test Report, flight controls/airworthiness
This shall be used when a test flight is required due to changes or repairs of flight control
surfaces or flight control systems.
4. Flight Test Report, non-routine
This shall be used when a test flight is required due to flight remarks or actions other than
those covered by 1, 2 and 3.
All check points required by the "Flight Test Report" shall be performed unless otherwise
stated. Suitable tests to be performed at Non-Routine test flights shall be planned by the
P-i-C in cooperation with an authorized station engineer. Should there be any doubts as
to suitable test procedures, inquiries shall be made to BKKOE/OU.
Note: Do not make a stall test unless required by the "Flight Test Report".
8.7.3.5 Test crew

Crew qualified to perform test flights shall be appointed by BKKOE. See 8.7.9 for the regulation
regarding passengers on ferry, test and training flight.
8.7.3.5.1 Overhaul/new airplane acceptance test flight

The following crew are required and shall be assigned by OE-T for the following areas:
• Flight deck
◦ 747-300
▪ 1 Test pilot
▪ 1 Copilot
▪ 2 Test engineers (SO)
◦ 747-400, 777, A340, A330, A300
▪ 1 Test pilot
▪ 2 Copilots (qualified test engineers)
◦ 737-400
▪ 1 Test pilot
▪ 1 Copilot (qualified test engineers)
• Cabin
◦ 747-300/-400, 777, A340, A330
▪ 3 Technical cabin crew
◦ A300-600
◦ 737-400
Additional crew other than the above shall be approved by DP.
8.7.3.5.2 Other test flights

When a test flight is to be performed in BKK as requested by DT, it is the duty of BKKOE to
select the required crew from OE-T. When a test flight is required at the line station, the P-i-C
present may perform the test.

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

The first test flight after airframe overhaul, essential modifications, repairs of major structural
damages and repairs after serious malfunctions in flight control systems affecting the
airworthiness of the airplane may only take place when actual and forecast weather for takeoff
and landing is at least DA/MDA/Min VIS, for actual navaid on approach chart but never below
500 ft above reference elevation/1500 m. All other test flights may be performed when actual
and forecast weather for takeoff and landing is at least the applicable Company landing minima,
VIS according to Approach Chart.
Test flights, during which the inspections of airplane visual parts are required, may only be
performed in darkness if suitable lighting equipment is carried, making these inspections
possible. The stall test may only be performed when external horizontal reference is available.
8.7.4 Delivery flights

Delivery flights may be combined with training flights provided the minimum crew as per the
Airplane Flight Manual is on board.
Delivery flights are flights where an airplane is flown from the seller’s facility to the airline or vice
versa. Provided all normal requirements are fulfilled, non-revenue passengers may be carried if
this is not excluded on the certificate of airworthiness and certificate of registration. Full insurance
coverage must be assured. For some delivery flights, the Authority might only issue a “ferry
permit” in lieu of the certificate of airworthiness and the certificate of registration. This ferry
permit may exclude the carriage of persons other than flight crew and engineers. Flights with
passengers aboard require full and normal crew complement.
8.7.5 Ferry flights

8.7.5.1 Standard Ferry Flight
Ferry flights are flights to position airplane for maintenance. They may be conducted with
minimum crew and reduced airworthiness as permitted by Operations Manual or the Authority.
8.7.5.2 One-engine-out ferry for three- and four-engine airplane

8.7.5.2.1 General
It is a Company’s policy that no engine out ferry flight shall be authorized unless it is evident that
local repair or change of the inoperative engine is impossible, or that such a repair or engine

change/procurement of new engine will cause a delay with severe influence upon the traffic.
Normally, the airplane shall only be ferried to the nearest station where engine change can be
performed. The engine-out takeoff procedures laid down in the FCOM/AOM shall be adhered to.
8.7.5.2.2 Authorization procedure

If the Operations Control & Planning Dept. (OP) in coordination with Maintenance Dept. (BKKDT)
considers it necessary according to 8.7.5.2.1 above and technically Possible to perform an
engine-out ferry flight, a request shall be sent to DO. Before the flight is authorized, DO shall
ascertain that:
• The engine-out flight, from a performance and operational engineering point of view, can be
made without jeopardizing flight safety.
• The flight operational conditions for safe conduct of the flight are present.
• DO shall inform OP whether the flight is authorized or not. A copy of this message shall
be sent to DT.
8.7.5.2.3 Safety regulations

• The P-i-C shall have completed engine-out training on the airplane type concerned according
to the syllabus established by Flight Test Dept. (OE). An up-to-date list of captains with
qualifications shall be issued by BKKOE. The other crew members shall be thoroughly briefed
by the P-i-C before takeoff.
• Only the minimum required number of crew members necessary for the route to be flown shall
be on board.
• No passenger except DCA inspectors are allowed on board.
• Cargo and/or mail is only permitted on board to the extent needed for balancing the center
of gravity. Excess fuel must not be carried.
• Takeoff area and adjacent terrain must be suitable. Special consideration should be given to
existing obstacles on the side of the inoperative engine. The initial climb must not be made
over built-up areas.
• The surface of the runway to be used shall be such as to allow proper nose wheel steering
and wheel braking.
• For takeoff minima and crosswind restrictions at departure aerodrome and forecast weather
at destination aerodrome, Refer to FCOM/AOM.
• Due consideration must be paid to the reduced climb performance with an engine out.
Either normal climb out performance or engine failure procedure may be used at the P-i-C’s
discretion. If in doubt, the climb should be made over the radio facilities serving the aerodrome
to such a altitude/flight level as to permit the continued climb on course to be made well above
the minimum true or minimum obstruction clearance altitude.
• The flight must not be planned or made through a region in which CB clouds, moderate to
heavy icing or severe turbulence are known or suspected to exist.
• The minimum obstruction clearance altitude and/or the minimum off-route altitude must not
exceed the 2-engine-out service ceiling for the actual gross weight.
• The remaining fuel must at all times be sufficient for the nearest suitable aerodrome to be
reached with two engines out and, in addition, at least 30 min holding at 1,500 ft ISA.
• The distance to a suitable aerodrome must at all times not be greater than that which can be
flown in max 90 min at normal all-engine cruise speed.
• Landing at the destination aerodrome may not be planned for night operation unless a visual
or electronic glidepath is available.
• The ATS flight plan shall indicate that an engine-out ferry flight is being made. Before takeoff,
the emergency equipment and personnel at the aerodrome concerned shall be alerted and
requested to be on standby.
8.7.6 Demonstration flights

A demonstration flight may be for a sale/advertising purpose or to demonstrate flight
characteristics. It may be also a flight with journalists and customers. All flights shall follow the
standard procedures described in the Operations Manual.
In any case, all flights with passengers aboard require full and normal crew complement.

A demonstration flight (sightseeing flights ) shall either be arranged according to special

schedule, or be specifically authorized by DO.
Authorization shall contain relevant data such as name of the P-i-C, date, route or area to be
covered, etc.
Appropriate authorities should be informed of the planned flights.
An IFR flights plan shall be filed.
In order to descend below relevant minimum altitude for sightseeing purposes the surrounding
terrain must be clearly visible and weather conditions satisfying VFR requirements. Utmost
caution must be exercised. The airplane should not be flown closer than 1,000 ft from the ground.
The primary purpose of a demonstration flight (sightseeing flights) is to let the passengers see,
as mush as possible, the area flown over. It is important that the flight be made as smoothly
as possible.
During short sightseeing flights, maintain an indicated airspeed about the same value as holding
speed and choose the route in such a way that the same degree of turns can be made to both
sides.
When several consecutive demonstration flights (sightseeing flights) are performed over one
congested area, the route should be varied from time to time in order to minimize the noise
disturbance.
8.7.7 Positioning flights

A positioning flight is a flight to position an airplane to an aerodrome for commercial operations.
Positioning flights must be performed with at least the minimum flight crew and must follow the
standard procedures described on the Operations Manual.
Only crewmembers of the Company may be transported on the way to or from flight duty (dead
head crews).In this case, the P-i-C nominates one crewmember to be responsible for cabin
safety checks. In accordance with the P-i-C, the demonstration of safety belts, oxygen masks,
life vests and emergency evacuation may be avoided, if all person on board are familiar with
the demonstration of their use.
8.7.8 Other special flights

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

On non-revenue flight, only Company’s employees, their dependants or invited guests may be
carried as passengers.
On test and training flights, only Company’s employees and DCA representatives may be
accepted as passengers.
Passengers must not be accepted:
• On test flights concerning the airworthiness of the airplane.
• On flights including any abnormal maneuver such as stalls, etc.
• On flight with any engine out.
• When the handling of the passengers will interfere with the handling of Company’s revenue
flights or delay the test or training flight.
Carriage of passengers on ferry, test, and training flights will always be subject to the P-i-C's
approval. The following procedures must be adhered to:
• The passenger shall be issued a ticket.
• The passenger must sign a waiver form to be filed at the station.
• In the case of passengers under 18 years of age, written permission from the parents must
be presented and filed at the station.

• The passenger should be briefed on conduct in the airplane in order not to interfere with
the test or training.
• The P-i-C should ensure that the passenger is holding a ticket.
Note: In the instruction, the term "passengers" does not include inspectors of the authorities
or technicians, who may be assigned to the flights, even though such personnel are
issued tickets.
8.7.10 Carriage of persons on board all-cargo airplane

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

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

A flight crew member not essential for assistance in the flight deck area shall be delegated to
lead the emergency preparation for passengers carried on all-cargo flights.

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OXYGEN REQUIREMENTS Page 1
8.8 OXYGEN REQUIREMENTS

8.8.1 CONDITION UNDER WHICH OXYGEN MUST BE PROVIDED
AND USED
8.8.1.1 CREW MEMBERS
At cabin pressure altitudes above 10000 ft, oxygen shall be provided for and used by each flight
crew member on duty and for all other crew members.
Recommendations for pilots on duty
At cabin pressure altitudes of 10,000 ft and below, the following recommendations apply to pilots
on duty:
• When flying between 8,000 and 10,000 ft cabin altitude for more than four consecutive
hours, the pilots on duty should take oxygen at suitable intervals.
• The use of oxygen at other lower altitudes is also recommended by the medical authorities.
It is, therefore, left to the pilot's discretion to use it accordingly if he so desires.
• Whenever exhaust fumes from ground power units or other airplane are noticed to have
entered the flight deck, it is recommended to use oxygen until contamination is terminated.
8.8.1.2 PASSENGERS
During flights with high cabin altitude, oxygen must be available for passengers as follows:
• For flights at cabin pressure altitudes above 15,000 ft, oxygen shall be provided for each
occupant carried for the duration of flight at such altitude.
• For flights at cabin pressure altitudes above 14,000 ft to and including 15,000 ft, oxygen
shall be provided for the duration of flight at such altitude for 30 percent of the number of
passengers carried.
• For flights at cabin pressure altitudes above 10,000 ft to and including 14,000 ft, oxygen
supply shall be sufficient for 10 percent of the number of passengers carried for the duration
of flight in excess of 30 min.
When any of the above conditions exist or are expected, the P-i-C shall inform the cabin crew
accordingly. They shall pay special attention to passengers showing sign of discomfort and give
such passengers first aid oxygen as required.
8.8.2 REQUIREMENT FOR CREW AND PASSENGERS

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

Page 2 OXYGEN REQUIREMENTS
Moreover, following cabin de-pressurization an emergency descent should be carried out to the
lowest altitude compatible with the safety of the flight. In addition, in these circumstances, the
airplane should land at the first available aerodrome at the earliest opportunity.
The conditions above should reduce the period of time during which the first-aid oxygen may be
required and consequently should limit the amount of first-aid oxygen to be carried on board.
8.8.2.2 Supplemental oxygen for sustenance

To operate a pressurized airplane above 10,000 ft, the quantity of supplemental oxygen on board
for sustenance must be established for the most critical point of the flight from the standpoint of
oxygen need in case of de-pressurization.
The cabin pressure altitude being considered the same as the airplane altitude following a cabin
de-pressurization, the quantity of supplemental oxygen must be determined as required by the
following table:
SUPPLY FOR: DURATION AND CABIN PRESSURE ALTITUDE

All occupants of flight deck seats on Entire flight time when the cabin pressure altitude
flight deck duty exceeds 13,000 ft and entire flight time when the cabin
pressure altitude exceeds 10,000 ft but does not exceed
13,000 ft after the first 30 minutes at those altitudes, but in
no case less than:
1. 30 minutes for airplane certificated to fly at
altitudes not exceeding 25,000 ft (Note 2)
2. 2 hours for airplane certificated to fly at altitudes
more than 25,000 ft (Note 3).
All required cabin crew members Entire flight time when cabin pressure altitude exceeds
13,000 ft but not less than 30 minutes (Note 2), and entire
flight time when cabin pressure altitude is greater than
10 000 ft but does not exceed 13,000 ft after the first
30 minutes at these altitudes.
100% of passengers (Note 5) Entire flight time when the cabin pressure altitude
exceeds 15,000 ft but in no case less than 10 minutes
(Note 4).
exceeds 14,000 ft but does not exceed 15,000 ft.
exceeds 10,000 ft but does not exceed 14,000 ft after the
first 30 minutes at these altitudes.
Note: 1. The supply provided must take account of the cabin pressure altitude and descent
profile for the routes concerned.
2. The required minimum supply is that quantity of oxygen necessary for a constant
rate of descent from the airplane’s maximum certificated operating altitude to
10,000 ft in 10 minutes and followed by 20 minutes at 10,000 ft.
10,000 ft in 10 minutes and followed by 110 minutes at 10,000 ft. The oxygen
required in JAR–OPS 1.780(a)(1) may be included in determining the supply
required.
15,000 ft in 10 minutes.
5. For the purpose of this table "passengers" means passengers actually carried and
includes infants.
Airplanes intended to be operated at pressure altitudes above 25,000 ft shall be provided an
oxygen dispensing unit connected to oxygen supply terminals immediately available to each
occupant, wherever seated. The total number of dispensing units and outlets shall exceed the
number of seats by at least 10%. The extra units are to be evenly distributed throughout the
cabin.

OXYGEN REQUIREMENTS Page 3
8.8.2.3 Crew protective breathing equipment/using oxygen

8.8.2.3.1 GENERAL
In order to be able to don their masks as quickly as possible, flight crew members shall, therefore,
practice the donning operation regularly, e.g., in connection with each preflight test of the oxygen
mask.
8.8.2.3.2 NON-PRESSURIZED FLIGHTS

Both pilots shall use oxygen continuously when flying:
• At flight altitude above 10,000 ft through 12,000 ft MSL for that part of the flight of more
than 30-min duration; and
• Above 12,000 ft MSL.
8.8.2.3.3 PRESSURIZED FLIGHTS

When operating above FL 350, if one pilot leaves the controls, the remaining pilot at the controls
shall put on and use an oxygen mask until the other pilot returns to his station.
While operating at or below FL 410, if there are two pilots at the controls, oxygen masks shall be
in the “Ready position” which can be placed on the face with one hand within 5 sec, supplying
oxygen and properly secured and sealed.
When operating above FL 410, one pilot at the controls shall put on his oxygen mask in the
“Donned normal position”. The other shall continue to have his oxygen mask in the “Ready
position”.
Note: “Ready position” means that the masks are kept in their storage but can be pulled out
and donned for immediate use.
8.8.2.3.4 IN EMERGENCIES
All flight crew members shall immediately wear their masks in the "donned emergency position”,
either by donning the mask or, if already in the "donned normal position", by changing over to
the "donned emergency position", whenever:
• A cabin decompression occurs, or
• When above FL 250 any warning comes on which cannot be immediately and indisputably
identified as having no relation to the loss of cabin pressure.
Caution: Time of useful consciousness in case of a rapid decompression at 40,000 ft

is less than 15 sec, if oxygen is not immediately provided.
8.8.2.3.5 PBE (Protective Breathing Equipment)

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

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Reverse side blank
Electronic Flight Bag Page 1
8.9 Electronic Flight Bag

8.9.1 GENERAL
Electronic Flight Bag (EFB) is an electronic device which can electronically store and retrieve a
variety of data/documents required for flight operations, maintenance, etc, as well as supporting
dynamic/interactive applications and performing basic calculations. Earlier, these functions were
traditionally accomplished using paper references or were based on data provided to the flight
crew by dispatcher.
From an operational use perspective, EFB hardware has been classified into three classes by
the following criteria:
Class 1
Class 1 is considered as portable electronic device generally Commercial-Of-The-Shelf (COTS)
based computer systems, such as laptop computers, which must be stowed securely when not
in use as same as loose objects on the aircraft. They may be connected to aircraft's power
to recharge batteries on-board the aircraft and may have read-only data connectivity to other
aircraft systems.
Software hosted in the class 1 includes pre-composed and fixed presentations of data
currently presented in paper format such as e-Chart, e-Route Manual, FCOM/AOM, MEL, and
performance calculation.
Class 2
Class 2 is still considered as portable electronic device but specifically adapted/built for use in the
aircraft and normally mounted to aircraft in a position where they can be utilized during all phases
of flight. They may be connected to aircraft's power and may have limited data connectivity to
other aircraft systems.
Software hosted in the class 2 includes class 1 applications and may include dynamic, interactive
applications that can manipulate data and presentation such as electronic checklist, data link
communication and maintenance log.
Class 3
Class 3 is considered as avionics equipment, which is permanently mounted to the aircraft and
requires full certification for installation and operation.
Software hosted in the class 3 includes class 1 & 2 applications and also enables flight
information applications such as primary flight display and navigation information.
Class 1 & 2 are designed to operate in less paper cockpit environment, while class 3 is designed
for paperless cockpit environment.
For THAI's perspective, the EFB is developed to use mainly for flight operations. However, the
system will further evolve and expand its capabilities to enhance future applications, such as
maintenance, passenger service, etc.
8.9.2 OPERATIONAL PROCEDURES

The following operations procedures describes concept of operating EFB regardless of classes.
1. Class 1 & 2 EFB's can be used as a supplementary tool for viewing chart/document,
searching data and calculating aircraft performance in lieu of using paper documents
provided in the flight deck and from dispatcher.
2. Flight crew must verify and ensure that revisions to the software and database installed,
e.g., e-Route Manual, e-Chart, Airport/Runway Database, and others that may adversely
affect flight operations are current and complete.
3. Flight crew should use his on-side EFB for calculating and retrieving any required data/
information.
4. If an EFB generates the same data as the existing aircraft automation, the data generated
from the aircraft automation should be considered as primary information while the EFB
generated data will be used for consultative information.
5. Any data entry and computed data outcome must be verified or crosschecked by both crews
and must be agree upon the use of those data.

Page 2 Electronic Flight Bag
6. If there is any suspicion of any EFB data/information or the EFB data/information is

considerably different from other sources, PF and PM shall discuss and decide reasonably
which data/information to be used.
7. In the event of single system operation, both PF and PM shall use the method of coordinated
verification.
8. If both EFB systems failed, PF and PM shall either revert to use backup paper document
(if exist), or retrieve required data by means of Communication, e.g., ACARS AOC, CUT
channel.
9. During takeoff and landing. the class 1 EFB must be properly stowed in its dedicated
container.
10. Flight crew should not use the EFB during high workload phases of flight unless he is well
skilled with the use of the EFB and his attention to the safety of the flight is not diverted.
11. Connecting any unauthorized external device to the EFB device is strictly prohibited.
12. Installation of any unauthorized software is not permitted.

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Procedure in case of Engine Failure En Route Page 1
8.10 Procedure in case of Engine Failure En Route

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

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

ECONOMY
The P-i-C of three- and four-engine aircraft may proceed with one-engine failure provided safety
aspects permit and the conditions given in section 8.10.3.2 are fulfilled.
8.10.2 TWO-ENGINE AIRCRAFT

Landing shall be made at the nearest suitable airport considering safety only. Any airport where
pilots have obtained or can obtain necessary information and considered safe under prevailing
circumstances may be used.
If two or more suitable airports are at the same flying time from the present position of the aircraft,
the station having a spare engine available should have priority.
8.10.3 THREE- AND FOUR-ENGINE AIRCRAFT

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

A flight may continue at P-i-C's discretion provided:
1. Precautionary measures for a second engine failure are taken (Ref 5.).
2. Inflight replanning has been performed.
3. The distance to a suitable airport at all times during the continued flight must not be greater
than that which can be flown in a maximum of 90 min at normal all-engine cruise speed.
4. The remaining fuel, at all times during the continuation of flight, must be sufficient to reach
the nearest suitable airport with two engines inoperative plus 30 min holding at 1500 ft ISA.
Note: If two or more airports are at about the same flying time from the present position
of the aircraft, the following priority shall be taken into consideration:
• The Company regular or alternate airports

Page 2 Procedure in case of Engine Failure En Route
• The Company emergency airports

• Military airports
• Other airfields.
5. The two-engine service ceiling (for four-engine ACFT) and the one-engine service ceiling
(for three-engine ACFT) must be equal to or higher than the MORA for the continued flight
unless such terrain can be safely passed by the use of published operating procedures.
When calculating the service ceiling, it is permitted to calculate with fuel dumping. However,
fuel according to 4. must remain.
Caution: Undumpable fuel may limit the minimum gross weight.

The above calculation must be made before making a decision whether to continue or
discontinue the flight, but fuel dumping shall not be made unless a second engine really fails.
6. The special procedures for the operations in RVSM airspace as described in RM shall be
followed if a drift-down to a new flight level is required.

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Emergency Situations (Engine Malfunction, Fires, Page 1
OM-A
etc.) Rev 1 (23 MAY 11)
8.11 Emergency Situations (Engine Malfunction, Fires,

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

Whether flying a 3-man or 2-man crew aircraft, pilots shall perform their flight duties in
accordance with FOM 3.2.1 para 4.
8.11.2.1 Guideline procedure for normal situation

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

1. The pilot detecting any impending or existing abnormality or emergency situation shall
immediately inform the other pilot.
2. Before an emergency or malfunction procedure is initiated, the affected system shall be
rechecked for a normal set-up and all available indications shall be rechecked to confirm
the problem.
3. Aural warning should be silenced, preferably by PNF after the identification of the problem.
4. In order to reduce any risks of creating errors and mistakes through pre-occupation, pilots
shall perform their flight duties as closely as possible to what is stated in the normal situation
case. If the P-i-C deems it necessary, he may assume the PF duties for further details of
operation, ref FCOM/AOM.
Note: Specific task sharing is permitted as specified in the respective FCOM/AOM.
8.11.3 TAKEOFF
8.11.3.1 MENTAL REVIEW AND BRIEFING BEFORE TAKEOFF
Takeoff is one of the most critical phases should an emergency occur. The whole flight crew
must, therefore, be very alert during this part of the flight and should not let their attention be
diverted by irrelevant matters.

Page 2 Emergency Situations (Engine Malfunction, Fires,
OM-A
Rev 1 (23 MAY 11) etc.)
In order to aid in reaching quick and correct decision should an abnormality occur during the
takeoff roll, the crew must prior to starting takeoff, make a mental review of factors affecting that
particular takeoff, e.g.:
• gross weight,
• available runway length (overrun),
• runway conditions,
• action in case of malfunctions (engine or tire failure, birdstrike etc.),
• obstacles in the climb-out area,
• climb-out conditions (icing, wind, inversion etc,),
• aircraft serviceability and technical remarks.
Based on these considerations, the P-i-C shall state his intentions on how to act on abnormality
occurring during the takeoff roll applying the guiding principles in para 8.11.3.2 below.
8.11.3.2 STOP OR GO DECISION

When abnormalities occur, their nature and time of occurrence must be taken into consideration.
Early abnormalities
If abnormality occurs at an early stage of the takeoff roll where no doubts exist as to a safe
stopping on the runway, then STOP.
Abnormalities close to V1
Although performance rules allow a rejected takeoff (RTO) initiation on a dry runway at speeds
up to V1 the successful completion of an RTO becomes increasingly more difficult as speed
approaches V1.
Furthermore, the basic V1 concept is based on a dry runway and no full accountability for
contamination, it will normally not be possible to stop the aircraft on a runway lengthlimited
takeoff at speeds close to V1 when runway is contaminated, even if reversing, reduced V1 and
prescribed corrections have been applied.
On the other hand, if takeoff is continued by the runway length limit weight, an aircraft can
generally be expected to reach screen height at the end of runway by 15-20 ft at engine failure
speed V1-10 kt for twin-engine aircraft and 25-30 ft at engine failure speed V1-6 kt for quad-
engine aircraft.
Thus, when abnormalities are detected close to V1, takeoff should normally be rejected only for:
• Engine failure
◦ When a safe stop on the runway is doubtful, it is recommended to continue the takeoff
even from speeds down to V1-10 kt (twin-engine aircraft) or V1-6 kt (quad engine).
◦ Clearance over close-in obstacles will be reduced when continuing from speeds below
V1. Obstacle clearance may be less than 20 ft when continuing from V1-10 kt.
◦ Do not continue the takeoff if speed is <VMCG.
• Abnormalities making the aircraft unsafe to fly.
Abnormalities not affecting thrust or the ability to fly should normally not justify an RTO, for
example:
• Tire failures: Close to V1, loss in acceleration due to tire failure is negligible. RTO on failed
tires may cause overrun in case of runway length limited,
• Indication failure of instruments not absolutely required,
• General electrical failures,
• Pilot incapacitation.
Abnormalities at or after V1
If abnormality is detected at or after V1, normally GO.
A takeoff rejected at speeds above V1 on a minimum length runway is unprotected from a
performance point of view. Even when takeoff weight is less than the runway limited weight, a

OM-A
etc.) Rev 1 (23 MAY 11)
rejection above V1 is extremely hazardous as the available and required stopping distances are
difficult to estimate.
8.11.3.3 FLIGHT DECK PROCEDURES FOR TAKEOFF

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

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

Page 4 Emergency Situations (Engine Malfunction, Fires,
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Rev 1 (23 MAY 11) etc.)
8.11.4 OTHER PHASES OF FLIGHT

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

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

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

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

In case of an unscheduled landing, when the allowable landing weight would be exceeded, the
P-i-C has the choice to delay the landing until the weight has been reduced by fuel burn-off, or
he has to consider an overweight landing or a fuel jettison.
It is the prerogative of the P-i-C to assess what constitutes an emergency situation requiring
an unscheduled landing and also to make the final decision as to the safest course of action.
The following paragraphs are intended as guidance for the choice between fuel jettison and
overweight landing.
8.11.7.1 FUEL JETTISON

Fuel jettison is an abnormal procedure and should be treated as such. It is an approved
procedure and, if performed in accordance with applicable instruction in the respective FCOM/
AOM, it does not involve any hazard in itself. Other circumstances may, however, make fuel
jettison hazardous or less desirable, e.g
• A fire on board (jettison prohibited)
• Conditions of heavy static
• When flying in high density areas

OM-A
etc.) Rev 1 (23 MAY 11)
• A risk of other aircraft flying through jettisoned fuel

• Weather at airport of landing closing down.
8.11.7.2 OVERWEIGHT LANDING

Overweight landing in lieu of fuel jettisoned may, in many instances be preferable in the interest
of safety. An overweight landing may be considered, according to the respective FCOM/AOM,
when the P-i-C find this to be the best course of action.
With regard to safety, an overweight landing may, in many instances, be preferable to fuel burn-
off.
Available runway length versus aircraft type has to be taken into account when considering an
overweight landing on contaminated or slippery runways. If sufficient runway length is available
and if the conditions permit a touchdown sink rate which is within the design limits of the aircraft
(less than 360 fpm), an overweight landing should not involve any hazard or result in any
structural damage. As a rule of thumb, the runway used for takeoff will also be sufficient for a
subsequent overweight landing. By not exceeding 30° bank or flap placard speeds, an adequate
strength margin will be ensured during an overweight landing.
The following are examples of some typical situations that an overweight landing should be
considered:
• Any malfunction or failure that would render the aircraft unairworthy.
• Any condition, mechanical or otherwise, or combinations thereof, where an expeditious
landing would reduce the potential risk of experiencing additional problems which could
result in a derogation or a compromise of safety.
• Serious illness of crew or passengers which would require immediate medical attention.
On the other hand, there are situations which are not qualified for an overweight landing, or
when an overweight landing is less desirable, for example:
• Marginal weather and/or runway conditions
• Minor malfunctions, which do not affect the airworthiness of the aircraft, but preclude
continuation of flight to destinations, e.g. the loss of a navigational aid required on the route
• Landing gear damage, e.g., a tire failure.
Specific procedures and precautions for each aircraft type are contained in the respective FCOM/
AOM and shall be consulted prior to an overweight landing.
8.11.8 EMERGENCY EVACUATION

An emergency evacuation shall always be initiated whenever a situation involving a risk of fire
occurs in connection with takeoff, landing, taxiing or even with the aircraft stationary at the apron,
e.g. during refueling.
The P-i-C shall give clear orders when he wants the aircraft evacuated and should always order
such an evacuation if the presence of a fire is suspected.
However, if no order is received from the flight deck (pilots might be injured) and the necessity
of an immediate evacuation is evident, the cabin crew shall initiate the evacuation and proceed
in accordance with the instruction given in the respective FCOM/AOM.
Note: For better visibility outside the aircraft should any irregularities occur, all cabin windows
shall be fully opened before TKOF and landing.
To ease the eyesight adjustment in darkness should emergency occur, the cabin light
will be dimmed on night flights before TKOF and landing.

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Operation of COM Page 1
8.12 Operation of COM

8.12.1 VHF-COM
8.12.1.1 GENERAL
As a principle, both pilots shall monitor the ATS channels. Monitoring of ATS channels in terminal
areas should primarily be made using headset. Loudspeaker may be used when the quality of
sound is such that undisturbed reception is available on the loudspeaker system.
ATS frequencies must never be interfered by other reception such as ATIS, CUT, Air-to-Air pilot
communication, etc.
Both pilots shall set audio switches for readable output unless operational conditions make
monitoring of CUT frequency or 121.5 MHz impracticable.
PNF shall normally handle the frequency selection according to the procedures listed below.
Maintain listening watch on 121.5 MHz to the extent possible.
8.12.1.2 PROCEDURES
THAI operates aircraft with 2 or 3 VHF-COM systems named VHF-COM 1 (Left). VHF-COM 2
(Right) and VHF-COM 3 (Center).
Select Tower, Departure/Approach or ACC frequency as applicable for phase of flight on VHF-
COM 1.
Utilize VHF-COM 2 on 121.5 MHz when not in use for ATC, MET services, CUT frequency and/
or Air-to-Air pilot communication as necessary.
Note: The use of CUT must not conflict with the Sterile Flight Deck concept (ref3.2.1).
VHF-COM 3, if equipped, shall normally be set for ACARS.
8.12.2 HF COM
Use of HF COM
HF COM shall be named HF1, or HF LEFT, and HF2 or HF RIGHT.
Normally, HF COM shall be used for long-range communication. Although no definite rule is
given, here is general recommendation:
• HF1/LEFT shall be used for en route frequency
• HF2/RIGHT shall be used for VOLMET or
• In case en route frequency is not required, one HF may be tuned to known utility frequencies
as appropriate.
HF COM shall be operated in the same manner as VHF COM.

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Operation of NAV System Page 1
8.13 Operation of NAV System

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

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

Takeoff
When applicable the system(s) shall be selected to VOR stations suitable for track guidance and
cross-bearing prior to takeoff. Automatic tuning is not recommended.
En route
When using VOR systems for track guidance, tune both VHF-NAV receivers continuously for
tracking. For necessary cross-bearings, retune one of the sets as appropriate. If automatic tuning
is available, monitor the correct operation of the system.
Instrument approach
With dual VOR systems, both systems shall be selected to the VOR station used for approach
and set according to the procedures laid down in the respective FCOM/AOM.
Utmost care shall be exercised when making the settings and both pilots shall check and
crosscheck.
Note: • As the monitor only removes the navigation information from VOR signal, it may still
be possible to receive voice identification transmission after the flag warning has
appeared.
• A bearing error in the airborne receiver will, however, not result in flag warning.
Therefore, always check one system against the other if there is a deviation of
more than 4° between the systems. The system that has the bearing error can be
determined by reference to approach charts.
8.13.1.4 USE OF DME

System limitations
DME information derived from the selection of a VOR or ILS frequency must only be used if the
DME station is indicated on the approved navigation charts.

Page 2 Operation of NAV System
Due to a great number of military TACAN stations operating in the same frequency band as the
civil DME facilities, DME readings are likely to appear although the VOR or ILS station selected is
not associated and co-located with the DME (TACAN) station. For the same reason, it is possible
that a DME may suffer from interference by signals from a TACAN/DME element, resulting in
erroneous distance readings.
A published DME-intersection may, therefore, only be used as the sole means when determining
terrain clearance if the station has been clearly identified and in accordance with FOM 3.1.8.
Identification of DME
A DME station transmits an identification signal modulated at 1350 Hz (as against 1020 Hz for
a VOR/ILS identification signal) normally once every 30 sec in one of the following forms:
• An “independent” identification code is employed wherever a DME is not specifically
associated with a VOR/ILS facility.
• An “associated” identification code is employed wherever a DME is specifically associated
with a VOR/ILS facility. This code is identical to that of the VHF facility of co-location and is
synchronized to the same, normally in the ratio of one to three.
WARNING: MAKE SURE THAT THE DESIRED DME STATION IS POSITIVELY IDENTIFIED
AND THE IDENTIFICATION OF THE VOR AND DME ELEMENTS ARE
SYNCHRONIZED IF CO-LOCATION IS ANTICIPATED.
DME ARC procedure

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

System characteristics
In principle, two types of ILS ground installations are used:
• The omnidirectional or broad beam localizer normally of CAT I performance.
• The directional or narrow beam localizer normally of CAT II and CAT III performance.
The localizer coverage sector extends to a minimum of 17 NM within ±35° of the extended
centerline of the runway (see Figure 1.).

Figure 1. Localizer coverage
The glide slope coverage sector extends to a minimum of 10 NM within ±8° of the extended
centerline (see Figure 2. (a)) and within approx +2°/-1.5° of the nominal glide slope angle (see
Figure 2. (b)).
Figure 2. Glide slope coverage
The ILS beam integrity is not guaranteed outside these coverage sectors with the exception of
the omnidirectional type of localizer in which case a back-course approach may be provided.
The Threshold Crossing Height (TCH) shall be 50 ±10 ft, with the glide slope transmitter no less
than 300 m from runway threshold.

System limitations
The ILS may suffer from false beams outside the coverage sectors due to reflections from terrain
and/or obstacles. For that reason, the ILS signals shall be considered unreliable outside these
sectors although a flag warning may not appear.
The ILS beams may be subject to fluctuations due to reflections from moving vehicles and aircraft
in the vicinity of the transmitting antennas. Such fluctuations are normally of high frequency and
of short duration.
Though technical criteria are laid down as regards the quality of the ILS radiation, certain
variations in the beam pattern may be observed from one installation to the other and even
on the same installation as a function of time. Such discrepancies, even if within established
tolerances, may adversely affect the aircraft system performance in the auto-coupled mode.
When an ILS is subject to maintenance, as announced by ATS, the facility shall not be used
although instrument indications appear normal. The ILS is identified by the identification signal
transmitted by the localizer. When the localizer is subject to maintenance, the identification signal
will be suppressed. If, however, only the glide slope is subject to maintenance, the identification
signal is still transmitted normally by the localizer.
Ground monitors
The ILS beams are automatically and continuously monitored to ensure radiation within
prescribed tolerances.
The monitoring system provides a warning to the ATC unit and removes navigation and
identification components, should a significant shift occur to the localizer or glide slope beams.
Similar action is initiated by the monitoring system in case of reduction in power output.
Monitoring action is delayed 10 seconds for CAT I, 5 seconds for CAT II and 2 seconds for CAT III
ILS. These time periods must never exceed limits and are intended to protect aircraft on final
approach against erroneous ILS guidance.
ILS front-course procedures

Since the ILS coverage sector is limited, it is essential that navigation in a terminal area be
carried out on available VOR, VOR/DME, NDB or by radar vectoring until position is established
at a gate where unambiguous ILS signals are received.
Autopilot and/or flight director systems should not be “armed” for ILS until such a position has
been verified.
Instrument descents below 1000 ft AGL, utilizing ILS shall only be made when the following
conditions are fulfilled:
• Before intercepting the localizer:
◦ Identification is verified.
◦ Aircraft position is confirmed within the ILS limitation sectors, normally no more than
10 NM from touchdown.
• Before following the glide slope
◦ Aircraft is established on the localizer.
• At OM or equivalent position:
Check the passing altitude to confirm correct glideslope. The instrument descent may be
continued for glideslope check, even if OM or equivalent position is located below 1000 ft
AGL.
• Throughout the instrument approach:
◦ Indications on the receiver being followed are monitored by reference to the other
receiver whenever possible and by reference to other navigational aids enabling a check
of correct aircraft alignment and altitude
◦ Glide slope display does not indicate more than one dot “Low” or less according to
AOM/FCOM.
◦ Observe flag warning for the minimum equipment required for the type of approach.
Note: Special regulations apply for wide-bodied aircraft.

