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JANUARY 1, 2016

INSTRUCTIONS FOR USEOF THE

GENERIC SINGLE PILOT OPERATIONS MANUAL

The following example of an Operations Manual for single pilot operations of very light jets (VLJs) and technically advanced aircraft has been developed by the International Business Aviation Council (IBAC) in cooperation with its member associations to assist you in the preparation of “your” Company Operations Manual. The emphasis on "your" is to stress the fact that it is your manual and that you must develop it to reflect in detail how you will conduct your specific operation.

This Generic Single Pilot Operations Manual has been developed pursuant to IS-BAO – An International Standard for Business Aircraft Operations. This template will help companies satisfy those standards. However, it is important to note that to fully comply with the IS-BAO, the operator will have to tailor this template and add information, as appropriate, to indicate how they are managing risks. Also, companies will have to ensure that State regulations are reflected where they differ from the standards and recommended practices used to develop the IS-BAO. This is especially important for commercial fixed or rotary wing aircraft operators as States may have specific requirements that must be addressed in operations manuals. It also must be understood that this generic manual is provided as guidance only. Operators can chose to use the GCOM if they wish, or they can use any other format for their company operations manual as long as it contains the required information. If another operations manual format is being used, it may be helpful to use the GCOM as a reference to help ensure that the required information is included.

The ICAO terminology and US English language spelling have been used in this document. You may wish to modify the terminology and spelling to reflect that used by your State and company.

The manual was developed with the owner/pilot in mind or the situation where the owner also employs a pilot to fly the aircraft. In developing your operations manual, you must carefully consider your particular circumstances and ensure that the provisions that you include are appropriate. Key areas where this is required will be indicated in bold italic type as follows: “specify your procedure for...” or “describe your system for...”. Specific terms that might need replacing, such as company name, state of registry, position titles, year, etc. are presented in parenthesis, in bold italic type, as follows: (Company Name), (State), (Flight Department Manager), etc.

Also, some sections may not apply to your operation. In such cases, you may leave the heading but replace the text with "Not Applicable", or you may delete the section and heading entirely. Should you do that, you will have to renumber the sections that follow, revise the Table of Contents and check the cross-reference numbers which are highlighted.

Before you start work on your company operations manual it is highly recommended that you first review the “Read Me” file on this CD. The Generic Single Pilot Operations Manual is a relatively complex document and that uses some MS Word advanced features. In the preparation of your manual, ensure that:

Your company name replaces (Company Name) in this example; Your State of Registry replaces (State); Your company names, addresses and telephone numbers are inserted; The position titles are modified to those used by your company; The Table of Contents is correct. It is linked to the headings in the body of the manual and can be

updated by placing your cursor anywhere in the Table of Contents and right clicking. Then select "Update Field", "Update entire table" and "OK”;

The List of Effective Pages (LEP) is correct; and The date on each page and the LEP is the current date.

IBAC would like to express their appreciation to the National Business Aviation Association Safety Committee for their significant assistance in the development of this manual.

Note: This page is not part of the Generic Company Operations Manual.

THIS PAGEINTENTIONALLY

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Company Operations Manual

(Company Name)Hangar Number

AirportCity, (State)

Telephone Number: (xxx) xxx-xxxx

Facsimile Number: (xxx) xxx-xxxx

Initial Issue DateJanuary 1, 2016

Copyright © International Business Aviation Council (IBAC)All rights reserved

No part of this document may be reproduced or utilized in any form or by any means, electronic or mechanical, including photocopying, recording or by any information storage and retrieval system, without the prior permission of IBAC.

(Company Name)

PREAMBLE

This Operations Manual has been compiled for the use and guidance of those persons involved in the operation of aircraft owned or operated by (Company Name) and in the execution of their duties. It contains information and instructions on the manner in which these activities are to be conducted.

(Company Name) is dedicated to highly professional flight operations. Safety will always be our first priority and we will be persistent in continuously demonstrating high safety consciousness in our daily flight operations. Our Flight Department Mission is:

To provide professional and efficient air transportation in response to Company needs, and to conduct operations to the highest safety standards practical.

You will always have my full support as long as your duties are carried out in a professional manner and in accordance with this Operations Manual. I also wish to make it understood that everyone involved in the operation has a duty to openly and honestly report to me any concerns or hazards related to the operation that they observe. You can be assured that such reports will be thoroughly investigated in a non-punitive manner.

(Company Name) recognizes the value of operating to a well-recognized international standard. As corporate policy, (Company Name) operates to the standards developed and adopted by the International Business Aviation Council and all of its Member Associations, including (Name of applicable Association). These standards were developed using ‘best practices’ used widely in the business aviation community and, as such, reflect the high standards of operational safety that we wish to achieve in this company.

It is my goal as operator of this aircraft to achieve this high standard and to continuously strive to exceed it. I also personally endorse the safety policy expressed in section 2.1 of this manual.

The Operations Manual has been developed to satisfy the International Standards for Business Aircraft Operations (IS-BAO). The Manual also incorporates specific requirements of (State) civil aviation regulations and the ICAO requirements for operations outside of domestic national airspace.

All operations and maintenance personnel involved in the operation are to be familiar with this Manual and are to comply with its provisions. Changes to the Manual will be promptly disseminated to all Manual holders.

This Preamble shall be signed below by CEO, Owner or Equivalent

_______________________________________(Name of CEO, Owner or Equivalent) (Company Name)

Amendment No. - Original Issue page - January 1, 2016i

(Company Name)


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Amendment No. - Original Issue page - January 1, 2016ii

(Company Name)

MANUAL AMENDMENT PROCEDURES

Manual amendments will be promulgated as required by the identify the person or position responsible. They will be issued to each Manual holder.

Each amended page shall record the appropriate amendment number and date.

It is the responsibility of the Manual holder to insert all amendments issued to him/her in a timely manner and ensure all manual pages are consistent with the List of Effective Pages (LEP). Manuals issued to aircraft will be amended by the identify the person or position responsible.

Any discrepancy between the LEP and the actual Manual pages will be brought to the attention of the aircraft operator immediately.

LIST OF MANUAL HOLDERS

List, in the table below, the number of copies of this manual issued by the Company, and the corresponding holder’s position, address and telephone/fax number. Include, in this list, any copies that might be issued to be placed in a room (such as technical library) or aircraft.

Manual Copy Manual Holder Address Telephone and Fax Number

Master Copy Aircraft Operator Hangar Number City, (State)

Tel: Fax:

Copy # 1 Aircraft ____ Hangar Number City, (State)

Tel:Fax:

Copy # 2 (Maintenance Provider) Office City, (State)

Tel:Fax:

Copy # 3 Hangar Number City, (State)

Tel:Fax:

Copy # 4

Amendment No. - Original Issue page - January 1, 2016iii

(Company Name)

RECORD OF AMENDMENTS

Number Date Date Entered Entered By

Amendment No. - Original Issue page - January 1, 2016iv

(Company Name)

LIST OF EFFECTIVE PAGESPage No. Amendment No.

Effective Date Page No. Amendment No. Effective Date

i January 1, 2016 section 2 - page 18 January 1, 2016

ii January 1, 2016 section 2 - page 19 January 1, 2016

iii January 1, 2016 section 2 - page 20 January 1, 2016

iv January 1, 2016 section 2 - page 21 January 1, 2016

v January 1, 2016 section 2 - page 22 January 1, 2016

vi January 1, 2016 section 2 - page 23 January 1, 2016

vii January 1, 2016 section 2 - page 24 January 1, 2016

viii January 1, 2016 section 2 - page 25 January 1, 2016

ix January 1, 2016 section 2 - page 26 January 1, 2016

x January 1, 2016 section 2 - page 27 January 1, 2016

xi January 1, 2016 section 2 - page 28 January 1, 2016

xii January 1, 2016 section 2 - page 28 January 1, 2016

section 1 - page 1 January 1, 2016 section 2 - page 30 January 1, 2016

















Amendment No. - Original Issue page - January 1, 2016v

(Company Name)

Page No. Amendment No. Effective Date Page No. Amendment No.

Effective Datesection 4 - page 47 January 1, 2016 section 7 - page 78 January 1, 2016

section 4 – page 48 January 1, 2016 section 7 - page 79 January 1, 2016


section 4 – page 50 January 1, 2016 section 7 - page 81 January 1, 2016




























Amendment No. - Original Issue page - January 1, 2016vi

(Company Name)

Page No. Amendment No. Effective Date Page No. Amendment No.

Effective Datesection 14 - page 109 January 1, 2016

section 14 - page 110 January 1, 2016















Amendment No. - Original Issue page - January 1, 2016vii

(Company Name)


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Amendment No. - Original Issue page - January 1, 2016viii

(Company Name)

TABLE of CONTENTSPREAMBLE.................................................................................................................................................. i

MANUAL AMENDMENT PROCEDURES............................................................................................... iiiLIST OF MANUAL HOLDERS................................................................................................................. iii

RECORD OF AMENDMENTS.................................................................................................................... ivLIST OF EFFECTIVE PAGES..................................................................................................................... v1 Accountabilities and Duties.................................................................................................................. 1

1.1 Interpretation................................................................................................................................... 11.2 Aircraft Operator............................................................................................................................. 11.3 Pilot-in-Command........................................................................................................................... 2

2 Company Safety Management System................................................................................................52.1 Safety Policy................................................................................................................................... 5

2.1.1 Policy Statement.................................................................................................................... 52.1.2 Safety Accountabilities...........................................................................................................62.1.3 Key Safety Personnel.............................................................................................................72.1.4 Coordination of the ERP.........................................................................................................72.1.5 SMS Documentation..............................................................................................................8

2.2 Safety Management Strategy.........................................................................................................82.2.1 Description and Nature of the Operation................................................................................92.2.2 Safety Risk Profile.................................................................................................................. 92.2.3 Key Hazards, Risks and Mitigation.........................................................................................92.2.4 Safety Performance Objectives..............................................................................................92.2.5 Safety Management Goals...................................................................................................102.2.6 Other Risk Management Tools.............................................................................................10

2.3 Safety Risk Management Processes............................................................................................102.3.1 Hazard Identification.............................................................................................................102.3.2 Risk Assessment and Mitigation..........................................................................................12

2.4 Safety Assurance..........................................................................................................................152.4.1 Safety Performance Monitoring and Measurement..............................................................152.4.2 Change Management Process.............................................................................................162.4.3 Continuous Improvement.....................................................................................................162.4.4 Compliance Monitoring.........................................................................................................17

2.5 SMS Communication and Training...............................................................................................172.5.1 Safety Communication.........................................................................................................172.5.2 Safety Training.....................................................................................................................17

2.6 Appendix 2-A Current Operator Safety-Risk Profile......................................................................192.7 Appendix 2-B Hazard Identification and Tracking Form................................................................212.8 Appendix 2-C Risk Management Tracking Form..........................................................................232.9 Appendix 2-D SMS Evaluation Form............................................................................................252.10 Appendix 2-E SMS Evaluation Tracking Form..........................................................................272.11 Appendix 2-F Compliance Monitoring Checklist.......................................................................29

3 Operational Control............................................................................................................................ 333.1 General Description......................................................................................................................333.2 Responsibilities and Authorities....................................................................................................333.3 Flight Planning and Pre-Flight Requirements...............................................................................34

3.3.1 Flight Planning Requirements..............................................................................................343.3.2 Aircraft Weight and Balance.................................................................................................383.3.3 Aircraft Performance............................................................................................................393.3.4 List of Passengers................................................................................................................41

3.4 Flight Following and Flight Watch.................................................................................................413.4.1 Reporting Aircraft Overdue...................................................................................................41

3.5 Closing Flight Plans/Flight Itineraries............................................................................................413.6 Aircraft Defects............................................................................................................................. 42

3.6.1 Deferral Procedures.............................................................................................................423.6.2 Recording of Aircraft Defects...............................................................................................423.6.3 Ferry Flights.........................................................................................................................42

3.7 Deviations to Company Operations Manual Provisions................................................................43

Amendment No. - Original Issue page - January 1, 2016ix

(Company Name)

3.8 Supplemental Lift/Additional Air Transport Capacity.....................................................................434 Operating Requirements.................................................................................................................... 45

4.1 Fuel, Oil and Oxygen Requirements.............................................................................................454.2 Fuelling Procedures...................................................................................................................... 45

4.2.1 Fuel Contamination Precautions..........................................................................................454.2.2 Bonding Requirements.........................................................................................................454.2.3 Spill Containment.................................................................................................................454.2.4 Fueling With Passengers on Board......................................................................................45

4.3 Aircraft Critical Surface Contamination.........................................................................................464.4 Minimum Aircraft Crew..................................................................................................................464.5 Aircraft Crew Qualifications...........................................................................................................47

4.5.1 Pilot Qualification Requirements..........................................................................................474.6 Use of Checklists..........................................................................................................................474.7 Use of Standard Operating Procedures (SOPs)...........................................................................474.8 Operating Weather Minima...........................................................................................................48

4.8.1 VFR Day............................................................................................................................... 484.8.2 VFR Night and IFR...............................................................................................................484.8.3 IFR....................................................................................................................................... 49

4.9 Special Airspaces – PBN / MNPS / RVSM / CPDLC / ADS..........................................................494.9.1 Aircraft Approval and Operator Authorization.......................................................................504.9.2 Flight Crew Training and Authorization................................................................................50

4.10 Noise Abatement Procedures...................................................................................................504.11 Disposal of Waste.....................................................................................................................514.12 Emissions Fees and Charges...................................................................................................514.13 Aircraft Equipment....................................................................................................................51

4.13.1 Ground Proximity Warning System (GPWS) or Terrain Awareness System (TAWS)..........514.13.2 Cockpit Voice Recorder (CVR) and Flight Data Recorder (FDR).........................................514.13.3 ACAS II................................................................................................................................ 524.13.4 Protective Breathing Equipment...........................................................................................524.13.5 Oxygen Equipment and Use................................................................................................524.13.6 Navigation and Communication Equipment.........................................................................524.13.7 Electronic Flight Bag (EFB)..................................................................................................52

4.14 Weather Considerations...........................................................................................................534.14.1 Severe Weather...................................................................................................................534.14.2 Wind Shear..........................................................................................................................534.14.3 Wake Turbulence.................................................................................................................534.14.4 Clear Air Turbulence............................................................................................................544.14.5 Icing...................................................................................................................................... 54

4.15 Flights over Water.................................................................................................................... 544.16 Use of Alcohol and Other Psychoactive Substances................................................................54

4.16.1 Problematic Use of Psychoactive Substances.....................................................................544.17 Seating Requirements..............................................................................................................55

4.17.1 Pilots.................................................................................................................................... 554.17.2 Passengers.......................................................................................................................... 55