In order to ensure sufficient wheel clearance, the following applies:

• TCH less than 47 ft: cross threshold at 1 dot above glide slope (= 6 ft extra clearance).
• TCH 47 ft or more: never cross threshold below glide slope.
LLZ procedures
LLZ front and back-course approaches shall be performed in accordance with Approach Chart
procedures as follows:
• Use the relevant parts of the ILS Front-Course procedures.
• Flight guidance/autopilot systems may be used according to respective AOM/FCOM.
Note: • Do not confuse between localizer back-course procedure and localizer front-course
backward procedure.
• For LLZ back-course approach, set ILS course as for the front course. Fly LLZ as
front course approach. However, AP coupled approach is not permitted.
8.13.2 FLIGHT MANAGEMENT SYSTEM (FMS) AND AREA

NAVIGATION SYSTEM (RNAV)
Aircraft equipped with FMS or RNAV are authorized to use these systems for en route and
terminal area navigation according to respective AOM/FCOM. Functioning FMS/RNAV is a
requirement for navigating along ATS routes based on area navigation.
The navigation computer is navaid updated when signals from at least two DME’s or one VOR/
DME are available. In aircraft equipped with Inertial Reference Systems (IRS) the navigation
computer is primarily navaid updated, but outside VHF-NAV range the computer will be updated
by the IRS.
The VHF-NAV may be used according to AOM/FCOM for cross-checking FMS/RNAV
performance without checking and monitoring the identification signal as required in 8.13.1.1.
If the FMS/RNAV is navaid updated it may be used for navigation to maintain terrain clearance
and to comply with FOM requirements for check of correct position.
Aircraft equipped with IRS may use FMS/RNAV for en route navigation without navaid update,
if the progress of the flight is verified by means of other navaids.
When the failure or degradation is detected before departure the aircraft is permitted to make
one flight to an aerodrome where repair can be made. BKKOW or responsible office will provide
crew with a new Company flight plan and file an ATS plan via a VOR/DME/ NDB defined routing.
If no RNAV equipment are installed the phase “Negative-RNAV” shall be included by the
pilot immediately following the aircraft callsign whenever initial contact on an air traffic control
frequency is established.
In case a B-RNAV equipped aircraft experience failure or degradation of the B-RNAV system,
the aircraft is permitted to proceed if able to continue operations in accordance with the current
ATC clearance. If unable, a revised clearance shall be obtained from ATC.
8.13.3 RADAR
8.13.3.1 WEATHER AVOIDANCE
Whenever flying in IMC when thunderstorm activity is forecast or expected, use the radar
to provide a timely warning of CB activity and guidance for appropriate avoiding action.
Furthermore, it is for avoidance of severe weather, not for penetration. Ask ATC for a deviation
around the buildup area.
Note: When the radar is operated in the contour mode while flying in heavy rain, the
transmitted signal is attenuated by water droplets and black contour holes might not
be shown.
8.13.3.2 NAVIGATION
Weather radar map display may be used as a supplementary aid to navigation.

Prominent landmarks, such as cities, coastlines and lakes are readily seen on the scope. Other
targets will require careful interpretation of the return picture to avoid mistakes. Targets such as
mountain ridges can be taken for coastlines, rivers and lakes may disappear under snow and
ice in winter.
Radar mapping must not be used to determine the position of the aircraft for descent below
minimum altitude except when otherwise specifically stated in the approach charts.
However, when the radar indicates that navigation may be in error, use utmost care to ensure
safe terrain clearance.
8.13.4 ADF
8.13.4.1 GENERAL
As different types of ADF are used in the Company, the following text will contain only such
information generally applicable. Specific tuning procedures will be found in the respective AOM/
FCOM.
In order to avoid misunderstanding, ADF 1 shall also be named RED (LEFT) and ADF 2 shall
also be named GREEN (RIGHT) depending on aircraft type when applicable.
PF shall order station(s) to be tuned in case he does not exceptionally handle the ADF’s himself.
Do not change to other stations without PF’s order or consent.
When PF is going to use an ADF tuned by PNF, he shall make sure that the ADF is tuned
correctly. PNF shall inform PF when the tuning is completed and also of any abnormal behavior
of the ADF.
8.13.4.2 TAKEOFF
Prior to takeoff, RED (ADF 1/LEFT) should be tuned to a station suitable to facilitate the keeping
of the prescribed track and GREEN (ADF 2/RIGHT) to a station usable for approach in case an
immediate return is necessary.
The above procedure shall be considered the normal standard, but may be changed on
the P-i-C’s discretion, e.g. if the two ADF’s are needed during climb according to departure
procedures.
8.13.4.3 EN ROUTE
Whenever an ADF’s is used for establishing an en route position, the following shall be observed:
• The ADF’s shall be monitored frequently by listening and the tuning shall be readjusted if
required. If the indication seems unreliable, recheck that it is correctly tuned and identified.
• If a 180° error is suspected, make a check by using the other ADF, by means of cross
bearings from other stations, or when possible, by flying another heading until the location
of the station can be determined by the increase or decrease in magnetic bearing.
On aircraft equipped with automatic tuning, pilots must monitor that the tuning is correct
regarding stations and frequencies.
8.13.4.4 NDB APPROACH

Available ADF’s shall be tuned to the navigation facilities prescribed in the actual procedure.
Only one station available in the terminal area

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

When commencing an approach, tune RED (ADF 1/LEFT) to the station situated nearest the
touchdown point and stay there until touchdown.
Tune GREEN (ADF 2/RIGHT) to the other station suitable for the approach.
Preselect position
The preselect positions on the ADF control panel shall be preset for go-around in accordance
with a missed approach procedure in approach charts.

Note: Carefully monitor the approaches based exclusively on ADF indications and
continuously check the correct tuning and identification of the stations concerned.
Any discrepancy from expected indications shall be treated as a malfunction and the
approach abandoned until the discrepancy has been clarified.
Under certain abnormal wave propagation conditions, the carrier wave of NDB with
limited range might be disturbed even if tuning and identification are correct.
8.13.4.5 OTHER APPROACH

In all other approaches, where NDB stations are available, the ADF’s should be tuned according
to 8.13.4.4.
8.13.5 MARKER
Use of marker system
Whenever a marker system is part of a published procedure, the system shall be fully utilized
and monitored by pilots as follows:
• Set both marker audio volumes as required.
• Set marker sensitivity switches in low position if applicable.
When a marker indication is received, check position of aircraft and/or start timing if required.

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Operation of Datalink and SATVOICE Page 1
8.14 Operation of Datalink and SATVOICE

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

Page 2 Operation of Datalink and SATVOICE
HF radio telephone circuits, the SATVOICE system utilizes the normal push-to-talk (PTT)
switches through the aircraft audio control panel.
8.14.2.2 Procedure
SATVOICE communication is available for non-routine or irregular procedures requiring
technical discussions or non-standard operating procedures with dispatch and station in
operations.
Use of SATVOICE with Air Traffic Control is recommended when emergency, non-routine or
irregular conditions, in the opinion of the flight crew, can only be solved through direct voice
communications. It is recommended to initiate the alert via datalink of impending problems and
then revert to SATVOICE for follow-up procedures.

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Operation of Flight Guidance System Page 1
8.15 Operation of Flight Guidance System

8.15.1 USE OF AUTOPILOT
8.15.1.1 GENERAL
The autopilot shall be used as an effective means to increase flying efficiency during all phases
of flight where possible.
Keep to the instructions and limitations for the use of autopilot in the respective AOM/ FCOM.
During the flight with autopilot engaged, PF shall monitor its function and shall immediately
disengage if observing any discrepancies or uncomfortable operation.
In order to maintain positive control of aircraft at all times as well as to prevent passengers and
crew from possible injury caused by adverse abnormal aircraft behavior during transition from
auto to manual flight control operations, it is recommended that PF always keeps at least one
hand on the control column during engaging or disengaging the autopilots.
8.15.1.2 AUTOMATIC APPROACH

In this type of approach the autopilot is utilized to capture and hold/track the relevant ILS localizer
and glide path, provided the ground and airborne installations are functioning properly and
the aircraft intercepts the ILS LOC beam at a distance of approximately 8 Nm (depending on
intercept angle). This form of approach ensures the best possibility of pilot monitoring with the
least workload.
All approaches to runways with front beam ILS installations shall be planned as automatic
approaches, unless such a procedure is considered unreliable, time consuming, or will cause
passenger discomfort. If visual guidance is obtained at or above DA/DH, it is recommended to
keep the autopilot engaged until reaching the minimum height permitted for autopilot operation
according to the respective AOM/FCOM provided it functions satisfactorily and a correct flight
path is followed.
8.15.1.3 SEMI-AUTOMATIC APPROACH

In this type of approach, the autopilot is utilized to maintain the correct heading and/or rate of
descent during an approach.
Localizer capture and hold/track on aircraft so equipped can also be utilized when approaches
are made on VOR or ILS without glide path.
Depending on the relevant instructions in the respective AOM/FCOM, the approach can be flown
with manual inputs to the autopilot regarding heading and rate of descent.
8.15.2 USE OF FLIGHT DIRECTOR SYSTEM

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

Page 2 Operation of Flight Guidance System
8.15.3 USE OF ALTITUDE PRESELECT/ALERT MODE

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

During manual flying, the PNF shall normally set the altitude preselect switch settings. When the
autopilot is engaged, the settings shall be performed by PF.
When the altitude/FL warning is called out by PNF or automatic function, PF shall check and
confirm that the altitude setting is correct.
The utilization of the altitude preselect mode does not, in any way, relieve PF from the
responsibility to ensure that the aircraft levels off at the correct altitude/FL.
8.15.4 USE OF AUTOTHROTTLE

Autothrottle shall be used according to the recommended procedures in the respective AOM/
FCOM. It is an effective means to reduce pilot workload and facilitate precise speed control.
Keep to the limitations of the autothrottle system. PF shall monitor its function and shall
immediately disengage if observing any discrepancies or uncomfortable operation.
The throttles shall always be guarded below 1500 ft to permit the pilot to promptly counteract the
ineffective or erratic throttle control. This is especially important in wind shear and turbulence
conditions to prevent the programing of excessive thrust reductions.

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Management of Automatic Flight Systems Page 1
8.16 Management of Automatic Flight Systems

8.16.1 AUTOMATION PHILOSOPHY
Automation is a tool, provided to enhance safety, reduce pilot workload and improve operational
capabilities.
Pilots shall be proficient in operating their aircraft in all levels of automation, as well as
transitioning between different levels of automation. The pilot shall use what he believes is
the most appropriate level of automation for the task at hand with regard to safety, passenger
comfort, regularity and economy.
THAI policy on the use of automation for control and guidance of aircraft flight path and speed
is described in the subchapters below. The policy shall guide the development of procedures,
training and equipment procurement.
8.16.2 DEFINITIONS
LEVELS OF AUTOMATION
The levels of automation are determined by how much authority is given to automatic flight
control system (AFS) for controlling the aircraft’s flight path or speed. It ranges from minimum
possible AFS authority in Basic manual level to maximum possible AFS authority in Managed
automatic level.
Basic manual level The aircraft is hand-flown, usually without Flight Director guidance,
e.g. manual approach without FD.
Guided manual level The aircraft is hand-flown, following Flight Director, e.g. manual
approach with FD.
Directed automatic level The aircraft is flown with the autopilot engaged in modes
associated with Mode Control Panel or Flight Guidance Panel
inputs (e.g. vertical speed, heading select, VOR/LOC) or semi-
automatic approach.
Managed automatic level The aircraft is flown with the autopilot engaged in modes coupled to
the FMS/RNAV (e.g. VNAV, nav track) or ILS automatic approach.
8.16.3 USE OF AUTOMATION

The level of automation used at any time shall be the most appropriate for the task at hand with
regard to safety, passengers’ comfort, regularity and economy within the limits of the respective
AOM/FCOM. Both pilots shall be aware of intended level of automation. To the extent suitable
and as prescribed in AOM/FCOM, basic data for the navigation systems shall be used for
monitoring of AFS performance. In aircraft with functioning dual Flight Director systems, data
from both FD computers shall be displayed.
8.16.4 GUIDANCE FOR THE USE OF AUTOMATION

Basic manual level is used where immediate, decisive and correct control of the aircraft flight
path is required. This includes avoidance/escape/recovery maneuvers. These are essentially
abnormal maneuvers and with the exception of intentional basic manual flying this should be
considered a transitory level of automation.
Guided manual level is the normal level when hand-flying the aircraft. The guided manual level
is appropriate in low density traffic areas. Autothrottle is normally used.
Directed automatic level is used where short term objectives are being met. The directed
automatic level is normally used in terminal areas and is also a normal transitory level when
flying below 10,000 ft and pilot workload does not permit reprogramming FMS. Autothrottle is
normally used.
Managed automatic level is the recommended level of automation to achieve long-term
objectives. The managed level is normally used in climb, cruise and descent, using FMS
programming accomplished at preflight. This level may also be used for departure or approach,
provided this procedure is described in the respective AOM/FCOM and workload permits FMS/
RNAV programming. Autothrottle is normally used.
If any uncertainty exists regarding AFS behavior, PF should revert to a lower level of automation.
Page 2 Management of Automatic Flight Systems
8.16.5 CREW COORDINATION

The lowest level of automation used at any time determines allocation of crew duties with regard
to AFS.
During engagement/disengagement of autopilot or switching of autopilot, PF shall always have
one hand on the control column. During takeoff and departure PF shall have his hand(s) on the
controls. Thrust levers shall be guarded below 1500 AGL. During approach PF shall have his
hands on the controls and thrust levers below 1500 ft AGL, except for necessary inputs to AFS.
• Programming of AFS on ground is normally the duty of PF.
• At the Guided manual level, PNF will make the required AFS entries and mode selections
upon order from PF.
• At the Directed automatic level, PF will make the required AFS entries and mode selections.
• At the Managed automatic level, PF manages the aircraft flight path through the FMS
and normally makes the required FMS entries and mode selections. FMS entries below
10,000 ft other than short commands (e.g. “direct to” entries or speed interventions) should
be accomplished by PNF upon order from PF. PF navigational display should be used in a
mode which shows the active route and at least the first active waypoint.
Level of Automation AP FD PF PNF

Basic Manual OFF OFF Handles the flight Monitors flight progress.
or not controls Calls out impending flight
followed envelope deviations
Guided Manual OFF ON Handles the flight Monitors flight progress.
controls Sets up AFS on PF order
Directed Automatic ON ON Makes MCP/ FGP Monitors flight progress.
selections. Monitors
flight progress.
Managed Automatic ON ON Makes input to Monitors flight progress.
FMS. Monitors flight
progress.

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Communication and Reporting Page 1
8.17 Communication and Reporting

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

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

8.17.3.1 POSITION REPORTING
Refer to RM/COM.
8.17.3.2 REPORTING OF OPERATIONAL AND METEOROLOGICAL

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

Refer to RM/COM.
8.17.3.4 POTENTIAL HAZARD REPORTING

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

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

Reports of signals emanating from Emergency Locator Transmitters (ELT) on 121.50 MHz
should be relayed to the ATS unit with which the aircraft is in contact.
8.17.4 COMPANY REPORTS

Company reports shall be sent on the special CUT channel or ACARS specified in the RM/ COM.

Page 2 Communication and Reporting
8.17.4.1 PROGRESS REPORTS

Progress reports shall be sent as required by the aircraft under flight watch or terminal watch.
8.17.4.2 SNAG REPORTS

A snag report shall be sent from the aircraft to facilitate the preparation for the technical bases
and/or station mechanics of repairs of faults encountered during flight.
To be used: Whenever a snag of significance is encountered that would need to be repaired
at the next station of call, and a delay can be avoided or reduced by advanced information to
that station.
To be originated by: The P-i-C.
To be sent to: OP on ACARS, SATCOM or on a CUT channel as convenient for forwarding to
the ground mechanic at station concerned.
Text of message (in order shown)

• The group snag report,
• Route number,
• Aircraft registration,
• Portion of ACFT affected, and
• Information essential to the determination of the action required by ground staff.
8.17.4.3 OPERATION INFORMATION

In order to eliminate extra workload in the flight deck due to the use of CUT, the following type
of messages should only be transmitted outside the Sterile Flight Deck area:
• ACFT disposition,
• Ambulance requests,
• Catering messages,
• Connection messages,
• Crew disposition,
• Fuel messages,
• Limousine requests,
• Wheelchair requests.
8.17.4.4 OPERATION ADVICE

Where available, ACARS/SATCOM can be utilized for long range contact and relayed to
Operations Control Center (OP) in order to obtain a quick advice to improve the operation
efficiency.
8.17.5 AIRCRAFT DAMAGE ACCIDENT REPORTING

8.17.5.1 PURPOSE
In order to follow up on aircraft damage claims, any event likely to give rise to a claim under the
Company’s aviation insurance policy must be reported as soon as practicable.
When an accident that causes damage to the aircraft has occurred no matter how small the
accident may be, it is the duty of the P-i-C to submit the reports according to para 5.2. below.
8.17.5.2 REPORTING PROCEDURES

Immediately telex to advise significant detailed information to OP with copies to DO, DP, OI, OS,
OC, DT, TK, TM, TE, TP, TS, KS, YS, ZD.
Air Safety Report shall subsequently be written by P-i-C furnishing more details about the
accident and sent to OI for further distribution.

Communication and Reporting Page 3
In the case where the aircraft suffers severe damage or death occurs to its passengers outside
normal office hours also including weekends or official holidays, OP shall, without delay, contact
ZD to further contact AIRCLAIMS GROUP LIMITED in the respective area where the accident
occurred.
8.17.6 SUSPECTED COMMUNICABLE DISEASE REPORT

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

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Use of Checklist and Standard Terminology Page 1
8.18 Use of Checklist and Standard Terminology

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

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

Page 2 Use of Checklist and Standard Terminology
When checklist is completed, PNF shall announce the checklist completion as defined in
respective AOM/FCOM.
After each “Checklist completed”, the checklist shall be returned to the appropriate checklist
holder.
8.18.3 USE OF EMERGENCY/MALFUNCTION OR EMERGENCY/

ABNORMAL CHECKLIST
A “memory” item shall be performed without reference to checklist, normally not below 500 ft
AGL.
In order to ensure prompt and correct action in case of an emergency, the crew member reading
the Emergency/Malfunction or Emergency/Abnormal Checklist or calling out the “Memory” items
shall call out both the checked items and the actions listed in the checklist.
The reading crew member shall further ensure that all items are covered, either by personally
checking each item or by receiving a read-back from the appropriate crew member.
The read-back shall consist of the action taken, and when the number or the position of an
engine, throttle or system, etc., is involved, the significant parts of the checked items shall also
be included in this read-back, in accordance with the terminology in the related Emergency/
Malfunction or Emergency/Abnormal Checklist.
Note: Depending on aircraft types, different nomenclature e.g. thrust levers, fire switches may
be used.
The “Memory” items shall be rechecked against the Emergency/Malfunction or Emergency/
Abnormal Checklist before proceeding with the subsequent checklist items.
When the procedure is completed, PNF shall announce the procedure completion as defined
in respective AOM/FCOM.
During takeoff and climbout, to achieve an efficient and coordinated effort, the Emergency
checklist actions shall normally be carried out as follows:
• PF shall concentrate on flying the aircraft and order the applicable Emergency Checklist.
• PNF shall call out the “memory” items on the ordered check list while continuing to monitor
the flight.
• PNF shall carry out the items of the ordered Emergency Checklist.
In order to maintain a good knowledge of the items on the Emergency/Malfunction or Emergency/
Abnormal Checklist, it is recommended that the P-i-C review these procedures with his flight
crew, in particular, the items in connection with the “Emergency Evacuation” procedure.
8.18.4 STANDARD CALLS

Standard phraseology is essential to ensure effective crew communication. Standard calls are
intended and designed to enhance the flight crew situational awareness, promote teamwork,
and in turn create a proper practice of discipline.
Insufficient horizontal or vertical situational awareness or inadequate understanding of prevailing
conditions is a casual factor in more than 50% of approach-and–landing accidents. Use of
standard calls and acknowledgements reduces the risk of tactical decision making errors.
8.18.4.1 USE OF STANDARD CALLS

In all normal and emergency procedures, English shall be used. The terminology of the Normal
and Emergency/Malfunction Checklists defined in respective AOM/FCOM shall be adhered to.
Thumb signs or any other signs must not be used for handling of gear, flaps and power settings,
etc.
If a callout required in the FOM or AOM/FCOM is automatically generated by an aircraft system,
the oral callout shall be omitted.
Standard calls should be defined in respective AOM/FCOM to be alerting, in order to be:
• Clearly identified by the PF or PNF, and
• Distinguished from other intra-cockpit or ATC communications.

Use of Checklist and Standard Terminology Page 3
Standard calls should be practical, concise, unambiguous and consistent with the Command
and response calls should be performed in accordance with the defined PF/PNF task sharing.
Nevertheless, if a call is omitted by one flight crew member, the other flight crew member should
perform the call, per good crew resource management (CRM) practice. Standard calls may
be generated automatically by aircraft systems. However, corresponding flight crew member
acknowledgement after such automatic callout will still be required. In the absence of such auto
callouts, corresponding flight crew member should make verbally the appropriate standard call.
The absence of a standard call at the appropriate time or the absence of acknowledgement may:
• Result in a loss of situational awareness.
• Be an indication of a system or indication malfunction.
• Indicate a possible incapacitation of flight crew member.
However, there would be some circumstances that have not been defined in the respective AOM/
FCOM. The necessity to identify and inform the other flight crew member will still be required
in order to maintain high level of situational awareness. Such identification, information shall be
cautiously done in a clearly, easily understandable, misinterpretation avoidance, manner.
8.18.4.2 SPECIFIC STANDARD CALLS

Specific standard calls shall be defined in the respective AOM/FCOM for the following events:
• Flight deck crew/ground mechanics communications
• Engine start sequence
• Taxiway advice/confirmation
• Line up on intended/assigned runway confirmation
• Specific event-markers along the takeoff phase
• Takeoff continuation/discontinuation decision
• Thrust setting/changing
• Landing gear selection/operation
• Slats/Flaps selection/operation
• Initiation, interruption, resumption and completion of normal checklist
• Initiation, sequencing, interruption, resumption and completion of abnormal/non-normal and
emergency checklists (paper or electronic checklist)
• Automatic flight system selection/operation
• Flight guidance system selection/operation
• Mode transitions and reversions
• Changing the altimeter setting
• Approaching the cleared altitude or flight level
• Stall warning activation
• GPWS pull-up mode activation
• TCAS, TA or RA events
• PF/PNF transfer of controls
• Excessive deviation of a flight parameter (Excessive from a nominal flight parameter.)
• Specific points along the instrument approach procedure
• Approaching and reaching minimums
• Acquisition of visual references
• Landing or go-around decision
• Specific event markers during the landing roll
• Emergency evacuation decision
• Checklist nomenclature.

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Flight Performance Page 1
8.19 Flight Performance

8.19.1 GENERAL
The pilot should endeavor to make the flight as accurate and smooth as possible, which is
important not only from a safety point of view but also for passenger's comfort. No extreme
maneuvers are allowed and steep turns should be avoided.
The pilot should aim for the highest personal skill and exercise great caution in all flying. He must
know his aircraft well, know how quickly or slowly it reacts to thrust changes and the approximate
thrust settings needed for various aircraft configurations of attitude, speed, gear and flap setting.
When flying with the autopilot engaged, it is particularly important that disturbances do not cause
distraction from flight monitoring. During automatic flight, PF shall monitor the flying, whereas
during manual flight PNF shall monitor the flying.
8.19.2 RIGHT OF WAY

Aircraft that has right of way shall maintain its heading and speed, but nothing in these rules shall
relieve the pilot's responsibility of taking such action as it will best avert collision. The aircraft
obliged to keep out of the way of another shall avoid passing over or under or crossing ahead
of it unless the passing is well cleared.
Two aircraft approaching head on or approximately so, shall alter their headings to the right.
When two aircraft are converging at approximately the same altitude, the aircraft with the other
on its right shall give way, except:
• Power-driven heavier-than-air aircraft shall give way to airships, gliders and balloons
• Power-driven aircraft shall give way to aircraft which is seen to be towing another aircraft
or object.
The aircraft being overtaken has the right of way. The overtaking aircraft, whether climbing,
descending or in horizontal flight, shall keep out of way by altering its heading to the right. No
change in the relative positions shall absolve the overtaking aircraft from this obligation until it
entirely passes and is cleared.
The overtaking aircraft is the aircraft approaching another aircraft from the rear at an angle of
less than 70°.
The aircraft in flight or operating on ground shall give way to the aircraft landing or on final
approach.
When two or more aircraft are approaching an aerodrome, the aircraft at higher altitude shall
give way to the aircraft at lower altitude, but the latter shall not take advantage of this rule to
cut-in in front of the aircraft on final approach, or to overtake it. Power-driven aircraft shall give
way to gliders.
An aircraft becoming aware that another aircraft is compelled to land shall give way to that
aircraft.
8.19.3 LOOKOUT
When weather conditions make it possible, it is the duty of crew members to keep a sharp lookout
during all stages of flight.
However, at least one crew member must, at all times, ensure the safe maneuvering and
monitoring of the aircraft.
In the vicinity of and during descent and climb to/from the same airport, and in heavy traffic
areas, crew members shall avoid paper work, map reading, etc.
When flying in VMC on an IFR flight plan, the P-i-C is still responsible for avoiding collision with
other aircraft.
Keep in mind that information about essential traffic only includes known traffic. It is important
to sharpen the lookout for this traffic but do not forget that other traffic may exist. However,
information about the traffic within the “dead angles” of the aircraft” (aircraft on approximately
the same heading) is always valuable and shall be requested as the traffic cannot be seen and,
therefore, strict attention is necessary.

Page 2 Flight Performance
Note: Except authorized sun visors, placing of any objects on the glareshield, windshield and
side windows is strictly forbidden, as it will obstruct the visibility.
8.19.4 SPEED
Where applicable, speed restriction for the flight at or below FL 100/10000 ft will be given in
Aerodrome Manual/AOI for the particular airports.
These speed limits may be exceeded, taking airspace classification, passengers’ comfort as
well as weather into consideration, and if deemed necessary or desirable by the P-i-C or on
ATC request.
8.19.5 TEST AND TRAINING DURING LINE FLYING

8.19.5.1 SIMULATION OF ABNORMAL OR EMERGENCY SITUATIONS
Abnormal or emergency situations may never be simulated during line flying with passengers
on board.
8.19.5.2 AIRCRAFT TRAINING

Aircraft training may not be performed during line flying with passengers on board.
8.19.6 DEVIATION FROM FLIGHT PLAN

Changes of flight plan shall be reported to ATS as soon as practicable. If communication or
navigation equipment degrades to such an extent that the flight cannot be carried through
according to flight plan, the appropriate ATC function shall be informed without delay.
Inadvertent deviations from the current flight plan shall be correctly reported as follows:
• If the flight is off track, take action to regain track as soon as practicable.
• If average true airspeed varies by 5% or more from that given in flight plan, inform ATS.
• If any estimated time given is in error by more than 3 min, notify ATS.
8.19.7 COMMUNICATION FAILURE

In case of COM failure, ATC will maintain separation based on the assumption that the aircraft
having COM failure will proceed as follows:
In VMC, the aircraft shall
• Continue in VMC and land at the nearest suitable aerodrome.
In IMC, or if flight cannot be completed according to VMC conditions above, the aircraft shall
• Proceed according to the current flight plan to the NAV aids serving aerodrome of intended
landing and hold until the commencement of descent.
Note: Current flight plan is the flight plan, including changes if any, brought about by
subsequent clearances.
If the clearance for the flight levels covers only some parts of the route, the aircraft is expected
to maintain the last assigned and acknowledged cruising level(s) to the point specified in the
clearance and thereafter:
• Commence descent as closely as possible to the expected approach time, or, if no expected
approach time acknowledged, as closely to the ETA as possible.
• Complete a normal instrument approach procedure.
• Land, if possible, within 30 minutes after ETA or last acknowledged expected approach time,
whichever is later.
8.19.8 USE OF AIRCRAFT EXTERNAL LIGHTS

Certain aircraft external lights should be used in various combinations to signal whether the
aircraft is on a taxiway, on a runway, crossing an active runway, or moving down the runway
for takeoff.

Flight Performance Page 3
Aircraft external lights must not be switched ON and OFF during fueling operations.
To make an aircraft operating on the airport surface more conspicuous but not adversely affect
the vision of other pilots/ground personnel, pilots should illuminate the aircraft external lights for
each aircraft activity during Day (○) and night or IMC (●) operations as shown in the table below:
External light Rotating NAV Strobe Landing Taxi (RWY Logo

Beacon Lights Lights Lights turnoff) Light Lights
Activity
Engine(s) running ●○
Prior to taxi ●○ ● ●
Taxi ●○ ● ●○ ●
Crossing RWY ●○ ● ●○ ●○ ●○ ●
Line up and wait ●○ ● ●○ ●○ ●
Takeoff ●○ ● ●○ ●○ ●○ ●
Landing ●○ ● ●○ ●○ ●○ ●
Note: • Strobe lights shall be turned off after landing and vacated from the active runway.
• Use of landing lights is recommended when below 3000 ft AGL.
• Use of other external light such as wing lights is recommended day and night below
FL 100 and during aircraft movement on ground.
8.19.9 PROTECTION OF PASSENGERS IN FLIGHT

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

For passenger comfort, the increase of cabin pressure should not be more than 400 ft/min.
8.19.9.4 CABIN VENTILATION

During ground operations, be aware of possible health hazards to passengers and crew in
case of a ventilation system failure or shutdown. In such a case, it is recommended to remove
passengers from the aircraft within 30 min after system failure.
8.19.9.5 USE OF SEAT BELTS

Passengers must use their seat belts when the “FASTEN SEAT BELT” sign is lit.
The sign must be lit:
• During taxiing, takeoff and landing
• During all flying in moderate and severe turbulence.

Page 4 Flight Performance
When flying in light turbulence or when turbulence is expected, announcement from flight deck
shall be made containing a reminder that passengers should take their seats and fasten their
seat belts.
Switching on “FASTEN SEAT BELT” sign en route also orders cabin crew to stop serving,
secure loose equipment, take their seats and fasten their seat belts. Whenever conditions permit,
switching on “FASTEN SEAT BELT” sign en route shall be followed by a brief announcement
from the flight deck.
As a safety precaution, passengers should have their seat belts fastened whenever seated.
8.19.9.6 SMOKING IN THE CABIN

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

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Safeguarding of Aircraft Page 1
8.20 Safeguarding of Aircraft

8.20.1 STATIONS WITH COMPANY’S OR CONTRACTING
HANDLING AGENTS
The Company’s representative present is responsible for the safety of aircraft, passengers and
cargo.
At aerodromes where the ground staff available are not sufficient or the local arrangements
are not satisfactory in this respect, the strongest cooperation should exist between the P-i-C
and the Company’s representative to ensure that every possible step is taken to prevent any
unwarranted persons entering the aircraft or associating with any activities in close proximity of
the aircraft, without supervision from the Company’s representative.
8.20.2 STATIONS WITHOUT COMPANY’S OR CONTRACTING

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

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DANGEROUS GOODS AND WEAPONS 9.TOC
9 DANGEROUS GOODS AND WEAPONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

9.1 HANDLING OF DANGEROUS GOODS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
9.1.1 General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
9.1.2 Reference documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
9.2 FIREARMS AND BODYGUARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
9.2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
9.2.2 Application and information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
9.2.2.1 Application proceures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
9.2.2.2 Secrecy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
9.2.3 Regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

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DANGEROUS GOODS AND WEAPONS 9.1
HANDLING OF DANGEROUS GOODS Page 1
9 DANGEROUS GOODS AND WEAPONS

9.1 HANDLING OF DANGEROUS GOODS
9.1.1 General information
Dangerous goods are articles or substances which are capable of posing a significant risk to
health, safety or property when transported by air.
The ICAO Doc 9284 “Technical Instructions for the Safe Transport of Dangerous Goods by
AIR” contain the internationally agreed rules which will ensure that dangerous goods can be
carried safely and these rules are reflected completely in the IATA Dangerous Goods Regulations
(DGR).
The dangerous goods training programs provided in the Load Control Manual (LCM) are based
on the provisions and procedures issued in the IATA DGR. The initial and recurrent training
programs are also established and maintained by Flight Deck Crew Training Dept. (BX). For
details, Refer to FTM 9.6.
It is a mandatory requirement in the IATA DGR that the P-i-C is notified the dangerous goods on
board and advised of their location in writing (NOTOC).
9.1.2 Reference documents

All necessary information and instructions on the carriage of dangerous goods including action to
be taken in the event of an emergency are given in LCM Vol. II and ICAO Doc 9481 “Emergency
Response Guidance for Aircraft Incident Involving Dangerous Goods” available on board.

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DANGEROUS GOODS AND WEAPONS 9.2
FIREARMS AND BODYGUARDS Page 1
9.2 FIREARMS AND BODYGUARDS

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

In exceptional case, when considered it necessary to protect Royalties, Royal Guests, Head
of States or other dignitaries, the authorized official bodyguard(s) traveling together with the
protected person may be granted to carry firearms on board (in cabin).
9.2.2.1 Application proceures

A request for permission must be sent to DO for approval. If permission is granted, functions JR/
JL shall be informed for further necessary actions.
The authority making this special request must coordinate this matter in advance with the security
authorities in the countries of intermediate landing, transfer and destination.
9.2.2.2 Secrecy
All information about transport involving bodyguard is confidential and shall only be handled by
station management, authorized staff and authorized airport security staff.
9.2.3 Regulations
The P-i-C and all crews shall be advised of the number and the seat location of the bodyguard(s).
The bodyguard must hold special card entitled “Bodyguard” and hold a police badge/card.
During flight, the bodyguard may retain his firearms but keep the ammunitions separated from
the arms, and must comply with any instructions given by the P-i-C.
The bodyguard must not be served alcoholic beverage during flight.

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SECURITY 10.TOC
10 SECURITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.1 OPERATIONS SECURITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.1.1 General and Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.1.2 Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.1.2.1 Flight deck and cabin pre-flight security check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.1.2.2 Security of the flight crew compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
10.1.3 Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
10.2 CREW AND CREW BAGGAGE SECURITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.2.2 Crew responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.2.3 Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.3 UNRULY/DISRUPTIVE (DISORDERLY) PASSENGERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.3.2 Company policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.3.3 Handling procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.3.3.1 Before flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.3.3.2 IN FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
10.3.3.3 After landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
10.3.4 Company report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
10.4 BOMB OR SABOTAGE THREATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.4.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.4.2 Handling of sabotage treats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.4.2.1 Airplane on ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.4.2.2 Airplane in flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.4.3 Bomb search procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.4.4 Least risk bomb location (LRBL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
10.5 HIJACKING/UNLAWFUL SEIZURE OF AN AIRPLANE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.5.1 Threat of hijacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.5.2 Confirmed hijacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.5.2.1 Use of transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.5.2.2 Special signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.5.2.3 Special crew assignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
10.5.2.4 After landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
10.5.3 Post-hijacking procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

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SECURITY 10.1
OPERATIONS SECURITY Page 1
10 SECURITY
10.1 OPERATIONS SECURITY
10.1.1 General and Purpose
In order to comply with ICAO Security regulations and Kingdom of Thailand national civil aviation
security program as well as to cope with the increasing risk involving all flights, THAI Flight
Operations security program will be enforced on every flight.
All crew member of the flight must strictly comply with the regulations and procedures stated.
P-i-C is responsible for the operation, safety and security of the airplane and for the safety of all
persons on board during flight. P-i-C has the ultimate authority and responsibility for the safety
of the airplane and may enforce higher standards than those prescribed in this section. P-i-C
must also ensure that all crew members perform their duties in a proper manner.
The primary objective of THAI Flight Operations security program is to assure the protection and
safety of passengers, crew and the airplane against acts of unlawful interference perpetrated on
the ground or in flight. This is carried out through a combination of measures.
As the safety of passengers, crew and the airplane is the primary consideration in all matters
related to safeguarding the operations against acts of unlawful interference, it is the responsible
of all THAI functions and staff to take adequate measures for the safety of passengers, crew
and the airplane which have been subjected to an act of unlawful interference until their journey
can be continued.
THAI Flight Operations security program and measures are based on the regulation and
guideline stated in ICAO Annex 6 and Annex 17, Manual on the implementation of the security
provision of the Annex 6 (Doc 9811) and Thailand national civil aviation security program.
The security program and measures are focused on two main activities which are:
• Flight deck and Cabin pre-flight security check.
• Security of the flight crew compartment.
10.1.2 Procedure
10.1.2.1 Flight deck and cabin pre-flight security check
Prior to commencing passenger boarding, the cabin pre-flight procedure shall be carried out
according to the flight deck pre-flight preparation checklist and cabin pre-flight security checklist.
In cabin compartment, the cabin crew must adhere to the following procedures strictly:
• The cabin pre-flight security check shall be performed after all ground personnel have
completed their duties and services in the cabin and already left the airplane, approximately
10 minutes before passenger boarding.
• IM/AP will initiate cabin security check by:
◦ Informing the P-i-C that the check will start.
◦ Instructing the assigned cabin crew to guard the opened door until such door is closed
for departure.
◦ Checking that no ground staff / personnel remaining on board.
◦ Announcing to all cabin crew to perform the check.
• During cabin pre-flight security check, if any ground staff / personnel need to board the
airplane, the crew guarding the door must:
◦ Inquire the nature of duty;
◦ Check all items carried on board;
◦ Collect his/her ID card or a copy of ID card. If unable to collect ID card, record his/her
name and duty in the "Access Control Record" form provided.
◦ Return his/her ID card or complete the entry record in the form when such ground staff/
personnel have completed the duty on board.

10.1 SECURITY
Page 2 OPERATIONS SECURITY
• Whenever the cabin security check has been completed, IM/AP shall report to the P-i-C and
ask permission for passenger boarding.
• Before closing cabin door, the crew assigned to the door shall make sure that no ground
staff / personnel remains on board. If there are any ID cards remaining or names on
the Access Control Record form which indicates that there are ground staff / personnel
remaining on board, IM/AP and P-i-C must use appropriate means to identify the person
before departure.
10.1.2.2 Security of the flight crew compartment

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

SECURITY 10.1
OPERATIONS SECURITY Page 3
If the pilot in the flight deck compartment feels uncertain whether the person who is contacting
via interphone is really a cabin crew or not, he should ask for the "Secret Code" set in Flight
crew compartment entry and exit measures during flight.
10.1.3 Conclusion
In summary, a strict and deliberate monitoring of the flight deck door area must be accomplished
prior to unlocking the door, for either entry or exit. Great care must be exercised to ensure that
complacency, poor crew coordination, distractions and operating demands are not allowed to
compromise the aforementioned procedure. Notwithstanding, when the situation is not covered
in the outlined procedure or when deemed inappropriate in view of the circumstances, the P-i-C
always has the option of operating the airplane under emergency authority as necessitated by
operational circumstances, in accordance with his professional judgment.

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SECURITY 10.2
CREW AND CREW BAGGAGE SECURITY Page 1
10.2 CREW AND CREW BAGGAGE SECURITY

10.2.1 General
Flight crew shall be encouraged to maintain an attitude of security consciousness in their own
behavior.
When performing normal duties, flight crew shall be familiar with security arrangements at
various airports. If local security requires special restrictions, flight crew shall be informed.
Each employee must wear the airline identification card (ID card) issued for the duration of his
duty.
ID card must not be lent or disposed of in any manner. If the card is lost it must be immediately
reported to Administration Manager or Station Manager, as appropriate, and a replacement card
obtained. The identification card is to be worn in a visible position at all times when on duty or
when entering areas requiring the wearing of ID card.
Crew members on passive flights shall comply with the same procedures as passengers on
board.
10.2.2 Crew responsibility

Crew baggage is never left unattended. If for some reasons the baggage cannot be attended
at all times, the security seal must be used.
Baggage that has not been sealed and left unattended in non-sterile area must be completely
searched by the owner.
• At hotel
Baggage preparation and carried to check out shall be done by the owner. Baggage left for
pick up service shall be placed inside the hotel.
• Crew transportation
Flight crew shall check seal, if used, when collecting the baggage from local transportation
to/from the hotel.
Crew vehicles shall not be used for transportation of baggage belonging to passengers.
• At check in
Crew members shall identify themselves when delivering their baggage.
Crew members shall comply with instructions found in local crew procedures.
10.2.3 Reporting
To ensure a proper follow-up by Thai Security Organization, any lacks in security arrangements
shall be reported in the Voyage Report.

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SECURITY 10.3
UNRULY/DISRUPTIVE (DISORDERLY) Page 1
OM-A
PASSENGERS Rev 1 (23 MAY 11)
10.3 UNRULY/DISRUPTIVE (DISORDERLY)

PASSENGERS
10.3.1 General
Unruly and disruptive passengers can be a threat to security and safety of our flights, passengers
and personnel.
A passenger is considered as “Unruly/disruptive” when he:
• Repeatedly refuses to comply with instructions given by the crew; or
• Behaves in such a way that causes discomfort to other passengers or might threaten flight
safety or constitutes a serious offence.
10.3.2 Company policy

Since disorderly or intoxicated behavior on board the airplane conflicts with THAI’ s goal “safe
and secure airline” and will lower the level of customer satisfaction felt by other passengers, then
• THAI will not tolerate unruly and disruptive passengers and will follow the ICAO Conventions
on Offences and Acts of Unlawful Interference or certain other Acts Committed on Board
Aircraft.
• The Company will empower crew members to take responsible steps to prevent, handle and
deal with passengers who have potential for creating disturbance on board the airplane.
• The Company will encourage the police or authorities to prosecute unruly/disruptive
passengers in appropriate cases, especially when any verbal/physical assault is committed
on THAI staff.
• All THAI crew members and ground staff shall be properly trained to deal with unruly/ disruptive
passengers.
• The Company will assist and support crew members who are required to give witness
statements to police or to appear in court after the case. Such assistance are:
◦ Time spent on giving statements to police is deemed to be duty-time.
◦ Legal advice is available to crew member called to testify in any court.
◦ Applicable expenses incurred in court attendance will be absorbed by the Company
• Appropriate information shall be given to the travelling public regarding seriousness and
consequences of inappropriate and unacceptable behavior.
10.3.3 Handling procedures

Each unruly/disruptive case is different and requires a unique response. Therefore, careful
judgment in handling the situation is essential to a solution to the case.
Note: Procedures For handling unruly/disruptive passengers for ground staff and cabin crew
are already published and circulated to all staff concerned
Ground staff shall refer to “The Guideline of Handling Procedure for Disruptive/Unruly
Passenger for Ground Staff”.
Cabin crew shall refer to “Passenger Service Manual (PSM)”.
10.3.3.1 Before flight

During embarkation, the passenger engaged in disorderly conduct or apparently intoxicated shall
be observed and, if necessary, refused for embarkation or off-loaded.
If such passenger is to be off-loaded, the following procedures shall be applied:
• If the airplane is on the parking bay, P-i-C, IM or Purser shall inform the gate lounge staff
for further action.
• If the airplane is maneuvering on ground, the P-i-C shall inform ground staff via CUT channel
and taxi the airplane to the assigned parking bay.
• IM/Purser must complete the Flight Disturbance Incident Report (FDIR)

10.3 SECURITY
Page 2 UNRULY/DISRUPTIVE (DISORDERLY)
OM-A
Rev 1 (23 MAY 11) PASSENGERS
10.3.3.2 IN FLIGHT
According to the Tokyo Convention, Article 5, the term “In flight” means at any time from the
moment when all its external doors are closed following embarkation until the moment when any
such door is opened for disembarkation.
Under the Tokyo Convention, chapter III, “Power of the Aircraft P-i-C”, the P-i-C should
thoroughly familiar with the powers bestowed on them and these powers should be exercised
whenever warranted.
While in flight, the handling of unruly/disruptive passengers is at the discretion of the P-i-C and
in coordination with the senior cabin crew.
10.3.3.2.1 Policy for alcohol

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

Since the behavior of an unruly/disruptive passenger is classified in three general levels, then
three levels of warning will be given to passenger who creates disturbance on board.
• Level 1
Give verbal warning to passenger. If the passenger stop making disturbance behavior, no any
action is needed.
• Level 2
Passenger behavior is aggressive and not easily influenced. Verbal warning consider use
of “Passenger Notice” form available in CRF and provided in English, French, German,
Japanese, Korean and Chinese languages. The IM/AP shall inform P-i-C to obtain his
signature before presenting “Passenger Notice” form to the passenger.

SECURITY 10.3
OM-A

10.3 SECURITY
OM-A

SECURITY 10.3
OM-A

10.3 SECURITY
OM-A

SECURITY 10.3
OM-A

10.3 SECURITY
OM-A
• Level 3
If passenger continues illegal behavior, the IM/AP will complete the Level 3 part of PDR and
inform the P-i-C. In this case, the authorities shall be called to meet the passenger at the
arrival station for positive identification of such passenger.
10.3.3.2.3 Assault by Passenger on Crew Member

In the event that a passenger physically or verbally assaults a crew member, the IM/AP shall:
• Complete the FDIR.
• Report the assault to the P-i-C for further requesting the police/Security officer to meet the
airplane on arrival.
• Initiate legal procedures
The P-i-C may require or authorize other crew members to restrain an unruly/disruptive
passenger. (See OM-A 15.3.2.1–Reports & Forms; Safety Reports.)

SECURITY 10.3
OM-A
Note: In case of the authorities do not take legal action against the offender, crew members
desiring to institute legal proceedings should initiate the following courses of action:
• Report the police immediately after incident and, if possible, obtain the copy of the
report. (In THAILAND the report shall be made at the Airport Police office.)
• The P-i-C should act as the Company's representative and accompany the crew
member to assist in fling the report.
• The IM/AP should be present if any cabin crew member is involved.
10.3.3.2.4 Restraint
• Precautions
Restraint is an act to put a person into the condition of having no freedom of action or
movement which may violate the right and liberty of that person. Therefore, such an act shall
not be imposed unless there are reasonable grounds to believe that the person has committed
or is about to commit an offence which:
◦ Endangers the safety of the airplane, other persons, or property therein, or
◦ Violates the rights and liberties of other persons, or
◦ Violates people's peace and good morals, or
◦ Is against applicable rules and regulations in the airplane.
• Restrictions
◦ Any crew member shall not restrain any passenger either with handcuffs or other cables
without authorization from the P-i-C.
◦ P-i-C must authorize only cabin crew members who has been trained by BKKBT to
restrain the unruly/disruptive passengers.
◦ The act of restraint must be done in accordance with the restraint procedures trained by
BKKBT.
◦ The unruly/disruptive passenger who has been restrained shall be handed over to the
authority with a key for release.
10.3.3.2.5 Action
Flight crew should not leave the flight deck to assist in the handling of in-flight disturbances
unless the P-i-C deems it necessary as per 10.3.3.2.1.
The P-i-C should inform OPS control center (BKKOP) the incident and his decision/action taken.
OPS control shall then inform the station manager, at station of intended landing, to determine
the best course of action to be taken upon arrival.
In case of a serious incident, the P-i-C shall inform ATC giving the details of such incident listed
in the FDIR form, and request Police or Security officer to meet the airplane upon arrival. (See
OM-A 15.3.2.2.1–Reports & Forms; Air Safety Report (ASR)/ASRTEX message.)
10.3.3.3 After landing

The following actions shall be made upon arrival:
• The P-i-C shall make a Public Announcement, requesting all passengers to remain seated.
• The IM/AP will coordinate with the P-i-C to identify the unruly/disruptive passenger to the
authorities.
• The P-i-C shall report to the authorities about the reasons of restraint, using information
in FDIR together with witness reports, with his signature on the official documents for
prosecution.
10.3.4 Company report

In the situation where a passenger(s) is denied for embarkation or behaves in a disorderly
manner in flight, a Voyage Report shall be submitted by the P-i-C, and, if practicable, non-
Company witness should be attached.

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SECURITY 10.4
BOMB OR SABOTAGE THREATS Page 1
10.4 BOMB OR SABOTAGE THREATS

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

The P-i-C shall be advised of the receipt of the genuine bomb threat against the airplane. The
situation is to be treated as an emergency and the following procedures shall be adhered to:
10.4.2.1 Airplane on ground

• If during taxi, taxi back to the parking area as advised by ground control.
• Summon senior cabin crew to the flight deck and advise about the situation and relevant action
to be taken.
• Make PA announcement, as given in the Captain’s Announcement. It is of utmost importance
that the P-i-C explains the situation to the passengers in a calm and reassuring manner.
• Disembark the passengers in an expeditious and orderly fashion. The passengers should be
advised to bring along their hand baggage. However, if it has been decided to use evacuation
slides, the hand baggage shall be left on board.
• In case of evacuation, the Aircraft Security Search Checklist shall be taken along with copilot
in order to be readily available for a following search of the airplane.
• Cabin crew and ground personnel will be responsible for moving passengers to a safe area
(distance of 200 meters from the airplane is considered safe for unprotected persons).
10.4.2.2 Airplane in flight

• Stop/maintain cabin altitude at present value, then leave the cabin pressure controller for
remainder of flight.
• Summon senior cabin crew to the flight deck and advise about the situation and decision
making.
• Obtain clearance and descend to the lowest safe flight level/ Altitude. If terrain permitted,
equalize pressure inside/ outside airplane without increasing cabin altitude.
• Make PA announcement, as given in the Captain’s Announcement, para 2.14.
• Land at the nearest suitable airport and inform ATC/Company of situation for any assistance.
• When the airplane is landed, then follow the procedures in 10.4.2.1 above.
10.4.3 Bomb search procedures

Guidelines regarding cooling-off period, items to be removed before search, precaution and how
to perform the search are given in SHB Chapter 5/TSP 8.4.
A bomb search should be carried out in accordance with the Aircraft Security Search Checklist
by the expert of Bomb Disposal or Explosive Ordnance Disposal.
When a suspicious article is discovered, the possibility of secondary device should not be
discounted. Do not move the suspicious article until assured that the article can be moved.
When unloading and search have been completed, and no suspicious article or incident has
been encountered, the station management shall release the airplane for operation and notify
all functions concerned.
Note: For information, the use of hand-held communication is useful for communication of
the search. However, once a suspicious article has been located, those using hand-
held communications should immediately move away and ensure that they and anyone

10.4 SECURITY
Page 2 BOMB OR SABOTAGE THREATS
else in the area move outside the cordon as quickly as possible. Radio should not be
used to transmit within 25 meters of a suspicious article.
10.4.4 Least risk bomb location (LRBL)

The least risk bomb location for each airplane type is specified in the respective AOM Vol. II/
FCOM–Emergency/Malfunction or Emergency/ Abnormal or Non-normal checklists.

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SECURITY 10.5
HIJACKING/UNLAWFUL SEIZURE OF AN Page 1
OM-A
AIRPLANE Rev 1 (23 MAY 11)
10.5 HIJACKING/UNLAWFUL SEIZURE OF AN AIRPLANE

10.5.1 Threat of hijacking
If a threat of hijacking is received, the following actions are recommended:
• At parking/boarding
◦ Disembark passengers in the normal way.
• During taxiing
◦ Return to ramp and coordinate with ground staff.
◦ Do not inform the passengers of the reason for returning as this may aggravate a potential
hijacker to take action.
• Airborne
◦ The flight should continue as planned and no action taken which might provoke a potential
hijacker into unpremeditated action.
◦ All crew members, including passive crew, should be alerted to keep a close watch on
all passengers.
◦ No one shall be allowed to enter the flight deck.
10.5.2 Confirmed hijacking

The circumstances of hijacking may vary; however, certain guidelines may be suggested:
• Safety and care of our passengers, crew members and airplane is the primary objective.
• Out posture is one of passive resistance.
• Keep passengers in seats with seat belt fastened to avoid interference.
• Keep flight deck loudspeakers turned off to avoid confusion.
• Maintain normal ATC communication, giving as much information as possible.
• Follow the instructions of the hijacker but insist his demands to be within the capability of
the airplane and crew, regarding range, runway requirements etc.
10.5.2.1 Use of transponder

• Squawk A7500 as soon as hijacking is evident.
• A7700 may be squawked to indicate that immediate assistance is required.
10.5.2.2 Special signals

Special signals are applicable in the U.S.A., in connection with a confirmed hijacking.
• If unable to squawk A7500, use a special word “TRIP” preceding the callsign.
• Flaps full down while on ground indicates that the situation is desperate.
10.5.2.3 Special crew assignment

One crew member assigned to communicate with the hijacker shall:
• Use the great slow down and delay.
• Calm the hijacker.
• Become neutral friend.
• Be honest.
• Encourage hijacker to talk.
• Reduce anxiety.
• Attempt to persuade hijacker to land and allow release of passengers.
• Try to determine numbers and types of weapon.
• Not serve alcoholic beverage to hijacker.
• Give only what the hijacker asks for.

10.5 SECURITY
Page 2 HIJACKING/UNLAWFUL SEIZURE OF AN
OM-A
Rev 1 (23 MAY 11) AIRPLANE
Note: Do not negotiate, crew members are only message couriers.
10.5.2.4 After landing

• Every effort shall be taken to care for passengers and crew.
• Use fuel and mechanical problems to assist in slow down.
• Only when situation becomes extremely dangerous, should the crew attempt to regain control
of the situation by violent action.
10.5.3 Post-hijacking procedures

Before press interview, the P-i-C, with approval from DO, is the one and only spokesman for
the crew.
A full report of the incident shall be sent immediately by means of Security Incident Report (SIR)
form, available in SHB Chapter 5:TSP 11.1.

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HANDLING OF ACCIDENTS AND INCIDENTS 11.TOC
11 HANDLING OF ACCIDENTS AND INCIDENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

11.1 DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
11.1.1 Accident . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
11.1.2 Incident . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
11.2 ACTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
11.2.1 Air safety report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
11.2.2 Treatment of crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
11.2.3 Accident/serious incident notification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
11.2.4 Preservation and custody of flight/voice recorders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
11.3 INVESTIGATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
11.3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
11.3.2 Level of investigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
11.3.2.1 Level 1—accident investigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
11.3.2.2 Level 2—serious incident investigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
11.3.2.3 Level 3—incident investigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
11.3.3 Re-opening of the investigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
11.4 FOLLOW-UP ACTIVITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
11.4.1 Corrective actions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
11.4.2 Action on investigations outside THAI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

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HANDLING OF ACCIDENTS AND INCIDENTS 11.1
DEFINITIONS Page 1
11 HANDLING OF ACCIDENTS AND INCIDENTS

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

11.1 HANDLING OF ACCIDENTS AND INCIDENTS
Page 2 DEFINITIONS
The incidents listed are typical examples of incidents that are likely to be serious incidents.
The list is not exhaustive and only serves as guidance to the definition of serious incident.
◦ Near collisions requiring an avoidance manoeuvre to avoid a collision or an unsafe situation
or when an avoidance action would have been appropriate.
◦ Controlled flight into terrain only marginally avoided.
◦ Aborted take-off on a closed or engaged runway.
◦ Take-off from a closed or engaged runway with marginal separation from obstacle(s).
◦ Landings or attempted landings on a closed or engaged runway.
◦ Gross failures to achieve predicted performance during take-off or initial climb.
◦ Fires and smoke in the passenger compartment, in cargo compartments or engine fires,
even though such fires were extinguished by the use of extinguishing agents.
◦ Events requiring the emergency use of oxygen by the flight crew.
◦ Airplane structural failures or engine disintegration not classified as an accident.
◦ Multiple malfunctions of one or more airplane systems seriously affecting the operation of
the airplane.
◦ Flight crew incapacitation in flight.
◦ Fuel quantity requiring the declaration of an emergency by the pilot.
◦ Take-off or landing incidents. Incidents such as undershooting, overrunning or running off
the side of runways.
◦ System failures, weather phenomena, operations outside the approved flight envelope or
other occurrences which could have caused difficulties controlling the airplane.
◦ Failures of more than one system in a redundancy system mandatory for flight guidance
and navigation.

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ACTIONS Page 1
11.2 ACTIONS
11.2.1 Air safety report
The purpose of the Air Safety Report (ASR) System is to keep the Company and the Authorities
properly informed of occurrences in the daily operation, and ultimately provide inputs for the
accident and incident prevention activities within the Company.
OI is ultimately responsible for handling the Air Safety Report system.
If ASR is classified as an Accident, Serious Incident or Incident, the occurrence shall be
investigated as mentioned in 11.3.
11.2.2 Treatment of crew

When crew competence can be questioned, the crew members involved shall be kept off
flight duty until a preliminary investigation either supports or discounts such possibilities. Such
temporary grounding should normally not exceed seven days, whereafter the crew should be
informed of expected long-term action.
Note: 1. As OI suggestion or OS/QV decision, under authorization and responsibility, shall
consider sending flight crew and cabin crew to medical examination immediately
after the accident/serious incident/incident if necessary.
2. Crew members involved in accidents may suffer medical or psychological injuries
depending upon the seriousness of the accident concerned. Such crew members
shall, therefore, only be returned to active flight duty when they have been declared
medically fit, and have been released for such duty by the Vice President, Flight
Operations (DP).
As it is desirable to have such crew members returned to active duty as soon
as possible, both from a psychological and operational viewpoint, consideration
shall be given to their release for such duty either under supervision or in a lower
capacity, bearing in mind the circumstances involved.
11.2.3 Accident/serious incident notification

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

In addition to the procedures for the use of flight and voice recorders given in 2.1.9, whenever the
accident/serious incident occurred, the P-i-C shall enter the complaint in the Aircraft Technical
Logbook, stated that: "Remove and secure flight data recorder and/or cockpit voice recorder for
subsequent investigation".
The P-i-C shall coordinate with the station engineer to be assured that flight/voice recorders
have been preserved and secured.

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INVESTIGATION Page 1
11.3 INVESTIGATION
11.3.1 General
Normally, only occurrences associated with the operation of an airplane, which take place
between the time any person boards the airplane with the intention of flying until the time when
all persons have disembarked, shall be investigated within the Air Safety Report System.
It could also be initiated by special request from the DO/D8, if the occurrence has significant
influence on THAI flight operations. Examples on such incidents is Trend Type Occurrences.
The purpose of an investigation is incident/accident prevention, and it is of paramount
importance that adequate and relevant measures are promptly taken to prevent recurrences.
The objectives of an investigation are to:
• Disclose and document all factors involved to fully account for the sequence of events and
to determine the probable cause of the occurrence.
• Recommend appropriate remedial actions and preventive measures to avoid recurrences.
• Ultimately provide the basis for the management to recommend effective and corrective
actions.
11.3.2 Level of investigation

There are three levels of investigation:
11.3.2.1 Level 1—accident investigation

If the occurrence meets the ICAO Annex 13, classified as accident, it should be investigated as
level 1 investigation and OI has the responsibility to initiate such investigation.
When decision has been made to initiate a level 1 investigation, DCA, DD, DO, D8 and certain
key functions in THAI shall be notified.
• Operations Investigation Committee (OIC)
DO shall appoint the level 1 Operations Investigation Committee (OIC) and also the chairman,
depending on the category of accident, to manage and report the investigation according to
Company standard.
Normally, the OIC for level 1 investigation will consist of:
◦ D8, acting as a chairman;
◦ OI;
◦ OS and/or OS fleet concerned;
◦ BX and/or BO fleet concerned;
◦ OE-U fleet concerned;
◦ OF; and
◦ OI Investigation Team (OIT), if OI deems necessary.
OI/OF shall inform functions concerned of the committee composition.
Note: OIT shall be the Company’s experienced investigation persons and be appointed
by OI.
• Investigation procedures
A level 1 investigation shall be performed in the same manner as guidelined in ICAO Annex 13.
OI/OF shall interview the crew members involved (flight and cabin crew) and present to OIC for
investigation. OS and/or QV shall be invited to participate in interviewing the crew members.
If the occurrence involves operational aspects, DO, OS, QV shall be informed as soon as
possible and decide whether or not the crew shall be released for active duty.
If the occurrence involves technical aspects, DT shall be informed as soon as possible and
decide whether or not the airplane can be released back into service.

11.3 HANDLING OF ACCIDENTS AND INCIDENTS
Page 2 INVESTIGATION
If the occurrence is of interest to the National Investigation Board, DO/D8 shall establish
contact with the Board.
• Investigation report
The investigation shall be reported in accordance with ICAO Annex 13, chapter 6. The report
shall be written in English.
It is the duty of OI/OF to report any significant findings that might require immediate action to
the responsible functions and the relevant heads.
If OI/OF deems necessary, a Preliminary Level 1 Investigation Report shall be submitted as
soon as possible, but no later than 4 weeks after the occurrence.
A final Level 1 Investigation Report shall be processed with priority but no later than 6 months
after the occurrence (9 months if preliminary report has been submitted).
11.3.2.2 Level 2—serious incident investigation

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

INVESTIGATION Page 3
It is OF duty to report any significant findings that might require immediate action to the
responsible functions and relevant heads.
11.3.2.3 Level 3—incident investigation

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

If new significant evidence becomes available after the investigation has been closed, it is the
duty of OI or OF to re-open the case.

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FOLLOW-UP ACTIVITIES Page 1
11.4 FOLLOW-UP ACTIVITIES

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

Investigations made by the authorities with recommendations affecting THAI procedures
or documentation shall be handled as described above. OI/OF shall evaluate which
recommendations shall be accepted in each case.

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RULES OF THE AIR 12.TOC
12 RULES OF THE AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

12.1 The Tokyo Convention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
12.2 The Hague Convention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
12.3 The Montreal Convention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
12.4 ACT on Certain Offences against Air Navigation (Thailand) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

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RULES OF THE AIR 12.1
The Tokyo Convention Page 1
12 RULES OF THE AIR

12.1 The Tokyo Convention
The Tokyo Convention on Offences and Certain Other Acts Committed on Board an Aircraft was
made on September 14, 1963 in Tokyo.
Only those parts of the Convention, which are applicable to flight crew, have been included here.
Chapter I—Scope of the Convention
Article 1
1. This Convention shall apply in respect of:
(a) Offences against penal law
(b) Acts which, whether or not they are offences, may or do jeopardize the safety of
aircraft or of persons or property therein or which jeopardize good order and discipline
on board.
2. Except as provided in Chapter III, this Convention shall apply in respect of offences
committed or acts done by a person on board any aircraft registered in a Contracting State,
while that aircraft in flight or on the surface of the high seas or of any other area outside
the territory of any State.
3. For the purposes of this Convention, an aircraft is considered to be in flight from the moment
when power is applied for the purpose of takeoff until the moment when the landing run ends.
4. This Convention shall not apply to aircraft used in military, customs or police services.
Article 2
Without prejudice to the provisions of Article 4 and except when the safety of aircraft or of
persons or property on board so requires, no provision of this Convention shall be interpreted as
authorizing or requiring any action in respect of offences against penal laws of a political nature
or those based on racial or religious discrimination.
Chapter II—Jurisdiction
Article 3
1. The State of registration of the aircraft is competent to exercise jurisdiction over offences
and acts committed on board.
2. Each Contracting State shall take such measures as may be necessary to establish its
jurisdiction as the State of registration over offences committed on board aircraft registered
in such State.
3. This Convention does not exclude any criminal jurisdiction exercised in accordance with
national law.
Article 4
A Contracting State which is not the State of registration may not interfere with an aircraft in
flight in order to exercise its criminal jurisdiction over an offence committed on board except in
the following cases:
(a) The offence has effect on the territory of such State,
(b) The offence has been committed by or against a national or permanent resident of such
State,
(c) The offence is against the security of such State,
(d) The offence consists of a breach of any rules or regulations relating to the flight or
maneuver of aircraft in force is such State,
(e) The exercise of jurisdiction is necessary to ensure the observance of any obligation of
such State under a multilateral international agreement.

12.1 RULES OF THE AIR
Page 2 The Tokyo Convention
Chapter III—Powers of the Aircraft P-i-C
Article 5
1. The provisions of this Chapter shall not apply to offences and acts committed or about to be
committed by a person on board an aircraft in flight in the airspace of the State of registration
or over the high seas or any other area outside the territory of any State unless the last
point of takeoff or the next point of intended landing is situated in a State other than that
of registration, or the aircraft subsequently flies in the airspace of a State other than that of
registration with such person still on board.
2. Notwithstanding the provisions of Article 1, paragraph 3, an aircraft shall for the purpose of
this Chapter, be considered to be in flight at any time from the moment when all its external
doors are closed following embarkation until the moment when any such door is opened for
disembarkation. In the case of a forced landing, the provisions of this Chapter shall continue
to apply with respect to offences and acts committed on board until competent authorities of
a State take over the responsibility of the aircraft and for the persons and property on board.
Article 6
1. The aircraft P-i-C may, when he has reasonable grounds to believe that a person has
committed, or is about to commit, on board the aircraft, an offence or act contemplated in
Article 1, paragraph 1, impose upon such person reasonable measures including restraint
which are necessary:
(a) To protect the safety of the aircraft, or of persons or property therein, or
(b) To maintain good order and discipline on board, or
(c) To enable him to deliver such person to competent authorities or to disembark him
in accordance with the provisions of this Chapter.
2. The aircraft P-i-C may require or authorize the assistance of other crew members and may
request or authorize, but not require, the assistance of passengers to restrain any person
whom he is entitled to restrain. Any crew member or passenger may also take reasonable
preventive measures without such authorization when he has reasonable grounds to believe
that such action is immediately necessary to protect the safety of the aircraft, or of persons
or property therein.
Article 7
1. Measures of restraint imposed upon a person in accordance with Article 6 shall not be
continued beyond any point at which the aircraft lands unless:
(a) Such point in the territory of a Non-contracting State and its authorities refuse to
permit disembarkation of that person or those measures have been imposed in
accordance with Article 6, paragraph 1(c) in order to enable his delivery to competent
authorities,
(b) The aircraft makes a forced landing and the aircraft P-i-C is unable to deliver that
person to competent authorities, or
(c) That person agrees to onward carriage under restraint.
2. The aircraft P-i-C shall as soon as practicable, and if possible before landing in the territory
of a State with a person on board who has been placed under restraint in accordance with
the provisions of Article 6, notify the authorities of such State of the fact that a person on
board is under restraint and of the reasons for such restraint.
Article 8
1. The aircraft P-i-C may, in so far as it is necessary for the purpose of subparagraph (a) or (b)
of paragraph 1 of Article 6, disembark, in the territory of any State in which the aircraft lands,
any person who has reasonable grounds to believe has committed, or is about to commit,
on board the aircraft, an act contemplated in Article 1, paragraph 1(b).
2. The aircraft P-i-C shall report to the authorities of the State in which he disembarks any
person pursuant to this Article, the fact of and the reasons for, such disembarkation.

The Tokyo Convention Page 3
Article 9
1. The aircraft P-i-C may deliver to the competent authorities of any Contracting State in the
territory of which the aircraft lands any person who he has reasonable grounds to believe has
committed on board the aircraft an act which, in his opinion, is a serious offence according
to the penal law of the State of registration of the aircraft.
2. The aircraft P-i-C shall as soon as practicable and if possible before landing in the territory
of a Contracting State with a person on board whom the aircraft P-i-C intends to deliver in
accordance with the preceding paragraph, notify the authorities of such State of his intention
to deliver such person and the reasons therefore.
3. The aircraft P-i-C shall furnish the authorities to whom any suspected offender is delivered
in accordance with the provisions of this Article with evidence and information which, under
the law of the State of registration of the aircraft, are lawfully in his possession.
Article 10
For actions taken in accordance with this Convention, neither the aircraft P-i-C, any other
member of the crew, any passenger, the owner or operator of the aircraft, nor the person on
whose behalf the flight has been performed shall be held responsible in any proceeding on
account of the treatment undergone by the person against whom the actions were taken.
Chapter IV—Unlawful Seizure of Aircraft
Article 11
1. When a person on board has unlawfully committed, by force or threat thereof, an act of
interference, seizure, or other wrongful exercise of control of an aircraft in flight or when such
an act is about to be committed, Contracting States shall take all appropriate measures to
restore control of the aircraft to its lawful P-i-C or to preserve his control of the aircraft.
2. In the cases contemplated in the preceding paragraph, the Contracting State in which the
aircraft lands shall permit its passengers and crew to continue their journey as soon as
practicable, and shall return the aircraft and its cargo to the persons lawfully entitled to
possession.
Chapter V—Powers and Duties of States
Article 12
Any Contracting State shall allow the P-i-C of an aircraft registered in another Contracting State
to disembark any person pursuant to Article 8, paragraph 1.
Article 13
1. Any Contracting State shall take delivery of any person whom the aircraft P-i-C delivers
pursuant to Article 9, paragraph 1.
2. Upon being satisfied that the circumstances so warrant, any Contracting State shall take
custody or other measures to ensure the presence of any person suspected of an act
contemplated in Article 11, paragraph 1 and of any person of whom it has taken delivery.
The custody and other measures shall be as provided in the law of that State but may only
be continued for such time as is reasonably necessary to enable any criminal or extradition
proceedings to be instituted.
3. Any person in custody pursuant to the previous paragraph shall be assisted in
communicating immediately with the nearest appropriate representative of the State of which
he is a national.
4. Any contracting State, to which a person is delivered pursuant to Article 9, paragraph 1,
or in whose territory an aircraft lands following the commission of an act contemplated in
Article 11, paragraph 1, shall immediately make a preliminary enquiry into the facts.
5. when a State, pursuant to this Article, has taken a person into custody, it shall immediately
notify the State of registration of the aircraft and the State of nationality of the detained
person and, if it considers it advisable, any other interested State of the fact that such person
is in custody and of the circumstances which warrant his detention. The State which makes
the preliminary enquiry contemplated in paragraph 4 of this Article shall promptly report its
findings to the said state and shall indicate whether it intends to exercise jurisdiction.

Page 4 The Tokyo Convention
Article 14
In taking any measures for investigation or arrest or otherwise exercising jurisdiction in
connection with any offence committed on board an aircraft, the contracting States shall pay due
regard to the safety and other interests of air navigation and shall so act as to avoid unnecessary
delay of the aircraft, passengers, crew or cargo.

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The Hague Convention Page 1
12.2 The Hague Convention

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

The Hague Convention Page 3
Article 9
1. When any of the acts mentioned in Article 1 paragraph (a) has occurred or is about to occur,
Contracting States shall take all appropriate measures to restore control of the aircraft to its
lawful P-i-C or to preserve his control of the aircraft.
2. In the cases contemplated by the preceding paragraph, any Contracting State in which the
aircraft or its passengers or crew are present shall facilitate the continuation of the journey of
the passengers and crew as soon as practicable, and shall without delay return the aircraft
and its cargo to the persons lawfully entitled to possession.
Article 10
1. Contracting States shall afford one another the greatest measure of assistance in connection
with criminal proceedings brought in respect of the offence and other acts mentioned in
Article 4. The law of the State requested shall apply in all cases.
2. The provisions of paragraph 1 of this Article shall not affect obligations under any other treaty,
bilateral or multilateral, which governs or will govern, in whole or in part, mutual assistance
in criminal matters.

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Reverse side blank
The Montreal Convention Page 1
12.3 The Montreal Convention

The Montreal Convention for the suppression of unlawful acts against the safety of civil aviation
was made in the Montreal on September 23, 1971.
Only those parts of the Convention, which are applicable to flight crew have been included here.
Preamble
THE STATES PARTIES TO THIS CONVENTION,
CONSIDERING that unlawful acts against the safety of civil aviation jeopardize the safety
of persons and property, seriously affect the operation of air services, and undermine the
confidence of the peoples of the world in the safety of civil aviation,
CONSIDERING that the occurrence of such acts is a matter of grave concern,
CONSIDERING that for the purpose of deterring such acts, there is an urgent need to provide
appropriate measures for punishment of offenders,
HAVE AGREED AS FOLLOWS:
Article 1
1. Any person commits an offence if he unlawfully and intentionally:
(a) Performs an act of violence against a person on board an aircraft in flight if that act
is likely to endanger the safety of that aircraft, or
(b) Destroys an aircraft in service or causes damage to such an aircraft which renders it
incapable of flight or which is likely to endanger its safety in flight, or
(c) Places or causes to be placed on an aircraft in service by any means whatsoever,
a device or substance which is likely to destroy that aircraft, or to cause damage
to it which renders it incapable of flight, or to cause damage to it which is likely to
endanger its safety in flight, or
(d) Destroys or damages air navigation facilities or interferes with their operation, if any
such act is likely to endanger the safety of aircraft in flight, or
(e) Communicates information which he knows to be false, thereby endangering the
safety of an aircraft in flight.
2. Any person also commits an offence if he:
(a) Attempts to commit any of the offences mentioned in paragraph 1 of this Article, or
(b) Is an accomplice of a person who commits or attempts to commit any such offence.
Article 2
For the purposes of this Convention:
(a) An aircraft is considered to be in flight at any time from the moment when all its external
doors are closed following embarkation until the moment when any such door is opened
for disembarkation; in the case of a forced landing, the flight shall be deemed to continue
until the competent authorities take over the responsibility for the aircraft and for persons
and property on board,
(b) An aircraft is considered to be in service from the beginning of the preflight preparation of
the aircraft by ground personnel or by the crew for a specific flight until twenty-four hours
after any landing; the period of service shall, in any event, extend for the entire period
during which the aircraft is in flight as defined in paragraph (a) of this Article.
Article 3
Each Contracting State undertakes to make the offence mentioned in Article 1 punishable by
severe penalties.
Article 4

Page 2 The Montreal Convention
2. In the cases contemplated in subparagraphs (a), (b), (c) and (e) of paragraph 1 of Article 1,
this Convention shall apply, irrespective of whether the aircraft is engaged in an international
or domestic flight, only if:
(a) The place of takeoff or landing, actual or intended, of the aircraft is situated outside
the territory of the State of registration of that aircraft, or
(b) The offence is committed in the territory of a State other than the State of registration
of the aircraft.
3. Notwithstanding paragraph 2 of this Article, in the cases contemplated in subparagraphs (a),
(b), (c) and (e) of paragraph 1 of Article 1, this Convention shall also apply if the offender
or the alleged offender is found in the territory of a State other than the State of registration
of the aircraft.
4. With respect to the States mentioned in Article 9 and in the cases mentioned in
subparagraphs (a), (b), (c) and (e) or paragraph 1 of Article 1, this Convention shall not
apply if the places referred to in subparagraph (a) of paragraph 2 of this Article are situated
within the territory of the same State where that State is one of those referred to in Article 9,
unless the offence is committed or the offender or alleged offender is found in the territory
of a State other than that State.
5. In the cases contemplated in subparagraph (d) of paragraph 1 of Article 1, this Convention
shall apply only if the air navigation facilities are used in international air navigation.
6. The provisions of paragraphs 2, 3, 4 and 5 of this Article shall also apply in the cases
contemplated in paragraph 2 of Article 1.
Article 5
jurisdiction over the offences in the following cases:
(a) When the offence is committed in the territory of the State,
(b) When the offence is committed against or on board an aircraft registered in the State,
(c) When the aircraft on board which the offence is committed lands in its territory with
the alleged offender still on board,
(d) When the offence is committed against or on board an aircraft leased without crew to
a lessee who has his principal place of business or, if the lessee has no such place
of business, his permanent residence, in that State.
2. Each Contracting State shall likewise take such measures as may be necessary to establish
its jurisdiction over the offences mentioned in Article 1, paragraphs 1(a), (b) and (c), and
in Article 1, paragraph 2, in so far as that paragraph relates to those offences, in the case
where the alleged offender is present in its territory and it does not extradite him pursuant
to Article 8 to any of the States mentioned in paragraph 1 of this Article.
national law.
Article 6
1. Upon being satisfied that the circumstances so warrant, any Contracting state in the territory
of which the offender or the alleged offender is present, shall take him into custody or
take other measures to ensure his presence. The custody and other measures shall be as
provided in the law of that State but may only be continued for such time as is necessary to
enable any criminal or extradition proceedings to be instituted.
2. Such State shall immediately make a preliminary enquiry into the facts.
3. Any person in custody pursuant to paragraph 1 of this Article shall be assisted in
he is a national.
4. When a State, pursuant to this Article, has taken a person into custody, it shall immediately
notify the States mentioned in Article 5, paragraph 1, the State of nationality of the detained
person and, if it considers it advisable, any other interested States of the fact that such
person is in custody and of the circumstances which warrant his detention. The State
which makes the preliminary enquiry contemplated in paragraph 2 of this Article shall
promptly report its findings to the said States and shall indicate whether it intends to exercise
jurisdiction.