4.18 Passenger and Cabin Safety Procedures.................................................................................554.18.1 Dangerous Goods................................................................................................................554.18.2 Passenger Safety Briefing....................................................................................................564.18.3 Stowage of Cabin Baggage and Galley Equipment.............................................................57

4.19 Crew and Passenger Health Issues.........................................................................................574.20 Mobile Phones and other Portable Electronic Devices (PED)..................................................574.21 Personnel Qualified to Taxi Airplane........................................................................................574.22 Helicopter Rotor Turning Under Power.....................................................................................584.23 Maintenance Check Flights......................................................................................................584.24 Stabilized Approaches..............................................................................................................58

5 Emergency Procedures and Equipment.............................................................................................595.1 Airborne Emergencies.................................................................................................................. 59

5.1.1 Airborne Emergency Management.......................................................................................59

Amendment No. - Original Issue page - January 1, 2016x

(Company Name)

5.1.2 Use of Transponder/Radar Assistance.................................................................................595.1.3 Emergency Landing and Evacuation Procedures................................................................59

5.2 Accident – Incident Reporting.......................................................................................................605.3 Emergency Response Plan..........................................................................................................60

5.3.1 Training and testing..............................................................................................................625.4 In-Flight Passenger Illness............................................................................................................625.5 First Aid Kits.................................................................................................................................. 625.6 Emergency/Survival Equipment....................................................................................................63

5.6.1 Information for Rescue Coordination....................................................................................635.7 Unlawful Interference....................................................................................................................645.8 Non-aviation Accidents and incidents...........................................................................................64

6 International Operations..................................................................................................................... 656.1 Operating Requirements...............................................................................................................65

6.1.1 Flight Rules.......................................................................................................................... 656.1.2 Flight Crew Training and Authorization................................................................................66

6.2 Standard Operating Procedures...................................................................................................666.3 Training Programs........................................................................................................................666.4 Passenger Handling.....................................................................................................................676.5 Disposal of International Garbage................................................................................................676.6 Reference Material.......................................................................................................................68

7 Qualifications and Training.................................................................................................................697.1 Training Policies........................................................................................................................... 69

7.1.1 Simulated Emergencies During Passenger Transportation Flights......................................697.1.2 Training Conducted on a Contract Basis..............................................................................697.1.3 Proficiency Certification........................................................................................................697.1.4 Personal Minimums Checklist..............................................................................................72

7.2 Training Programs........................................................................................................................737.2.1 Pilot Training Program..........................................................................................................737.2.2 Training Program for Other Personnel.................................................................................73

7.3 Training Curricula......................................................................................................................... 747.3.1 General Training..................................................................................................................747.3.2 Aircraft Type Training...........................................................................................................777.3.3 Special Flight Operations.....................................................................................................80

8 Record Keeping.................................................................................................................................. 838.1 Employee Training and Qualifications...........................................................................................838.2 Routes and Flight Records...........................................................................................................83

9 Aircraft Maintenance........................................................................................................................... 859.1 Person Responsible for Maintenance...........................................................................................859.2 Technical Records........................................................................................................................ 859.3 Maintenance Schedules................................................................................................................869.4 Elementary Work & Servicing.......................................................................................................86

9.4.1 Authorization for Elementary Work & Servicing....................................................................879.5 Airworthiness Directives & Service Bulletins.................................................................................879.6 Evaluation Program...................................................................................................................... 889.7 Deferred Rectification of Defects..................................................................................................889.8 Recurring Defect Control..............................................................................................................889.9 SDR Reporting.............................................................................................................................. 899.10 Technical Dispatch...................................................................................................................899.11 Parts and Material....................................................................................................................899.12 Tool Control.............................................................................................................................. 899.13 Personnel Qualification and Training........................................................................................909.14 Recency of Experience.............................................................................................................909.15 Aircraft Weight & Balance Control............................................................................................909.16 Maintenance Arrangements......................................................................................................919.17 Flight Permits or Special Flight Authorizations.........................................................................919.18 Aircraft Maintenance Technicians Working Alone....................................................................919.19 Deviations from the Maintenance Control Procedures.............................................................92

Amendment No. - Original Issue page - January 1, 2016xi

(Company Name)

9.20 Appendix 9-A SB & AD Review Form......................................................................................9310 Fatigue Management Program.....................................................................................................95

10.1 Principles.................................................................................................................................. 9510.2 Training.................................................................................................................................... 9510.3 Flight and/or Duty Time Limitations..........................................................................................95

10.3.1 Aircraft Crew........................................................................................................................ 9510.3.2 Non-Aircraft Crew Personnel................................................................................................9710.3.3 Deviations............................................................................................................................ 97

10.4 Evaluation Process................................................................................................................... 9711 Environmental Management.........................................................................................................9912 Occupational Health and Safety.................................................................................................101

12.1 Notification to Company Personnel and Passengers..............................................................10112.2 Personnel Working Alone.......................................................................................................101

13 Security Procedures.................................................................................................................... 10313.1 Assessing the Threat and Vulnerabilities................................................................................10313.2 Preventive Measures..............................................................................................................103

13.2.1 Training.............................................................................................................................. 10313.3 Responsive Measures............................................................................................................10413.4 Security Checklists.................................................................................................................10413.5 Emergency Checklist..............................................................................................................105

14 Company Forms......................................................................................................................... 10914.1 Pilot’s Flight Log.....................................................................................................................11114.2 Aircraft Weight and Balance Forms........................................................................................11314.3 Pilot Proficiency Check Form..................................................................................................11514.4 Extension to Maximum Flight Duty Time................................................................................117

15 Company Directives....................................................................................................................11916 Operations Manual Supplements................................................................................................121

16.1 Supplement 1 – Personal Minimums Checklist.......................................................................123

Amendment No. - Original Issue page - January 1, 2016xii

(Company Name) 1. Company Organization

1 Accountabilities and DutiesModify the organizational structure and positions, as well as the duties, authorities and accountabilities below, as required to reflect your circumstances.

1.1 INTERPRETATION

In this operations manual the following interpretations are used.

“aircraft operator" - means the person that has possession of the aircraft as owner, lessee or otherwise.

"pilot-in-command" - means the pilot having responsibility and authority for the operation and safety of the aircraft during flight time.

“responsible person” – means the person that has been designated responsibility to activate the Emergency Response Plan if the aircraft becomes involved in an accident or is overdue. S/he may be a business associate, the aircraft maintenance provider, family member or other person that is not on-board the aircraft.

1.2 AIRCRAFT OPERATOR

The operator is accountable for the safe operation of the aircraft, for the standards to which the aircraft is operated and maintained, and for ensuring that safety management goals are met. The associated duties are:

a. developing an organizational structure for management of these accountabilities; b. developing, implementing and maintaining the safety management system including procedures

for;i. reporting incidents and accidents and ensuring that they are investigated, and ii. implementing any required corrective actions and monitoring the results to ensure that they

are appropriate and effective;c. reviewing safety risks and ensuring they are reduced to a level as low as reasonably practical

(ALARP);d. developing and maintaining the operations manual and associated systems and procedures;e. liaising with the regulatory authority on all matters concerning the operation;f. liaising with any external agencies which may affect aircraft operations including the aircraft

manufacturer and industry safety associations;g. monitoring industry flight safety concerns which may have an impact on operations;h. managing the safety of flight operations by:

i. developing and implementing pilot training programs that meet regulatory requirements and requirements specified in this Manual,

ii. developing standard operating procedures,iii. ensuring that air operations are conducted in accordance with national and international

regulations, standards and operating policy policies contained in this Operations Manual,iv. ensuring that all aerodromes and routes used are operationally suitable and meet operating

requirements, andv. receiving and taking action with respect to any aeronautical information affecting the safety of

flight; i. planning and controlling all aircraft maintenance directly or through the use of maintenance

agreements including;i. liaising with all non-company persons or Approved Maintenance Organizations (AMOs)

performing maintenance on (Company Name) aircraft,

Amendment No. - Original Issue page - January 1, 20161


ii. ensuring that aircraft maintenance records as required by State regulations or the aircraft manufacturer are established and maintained,

iii. ensuring that Airworthiness Directives and Service Bulletins that effect the aircraft are complied with appropriately,

j. removing the aircraft from service if it is unsafe or does not comply with airworthiness of national regulatory requirements

k. ensuring that all operations and maintenance processes and procedures include risk management mitigation specified in the safety management system, and

l. ensuring that personnel under his/her authority participate effectively in the safety management system.

1.3 PILOT-IN-COMMAND

The Pilot-in-Command (PIC) is accountable for the safe conduct of assigned flights. The PIC is responsible for the operation, safety and security of the aircraft and the safety of all passengers and cargo on board. Specific duties and responsibilities include:

a. ensuring that a flight will not be commenced if a flight crew member is incapacitated from performing duties by any cause such as injury, sickness, fatigue, or the effects of any psychoactive substance,

b. ensuring that the flight will not be continued beyond the nearest suitable aerodrome or heliport, when a flight crew member’s capacity to perform functions is significantly reduced by impairment of faculties from causes such as fatigue, sickness or lack of oxygen,

c. responsibility for operational control,

An operator shall describe the operational control system in the operations manual and identify the roles and responsibilities of those involved with the system. Examples of such responsibilities: ensuring that pilot licenses, medical certificates are valid and that passenger passports and visas if and when required are valid, or ensuring compliance with customs, immigration and cabotage laws.

d. responsibility for the security of the aircraft during its operation, e. checking and assessing weather and all applicable NOTAMs where available,f. determining fuel, oil and oxygen requirements,g. determining the aircraft weight/mass and balance limits,h. ensuring that all flight planning requirements have been met,i. ensuring that the aircraft is airworthy, duly registered and that the documentation and operational

information specified in section 3.1 are onboard the aircraft,j. completing an aircraft pre-flight inspection as per the aircraft flight manual, before each departure,k. briefing the passengers in accordance with the requirements specified in section 4.18,l. operating the aircraft in accordance with the procedures contained in this manual and aircraft

limitations,m. completing all post flight duties as specified in the company operations manual, n. recording flight times and aircraft defects,o. notifying the nearest appropriate authority by the quickest available means of any accident

involving the aircraft, resulting in serious injury or death of any person or substantial damage to the aircraft or property,

p. ensuring that a suspected communicable disease is reported promptly to air traffic control, in order to facilitate provision for the presence of any special medical personnel and equipment necessary for the management of public health risks on arrival,

q. submitting a report to the designated local authority following an act of unlawful interference,



r. completing the journey log book or the general declaration, when required,s. as soon as possible, report to the appropriate air traffic services (ATS) unit any hazardous

weather or flight conditions encountered that are likely to affect the safety of other aircraft, andt. participating in the safety management system, as detailed in section 2.1.2.

The qualifications required to act as PIC are specified in section 4.5.1.

The PIC has the authority to refuse transportation of any person or object if their carriage poses any risk to the safety of the aircraft or its occupants.




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(Company Name) 2. Company Safety Management System

2 Company Safety Management System

Please refer to the SMS Toolkit, the SMS Guidance Manual and the reference material identified in the IS-BAO IG 3.0 for guidance in completing this section.

Safety management systems are an evolutionary development of the traditional flight safety program that can significantly enhance the safety of an aviation operation. A successfully developed and implemented safety management system (SMS) will ensure that safety is a core value in an organization or flight operation and that safety is integrated into all management systems including operational, maintenance, financial and human resource management. (Company Name) uses an SMS to ensure that the Flight Department consistently provides safe and efficient air transportation that meets customer expectations. The (Company Name) SMS is described in this chapter.

2.1 SAFETY POLICY

The (Company Name) Safety Policy is presented below, and shall be communicated, with visible endorsement, throughout the organization.

The Safety Policy shall be reviewed by the aircraft operator at least once each year to ensure it remains relevant and appropriate to the organization. Additional reviews may be conducted when significant changes occur in the flight department.

Include appropriate references to other related documents, as applicable. They might include: corporate governance documents; the corporate safety policy or safety charter; risk profiling documents; State civil aviation regulations; Operational documents or agreements; Other policy documents operational or otherwise, etc.

2.1.1 Policy Statement

Modify the safety policy example to suit your company. See section 5.2 of the SMS Guidance Manual in the SMS Toolkit for additional information.

Safety is one of our core business functions. We are committed to developing, implementing, maintaining and constantly improving strategies and processes to ensure that all our aviation activities take place under an appropriate allocation of organizational resources, aimed at achieving the highest level of safety performance and meeting regulatory requirements, while delivering our services.

All personnel involved in the operation are accountable for the delivery of this highest level of safety performance, starting with the (Aircraft Operator).

Our commitment is to:a. support the management of safety through the provision of all appropriate resources that will

result in an organizational culture that fosters safe practices, encourages effective safety reporting and communication, and actively manages safety with the same attention to results as the attention to the results of the other management systems of the organization;

b. ensure that the management of safety is a primary responsibility of all personnel involved in the operation;

c. clearly define, for all personnel involved in the operation, their accountabilities and responsibilities for the delivery of the organization’s safety performance and the performance of our safety management system;

Amendment No. - Original Issue page - January 1, 2016 5


d. establish and operate hazard identification and risk management processes, including a hazard reporting system, in order to eliminate or mitigate the safety risks of the consequences of hazards resulting from our operations or activities, to achieve continuous improvement in our safety performance;

e. ensure that no action will be taken against any employee who discloses a safety concern through the hazard reporting system, unless such disclosure indicates, beyond any reasonable doubt, gross negligence or a deliberate or willful disregard of regulations or procedures;

f. comply with and, wherever possible, exceed, legislative and regulatory requirements and standards;

g. ensure that sufficient skilled and trained human resources are available to implement safety strategies and processes;

h. ensure that all personnel involved in the operation are provided with adequate and appropriate aviation safety information and training, are competent in safety matters, and are allocated only tasks commensurate with their skills;

i. establish and measure our safety performance against realistic safety performance indicators and safety performance targets;

j. continually improve our safety performance through continuous monitoring and measurement, regular review and adjustment of safety objectives and targets, and diligent achievement of these; and

k. ensure that externally supplied systems and services to support our operations are delivered meeting our safety performance standards.

(Date)

(Signature)(Aircraft Operator Name)

(Aircraft Operator)

2.1.2 Safety Accountabilities

The (Aircraft Operator), irrespective of other functions, has ultimate accountability for the safety performance of the organization.

The (Aircraft Operator) is the sole person that has the authority to make decisions regarding (Company Name) safety risk tolerability.

Responsibilities of all personnel, including those responsibilities related with the SMS, are detailed in chapter 1. Additionally, all personnel involved in the operation are responsible for:

a. adhering to directions contained in the company operations manual and related manuals and procedures,

b. making decisions within that framework that will contribute to the safety and efficiency of the operation, and

c. participating proactively in the safety management system by:i. actively seeking, identifying and reporting hazards and safety-risk management deficiencies,ii. providing timely input to management to ensure that the safety-risk profile is accurate and up-

to-date, and iii. when appropriate, applying hazard checklists to make sound decisions.



2.1.3 Key Safety Personnel

Modify this section to reflect your safety-related organizational structure. In this example, the Aircraft Operator is directly responsible for safety management. If a Safety Manager, Safety Officer or another equivalent position is available, modify this section accordingly.

2.1.3.1 Aircraft Operator

The (Aircraft Operator) is individually responsible for and acts as a focal point for the implementation and maintenance of an effective SMS. S/he shall always ensure s/he is properly trained and qualified to perform the duties of this role.

The responsibilities and duties of this role are:a. developing, implementing and maintaining the safety management system,b. monitoring all safety activities that may have an impact on flight and ground safety, c. establishing and managing the hazard identification and tracking system, d. developing and maintaining a safety awareness program, e. monitoring industry flight safety concerns which may have an impact on operations, f. maintaining liaison with aircraft manufacturers and industry safety associations, g. developing and maintaining the operator emergency response plan, and ensuring it is

properly coordinated with the emergency response plans of those organizations it must interface with during the provision of its services,

h. analysing hazard reports and other identified safety concerns and determining appropriate mitigation,

i. investigating and reporting on incidents/accidents and determining mitigation or modifications to the safety management system,

j. undertaking safety assurance activities and conducting periodic evaluations of the safety management system, and

k. monitoring the response and measuring the results of safety initiatives.

2.1.4 Coordination of the ERP

The person responsible for overall coordination of emergencies in our organization is the (Aircraft Operator). He will act in the task of identifying the need to review existing processes and the need for coordination with other sectors within and outside our company. He is also responsible for establishing the measures to be adopted in cases of emergencies, described in the Emergency Response Plan, and for identifying the need to include new actions or amend the existing ones, so as to coordinate and maintain an emergency response plan that ensures:

a. Orderly and efficient transition from normal operations to emergency activities; b. Designation of emergency authority; c. Responsibilities of members of the company staff involved in ERP activities; d. Coordination of efforts to handle the emergency; and, e. Return from emergency activities to normal operations.

The ERP, presented in section 5.3, details in writing the actions that will be adopted after an accident or serious incident, designating a person responsible for each action. At least once a year, the (Aircraft Operator) shall review the ERP to ensure its continuing relevance and effectiveness, and update it as needed.



The (Aircraft Operator) is responsible for ensuring that the ERP is properly coordinated with the emergency response plans of those organizations it must interface with during the provision of its services, such as, but not limited to:Identify and list here the organizations your company’s ERP must interface with during the provision of its services, such as State Civil Aviation Authorities, AIB, Insurance providers, legal Departments of State (if applicable), airport organizations, FBOs, flight planning service providers, etc.

2.1.5 SMS Documentation

This manual describes the (Company Name) SMS, including the company’s safety policy and objectives, the SMS requirements, processes and procedures, the related accountabilities, responsibilities and authorities, and the expected SMS outputs.

Additional documentation substantiating the existence and ongoing operation of the SMS is kept in the Safety Library, under the responsibility of the (Aircraft Operator), including:Update the following list to reflect the additional SMS documentation/records kept by your company.

a. hazards report register and samples of actual reports; b. safety performance indicators and related charts; c. record of completed or in-progress safety assessments; d. SMS internal review or audit records; e. safety promotion records; f. personnel SMS/safety training records; g. SMS meeting minutes; and h. SMS implementation plan (during implementation process).

2.2 SAFETY MANAGEMENT STRATEGY

A safety management strategy is the operator’s approach to the management of safety. It is the linkage between the risks identified on the safety-risk profile and the remainder of the safety management system. It provides a summary explanation of, and rationale for, the safety management activities conducted by the operator. This section is the performance standard by which the regulatory agency, insurance underwriters, and others can evaluate safety performance. The safety management strategy normally contains the following:

a. A description of the nature of flight operations;b. The operator’s safety risk profile;c. A list of the hazards or risks identified and the strategies adopted to mitigate them;d. Safety performance targets that document the direction and activities being taken to

enhance safety performance;e. The mechanisms employed to monitor the operator’s performance in relation to stated

objectives and goals and to evaluate the effectiveness of the operator’s safety management; and

f. Other tools employed to manage the risks.

The safety management strategy example that is contained in the SMS Toolkit and chapter 9 of the SMS Guidance Manual can provide guidance on the development of this section.



2.2.1 Description and Nature of the Operation

Include a description of the nature of the operation. For guidance see the safety management strategy example that is contained in the SMS Toolkit and chapter 9 and Appendix N of the SMS Guidance Manual.

2.2.2 Safety Risk Profile

A copy of the (Company Name) safety risk profile is contained in Attachment 2-A. These example uses the simplified risk profiling methodology described in the SMS toolkit, based on the form presented in Attachment 2-A. It presents the highlights of the hazards and associated risks identified by (Company Name) plus linkage to the mitigation that has been developed to manage the level of risk to as low as reasonably practical. If another methodology is used make reference to it here.

a. Attachment 2-A – Operator Safety-Risk Profile is used to develop the company safety-risk profile. Safety-risk factors are rated as: Low – L; Medium low – ML; Medium – M; Medium high – MH; or High – H.

2.2.3 Key Hazards, Risks and Mitigation

Include a description of the summary of the key hazards and associated risks that have been identified and the mitigation that has been developed to reduce the risks to as low a level as reasonably practical. For guidance see the safety management strategy example that is contained in the SMS Toolkit and chapter 9 and Appendix N of the SMS Guidance Manual.

2.2.4 Safety Performance Objectives

Modify the following example to suit your requirements. Safety is paramount in all (Company Name) operations and it is the joint responsibility of everyone connected with the flight operation.

The objective of (Company Name)’s SMS is to enhance the safety, efficiency and effectiveness of company operations through the management of safety risks. To accomplish that objective, (Company Name)’s strategy is to mitigate all identified hazards to a level as low as reasonably practical. To achieve this goal, the following safety management principles will be followed:

a. Safety will be recognized as an integral and vital part of the successful performance of any job;b. Safety, being paramount to operating practice, will be given priority at all times;c. Direct responsibility for the safety of an operation rests with the individual that conducts the task

or series of tasks. During flights the PIC will seek to ensure that all operations are conducted without incident.

d. Each individual involved in the operation or maintenance of the aircraft will perform their duties giving primary concern for their own safety as well as that of their fellow employees and the property and equipment entrusted to their care.

e. The PIC is the judge as to whether the aircraft shall take-off and where it shall land, taking into account all factors of equipment and weather conditions within the specifications of the Operations Manual and/or the Aircraft Flight Manual. S/he will exercise this responsibility effectively and will use all of the resources available to make appropriate and effective decisions.



f. The PIC has ultimate authority to refuse or discontinue a trip which, for reasons of safety or security, he feels should not be attempted or continued. S/he will exercise this responsibility effectively and will use all of the resources available to make appropriate and effective decisions;

To achieve this, the (Company Name) SMS must be proactive, ongoing and fully integrated throughout the operation and all of its activities. Accordingly, the following strategies are important:

a. All persons involved in the operation or maintenance of the aircraft and passengers will be involved in the safety management system.

b. Awareness, compliance, inspection, investigation and education programs will be incorporated into all aspects of the operation.

c. All persons involved will endeavour to identify, report and eliminate hazardous conditions.d. All reported hazardous events will be investigated to determine root cause.e. All proposed new equipment acquisitions, facilities, operations and procedures will be reviewed

with safety in mind.f. All persons will ensure that all applicable laws and regulations are complied with.

2.2.5 Safety Management Goals

In recognition of the (Company Name) safety performance strategy, the following goals have been established for the year (20xx).

The annual safety management goals can be included here or referenced if there is a separate system for managing annual goals. For guidance on SMS goals see chapter See section 5.3 of the SMS Guidance Manual and the Safety management Strategy Example in the SMS Toolkit. 2.2.6 Other Risk Management Tools

Include any other risk management tools used such as the Personal Minimums Checklist discussed in section 7.1.4. Also see the SMS Guidance Manual and the ICAO Safety Management Manual for more information on the risk management tools.

2.3 SAFETY RISK MANAGEMENT PROCESSES

The safety risk management system is composed of: hazard identification; analysis of the hazard to include potential consequences of that hazard; risk assessment, in terms of probability and severity, of the consequences; and mitigation of the risk.

2.3.1 Hazard Identification

This section should present all hazard identification processes used in your company. These must include a combination of reactive, predictive and proactive processes, as well as a procedure to review hazards/risks from external reports.

The following example considers the following processes: occurrence reports (reactive); voluntary reports (proactive); documented de-briefing (predictive); and external reports. Other common processes which might be considered by your company include, but are not limited to, safety studies, safety reviews, safety surveys, safety audits, in flight observations, etc. Refer to the SMS Toolkit for more information on hazard identification processes.

Each company should develop a set of processes that best suits its characteristics. Modify the following example to suit your company procedures/processes.



The purpose of the hazard identification program is to proactively identify and address potential deficiencies in safety management. The (Company Name) hazard identification program is composed of a set of reactive, predictive and proactive processes for identifying the hazards, and associated risks, to which its flight operations are subject.

These processes are detailed in the following sections. All persons involved in the operation or maintenance of the aircraft and passengers are expected to participate in the hazard identification program. The risks associated with any hazards emerging from the hazard identification program shall be appropriately assessed and mitigated according to the process described in section 2.3.2. The (Aircraft Operator) shall also evaluate if a revision to the Safety-Risk Profile is necessary in order to address the identified hazards.

2.3.1.1 Occurrence Reports

All accidents/incidents/occurrences involving (Company Name) operations will be investigated and processed within the organization. Accidents, incidents and occurrences shall be immediately communicated to the (Aircraft Operator), who is responsible for conducting the internal investigations.

The (Aircraft Operator) shall conduct all investigations in such a manner as to identify active failures as well as contributing factors and hazards. Once investigations are complete, the final reports will be disseminated to the appropriate persons within the company. When required, the (Aircraft Operator) is responsible for disseminating the investigation report to the appropriate (State) civil aviation authority.

2.3.1.2 Voluntary Reports

Reports/observations can be made to the (Aircraft Operator) verbally, but written reports are encouraged. Where verbal reports are provided, the (Aircraft Operator) shall prepare a report containing the information. Written reports can be made on the Hazard Identification and Tracking Form (Appendix 2-B) in this section, and forwarded to the (Aircraft Operator).

According to the Safety Policy, no action will be taken against any employee who discloses a safety concern through the hazard reporting system, unless such disclosure indicates, beyond any reasonable doubt, gross negligence or a deliberate or willful disregard of regulations or procedures.

Self-disclosure: immunity from punitive actions will be granted to all employees who report on errors incurred by themselves that led to unsafe conditions, unless it becomes clear that self-disclosure is being used as a means of obtaining indemnity for deliberate violations.

2.3.1.3 Debriefing Reports

After each flight, PIC will prepare a short debriefing report related to the flight. Any specific occurrences of events that could have led to a potentially unsafe condition should particularly be reported. This report will be reviewed by the (Aircraft Operator) in order to identify possible hazards or risks associated with the operation. These reports will be kept as part of the safety documentation

According to the Safety Policy, no action will be taken against pilots who disclose a safety concern through debriefing reports, unless such disclosure indicates, beyond any reasonable doubt, gross negligence or a deliberate or willful disregard of regulations or procedures.

Self-disclosure: immunity from punitive actions will be granted to the pilots who report on errors incurred by themselves that led to unsafe conditions, unless it becomes clear that self-disclosure is being used as a means of obtaining indemnity for deliberate violations.



2.3.1.4 External Reports

The (Aircraft Operator) shall periodically review safety reports issued by civil aviation authorities, national aviation associations, aircraft manufacturers, flight safety organizations and other operators. Useful safety information derived from these reports shall be communicated to the affected company personnel as part of the SMS communication process detailed in section 2.5.1. Additionally, upon review of these reports, the (Aircraft Operator) shall identify any hazards/risks that might be applicable to (Company Name) operations and report them as appropriate.

2.3.2 Risk Assessment and Mitigation

The (Aircraft Operator) or person to whom s/he delegates the task, will analyze and classify all hazard reports in accordance with the procedures identified in section 2.3.2.1. Mitigation actions shall be determined and followed up to ensure its effectiveness, as described in section 2.3.2.2.

After completion of the analysis of each report, a response will be provided to the person making the report.

2.3.2.1 Safety Risk Classification

In this example, the likelihood / severity / tolerability classification parameters recommended by ICAO have been used.

Review this section to reflect your company risk classification procedures and parameters.

The process of managing safety risk begins with the identification of all possible consequences arising from each identified hazard. The (Aircraft Operator) shall review all hazards identified by (Company Name) and analyze them to determine potential consequences of that hazard.

After all possible consequences of the hazard have been identified, the risk associated with each one of these consequences shall be assessed in terms of probability and severity.

The (Aircraft Operator) shall first assess the probability that each of these consequences will manifest from the identified hazard in the context of the organization’s operations.

In order to establish this probability, the (Aircraft Operator) may use the company's historical data available in the Safety Library, as well as consult other areas of the company, evaluate public data , surveys of other operators, or any other means deemed appropriate by the (Aircraft Operator) for the development of a coherent assessment towards an accurate probability associated with each event. Once the (Aircraft Operator) has sufficient elements for an adequate assessment of the probability of occurrence of the analyzed event within the company, s/he shall classify the associated risk according to the table below.

Probability of an EventQualitative Definition Meaning Value

Frequent Likely to occur many times (or has been occuring frequently) 5Occasional Likely to occur a few times (has occurred a few times) 4

Remote Unlikely, but possible to occur (rarely occurs) 3Unlikely Very unlikely to occur (no history of previous occurences) 2

Very Unlikely Nearly impossible to occur 1

Once the consequences are assessed in terms of probability, the second step towards safety-risk control is the assessment of the severity of the consequences to identified hazards.



The (Aircraft Operator) shall evaluate and determine the seriousness of the possible consequences under analysis. Once the (Aircraft Operator) has sufficient elements for an adequate assessment of the severity of the analyzed event within the company, s/he shall classify the associated risk according to the table below.

Severity of an EventDefinition (in Aviation) Meaning Value

Catastrophic Fatal injuries Total loss of material goods A

Critical

Important reduction of safety margins, injury or increase in workload such that personnel are unable to perform their activities in a complete or effective way

Serious injuries Signifcant damages to equipment

B

Significant

Significant reduction of safety margins, a reduction in the ability of the operator to respond to adverse operating conditions as a result of an increase in workload or of conditions that might prevent his/her effectiveness

Serious incident Injuries to people

C

Small

Interference Operating Limitations Use of emergency procedures Minor incidents

D

Neglectible Light consequences E

Once all safety-risks (for every consequence of occurrence of an event or unsafe condition) are assessed in terms of probability and severity, the third step towards safety-risk control is the definition, by the (Aircraft Operator), of the "tolerability" of the risks in terms of their consequences to the company operations.