The Montreal Convention Page 3
Article 7
The Contracting State in the territory of which the alleged offender is found shall, if it does not
extradite him, be obliged, without exception whatsoever and whether or not the offence was
committed in its territory, to submit the case to its competent authorities for the purpose of
prosecution. Those authorities shall take their decision in the same manner as in the case of
any ordinary offence of a serious nature under the law of that State.
Article 8
1. The offences shall be deemed to be included as extraditable offences in any extradition
treaty existing between Contracting State. Contracting States undertake to include the
offences as extraditable offences in every extradition treaty to be concluded between them.
2. If a Contracting State which makes extradition conditional on the existence of a treaty
receives a request for extradition from another Contracting State with which it has no
extradition treaty, it may at its option consider this Convention as the legal basis for
extradition in respect of the offences. Extradition shall be subject to the other conditions
provided by the law of the requested State.
3. Contracting States which do not make extradition conditional on the existence of a treaty
shall recognize the offences as extraditable offences between themselves subject to the
conditions provided by the law of the requested State.
4. Each of the offences shall be treated, for the purpose of extradition between Contracting
States, as if it had been committed not only in the place in which it occurred but also in the
territories of the States required to establish their jurisdiction in accordance with Article 5,
paragraphs 1(b), (c) and (d).
Article 9
The Contracting States which establish joint air transport operating organizations or international
operating agencies, which operate aircraft which are subject to joint or international registration
shall, by appropriate means, designate for each aircraft the State among them which shall
exercise the jurisdiction and have the attributes of the State of registration for the purpose of this
Convention and shall give notice thereof to the International Civil Aviation Organization which
shall communicate the notice to all States Parties to this Convention.
Article 10
1. Contracting States shall, in accordance with international and national law, endeavour to
take all practicable measures for the purpose of preventing the offences mentioned in
Article 1.
2. When, due to the commission of one of the offences mentioned in Article 1, a flight has been
delayed or interrupted, any Contracting State in whose territory the aircraft or passengers
or crew are present shall facilitate the continuation of the journey of the passengers and
crew as soon as practicable, and shall without delay return the aircraft and its cargo to the
persons lawfully entitled to possession.
Article 11
1. Contracting States shall afford one another the greatest measure of assistance in connection
with criminal proceedings brought in respect of the offences. The law of the State requested
shall apply in all cases.
2. The provisions of paragraph 1 of this Article shall not affect obligations under any other treaty,
bilateral or multilateral, which governs or will govern, in whole or in part, mutual assistance
in criminal matters.
Article 12
Any Contracting State having reason to believe that one of the offences mentioned in Article 1
will be committed shall, in accordance with its national law, furnish any relevant information in
its possession to those States which it believes would be the States mentioned in Article 5,
paragraph 1.

Page 4 The Montreal Convention
Article 13
Each Contracting State shall in accordance with its national law report to the Council of the
International Civil Aviation Organization as promptly as possible any relevant information in its
possession concerning:
(a) The circumstances of the offence,
(b) The action taken pursuant to Article 10, paragraph 2,
(c) The measures taken in relation to the offender or the alleged offender and, in particular,
the results of any extradition proceedings or other legal proceedings.

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ACT on Certain Offences against Air Navigation Page 1
OM-A
(Thailand) Rev 1 (23 MAY 11)
12.4 ACT on Certain Offences against Air Navigation

(Thailand)
The Act on Certain Offences against Air Navigation was enacted on 14 August 1978 by the
Government of Thailand.
Below is the whole part of the Act, which might be a useful reference for flight crew.
Section 1
This Act is called the “Act on Certain Offences against Air Navigation, B.E. 2521”.
Section 2
This Act shall come into force as from the day following the date of its publication in the
Government Gazette.
Section 3
This Act shall not apply to aircraft used in military, police or customs services.
Section 4
In this Act:
• “Aircraft in flight” means an aircraft which has all its external doors closed following
embarkation of passenger and/or crew until the moment when any such door is opened for
normal disembarkation, and includes the case of a forced landing, until the time when the
competent authority takes over the responsibility for the aircraft and for the persons and
property on board;
• “Aircraft in service” means an aircraft in which the ground personnel or crew have begun
the preflight preparation for a specific flight until twenty-four hours after any landing, and in
any event includes the entire period during which the aircraft is in flight;
• “Competent authority” means, in respect of Thailand, a person appointed by the Minister
for the execution of this Act.
Section 5
Whoever seizes or exercises control of an aircraft in flight by committing an act of violence, or
threatening to commit an act of violence to a person, or threatening to endanger the aircraft,
shall be liable to death penalty or to imprisonment for life or to imprisonment for a term of ten
to twenty years.
Section 6
Whoever:
(a) Destroys an aircraft in service;
(b) Causes damage to an aircraft in service which renders it incapable of flight or which is
likely to endanger the safety of aircraft in flight; or
(c) Places or causes to be placed on an aircraft in service, by any means whatsoever, a
device or substance which is likely to destroy the aircraft, or to cause damage to the
aircraft which renders it incapable of flight, or which is likely to endanger the safety of
aircraft in flight;
shall be liable to death penalty or to imprisonment for life or imprisonment for a term of five to
twenty years.
Section 7
Whoever commits or threatens to commit an act of violence to a person on board an aircraft in
flight, which is likely to endanger the safety of such aircraft, shall be liable to imprisonment for a
term of one to ten years and to a fine of two thousand to twenty thousand Baht.
Section 8
Whoever destroys or damages air navigation facilities under the law on air navigation or, by any
means whatsoever, interferes with their operation, which is likely to endanger the safety of an

Page 2 ACT on Certain Offences against Air Navigation
OM-A
Rev 1 (23 MAY 11) (Thailand)
aircraft in flight, shall be liable to imprisonment for a term of one to fifteen years and to a fine
of two thousand to thirty thousand Baht.
Section 9
Whoever communicates information which he knows to be false, thereby endangering the safety
of an aircraft in flight, shall be liable to imprisonment for a term of five to twenty years.
Section 10
If the commission of offences under section 5 or section 6 causes grievous bodily harm to a
person, the offender shall be liable to death penalty or to imprisonment for life or to imprisonment
for a term of fifteen to twenty years; but, if the offence causes death to a person, the offender
shall be liable to death penalty or to imprisonment for life.
If the offence under section 7, section 8 or section 9 causes grievous bodily harm, the offender
shall be liable to imprisonment for a term of ten to twenty years; but, if the offence causes death
to a person, the offender shall be liable to imprisonment for life or to imprisonment for a term
of fifteen to twenty years.
Section 11
Whoever is an accessory or attempts to commit the offence under section 5 or section 6 shall
be liable to punishment as the principal or the offender of such offence.
Whoever prepares to commit an offence under section 5 or section 6 shall be liable to onehalf
of the punishment provided by the relevant section.
Section 12
Whoever commits an offence under this Act outside the Kingdom shall be liable to punishment
in the Kingdom, if:
(a) The offence is committed on board a foreign aircraft which lands in the Kingdom with the
alleged offender on board;
(b) The offence is committed on board a foreign aircraft leased without crew to a leasee who
has his domicile, permanent residence or principal place of business in the Kingdom; or
(c) The offender under section 5 or section 6 is in the Kingdom and has not been extradited
under the law on extradition of offenders.
Section 13
When the P-i-C of aircraft in flight has reasonable cause to believe that a person has committed
or is about to commit an offence under this Act, or is about to commit an act which may endanger
the safety of the aircraft or persons or property therein, or which violates the order and affects
the discipline on board, the P-i-C of aircraft may employ appropriate measures to prevent such
person from committing such act as well as to restrain him, if necessary, in order to deliver him
to the competent authority or to disembark him.
The P-i-C of aircraft may order or authorize a crew or request or authorize a passenger to assist
in restraining the said person under paragraph one.
The crew or passenger may, without such authorization under paragraph two, take appropriate
preventive measures when there is a reasonable cause to believe that such action is immediately
necessary to protect the safety of the aircraft or of persons or property therein but the P-i-C of
aircraft may issue orders revoking such measures.
Section 14
After the aircraft has landed, no preventive or restraining measures under section 13 shall be
employed, unless:
(a) The competent authority refuses to permit disembarkation of the restrained person;
(b) It is not possible to deliver the restrained person to the competent authority; or
(c) The restrained person agrees or concedes to remain on board and continue the journey
on board the aircraft.

ACT on Certain Offences against Air Navigation Page 3
OM-A
(Thailand) Rev 1 (23 MAY 11)
The P-i-C of aircraft, with the restrained person on board under section 13 shall, as soon as
practicable and if possible before landing, notify the competent authority of the fact that a person
on board is under restraint and the reasons therefor.
Section 15
After the aircraft has landed in the Kingdom, the P-i-C of aircraft may disembark and deliver any
person to the competent authority when he has reasonable cause to believe that such person
has committed or is about to commit the offence under this Act on board the aircraft, which may
endanger the safety of the aircraft or persons or property therein, or which violates the order
and affects discipline on the aircraft.
The P-i-C of aircraft shall report to the competent authority under paragraph one of the fact and
reasons for such disembarkation.
Section 16
After the aircraft has landed in the Kingdom, the P-i-C of aircraft may deliver any person to the
competent authority when he has reasonable cause to believe that such person has committed
on board the aircraft an act which, in his opinion, constitutes a serious offence under the penal
law of the State of registration of the aircraft.
The P-i-C of aircraft shall, as soon as practicable and if possible before landing, notify the
competent authority of his intention and reasons of the delivery of such person.
The P-i-C of aircraft shall furnish evidence and information which are lawfully in his progression
under the law of the Sate of registration of the aircraft to the competent authority under paragraph
one.
The competent authority may refuse to take delivery of the person under paragraph one, if
his is of the opinion that such offence is of political nature or is based on racial or religious
discrimination, which is not concerned with the safety of the air navigation.
Section 17
After having taken delivery of any person under section 15 or section 16, if:
(a) It is necessary to have an inquiry to institute criminal proceedings, the competent authority
shall deliver such person, together with evidences, if any, to the inquiry official without
delay; and if it appears in the preliminary inquiry that it is unable to institute criminal
proceedings in the Kingdom and there is no request for proceedings under the law on
extradition of offenders, he shall be released;
(b) It is not necessary to carry out an inquiry or it is the act violating the order and affecting
discipline on board, the competent authority may restrain such person only for such time
as may be necessary of his departure from the Kingdom, unless such person is entitled
to enter or stay in the Kingdom, he shall be released.
Section 18
In the execution of this Act, the competent authority appointed under section 19 shall have the
same powers as the administrative or police official under the Criminal Procedure Code.
Section 19
The Minister of Foreign Affairs, the Minister of Communications and the Minister of Interior
shall have charge and control of the execution of the Act, and shall have power to appoint the
competent authority for the execution of this Act.

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LEASING 13.TOC
13 LEASING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
13.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
13.2 Leased Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

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LEASING 13.1
General Page 1
13 LEASING
13.1 General
There are various types of aircraft leases. They can be characterized by their purpose. Air
carriers to avoid the otherwise substantial capital outlays/dept required in purchasing aircraft
directly from the manufacturer, or to reduce taxation or other costs use a Financial or Capital
lease. An operating lease is designed to meet an air carrier’s immediate need for additional
aircraft, often on a seasonal or short-term basis.
For regulatory purposes, there are two basic types of aircraft leases, namely, a dry lease where
the aircraft is leased without crew; and a wet lease where the aircraft is leased with crew. A wet
lease with partial crew is sometimes referred to as a damp lease.
The term lessor means the party from which the aircraft is leased; the term lessee means the
party to which the aircraft is leased.

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LEASING 13.2
Leased Aircraft Page 1
13.2 Leased Aircraft

(TBD)

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MISCELLANEOUS 14.TOC
14 MISCELLANEOUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.1 Fuel Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.1.2 Advantage of Fuel Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.1.3 Background Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
14.1.3.1 Vision, Mission, Concept and Strategy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
14.1.3.2 Basic Facts Regarding Fuel Consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
14.1.4 Flight Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
14.1.4.1 Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
14.1.4.2 Flight Planning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
14.1.5 Pilot's Techniques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
14.1.5.1 Pre-departure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
14.1.5.2 Taxi Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
14.1.5.3 Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
14.1.5.4 Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
14.1.5.5 Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
14.1.5.6 Weather Avoidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
14.1.5.7 Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
14.1.5.8 Holding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
14.1.5.9 Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
14.1.5.10 Landing & Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
14.1.5.11 Taxi In . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
14.1.5.12 APU Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
14.1.5.13 Transit Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
14.1.6 Potable Water Uplift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
14.2 Aircraft Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.2.1.1 Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.2.1.2 Performance Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.2.1.3 Conditions To Be Considered . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.2.2 Take-off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.2.2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.2.2.2 Runway Length Requirements (Balanced Takeoff) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.2.2.3 Runway Length Requirements With Clearway and Stopway (Unbalanced Takeoff) . . . . . . . 3
14.2.2.4 Factors Affecting Required Runway Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
14.2.2.5 Obstacle Clearance Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
14.2.2.6 Factors Affecting Obstacle Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
14.2.2.7 Takeoff Climb Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
14.2.2.8 Factors Affecting Climb Requirement Limited Takeoff Weight . . . . . . . . . . . . . . . . . . . . . . . . 11
14.2.3 En Route Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
14.2.3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
14.TOC MISCELLANEOUS
14.2.3.2 Service Ceiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

14.2.3.3 Drift-down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
14.2.3.4 Alternatpe Airport Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
14.2.3.5 Factors Affecting En Route Terrain Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
14.2.3.6 Operation Limitations Due To Terrain En Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
14.2.4 Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
14.2.4.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
14.2.4.2 Required Landing Runway Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
14.2.4.3 Factors Affecting Landing Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
14.2.4.4 Obstacles in the Approach Area and Effective Runway Length . . . . . . . . . . . . . . . . . . . . . . 19
14.2.4.5 Approach and Landing Climb Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
14.2.4.6 Factors Affecting the Landing Weight Limited by Climb Requirements . . . . . . . . . . . . . . . . 21
14.2.4.7 CAT II and IlI Climb Requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
14.2.4.8 Max Quick Turnaround Landing Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
14.2.5 Structural Requirements and Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
14.2.5.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
14.2.5.2 Load Factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
14.2.5.3 Speed Limits to Protect the Aircraft Against Overload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
14.2.5.4 Gross Weight Limitations and Fuel Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
14.2.6 Wet and Contaminated Runways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
14.2.6.1 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
14.2.6.2 Effect on Takeoff and Landing Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
14.2.6.3 Required Corrections for Wet and Contaminated Runways . . . . . . . . . . . . . . . . . . . . . . . . . . 29
14.2.6.4 Improvement of Runway Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
14.2.6.5 Determination of Braking Action During Winter Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . 31
14.3 Characteristic Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.3.1 MNM Control Speed (VMC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.3.2 CRITICAL ENGINE FAILURE SPEED (VEF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
14.3.3 DECISION SPEED/ ACTION INITIATED SPEED (V1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
14.3.3.1 Reduced V1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
14.3.4 Rotation Speed (VR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
14.3.5 Takeoff Safety Speed (V2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
14.3.6 Flap and Slat Retraction Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
14.3.7 V Clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
14.3.8 Max Operating Limit Speed and Mach Number (VMO/MMO) . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
14.3.9 Rough Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
14.3.10 Speed for Max Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
14.3.11 Speed for Max Endurance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
14.3.12 VL/D Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
14.3.13 Cruise Speed Stability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
14.3.14 Buffet Onset Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

MISCELLANEOUS 14.TOC
14.3.15 Stall Speed (VS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

14.3.16 Pattern and Approach Speeds (VP, VA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
14.3.17 Reference Speed (VREF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
14.3.18 Threshold Speed (VTH) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
14.3.19 Approach and Landing Climb Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
14.4 Air Traffic Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.4.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.4.2 ATS FLIGHT PLAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.4.3 CONTROLLED AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.4.4 UNCONTROLLED AIRSPACE–FIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.4.4.1 FLIGHT INFORMATION SERVICE (FIS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.4.4.2 AFIS AERODROMES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.4.4.3 ADVISORY AREAS OR ROUTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
14.4.5 SEPARATION OF IFR TRAFFIC IN VMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
14.4.6 ATC CLEARANCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
14.5 Crew Regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.5.1 Medical Regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.5.1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.5.1.2 Medical Examinations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.5.1.3 Medical Directives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.5.1.4 Medicines Not Compatible with Flight Duty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
14.5.1.5 Duty to Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
14.5.1.6 Insurance ID Cards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
14.5.2 Regulations for Flight Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
14.5.2.1 Crew Meals During Flight Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
14.5.3 Uniform Regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
14.5.3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
14.5.3.2 Grade Insignia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
14.5.3.3 Composition of Uniform . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
14.5.3.4 Economic Regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
14.6 Personnel Regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.6.1 Vacation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.6.1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.6.1.2 Allocation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.6.1.3 Coordination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.6.1.4 Scheduling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.6.1.5 Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.6.2 Leave of Absence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.6.3 Disembarkation En Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.7 Administrative Meetings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.8 Fatigue Risk Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

14.TOC MISCELLANEOUS
14.9 Interception . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
14.10 Search and Rescue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

oOo
MISCELLANEOUS 14.1
Fuel Management Page 1
14 MISCELLANEOUS
14.1 Fuel Management
14.1.1 General
Fuel management from an airline business viewpoint means managing the planning, handling
and operation of a flight as well as the condition of the aircraft to minimize the total cost of every
flight.
Fuel management generally concerns with A/C manufacturer, Airline, ATC and Authorities.
Fuel management in THAI concerns with:
• Flights and routes initiators (DZ / DN:DR, YY);
• Ground handling and supports (FZ / DK / D2);
• Flight Operations (DA:DQ, A9, SZ / DO: OP, OC, OH, OE, Pilots);
• Maintenance (DT: DL, DM);
• ATC;
• Authorities.
Fleet Fuel Management Committee for each aircraft type consists of OS, BO, OE-U, OET, OS-B
and BO-B for the aircraft type. OS aircraft type will be acted as a chairman for such aircraft type.
Fuel conservation means managing the condition of an aircraft to minimize the fuel burned on
each flight.
Fuel tankering means carrying more fuel than the amount required to reduce overall costs (ECO/
THRU tankage).
Unnecessary fuel is resulted by variation in estimated ZFW; selection of 5% CF instead of 3%,
when an en route alternate is available; unmonitored company fuel and additional fuel (ECO/
THRU tank fuel); improper selection of destination alternate; unreasonable carrying of extra fuel
(due to rounding up of fuel figure, habit, being lack of knowledge and experience, being too easy,
etc.) and excess refueled fuel.
Cost Index is the relationship between time-related costs and fuel costs, and is used by the FMC
to calculate VNAV economy speeds.
Cost Index = Cost of time / Cost of fuel
A change to cost index affects climb, cruise, and descent speeds. A cost index of zero provides a
speed approximate to maximum range cruise (MRC). A cost index of 999(9) provides maximum
cruise thrust (maximum cruise speed).
14.1.2 Advantage of Fuel Management

Safety Enhancement
Accurate and efficient fuel management on the part of the Company and pilots improves safety,
because it requires additional attention, accuracy and increased situational awareness.
Economy
Fuel is the largest cost item in THAI (30% of total cost—approximately 50,000 MB/year).
An aggressive Fuel Management Program can reduce overall fuel budget by at least 5%—
approximately 2,500 MB/year (9–17% is not impossible).
1 MB saved in fuel is equivalent to approximately 20 MB revenue (earning).
Environment
1% of fuel consumption reduction in THAI, approximately 22,000 tons, will reduce emission of
pollutants by 70,000 tons of CO2; 27,000 tons of H2O; 460 tons of NOx; 21 tons of SO2; and
12 tons of CO.

14.1 MISCELLANEOUS
Page 2 Fuel Management
14.1.3 Background Information

14.1.3.1 Vision, Mission, Concept and Strategy
Vision "Optimum fuel mileage"
Mission Reduce and finally eliminate unnecessary fuel.
Concept Light and aerodynamically clean A/C.
Strategy Weight Reduction and Optimization of all available resources.
14.1.3.2 Basic Facts Regarding Fuel Consumption

General
The more unnecessary excess weight is carried, the more fuel consumption is—approximately
4% /ton/flight hour.
Dirty aircraft skin costs 1-2% more in fuel consumption.
Maintenance
Limited maintenance reduces the cost of aircraft down time or spare engines but degrades the
fuel efficiency.
Regular maintenance contributes to an aircraft's fuel efficiency. For every 3,000 hours of flight
time or 1,000 cycles, new aircraft will lose approximately 1% fuel efficiency.
After a few years of operation, the fuel efficiency of an aircraft will deteriorate by 5-7% (may be
as much as 10% or more in certain circumstances).
Major engine overhauls will normally recover approximately ½ of the efficiency degradation.
Engine wash, airframe control rigging, buffing and good paint condition can reduce fuel burn
from 1-2% in some cases.
Flight Scheduling
Flight delay on departure with marginal block time entails the pilots to fly considerably or even
much faster than planned speed in order to reach the destination within the scheduled time, thus
consuming more fuel.
Ground Handling
Efficient handling of passenger embarkation and disembarkation, cargo loading and unloading
for prevention of all kinds of delay reduces the cost for GPU/APU fuel consumption or ground-
support equipment and giving ample time to pilots for fuel optimization in flight phases.
Ground Supports
Provision of GPU, toilet and water servicing and aircraft interior cleaning help reduce fuel
consumption by 0.5%.
Flight Planning
An accurate flight planning can save in excess of 1–2%. Inaccurate ZFW, improper route
structure including alternate selection, inaccurate Cost Index (CI), insufficient information for fuel
optimization and outdated wind and weather information cost more fuel.
Weight & Balance

Aft aircraft CG results in 1–1.5% less fuel burned than forward aircraft CG.
Flight Management
Efficient pre-flight planning, alternate selection, FMS programming, GPU/APU management,
engine start-up and taxi management and efficient pilot's techniques in all phases of flight can
conserve fuel by 1–2%.
Improper flight management by pilots and excessive weather avoidance cost significant increase
in fuel consumption.

MISCELLANEOUS 14.1
Air Traffic Control (ATC)

ATC can have a marked effect on fuel consumption due to improper ATC clearance,
taxi preference, SIDs, STARs, ATC restrictions and radar vectoring techniques and control
procedures. All these can result in excessive fuel penalty.
14.1.4 Flight Management

14.1.4.1 Policy
General
Operations' fuel policy is to attain minimum cost with satisfactory schedule performance for
customer's satisfaction without infringing safety.
Detailed Policy
• Flight with on-time departure and optimum FL is mainly the target in order to fly with the Cost
Index, thus optimizing fuel mileage.
• Sacrifice an on-time departure to get the optimum FL, if on-time arrival is still obvious or even
if only a few minutes delay on arrival is likely. However, inform the passengers that the delay
is due to the traffic separation requirement.
• Perform fuel mileage optimization, if such delay does not affect flight connection of any
passenger or when it is obviously impossible to get such connection.
14.1.4.2 Flight Planning System

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

• TAFS retrieval
◦ Stations with dispatcher: 1:30h prior to STD;
◦ Other stations: at best practicable time in view of estimated ZFW accuracy.

14.1 MISCELLANEOUS
• Planning with/without ALTN

◦ Compare both TAFSs and choose the one with less Minimum Fuel.
• CI
◦ As supplied by OU; or
◦ Higher CI as particularly requested by P-i-C for minimizing foreseeable delayed arrival at
destination, if deemed valuable.
• Routes
◦ Shortest wind route; or
◦ Optimum route consistent with ATC requirements; and
◦ Special route for Typhoon avoidance, if any.
• Fl
◦ Optimum FL based on quadrantal/RVSM FL. No step down and thereafter step up en
route; or
◦ Flight levels consistent with ATC requirements, but file ATS Flight Plan for optimum FL,
if not otherwise restricted.
• Optional FL
◦ 1 above optimum FL with 1 step ZFW decrement; and
◦ 1 above optimum FL at estimated ZFW; and
◦ 1 below optimum FL at estimated ZFW.
• ZFW
◦ 1 step ZFW decrement; and
◦ 1 step ZFW increment.
• CF
◦ 5% (re-dispatch, if necessary).
◦ Attach mini TAFS with 3% CF for all applicable inter-continental and regional flights.
◦ Retrieve new TAFS with 3% CF upon pilot's request.
• ALTN
◦ Closest applicable ALTN.
◦ No ALTN, if conditions as per 8.1.7.1 are fulfilled and if it requires less fuel than planning
with closest applicable ALTN.
• ECO/THRU Tank
◦ Use 5%/ton/flight hour for calculation of total extra cost in carrying the amount of additional
fuel for ECO/THRU tank and thus determining the suitability of such planning.
• Taxi fuel
◦ Based on standard quantity given in 8.1.7.1 . The amount may be increased when
required by OS aircraft Types, taking local conditions into consideration.
• Weather forecast and METAR
◦ Latest available at time of briefing. Always attach latest satellite image to the briefing
folder, unless unavailable.
Guidelines for Pilots

The following guidelines for conserving fuel can be directly controlled by pilots. These guidelines
are not limiting; any new ideas that conserve fuel without compromising safety are worth
considering. By thinking fuel conservation, many small savings can accumulate into very
significant savings.
• Individual weight control

MISCELLANEOUS 14.1
Personal health in view of weight control, observation of maximum crew baggage allowance
(15 kg), minimal weight carried in overnight bag and possible toilet visit before boarding the
plane enhance Fuel Management weight reduction strategy.
• Fuel ordering
Carrying excess fuel means carrying extra weight, which results in higher fuel consumption
typically 4%/hour/Ton of excess fuel.
Reducing excess weight can result in direct fuel savings (higher optimum FL) and payload
optimizing, such as:
◦ Choosing 3% instead of 5% CF, when practicable;
◦ Choosing trip fuel of optional FL, which reflects less trip fuel than planned;
◦ Choosing closer ALTN than planned, in case of good weather, as in such case the
destination alternate is for planning purpose to comply with applicable regulatory only;
◦ Choosing applicable planning without ALTN, if this requires less fuel than the one with
ALTN.
Weather forecast for any specific airports all over the world is issued by related national MET
office. Therefore all operators will face the same precision and non-precision of such local
MET forecast, of which non-precision can be compensated by individual pilot's experience
and statistical information supplied by station personnel concerned.
TAFS accuracy in fuel/time calculation is affected by non-precision in estimated ZFW derived
from cargo and passengers. To minimize its effect, all functions concerned have agreed that
cargo acceptance will be closed at 1:30h prior to STD and seat reservation at closure of check-
in counter.
A careful review of satellite image, current and forecast weather may lead to proper selection
or deletion of an ALTN or, if planned with ALTN, an anticipation of re-planning without ALTN,
which is the main strategy used in ordering Minimum Fuel as planned by dispatch or as further
reduced by P-i-C.
Contact dispatch for retrieval of new TAFS for any changes in dispatch's planned TAFS
decided by P-i-C, if deemed necessary.
• Confirmation of aircraft loading status
Ask dispatch or OP to confirm with functions concerned regarding:
◦ Mid to aft CG loading, where possible;
◦ Use of seat trim in case of CG problem in A300-600 to the extent possible rather than
using ballast weight. In such a case, seat assignment to passengers in question shall be
done right at the check-in counter. No reseat while boarding;
◦ Exact fuel uplift as ordered. Excess fuel supply is supplier's policy, while it is both costly
for THAI and results in unnecessary excess weight;
◦ Potable water uplift;
◦ Toilet service.
14.1.5 Pilot's Techniques

14.1.5.1 Pre-departure
Check FMS vs. TAFS and final ZFW (P-i-C is to be informed 0:30h before STD via ACARS or
verbally). Contact dispatch for recalculation of trip fuel in case of significant changes of ZFW.
If such changes are minimal, pilots may use type specific fuel consumption set up by Fleet
Fuel Management Committee to calculate changes in trip fuel. If not available, use typical fuel
consumption of 4% per one flight hour per one ton of difference in ZFW.
If ZFW decreases, reduce fuel uplift, if still possible. Generally minimal increase in ZFW up to 1%
would not require more fuel uplift. Whenever ZFW increases, correct 'FPR Fuel Burn' in FLIGHT
INFO/STATISTIC as per aforesaid recalculation.
Acquire information about beginning time of AAT/foreign GPU power supply for determination
of APU starting time to minimize costly APU usage and pollutant emission.

14.1 MISCELLANEOUS
Well before STD, monitor Clearance Delivery and Ramp/Ground frequencies for traffic going
in the same direction and especially to the same destination for planning of optimum FL and
pushback/start-up.
During "Gatehold" or "Departure Flow" operations, if a gate is available, remain at the gate under
ground power.
Pilot's intelligence and use of standard phraseology help expedite traffic flow at all phases of
flight by not unnecessarily occupy the radio frequency and thus save time and fuel.
When starting the engines during pushback, coordinate with the ground crew so that little or
no delay occurs before commencing taxi. Knowledge of elapse times for engine start up and
pushback will efficiently help determine when to start up the engines. Usually the pushback
will take 3–5 minutes, but it may take 5–7 minutes depending on the ramp layout and ATC
requirement. Engine start-up takes 45 seconds to 2 minutes depending on aircraft type.
APU shall be shut down immediately, unless otherwise required, after the last starter valve cuts
off to conserve fuel. In case of hung or failed start of the last engine, use cross bleed start.
14.1.5.2 Taxi Out

One engine out taxi actually conserves fuel, but it is not allowed by THAI for the time being.
Further more this technique is not recommended for twin-engine aircraft.
Taxi clearance can be requested without wasting the time to wait for “Clear Signal” from ground
mechanic, but taxi shall not be commenced prior to receive such 'Clear Signal'.
Brake-check at the initial taxi-out is no longer required, as professional parking brake
release technique requires prior pedal brake operation, unless otherwise required by specific
procedures.
Idle thrust/power is usually sufficient to roll out. Higher thrust/power setting is at pilot's judgement
under certain circumstances, such as taking priority over competing or conflicting ground traffic.
Slat/flap selection may be delayed to boost taxi speed build-up until reaching desired taxi speed.
Key point for taxi is to keep the aircraft move. Thai ATC has been notified of this importance and
overall Fuel Management techniques for ATC.
Rough taxiway surface hamper taxi speed build-up. Avoid such surface, where possible.
Since each engine burns between 400 to 800 kg of fuel per hour (7–14 kg/minute or 175– 350 B/
minute/engine) during taxi, taxi time should be minimal. Braking means both brake ware and
more fuel through more time spent or re-acceleration.
All aircraft, except 743, in THAI fleets are equipped with carbon brakes, of which minimum wear
is attained at some 300 deg C of the brake surface temperature. Use brake cautiously for first
flight of the aircraft or after a long ground stop.
No brake, while turning (tire-cut). Decelerate so as to reach desired turning speed at turning
point. With proper technique, tight turn can be made with maximum 15 knots taxi speed on wide
and dry taxiway, otherwise 6 knots (wet) and 8 knots (dry).
Considering that 4–5 minutes of taxi fuel equals one minute of fuel consumption in flight, request
the closest suitable runway or intersection for takeoff, where safely applicable.
Note: Urge ATC for frequency change or line-up in turn, if these are not initiated by ATC in
due time.
14.1.5.3 Takeoff
Reduced thrust takeoffs finally consumes more fuel than the ones with full thrust, but they result
in lower maintenance costs, improved engine reliability, and long term fuel savings through
longer lasting engine efficiency. Fuel savings through reduced thrust takeoffs are not realized
by decreased fuel consumption, but from reduced wear and tear on the engines which preserve
optimum compression ratios that translates to better fuel efficiency over the life of the engine.
Rolling takeoffs, where applicable in view of safety, save some kilograms of fuel.
Takeoff roll is recommended to be 3 feet off the center line for prevention of possible runway
incursion and to avoid hampered acceleration due to roughness of flushed center line lights.
Consider packs off takeoff, if practicable.

MISCELLANEOUS 14.1
Takeoffs made with least possible flaps provide better acceleration, higher climb rate, and earlier
flap retraction, allowing for less fuel consumption, but beware of tail strike during rotation.
In case of Noise Abatement, apply NADP2, if selectable, to save at least 40 kg of fuel.
Gear should be retracted as soon as possible after positive airborne, except for wind shear
condition.
Close adherence to the flap retraction schedule also saves fuel.
14.1.5.4 Climb
Acceleration to en route climb speed (according to CI) right after aircraft clean-up burns 40–
300 kg less than climbing with 250 knots to 10,000 ft before en route acceleration.
When takeoff direction is away from the departure route, if Departure Control needs distance,
complete the noise abatement departure procedure, if any, and accelerate to 250 knots, or clean
speed, whichever is greater. If Departure Control needs altitude, climb at clean speed. Slower
speeds in turns decrease the turn radius and distance flown. At 90° prior to the desired heading/
track accelerate to higher or if practicable en route climb speed.
Request direct routing, if it seems possible. Use Heading/Track Select to promptly initiate such
maneuver followed by FMS activation and reengagement of LNAV/VNAV in case of large course
change to the new position directly cleared to. Keep in mind that fuel flow during initial climb
is about 8,000 kg/hour or 2.2 kg/sec or 60 B/sec per 1 engine. Each clumsy activation of FMS
“direct to” mode may cost some thousand bahts in 747.
Turn with prior altitude restriction may be initiated 200 ft before reaching such restricted altitude
to compensate for aircraft inertia.
During short intermediate level-offs at low altitude, do not increase airspeed; maintain clean
speed or 250 knots, whichever is greater. Use nacelle and wing anti-ice only when needed.
14.1.5.5 Cruise
Direct routings requested after considering the effects of winds and the location of weather
hazards can provide the double benefit of reduced flight time and reduced fuel burn. However,
always check before executing ultra long direct routing.
TAFS considers ATC restrictions, gross weight, temperature, winds, and segment distance
before choosing an altitude. A change above or below planned cruise altitude may be warranted
after careful analysis.
It is also important to consider the adverse affects of the following after reaching cruise:
• Increasing temperature;
• Horizontal wind shear (decreasing headwind or increasing tailwind);
• Turbulence;
• Flying from low pressure to high pressure (climbing with constant altimeter).
Aerodynamic Buffet Margin

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

If the actual aircraft weight differs significantly from the flight-planned weight, the best option is
to recompute the flight plan to achieve a better optimized vertical flight profile.
Use FMS suggested optimum altitudes with care. Unless the wind field (including winds above
and below planned altitudes) and temperatures at the planned waypoints are accurately inserted
into the FMS by either an automatic download or manually, the recommended FMS optimum
altitude will be incorrect.
Without considering the effect of winds, the FMC optimum altitude represents the best fuel
mileage for a given trip length, cost index, and gross weight. By inserting winds into the FMC,

14.1 MISCELLANEOUS
and manually entering a STEP TO point on the LEGS page, the FMC will be able to compute
a more accurate arrival time and fuel quantity.
On short flights, the most efficient vertical profile would be to continue climbing until intercepting
the descent profile. However, this is not always practical. Most optimum altitude data for short
flights will assume a minimum cruise time of 5 minutes. Total air distance should be considered
when selecting the optimum altitude on short flights, including the departure and arrival runways
and procedures.
Cruise Speed Management

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

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

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

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

Some FMCs do not take wind insertion into consideration when computing optimum cruise
altitude. When winds differ at higher or lower altitude from the winds at the current cruise altitude,
use FCOM/AOM Recommended Step Climb Weight tables.