In practice, this evaluation is performed in two steps. The first is to obtain a general assessment of safety-risks by combining the two tables previously presented - for probability and for severity - in an array. Then, the safety-risk index obtained in this array is exported to the safety-risk tolerability matrix, presented below.

ProbabilitySeverity

Catastrophic Critical Significant Small NegligibleA B C D E

Frequent 5 5A 5B 5C 5D 5EOccasional 4 4A 4B 4C 4D 4E

Remote 3 3A 3B 3C 3D 3EUnlikely 2 2A 2B 2C 2D 2E

Very Unlikely 1 1A 1B 1C 1D 1E

Depending on the classification of each hazard, the risk is deemed acceptable (green region of the table), acceptable based on mitigation (yellow region of the table) or unacceptable (red region of the table).



2.3.2.2 Safety Risk Mitigation and Control

This section shall describe the processes and procedures in place to determine mitigation actions and monitor their effectiveness. These processes may be designed and accomplished in several different ways, depending on the structure of each organization.

In this example, risk mitigation actions are determined and monitored for effectiveness by the Aircraft Operator in quarterly reviews.

Review this section to reflect your company risk mitigation and control process and corresponding procedures.

After the safety-risk tolerability analysis, if the risk is unacceptable, it shall be mitigated to an acceptable level or be somehow eliminated. Hazards that are initially assessed as unacceptable shall immediately reviewed by the (Aircraft Operator) in order for this hazard to be precisely classified and immediately mitigated to an acceptable level. If the (Aircraft Operator) so determines, the operation of the company or of the affected area (specific aircraft, aerodrome, type of operation, etc.) may be suspended until the risk has been mitigated to an acceptable level. Hazards assessed as 'acceptable based on mitigation' will be reviewed and mitigated by the (Aircraft Operator) in quarterly reviews, and followed up until the (Aircraft Operator) considers it completely mitigated.

The (Aircraft Operator) performs a dedicated safety review at the end of every quarter, to review the hazards and risks identified in the quarter and to determine the mitigation actions corresponding to each of them. Then, the (Aircraft Operator) shall take the appropriate actions in order to implement the mitigation actions so determined.

In these quarterly reviews, the (Aircraft Operator) also assesses the effectiveness of mitigation actions determined in previous reviews, in order to determine the need for additional mitigation actions to achieve satisfactory levels.

All identified hazards shall be tracked by the (Aircraft Operator) in the Risk Management Tracking Form (Appendix 2-D) until the remedial action has been completed.

After each quarterly review, the (Aircraft Operator) will prepare minutes documenting the main topics discussed and decisions taken. These minutes shall be filed by the (Aircraft Operator) in order to allow continuous monitoring of the progress and results of SMS activities.

Note: The effectiveness of the hazard identification and tracking system may be enhanced by the inclusion of quality items. In that case the form that is attached as Appendix 2-E may be used.



2.4 SAFETY ASSURANCE

Modify the following example to suit your requirements.

Safety-Risk management requires feedback on the effectiveness of the measures taken, in order to complete the management cycle. Supervision of system results is key to evaluate SMS effectiveness and to perform any changes which might be necessary.

The ongoing monitoring of operational systems, processes and procedures to ensure that they are appropriate and effective is an integral part of an SMS. (Company Name)’s safety assurance activities are used to:

Ensure that operational systems, process and procedures are appropriate and effective, Ensure that identified problems have been resolved, and Assist in maximizing the efficiency of safety management activities.

2.4.1 Safety Performance Monitoring and Measurement


An SMS defines measurable performance outcomes to determine whether the system is truly operating in accordance with design expectations and not simply meeting regulatory requirements. The safety performance indicators (SPIs) are used to monitor known safety risks, detect emerging safety risks and to determine any necessary corrective actions.

Based on analysis of data collected through the hazard identification program, the change management process and the SMS audits, (Company Name) has developed the following set of Safety Performance Indicators which will be used to verify performance of its SMS:List here the Safety Performance Indicators to be used by your company to assess SMS performance. The Safety Performance Indicators can be included here or referenced if there is a separate system for managing annual indicators and targets.Note that SPIs shall include lower-consequence indicators (for a definition of lower-consequence indicators, refer to IS-BAO Appendix A). SPIs shall always be supported by measurable data, so that they can be analyzed for trends. They also should be specific, measurable, agreed to, relevant and time-based.

(Aircraft Operator) is responsible for updating the Safety Performance Indicator values quarterly, based on information derived from the SMS activities. (Aircraft Operator) will analyze these indicators and compute trend information so as to assess whether actual SPI safety data trends toward the corresponding Safety Performance Targets (SPTs).

These Safety Performance Indicator values, along with results from trend analysis, will be reviewed by the (Aircraft Operator) so that s/he has visibility of the status of SMS performance throughout the year. This information shall be used by the (Aircraft Operator) to evaluate if changes to the SMS processes and procedures, or to allocation of resources, is necessary in order to achieve the desired Safety Performance Targets.

In the last review of each year, final Safety Performance Indicator values will be analyzed against the corresponding targets. The Safety Performance Indicators and Targets for the following year will then be determined by the (Aircraft Operator) and documented in this section. Safety Performance targets shall always be supported by measurable data, so that they can be analyzed for trends.

The following set of Safety Performance Targets will be used to verify performance of the company’s SMS in year (20XX):



List here the Safety Performance Targets to be used by your company to assess SMS performance.The Safety Performance Targets can be included here or referenced if there is a separate system for managing annual indicators and targets.

2.4.2 Change Management Process


When a report received through the Hazard Identification and Tracking System or information gained through any other process results in the decision to modify a process, procedure or program the proposed change will be reviewed by the (Aircraft Operator). If it is concluded that the change will be adopted, it will be implemented and then:

a. the operations manual and other associated documentation will be amended and distributed to all document holders, and

b. the amended process, procedure or program will be tracked to ensure it is appropriate and effective.

Prior to undergoing any major change in the operation, a change management plan will be developed. Events that will indicate the need for such a plan are;

a. the purchase of a new aircraft type; b. significant change in the nature of the operation (e.g. new operating environment, etc.); c. changes to organizational structure; d. significant change in aircraft maintenance arrangements, etc.

As soon as it has been determined that the change event will occur, the Company Safety-Risk Profile will be reviewed. On the basis of that assessment, and any other available information, the (Aircraft Operator) will develop a Change Management Plan, in order to ensure that any safety risks that may arise from the change will be properly identified and managed, with the participation of the stakeholders involved in the identified change. The Change Management Plan will include:

a. a risk analysis of the change event and an assessment of the changes required to items such as:i. operating and maintenance procedures and processes,ii. training program and competency certification,iii. Operations Manual,iv. aircraft SOPs, etc., and

b. a plan for development of the required changes.

After implementation of the change the (Aircraft Operator) will review system performance at regular intervals. If there is any doubt of the effectiveness of the change management process, a more comprehensive post-implementation review or a Safety Management System Audit will be conducted.

2.4.3 Continuous Improvement


Regular evaluation of safety performance is an integral part of an SMS. (Company name) will conduct internal evaluations at least once per year and will have an audit by an Accredited IS-BAO Auditor at least once every two years. The internal evaluations shall be comprehensive, include a review of training records for all personnel, and be conducted in accordance with the IS-BAO Audit Procedures Manual. The evaluation form contained in Appendix 2-D will be used to record the evaluation results.



A Remedial Action Plan will be developed for any findings made during either the internal evaluation or the IS-BAO audit and will be tracked in the SMS Evaluation Tracking Form (Appendix 2-E) in order to ensure that the Finding has been rectified in an appropriate and effective manner.

When the evaluation is completed, it will be analyzed to ensure that the agreed acceptable level of risk, the safety objectives and targets and related SMS expectations are being achieved.

The results of evaluations, safety surveys and summaries of feedback on safety management activities, will be reviewed with the (Aircraft Operator). This information will also be shared with all persons involved in the operation.

2.4.4 Compliance Monitoring


In order to ensure compliance with all applicable regulations, standards, approvals and exemptions (Company name) will conduct a compliance review at least once each year. The checklist in Appendix 2-F will be used for the review.

2.5 SMS COMMUNICATION AND TRAINING

2.5.1 Safety Communication


(Company name) will work diligently to ensure that a positive safety culture prevails throughout the organization. In order to achieve that objective open communication with all persons involved in the operation will be encouraged and safety information will be shared.

(Aircraft Operator) shall ensure that consistent feedback is provided to all company personnel who participate in the safety management activities, so as to encourage the future participation of employees in these activities.

Formal Safety Communiques will be distributed by the (Aircraft Operator) via e-mail to all affected personnel in order to convey safety-critical information, including significant events and investigation outcomes from internal and external sources. These Safety Communiques will also be used by the (Aircraft Operator) to explain why particular safety actions are taken and/or to explain why safety procedures are introduced or changed.

Safety-related communication will also be performed by the (Aircraft Operator) via e-mail (Aircraft Operator E-mail). This channel is also permanently available for all persons involved in the operation to communicate with the (Aircraft Operator).

Include here appropriate information on any formal communication channels used by your company for dissemination of safety information, such as Alert Bulletins, Safety Communication Boards in the bases of operation, etc.

2.5.2 Safety Training

Modify the following example to suit your requirements. For instance, specific training courses should be developed for different groups of people within the company according to each individual’s involvement in the SMS.



In order to ensure that all persons involved in the operation understand the importance of open communication and the framework within which the company SMS functions, the following training will be included in the company orientation training for all flight department personnel and new hires:

Introduction to the IS-BAO, Introduction to SMS, (Company Name) SMS and Operations Manual.



2.6 APPENDIX 2-A CURRENT OPERATOR SAFETY-RISK PROFILE

Insert a copy of your current Operator Safety-Risk Profile.


(Company Name)

Operator Safety- Risk Profile Example

COMPANY Assessor DateORIGINAL UPDATE Reason for update:

Rating Underlying Hazard, Related Mitigation and Reference

EXPOSURE – Extent of loss to the company

Low Medium High

LIKELIHOODOperational Factors ATS – en-route

ATS – terminal

Approach aids

Weather Information

Airports

Technical Factors Type of power plant

Number of power plants

Pressurization

Aircraft Maintenance

En-route service & maintenance

Human Factors Flight crew qualifications

Number of pilots

Experience

Currency – aircraft

Currency – routes

Maintenance human performance

Company culture

Fatigue

Global Assessment of Likelihood

SEVERITY

ERS

Governing operations

Location of operations

Weather extremes

In-flight turbulence

Global Assessment of Severity


(Company Name)

2.7 APPENDIX 2-B HAZARD IDENTIFICATION AND TRACKING FORM

Describe the event you observed:Date Time

Location

Name Date Phone #

Summary of Analyses

Name Date

Proposed Remedial Action

Accepted Rejected If rejected explain reason and proposed alternative action.

(Flight Department Manager) Date

Remedial Action Implemented Date

Post Implementation Review conducted by Date

2.7.1


(Company Name)


LEFT BLANK


(Company Name)2.8 APPENDIX 2-C RISK MANAGEMENT TRACKING FORM

Assessment Area Report Number

Details Initial Risk Rating

Risk Control Strategy Implementation Date

Review Date

Assessment of Effectiveness

This form is intended to provide a small operator with a means of tracking hazard reports and reviewing the effectiveness of risk control strategies. Column 1 should be modified to reflect your operation. You may need a separate sheet or more for each area of assessment. You can use the computer to enter data or print a blank form and hand write your information.


(Company Name)

.


LEFT BLANK


(Company Name)

2.9 APPENDIX 2-D SMS EVALUATION FORM

Operator:

Evaluator

Date

SMS Evaluation Objective: Stage One

Stage Two

Stage Three

Item Sound Appropriate Effective Comments1. Policy

2. Authorities

3. Profile

4. Risk Management

5. Involvement

6. Document Control

7. SMS Training

8. Ops Manual

9. Safety information

10. Occurrence

11. Evaluation

12. Tracking

13. SMS Docs

Comments:

Note: For information on using this SMS Evaluation Form see the SMS Evaluation Tool in the SMS Toolkit or Chapter 5 of the IS-BAO Internal Audit Manual


(Company Name)


LEFT BLANK


(Company Name)2.10 APPENDIX 2-E SMS EVALUATION TRACKING FORM

Operator

Date Evaluator/Auditor Scope of Evaluation or Audit Summary of Results

Finding and/or Observation Tracking

Functional Area Number Details of Finding or Observation Remedial Action Plan Date Assessment of EffectivenessImplemented Reviewed

(Aircraft Operator) ReviewDate Name Signature Comments

This form is intended to provide a means of tracking evaluations or audits, including findings and remedial action, and for reviewing the effectiveness of remedial action.


(Company Name)


LEFT BLANK


(Company Name)

2.11 APPENDIX 2-F COMPLIANCE MONITORING CHECKLIST Operator: Year:

Subject Datechecked Checked by Comments /

Deviation Report No.1. Operations

a. Aircraft checklists checked for accuracy and validity.

b. Minimum of 5 flight plans checked and verified for proper and correct information.

c. Flight planning facilities checked for updated manuals, documents and access to relevant flight information.

d. Samples of flight operations records checked that operations are conducted in accordance with applicable approvals, exemptions, certificates and flight ops manual.

e. Occurrence reports evaluated and reported to the appropriate competent authority

f. Aircraft maintenance/operations interface procedures checked to ensure aircraft meet airworthiness requirements when dispatched.

g. Aircraft maintenance/operations interface procedures checked to ensure aircraft meet airworthiness requirements when dispatched.

2. Aircraft Maintenancea. Aircraft maintenance checklists, procedures

and schedules checked that they continue to meet State regulatory requirements.

b. Use of the maintenance checklists, procedures and schedules checked that aircraft continue to meet airworthiness requirements.

c. Maintenance records checked for completeness and accuracy.

d. Traceability of parts ordering, receiving, storage and usage records checked.

3. Ground Handlinga. Instructions regarding fuelling and de-icing

issued and known by all relevant personnel

b. Instructions regarding Dangerous Goods issued and known by all relevant personnel

c. Security procedures and adherence to them checked

4. Load Controla. Min.5 load sheets checked and verified for

proper and correct information.

b. Aircraft fleet checked for valid weight and balance.

c. Minimum one check per aircraft of correct loading and distribution.

5. Traininga. Training records updated and accurate

Amendment No. - Original Issue page - 29 January 1, 2016

(Company Name)

Subject Datechecked Checked by Comments /

Deviation Report No.b. All pilot licenses checked for currency,

correct ratings and valid medical check

c. All personnel received required recurrent training and training required by approvals etc.

d. Training facilities & Instructors approved

e. All pilots received Daily Inspection (D.I.) training

6. Documentationa. All issues of OM checked for correct

amendment status

b. All approvals and Operations Specifications checked for validity

c. Aviation Requirements applicable and updated

d. Crew flight and duty time record updated

e. Flight documents record checked and updated

f. Quality records checked and updated

All Deviations are to be recorded in a Corrective Action Report and tracked to ensure that the corrective action has been effective.


(Company Name)

Compliance Monitoring Corrective Action Report

Operator Date

Reported by Report Number

Subject AreaFlight Ops Aircraft Maintenance Ground Handling

Load Control Training Documentation Other

Description of Finding: Reference

Reviewing ManagerName Title Date

Summary of Analyses

Proposed Remedial Action

Accepted Rejected If rejected explain reason and proposed alternative action.

(Flight Department Manager) Date

Remedial Action Implemented by Date

Post Implementation Review conducted by Date


(Company Name)


LEFT BLANK


(Company Name) 3. Operational Control

3 Operational Control Operational control means the exercise of authority over the initiation, continuation, diversion or termination of a flight in the interest of the safety of the aircraft and the regularity and efficiency of the flight. It also includes any provisions for following of the flight until it arrives at its destination.

3.1 GENERAL DESCRIPTION

Describe your company operational control system. The remainder of this section is written from the perspective where the aircraft operator also is the usual pilot-in-command or one pilot is employed to fly the aircraft. Modify it as appropriate to reflect your systems.

3.2 RESPONSIBILITIES AND AUTHORITIES

(Company Name) uses a pilot self dispatch system. Prior to flight, the pilot-in-command must determine that:

a. the flight may be conducted in accordance with the (State) civil aviation regulations and standards;b. the validity of all required licenses, permits, certificates, has been verified and the required

equipment, documents, manuals and information, including those listed below, are on board the aircraft and accessible on the flight deck;

The following is a sample list of documents that are to be carried on the aircraft. It should be modified to suit your company operating requirements.

i Aircraft Certificate of Airworthinessii Aircraft Certificate of Registrationiii Insurance Certificateiv Aircraft Noise Certificationv Radio Telephone License or Permitvi Aircraft Flight Manual or Operating Manualvii Aircraft Performance Dataviii Checklistsix Aircraft Weight/Balancex Minimum Equipment List xi Aircraft Logxii MNPS / RVSM / PBN (RNAV/RNP) Letters of Authorizationxiii Company Operations Manualxiv Aeronautical information publicationsxv Aeronautical chartsxvi En route, terminal area and instrument approach procedure chartsxvii Other documents required for the area of operationxviii Procedures for PIC of intercepted aircraft and visual signals for use by intercepting and

intercepted aircraft in ICAO Annex 2xix SOP Manualxx Certified copy of Air Operators Certificate (AOC holders only)

c. All operating requirements specified in the Company Operations Manual have been met;d. all required aircraft maintenance work has been completed, the aircraft Certificate of Airworthiness is

in force and sufficient time remains on the aircraft before the next required maintenance, to complete the job for which the aircraft is being released;



e. the meteorological conditions are such that the flight can be conducted safely and within (State) and International regulations and standards;

f. a pilot’s flight log has been completed; andg. a flight plan has been filed with ATC or a flight itinerary has been left with a (Responsible Person).

3.3 FLIGHT PLANNING AND PRE-FLIGHT REQUIREMENTS

A flight shall not be commenced until all pertinent flight data has been compiled, and the requirements specified in section 3.2 have been met and the pilots Personal Minimums Checklist contained in Supplement 1 has been reviewed.

The pilot’s flight log specified in chapter 14 will be used.

If a flight itinerary is left with a (Responsible Person) it shall include the following information:a. Aircraft registration,b. Aircraft type and colour,c. Pilot-in-command,d. Airport of departure,e. Destination airport,f. Routing,g. Time en-route,h. Time that arrival notice will be filed, andi. Time for Emergency Response Plan activation.

The Pilot’s Flight Log shown at chapter 14 is an example only. Ensure that the copy of the Pilot’s Flight Log that you intend to use is reflected in the manual.

As (Company Name) uses a pilot self dispatch system, it is the pilot-in-command's responsibility to ensure that all flight planning documents required by the Company Operations Manual have been prepared and filed prior to departure. S/he shall also ensure that flight planning requirements and aircraft operating rules of the State of Registry and of the State/States in which the operation is being conducted have been met. The State AIP shall be consulted if there is any doubt as to the State requirements. This information may be obtained through a commercial flight planning organization.

The PIC shall sign all formal flight plans to signify acceptance and accuracy.

Retention of pertinent flight data may be required by the State of Registry. Insert your specific requirements here.

3.3.1 Flight Planning Requirements The ICAO Annex 6 requirements are used in this example. If your specific State requirements are different please modify this section accordingly. Please note that operators are required to adhere to the flight planning requirements of the State of operation and those specified for international airspace.

3.3.1.1 General

Before commencing a flight the PIC shall be familiar with the available flight information that is appropriate to the intended flight. The PIC shall not commence a flight unless it has been ascertained that the facilities available and directly required for such flight and for the safe operation of the aircraft are adequate, including communication facilities and navigation aids and that all regulatory requirements for the area of operation can be met.



Before commencing a flight the pilot-in-command shall be familiar with all available meteorological information appropriate to the intended flight. Preparation for every flight under the instrument flight rules shall include:

a. a review of available current weather reports and forecasts;b. the planning of an alternative course of action to provide for the eventuality that the flight cannot

be completed as planned, because of weather conditions; andc. filing a flight plan (appropriate to the State within which the operation is occurring) or providing a

flight itinerary to a (Responsible Person) who can initiate an emergency response per section 5.3.

3.3.1.2 VFR Flight

A flight, to be conducted in accordance with the visual flight rules shall not be commenced unless current meteorological reports or a combination of current reports and forecasts indicate that the meteorological conditions along the route or that part of the route to be flown under the visual flight rules will, at the appropriate time, be such as to enable compliance with these rules, and VFR charts for the route to be flown are carried on board the aircraft.

When VFR operations are to be conducted in high performance aircraft, risk factors related to the routes and traffic shall be assessed by the PIC and mitigation developed to ensure that the identified risks are reduced to an acceptable level.

3.3.1.3 IFR Flight

Destination alternate aerodromeFor a flight to be conducted in accordance with the instrument flight rules, at least one destination alternate aerodrome or heliport, shall be selected and specified in the flight plan, unless:

a. the duration of the flight and the meteorological conditions prevailing are such that there is reasonable certainty that, at the estimated time of use at the aerodrome or heliport of intended landing, and for a reasonable period before and after such time, the approach and landing may be made under visual meteorological conditions; or

b. the aerodrome or heliport of intended landing is isolated and there is no suitable destination alternate aerodrome; and i. an instrument approach procedure is prescribed for the aerodrome or heliport of intended

landing; andii. a point of no return has been determined and the flight is not be continued past this point

unless available current meteorological information indicates that the following meteorological conditions will exist at the estimate time of use::A. a cloud base of at least 300 m (1,000 ft) above the minimum associated with the

instrument approach procedure, andB. visibility of at least 5.5 km (3 miles) or of 4 km (2 miles) more than the minimum

associated with the procedure.

Regardless of the exceptions detailed above, at least one destination alternate aerodrome must be selected and specified in the flight plan for fixed-wing operations if the destination aerodrome has only one usable runway with an operational instrument approach procedure at the estimated time of use.

For flights to foreign destinations the PIC shall ensure that the destination State permits IFR flight without an alternate.

When a destination alternate aerodrome is required A flight to be conducted in accordance with the instrument flight rules shall not be commenced unless the available information indicates that conditions, at the aerodrome or heliport of intended landing or at least



one destination alternate will, at the estimated time of use, be at or above the aerodrome or heliport operating minima.

Describe any specific company alternate aerodrome requirements or considerations. 3.3.1.4 Fuel and Oil Supply Requirements

3.3.1.4.1 Airplanes

A flight shall not be commenced unless, taking into account both the meteorological conditions and any delays that are expected in flight, the airplane carries sufficient fuel and oil to ensure that it can safely complete the flight and land with the planned final reserve fuel.

The amount of fuel to be carried must permit:a. when the flight is conducted in accordance with the instrument flight rules and a destination

alternate aerodrome is not required in accordance with 3.3.1.3, flight to the aerodrome of intended landing, and after that, for at least 45 minutes at normal cruising altitude; or

b. when the flight is conducted in accordance with the instrument flight rules and a destination alternate aerodrome is required, flight from the aerodrome of intended landing to an alternate aerodrome, and after that, for at least 45 minutes at normal cruising altitude; or

c. when the flight is conducted in accordance with the visual flight rules by day, flight to the aerodrome of intended landing, and after that, for at least 30 minutes at normal cruising altitude; or

d. when the flight is conducted in accordance with the visual flight rules by night, flight to the aerodrome of intended landing and thereafter for at least 45 minutes at normal cruising altitude.

The final reserve fuel values are as follows: (ENTER YOUR REGISTRATION NUMBER(S) AND ASSOCIATED FUEL VALUES)

In addition, sufficient fuel shall be provided for:a. taxiing and foreseeable delays prior to take-off;b. meteorological conditions;c. foreseeable air traffic routings and traffic delays;d. landing at a suitable aerodrome in the event of loss of cabin pressurization or, in the case of a

multi-engine aircraft, failure of any engine, at the most critical point during the flight; ande. any other foreseeable conditions that could delay the landing of the aircraft.

Prior to flight, PIC shall ensure that the final reserve fuel computed as detailed above meets both the state of registry and state of operations requirements taking into account the applicable requirements specified in ICAO Annex 6 Part II or Annex 6 Part III.

In-flight fuel checks and fuel management shall be performed as detailed below:a. The pilot-in-command shall continually ensure that the amount of usable fuel remaining on board

is not less than the fuel required to proceed to an aerodrome where a safe landing can be made with the planned final reserve fuel remaining upon landing.

b. The pilot-in-command shall advise ATC of a minimum fuel state by declaring MINIMUM FUEL when, having committed to land at a specific aerodrome, the pilot calculates that any change to the existing clearance to that aerodrome may result in landing with less than planned final reserve fuel.

c. The pilot-in-command shall declare a situation of fuel emergency by broadcasting MAYDAY MAYDAY MAYDAY FUEL, when the calculated usable fuel predicted to be available upon landing at the nearest aerodrome where a safe landing can be made is less than the planned final reserve fuel.



3.3.1.4.2 Helicopters

A flight shall not be commenced unless, taking into account both the meteorological conditions and any delays that are expected in flight, the helicopter carries sufficient fuel and oil to ensure that it can safely complete the flight. In addition, a reserve shall be carried to provide for contingencies.

For VFR operations, the fuel and oil carried shall be at least the amount sufficient to allow the helicopter:

a. to fly to the heliport to which the flight is planned;b. to fly thereafter for a period of 20 minutes at best-range speed; andc. to have an additional amount of fuel, sufficient to provide for the increased consumption on the

occurrence of any of the potential contingencies specified by the operator to the satisfaction of the (State) civil aviation regulations.

For IFR operations, the fuel and oil carried shall be at least the amount sufficient to allow the helicopter:a. When an alternate is not required, to fly to the heliport to which the flight is planned, and

thereafter:i to fly 30 minutes at holding speed at 450 m (1 500 ft) above the destination heliport under

standard temperature conditions and approach and land; andii to have an additional amount of fuel, sufficient to provide for the increased consumption on the

occurrence of potential contingencies.b. When an alternate is required, to fly to and execute an approach, and a missed approach, at

the heliport to which the flight is planned, and thereafter:i to fly to the alternate specified in the flight plan; and thenii to fly for 30 minutes at holding speed at 450 m (1 500 ft) above the alternate under standard

temperature conditions, and approach and land; andiii to have an additional amount of fuel, sufficient to provide for the increased consumption on the

occurrence of potential contingencies.c. When no alternate is required, sufficient fuel shall be carried to enable the helicopter to fly to the

destination to which the flight is planned and thereafter for a period that will, based on geographic and environmental considerations, enable a safe landing to be made.

d. In addition, sufficient fuel shall be provided for, at least:i meteorological conditions forecast;ii expected air traffic control routings and traffic delays;iii for IFR flight, one instrument approach at the destination heliport, including a missed

approach;iv the procedures prescribed in the operations manual for loss of pressurization, where

applicable, or failure of one engine while en route; andv any other conditions that may delay the landing of the helicopter or increase fuel and/or oil

consumption.

Note: Specific State requirements may vary in the application of this requirement. PIC shall ensure that specific requirements of the State of Registry and the State in which the operation is being conducted are met.

3.3.1.5 Oxygen Supply Requirements

A flight to be operated at altitudes at which the atmospheric pressure in personnel compartments will be less than 700 hPa (10,000 ft) shall not be commenced unless sufficient stored breathing oxygen is carried to supply:



a. all crew members and at least 10 per cent of the passengers for any period in excess of 30 minutes that the pressure in compartments occupied by them will be between 700 hPa (10,000 ft) and 620 hPa (13,000 ft); and

b. all crew members and passengers for any period that the atmospheric pressure in compartments occupied by them will be less than 620 hPa (13,000 ft).

A flight to be operated with a pressurized airplane shall not be commenced unless a sufficient quantity of stored breathing oxygen is carried to supply all crew members and passengers, as is appropriate to the circumstances of the flight and in accordance with the (State) civil aviation regulations.

3.3.1.6 Environmental Rules and Procedures

A summary of the local environmental rules and procedures at frequently visited airports is kept in the operating base. Whenever a change to one such rule or procedure is identified, the PIC shall update the summary accordingly. This summary is available in the company’s operating base and should be revised by the PIC when planning for a flight to a frequently visited airport.

In case of flights to other locations, the PIC shall confirm any nonstandard local environmental rules and procedures at destination and en route aerodromes. 3.3.1.7 Search and Rescue Services

Prior to flights over remote areas the PIC shall ensure that s/he has information on the search and rescue services available or that such information is available to the (Responsible Person) who would take the actions described in section 3.4.

3.3.2 Aircraft Weight and Balance

The pilot-in-command is responsible for the proper loading, including load security, weight and weight distribution. All loadings (including fuel) shall be distributed using the current weight and balance report. The load shall be distributed to ensure that the C of G will remain within the prescribed limits throughout the entire flight.

The take-off and landing weights shall not exceed the maximum weights specified in the approved Aircraft Flight Manual.