MISCELLANEOUS 14.1
Step Climb
General guideline for non-RVSM is to plan to begin a step climb at a point 2,000 ft below and to
cruise at 2,000 ft above computed optimum altitude. For RVSM, 1,000 ft applies instead.
Selecting a Step Climb Point

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

A gradual climb in block altitude as the aircraft burns fuel can conserve fuel. Carefully evaluate
the wind and temperature at the existing altitude and at the higher altitude. Vertical speed of
100–300 fpm may be used.
Flying Above or Below Optimum Altitude

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

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

• 0.01 Mach faster uses approximately 0.1% additional fuel;
• 0.02 Mach faster uses approximately 0.4% additional fuel.
14.1.5.6 Weather Avoidance

Excessive weather avoidance is costly and is the main cause of unnecessarily loosing fuel
in flight. Professional weather avoidance requires thorough knowledge, understanding and
experience in weather phenomenon, characteristics and effects of each stage of thunderstorm
together with efficient radar usage and radar echo interpretation. MAP mode has two-edged
effect and mostly leads to excessive or unnecessary deviation because of its curved (bent-down)
cosecant beam. So, use MAP mode with caution.
Weather deviation on the windward side is normally preferable, but sometimes the leeward
deviation, as illustrated below, may be more advantageous due to less or no deviation required,
if considered safe enough taking the progress of in-flight service for passengers into account.

14.1 MISCELLANEOUS
Radar echo of a CB 20 nm ahead. Position 116 nm on

course 052 to SAMAS, FL 374. (TG630/4-9-05/BKK–HKG)
Actual CB as detected on radar in the previous Figure
Passing near the CB illustrated in the previous Figure on

leeward side, 94.7 NM on course 052 to SAMAS, seatbelt sign on

MISCELLANEOUS 14.1
Outside visibility ahead at time of CB passage described in the previous Figure
Turn off the weather radar, when no longer required, as it consumes some kilograms of fuel
through increased electrical loads.
14.1.5.7 Descent
The ideal point for start of descent should be based on idle thrust and the lowest speed
compatible with ATC. The use of VNAV optimizes descent fuel burn and time. The accuracy of
VNAV PATH performance depends on the accuracy of cleared or anticipated crossing restrictions
being entered into the FMC and the accuracy of the descent winds forecast entries on the VNAV
descent forecast page.
If unable to reach a crossing altitude and distance simultaneously, it is more economical to
slightly overshoot and correct with speed brakes than to undershoot and add thrust.
Fuel consumption increases significantly with airspeed and also in case of a premature descent.
Descent performance depends on a/c, weight and cost index. The lower the cost index, the
lower the speed, the less steep the descent path, the longer the descent distance, the greater
the descent time, the earlier the top of descent (TOD) point and the lower the fuel consumption.
The FMS computes the TOD as a function of cost index.
14.1.5.8 Holding
When holding, the flight crew can improve fuel efficiency by:
• Slowing the aircraft as soon as possible when a hold is expected;
• Using the longest legs possible and keeping the aircraft in a clean configuration;
• Flying the speeds specified on the HOLD page of the FMC. If the FMC is inoperative, fly
the holding speeds indicated in the FCOM/AOM Cruise chapter. (Obtain ATC clearance for
speeds greater than maximum ICAO allowable holding speeds.)
14.1.5.9 Approach
Maintain a clean configuration as long as possible. Use only the flap position necessary to meet
speed requirements.
Delay gear extension as long as possible (but no later than the FAF or equivalent). Observe
stabilized approach requirements.
Use minimum landing flaps, where applicable based on final approach noise considerations,
landing weight, possible tailwind component on final approach, braking action, runway stopping
distance available, brake wear, engine reverser noise considerations, fuel consumption, brake
cooling during short turn around time.

14.1 MISCELLANEOUS
14.1.5.10 Landing & Reverse

With the ever increasing price of fuel and environmental considerations, the use of idle engine
reverse should be used whenever possible. The main advantages of using idle reverse on
landing include:
• Reduction in fuel consumption;
• Reduction in environment emissions;
• Reduction in noise emissions;
• Better passenger comfort;
• Elimination of a high power cycle on the engines;
• Reduction of foreign object damage (FOD);
• Reduction in potential engine stall and re-ingestion;
• Increased engine reliability;
• Lower cooling time requirement before shutting engines down for engine-out taxi; and
• Slower engine performance deterioration.
When using idle reverse on landing, the following factors should be considered:
• Runway length and aircraft landing weight;
• Tailwind on final approach;
• Runway surface condition;
• Touch down point; and
• Turnaround time.
On long runways, idle reverse thrust can decelerate the aircraft sufficiently without using the
brakes.
However, in the case of an aircraft equipped with auto-brake capability, the braking selection will
determine the rate of deceleration, and the stopping distance is generally identical to landing
with full reverse thrust. All TG a/c types, except 743, use carbon brakes. Carbon brakes can
withstand higher temperatures without loss of efficiency or fading.
No-reverse consumes less fuel than idle reverse taking braking action, runway stopping
distance available, brake wear, engine reverser noise considerations and aircraft weight into
consideration.
Make a special briefing for intention to land without reverser operation. Use slightly higher level
of auto brake than normal to drastically heat up the carbon brake surface to working temperature,
approximately 320 deg C. Disengage auto brake earlier than usual to prevent too high brake
temperature and consequential blow-up of fuse plugs.
14.1.5.11 Taxi In
After landing, shut down one engine when engine cool down requirements are met and
conditions permit. For twin-engine aircraft with one engine shut down, taxi speed should not be
less than 5 knots on even taxiway surface; higher speed required, in case of uphill slope.
If there is to be an extended delay waiting for the gate, consider starting the APU and shutting
down the remaining engines. Care should be taken, when restarting the engine(s) sufficiently
for taxiing to the gate, as no fire post is available.
14.1.5.12 APU Operation

Consider APU start and usage only when no GPU is available. For aircraft with ground stop
more than 1:30h at BKK and parked at remote bay, GPU will be provided. Confirm with OP for
such provision and do not start the APU, except when otherwise deviated.
If APU is in use during a transit stop, reduce pneumatic and electrical load after passenger
disembarkation during transit stop. Perform reduced pack operation until shortly before boarding
the passengers. Also check, if aerobridge is attached, that all aerobridge side doors are properly
closed.
Reduce electrical load and close all packs before leaving the aircraft.

MISCELLANEOUS 14.1
14.1.5.13 Transit Stop

Assure for toilet service and no oversupply of potable water. Toilet visit should be accomplished
before toilet service.
14.1.6 Potable Water Uplift

(TBD)

oOo
Reverse side blank
MISCELLANEOUS 14.2
Aircraft Performance Page 1
14.2 Aircraft Performance

14.2.1 General
14.2.1.1 Requirements
The following are performance requirements for jet aircraft. They meet at least the requirements
set up by the DCA on the basis of the ICAO recommendations, the FAR and JAR. Some of the
definitions given below are condensed, whereas the whole contents can be found completed in
ICAO Annex 6 and 8 and FAR Part 25.
Most of the speeds mentioned below, as well as all takeoff, climb and landing performance data
must, in accordance with the DCA requirements, be based on the actual test flights made under
the DCA control of the aircraft’s country of origin.
14.2.1.2 Performance Data

The performance data valid for each aircraft type, e.g. speeds, weight limitations etc. are
published in the respective FCOM/AOM approved by DCA.
14.2.1.3 Conditions To Be Considered

When showing compliance with the requirements, due account shall be taken of aircraft
configuration, environment conditions and the operation of aircraft systems having adverse effect
on performance. For details, see each individual requirement.
14.2.2 Take-off
14.2.2.1 General
The Max takeoff weight for different airports and runways used are usually obtained from the
Gross Weight Chart (GWC). However, for airports and takeoff conditions not given in the GWC,
the Max takeoff weight must be calculated from the charts in the respective FCOM/AOM.
The max takeoff weight is limited by the following requirements and limitations:
• With regard to the airport and ambient conditions:
◦ Runway length;
◦ Obstacles in the climb out direction;
◦ Takeoff climb capability;
◦ Max brake energy;
◦ Max tire speed;
◦ Runway bearing strength.
• With regard to the aircraft only:
◦ Max certified takeoff weight (often limited by aircraft structure).
• With regard to the route:
◦ Terrain en route (service ceiling);
◦ Landing weight at destination.
The GWC and the respective FCOM/AOM takeoff charts are based on the certified performance
documentation for the aircraft type, which gives the highest permissible takeoff weight observing
the above requirements.
14.2.2.2 Runway Length Requirements (Balanced Takeoff)

The required takeoff runway length is equal to the longest of the following three distances (see
Figures 1, 2, 3 below).

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

MISCELLANEOUS 14.2
Figure 4
14.2.2.3 Runway Length Requirements With Clearway and Stopway

(Unbalanced Takeoff)
Definitions
Clearway (CWY) An area beyond the runway end, which is under ATC control and is free
from obstacles above a plane sloping 1.25% uphill with a width of 75 m
on each side of the extended RWY centerline. A clearway does not have
to be roll able and can consist of, e.g. a water area.
Stop way (SWY) An area beyond the runway end, which the aircraft can use this as
additional retardation distance in case of rejected takeoff. The surface
must be such, that no damage occurs to the aircraft and it must be of the
same width as the runway end.
Takeoff Run (TOR) A distance used in connection with clearways. The definition of TOR is
similar to the definition of TOD, except that TOR extends to the point
where the aircraft is midway between liftoff and the point where 35 ft is
reached.
Figure 5
Takeoff Run Available (TORA) The length of the normal runway (excluding CWY and
SWY).

14.2 MISCELLANEOUS
Takeoff Distance (TOD) See OM-A 8.1.2.4.6–Flight Preparation; Aerodrome

Categories.
Takeoff Distance Available The length of the normal runway plus clearway. The
(TODA) included CWY distance must not exceed half TORA.
Accelerate-Stop Distance See OM-A 8.1.2.4.6–Flight Preparation; Aerodrome
(ASD) Categories.
Accelerate-Stop Distance The length of the normal runway plus stopway.
Available (ASDA)
Figure 6
In connection with clearways and stopways it is required that TOD TODA and ASD ASDA.
Furthermore, it is required that TOR TORA, i.e. at least half the airborne distance to 35 ft must
be over normal runway. The latter requirement will impose a limit on the maximum usable CWY.
Normally, Max usable clearway is in the order of 200 m.
Unbalanced Takeoff
When there is a clearway and/or stopway, the available distance for accelerate-stop (ASDA)
and accelerate-go (TODA) can be of different length. To maximize the permissible takeoff weight
on such a runway, it is necessary to select a V1 giving different ASD and TOD. Compare with
Fig 4, low V1 is used when clearway is longer than stopway. A high V1 is used when stopway
is longer than clearway.
Such takeoffs are called unbalanced.
Utilizing Clearway and Stopway in Gross Weight Chart

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

Takeoff Weight
The required takeoff runway length increases with the increasing takeoff weight due to the higher
speeds required and the slower acceleration and deceleration associated with the higher weight.
Alignment Distance
When lining up for takeoff, some distance of the available runway is lost behind the aircraft.
Furthermore, the required runway lengths do not consider the length of the aircraft which in a
theoretical accelerate-stop scenario would result in the nose wheel overrunning the beginning
of the runway even if main wheels were positioned on the edge of the runway before takeoff.
To compensate for these factors, a correction for alignment distance is mandatory. The
magnitude of the correction varies depending on aircraft geometry and the type of runway entry
(straight in, 90° entry, or backtrack with U-turn).

MISCELLANEOUS 14.2
When utilizing GWC, this correction is included in the published numbers. When calculating Max
takeoff weight from the respective FCOM/AOM, the available runway length must be reduced
with a number published in the respective FCOM/AOM.
Pressure Altitude
The lower air density at higher pressure altitudes requires higher TAS to reach a given IAS
and thus a longer acceleration distance to V1 and V2. With the higher TAS at V1, the stopping
distance from V1 increases. Engine thrust is also often reduced with increasing pressure altitude.
Together, these effects result in longer required runway for a given takeoff weight.
Correction for this effect is mandatory and can be made either:
• By directly using pressure altitude in the takeoff data calculations; or
• By using airport elevation plus a correction for QNH.
Airport Elevation
See Pressure Altitude.
Runway Slope
Correction for slope is mandatory. Uphill slope results in increased and downhill slope in
decreased required runway length. The runway slope is calculated as the difference between
the highest and the lowest point of the runway, expressed in percentage of the runway length.
Thus, runways with approximately equal elevation at both ends and with the highest or the lowest
point there between are calculated as uphill slope in both directions.
For runways with variable slope, the average slope is calculated in a conservative way,
sometimes resulting in different uphill and downhill slope figures for the two runway directions. It
must be recognized, that actual aircraft performance on a runway with variable slope may differ
from the performance on a runway with even slope.
Wind
Correction for wind is mandatory. A headwind component will decrease and a tailwind
component will increase the required takeoff runway length.
In accordance with the requirements, 50% reported headwind and 150% reported tailwind
component used in the calculation of the wind correction are given in the respective FCOM/AOM
diagrams and GWC.
Temperature (OAT)
Correction for OAT is mandatory. Increased OAT results in the increased required runway length
due to higher TAS for the takeoff speeds given in IAS and, above the flat rating temperature of
the engines, also reduces thrust.
QNH Deviation from 1013.2 hPa

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

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

14.2 MISCELLANEOUS
greatest stopping effect is achieved when maximum reverse thrust is applied as soon as
possible after initiating a rejected takeoff.
Takeoff Flap Setting

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

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

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

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

Vertical Clearance
The net engine-out takeoff flight path, after engine failure at VEF, must clear all obstacles within
the horizontal sector shown in Table below.

MISCELLANEOUS 14.2
Minimum vertical obstacle clearance

for the net takeoff flight path
On wet or contaminated runways 15 ft
Normally 35 ft
Where more than 15° of bank is required. 50 ft
The actual engine-out flight path will clear obstacles by an additional margin increasing with
distance traveled (for 2-engine aircraft: 0.8%, 3-engine aircraft 0.9%, 4-engine aircraft 1.0% of
distance traveled—see Figure 8). Thus, for actual obstacle clearance, the table values above
are valid only for close-in obstacles.
The above obstacle clearance requirements apply to a point from which it is possible to start
an approach to the takeoff airport or until the prescribed clearance for en route flight can be
complied with.
Where these requirements lead to penalizing weight limitations when applied along the normal
allengine climbout track, special Engine Failure procedures may be established, following an
alternate track, provided these obstacle clearance requirements are met along that alternate
track.
In addition to considering flight path after engine failure at VEF, as described above, engine
failure at any point along the all engine flight path must also be considered. In mountainous
terrain, this may call for multiple Engine Failure procedures valid for different sections of the all-
engine climbout procedure.

14.2 MISCELLANEOUS
Figure 8 Horizontal and Vertical Obstacle Clearances for Takeoff Weight Calculation
Obstacle Assessment
When utilizing reduced V1 (15 ft screen height), obstacle clearance for close in obstacles can
be as low as 15 ft. Thus. utmost care should be taken when collecting obstacle information.
Normally, Aerodrome Obstruction Charts from AIP shall be used and supported by topographical
maps.
Curved Flight Path

It is permitted to calculate with a curved sector following a turning climbout. However, no track
change shall be made until the aircraft has reached the height (above runway) specified below.
Minimum height for turn after engine failure

2-/3-engine aircraft 4-engine aircraft
Normally 150 ft 250 ft
Where all-engine turn at 300 ft is 100 ft 200 ft
permitted by Authority.
When constructing Engine Failure procedures and calculating associated GWC weight
limitations, the following apply for curved flight paths:
• No more than 15° of bank shall be required below 400 ft and not more than 25° of bank
above 400 ft;

MISCELLANEOUS 14.2
• The distance D in Figure 8 shall equal the distance traveled from end of TODA or, if turn is
initiated before end of TODA, from the end of TOD;
• Allowance must be made for the degrading of climb gradient due to bank. The allowance
shall be based on data published by the aircraft manufacturer. Where such data is available
for 15° bank only:
◦ A proportionate amount should be applied for bank angles less than 15°;
◦ Three times the gradient loss for 15° may be applied for bank angles greater than 15°
(flown at V2+10);
• Allowance must be made for the effects of increased operating speeds associated with bank.
These effects include degrading of climb gradient during acceleration to the higher speed
and increased turning radius due to the higher speed;
• The radius of turn is calculated as:
where R is turning radius in meters, V is climb speed in knots TAS, and φ is the bank angle.
14.2.2.6 Factors Affecting Obstacle Clearance

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

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

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

Flap setting must be considered when calculating obstacle clearance.

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

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

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

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

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

MISCELLANEOUS 14.2
Figure 9 Detailed Flight Path as Used in Takeoff Calculation
14.2.2.8 Factors Affecting Climb Requirement Limited Takeoff Weight

In accordance with the requirements, the aircraft must be able to maintain a specified minimum
gradient of climb in still air in the first and second takeoff climb segments (see Figure 9).
Normally, the second segment climb is the limiting one.
The required gradients are as follows:
1st Segment 2nd Segment

2-engine aircraft Positive 2.4%
3-engine aircraft 0.3% 2.7%
Pressure Altitude
Climb gradient is reduced with increasing pressure altitude due to reduction in engine thrust.
Correction is mandatory and can be made either by:
• Directly using pressure altitude in the takeoff data calculations; or
• Using airport elevation plus a correction for QNH.
Airport elevation


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

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

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

Correction for inoperative systems affecting climb performance is mandatory when applicable.
An unretractable landing gear will decrease the climb performance and the Max takeoff weight
considerably. Dispatch with an unretractable landing gear is for some types of aircraft certificated
with payload, for other types only permitted for ferry with minimum crew as stated in the
respective FCOM/AOM.
Bank Angle
Increased bank angle reduces the actual climb gradient but is not considered for the takeoff
climb requirement. Thus, no correction is required.
14.2.3 En Route Limitations

14.2.3.1 General
In order to ensure a safe flight over mountainous terrain, the flight must be planned in such a
way that, in case of engine failure, the aircraft can clear the most critical terrain en route with
acceptable safety margins. This can be obtained by showing either that:
• One/two-engine-out service ceiling along the entire track clears all terrain by the prescribed
margin (8.1.2.4); or
• The aircraft can drift down from the all-engine cruising altitude clearing all terrain by the
prescribed margin (8.1.2.4).
Limitations with regard to terrain en route are given, when applicable, in Flight Plan Routing
(FPR).
For the routes not covered by FPR, the limitations can be calculated from the respective FCOM/
AOM, Service Ceiling Instructions.
Escape Routes
Where the aircraft cannot satisfy the above requirements along the intended track it is
permissible to plan drift-down along one or more escape routes, to be used in case of engine
failure. The requirements must then be met along these escape routes.
Width of Corridor
The en route limitations shall be satisfied within 10 NM on each side of the intended track.
Practical Application of En Route Terrain Requirements

Limitations with regard to terrain en route are given, when applicable, in En Route Chart and
Route Manual.

MISCELLANEOUS 14.2
When constructing new flight plan or in-flight replanning, it is mandatory to check that the service
ceiling and/or drift down requirements are satisfied. “Quick check” in 8.1.2.4 provides a simple
method.
14.2.3.2 Service Ceiling

Definition
The service ceiling is the highest altitude at which the aircraft in still air can perform a DCA
required climb gradient with operating engine/engines at MCT, flaps and landing gear retracted
and at the climb speeds given in the respective FCOM /AOM (see Figure 10).
The required climb gradients are as follows:
3-engine 2-engine 1-engine

service ceiling service ceiling service ceiling
2-engine aircraft - - 1.1%
3-engine aircraft - 1.4% 0.3%
4-engine aircraft 1.6% 0.5% -
Requirements
The one-/two-engine-out service ceiling must clear all terrain along the entire track by at least
1,000 ft.
The critical terrain points shall be checked with the gross weight estimated overhead each such
point. The service ceiling requirements must be met without fuel dumping.
When the requirement cannot be met at the estimated gross weight overhead the critical terrain:
• The takeoff weight must be reduced until the estimated gross weight overhead the critical
terrain, considering fuel burn to that point, is reduced so the requirement is met; or
• Compliance with the drift-down requirements must be shown.
Figure 10 Application of Service Ceiling
Quick Check
A quick check for compliance with the service ceiling requirements is made as follows:
• In the respective FCOM/AOM, find service ceiling, expressed in pressure altitude, for gross
weight. Correct for ice protection as required.

14.2 MISCELLANEOUS
• On En Route Chart, find MORA/MOCA. Correct for OAT, QNH and wind according to 8.1.1.3.
If service ceiling is at or above the corrected MORA/MOCA, further analysis is not required.
14.2.3.3 Drift-down
The drift-down procedure is an alternative to the service ceiling requirements and has the same
application.
Drift-down procedure basically means that an aircraft must enter the terrain at a flight level high
enough to clear the terrain on track to the nearest airport in case of drift-down resulting from
engine failure.
Requirements
• The drift-down path used in the calculations must, at each point, be based on a descent
gradient equal to the actual gradient minus the required service ceiling gradients. This drift-
down path is called the net drift-down path.
• The net drift-down path shall clear all obstacles vertically by at least 2,000 ft.
• Fuel dumping is permitted in all drift-down calculations. However, required fuel reserves for
flight to the airport intended for landing must be observed.
• The critical point(s) for start of drift-down must be given as a Pre-Determined Point (PDP).
PDP must be given with margin for at least 5 min navigational error and decision making.
• Drift-down path must be based on 95% headwind regularity and a temperature of STD
+15 deg C.
Figure 11 Application of Drift-Down
14.2.3.4 Alternatpe Airport Requirements

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

MISCELLANEOUS 14.2
14.2.3.5 Factors Affecting En Route Terrain Clearance

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

The one engine inoperative service ceiling requirements may result in a takeoff weight limitation
(see Figure 10).

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

The Max landing weight with regard to runway length is governed by the rule, that landing
distance, without reverse thrust, shall not exceed 60% of available runway length (see Figure 12).

MISCELLANEOUS 14.2
Figure 12
Flight Planning
At start of takeoff or, in case of in-flight replanning at the point from which the revised operational
flight plan applies, the estimated landing weight must not exceed the Max landing weight at
destination and alternate(s).
In connection with flight planning, the Max landing weight at destination and alternate(s) is the
lower of.
• Max landing weight for the most favorable runway in still air; and
• Max landing weight for the runway most likely to be assigned considering:
◦ Forecast wind at time of landing;
◦ Ground handling characteristics of the aircraft;
◦ Other conditions such as landing aids, terrain, noise abatement procedures.
Exceptions
• If the former requirement (most favorable runway in still air) cannot be met at the destination,
the flight may still be dispatched provided it is planned with two alternates meeting both the
above requirements.
• If the latter requirement (runway most likely to be assigned) cannot be met at the destination,
the flight may still be dispatched provided it is planned with at least one alternate meeting
both the above requirements.
Before Commencing Approach

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

Landing Weight
The landing distance and the required landing runway length increases with the increasing
landing weight.
Runway Surface
The landing diagrams are calculated for a dry and hard runway surface. Wet, and contaminated
runways will normally increase the landing distance due to decreased braking action.

14.2 MISCELLANEOUS
Required landing runway length shall be corrected for wet and contaminated runway according
to the respective FCOM/AOM and GWC. See further 8.3.
Runway Slope
Landing distance is effected by slope. Downhill slope will increase and uphill slope will decrease
the landing distance. However, required runway length is normally not corrected for slope, unless
slope exceeds ±2%.
Pressure Altitude
Landing distance increases with increasing pressure altitude due to the higher TAS at the lower
air density.
However, required runway length shall not be corrected for pressure altitude. See Airport
Elevation.
Airport Elevation
For increasing the airport elevation, TAS will increase due to lower air density, which will result
in increased landing distance. Landing distance increases with increasing pressure altitude.
However, required landing runway length shall not be corrected for pressure altitude, but
correction for airport elevation is mandatory.
QNH
Landing distance increases with increasing pressure altitude.
However, required landing runway length shall not be corrected for QNH. See Airport Elevation.
Wind
Landing distance will decrease in a headwind and increase in a tailwind.
In accordance with the requirements, 50% reported headwind and 150% reported tailwind
component are used to calculate the wind corrections given in the diagrams and GWC.
Temperature
Landing distance increases with increasing temperature due to higher TAS at the lower air
density.
The required landing runway length is not corrected for temperature as the effect is small.
Diagrams are based on STD temperature.
Landing Flap
In order to increase the go-around climb gradient in an engine-out landing as well as the Max
landing weight with regard to the climb requirements, it is sometimes necessary to use a reduced
flap setting. Landing with reduced flaps is, for some types of aircraft, recommended to reduce
flap wear, noise and fuel consumption. A smaller flap setting increases landing distance and
required landing runway length.
Inoperative Equipment
Landing distance will increase with malfunctions that lead to higher threshold speed or reduced
braking efficiency.
During flight planning, required landing runway length shall be corrected for effect of equipment
known to be inoperative at departure.
Required landing runway length is normally not corrected for malfunctions occurring in flight.
In such case, the landing distance shall be calculated including the effect of the malfunction
and the P-i-C shall determine the acceptable relation between landing distance and available
landing runway length.
Reversing
Landing distance is calculated without reverse thrust. Application of reverse thrust will reduce
landing distance.
Required runway length, dry runway, is also based on no reverse. Thus, no correction has to be
made if the reversing is inoperative and no credit is allowed for availability of reverse.

MISCELLANEOUS 14.2
However, the availability of the reversing will, as given in the respective FCOM/AOM, affect the
braking action corrections. For landing with one or more reversers inoperative, these corrections
are designed to keep landing distance within 75% of available runway length.
Ground Spoilers
Spoilers may disturb the lift of the wings and thus increasing the load on the landing gear.
This will increase the braking force (= wheel load x friction coefficient) and decrease the landing
distance.
On most aircraft, the required landing runway length calculation is based on automatic spoiler
extension, i.e. without any crew reaction time. If the automatic extension system is inoperative.
Landing distance will increase due to delayed manual spoiler extension.
Anti-skid Inoperative
Braking distance of the required runway length is based on an operative anti-skid system. If this
system is inoperative, the distance will increase due to less efficient brake application.
Slats and Leading Edge Flaps

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

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

14.2 MISCELLANEOUS
Figure 13 Obstacle Clearance Requirements
14.2.4.5 Approach and Landing Climb Requirements

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

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

Landing climb requirement is based on all engines at go-around thrust, landing gear extended,
landing flaps and the landing climb speed.
The difference in stall speed between approach and landing flap must not exceed 10%.
The required climb gradients in zero wind are as follows:
Approach Climb Req. Landing Climb Req.

There is no obstacle clearance requirement with regard to a go-around in the performance

requirements. However, obstacles in the missed approach area are considered in the calculation
of landing minima, i.e., climb out with one engine inoperative must clear all obstacles in the
missed approach area with certain margins.
Caution: Go-around from altitude BELOW MINIMA or beyond MAP may not always
provide terrain clearance even with all engines operating when following
missed approach procedures in the approach chart. To increase the
safety margin in such a case, missed approach shall be performed in
accordance with SID or SEFP whenever published and ATC must be informed
accordingly. This problem is particularly pronounced if the permissible
landing weight for a runway is higher than the permissible takeoff weight for
that runway.
However, the P-i-C may follow the missed approach procedure if he deems
it adequate for the circumstances.

MISCELLANEOUS 14.2
14.2.4.6 Factors Affecting the Landing Weight Limited by Climb

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

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

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

During landing a major part of the aircraft kinetic energy is transferred into the brakes. The heat,
which builds up in brakes and wheels, constitutes a potential danger for the next takeoff unless
sufficient cooling is allowed during the ground stop. The main concern is that wheel thermal fuse
plugs may melt during takeoff.
The Max Quick Turnaround Landing Weight is the highest landing weight allowing a short ground
stop. When actual landing weight exceeds this weight the aircraft must remain parked on ground
for a prescribed time before subsequent takeoff and fuse plugs must be visually inspected before

14.2 MISCELLANEOUS
takeoff. The requirements assume that the landing was conducted with maximum braking for the
entire stopping reverse thrust not used. For landings where only light braking was used, there
is substantial conservatism built into the requirement.
Although Max quick turnaround landing weight is calculated with considerable conservatism,
it is seldom restricting normal operation. For most aircraft types Max quick turnaround landing
weight is limiting only with combinations of exceptionally high landing weights, OAT, pressure
altitude, downhill slope and/or tailwind.
For some aircraft types the min turnaround time requirement is substituted by a brake
temperature check to be performed when the Max quick turnaround landing weight has been
exceeded. See the respective FCOM/AOM.
14.2.5 Structural Requirements and Limitations

14.2.5.1 General
All aircraft structures are designed for the anticipated loads that may be caused either by
deliberate maneuvering on the part of the pilot or by flight through disturbed air. In case of
transport aircraft, which do not need to be violently maneuvered, loads resulting in flight through
gusty air are the major design consideration.
Many thousands of observations have established reasonable figures for gust velocities upon
which structural design requirements are based. However, these gust figures are not the highest
gust velocities possible in nature. To protect the aircraft against overload, operational limitations
of aircraft weight, fuel distribution and speed are set forth and it is anticipated that pilot’s judgment
will avoid extreme maneuvers and extreme turbulence conditions.
14.2.5.2 Load Factor

The load factor can be defined simply as the ratio between the total air load on the wings and
the weight of the aircraft.
Thus, if the aircraft is flown in steady flight (unaccelerated flight), the lift is equal to the weight
and the load factor is equal to 1. In this case, the forces acting on the aircraft and persons inside
it are only equal to the acceleration of gravity, which are the normal forces felt by a person when
e.g. sitting or standing motionless. Thus, only the deviations from the load factor = 1 is felt.
Note: Often, the load factor is referred to in terms of “g”, where “g” is the acceleration of gravity.
The load factor exceeds 1 in the maneuver like a pull up and turns. The harder the pull up and
the steeper the turn are, the greater the resulting load factor is. The load factor in a turn can be
computed by dividing 1 by cosines for the angle of bank, i.e. for a 45° bank turn, the load factor
is 1.4; for 60°, it is 2; and for 75°, it is 3.9.
When an aircraft encounters air gust, a change in the wing lift and load factor will be caused by
the abrupt change in the angle of attack. Thus, an up-gust increases and a down-gust decreases
the load factor.
The aircraft must be designed to withstand certain minimum load factors established by the DCA.
There are two load factor limits defined as limit load factor and ultimate load factor, and between
them a safety factor.
Limit Load Factor

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

The ultimate load factor is the highest load factor which can be withstood by an aircraft without
failure of any component of the structure.

MISCELLANEOUS 14.2
As the safety factor is normally equal to 1.5, the minimum ultimate load factor for the aircraft
structure will be:
• 1.5 x 2.5 = 3.75 with flaps up; and
• 1.5 x 2.0 = 3.0 with flaps down.
Safety factor
The safety factor is different for various aircraft components and depends on material and
working methods used. Normally, the minimum safety factor is 1.5.
Note: The above defined design load factors are upward acting (positive) load factors.
The corresponding downward acting (negative) design load factors are –1 and –1.5
respectively. Heavy negative loads are less usual on transport aircraft. Normally, the
positive load factors are responsible for the limitations established to protect the aircraft
structure.
14.2.5.3 Speed Limits to Protect the Aircraft Against Overload

A condensed and simplified explanation of the rather complicated establishment of speed limits
shall be given below. In general, the maximum speeds are limited by two requirements:
• The aircraft must be able to withstand certain gust intensities without permanent
deformation. These speed limits are denoted, as for instance, “VMO” and represent Max
speeds at the lower altitude range. At such altitudes, the Max speeds are normally constant
or increase slightly with altitude. The speed limits are established vs. gust intensities and
gust load factor.
• The aircraft must not show any irregularities with regard to control forces, control
effectiveness and stability. This can be expected when the aircraft approaches higher Mach
number and is caused by changes in airflow around the aircraft. This results in a limiting
Mach number, such as, “MMO” and represents Max speeds at the upper altitude range. At
these altitudes the Max speeds are given as constant or slightly varying Mach numbers.
The corresponding IAS will decrease with the increasing altitude. The Mach number limits
are chosen by the manufacturer.
The gust load factor takes into account not only the lift/gross weight ratio, but also the mass
forces acting on an aircraft in turbulence.
The limit gust load factor calculated from a formula is a function of aircraft geometry, aircraft
speed, gust velocity, gross weight and altitude. It must not be lower than the limit load factor
previously defined.
All speed limits must be determined for the most critical combination of altitude, gross weight
and fuel load.
From Figure 14, it can be seen that the aircraft structure can withstand higher gust velocities at
lower speeds and that the stall speed increases with increasing gust velocity (“g-stall”).
Figure 14 Speed Limit vs. Gust Intensity

14.2 MISCELLANEOUS
Figure 15
VD/MD is a speed used only for the design and the aircraft certification. It is higher than the Max
speed permitted in airline operations.
VD/MD is defined as the lower of the following two speeds:
• The speed (VD) at which the aircraft can encounter the gust intensity of at least 25 ft/sec
(decreasing above FL 200—see Figure 15) without exceeding the limit gust load factor;
• The Mach number (MD) up to which it is demonstrated that no undesirable flight
characteristics, except moderate buffeting, occur.
Maximum operating limit speed, VMO/MMO

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

Rough air, in this case, refers to conditions so severe that the pilot’s main concern is with the
safety of the aircraft and passengers.
In selecting the above speed, a compromise must be made between the following two limitations:
• A low speed to permit the structure to withstand the greatest possible gust velocities;
• A speed high enough to prevent an accelerated stall caused by the gusts associated with
the turbulent air.
The rough airspeed meets the above limitations at a gust intensity of at least 66 ft/sec
(decreasing above FL 200—see Figure 15).

MISCELLANEOUS 14.2
66 ft/sec is truly rough and there is little risk of this gust intensity being encountered except,
perhaps, in the worst thunderheads.
In turbulence less severe than that previously described, the pilot should reduce speed in
accordance with his own judgment of the situation.
Speed Reduction in Rough Air

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

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

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

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

In level flight, the total gross weight is supported by the air load on the wings. The air load is
an upward acting load and the gross weight (= the weight of the fuselage, fuel and wings) is a
downward acting load.
Since the upward acting loads on the wings (= aircraft gross weight) are greater than those acting
downward (= weight of wing + fuel), bending moments and upward acting loads are produced
at the wing roots (see Figure 16).
The load at the wing root can be illustrated by the following examples where the figures are
given in tons:
Zero fuel With 50-t fuel

Weight of fuselage and its contents 60 60
Weight of wings including engines 40 40
Fuel load +0 +50
Aircraft gross weight 60+40+0=100 60+40+50=150
Lift/wing = aircraft gross weight divided 100/2=50 150/2=75
by 2

14.2 MISCELLANEOUS
Zero fuel With 50-t fuel

Weight/wing (including engined & fuel) (40+0)/2=20 (40+50)/2=45
Wing joint load 50-20=30 75-45=30
Thus the wing joint load remains constant provided the weight of the fuselage and its contents
is kept constant. The fuel, when carried in the wings, offloads the wings to the same amount
as it on loads them.
If in the above examples, 30-t wing joint load is the maximum permitted including the DCA safety
margins, the gross weight of 100 t is equal to the Max Zero (Wing) Fuel Weight. If this weight is
exceeded, for instance, by carrying too much payload, the design load at the wing-to-fuselage
joint is exceeded.
Figure 16
Fuel Distribution and Consumption

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

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

14.2.6.1 Definitions
For performance purposes, runway conditions are divided into categories defined according to
Table below. Operational rules for these categories are summarized in OM-A.
Definition Expanded definition

Dry runway A runway which is neither Regarding grooved runways,
wet nor contaminated. see below under “Wet” Runways
reported as “Damp” belong to this
category.
“Damp” runways have changed
color due to moisture but do not
appear reflective.

MISCELLANEOUS 14.2
Definition Expanded definition

Wet runway A runway with sufficient A “Wet” runways can have up to
moisture on the surface 3mm of standing water.
to cause it to appear
Grooved runways and runways
reflective, but without
with porous pavement do not fall
significant areas of
into this category, but should be
standing water.
regarded as “Dry” even when
appearing reflective.
Runways with “WATER PATCHES”
3mm covering more than 25% of
the required runway length and
width being used are considered
“Wet”.
Contami- Contami- Compact- A runway covered by If picked up, compacted snow will
nated nation ed snow snow, which has been hold together or break into lumps.
runway NOT compressed into a solid
“ROLLED” snow is synonymous
affecting mass resisting further
See note with “COMPACTED” snow.
accelera- compression.
tion Ice Dry A runway covered by dry Runways reported as covered by
ice ice with no water. “RIME” or “FROST” belong to this
category.
Wet A runway covered by ice
ice with a layer of water on
top.
Contami- Standing A runway covered by Density = 1.
nation water
>3mm of water If ≤ 3mm, runway is regarded as
affecting
“Wet”.
accelera-
tion Runways reports as “FLOODED”
or covered by “WATER
PATCHES” (>3mm) belong to this
category.
Slush A runway covered by Slush is water-saturated snow
which will splash when stamped
>3mm of slush.
with the foot.
Density = 0.5-0.8
If ≤ 3mm, runway is regarded as
covered by compacted snow.
A runway covered by If compacted by hand, wet snow will
Wet snow
stick together and tend to form a

>6mm of wet loose snow.
snowball.
Density = 0.5-0.8.
If ≤ 6mm, runway is regarded as a
A runway covered by If compacted by hand, dry snow will
Dry snow
Loose snow
fall apart upon release.

>8mm of dry loose snow.
Density = 0.15-0.35.
A runway covered by This is a Company’s definition to be
Very dry snow
applied when the P-i-C deems snow

>15mm of very dry loose
to be very light; snow can be blown
snow.
and can whirl about.
Density ≤ 0.15.