Aircraft take-off and landing weights shall not exceed that which would preclude the aircraft meeting performance requirements for take-off, en-route and landing at any aerodrome used.

The following is presented as an example of a weight and balance procedure. Operators should review it and revise as required to suit their particular circumstances.

The weight & balance calculation may take two forms: one that is pre-computed for different fuel and passenger/freight loads, and the other that is individually prepared for a specific flight reflecting non-standard loading.

A company weight & balance calculation form will be completed for each flight and signed by the pilot-in-command. A single weight and balance calculation may be used for a series of consecutive flights carrying the same load. Where practical, a copy will be left at the point of departure with instructions that it be retained for 24 hours. The original of the form will be returned and retained in the company files for a six month period following the flight.

The pilot-in-command will ensure that all items carried that are not included in the equipment list that forms part of the weight and balance report have been included in the weight calculations.



Each aircraft shall have a current weight and balance report with an up-to-date equipment list. Using this information, the center of gravity location and operational empty weight (OEW) shall be calculated.

Weights to be used when completing weight and balance calculations are as follows:

Actual weights are to be used when it is apparent that the weights below are not appropriate.

Passengers Adult male 12 years of age & up 200 lbs – 90 kgAdult female 12 years of age & up 170 lbs – 77 kgChildren 2 to 11 years of age 75 lbs – 34 kgInfants less than 2 years of age 30 lbs – 14 kg

Freight/Cargo Actual (determined through use of scales)

Fuel (Standard Specific Gravity at 15C) Jet A1 1.85 lbs - .84 kg per ltJet B 1.77 lbs - .80 kg per ltAvGas 1.59 lbs - .72 kg per ltOil (Piston) 1.94 lbs - .88 kg per lt

When completing these calculations, always add the fuel last to confirm that at "Zero Fuel Weight", the center of gravity for that weight is within the allowable envelope.

A sample weight and balance form may be found in chapter 14 of this manual.

3.3.3 Aircraft Performance

Prior to flight, PIC shall ensure that aircraft performance will permit the take-off and departure to be carried out safely, complying with:

a. the approved operating limitations contained in its flight manual,b. the terms of its certificate of airworthiness, andc. the performance standards described in this section.

Detail here the system which will be used for performance calculations – such as AFM charts, manufacturer performance software, third-party services, etc.

Performance calculations shall take account of all factors that significantly affect the performance of the aircraft, such as mass, operating procedures, the pressure altitude appropriate to the elevation of the aerodrome or heliport, temperature, wind, and considerations such as:

a. for landplanes - runway gradient and condition of runway, i.e. presence of slush, water and/or ice, b. for seaplanes - water surface condition, andc. for helicopters sand, gravel, snow or ice on the operating surface.

Such factors shall be taken into account directly as operational parameters or indirectly by means of allowances or margins, which may be provided in the scheduling of performance data or in the comprehensive and detailed code of performance in accordance with which the aircraft is being operated.

The performance standards listed below are compliant with IS-BAO 6.2.8.3A, 6.2.8.4H and 6.2.8.5H. If your State civil aviation regulations or company policy require more restrictive standards, update the items below to reflect them.



3.3.3.1 Airplanes

All multi-engine turbojet-powered airplanes or those with a maximum takeoff mass exceeding 5 700 kg. shall conform to the following standards:

3.3.3.1.1 Take-off.

The airplane shall be able, in the event of a critical power-unit failing at any point in the take-off, either to discontinue the take-off and stop within either the accelerate-stop distance available or the runway available, or to continue the take-off and clear all obstacles along the flight path by an adequate margin until the airplane is in a position to comply with the en route – one power-unit inoperative standard below.

Note - “An adequate margin” referred to in this provision is illustrated by examples included in Attachment C to ICAO Annex 6, Part I.

In determining the length of the runway available, account shall be taken of the loss, if any, of runway length due to alignment of the airplane prior to take-off.

3.3.3.1.2 En route - one power-unit inoperative.

The airplane shall be able, in the event of the critical engine becoming inoperative at any point along the route or planned diversions from, to continue the flight to an aerodrome at which the landing standard below can be met, without flying below the minimum obstacle clearance altitude at any point.

3.3.3.1.3 Landing

The airplane shall, at the aerodrome of intended landing and at any alternate aerodrome, after clearing all obstacles in the approach path by a safe margin, be able to land, with assurance that it can come to a stop or, for a seaplane, to a satisfactorily low speed, within the landing distance available. Allowance shall be made for expected variations in the approach and landing techniques, if such allowance has not been made in the scheduling of performance data.

The PIC shall not conduct a take-off at a weight that, considering fuel consumption for the duration of the flight to the destination and alternate, would result in a required landing distance greater than the total landing distance available using the anticipated runway at the time of arrival at the destination or the alternate.

If State civil aviation regulations or company policy require factored landing distances insert the appropriate information here.

3.3.3.1.4 Wet and Contaminated Runways

The runway requirements should be calculated according to the landing distances in the Aircraft Flight or Performance Manual for the runway conditions.

3.3.3.2 Single Engine Helicopters

For single engine helicopters, during flight planning the PIC shall ensure that:a. The risks related to potential power plant failures during take-off and while enroute and landing

are mitigated to an acceptable level by careful and continuous planning on the part of the pilot.b. Takeoff considerations include selecting multiple rejected take-off areas if possible. c. Enroute and landing considerations include vigilance at all times for forced landing areas in the

event of a power plant failure.



d. For operations across water any additional hazards are identified and the associated risks are managed.

3.3.3.3 Multi Engine Helicopters

For multi-engine helicopters, during flight planning the PIC shall ensure that operations are conducted in accordance with the Category A or B requirements specified in ICAO Annex 6 Part III as appropriate, and that considerations are applied so as to achieve a safe and successful outcome to a critical power plant failure in the takeoff, enroute and landing phases.

3.3.4 List of Passengers

The names of the passengers will be recorded and a copy of the passenger manifest is left at the point of departure of a flight or series of flights. If there is any unplanned enplaning or deplaning of passengers, the PIC shall ensure that a copy of the revised manifest is left at the point of departure.

3.4 FLIGHT FOLLOWING AND FLIGHT WATCH

Current information on the location of (Company Name) aircraft is maintained by the (Responsible Person) who is responsible for flight following. The PIC will ensure that departure and arrival messages are passed to the (Responsible Person).

Describe your company flight following arrangements here.

3.4.1 Reporting Aircraft Overdue

Describe your company’s overdue aircraft procedures. The following is an example of a procedure that you may wish to use.

If the (Responsible Person) does not receive the arrival message after the Estimated Time of Arrival (ETA), the following sequence of actions shall be taken to report the aircraft overdue:

30 MINUTES AFTER ETA (Airplanes) / 15 MINUTES AFTER ETA (Helicopters)

The (Responsible Person) will: Review the flight itinerary, Conduct a communications search for the aircraft via radio, cell phone, etc., Contact (Aircraft Operator) if s/he is not on board the aircraft.

60 MINUTES AFTER ETA (Airplanes) / 30 MINUTES AFTER ETA (Helicopters)

The (Responsible Person) will: Contact the Air Traffic Control Unit, Continue the communications search, Contact the Rescue Co-ordination Center, Contact the (State) accident investigation authority, Activate the company Emergency Response Plan, as detailed in Chapter 5.

3.5 CLOSING FLIGHT PLANS/FLIGHT ITINERARIES

When operating in controlled airspace Flight plans will normally be automatically closed by ATC. If there is any doubt, the PIC shall check with the ATC unit upon arrival at destination to ensure that the flight plan has been closed. When operating on a flight itinerary the PIC will file an arrival notice with the (Responsible Person) with whom the flight itinerary was filed.



Include your company procedures for filing arrival notice for VFR flights.

3.6 AIRCRAFT DEFECTS

It is the responsibility of the PIC to ensure that the aircraft Certificate of Airworthiness is in force before commencing a flight. The Certificate of Airworthiness of an aircraft is not in force unless the equipment, systems and instruments prescribed in the applicable airworthiness standard and all required equipment are functioning correctly.

The Certificate of Airworthiness of an aircraft is also not in force if the aircraft has any malfunction or defect, unless the details of the malfunction or defect are recorded in the aircraft log and unmistakable warning is given at the flight crew station by removing, placarding or tagging the affected item. In the case of deferred defects, the PIC shall assure him/her self that the affected equipment will still allow the flight to be completed safely.

Requirements regarding procedures for using the MEL vary from State to State. Also, requirements regarding the possibility of dispatching an aircraft for which there is no approved MEL with systems malfunction or unserviceability vary from State to State. If your specific State requirements are different than those presented below, please modify this section accordingly.

3.6.1 Deferral Procedures

3.6.1.1 Aircraft with a MEL

Flight crews shall comply with MEL procedures approved for the specific aircraft.

3.6.1.1.1 MEL Defect Deferral Procedures

MEL deferral procedures are specified in each MEL approved for the aircraft. Flight crews shall ensure that all MEL requirements are met and that all “Operations” and “Maintenance” procedures are followed.

3.6.1.2 Aircraft without a MEL

When an aircraft system malfunction or unserviceability is found the PIC should contact an approved maintenance facility to determine if the defect has rendered the Certificate of Airworthiness invalid, or it can be deferred. If the defect can be deferred, the information must be recorded in the aircraft log and the defective equipment is isolated or secured so as not to constitute a hazard to other aircraft systems or persons on board the aircraft.

3.6.2 Recording of Aircraft Defects

All defects shall be recorded by the PIC in the aircraft log at the termination of the flight during which they were detected. The aircraft log entry shall specify the latest date by which the defect must be corrected.

3.6.3 Ferry Flights

A Flight Permit will be required whenever the Certificate of Airworthiness (C of A) is not in force (e.g. overdue inspection, airplane damage, unserviceability, etc.).

Essential crew only (no passengers) shall be carried on Ferry Flights. The flight shall be conducted in accordance with all conditions specified in the Flight Permit.



3.7 DEVIATIONS TO COMPANY OPERATIONS MANUAL PROVISIONS

Revise this section as appropriate to reflect your company procedures.

The (Aircraft Operator) may approve temporary amendments to the Company Operations manual or deviations to the provisions contained in it. Before any such deviations are implemented they will be subject to a risk assessment and procedures implemented to reduce the identified risks to as low a level as reasonably practical. Temporary amendments or deviations will be transmitted to pilots via e-mail along with information on the conditions under which such deviations may, or must, be used, if such considerations apply.

3.8 SUPPLEMENTAL LIFT/ADDITIONAL AIR TRANSPORT CAPACITY


(Company Name) may contract third-party aircraft operators for additional air transport capacity. When this need arises, (Aircraft Operator) shall ensure that the contracted company is qualified and competent to perform operations safely and effectively. S/he shall verify that the company holds valid authorizations to perform the intended services from their State of Registry as well as valid aircraft certificates of airworthiness.

(Aircraft Operator) shall give preference to contracting companies which hold a valid certificate from internationally-recognized safety standards such as IS-BAO, or else have consistent reputation. If any doubts remain, a dedicated audit shall be performed by company personnel or contracted auditors.




LEFT BLANK


(Company Name) 4. Operating Requirements

4 Operating Requirements

4.1 FUEL, OIL AND OXYGEN REQUIREMENTS

Fuel, oil and oxygen requirements are identified in section 3.3.1 Flight Planning Requirements.

4.2 FUELLING PROCEDURES

Pilots will supervise the fuelling of their aircraft to ensure that it is properly bonded and that the fuel is free of contamination.

4.2.1 Fuel Contamination Precautions

If fuel is obtained from an unknown source or there is any reason to question the quality of the fuel, it should be checked during the pre-flight check. A reasonable quantity of fuel should be drawn from the lowest point in the fuel system into a clear glass jar. A “clear and bright” visual test should be made to establish that the fuel is completely free of visible solid contamination and water (including any resting on the bottom or sides of the container) and that the fuel possesses an inherent brilliance and sparkle in the presence of light.

4.2.2 Bonding Requirements

The aircraft and fuelling equipment through which fuel passes all require bonding. The hose nozzle must be bonded to the aircraft before the tank cap is removed. All funnels or filters used in fuelling are to be bonded together with the aircraft. Grounding of the fuel service vehicle and bonding of the service vehicle and hose nozzle to the aircraft, before fuelling begins, should safely dissipate any static or stray electricity that has built up in the aircraft or service vehicle. Bonding prevents sparks by equalizing or draining the electric potentials. When using drum fuel the drum must be bonded to the aircraft before opening either the drum or aircraft fuel caps.

4.2.3 Spill Containment

Revise the remainder of this section as appropriate to reflect your company policies and State requirements.

Any fuel spills shall be immediately reported to the aerodrome authority and properly cleaned up in accordance with (State) environmental regulations prior to engine start. Additionally, the following procedures shall be observed when fuel is spilled and is likely to endanger persons or property:

a. Refueling or defueling shall be stopped immediately and emergency services, where available, will be requested;

b. Immediate action shall be taken to cover the fuel with sand, sawdust, dry earth, or an agent such as foam or dry chemical extinguisher powder to reduce the fire hazard; and

c. The aircraft shall be moved clear of the contaminated area, with the agreement of any attending emergency services, before any engine is started.

4.2.4 Fueling With Passengers on Board

Revise this section as appropriate to reflect your company policies and State requirements or restrictions regarding fueling with passengers on board.

Airplanes may be fueled with passengers on board, embarking or disembarking, under the following conditions:

a. a person supervises the fueling and remains near the aircraft;



b. the aircraft is attended by qualified personnel ready to initiate and direct an evacuation of the aircraft by the most practical and expeditious means available;

c. two-way communication is maintained by the aircraft’s intercom system or other suitable means such as hand signals, between the person supervising the refueling and the qualified personnel on board the aircraft;

d. All fueling safety procedures are complied with, including:i all exits are clear of obstruction and available for passenger evacuation;ii the aircraft engines or APU are not running, unless permitted by the approved flight manual;iii electrical power supplies are not being connected or disconnected, and any equipment likely

to produce sparks or arcs is not being used;iv smoking is not permitted in the aircraft or in the vicinity of the aircraft;v fuelling is suspended when there are lightning discharges within 8 km of the aircraft;vi combustion heaters in the aircraft or in the vicinity of the aircraft are not operated; vii known high energy equipment such as High Frequency (HF) radios are not operated, unless in

accordance with the approved flight manual where the manual contains procedures for the use of this equipment during fuelling, and

viii any restrictions on the use of radio communication that may be imposed by the approved flight manual or particular airport, are observed.

Helicopters will not be refueled with passengers on board, embarking or disembarking.

4.3 AIRCRAFT CRITICAL SURFACE CONTAMINATION

Where frost, ice or snow exists, the pilot-in-command shall not commence a flight unless s/he has inspected the aircraft to determine whether any frost, ice or snow is adhering to the critical surfaces. The aircraft critical surfaces include the wings, control surfaces, propellers, horizontal stabilizers, vertical stabilizers or any other stabilizing surface of an aircraft and, in the case of an aircraft that has rear-mounted engines, includes the upper surface of its fuselage.

When any frost, ice, and/or snow is found adhering to any critical surface, the contaminant will be removed completely before any flight is attempted.

The methods for removing of frozen contaminant include:a. the application of heat; i.e. warm hangar, solar heat (the sun), or the use of a heater; orb. the application of a de-icing/anti icing fluid (hold over times for the fluid type and the environmental

conditions should be consulted).

If a clean aircraft for departure cannot be assured, the only acceptable alternative is to cancel or postpone the flight until conditions are acceptable.

The PIC shall not commence a flight in or continue a flight into known or expected icing condition where the formation of ice on the aircraft may adversely affect the safety of the flight. A flight to be operated in known or expected icing conditions shall not be commenced unless the aircraft is certificated and equipped to cope with such conditions.

In all cases, the PIC will have the total responsibility in deciding whether or not a flight will operate in conditions of icing.

4.4 MINIMUM AIRCRAFT CREW

(Company Name) only conducts operations for which only one pilot is required. Operations for which a minimum number of two pilots is required, according to the aircraft flight manual or other document associated with the C of A, or yet by operational regulations, are not performed.



(Company Name) shall designate a pilot-in-command for each flight.

4.5 AIRCRAFT CREW QUALIFICATIONS

It is the responsibility of each individual to ensure that all required licenses, certificates and ratings are in force before acting as PIC on (Company Name) aircraft. For any operations outside of (State) domestic airspace pilots shall meet the licensing requirements specified in ICAO Annex 1.

Any suspected or known medical condition that might invalidate a license is to be brought to the attention of a physician trained in aerospace medicine or aviation medical examiner for a determination.

4.5.1 Pilot Qualification Requirements

If your license, rating and recency requirements are different revise the following sections as appropriate. Also complete the chart with your company minimum requirements.

All pilots must: hold a valid licence, type or class rating and instrument rating, hold a valid medical certificate appropriate to the license held, hold a valid aeronautical radiotelephone license, demonstrate the ability to communicate effectively in the English language, have successfully completed the training programs and competency checks as prescribed in Chapter

7, and meet the minimum qualifications as per the following chart:

Aircraft TypePilot-in-Command Second-in-Command

License Type Rating

IFR Flight Time

License Type Rating

IFR Flight Time

In addition, pilots must have made within the previous 90 days, a minimum of 3 take-offs and landings in the aircraft type or a flight simulator representing the type that is approved by the (State) civil aviation authority for take-off and landing qualifications.

Pilots are not required to meet the above qualifications for ferry, training or positioning flights.

4.6 USE OF CHECKLISTS

Checklists have been established for all (Company Name) aircraft. Each checklist contains the date of the last revision. The checklists prescribe the normal and emergency procedures to be followed for each aircraft type. Pilots shall utilize these checklists in the performance of their assigned duties using the methods required by (Company Name).

Include here any additional information related to the use of checklists in your company. For example, you might want to address here the checklist philosophy used in the company (read and do / do and confirm / challenge and respond). See the IG for information related to human factors and checklist design and usage.

4.7 USE OF STANDARD OPERATING PROCEDURES (SOPS)

Standard Operating Procedures have been established for all (Company Name) aircraft. A copy of each SOP is issued to each pilot licensed to operate the corresponding aircraft. Pilots shall follow the Standard Operating Procedures in the performance of their assigned duties.



A copy of the SOP shall be carried onboard the aircraft at all times.

4.8 OPERATING WEATHER MINIMA

All (Company Name) aircraft shall be operated in accordance with the weather minima specified in the State civil aviation regulations in which the aircraft is being operated, however, the aircraft shall not be operated to minima less than those specified in the (State) civil aviation regulations.

Review the following and revise the VFR and IFR minima and associated procedures if your State regulations or company procedures are different. Also, add any considerations from your SMS and Personal Minimums Checklist.

4.8.1 VFR Day

The aircraft shall be operated with visual reference to the surface. In order to ensure adherence to VFR procedures visual navigation charts and flight information for the route of flight and airports shall be used.

A VFR flight shall not be commenced unless current weather reports, and forecasts if available, indicate that weather conditions along the route and at destination will be such that the flight can be conducted in compliance with VFR.

Except for take-off and landing, the aircraft shall not be operated in VFR flight:a. at night at less than 1,000 ft above the highest obstacle within three miles of the route to be flown;

orb. during the day, at less than 500 ft AGL or at a horizontal distance of less than 500 ft from any

obstacle.

4.8.2 VFR Night and IFR

All night VFR and IFR flights shall be conducted along airways or air routes that meet the following criteria:

a. A minimum obstruction clearance altitude (MOCA) shall be established for each route segment by the use of aeronautical charts and the State AIP for updating of significant obstructions as follows:i for flight under IFR a minimum altitude of 2,000 ft above the highest obstacle located within a

horizontal distance of 10 miles from the centerline of route;ii for flight at night in VFR conditions a minimum altitude of 1,000 ft above the highest obstacle

located within 3 miles from the centerline of the route.b. For each route segment a minimum en-route altitude (MEA) shall be established which meets or

exceeds the minimum obstruction clearance altitude and assure navigational signal coverage. For line of sight navigation aid reception distance, for ground installed aids the minimum reception altitude may be calculated by calculating the square root of an altitude above the navigation aid and multiplying the result by 1.25 (Sq. root 3,000 ft. is 54.7 x 1.25 = 68 miles). The MEA will be established to the nearest higher 100 ft increment.

c. Each route shall include:i the FROM/TO route segment;ii track;iii MOCA;iv MEA;v distance between fixes or waypoints; andvi navigation aids.

d. The flight visibility shall not be less than 3 miles for flights in VFR at night.Amendment No. - Original Issue page - January 1, 201648


4.8.3 IFR

The weather minima used for IFR departures and approaches shall be those specified in the standard instrument approach procedures used by (Company Name).

Where there is no published instrument approach or departure procedures, PIC will conduct a Risk Analysis to determine the takeoff minima to be used for the particular aerodrome/heliport. Risk analysis shall address items such as runway/heliport conditions and markings/lighting, existence of obstacles, availability of control and communication services, etc.

Prior to take off from uncontrolled airports pilots shall ensure that there are no vehicles, aircraft or other obstructions on the runway. In case of reduced visibility it may be necessary to taxi the length of the runway to make this determination.

(Company Name) shall not operate to or from an aerodrome or heliport, using operating minima lower than those which may be established for that aerodrome or heliport, by the State in which it is located.

(Company Name) shall not conduct instrument approach or departures below standard Category I weather minima.

A flight shall not be continued towards the aerodrome or heliport of intended landing unless the latest available meteorological information indicates that conditions at that aerodrome, or heliport, or at least one destination alternate aerodrome or heliport, will, at the estimated time of arrival, be at or above the specified aerodrome or heliport, operating minima.

4.8.3.1 Instrument Approach Procedures

Unless permitted by both the (State) civil aviation regulations and the State of Operation, PIC shall ensure that an instrument approach is not to be continued below 300 m (1000 ft) above the aerodrome elevation or into the final approach segment unless the reported visibility or controlling RVR is at or above the aerodrome operating minima.

If, after entering the final approach segment or after descending below 300 m (1000 ft) above the aerodrome/heliport elevation the reported visibility or controlling RVR falls below the specified minimum, the approach may be continued to DA/H or MDA/H. In any case, an aircraft shall not continue its approach-to-land beyond a point at which the limits of the aerodrome/heliport operating minima would be infringed.

Describe any specific company procedures in this section. Items that you may wish to include are:a. Instrument approach procedures,b. Pilot Monitored Approaches,c. Use of autopilot,d. Any restrictions on low time PIC, etc.

4.9 SPECIAL AIRSPACES – PBN / MNPS / RVSM / CPDLC / ADS

Review this section to reflect the special airspaces for which your company’s aircraft are certified and authorized. Also, consider including in your aircraft’s SOPs the specific operating procedures applicable to these special airspaces.



4.9.1 Aircraft Approval and Operator Authorization

The following (Company Name) aircraft have been specifically approved by the State of Registry for operations in RVSM, MNPS, PBN (RNAV / RNP), CPDLC, ADS B/C airspace as required in ICAO Standards.

Aircraft approvals for RVSM are as follows:

List aircraft and the specifics of the authorization for each aircraft e.g. approving State, date and type of approval and validity period.

Aircraft approvals for MNPS are as follows:


Aircraft approvals for PBN are as follows:


Aircraft approvals for CPDLC are as follows:


Aircraft approvals for ADS B/C are as follows:


The approval documents for RVSM, MNPS, PBN, CPDLC, and ADS B/C are maintained in the aircraft.Prior to operations in RVSM, MNPS, PBN, CPDLC and ADS B/C airspaces, the PIC must confirm:

a. that the approval documents are present onboard the aircraft and valid,b. that all specified aircraft system and operational requirements for the operations concerned have

been met,c. for RVSM, that continuing height monitoring requirements have been met,d. that all pilots scheduled for the flight have been trained and authorized in accordance with section

4.9.2.

4.9.2 Flight Crew Training and Authorization

Prior to operating in special airspaces, pilots must complete the corresponding specific training programs specified in chapter 7 for the area or airspace type, in which the operation is to be conducted, and be authorized by the (Aircraft Operator) for operation in that airspace.

The training and authorization will be recorded on the pilot’s training record.

4.10 NOISE ABATEMENT PROCEDURES

All aircraft shall be operated so as to adhere to all published noise abatement procedures, including airport curfews, within the safe operating limits of the aircraft.



4.11 DISPOSAL OF WASTE

The PIC shall ensure that waste material from maintenance services, oil servicing, etc. is properly disposed according to national and/or local environmental regulations.

4.12 EMISSIONS FEES AND CHARGES

Before commencing a flight subject to emissions charges, fees, or purchase of credits related to Market Based Measures regulations (e.g. Emissions Trading Schemes), the PIC shall ensure that all associated requirements have been complied with.

4.13 AIRCRAFT EQUIPMENT

If your procedures are different, revise this section accordingly. Also, delete any non-applicable sections.

(Aircraft Operator) is responsible for ensuring that all equipment required and installed in (Company Name) aircraft meets the technical specifications prescribed by (State).

Prior to dispatch, the PIC shall also verify that:a. the aircraft is equipped in accordance with the applicable requirements specified in ICAO Annex 6

Part II or Annex 6 Part III for the type of operations to be conducted; andb. the aircraft and its associated equipment comply with all applicable requirements specified by (State)

civil aviation regulations and by the State and/or airspace where operations will be conducted.

4.13.1 Ground Proximity Warning System (GPWS) or Terrain Awareness System (TAWS)

Where installed, GPWS or TAWS will be checked in accordance with the manufacturer's instructions before the first flight of the day.

Pilots will immediately respond to a GPWS or TAWS warning when terrain proximity cannot be instantly verified by visual observation. Maximum available thrust will be applied and the aircraft rotated to achieve best angle of climb without delay in accordance with the aircraft manufacturer’s recommended procedures.

The GPWS/TAWS shall not be deactivated unless there is an obvious electrical malfunction.

Insert your process for ensuring that TAWS databases are kept current.

4.13.2 Cockpit Voice Recorder (CVR) and Flight Data Recorder (FDR)

Where installed, the CVR and the FDR shall be operated continuously from the time the electrical power is first applied to the time that the aircraft is shut down and the electrical power is removed.

No communications may be erased from the CVR from the time that the electrical power is applied for the purpose of flight.

The CVR and the FDR are tools used exclusively for the purpose of investigating an accident or incident. Any information gathered from these equipment is to be used only for that purpose and will not be released to anyone not involved in such investigations.



In the event an aircraft becomes involved in an accident or incident, (Company Name) and all its employees shall ensure, to the extent possible, that all related flight recorder records, and if necessary the associated flight recorders, are preserved and retained in safe custody pending their disposition as determined in accordance with ICAO Annex 13

4.13.3 ACAS II

Where installed, ACAS will be checked in accordance with the manufacturer's instructions before the first flight of the day.

Compliance with Traffic Advisories (TAs) and Resolutions Advisories (RAs) is mandatory unless there is clear evidence that in complying, the aircraft will be placed in collision with the ground or another object.

The ACAS shall not be deactivated unless there is an obvious electrical malfunction.

4.13.4 Protective Breathing Equipment

In aircraft where protective breathing equipment is installed, it shall be donned at the first sign of smoke in the aircraft, before any other action is taken to identify or isolate the source of the smoke.

4.13.5 Oxygen Equipment and Use

Where an aircraft is operated at cabin-pressure-altitudes above 10,000 ft ASL (700 hPa) but not exceeding 13,000 ft ASL (620 hPa), each crew member shall wear an oxygen mask and use supplemental oxygen for any part of the flight at those altitudes that is more than 30 minutes in duration.

Where an aircraft is operated at cabin-pressure-altitudes above 13,000 ft ASL (620 hPa), each person on board the aircraft shall wear an oxygen mask and use supplemental oxygen for the duration of the flight at those altitudes.

The pilot at the flight controls of an aircraft shall use an oxygen mask if:a. the aircraft is not equipped with quick-donning oxygen masks and is operated at or above flight

level 250;

b. the aircraft is operated above flight level 350. It should be noted that as the Time of Useful Consciousness (TUC) following rapid decompression at this altitude is 30-60 seconds .

4.13.6 Navigation and Communication Equipment

Insert any company procedures for checking and operating nav and comm equipment.

Navigation and communication equipment should be checked in accordance with the Aircraft Flight Manual.

4.13.7 Electronic Flight Bag (EFB)

EFB equipment may only be used in (Company Name) aircraft operations after:a. it has been determined that such equipment will not affect the performance of the aircraft

systems, equipment or the ability to operate the aircraft, andb. a Safety Risk assessment associated with each EFB function has been performed, and the

necessary safety controls arising from this assessment in terms of operational procedures, training requirements and back-up information availability in the flight deck have been properly documented and implemented.



If your State authority requires specific operational approval or establishes specific equipment requirements for the intended types of operation with EFB, identify here the approvals obtained and any additional activities that must be performed in order to comply with the applicable State of Registry requirements.

4.13.7.1 EFB Procedures

Insert here the company procedures established for: Use of the device and each EFB function; Ensuring that, in the event of an EFB failure, sufficient information is readily available to the

PIC for the flight to be conducted safely; and Any additional policies and procedures established by the company regarding EFB use, such

as phases of flight in which the equipment can / cannot be used, software installed, etc.