14.2 MISCELLANEOUS
Note: A runway is considered to be contaminated when more than 25% of runway

surface, within the required runway length and the width being used, is covered by
contamination.
14.2.6.2 Effect on Takeoff and Landing Performance

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

MISCELLANEOUS 14.2
The higher the tire pressure is, the higher the hydroplaning speed becomes. If all other conditions
for hydroplaning are available, the hydroplaning speed in knots is equal to 9 √P . At touchdown
before the tire starts to rotate, it is in fact equal to 7.7 √P , where P = tire pressure in psi. Such
speed is given in GWC under the heading “Wind Limits and Braking Action.”
The risk of dynamic hydroplaning is reduced with increasing depth of grooves in tires and/or
runways or if the runway has more open texture.
Increasing risk of dynamic hydroplaning is obtained with increasing fluid depth.
Ice and compacted snow

Ice and compacted snow will reduce friction and affecting stopping and controllability but will not
affect the acceleration.
When wet, such surfaces can become extremely slippery.
Slush
Slush has undesirable effects on acceleration, as well as on braking.
Having characteristics of fluid, it is displaced by the tires, resulting in a significant retarding force.
The accompanying slush spray causes additional drag when it impacts on the lower side of the
aircraft, the landing gear, flaps, etc.
Approximately 40% of the total slush drag is produced by the nose wheel, which creates the
major part of the spray drag.
The slush drag increases with the square of the speed up to the aquaplaning speed and,
thereafter, to a smaller degree because the spray is reduced when, especially, the nose gear
tends to float on the slush layer. Furthermore, the slush drag increases linearly with increasing
depth of slush.
The all-engine takeoff roll distance will increase by about 20% for 1.5 cm slush, 40% for 2.5 cm
slush, and indefinitely for 5 cm slush. This corresponds to 200–400 m and 400–800 m, depending
on the type of aircraft and takeoff weight.
In addition to the performance loss, the slush spray can cause several types of damage to the
aircraft structure and systems. Furthermore, as slush has a slippery texture, the controllability
and braking can be extremely poor, particularly at high speeds because of aquaplaning.
Slush drag and spray also causes a nose down pitching moment which, in turn, increases the
forces required to rotate the aircraft.
Standing Water
Standing water has an effect similar to that of slush on aircraft performance.
Loose Snow
Loose snow, being compactable and not creating any spray pattern, results in less performance
deterioration. However, snowdrifts may create a great hazard to operation.
14.2.6.3 Required Corrections for Wet and Contaminated Runways

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

Correction for wet runway is mandatory. Corrections are based on:
• Engine failure at VEF;

14.2 MISCELLANEOUS
• Reduced V1 (15 ft screen height);

• Effect of reverse thrust;
• Braking action being ½ of dry runway braking action.
Takeoff Corrections on Contaminated Runway

Correction for contaminated runway is mandatory.
Caution: Corrections for contaminated runway attempt to compensate for drag of

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

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

Correction for contaminated runway is mandatory.
Caution: Corrections for contaminated runway attempt to compensate for reduced

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

Clearing
Runway shall, if possible, be cleared of ice and snow. For clearing, it is preferable to have broom/
blower sweepers that move fast enough to permit the operation on the runway during short traffic
free periods as it is much easier to keep a runway clear if the traffic has not compacted the snow.
Experience has shown that 2–4 sweepers are necessary to keep a runway in operation without
undue closing time. Snow clearing should be made in a way that snow walls are not created at
the immediate edge of the runway.
To fight ice or compacted snow, various types of salt are used in some cases. Practically, all
such agents cause corrosion and should, therefore, be avoided or the runway should be cleaned

MISCELLANEOUS 14.2
before continuing operation. Urea, alcohol and glycol, however, have been found acceptable, if
used in an appropriate manner.
Sanding
Should it not be possible to keep snow and ice off the runway, braking action can be improved by
sanding. The size of grains in the gravel used must not exceed 4 mm, preferably 3 mm, because
coarse gravel may seriously damage the engines.
It has been proved important to fix the sand to the runway. This can be done by melting the top
of the ice layer by using a flame thrown or by spraying a thin layer of water above the sanded
surfaces. These method can, of course, only be used when the temperature is below the freezing
point. Fixing sand with water requires a temperature not above −5 deg C.
14.2.6.5 Determination of Braking Action During Winter Conditions

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

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

Braking action can be determined by installing a decelerometer in a truck. When driving the truck
at a certain speed, full brakes are applied and the Max deceleration recorded. The brakes are
released once the wheels of the truck become locked.
In Scandinavia, the decelerometer used is called Tapley Meter and regarded as a standby for
the more reliable test vehicles.
Another decelerometer, mostly used in the USA and Canada, is James decelerometer. This
instrument gives braking action as retardation in ft/sec²; in the USA normally labeled RCR (RWY
Condition Reading) or occasionally JBI (James Brake Index). The Canadian ATC report JBI
converted to μ.
At some airports using the James decelerometer, the plain language terms “POOR”, “MEDIUM”
or, “FAIR”, “GOOD”, etc. do not correspond with the international practice. Therefore, RCR or
JBI shall be requested and, if reported as retardation, converted to μ. Conversion scales are
provided in RM/Meteorology.
μ= retardation in ft/sec² divided by 32.2.
Braking Action Reports from Landing Aircraft

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

14.2 MISCELLANEOUS
Unreliability of Braking Action Measurements

When conditions are such that the wheels of a test vehicle will penetrate a thin layer of slush,
loose wet snow, or water, whereas the aircraft wheels may not, the test results will indicate a
much better braking action than a landing aircraft can expect to experience. With most existing
measuring equipment the situation is as described above.
Therefore, when the airport temperature is close to zero and there is wet snow, slush or standing
water on the runway, correct for braking action POOR, unless the measured coefficient is
reported less than 0.20 in which case the reported coefficient shall be used.
However, with the BV11 and SFT equipped with a specially designed aircraft type high pressure,
natural rubber tire, test run at minimum 95 km/h are regarded to give acceptable figures in the
above case. However, BV11 and SFT are regarded to give acceptable figures in the above case.
The above test measurement characteristics have led to the rules laid down in OM-A 8.1.2.4
regarding application of braking action measurements.
Note: During non-winter conditions, the braking action is not measured on wet runways. An
unreliable m would be obtained due to the difference in hydroplaning characteristics of
the aircraft and measuring vehicle. Therefore, special wet runway corrections are laid
down as required in the respective FCOM/AOM.

oOo
MISCELLANEOUS 14.3
Characteristic Speeds Page 1
14.3 Characteristic Speeds

14.3.1 MNM Control Speed (VMC)
MNM Control Speed on Ground (VMCG)
MNM Control Speed on Ground (VMCG) is defined as the minimum speed at which directional
control on ground can be recovered and maintained under the following conditions:
• Sudden engine failure on the most critical engine;
• Takeoff thrust on the remaining engine(s);
• Flaps in the smallest takeoff position;
• Control maintained by rudder only;
• Certification based on a dry RWY and disconnected rudder pedal nose wheel steering to
simulate icy runway;
• VMCG determines the lowest V1 to be used.
MNM Control Speed Airborne (VMCA)

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

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

The effect of up to 5° banking in a straight flight toward the operating engine(s) is normally used
by the manufacturer in the certification of VMCA. The lift component resulting from this banking
assists directional control. The higher the weight the larger the assistance from a given bank
angle.
Normally a conservative VMCA covering all weights is published. However, VMCA for control
affecting systems inoperative, may be published versus gross weight.
The 5° bank gives a lower VMCA than for wings level flight. Consequently, for wings level flight,
the VMCA will be higher than the certified VMCA which is published in the respective FCOM/
AOM.

14.3 MISCELLANEOUS
Page 2 Characteristic Speeds
VMCA vs angle of bank
Although the published VMCA is based on 5° bank, our initial climb procedure after an engine
failure (without additional failure of systems) calls for wings level.
The reason for this discrepancy is because VMCA-problems normally only occur at low takeoff
weights. At high weights, VMCA is overruled by the stall speeds and the directional control can
be maintained with wings level, practically without any side slipping.
Consequently, the wing level technique is used because more emphasis is placed upon aircraft
climb performance at high weights. At low weights, the performance capability is normally in
excess of that desired, so favorable bank angles may be used for heading control if necessary.
In summary, VMCA is not approached when performance requirements are critical (high
weights) and therefore, approximately wing level attitude is desired. When directional control
requirements are critical (low weights), performance requirements are not critical and favorable
banks may be made.
The possibility to assist heading control with banking should be kept in mind, especially in low
weight, even though our normal procedure calls for wings level.
On the other hand, the bank toward the operating engine(s) must not be exaggerated. Above 5°
bank, the reduction in VMCA per degree of bank is smaller, and at 8-10° bank, VMCA starts to
increase rapidly due to the start of flow separation at the vertical tail due to sideslip. A slightly
higher bank angle can result in vertical tail stall and consequently loss of control. The above
phenomenon is illustrated in the above Figure.

MISCELLANEOUS 14.3
14.3.2 CRITICAL ENGINE FAILURE SPEED (VEF)

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

V1 is the speed at which, for the purpose of determining the required takeoff runway length,
engine failure is assumed to occur and be recognized and action initiated by V1. Even though
V1 is frequently called a “decision speed” or “critical engine failure recognition speed” it may be
more appropriate to call it an “ACTION INITIATED SPEED”. Thus, for the calculation of required
runway length, the engine failure is assumed to occur 1 sec before V1.
The reaction time is defined as the time from engine failure to first pilot action to stop the aircraft,
which normally is the application of wheel brakes. This implies that the reaction time includes
recognition and decision making.
At V1, in a runway limited takeoff, it should be possible to either:
• Reject the takeoff and stop at the end of the runway (or end of stopway if applicable),
provided the physical stopping process is initiated no later than at V1 and provided that the
required pilot actions are accomplished within the assigned times. The time assigned for
these actions is normally the times demonstrated during certification plus 2 sec (typically
a total of 3-4 sec), or
• Continue the takeoff and reach 35 ft at V2 speed at the end of the runway (or end of clearway
if applicable), provided the engine failure occurred no earlier than 1 sec before V1. If the
engine failed earlier, a continued takeoff will result in less than 35 ft at the runway end.
Note: For the definition of stopway and clearway, see para 4.
Normally V1 is so determined that the distance required to stop from V1 is equal to the distance
required to continue from V1 to a point 35 ft above the runway. A V1 so determined is called “V1
for balanced takeoff” and will normally result in the shortest required runway length. To achieve
balanced takeoff, it is necessary to vary V1 with TOW, slope, elevation etc.
If V1 is selected in such a way that the distances to stop or to continue to 35 ft above RWY end
are unequal the takeoff is said to be unbalanced. In some special cases this may permit higher
TOW than balanced takeoff. Typically unbalanced takeoff is utilized on runways with stopway
and/or clearway. However, not all aircraft are certified for unbalanced takeoff.
V1 shall always be calculated for the actual takeoff weight.
When the actual takeoff weight is lower than the runway limited takeoff weight it is possible to
calculate a range of permissible V1. The lowest V1 is then limited by the requirements that a
continued takeoff must result in at least 35 ft at the runway (clearway) end and that V1 must not
be less than VMCG. The highest V1 is limited by the requirements that a rejected takeoff shall
be stopped by the end of the runway (stopway) and that V1 must not be higher than VR.
For more detailed rules, see 3.1.6.
Caution: In the certification, stopping from V1 is based on the most efficient wheel
braking on a dry runway without credit taken for reversing. The performance
in an actual accelerate-stop case may differ from the demonstrated
performance due to a number of reasons such as worn or lost brakes,
excessive pilot reaction time, etc. The beneficial effect of reversers is very
small on top of Max braking on dry runway. Thus, stopping from V1 at a
runway length limited weight is a very critical task.
At the runway length limited weight, a continued takeoff after an engine
failure occurring earlier than 1 sec before V1 will result in less than 35 ft at
the runway (clearway) end. Although this is often a safer course of action
in case of doubts, it must be realized that continued takeoffs from engine
failures at less than V1–10 kt (for 2- and 3-engine aircraft) and V1–20 kt (for
4-engine aircraft) will result in the aircraft not airborne at the runway end.
Furthermore, continued takeoffs with engine failure must not be attempted
from speeds less than VMCG.
The rules for decision making relative to V1 in connection with malfunctions during takeoff roll
can be found in 3.2.4.

14.3 MISCELLANEOUS
14.3.3.1 Reduced V1
In connection with reduced braking action, as on a wet runway, a rejected takeoff close to V1
becomes even more critical as described above. For such cases, a reduced V1 can be used to
transfer safety margin from the continued takeoff case to the rejected case to better balance the
margins between the two options.
The reduced V1 is based on reaching 15 ft height at the end of the runway (clearway). Obstacle
clearance is reduced by 20 ft.
When V1 is based on 15 ft at the runway end, a continued takeoff from an engine failure at
speeds less than V1–5 kt may result in no liftoff before runway end.
Reduced V1 can be used on wet runways and on contaminated runways when contamination
is not affecting acceleration (ice and compacted snow).
For contamination affecting acceleration, reduced V1 can be used only if the gross weight
corrections are designed to consider V1 reductions. Otherwise the contamination may degrade
acceleration so the aircraft will not liftoff before the end of the runway. See the respective FCOM/
AOM.
14.3.4 Rotation Speed (VR)

VR is the speed at which, for the purpose of determining the required takeoff runway length,
rotation of the aircraft is initiated. Rotation in this case equals rotation around the lateral axis of
the aircraft, or, in fact, changes from ground roll attitude to flight attitude.
VR must be determined not to be less than:
• V1
• 1.05 times VMCA
• The speed which permits the attainment of V2 prior to reaching 35 ft height above the takeoff
surface.
• The speed, at which if Max practical rate of rotation is used, will result in a liftoff speed not
less than 1.10 and 1.05 times the min liftoff (or unstick) speeds demonstrated for all-engine
takeoff and one-engine inoperative takeoff respectively.
Furthermore, it must be demonstrated that the one-engine inoperative takeoff distance to 35 ft,
rotation initiated at VR–5 kt does not exceed the corresponding one with rotation initiated at VR.
In practice, VR is used in all takeoffs for the start of rotation.
Caution: It is very important to rotate the aircraft as closely to VR as possible. A too-

early rotation will increase the drag, thus reducing acceleration so it may
be difficult to lift off and to reach V2 within reasonable time and/or to clear
obstacles.
Too-late rotation may also reduce obstacle clearance due to the longer TOD. (see Figure below.)
14.3.5 Takeoff Safety Speed (V2)

V2 is the speed used in determining the required takeoff performance during the initial climb. In
these calculations, V2 should be reached prior to attaining the height of 35 ft above the runway
surface (see Figure above).

MISCELLANEOUS 14.3
Thus, V2 is used in determining:

• The required takeoff distance, prior to the end of which V2 should be attained;
• The climb requirement limitations;
• The obstacle clearance limitations.
Furthermore, V2 shall not be less than:
• 1.1 times VMCA;
• 1.2 times Vs or 1.13 times Vs1g;
• VR plus the increment in speed attained prior to reaching the height of 35 ft above the
runway surface.
In practice, V2 should be used as a climbout speed in case of an engine failure until the aircraft
has attained a safe height above obstacles in the climb direction. Furthermore, normal takeoff
procedures are based on speeds V2+10 to 20 or depending on aircraft type.
Especially on all-engine aircraft, the climb speed must be kept down to avoid any part of the all-
engine flight path coming below the 1-engine inoperative flight path (see Figure below). This is
covered by the procedures published in the respective FCOM/AOM and RM.
Caution: Flying at a speed below V2 will result in a considerable loss in climb

performance and may create problems regarding stall (see Figure below).

14.3 MISCELLANEOUS
Increased V2
From the previous discussion and Figure above, it can be seen that a V2, based on a higher
percentage above stall is advantageous from a takeoff climb requirement point of view. However,
a higher V2 will result in a greater RWY-length requirement.
The above method is used to improve climb requirement limited TOW (second segment) for all
types of aircraft.
14.3.6 Flap and Slat Retraction Speed

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

VMO is limited by structural requirements and MMO is limited by the high-speed aerodynamic.
VMO/MMO is the Max operational speed and shall not be deliberately exceeded in any regime
of flight.
14.3.9 Rough Airspeed

Rough airspeed is the speed which should be used in connection with severe turbulence.
14.3.10 Speed for Max Range

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

Speed for Max endurance is the speed for Max flight time, i.e. speed for minimum fuel
consumption. On jet aircraft this is a speed slightly lower than the minimum landing speed.
To obtain speed stability, the holding speed is often selected higher than max endurance speed.
Thus, holding speed is normally in the region of minimum drag speed or even close to VL/D
Max. This holding speed is then, for practical purposes, also used as speed for max endurance.
The difference in endurance is negligible.
Use of Flight Management System provides a holding speed close to the maximum endurance
speed.
14.3.12 VL/D Max

VL/D Max = Speed for Max glide
= Speed at maximum lift (L) and maximum drag (D)
= Speed for max climb gradient and drift-down

MISCELLANEOUS 14.3
14.3.13 Cruise Speed Stability

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

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

The stall speeds given in the respective FCOM/AOM are based on:
• Engines idling or zero thrust (negligible effect on stall speed);
• CG in the most unfavorable position (forward limit);
• The aircraft trimmed for a straight flight at a speed between 1.2 and 1.4 VS;
• The approach to stall made with an elevator position resulting in a speed reduction of Max
1 kt/sec.
There are two definitions of stall speed. For most purposes the difference can be disregarded
and reference is made to “stall speed” (VS) only. For certification purposes, it is important to
distinguish between minimum stall speed (VSmin) and one g stall speed (VS1g).
VS min is the minimum speed obtained during the stall maneuver. When this speed is reached
during the stall deceleration, the aircraft has already started to sink through and is
flown at a load factor less than 1 g, which gives a stall speed less than the speed
obtained at 1 g but not less than 94% of VS1g. For conventional aircraft types, VS

14.3 MISCELLANEOUS
min is used in the certification as a basis for other speeds and is generally referred
to as VS.
VS1g is the speed at which the aircraft is first observed to start sinking through during stall
deceleration. This occurs at a speed higher than VSmin. For newer aircraft types,
VS1g is used in the certification instead of VSmin.
Stall margins are not affected by the type of stall speed definition. For example, V2 = 1.20 VS min,
VS min = 0.94 VS1g, so V2 = 1.20 x 0.94 = 1.13 VS1g.
The stall speed increases with the increasing air load supported by the wings. Thus, the stall
speed will increase with:
• Increasing gross weight;
• Increasing vertical acceleration obtained, for instance, in a go-around, a turn, or
encountering up-gusts, i.e. turbulence;
• Fwd CG compared to aft CG, normally, there is a negative load on the horizontal tail. At
forward CG, this negative load as well as the required lift of the wings increases. This
increases the stall speed and also the drag;
• Ice on the aircraft and especially on the upper wing surfaces resulting in a less efficient airfoil
with reduced lift capability, increased gross weight and increased drag.
14.3.16 Pattern and Approach Speeds (VP, VA)

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

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

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

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

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MISCELLANEOUS 14.4
Air Traffic Services Page 1
14.4 Air Traffic Services

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

All flights shall be filed and performed according to an IFR flight plan which must not be changed
to VFR. However, visual approaches may be executed in accordance with OM-A 8.3.1.5-
Descent.
14.4.3 CONTROLLED AIRSPACE

The ATS will provide air traffic control clearance within controlled airspace, establishing adequate
traffic separation according to standard procedures.
The P-i-C has the primary responsibility for terrain clearance. However, during radar vectoring en
route or in connection with approach and departure procedures, the controller has all necessary
information available to secure minimum safe altitude, however, the ultimate responsibility for
terrain clearance rests with the P-i-C.
14.4.4 UNCONTROLLED AIRSPACE–FIR

14.4.4.1 FLIGHT INFORMATION SERVICE (FIS)
Within an FIR, the ATS provides Flight Information Service (FIS) and establishes regulations
regarding reporting procedures as well as altitude regulations.
ATS should keep flights informed of all the relevant known IFR traffic. However, air traffic control
clearances cannot be given, although some regions employ the same terminology as that used
within controlled airspace.
Flights within FIR's shall adhere to the regulations published for such regions and maintain
flight levels as specified for the direction flown. The P-i-C himself is responsible for maintaining
adequate separation from other traffic as well as for ensuring adequate terrain clearance.
14.4.4.2 AFIS AERODROMES

At some non-controlled aerodromes “Aerodrome Flight Information Service (AFIS)” is provided.
The service is provided by an AFIS unit, the purpose of which is to supply significant information
and in some case suggestions to aircraft on known air traffic, meteorological conditions and
aerodrome conditions. AFIS units are identified by the name of the aerodrome concerned,
followed by the word “AFIS”.
At AFIS aerodromes the responsibility for collision avoidance rests with the P-i-C.
AFIS is provided to arriving and departing aircraft on the maneuvering area, or in the vicinity of
the aerodrome, and comprises:
• Relay of air traffic control clearances
• Suggested runway for takeoff and landing
• Information about other known traffic
• Meteorological information
• Serviceability of the aerodrome and associated aids

14.4 MISCELLANEOUS
Page 2 Air Traffic Services
• Other relevant information.

Pilots in communication with an AFIS unit shall report to the unit all information which may affect
other traffic, i.e. position reports, intended takeoff or landing runway, traffic pattern direction, etc.
Intentions to taxi shall also be updated to the AFIS unit.
AFIS aerodromes are indicated on the approach chart.
Pilots of aircraft arriving at or departing from AFIS aerodromes must be able to plan control over
own flight in relation to other known traffic. This means that the P-i-C of the aircraft will keep the
AFIS unit informed about his intentions and, if necessary, establish contact with other traffic of
a practical traffic sequence. In this respect, attention is drawn to the ICAO separation minima
in RM.
In practice, this means a vertical separation of 1000 ft over main approach aid between arriving
aircraft. The second aircraft shall not initiate final approach procedure until the preceding aircraft
has runway in sight and expecting a normal landing. If backtrack is expected, allowance should
be made for this.
Departure, when other traffic is approaching, should be based on a combination of time, at least
3 min, and climb-out direction 45° off the approach direction.
Departing
• Inform the AFIS unit when ready to start, in order to obtain takeoff data.
• Inform the AFIS unit when ready to taxi, in order to obtain information about traffic.
• Inform the AFIS unit when ready to copy relayed IFR clearance.
• Inform the AFIS unit when lining up, in order to obtain latest information about known traffic,
usually given in the form of “Runway free or Clear”.
• Inform the AFIS unit when taking off.
Arriving
• Inform the AFIS unit about position and estimated time over main approach aid, in order to
obtain aerodrome information and other known traffic.
• Inform the AFIS unit of intended approach procedure and corresponding level/altitudes and
times over.
14.4.4.3 ADVISORY AREAS OR ROUTES

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

Clearance within controlled airspace subject to maintaining its own separation and remaining in
VMC shall only be requested and accepted during daylight and under the following conditions:
• Weather conditions for the entire intended flight path is considerably better than VFR
minima.
• Without clearance to maintain its own separation, significant fuel penalty or delay would
result.
• The clearance is temporary only, i.e., for a short phase of climb, descent or approach.
• Adequate information (type, altitude, speed, track) about reference aircraft is provided.
• The flight is able to establish its exact position and to maintain proper terrain clearance.
14.4.6 ATC CLEARANCES

ATC instructions, ATC clearances and altimeter settings shall be read back. Reception and
readback shall be monitored by another pilot who shall also repeat the significant parts of the
clearance. In case of disagreement between the pilots or doubts concerning the message, a
repeat shall be requested.

MISCELLANEOUS 14.4
Air Traffic Services Page 3
When changing stations, it is recommended to give the new station a short review of valid
clearance if considered relevant.
An ATC clearance may contain a “clearance limit” specified by the name of an appropriate
reporting point, airport or airspace boundary.

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MISCELLANEOUS 14.5
Crew Regulations Page 1
14.5 Crew Regulations

14.5.1 Medical Regulations
14.5.1.1 General
Flight crew shall be cautious of self-medication, especially before and during flight duty, since
some medicines might contain drugs which may affect flying ability.
As a rule, never use medicines when on flight duty without a recommendation from a doctor
familiar with aviation medicines.
14.5.1.2 Medical Examinations

Initial Medical Examination
To satisfy the licensing requirements of medical fitness for the issue of license, the initial medical
examinations shall be carried out only by the Institute of Aviation Medicine, RTAF.
Physical Condition
Flight crew are strongly recommended to strictly adhere to recommendations on general hygiene
given by the Company’s physicians in order to be in good physical condition to maintain their
ability for flight operation.
Periodic Medical Examinations

Routine medical examinations are to be carried out every 6 or 12 months, depending on age
of the license holder. These periodical examinations shall be carried out only by the Institute of
Aviation Medicine, RTAF or by Thai DCA designated examiners at B Care Hospital, Bangkok
Hospital, Bumrungrad Hospital, Samitivej Hospital Srinakarin and Vejthani Hospital.
14.5.1.3 Medical Directives

According to ICAO Doc. 8984-AN/895, Manual of Civil Aviation Medicine, Part V–Aviation
Medical Training, Chapter 3–Medical Facts for Pilots, the following are applied:
Scuba Diving
Flight/cabin crew members should not participate in Scuba diving with breathing apparatus or
pressure exposition in a pressure chamber within a period of 24 hours before flight duty, due to
the risk of decompression sickness.
Blood Transfusion
Flight crewmembers /cabin crewmembers should, as a rule, not be blood donors. If, in case of
emergency, blood has been given, flight duty is not permitted within 72 hours (regulated by the
Institute of Aviation Medicine, RTAF).
If in doubt, consult appropriate aviation medical expert before resuming flight duty.
Use of Alcoholic Beverages

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

As the use of psychoactive substances may adversely affect performance and have side effects
liable to impair judgement, thus flying while under the influence of psychoactive substances
is strictly forbidden. Flight crew/cabin crew may be subject to random test as required by the
authorities.
Flight duties shall not be resumed until the effects of psychoactive substances have entirely
worn off.
14.5 MISCELLANEOUS
Page 2 Crew Regulations
Note: Psychoactive substances in this chapter mean marijuana, cocaine, opiates and
amphetamines.
Pregnancy
Any female pilot who becomes pregnant must immediately, upon becoming aware of such
pregnancy, inform OS.
Certification of “unfitness to fly” shall be in writing from the attending physician and shall indicate
the expected date of delivery. Upon receipt a notice, such pilot will be removed from flying duties.
14.5.1.4 Medicines Not Compatible with Flight Duty

Antihistamine
Antihistamine pills should not be taken within 24 hours before flight duty due to possible side
effects.
Antihistamine preparations are included in various medicine such as pills against air and sea
sickness, pills for allergic deceases and also in medicine against common colds. However,
mild antihistamines, such as brompheniramine or dexchlorpheniramine, may be prescribed by
aviation medical expert for use during flight service.
Sleeping Tablets
On rare occasions, the use of a sleeping pills may be considered necessary. However, only mild
and short-acting pills are authorized, if prescribed by the Company’s doctor for such use. No
sleeping pills shall be taken within 9 hours before flight duty.
Note: There are several other medicines that are not compatible with flight duty. To confirm
the possibility of side effects, aviation medical expert advice may be needed.
14.5.1.5 Duty to Report

Illness Report
Flight/cabin crew who are unable to perform their duties on account of illness or indisposition
shall report the case to the Crew Coordination Dept. (OD), or when on flight duty/at Line Station,
shall report to the P-i-C.
Illness shall be reported as soon as possible, even outside flight duty period. If possible, expected
duration of the illness shall be given. The Crew Coordination Department shall be continuously
informed if the duration of the illness is prolonged.
For flight crew, any illness that results in the suspension of pilot license shall be reported to the
respective OS aircraft type.
After Sick Leave Report

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

Insurance ID cards held by all crew members are used when any emergency arises such as
severe injuries and unforeseen illness where the crew have to be admitted into a hospital and
are unable to contact station manager, the crew may call:
Mercury Assistance and Claims Limited
• Head Office, UK
◦ +44 1273 680453
• North America
◦ +1 800 988 0638 (toll free)

MISCELLANEOUS 14.5
Crew Regulations Page 3
◦ +1 804 673 1451 (charged)

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

14.5.2.1 Crew Meals During Flight Service
As a Company’s policy for the safety of flight, different hot meals for captain and copilot shall be
loaded on every flight that requires crew meal.
Meal Standard
All caterers authorized by THAI are requested to observe the standard outlined in the WHO
Guide regarding Hygiene and Sanitation in Aviation, which are considered to be the basic
minimum requirements.
Meal Consumption
Flight crew shall have regular crew meals during flight service. The period between two meals
must not exceed 6 hours. At least one hot meal shall be served during a service of 12 hours.
Only under exceptional circumstances may the P-i-C decides to deviate from this rule. Flight
service should never begin on an empty stomach.
Two flight crew members occupying the pilot seats shall not have their meals simultaneously.
Light snacks and coffee, etc. can, at the P-i-C’s discretion, be taken at the same time.
Different hot meals shall be served to the captain and copilot during flight duty. Preference should
be given to a simple meals which do not require complicated preparation.
Food Poisoning
As contaminated food is a potential hazard to flight operations, it is the responsibility of the flight
crew to avoid perishable items and every kind of seafood salads and mayonnaise prior to and
during flight duty.
If there is a symptom of food poisoning, take carbonized tablets, drink tea (without sugar) and
mineral water to compensate for dehydration caused by vomiting and diarrhoea. If symptoms
are severe and continue for more than 1–2 days, or in case of high fever, contact doctor as
soon as possible.
14.5.3 Uniform Regulations

14.5.3.1 General
All crew shall normally wear uniform only when on flight duty. A light jacket, dark blue only, is
permitted to be used by flight crew during duty inside the flight deck or during passive duty or
on intercontinental flights where crew rest has to be taken outside the flight deck.
14.5.3.2 Grade Insignia

Category Stripes
Captain 4 wide (12 mm)
Senior copilot 3 wide (12 mm)
Copilot 2 wide (12 mm)/1 (6 mm)
14.5.3.3 Composition of Uniform

Flight crew’s uniform is composed of the following items:
Jacket dark blue
Trousers dark blue
Shirt white
Cap dark blue

14.5 MISCELLANEOUS
Page 4 Crew Regulations
Overcoat/Raincoat dark blue

Necktie dark blue
Belt black
Jacket button gold
Insignia according to 14.5.3.2 above.
14.5.3.4 Economic Regulations

Flight crew are entitled to the following uniform apparel at the Company’s expense:
Item Initial Procurement Subsequent Procurement

Jacket, wool 1 1 every 2 years
Trousers 5 pairs 4 pairs every 1 year
Shirt 6 (short or long sleeved, but at least 6 every 1 year
one long sleeved is obligatory)
Cap 1 1 every 2 years
Overcoat/Raincoat 1 Replacement on request after
5 years, if necessary
Necktie 1 At relevant intervals
Belt 1 1 after 1 year, if necessary
Jacket button 1 set On request, if necessary
Insignia (refer to 1 set On request, if necessary
14.5.3.1)
Suitcase 1 Replacement on request after
3 years, if necessary
Overnight bag 1 1 every 3 years

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MISCELLANEOUS 14.6
Personnel Regulations Page 1
14.6 Personnel Regulations

14.6.1 Vacation
14.6.1.1 General
Flight crewmembers who have completed the probationary period and have worked for the
Company for at least one year are entitled to vacation leave in the following fiscal year, i.e.
October 1 – September 30 as follows:
• With 15 years of service or more: 24 working days;
• With 10 years of service or more, but less than 15 years: 21 working days;
• With 5 years of service or more, but less than 10 years: 18 working days;
• With 1 year of service or more, but less than 5 years: 12 working days.
14.6.1.2 Allocation
Vacation shall be allotted by OL according to THAI general policy regarding crew requirements.
In advance, OL shall issue vacation plan requisition forms to all flight crew members requesting
when the individual vacation period shall be desired and scheduled.
All flight crew members shall be scheduled for their entitled vacation during each calendar year,
and back log is normally not permitted.
14.6.1.3 Coordination
OL is responsible for the coordination of vacation within DP/DQ.
OL shall keep DP/DQ informed of the maximum number of flight crew members within each
group that may be given vacation during any one period at the same time, with due regard to the
utilization requirements and maximum efficiency of scheduling. If there are too many flight crew
members applying for vacation at the same period, the vacation shall be allotted in accordance
with seniority list.
In exceptional cases, Vice Presidents of DP/DQ may grant vacation back log after consultation
with OL. Such vacation back log shall be cleared as soon as requirements permit.
This also applies to flight crew members taking up special duty within DO other than flight duty.
14.6.1.4 Scheduling
OL shall schedule flight crew members for vacation according to the requested vacation plan.
OD shall ensure that flight crew members on vacation are not called for flight duty or rescheduled
in such a way that it will interfere with the planned vacation.
14.6.1.5 Information
Flight crew members should inform OD/OL of where they may be contacted during their vacation.
14.6.2 Leave of Absence

Leave of absence may be given by Personnel Administration Dept. (IZ) after approval by Crew
General Administration Office (OA).
14.6.3 Disembarkation En Route

Flight personnel flying en route as crew members must continue the flight in accordance with
crew schedule and are not allowed to disembark at any other station en route without special
permission from DP/DQ.

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MISCELLANEOUS 14.7
Administrative Meetings Page 1
14.7 Administrative Meetings

Meetings are important management process used for making joint decisions among all
concerned, especially administrative meetings. Such meetings, detailed in OSQM 1.4, are as
follow:
• DO meeting, under the chairmanship of DO,
• DP meeting, under the chairmanship of DP;
• DX meeting, under the chairmanship of DX;
• D8 meeting, under the chairmanship of D8;
• DQ meeting, under the chairmanship of DQ;
• Flight Operations meeting, under the chairmanship of DO or his delegate;
• Chief pilot meeting, under the chairmanship of OS;
• Chief instructor meeting, under the chairmanship of BX;
• Pilot meeting (each aircraft type), under the chairmanship of OS aircraft type;
• Flight technical meeting, under the chairmanship of OE;
• Crew pairing meeting, under the chairmanship of OA;
• Pre-captain candidate evaluation meeting, under the chairmanship of OO;
• Operations safety and development, under the chairmanship of OI;
• OP meeting, under the chairmanship of OP.

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MISCELLANEOUS 14.8
Fatigue Risk Management Page 1
14.8 Fatigue Risk Management

(TBD)

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MISCELLANEOUS 14.9
Interception Page 1
14.9 Interception
Refer to Route Manual.

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MISCELLANEOUS 14.10
Search and Rescue Page 1
14.10 Search and Rescue

Refer to Route Manual.

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APPENDICES 15.TOC
15 APPENDICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
15.1 The Preparation of Duty Rosters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
15.1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
15.1.2 Reference Document . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
15.1.3 Process of Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
15.1.4 Planning Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
15.1.4.1 Duty Periods (DP) Planning Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
15.1.4.2 Flight Duty Periods (FDP) Planning Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
15.1.4.3 Delayed Flight at Homebase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
15.1.5 Extension of the Planning Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
15.1.5.1 FDP Extension for Flight Deck Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
15.1.5.2 FDP Extension for Cabin Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
15.1.6 Rest Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
15.1.6.1 Minimum Rest Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
15.1.6.2 Rest Period Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
15.1.7 Standby . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
15.1.8 Check-in/Check-out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
15.1.8.1 Check-in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
15.1.8.2 Check-out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
15.2 Additional Roster Requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
15.3 Reports & Forms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
15.3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
15.3.2 Safety Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
15.3.2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
15.3.2.2 Air Safety Report (ASR)/ASRTEX message . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
15.3.2.3 Voluntary Safety Report (VSR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
15.3.2.4 Cabin Report (Safety/Security Related) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
15.3.2.5 ICAO Volcanic Activity Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
15.3.2.6 Passenger Disturbance Report (PDR)/ Flight Disturbance Incident Report and
Witness Form (FDIR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
15.3.3 Non-Safety Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
15.3.3.1 VR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
15.3.3.2 Passenger/Crew Illness Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
15.3.3.3 CAT II/III Unsatisfactory Autoland Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
15.3.3.4 Evaluation, Route Training, Line Check/Release Flight Report . . . . . . . . . . . . . . . . . . . . . . . 33
15.3.3.5 Ground/Flight Test Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
15.3.4 Forms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
15.3.4.1 Aircraft Log Books . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
15.3.4.2 Journey Log/Flt Statistics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
15.3.4.3 Pilot Training Release Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
15.3.4.4 Test Flight/Flight Training Flight Log for All Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

15.TOC APPENDICES
15.3.4.5 Flight Crew Hotel Register . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49

15.4 THAI Automatic Flight Planning System (TAFS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
15.4.1 Dispatch Release Message Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
15.4.1.1 International Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
15.4.1.2 Domestic Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
15.4.2 Flight Plan Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
15.4.2.1 International Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
15.4.2.2 Domestic Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
15.4.3 Description of TAFS Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
15.4.3.1 Dispatch Release Message . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
15.4.3.2 Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
15.5 THAI RNAV Equipments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
15.6 Procedures for Royal Travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
15.6.1 Official Travels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
15.6.2 Private Travels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

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APPENDICES 15.1
The Preparation of Duty Rosters Page 1
15 APPENDICES
15.1 The Preparation of Duty Rosters
15.1.1 General
• The preparation process of the duty rosters have been created to be a planning requirement
for Crew General Administration Department (OA) as to provide suitable working conditions
to crewmembers. Furthermore, it also provides an optimum use of manpower to THAI and
with the intent of easing the task of those compiling Company regulations.
• The content of planning requirement shall not conflict with the authority and concerned
international regulations.
• Any alteration on planning requirement shall be done by resolution of pairing meeting (OSQM
1.4 p.7) and be granted permission by the Vice President of Operations Support Dept. (D8).
• In case of irregularities, the alteration can be granted permission by the Vice President of
Operations Support Dept. (D8) but it shall not conflict with the authority regulations.
• The reason of any alteration shall be recorded for further reference by OA.
15.1.2 Reference Document

The aforementioned requirement must take into account the safety as a main concern. This
concern should therefore refer to or comparable to the international rules as follows
• ICAO Annex;
• FAR;
• EU-OPS Subpart Q;
• IOSA standard.
15.1.3 Process of Planning

The process of planning and responsible functions is as follows:
Phase Task Responsible Functions

1 Master Pairing Process Pairing Committee Members
2 Scheduling Process Members In OSQM 4 concerned
3 Crew Control/Movement Control Members In OSQM 5 concerned
15.1.4 Planning Limit

15.1.4.1 Duty Periods (DP) Planning Limit
The cumulative duty periods, to which a crewmember is assigned, shall not exceed:
• 190 duty hours in any 28 consecutive days; and
• 60 duty hours in any 7 consecutive days.
15.1.4.2 Flight Duty Periods (FDP) Planning Limit

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

Local Time A B C D E F
of FDP Start 1 Landing 2 Landing 3 Landing 4 Landing 5 Landing 6 Landing
06:00 – 06:59 11:45 11:15 10:45 10:15 9:45
07:00 – 07:59 12:15 11:45 11:15 10:45 10:15
08:00 – 08:59 12:45 12:15 11:45 11:15 10:45
09:00 – 09:59 12:45 12:15 11:45 11:15 10:45

15.1 APPENDICES
Page 2 The Preparation of Duty Rosters
10:00 – 10:59 12:30 12:00 11:30 11:00 10:30
11:00 – 11:59 12:15 11:45 11:15 10:45 10:15
12:00 – 12:59 11:45 11:15 10:45 10:15 9:45
13:00 – 13:59 11:37 11:07 10:37 10:07 9:37
14:00 – 14:59 11:30 11:00 10:30 10:00 9:30
15:00 – 15:59 11:15 10:45 10:15 9:45 9:15
16:00 – 16:59 11:00 10:30 10:00 9:30 9:00
17:00 – 17:59 10:45 10:15 9:45 9:15 8:45
18:00 – 18:59 10:30 10:00 9:30 9:00 8:30
19:00 – 19:59 10:19 9:49 9:19 8:49 8:19
20:00 – 20:59 10:08 9:38 9:08 8:38 8:08
21:00 – 21:59 9:56 9:26 8:56 8:26 7:56
22:00 – 05:59 9:45 9:15 8:45 8:15 7:45
Table 2: Allowable FDPs for Non Time Zone Adapted Crewmember

00:00 – 23:59 9:45 9:15 8:45 8:15 7:45
Table 3: Time Zone Adapted Application Table

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

When a crewmember is informed of a delay to the check-in time due to a changed schedule,
before leaving the place of rest, the FDP shall be calculated as follows.
• When the delay is informed less than 2 hours before STD, the maximum FDP allowed shall be
based on the original time of FDP start and the FDP starts at 1 hour before the original STD;

APPENDICES 15.1
• Where the delay is informed 2 hours or more before STD, the maximum FDP shall be based
on the revised time of FDP start and the FDP starts at 1 hour before the revised STD.
Note: Changing of departure time may affect the maximum allowable FDP; the FDP extension
shall be reviewed and arranged.
15.1.5 Extension of the Planning Limit

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

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

Hours of Rest For each Max. Hours of FDPs after Extension
Cabin Crewmember With Adequate With Suitable
Rest Facility Rest Facility
00:00 – 01:59 No extension No extension
02:00 – 02:59 Up to 14:00 Up to 16:00
03:00 – 03:59 Up to 16:00 Up to 18:00
04:00 up Up to 18:00 Up to 20:00
provided that:
• Each cabin crewmember is relieved of all tasks during a part of the flight;
• For all of the above conditions, the division of duty and rest is kept in balance between all
of the cabin crew.
15.1.6 Rest Planning

15.1.6.1 Minimum Rest Planning
The minimum rest, which must be provided before undertaking a FDP, shall be at least as long
as the preceding FDP as prescribed in Table 5.
Table 5: Minimum Rest Planning

Flight Duty Period Minimum Rest Period
Not exceeding 8 hours 8 hours

15.1 APPENDICES
Flight Duty Period Minimum Rest Period

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

• Crew should have at least one local day free from all duty in any 7 consecutive days. There
must not be a consecutive 168 hours or more of rest period. However, a disregard of other duty
(not considered FDP) following 24 hours’ rest period may be exercised only when absolute
necessary circumstances so require.
• The privileges with regard to the days free of all duties at home base or place of stationing shall
be subject to applicable laws and regulations and/or arrangements between the Administration
and the Company’s employees. Unless otherwise specified in such laws and regulations and/
or arrangements mentioned above, a crewmember shall be given the days free of all duties,
which are notified in advance, as follows:
◦ At least 8 local days in each calendar month, which may include required rest periods; and
◦ At least 26 local days in each calendar quarter, which may include required rest periods.
• When rest periods are required away from the home base, suitable accommodation shall be
provided for the crewmembers concerned.
• When the time difference (TD) between the places, where a FDP begins and ends, is 4 hours
or more, the minimum rest period (RP) for the crewmember should be at least 24 hours.
• Shorter rest periods than prescribed above shall be at the discretion of the Executive Vice
President, Operations Dept. (DO) provided that the Thai DCA must be informed at earliest
occasion. Flight or a series of flights that have been approved for shorter rest periods shall
be issued to P-i-C by any means of acknowledgement.
15.1.7 Standby
The following shall apply to any crewmember on standby:
• Standby limits:
◦ Airport standby: Maximum 6 hours for each shift;
◦ Other forms of standby (including standby at hotels other than those of airport standby):
Maximum 12 hours.
• Suitable accommodation shall be provided, if a crewmember is required to be on standby
away from home.
• Crewmember shall be notified of the time of the start and end of standby period.
• The following shall be counted towards the cumulative duty periods:
◦ 100% of the amounts of Airport Standby time undertaken by each crewmember until
being called for a flight duty or the termination of such airport standby;
APPENDICES 15.1
◦ 50% of the amounts of other forms of standby undertaken by each crewmember

excluding the first 4 hours of any standby undertaken at home or hotel; and
▪ If notified for a duty, 50% of any notification time of less than 10 hours;
▪ If notification time is 10 hours or more, the calculation of SB duty period from
notification time to report time shall not be applied;
◦ The calculation of SB duty periods shall not be applied, if notified prior to the period
of SB duty.
• If a crewmember is assigned standby immediately after a duty period and without intervening
rest period in such standby, then duty and subsequent time on standby shall be totaled and
included in any immediately subsequent FDP or DP.
• When a crewmember has completed standby without being called for duty, he/she shall
have to complete a rest period of at least 10 hours before commencing a subsequent duty
or standby period.
• Airport standby duty must be followed by at least 12 hours rest period.
• If a flight is delayed on the day of operation before a crewmember leaves his/her place of
rest, he/she is considered to be on standby from the original scheduled check-in time. In
such an event the notification time must be specified.
15.1.8 Check-in/Check-out
15.1.8.1 Check-in
The crewmembers shall check in via the AirCrews® System, or manually whenever the system
is not available. The check-in times for the duties concerned are as follows:
• For Bangkok stations:
◦ Flight deck crew to report at Operation Center:
▪ 1:15 hours before STD for Domestic flight;
▪ 1:30 hours before STD for Regional/Intercontinental flight;
◦ Cabin crew to report at Operation Center:
▪ 2 hours before STD.
• For other stations: To be on board the aircraft concerned 1 hour before STD.
• Ground duties: At the specified starting times of such duties.
• Standby: Check-in time does not apply. The crewmember concerned shall be on standby
from the time specified by OA.
• Deadhead:
◦ Deadhead prior to an operating duty:
For Bangkok stations: To report at Operations Center 2 hours before STD of the
deadheading flight;
For other stations: To be on board the aircraft concerned 1 hour before STD of the
deadheading flight;
◦ Deadhead following a flight duty period: Check-in time does not apply.
• Positioning:
◦ To be on board the aircraft concerned 1 hour before STD of the positioning flight;
◦ At the departure time of ground transportation concerned.
15.1.8.2 Check-out
Check-out times for the duties concerned are as follows:
• Flight duties:
◦ 30 minutes after the actual on block time of the final flight.
• Ground duties:
◦ At the specified ending times of such duties.

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

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APPENDICES 15.2
Additional Roster Requirement Page 1
15.2 Additional Roster Requirement

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

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Reverse side blank
APPENDICES 15.3
Reports & Forms Page 1
15.3 Reports & Forms

15.3.1 General
The Company's reporting system shall be used to report all incidents/occurrences, technical
defects and operational deficiencies, etc., to the departments concerned, and also to satisfy
ICAO (see Note) and DCA requirement for immediate information on significant occurrences.
Furthermore, the reporting system shall be used in order to bring to the attention of the
departments concerned, such information and suggestions that the flight personnel deems it
advantageous for the improvement of the Company's operations in general. It is the responsibility
of P-i-C to submit the appropriate report within the time limit. All reports shall be clearly written
in English. It must be kept in mind that many of these reports are official documents and their
forms and wordings should therefore, be suitable for such documents.
Reports and forms are to be kept in a place where they are accessible to authorized persons only.
Note: According to ICAO requirements, THAI has established a mandatory incident reporting
system to facilitate the collection of information on actual or potential safety
deficiencies.
In addition, THAI has established a voluntary incident reporting system and adjust their laws,
regulations and policies so that the voluntary program:
• Facilitates the collection of information that may not be captured by a mandatory incident
reporting system;
• Is non-punitive; and
• Affords protection to the sources of the information.
15.3.2 Safety Reports

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

15.3 APPENDICES
Page 2 Reports & Forms
Form Used for reporting of

3. Cabin Report (Safety/Security Occurrences in the cabin related to flight safety and/or
Related) security.
4. ICAO Volcanic Activity Report Volcanic eruption or volcanic cloud sighted.
5. Passenger Disturbance Report/ Giving information on unruly/disruptive passenger to the
Flight Disturbance Incident Report P-i-C to have approval for further action.
and Witness Form.
15.3.2.2 Air Safety Report (ASR)/ASRTEX message

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

APPENDICES 15.3
Authorities' points of contact are as follows:
Country Authority Telephone

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

ACAS RA ◦ Maneuvering or Not Maneuvering in response to an
ACAS/TCAS Resolution Advisory (RA).
AIR TRAFFIC INCIDENT ◦ (ASRTEX) Near miss or near collision requiring an
avoidance maneuver to avoid collision or unsafe
situation or when an avoidance action would have
been appropriate.
◦ Provisions of significantly incorrect, inadequate or
misleading information from any ground sources, e.g.,
ATC, ATIS, etc.
◦ Risk of collision with any flying device.
◦ Unauthorized penetration of controlled airspace.
ATS DEFICIENCY ◦ Failure of air traffic services or facilities.
◦ Faulty air traffic procedures or lack of compliance with
applicable procedures by air traffic services or flight
crew.
◦ Incorrect transmission, receipt or interpretation of
message including data link when this results in a
hazardous situation.
◦ Major ATC/Air Traffic Management (ATM) failure.
◦ Occurrence due to the use of national language (other
than English).
◦ Provision of less than prescribed terrain clearance.
◦ Prolong lost of communications.
◦ Radio frequencies jam by Local Broadcasting.
◦ Unlawful radio transmission.
BIRD STRIKE ◦ Bird strike, damaged or not damaged.
CABIN SAFETY
Note: Cabin Report (Safety/Security related) must be
attached.
◦ Defection of cabin equipment(s) which might impact
the airworthiness of aircraft or safety of the flight.
◦ Difficulty in controlling intoxicated passenger(s).
◦ Violent or Unruly passenger.(PDR or PDIR must be
attached)
◦ Incapacitation of any cabin crew member which
renders them unable to perform essential emergency
duties.

15.3 APPENDICES

◦ Occurrences other than accident which have or could
have led to injury to passengers or crew. (Passenger/
Crew Illness Report must be attached).
◦ Passenger detained and/or off-loaded due to safety
reasons after block-off.
◦ Proven or suspected interference from a passenger
carried electronic device.
◦ Events requiring any emergency use of oxygen by
any passenger or crew member other than the flight
crew.
◦ Cabin Safety occurrence reported by Cabin Crew.
DANGEROUS GOODS ◦ (ASRTEX) Occurrences caused by restricted articles,
dangerous goods or special cargo carried on board.
◦ Improper handling or suspected leakage of dangerous
goods.
GPWS/EGPWS WARNING ◦ EGPWS/GPWS activation in any mode, actual
or false (Technical LOG shall entered if false is
suspected).
◦ Difficulty or hazard arisen or that might have arisen
as a result of crew response to an EGPWS/GPWS
warning, e.g., possible reduced separation from other
traffic.
GROUND DAMAGE ◦ (ASRTEX) Collision on ground with obstructions,
vehicles or ground equipment.
◦ A structural damage or defect to the airplane on
ground, not classified as an Accident or Serious
incident.
HAZARD ◦ Anything(s), any action(s) or non-action(s) of any
person(s) involved that could be possible effect,
harmful or push the unsafe condition to the operation
of flight.
◦ Aerodrome movement area obstructed by airplane,
vehicle, animals or foreign objects, resulting in a
hazardous situation.
◦ Errors or inadequacies in marking of obstructions on
aerodrome movement areas resulting in a hazardous
situation.
◦ Failure, significant malfunction or unavailability of
airfield Lighting.
◦ Potential hazardous condition such as an irregularity
in a ground navigational facility, a meteorological
phenomenon or a volcanic ash cloud is encountered
during flight.
◦ Provisions of significantly incorrect, inadequate or
misleading information from any maps, charts, etc.
◦ Significant spillage during fueling operations.
LOAD CONTROL ◦ Occurrences causing airplane control difficulties,
suspected load control errors.
◦ Suspected or actual Load control errors significant
shortfall of the actual performance compared to the
approved performance which results in a hazardous
situation including braking effect, fuel consumption,
etc.
OPERATION OCCURRENCE ◦ (ASRTEX) Actual collision with terrain or obstacles.
◦ (ASRTEX) Any event lead to emergency declaration
("Mayday" or "Pan").

APPENDICES 15.3

◦ (ASRTEX) Aircraft damages or other damages
caused by jet exhaust.
◦ (ASRTEX) Emergency evacuation performed.
◦ (ASRTEX) Hijack/Terrorist act.
◦ (ASRTEX) Incapacitation of any flight crew member.
◦ (ASRTEX) Occurrences during flight or on ground with
crew on board, causing serious injury to any person
that directly results from operation of the airplane.
◦ (ASRTEX) Rapid decompression resulting in
emergency descent.
◦ (ASRTEX) Runway incursion, excursion and
confusion with subsequence or leading to incident
event.
◦ (ASRTEX) Wing tips, tail skid, flaps or engines come
in contact with ground.
◦ (ASRTEX) Undershooting or running off the runway.
◦ Any occurrences cause bursting tire(s).
◦ Any occurrences lead to Rejected takeoff.
◦ Any occurrences when a system has been operated
in an unproved way and airplane performance has
been affected.
◦ Breakdown in communication between flight crew
(CRM) or between flight crew and other parties (cabin
crew, engineering) that has influence on the regularity
of the flight.
◦ Descent below decision height/altitude without the
required visual reference.
◦ Deviation from normal procedures involving a flight
safety.
◦ Go-around producing a hazardous or potentially
hazardous condition.
◦ Hard landing.
◦ Hazard or potential hazard which arises as a
consequence of any deliberate simulation of failure,
condition for training, system check or training
purposes.
◦ Inadvertent deviation from intended or cleared
altitude/FL (more than 300 ft) or intended or cleared
track including deviation due to misreading or
improper setting of instruments or NAV aids.
◦ Incorrect following of published SIDS and STARS.
◦ Incorrect programming of, or erroneous entries
into, equipment used for navigation or performance
calculations, or use of incorrect data, that have
influence on the regularity of the flight.
◦ Incorrect setting of a transponder code that has
influence on the regularity of the flight.
◦ Loading of contaminated or incorrect type of fuel or
other essential fluids (including oxygen and potable
water).
◦ Loading error of incorrect fuel quantities having
influence on airplane endurance, performance,
balance or structural strength.

15.3 APPENDICES

◦ Loss of position awareness relative to actual position
or to other aircraft, or position awareness/navigation
problems that concern safety which require ATS
assistance.
◦ Missing, incorrect or inadequate de-icing/anti-icing.
◦ Non-compliance or significant errors in required
maintenance procedures.
◦ Not stabilized at 500 ft RH and a go-around not made.
◦ Occurrences from turbulence causing aircraft control
difficulties.
◦ Operation of any primary warning system associated
with maneuvering of the aircraft, e.g., configuration
warning, stall warning (stick shaker), over speed
warning, etc. unless operated for training or test
purposes.
◦ Overweight landing
◦ Preparation for an emergency landing has been
made.
◦ Rejected takeoff.
◦ Risk of collision with terrain or obstacle.
◦ Runway incursion without subsequence or leading to
incident event.
◦ Runway incursion.
◦ Severe icing requiring change in altitude.
◦ Stall warning/Stick shaker.
◦ Taxiway/Apron/Stand/T-Mark incursion, excursion or
confusion.
◦ Use of any aircraft emergency equipment or
prescribed emergency procedures in order to deal
with the situation.
◦ Wake turbulence effecting safety of flight.
◦ Whenever clear ice is observed after departure check
and aircraft is released.
TECHNICAL OCCURRENCE
Note: ASRTEX/ASR does not supersede complaint
in Technical Log, therefore Technical Log must
also be entered and circle around Report box.
Engine:
◦ (ASRTEX) Any engine failure.
◦ (ASRTEX) In-flight shutdown forced by technical
problem.
◦ Engine parameters exceed.
APU:
◦ APU Shut down or failure when the APU is required
to be available by operational requirements, e.g.
ETOPS, MEL.

APPENDICES 15.3

Fuel:
◦ Fuel imbalance exceeds limit.
◦ Fuel system malfunctions or defects, which had an
effect on fuel supply and/or distribution.
◦ Loading of incorrect fuel quantities, due to technical
problem, having influence on aircraft endurance,
performance, balance or structural strength.
◦ Low fuel quantity, inability to transfer fuel, or
use total quantity of usable fuel, not requiring a
declaration of an emergency.
Fires:
◦ (ASRTEX) All fires.
◦ (ASRTEX) Smoke or fumes detected in any
compartment.
◦ False fire/smoke warning.
Flight control and stability problems:
◦ (ASRTEX) Loss of control or flight control system
malfunction.
◦ Occurrences from system failures causing aircraft
control difficulties.
◦ Stall warning/Stick shaker due to system failure.
Flight instruments:
◦ Air data, altitude and navigation instrument failures.
Aircraft structure:
◦ Abnormal vibration.
◦ A structural damage or defect to the aircraft, not
classified as an accident or serious incident.
◦ Loss of any external part of the aircraft during flight.

15.3 APPENDICES

System failures:
◦ Aircraft system failure leads to unexpected lateral or
vertical deviations.
◦ Any aircraft system failure leads to Air Turn Back
(ATB) or diversion.
◦ Aircraft system malfunctions which lead to
significant navigation errors not associated with
transitions from an internal navigation mode to radio
navigation mode.
◦ Any occurrence resulting from unforeseen behavior
of a system.
◦ Failure or defect of PA system resulting in loss or
inaudible PA system.
◦ Inability to achieve the intended aircraft
configuration in any flight phase.
◦ Leakage of hydraulic fluids, fuel, oil or other fluids
which result in a hazard or possible hazardous
contamination of aircraft structure, systems or
equipments, or risk to occupants.
◦ Operation of an alternate system due to malfunction
of the primary system.
◦ Overweight or hard landing due to system
malfunction.
◦ Rejected takeoff due to system malfunction.
◦ Significant misleading information without any
aircraft system failure warning.
◦ Significant shortfall of the actual performance
compared to the approved performance which
results in a hazardous situation including braking
effect, fuel consumption, etc.
◦ Total loss or multiple equipment failure.
◦ Whenever a system or performance limitation has
been exceeded as documented by the AOM/FCOM.
◦ Uncommanded or lack of action of a system
resulting in a hazardous or potentially hazardous
condition.
• Crew responsibility
It is the responsibility of the P-i-C to submit an ASR/ASRTEX message as specified above.
In case an occurrence takes place on or in the vicinity of an airport and the P-i-C anticipates
that the authorities might require crew attendance at the investigation, contact shall be made
with that authority via the THAI representative to obtain directives, as to the necessity of the
crew remaining available.
If any reason, ASR/ASRTEX was not submitted by P-i-C , when factual information was
found out, OI shall have full authority to submit equivalent report in order to control FSI and
investigation process.
When the circumstances are such that valuable observations, relevant to the incident, may
have been made by other members of the crew, the P-i-C is responsible for collecting such
additional information, e.g. by requesting written accounts from the crew members concerned.
It is important for the subsequent investigation that such accounts are written down as soon as
possible after the incident and, if possible, be forwarded together with the Air Safety Report.
• Report form
Form OI-FM 18 shall be used as Air Safety Report. Form OI-FM 21 shall be used as a template
for submit ASRTEX. Forms are available in the Captain Report Folder (CRF).
• Completion
The report shall always be written in English and signed by the P-i-C.

APPENDICES 15.3
When ASR is written due to airplane technical, information shall be entered in the complaint
part in the Technical Log, e.g. "INFO; ASR WILL BE SUBMITTED". If the ASR shall be
submitted due to an airplane deficiency also the REPORT box shall be circled.
• Dispatch
ASR shall be submitted within 24 hours. If an ASRTEX message is required it shall be
sent immediately via TELEX or THAI Intranet (http://thaisquare.thaiairways.com/ASR). THAI
Dispatcher or station staff may assist in sending the TELEX. In case of no CRT or THAI Intranet
available, the ASRTEX message can also be sent by facsimile to OP (FAX +66 2 137 1244)
then OP shall forward the message to functions concerned by TELEX.
After the ASRTEX message has been telexed, send the completed ASR without delay by any
quickest available means, either by facsimile to OI (FAX +66 2 545 3849), co-mail or by hand
to OI for further processing.
• Office routine
OI is responsible for handling of Air Safety Reports
The ASRTEX shall be distributed as follows:
◦ DO, DP, DX, D8
◦ OC, OE, OH, OI, OO, OP, OS, BX, OU,
◦ DL, DM, DT,
◦ LC, LE, LG, LO, TE, TQ, and
◦ JR, JZ, WU, DD-F.
The ASR shall be distributed as follows:
◦ DO, DP, DX, D8
◦ OC, OE, OH, OI, OO, OP, OS, BX, and
◦ TE, TQ.
The original report shall be filed at OI for 3 years.

15.3 APPENDICES

APPENDICES 15.3

15.3 APPENDICES

APPENDICES 15.3
15.3.2.3 Voluntary Safety Report (VSR)

• Purpose
The objective of Voluntary Safety Report (VSR) is to enhance aviation safety through the
prevention of accidents and incidents. Its focus is to encourage voluntary reporting of safety
issued and events that come to the attention of flight crew and cabin crew.
• De-identification
Except reporter name, all information that might assist in or establish the identification of other
persons involved in Voluntary Safety Report Forms will be deleted. This de-identification will
be accomplished as soon as practicable.
• Report form

15.3 APPENDICES
Voluntary Safety Report Form (OI-FM 12) shall be used. Form OI-FM 12 for flight crew are
available in Captain Report Folder (CRF). Form OI-FM 12A for cabin crew are available in
Route Folder.
• Processing of reports
The report shall be sent to BKKOI by:
◦ Co-mail,
◦ Fax No. +66 2 545 3849, or
◦ E-mail flightsafety@thaiairways.com.
where the information should be analyzed and reviewed for the purpose of accident/
incident prevention.

APPENDICES 15.3
15.3.2.4 Cabin Report (Safety/Security Related)

• Purpose
Cabin Report (Safety/Security Related) shall be used by IM/AP to report any occurrences
taking place in the cabin that are related to flight safety and/or security. Cabin reporting system
is aimed at minimizing risks to the occupant of the airplane by reducing or eliminating the
reported hazards, as well as at avoiding the repeating of the reported occurrence, with the
potential for creating injuries or causing damage.
• Report form
The Cabin Report (Safety/Security Related) Form QQ-FM 02 shall be used. The form is
available in Cabin Route Folder (RF) provided by QV-3.
• Procedures

15.3 APPENDICES
IM/AP shall report any occurrence takes place in the cabin during flight which might cause
any risk to the occupants of the airplane by using Cabin Report (Safety/Security Related) with
the details of event as much as possible. IM/AP then shall submit the completely filled report
to the P-i-C of the flight.
The following list gives guidance on, but is not limited to, occurrences that shall be reported:
◦ Automated External Defibrillator (AED) usage.
◦ Breach in safety and/or security procedures.
◦ Failure of cabin communication system.
◦ Death on board.
◦ Passenger oxygen mark dropped.
◦ Emergency equipment not present or operational.
◦ Fire/smoke/fumes.
◦ Hazardous material exposure.
◦ Defection of cabin equipment(s) which might impact the airworthiness of aircraft or safety
of the flight.
◦ Potential hazard which may cause injury to others.
◦ Safety-related interruption during sterile cockpit.
◦ Severe turbulence.
◦ Inadvertent slide deployment.
P-i-C of the flight, then shall attach the Cabin Report (Safety/Security Related) reported by
IM/AP with the ASR (Air Safety Report) and submit to OI as "CABIN SAFETY" event with the
additional details as required to complete ASR.
• Office routine
Upon receiving Cabin Report (Safety/Security Related) attached with ASR, OI then shall make
a copy of Cabin Report (Safety/Security Related) and forward to QQ for information. (Then
the ASR and the attached report shall be handled as ASR.)

APPENDICES 15.3

15.3 APPENDICES
15.3.2.5 ICAO Volcanic Activity Report

• Purpose
AAPA (Association of Asia Pacific Airlines) members operate in an area which probably has
the greatest concentration and widest spread of active volcanoes, the so-called "Pacific Ring
of Fire," from Japan through the Philippines, Indonesia and Papua New Guinea. Eruptions can
and do occur at any time and often are not reported to the airlines for days if at all. Immediate
notification of an eruption with specific details of position, type of cloud, height and drift are
essential to warn airlines so that they can react accordingly.
Equally important is knowledge of the movement and dissipation of the ash cloud, so that
airlines can cancel costly diversions when no longer required.
• Report form

APPENDICES 15.3
The ICAO Volcanic Activity Report (VAR) Form (BKKORTG 9707061) shall be used. The form
is available in the Captain Report Folder (CRF).
• Procedures
Whilst flying in the known volcano region, the flight crew should visually monitor any activity,
any change to known NOTAM's, and any other activities not previously noted. In case an
eruption is observed, the report must be completed on the ICAO Volcanic Activity Report
Form. Section 1 (items 1-8) of the form is to be transmitted over radio to the respective ATC
without delay.
• Office routine
At the first point of landing, the P-i-C shall hand over the completed VAR form to the Company's
staff or representative for further transmission to the addresses indicated on the top of the
form.
In case the completed form is handed over to BKKOP/OW, BKKOP/OW shall then forward a
copy of Section 2 of the form via fax or SITA to:
◦ ICAO Regional Office Bangkok;
◦ QANTAS AIRWAYS 24-hour operations dispatch desk;
SITA : SYDOSQF
Phone : 61 2 9691-1320
Fax : 61 2 9691-1385
QANTAS shall then immediately forward the Volcanic Activity Report via fax or SITA to
Volcanic Ash Advisory Center and IATA Montreal.
BKKOP should:
◦ Decide if the report has effects on THAI's own operation.
◦ If so, cancel or delay the flight as appropriate.
◦ After an initial new alert, decide if ash cloud is above 3000 meters.
◦ If there has been no further information received on relevant volcanic activity, request the
pilots to specifically observe the volcano in question.

15.3 APPENDICES

APPENDICES 15.3
15.3.2.6 Passenger Disturbance Report (PDR)/ Flight Disturbance

Incident Report and Witness Form (FDIR)
• Purpose
Passenger Disturbance Report (PDR) and Flight Disturbance Incident Report (FDIR) are
normally handled by IM/AP for the purpose of giving information on unruly/disruptive
passenger to the P-i-C to have approval for presenting the "Passenger Notice" card and, if
illegal behavior still continues, use as evidence report to a police.
The PDR and FDIR must be acknowledged and signed by the P-i-C.
• Report forms
Passenger Disturbance Report Form (QV-FM 1), Flight Disturbance Incident Report Form
(QV-FM 4) and Witness Form (QV-FM 3) shall be used.

15.3 APPENDICES
Forms are available in the Captain Report Folder (CRF).

• Procedures
◦ Passenger Disturbance Report
The PDR form shall be used whenever the passenger behavior is considered illegal and
at least.
Level 2 warning which "Passenger Notice" card is required to present to such passenger.
If the passenger continues illegal behavior, the IM/AP shall fill out the Level 3 part and
informs the P-i-C for further action (see 11.2).
A set of each PDR form has 3 copies which shown in white, pink and blue colors. An original
(white) shall be filed in the Route Folder for the purpose of keeping record, the first copy
(pink) is given to the authorities at the arrival station together with the unruly/disruptive
passenger, and the second copy (blue) shall be kept by IM/AP of that flight.
◦ Flight Disturbance Incident Report
The FDIR form shall be used when a disturbance incident occurs on board and the
procedures outline in 11.2 shall be adhered to.
In case of such incident occurs:
▪ IM/AP shall complete the FDIR form both on page 1 for quick identification of the
incident and on page 2 for gathering information to cover the legal requirements, such
as evidence of intoxicants, words spoken, threats and physical or verbal danger to
others.
▪ IM/AP shall also present the witness report (s) to the authorities for prosecution.
▪ The P-i-C shall report to the authorities about the reasons of restraint with his signature
on the official documents for prosecution.
Note: Since many cases brought to court are lost or withdrawn because of insufficient
evidence, fill in the report as clearly as possible from the beginning until the end
of the incident and as soon as it happened.
A set of each FDIR form has 5 copies which shown in white, pink, blue, yellow and green
colors. The first copy (pink) shall be handed over by IM/AP to the Police/Security officers
upon present themselves at the airplane together with the unruly/disruptive passenger.
The copies distribution list stated in FDIR form page 2 shall be adhered to.
• Office routine
All forms are supplied by QV to OB for further loading on board by OB-R. Upon received
PDR and FDIR from IM/AP of such flight, QV shall then distribute the report to the functions
concerned for further actions as appropriate.
The report shall be filed at QV office for 5 years.

APPENDICES 15.3

15.3 APPENDICES

APPENDICES 15.3

15.3 APPENDICES

APPENDICES 15.3
15.3.3 Non-Safety Reports

15.3.3.1 VR
Purpose
The Voyage Report shall be used to submit information on operational matters not covered by
the Air Safety Report (ASR).
The occurrences, which have been reported through those channels, should normally not be
reported in a Voyage Report, except if the P-i-C finds it appropriate to elaborate on the incident
via this channel. It should be realized, however, that a Voyage Report is an official document,
which may be distributed also to the authorities upon request.
Report Form
The Voyage Report form (OO-FM 4) shall be used. Forms are available in the Captain Report
Folder (CRF).
This VR form is designed for the convenience in writing Voyage Report. P-i-C could choose the
subject matters from those already listed on page 1 and give additional descriptions/suggestions
(in English), if desired. If the P-i-C requires action or only for information on any subject matter,
he could mark it on the VR form in the columns provided.
OR shall maintain stock to supply to OB as OB-R is responsible for checking that a sufficient
stock of blank report forms is available on board the aircraft prior to departure.
Reportable Items
The Voyage Report should be considered as a direct link from the P-i-C to Flight Operations.
Therefore, he is free to include items according to his judgement.
Following matters are to be reported in the Voyage Report:
• Delay in departure in excess of 15 minutes.
• Events and observations concerning the efficient and rational completion of a flight.
• Information and suggestions, which the P-i-C deems are advantageous for Flight Operations
in general.
• Random inspection by any authorities during ground stop at intermediate airport/
destination.
• Death of passenger/crew member.
• Injury or serious illness suffered by any passenger or crew member, Passenger/ Crew Illness
Report, shall also be submitted. (Full name and address of doctors/ nurses or any person
who gives assistance on board is required for writing to thank them for their assistance.)
• Request for baggage identification due to missing passenger.
• Lack in security arrangements.
Note: The P-i-C shall also report by radio to the next point of landing, in case of death, injury
or serious illness.
Procedure
The Voyage Report shall be written without delay, and dispatched within 3 days after flight by
the quickest possible means to OO, i.e.:
• By co-mail;
• By Fax No. 0-2545-3901;
• By e-mail: report.vr@thaiairways.com (copy surachet.m@thaiairways.com).
With the P-i-C's consent, other crew members may submit a report or include remarks,
information, or suggestions in the Voyage Report. Such report or entries shall be signed by the
P-i-C with the crew member's name in brackets.
Office Routine
The Director, Flight Standards (OO) is responsible for handling all Voyage Reports according
to the established procedures.

15.3 APPENDICES
All Voyage Reports will be given the following standard distribution: DD, DO, DP, D8, DP-C, JL,
JR, OI, OS, OX, and the P-i-C originating the report.
In addition to the standard distribution, the report is distributed for action/information to various
functions concerned within the Company, depending on reported matter. Reports containing
matters of strictly confidential nature will be given an appropriate limited distribution.
Some reported items may be allotted to departments concerned with a "Action" Request. The
requested answers shall be sent to OO, who will make further distribution to the standard
distribution as stated above and the functions concerned which were mentioned in the VR.
The original VR, the distributed copy and each answer shall be filed at OO office for 3 years.

APPENDICES 15.3
15.3.3.2 Passenger/Crew Illness Report

Purpose
The Passenger/Crew Illness Report Form shall be used for either of the following purpose:
• When a passenger becomes seriously ill and requires doctor's attention on board during
flight;
• When a crew member becomes seriously ill during his/her flight duty and requires doctor's
attention.

15.3 APPENDICES
Report Form
Form QV-FM 4-01 shall be used. The form is available in the Captain Report Folder (CRF) and
Cabin Route Folder (RF) on board the aircraft.
Procedure
Crew who suffer from any Illness or injury during his/her flight duty and requires doctor's attention
or who assist the doctor's attention to the passenger illness during flight shall fill up the details
in Passenger/Crew illness Report form as much as applicably.
After crew has completed Passenger/Crew Illness form, he/she shall submit the complete-filled
form to IM/AP during flight.
Upon receiving Passenger/Crew Illness Report from the crew, IM/AP of such flight shall then
add the additional required details in the Cabin Report (Safety/Security related) in case of the
illness or injury caused by any safety or security issues, e.g., flight encountering to turbulence,
decompression, etc.
IM/AP then shall report to P-i-C of the flight and submit him both complete-filled reports.
In case of the illness or injury is not induced by any safety and/or security issues. IM/AP shall
forward the received Passenger/Crew Illness Report to the P-i-C solely.
P-i-C then shall verify the cause of occurrence, then as his consideration report to OI with ASR
(Air Safety Report) or to OO with VR (Voyage Report). Depend on the P-i-C Discretion, the Cabin
Report (Safety/Security related) shall not be attached with VR, whenever P-i-C consider cause
of illness or injury is not caused by the safety or security issues. Nevertheless, if it seems to be
related P-i-C shall ask IM/AP to submit him Cabin Report (Safety/Security related).
After ASR or VR has been completely filled, the P-i-C then shall send the completed form
to OI/OO together with an ASR or VR as stated above for further process, e.g., medical
reimbursement, thanking the doctor for his assistance to the patient, etc.
The P-i-C shall, before landing, inform ground staff or ATC about the sick person via appropriate
means (ACARS, SATCOM or CUT Channel) for medical assistance (if required).
Office Routine
All forms are supplied by QV to OB for further loading on board in CRF (Captain Report Folder)
which is in the cockpit by OB-R and in Cabin Route Folder which is prepared for each flight
by QV-3.
• For flight crew illness or injury, OI/OO shall forward the Passenger/Crew Illness Report to the
director, Pilot Administration Department (OS) for further action.
OS shall file a copy of the report for records for 3 years.
• For cabin crew illness or injury, OI/OO shall forward the Passenger/Crew Illness Report to the
director, Cabin Crew Administration Department (QV) for further action.
QV shall file a copy of the report for records for 3 years.
• For passenger illness or injury, OI/OO shall forward the Passenger/Crew Illness Report to the
function concerned for further action and report to the authority concerned when the condition
is so required.

APPENDICES 15.3

15.3 APPENDICES
15.3.3.3 CAT II/III Unsatisfactory Autoland Report

Purpose
The CAT II/III Unsatisfactory Autoland Report shall be used to detect undesirable trends for
CAT II/III operations before they become hazardous.
Report Form
The CAT II/III Unsatisfactory Autoland Report form, available in the Captain Report Folder (CRF)
on board the aircraft, shall be used.
OR shall maintain stock to supply to OB and OB-R is responsible for checking that report forms
are available on board the aircraft prior to departure.

APPENDICES 15.3
Procedures
The report shall be filled in, in addition to the Flight Deck Log entry and Autoland Records form
in FFF, after an unsatisfactory CAT II/III approach. The actual approach type shall always be
stated in order to get correct statistics.
The following shall always be documented: Date, Time, Flight number, ACFT type, ACFT
registration, P-i-C's name, Personnel number, Airport, Runway, Weather condition, Surface wind,
Clearance received for CAT II or CAT III approach and Actual approach type (CAT II or CAT III).
Unsatisfactory approach reason should be identified by checking one of the listed box items,
i.e. Automatic system disconnect, Procedure related, Ground facilities, ILS interference, ACFT
equipment failure, ATC related and other reasons. If none of the listed item is applicable, state
the reason in the Remarks box.
Autoland touchdown zone is 275 m (900 ft) to 732 m (2400 ft) down the runway and within 8 m
(27 ft) of the centerline during rollout. If aircraft lands outside this area, record approximate area
of touchdown point with "X", including aircraft path during rollout, on runway depiction.
Dispatch
The CAT II/III Unsatisfactory Autoland Report shall be completed without delay after landing.
Dispatch the report by co-mail directly to OU for further investigation with TE and all concerned.
15.3.3.4 Evaluation, Route Training, Line Check/Release Flight Report

Pre-captain Candidate Evaluation Report
Pre-captain Candidate Evaluation Report form shall be used when a flight officer is scheduled
with an evaluator pilot for the purpose of evaluating before he is appointed a captain candidate.
The form is available at Flight Documentation & Publication Services (OR) and Flight Standards
(OO) offices. It is the duty of the Flight Standards Department (OO) to distribute this form to the
flight officer undergoing evaluation, and it is the duty of the pilot under evaluation to ensure that
the form is completed whenever flying with the evaluator pilots.
The clarification of items to evaluate and grading instructions are shown in the form.
The "Remarks" space is intended for comments on the standard of the pilot under evaluation.
The completed form shall be signed by the evaluator pilot and returned directly to the Flight
Standards Department (OO) soonest after the flight.

15.3 APPENDICES
The report shall be kept in pilots' personal files at OS office after evaluation completion (till the
end of pilot career).
Route And Aircraft Experience Report

The report shall be completed by a pilot flying as either captain candidate, copilot, or
supernumerary pilot for the purpose of gaining practical experience in routes, aerodromes or
the aircraft type.
The form is available at Flight Documentation & Publication Services (OR) and Pilot
Administration (OS) offices. It is the duty of the student pilot to carry the form on the flights and
to ensure that it is correctly completed.
The completed report shall be the basis of qualification for release, and shall be presented to
the releasing pilot before the release flight.
If a release flight is not required, the report shall be returned to the chief pilot concerned when the
training is completed. The report shall be kept in file at OS aircraft type for a period of one year.
Pilot Check/Report
Whenever a pilot is scheduled with a Line Check Pilot for the purpose of given Release flight,
the LIFUS, Pre-evaluation and Supervision/Line Check, the Pilot Check/Report form (OS-FM 1)
shall be used. The report form is available at Pilot Administration Dept. (OS)
It is the duty of Line Check Pilot to ensure that the form is correctly completed after flight. Since
the report is confidential (except LIFUS) then, after shown to the pilot under Line Checked for
signing of acknowledgement, the Line Check Pilot shall return such form directly to the Chief
Pilot concerned.
For LIFUS, student pilot shall carry report forms on the flights for the LIFUS record and shall
ensure that the report form is correctly completed. The student pilot shall return the completed
report directly to the Chief Pilot after the training is completed.
The space in the "Remarks/Comments" column is intended to be used by Line Check Pilot to
comment on the standard of the Line Checked pilot (pilot under supervision).
It is the duty of the releasing pilot to inform departments concerned by telex of the release flight
performed.
The completed report form shall be kept in file at OS aircraft type for a period of three years.

APPENDICES 15.3

15.3 APPENDICES

APPENDICES 15.3

15.3 APPENDICES

APPENDICES 15.3
15.3.3.5 Ground/Flight Test Report

Purpose
The Ground/Flight Test report is used by the designated flight test crew when performing a
ground and/or flight test at out station (not BKK base), in order that OE can keep records of the
aircraft capability and corrective airworthiness.
Report Form
The Ground/Flight Test Report Form (OE-FM 3), available in the CRF, shall be used when
performing ground/flight test. This form is identical to the Ground/Flight Test Report Form
in AFTM (Aircraft Functional Test Manual) which, in normal case, OE test crew will use in
conjunction with their assigned test routine.

15.3 APPENDICES
Completion
The designated test crew shall complete the form by filling out all applicable data and mark in
the appropriate boxes. If non-routine should be marked, the crew shall fill in detailed description
in the remarks space provided. If the space is insufficient, an empty blank paper can be used
as extension or attachment to the remarks.
Office Routine
After completion of the form, the test crew (assigned by the team leader) shall send the
completed form to OE. OE staff will then handle the report according to OE manual. The
completed form shall be filed at OE for 5 years.

APPENDICES 15.3
15.3.4 Forms
Form Used for Reporting of
Aircraft Log Books Complaints on technical deficiencies, action taken, and
maintenance release.
Journey Log/FLT Statistics Calculation of crew’s flight time and data to be filled in for
operational statistics, and fuel management.
Pilot Training Release Form Result/status of pilots after certain releases.
Test Flight/Flight Training Flight Test flight and school flight for crew’s flight time and operational
Log for All Aircraft statistics.
Flight Crew Hotel Register Status of crew accommodated overnight at certain destinations.
15.3.4.1 Aircraft Log Books

(The following instructions and handling procedures are summarized from TTPM-LO 1201.)
General
Aircraft Log Books are composed of Technical Log and Cabin Log. Crews are responsible for
reporting or advising any aircraft discrepancy occurred during their flight operations in Aircraft
Log Books.
All entries shall be written in capital letters and in English only.
Black or blue ballpoint pen is recommended; always applies considerable pressure on writing
for the copy layers.
Abbreviations that are not self-explanatory and commonly used shall be avoided.
Any error made during writing on the Aircraft Log, the mistake shall be crossed out by one
diagonal line and signed by the writer with his/her ID No./AUTH No. under the diagonal line. Any
kind of eraser is not allowed.
Technical Log
A set of Technical Log consists of three log pads which are LOG IN USE, PREVIOUS LOG and
SPARE LOG.
P-i-C shall fill in the required fuel for the flight in kg in the RAMP FUEL box, and upon arrived at
destination, fill in the remaining fuel in the PARKING FOB box.
Since "Fueling Order" is no more used, P-i-C shall verify the final fuel in each tank with fuel
indicator accordingly.
P-i-C shall sign and write block name with Pers. No. in the P-i-C box after reviewed all aircraft
defects.
In case of the P-i-C intend to write an Air Safety Report (ASR), make a circle at the REPORT box.
Cabin Log
Cabin log is intended for the cabin defect and action taken in the cabin area, which does not
involve to flight safety or all emergency equipment.
Emergency items and defect which may involve in flight safety such as windows, doors, noises
or smell, etc. shall be entered in Technical Log.
All entries in the Cabin Log shall be made by IM or Air Purser. The P-i-C does not have to sign
the Cabin Log.
15.3.4.2 Journey Log/Flt Statistics

General
Some data in the flight plan is the basis for calculation of flight time for crew and operational
statistics. It is, therefore, of utmost importance that the Journey Log/Flt Statistics sheet be
completed and filed together with flown Company flight plan for each leg as specified below.

15.3 APPENDICES
The information needed for the operational statistics is marked by lightly-printed figures on the
Journey Log/Flt Statistics sheets at the place where it shall be entered. Each of such statistical
boxes must be filled in; otherwise, the computer will register an error or missing data.
Note: This FORM shall not be used for Test flight and School flight.
Data To Be Filled In
Before filling out the Journey Log/Flt Statistics sheet, the P-i-C shall assure that the following
data is legibly filled in appropriate boxes marked by lightly-printed figures on top of the boxes.
• Box marked 1:
Flight number and type to flight. The flight numbers are arranged in principle in accordance
with IATA resolution.
The following numerical suffixes shall be added to the flight number:
1 Rescheduled flight (any advance planning flight to deviate from the specification in TPI
or flight when time of operation "Off block" has been changed from the original schedule
by more than 2 hours, e.g. TG-3211).
2–5 Supplementary flight (any flight operated in addition to the normal scheduled flights.
If more than one supplementary flights are operated on the same day and sector(s),
suffixes 2, 3, 4 and 5 will be used respectively, e.g. TG-6022, TG-6023 and TG-6024).
6 Diverted flight
7 Interrupted flight (any flight after having left the tarmac, for any reason, returns to the
tarmac whether having been airborne or not, e.g. TG-4137).
8 Ferry flight, e.g. TG-3048
9 Heavily-delayed flight (assigned to any heavily-delayed scheduled flight in order to avoid
duplication with the present scheduled operating flight).
Note: Numeric suffixes are to be internally used for statistical purposes only, not for ATC
communication purposes.
For ATC purposes, if the flight is delayed and causes duplicated flights on the next
day, a suffix "D" shall be added to the identification number of the delayed flight, e.g.
THA920D.
Certain flights are assigned as "Ordinary Four-Digit Flight Designator" as follows:
8000–8199 Charter Flights (Performed to carry load under Air Charter agreement
between the Charterer and the Carrier):
8000–8049 Domestic Flights
8050–8199 International Flights
8200–8299 School Flights (for crew training purpose)
8300–8399 Test Flights (for technical purposes)
8400–8499 Positioning Flight (operated in order to bring the aircraft into position without
revenue load)
8500–8799 Supplementary Flights (performed in addition to the regular scheduled
flights in order to meet extra demand):
8500–8599 Regional Routes
8600–8699 Intercontinental Routes
8700–8799 Domestic Routes:
8700–8749 Northern/Northeastern Routes
8750–8799 Southern Routes
8800–8899 Special Revenue Flights (performed to carry special revenue load)
8800–8829 Regional Routes
8830–8859 Intercontinental Routes
8860–8899 Domestic Routes:
8860–8879 Northern/Northeastern Routes

APPENDICES 15.3

8900–8949 Delivery Flights (Operated for the delivery of new or leased aircraft, which
carry revenue or non-revenue load)
8950–8999 Special Non-revenue Flights (Performed to carry non-revenue load)
The specific route numbers are designated as follows:
001–299 Domestic Scheduled Passenger Flights:

001–099 Northeastern Routes
100–199 Northern Routes
300–999 International Scheduled Passenger Flights:
300–399 Western Routes
400–499 Southern Routes and Australasian Routes
500–549 Middle East Routes
550–599 Indochina Routes
600–699 Northern Routes
700–799 Transpacific Routes
800–899 Reserved
900–999 European and Trans-Atlantic Routes
• Box marked 2:Date (UTC)—dd/mm/yy
• Box marked 3:Aircraft registration
• Box marked 4:Scheduled time of departure, according to valid TPI, converted into UTC
• Box marked 5:Actual off-block time (UTC)
• Box marked 6:Actual airborne time (UTC)
• Box marked 7:Number of passenger on board
• Box marked 8:Aerodrome of Departure—IATA 3-letter code
• Box marked 9:Aerodrome of Destination—IATA 3-letter code
• Box marked 10:Diversion aerodrome, where flight has been diverted to, for an actual landing
• Box marked 11:Scheduled time of arrival, according to valid TPI, converted into UTC
• Box marked 12:Actual on-block time (UTC)
• Box marked 13:Actual touch down time (UTC)
• Box marked 14:Actual fuel consumption, in kg, for the whole flight
• Box marked 15:Total block-to-block time (hh:mm)
• Box marked 16:Flown flight time (hh:mm)
• Box marked 17:Crew Rank
• Box marked 18:
The details of personnel numbers must be legibly written in block letters (especially the 5-digit
personnel numbers and the first 3 letters of each crew member’s name for each flight crew
member on duty) on the corresponding duty line.
• Box marked 19:Crew names (in full)
• Box marked 20:Flight duty assignment
First column
◦ For flight crew, use:
P Piloting pilot (PF);
M Monitoring pilot (PNF);
C Cruise pilot.
◦ For cabin crew, use:
Emergency station assignment codes, e.g. 1L, 2L, 2R, 3L, etc. (refer to CAP 2.1/2); or
15.3 APPENDICES
“–” for the crew not occupying any jump seat.

Second column
◦ For flight crew, use:
I Instructor/Instructed pilot;
S Line check pilot;
V Line checked pilot;
E Evaluator/Evaluatee pilot;
H Supervisory pilot;
U Supervised pilot;
A Flight safety auditor/LOSA observer.
◦ For cabin crew, use:
Z Cabin supervisor.
• Box marked 21:Total number of active crew members of the flight
• Box marked 22:P-i-C’s signature of data entry authorization
• Box marked 23:Give details of any irregularity, e.g. cause of delay, diversion or significant
remarks.
Note: Dead-headed crew member(s), a flight mechanic carried on board to perform technical
ground services at station(s) along the route and other additional crew member(s) shall
not be inserted in the crew list.
After each landing, the Journey Log/Flt Statistics sheet, together with the respective Company
flight plan shall be completed and filed in the FFF.
As a reference, the Journey Log/Flt Statistics sheet must be numbered successively with a
"Consecutive No." until the FFF is emptied by OB-R staff.
A new Journey Log/Flt Statistics sheet of the same leg must be completed (with figure 7 added
to the flight number in box marked 1) and filed in the FFF if a flight, after having left the ramp,
for any reason, returns to the ramp (whether having been airborne or not).
Figure 1 shall always be added to the flight number by a flight crew member in case off-block
time has deviated from scheduled departure time by more than 2 hours.
If identically, the same crew continue with the same aircraft on more than one flight leg, the crew
information needs to be entered only on the first Journey Log/Flt Statistics form, a reference
may be made in the crew column to the "Consecutive No. of the first leg by entering "Same as
No. ______".
The filled Journey Log/Flt Statistics form shall be kept by EM in electronic format for 10 years
as required by Thai DCA.

APPENDICES 15.3
15.3.4.3 Pilot Training Release Form

Purpose
The form must be completed by Line Check pilot or Instructor pilot when a student pilot has
accomplished necessary training course to certify that he is qualified for:
• Release for route introduction/LIFUS;
• Base release in case of upgrading or aircraft transition training;
• Base release to perform 2nd duty as system operator.
A successful released flight will also be credited as a Line Check. The report form should be
kept as record and as information for departments concerned.

15.3 APPENDICES
Report Form
The form is available at OS office.
Procedure
The instructor or Line Check Pilot must telex this form immediately to applicable addresses
shown on top of the report after a successful released flight. The original will be kept as record
at OS office.
15.3.4.4 Test Flight/Flight Training Flight Log for All Aircraft

Purpose
Data in the completed Test Flight/Flight Training Flight Log is the basis for the calculation of flight
time for aircraft and crew and is also used for the operational statistics.
Completion
The information needed for the operational statistics is marked with figures (for example, see
Form below).
In order to avoid flight number duplication in the computer system TIPS/TOPS/COMIS and other
related systems, the flight numbers are arranged as follows:
• 1: Type of flight
◦ School flight
8200–8204 747-400
8205–8209 747-300
8210–8214 A340-500/-600

APPENDICES 15.3
8230–8234 777-200/-200ER/-300
8240–8244 A330-300
8250–8254 A300-600
8260–8264 737-400
The type of school/training flight is identified by the last digit.
0, 5 Aircraft type transition training flight
1, 6 OPC-1
2, 7 OPC-2
3, 8 Upgrading/promotion training flight,
i.e.,TG8213= A340 upgrading/promotion training flight
◦ Test flight
8300–8304 747-400
8305–8309 747-300
8310–8314 A340-500/-600
8330–8334 777-200/-200ER/-300
8340–8344 A330-300
8350–8354 A300-600
8360–8364 737-400
The type of test flight is identified by the last digit.
1, 5 Flight test engine change
2, 6 Flight test flight control/airworthiness
3, 7 Flight test non-routine
4, 8 Flight test aircraft overhaul
i.e.,TG8301 = 747-400 flight test engine change
• 2: Aerodrome of departure—IATA 3-letter code
• 3: Aerodrome of destination—IATA 3-letter code
• 4–5: Date—standard system (e.g., 20/08/1987)
• 6: Aircraft registration
• 7: Actual time "Off Block" (UTC)
• 8: Actual time "Airborne" (UTC)
• 9: Runway light at takeoff
0 No lighting
1 Lighting
• 10: Actual time "On Ground" (UTC)
• 11: Actual time "On Block" (UTC)
• 12: Runway light at landing
0 No lighting
1 Lighting
• 13: Actual consumption of fuel for the whole flight
• 14: Total usable fuel on board before flight
• 15: Supplied quantity of fuel
• 16: Crew
Note: Enter Occ (Occupation) as:
• I = Instructor (pilot or SO instructor)

15.3 APPENDICES
• T = Student
• O =Observer
• P =Test Pilot
• E = Test Engineer
Filing
The P-i-C signs the Log as being responsible for the contents and ensures that the completed
Flight Log, the Fueling Order and the Fuel Receipt are forwarded immediately to BKKOP who
will forward:
• Flight Log to EJ;
• Fueling Order and Fuel Receipt to JJ for fuel quota statistics.
Other documents such as Flight Test Report, Training Syllabus etc. shall be forwarded by P-i-C
directly to the departments concerned.

APPENDICES 15.3
15.3.4.5 Flight Crew Hotel Register

Purpose
The flight crew hotel register gives information about the crew to be accommodated overnight
at certain destinations.
Report Form
Form THAI 3018 shall be used. The form is available in the Captain Report Folder on board
the aircraft.

15.3 APPENDICES
Procedure
This form has to be filled in either by copilot, cruise pilot or system operator. The "Wake up call"
and "Pick-up time" should be set according to crew procedure. In case of irregularity, P-i-C will
make decision on time change. On arrival at the overnight station, if required, one copy will be
given to KK, whereas the original will be handed to the hotel receptionist. Separate form should
be used for crew not departing on the same flight.

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APPENDICES 15.4
THAI Automatic Flight Planning System (TAFS) Page 1
15.4 THAI Automatic Flight Planning System (TAFS)

15.4.1 Dispatch Release Message Format
15.4.1.1 International Flight

15.4 APPENDICES
Page 2 THAI Automatic Flight Planning System (TAFS)
15.4.1.2 Domestic Flight

APPENDICES 15.4
15.4.2 Flight Plan Format

15.4.2.1 International Flight
FMS-Equipped Aircraft

15.4 APPENDICES

APPENDICES 15.4
ETOPS Flight Plan

Additional information for ETOPS operation will include critical fuel summary for en route
alternates and also extra fuel built-up when applicable.

15.4 APPENDICES

APPENDICES 15.4

15.4 APPENDICES
15.4.2.2 Domestic Flight

APPENDICES 15.4
15.4.3 Description of TAFS Elements

15.4.3.1 Dispatch Release Message
1 Dispatcher notes to crew (essential information advised to crew e.g. significant weather,
NOTAM and/or Company information)
2 Number of passenger booking in cabin class: F/C/Y and total

15.4 APPENDICES
3 Flight number
4 UTC date of the first segment of the specified flight number
5 IATA code of departure airport/Schedule Time of Departure/Estimated Time of Departure
6 IATA code of destination airport/Schedule Time of Arrival/Estimated Time of Arrival
7 Aircraft registration
8 Flight plan reference number
9 Parking stand number
10 Parking stand coordinates
11 Estimated/Computed Zero Fuel Weight

12 Computed Ramp Fuel
13 Computed Ramp Weight
14 Standard Taxi Fuel according to aircraft type
15 Computed Takeoff Fuel
16 Computed Takeoff Weight
17 Computed Trip Fuel
18 Computed Landing Weight
19 Maximum Structural Weight according to aircraft type: Zero Fuel Weight, Fuel Capacity,
Ramp Weight, Takeoff Weight and Landing Weight
20 Space for final ramp fuel decided by the P-i-C
21 Flight time from start of takeoff run to touchdown
22 Space for planned Takeoff Alternate, if applicable
23 (Reserved)

APPENDICES 15.4
24 Copy of filed ATS Flight Plan

25 Dispatcher’s name as know to the system when log onto TAFS
26 P-i-C’s name as in COMIS data base and space for his signature
15.4.3.2 Flight Plan
27 ICAO code of departure and destination airport

28 Aircraft type code and aircraft registration
29 Schedule Time of Departure and Schedule Time of Arrival
30 GRIB data validity, date and time
Note: GRIB data are broadcast twice daily, every 12 hours, based on the 0000 and 1200
UTC synoptic data and the transmission is completed by 0500 and 1700 UTC,
respectively. The data set covers forecasts valid for up to 36 hours after the time
of the synoptic data on which the forecasts are based.
31 Drag Factor and Fuel Flow Factor according to information provided by OU-P
32 FMS routing with route description according to FPR and planned flight level profile
33 Cruise method used in flight planning—Cost Index or Mach Number
34 Total ground distance, from departure airport, via the longest SID and a flight plan route,
to the approach point
35 Distance as in 34 above, corrected for wind
36 Average en route wind component

15.4 APPENDICES
37 Computed Trip Fuel and flight time from start of takeoff run to touchdown
38 Contingency fuel in percentage which corresponds to amount of fuel and time
Note: When 3% contingency fuel is used, the 3-letter code of the selected en route
altenate will be given.
39 Planned alternate and computed Trip Fuel/flight time
40 Final Reserve Fuel
41 Company Fuel and time, if required for flight planning
42 Additional Fuel, if requested or computed for the purpose of economy tankage
43 Takeoff Fuel
44 Standard taxi fuel
45 Computed Minimum Ramp Fuel and total accumulated time, given minimum fuel required
for the flight.
46 Space for final ramp fuel ordered by the P-i-C and total accumulated time
47 Reason for extra fuel ordered
48 Computed Zero Fuel Weight, space for actual value and structural limit weight
49 Computed Takeoff Fuel, and space for actual value
50 Computed Takeoff Weight, space for actual value and structural limit weight
51 Computed Trip Fuel, and space for actual value
52 Computed Landing Weight, space for actual value and structural limit weight
53 Space for Dead Load Index from loadsheet
54 Space for Load Index Zero Fuel Weight from loadsheet
55 Space for aircraft CG in% of Mean Aerodynamic Chord
56 Space for takeoff stabilizer setting
57 Space for flight crew/cabin crew
58 Space for number of passengers in separated zone
59 Space for total passengers on board
60 Space for total persons on board

APPENDICES 15.4
61 FMS diversion route to alternate airport

62 Flight level to alternate airport
63 Average en route wind component to alternate is not applicable
64 Standard trip fuel to alternate airport
65 Standard flight time to alternate airport
68 Corrected trip fuel and flight time in case of flight level and/or Zero Fuel Weight have been
deviated from planned operating conditions. Scenarios are:
• One lower flight level;
• Two lower flight levels;
• Increasing/decreasing Zero Fuel Weight.
Note: Standard interval of increasing/decreasing Zero Fuel Weight for each aircraft type:
747-300/-400 5,000 kg
777 5,000 kg
A340-500/-600 5,000 kg
A330 5,000 kg
A300-600 3,000 kg
737-400 2,000 kg
69 Space for ATIS Information at departure airport

70 Space for ATC Clearance at departure airport

15.4 APPENDICES
71 Name of airway(s), and planned flight level

72 Name of waypoints and, for non-FMS equipped aircraft, their coordinates
73 Distance between waypoint
74 Magnetic track (For Polar Routes, True Track (TT) will be shown under the Magnetic Track)
75 Computed ground speed
76 Computed interval times
77 Space for Estimated Time Overhead/Revised Estimated Time Overhead/Actual Time
Overhead
78 Designated SELCAL code for the specific aircraft
79 Outside air temperature
80 Estimated remaining fuel and accumulated flying time
81 Departure airport, its coordinates and field elevation
82 Space for delay reason
83 Space for Estimated Time of Arrival
84 Space for off-block time
85 Space for airborne time
86 NAVAID frequency and station identifier
87 Computed Top of Climb position
88 FIR/UIR boundary which is normally used as the ACC transfer of control point

APPENDICES 15.4
89 Computed Top of Descent position

90 Field elevation of destination airport
91 Space for ATIS Information at destination airport
92 Space for transition level
93 Space for actual time of arrival
94 Space for on block time
95 Space for actual burnoff fuel
96 Diversion route to alternate airport

15.4 APPENDICES
97 En route waypoints and their coordinates. For each waypoint, the forecast wind aloft
(direction/speed) and temperature at 6 different flight levels are given.
98 Forecast wind (direction/speed) for 4 different flight levels (FL 290/210/130/ 070) at
destination

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APPENDICES 15.5
THAI RNAV Equipments Page 1
15.5 THAI RNAV Equipments

All THAI RNAV equipments are Performance Base Navigation (PBN) Equipments.
Aircraft Type FMC CDU IRU VHF NAV GPS

A380 2 2 3 2 2
747-400 2 2 3 2 2
777 2 2 3 2 2
A340 2 2 3 2 2
A330 2 2 3 2 2
A300-600 2 2 3 2 0
737-400 2 2 2 2 0
Aircraft Type FMC P/N Vendor Model

747-400 4052508-952 Honeywell
777-200ER 4089300-901 Honeywell AIMS-2 CPM STD
777-200/-300 4075300-902 Honeywell AIMS-1CPM BASIC
777-200/-300 4075350-902 Honeywell AIMS-1 CPM for ACMF
737-400 171497-05-01 Smiths 29074A
A340 C12858EA05 Thales
A330 C12858CA01 Thales
A300-600 4052510-978 Honeywell
A300-600 4052510-979 Honeywell

oOo
Reverse side blank
APPENDICES 15.6
Procedures for Royal Travel Page 1
15.6 Procedures for Royal Travel

15.6.1 Official Travels
Uniform
The crew shall wear white gloves.
Welcoming Reception
Male staff salute according to military rules. Female staff curtsy low. Gloves shall be kept on
even if the royal passengers do not wear gloves.
Terms of Address
When talking directly to a royal person, the title “Your Majesty”, “Your Royal Highness”, etc.,
shall always be used.
Announcements over the loudspeakers on board shall begin with “Your Majesty”, “Your Royal
Highness”, etc., followed by the usual” Ladies and Gentlemen”.
Embarkation
The royal party normally arrives 15 min before takeoff and shall embark after the other
passengers.
Only one crew member, the captain as a Mission P-i-C, waits at the foot of the passenger steps,
whereas at least two cabin crew wait at the door.
During unsuitable weather conditions or under other special circumstances, the captain can pay
his respect in the terminal building.
Disembarkation
The royal party disembarks before the other passengers who shall remain seated and not leave
the aircraft until told by the cabin crew.
15.6.2 Private Travels

Uniform
The crew wear ordinary uniforms.
Terms of Address
At direct personal contact, the title “Your Majesty”, “Your Royal Highness”, etc., shall be used.

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Index Index
Page 1
A Company regulations CAT II p.III 8.4 p.11

Absence from aircraft type 2.1 p.4 Contingency fuel 8.1 p.20
ACAS 8.3 p.41 Controlled rest on flight deck 8.3 p.56
Adequate airport 8.1 p.3, 8.5 p.2 Conversation 1.6 p.2
Administrative meeting 14.7 p.1 CP (Critical point) 8.5 8.5 p.7
Admission to flight deck 8.3 p.58 Crediting of flight time 2.1 p.3
Aerodrome qualification 5.2 p.10 Crew composition 4.1 p.1
Aircraft documents 8.1 p.38 Crew conduct 1.6 p.2
Aircraft performance 14.2 p.1 Crew documents 8.1 p.42
Alert height 8.4 p.2 Crew meal during flight services 14.5 p.3
Alternate fuel 8.1 p.21 CRM 5.2 p.11
Altimeters setting 8.3 p.36 Cruise 8.3 p.6
Appearance 1.6 p.2
D
Approach 8.3 p.9
Dangerous goods 9.1 p.1
Approach clearance 8.1 p.35
De-icing/anti-icing on ground 8.2 p.12
Approach climb requirements 14.2 p.20
Demonstration flight 8.7 p.4
Approach operating minima 8.1 p.9
Deportee 8.2 p.7
ASDA 14.2 p.4
Destination airport 8.1 p.5
ASR 15.3 p.2
Destination alternate airport 8.1 p.5
ASRTEX 15.3 p.12
Disable passenger 8.2 p.6
ATC clearance 8.1 p.34
Disorderly passenger 10.3 p.1
ATS flight plan 8.1 p.33
DO safety and quality policy 3.2 p.1
Automatic approach 8.3 p.11
Drift-down 14.2 p.14
AWO (All Weather Operations) 8.4 p.1
Duties outside THAI 1.6 p.1
B
E
Balanced takeoff 14.2 p.1
Economy tangkage 8.1 p.25
Base release flight of captain candidates 4.2 p.1
EEP 8.5 p.7
Block fuel 8.1 p.23
Emergency airport 8.1 p.5
Blood transfusion 14.5 p.1
Emergency training 5.2 p.
Bodyguards 9.2 p.1
En route alternate 8.1 p.5
Bomb search 10.4 p.1
En route minimum altitude 8.1 p.1
Briefing 8.3 p.7, 8.3 p.1
Engine-out ferry flight 8.7 p.3
C Establishment of procedure 2.1 p.
CA-1 5.3 p.4 ETOPS 8.5 p.1
Cabin report 15.3 p.15 ETP 8.5 p.6
Cabin safety program 2.3 p.18 Extra fuel 8.1 p.23
CAT II, CAT III climb requirements 14.2 p.21
F
CCQ 5.2 p.4
FANS 8.3 p.35
CDL 8.6 p.1
FDIR 15.3 p.21
Circling 8.3 p.15
Ferry flight 8.7 p.3
Clearance limit 8.1 p.34
FFF 8.1 p.40
Climb 8.3 p.5
Final reserve fuel 8.1 p.22
Cockpit voice recorders data 2.1 p.7
First aids kit 8.3 p.63
Communication 8.1 p.35
First aids oxygen 8.8 p.1
Company flight plan 8.1 p.36
Flight crew incapacitation 4.3 p.1
Company fuel 8.1 p.22
Flight recorders data 2.1 p.7

Index Index
Page 2
Flight safety 2.3 p.1 N

Folder/Files 8.1 p.40 Noise abatement procedures 8.3 p.18
Foot placement technique 8.3 p.3 NON-ETOPS status 8.5 p.4
FORA 2.3 p.15 Non-precision approach 8.1 p.9
FOTA 2.3 p.14
Fuel management 14.1 p.1 n
Fuel policy 8.1 p.19 not seated in either pilot seat 4.2 p.1
G O
Go around 8.3 p.16 Obstacle clearance requirements 14.2 p.6
Oil 8.1 p.25
H Operation of aircraft door 8.2 p.10
Hand baggage 8.2 p.9 Oxygen requirements 8.8 p.1
Holding instruction 8.1 p.34
HOT 8.2 p.13 P
Hydroplaning 14.2 p.28 P-i-C duty concerned refueling 8.2 p.1
PA 8.3 p.69
I PAPI 8.3 p.14
ICAO Volcanic Activity Report 15.3 p.18
Inadmissible passenger 8.2 p.7 p
Incapacity of crew 8.3 p.60 passed his 60th birthday 4.2 p.1
Insurance ID cards 14.5 p.2
P
Inversion, temperature 8.3 p.51
Passenger briefing procedure 8.3 p.67
J Passenger notice 10.3 p.2
Jet stream 8.3 p.50 PBE 8.8 p.3
Journey log 15.3 p.41 PED 8.3 p.62
Personnel off duty 1.6 p.1
K Personnel on duty 1.6 p.1
Keeping terrain clearance, climbout 8.3 p.5 PGT 5.2 p.13
PICUS 2.1 p.4
L
Pilot checks / Report form 15.3 p.38
Landing climb requirements 14.2 p.20
Pilot scholarships 5.2 p.1
Last minute change 8.1 p.32
Planning minima 8.1 p.4
Leasing 13.1 p.1
Planning with one alternate 8.1 p.24
License requirements 2.1 p.3
Planning with second destination 8.1 p.24
Line check 2.1 p.1
Planning with two alternate 8.1 p.24
Load factor 14.2 p.22
Positioning flight 8.7 p.5
Load sheet 8.1 p.27
Power of authority 2.5 p.1
Logging of flight time 2.1 p.3
PPC 5.2 p.13
LOSA 2.3 p.17
Pre-flight security check 10.1 p.1
Low visibility procedure (LVP) 8.4 p.5
Precaution with mixed fuel 8.2 p.3
LRBL (Least Risk Bomb Location) 10.4 p.2
Precision approach CAT I 8.1 p.10
LVTO 8.4 p.10
Precision approach CAT II 8.1 p.11
M Precision approach CAT III 8.1 p.13
Medical kit 8.3 p.64
Q
Minimum flight altitude 8.1 p.1
QFE operation 8.3 p.38
MMO 14.2 p.24
Quality manual 3.3 p.1

Index Index
Page 3
R Turbulence 8.3 p.49

Ramp fuel 8.1 p.22 Two captain occupying pilot seats 4.2 p.1
Recency 2.1 p.5
U
Refresher policy 5.2 p.14
Unbalance takeoff 14.2 p.4
Refueling when passengers are Embarking 8.2 p.1
Unforeseen circumstance in actual flight operation
Refueling with one engine running 8.2 p.4 7.8 p.1
Relief of the 4.1 p.2 Uniform regulations 14.5 p.3
Relief of the Copilot 4.1 p.2 Unlawful seizure of aircraft 10.5 p.1
Reports & Forms 15.3 p.1 Utilized clearway and stop way in GWC 14.2 p.4
Require minimum number of cabin crew 4.1 p.2
Restraint 10.3 p.9 V
RFFS 8.1 p.3 Vacant crew seats, use of 8.3 p.60
RNP 8.3 p.29 Vacation 14.6 p.1
Rough airspeed 14.2 p.24 VAR 15.3 p.21
RVSM 8.3 p.32 Vertical navigation 8.3 p.31
Visual approach 8.1 p.15
S Visual maneuvering 8.1 p.15
Safety, flight 2.3 p.1 VR 15.3 p.27
Sandstorm 8.3 p.51 VSR 15.3 p.13
Seat allocation 8.2 p.5
Seat belts for crew and passengers, use of 8.3 p.57 W
Wake turbulence 8.3 p.55
s Wet runways 14.2 p.28
seated on right hand seat 4.2 p.1 Wind shear 8.3 p.50
Witness form 15.3 p.24
S
Seating policy 8.1 p.33
Second approach 8.3 p.17
Service ceiling 14.2 p.13
Smoking 8.3 p.62
SMS 2.3 p.3
Stabilized approach 8.3 p.17
Stop way 14.2 p.3
Suitable airport 8.5 p.5
T
TAFS 15.4 p.1
Takeoff climb requirements 14.2 p.10
Takeoff fuel 8.1 p.23
Takeoff operating minima 8.1 p.8
TAWS 8.3 p.40
Taxi fuel 8.1 p.20
Test flights 8.7 p.1
THRU Tankage 8.1 p.25
Thrust setting 8.3 p.3
Thunderstorm 8.3 p.45
TODA 14.2 p.4
TORA 14.2 p.3
Training flight 8.7 p.1

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Operations Manual Part A

Thai Airways International Public Company Limited

Title Page Reverse side blank

LES List of Effective Sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Operations Manual Part A

1.3.14 DIRECTOR, CABIN CREW TRAINING (BQ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Operations Manual Part A

2.3.5 Safety reports and forms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

Operations Manual Part A

5.2.9 Captain Qualifications Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Operations Manual Part A

6.1.13 Diurnal rhythm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Operations Manual Part A

8.1.5 Presentation and Application of Aerodrome and En-route Operating Minima . . . . . . . . . . . . . 18

Operations Manual Part A

8.5.2 ETOPS approval . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Operations Manual Part A

8.11.6 FLIGHT DECK AND CABIN SMOKE OR FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Operations Manual Part A

Operations Manual Part A

11 HANDLING OF ACCIDENTS AND INCIDENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Operations Manual Part A

14.3.2 CRITICAL ENGINE FAILURE SPEED (VEF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Operations Manual Part A

15.1.3 Process of Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Operations Manual Part A

Page Date Page Date

0 ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL . . . . . . . . . . . . . . . . . . . . . . . 1

Operations Manual Part A

0 ADMINISTRATION AND CONTROL OF

0.1.2 Document Hierarchy

Operations Manual Part A

0.1.3 Operations Manual structure

0.1.4 Terms Used

0.1.5 Index System and Symbol

Operations Manual Part A

Bangkok, 1 June 2011

Operations Department (DO)

Capt. Asdavut Watanangura

Operations Manual Part A

0.2 System of Amendment and Revision

0.2.2 Operations Manual Revision and Distribution Policy

Operations Manual Part A

0.2.2.2 Format and Distribution

0.2.2.4 OH Web Access

Operations Manual Part A

0.3 Air Operator Certificate (AOC)

Operations Manual Part A

Operations Manual Part A

0.3.2 Responsible Functions

Operations Manual Part A

0.3.3 Duration of Certificate

0.3.4 Authorized Aircraft

Aircraft Registration Name MSN Delivery Engines

Operations Manual Part A

Aircraft Registration Name MSN Delivery Engines

Operations Manual Part A

Aircraft Registration Name MSN Delivery Engines

0.3.5 Contact Details

Operations Manual Part A

0.4 Terms & Definitions

Operations Manual Part A

ATS Air Traffic Service