4.14 WEATHER CONSIDERATIONS

4.14.1 Severe Weather

The following is an example of severe weather considerations. Revise it as necessary, or insert any information and/or instructions here appropriate to severe weather considerations in your area of operation. You may also wish to reference publication and procedures provided in training.

No aircraft will be dispatched into an area of known thunderstorms unless the aircraft is equipped with operating weather radar.Flights shall not proceed through areas in which turbulence of more than moderate intensity exists unless the pilots cannot avoid those areas by use of weather radar.

Passengers will be advised to fasten seat belts prior to anticipated severe weather and seat belt signs illuminated.

4.14.2 Wind Shear

Wind shear may create a severe hazard for aircraft below 1,000 ft AGL in the vicinity of a "micro burst", particularly during the approach to landing and in the take-off phases. Because of the hazards associated with flying through and in the vicinity of these intense down-drafts, which on reaching the surface spread outward from the down flow center in all directions, the best defense is to avoid it altogether as it could be beyond you or your aircraft's capability.

Pilots are to heed wind shear PIREPs as a previous pilot's encounter may be the only warning you will receive. On receiving such notice, alternate action such as delaying a departure or an arrival until the phenomena has passed is recommended.

If wind shear is encountered, prompt action is required. In all aircraft, the recovery could require full power and pitch attitude consistent with the maximum angle of attack for the aircraft. In addition, warn others as soon as possible by sending a PIREP to the closest air traffic services facility.

4.14.3 Wake Turbulence

Wake turbulence is caused by wing tip vortices and is a by-product of lift. The wake consists of two counter-rotating cylindrical vortices. The greatest vortex strength occurs under conditions of heavy weight, clean configuration and slow speed. These vortices can produce a roll rate of 80°per second and downdrafts of 1,500 feet per minute. Therefore, pilots must always avoid the area below and behind large aircraft, arrange take-offs and landings so as to avoid the wake turbulence of preceding aircraft and observe the wake turbulence separation minima that air traffic controllers apply.



4.14.4 Clear Air Turbulence

Jet streams stronger that 110 knots at the core have areas of significant turbulence near them and in the sloping Tropopause above the core, in the jet stream front below the core and on the low pressure side of the core. Turbulence and the accompanying wind shear, is more intense in the lee of mountain ranges. Pilots should arrange flight paths and altitudes to avoid severe turbulence and if encountered fly at turbulence penetration speed.

4.14.5 Icing

The PIC shall give careful consideration to all factors involved when operating into areas of known or anticipated areas of icing and assure that the aircraft anti-icing and de-icing systems are functioning properly. Continued flight into areas of icing greater than moderate should be avoided. If icing conditions are encountered which have not been reported or forecast, it should be reported to the nearest Flight Service Station or Air Traffic Control unit.

4.15 FLIGHTS OVER WATER

All aircraft operated on extended flights over water (more than 50 NM, or 30 minutes at normal cruising speed, whichever is the lesser, away from land suitable for making an emergency landing) shall be equipped with, at a minimum, one life jacket or equivalent individual floatation device for each person on board, stowed in a position easily accessible from the seat or berth of the person for whose use it is provided. Each life jacket shall be equipped with a means of electric illumination for the purpose of facilitating the location of persons.

Prior to an aircraft being operated on an extended flight over water the risks to survival of the occupants of the aircraft in the event of ditching shall be assessed. This assessment shall take into account the operating environment and conditions such as, but not limited to, sea state and sea and air temperatures, the distance from land suitable for making an emergency landing, and the availability of search and rescue facilities. Based upon the assessment of these risks, a determination shall be made as to what equipment in addition to life jackets is necessary to ensure that the aircraft is appropriately equipped with:

a. life-saving rafts in sufficient numbers to carry all persons on board, stowed so as to facilitate their ready use in emergency, provided with such lifesaving equipment, including means of sustaining life, as is appropriate to the flight to be undertaken; and

b. equipment for signaling distress.

4.16 USE OF ALCOHOL AND OTHER PSYCHOACTIVE SUBSTANCES

It is extremely important that all persons involved in aviation activities not be impaired in any manner. Therefore, all persons involved in the operation or maintenance of (Company Name) aircraft shall not at any time be under the influence of any psychoactive substance that might in any way limit their ability to perform their duties in a safe and effective manner.

Pilots shall not consume any alcoholic beverage within eight hours and no excessive consumption within 12 hours prior to reporting for duty and shall not use any drug that may impair the person's ability to perform their duties.

Psychoactive substances include alcohol, opioids, cannabinoids, sedatives and hypnotics, cocaine, other psychostimulants, hallucinogens, and volatile solvents, whereas coffee and tobacco are excluded.

4.16.1 Problematic Use of Psychoactive Substances

ICAO defines the problematic use of psychoactive substances as the use of one or more psychoactive substance by aviation personnel in a way that:

Constitutes a direct hazard to the user or endanger the lives, health or welfare of others; and/or Causes or worsens an occupational, social, mental or physical problem or disorder.



If a person involved in the operation or maintenance of (Company Name) aircraft engages in the problematic use of psychoactive substance, s/he shall be removed from his/her safety-critical functions as soon as this condition is identified. The case will be evaluated by the (Aircraft Operator), with the help of specialized professionals. Return to the safety-critical functions may be considered after successful treatment or, in case where no treatment is necessary, after cessation of the problematic use of substances and upon determination that the person’s continued performance of the function is unlikely to jeopardize safety. Periodic evaluations shall be performed for a period as long as (Aircraft Operator) deems necessary.

4.17 SEATING REQUIREMENTS

4.17.1 Pilots

a. Take-off and landing. All pilots required to be on flight deck duty shall be at their stations. b. En route. All pilots required to be on flight deck duty shall remain at their stations except when

their absence is necessary for the performance of duties in connection with the operation of the airplane or for physiological needs.

c. Seat belts. All pilots shall keep their seat belts fastened when at their stations. d. Safety/shoulder harness. When safety/shoulder harnesses are provided, all pilots shall keep the

safety/shoulder harness fastened during the take-off and landing phases.

Note: Safety/shoulder harness includes shoulder strap(s) and a seat belt which may be used independently.

4.17.2 Passengers

During take-off and landing and whenever considered necessary, by reason of turbulence or any emergency occurring during flight, all passengers on board an aircraft shall be secured in their seats by means of the seat belts or harnesses provided.

4.18 PASSENGER AND CABIN SAFETY PROCEDURES

4.18.1 Dangerous Goods

The PIC is responsible to ensure that dangerous of prohibited goods are not carried on board the aircraft. Notices will also be prominently displayed in the passenger waiting area to warn passengers as to the type of goods that they are prohibited. Dangerous and prohibited goods include:



4.18.2 Passenger Safety Briefing

The pilot-in-command shall ensure that passengers are given a safety briefing as appropriate to the passenger's needs; and covers at least the items specified in this section as applicable for the type of operation.

4.18.2.1 Normal Operations

The following briefing will be given by the PIC or the person designated by the PIC:a. Prior to loading passengers, the safest direction and most hazard-free route for passenger

movement to the aircraft and any dangers associated with the aircraft type such as pitot tube locations, propellers, main and tail rotor blades, or engine intakes;

b. Prior to take-off:i. when, where, why and how carry-on baggage is required to be stowed;ii. the fastening, unfastening, tightening and general use of safety belts or safety harnesses;iii. when seat backs must be secured in the upright position and seats and tables must be

stowed;iv. the location and operation of emergency exits,v. the location and use of the passenger oxygen system and masks,vi. the location, purpose of, and advisability of reading the passenger safety briefing card;vii. the requirement to obey crew instructions regarding safety belts and no smoking or fasten

seat belt signs and the location of these signs;viii. the location of any emergency equipment the passenger may have a need for in an

emergency situation such as the ELT, fire extinguisher, survival equipment (including the means to access if in a locked compartment), first aid kit, life preserver or flotation device and life raft;

ix. company procedures regarding the use of portable electronic devices, andx. any other considerations based on the configuration of the aircraft cabin and equipment.

c. After take-off, if not included in the pre take-off briefing:i. on flights where smoking is permitted, when and where smoking is prohibited on board the

aircraft; andii. the advisability of using safety belts or safety/shoulder harnesses during flight.

d. In-flight when the "Fasten Seat Belt" sign has been turned on for reasons of turbulence:i. when the use of seat belts is required; andii. the requirement to stow carry-on baggage.

e. Prior to passenger deplaning, the safest direction and most hazard-free route for passenger movement away from the airplane following deplaning, and any dangers associated with the airplane type such as pitot tube locations, propellers, main and tail rotor blades, or engine intakes.

The standard safety briefing shall be performed for every flight except under the following conditions:a. regular/recurring passengers who are familiar with the aircraft, route and have repeated exposure

to that type of flight, b. EMS operations where a passenger briefing is not appropriate, or c. other operations where the standard passenger briefing is not appropriate as determined by the

pilot in command.

Where the foregoing safety briefing is insufficient for a passenger because of that passenger's physical, sensory or comprehension limitations or because that passenger is responsible for the care of another person on board the aircraft, the pilot-in-command shall ensure that the passenger is given an individual safety briefing that meets their special needs.



4.18.2.2 Emergency Operations

The PIC shall ensure that, in the event of an emergency, where circumstances permit, all passengers are given an emergency briefing covering the following items:

a. safety belts or safety/shoulder harnesses;b. seat backs, seats and tables;c. carry-on baggage;d. passenger safety briefing cards;e. brace position (when to assume, how long to remain), and considerations for side facing seats;f. evacuation procedures;g. if applicable, life preservers, flotation devices and life rafts; andh. if applicable, evacuation procedures for an occupant of a child restraint system.

4.18.2.3 Passenger Safety Briefing Card

A Passenger Safety Briefing Card shall be available at each passenger seat containing, in printed or pictographic form, information on at least the following safety features of the aircraft:

a. the location and operation of emergency exits; b. the location and use of the passenger oxygen system (when installed);c. the location of life jackets and life rafts (when on board); and d. the location of other emergency equipment on board the aircraft.

4.18.3 Stowage of Cabin Baggage and Galley Equipment

Immediately prior to take-off and landing, the PIC will visually check that cabin baggage and galley equipment are securely stowed and the cabin is secure.

In the event of moderate, or worse, in-flight turbulence, the PIC will ensure that cabin baggage, galley equipment and other loose articles are securely stowed.

4.19 CREW AND PASSENGER HEALTH ISSUES

When planning flights to destinations outside of the national borders and especially to destinations not frequently served, crew and passenger health issues shall be assessed. The PIC will consult the World Health Organization web site at www.who.int/en/ for latest information. In the case where significant health risks prevail at the destination specialist advice shall be obtained on appropriate precautions.

In the event a passenger becomes ill onboard the aircraft the procedures specified in section 5.4 shall be followed.

4.20 MOBILE PHONES AND OTHER PORTABLE ELECTRONIC DEVICES (PED)

The use of mobile phones and PED is prohibited during critical phases of flight and ground operations, operating vehicles, and maintenance work.

4.21 PERSONNEL QUALIFIED TO TAXI AIRPLANE

An airplane shall not be taxied on the movement area of an aerodrome unless the person at the controls is an appropriately qualified pilot or:

a. has been duly authorized by the (Aircraft Operator) in writing; b. is fully competent to taxi the airplane;


http://www.who.int/en/


c. is qualified to use the radio if radio communications are required; and d. has received instruction from a competent person in respect of aerodrome layout, and where

appropriate, information on routes, signs, marking, lights, ATC signals and instructions, phraseology and procedures, and is able to conform to the operational standards required for safe airplane movement at the aerodrome.

4.22 HELICOPTER ROTOR TURNING UNDER POWER

(Company Name) helicopter rotors shall not be turned under power without a qualified pilot at the controls.

If your company intends to have persons other than a qualified pilot carry out the turning of a rotor under power for purposes other than flight , include here the appropriate specific training and procedures to be followed by such personnel. In this case, the statement above should be modified to “(Company Name) helicopter rotors shall not be turned under power for the purpose of flight without a qualified pilot at the controls.”

4.23 MAINTENANCE CHECK FLIGHTS

Pilots shall be trained to manage the risks associated with maintenance check flights and approved in writing by the (Aircraft Operator) to conduct such operations. The training program shall be based on Flight Safety Foundation’s Functional Check Flight Compendium.

4.24 STABILIZED APPROACHES

A stabilized approach is one of the most critical elements of a safe approach and landing operation. An approach is considered stabilized when all of the following conditions are met:

a. The landing gear is down, landing flaps set, trim set, and fuel balanced per the AFM or POH, as applicable.

b. The aircraft is established on the inbound course and only small changes in heading are required to maintain the correct path and within one dot of course centerline when utilizing instrument guidance.

c. The aircraft is established on glideslope and only small changes in pitch are required to maintain the correct glide path and within one dot of glideslope when utilizing instrument guidance.

d. The descent rate not greater than 1,000 fpm. Approaches that would require a descent rate greater than 1,000 fpm require a special briefing.

e. Indicated airspeed is between Vref and Vref + 20, or acceptable ranges specified in the AFM or POH, as applicable.

f. The engine speed is at a setting that allows adequate response when and if a rapid power increase is needed.

These conditions shall be achieved prior to reaching the following minimum stabilization heights:a. 1,000 ft above airport elevation in instrument meteorological conditions (IMC); orb. 500 ft above airport elevation in visual meteorological conditions (VMC).

PIC shall initiate a go-around if the approach is not stabilized at the minimum stabilization height or becomes unstabilized below the minimum stabilization height.

Flight crews shall utilize approaches with a constant glide path to landing to the maximum degree practical.


(Company Name) 6. International Operations

5 Emergency Procedures and Equipment

5.1 AIRBORNE EMERGENCIES

5.1.1 Airborne Emergency Management

The PIC should declare an emergency when any abnormal situations affect the safety of flight. Management of the emergency will be in accordance with the aircraft SOP.

The Pilot-In-Command has the option for canceling the emergency if later developments so dictate.

5.1.2 Use of Transponder/Radar Assistance

Appropriate transponder codes will be selected for the flight area and situation.

5.1.3 Emergency Landing and Evacuation Procedures

The emergency briefing provided in the event of an emergency, where time and circumstances permit, shall consist of instructions pertaining to:

a. Safety belts or safety harnesses:i. lap belts must be fastened snug around the hips. If equipped shoulder harnesses must be

used; ii. if carried child/ restraint devices should be checked to ensure they are secured to the aircraft

seat with a seat belt and do not restrict access to emergency exits;iii. seat belts must remain fastened until the aircraft comes to a complete stop.

b. Seat backs and tables (as applicable):i. seat backs and tables must be secured in the upright and locked position.

c. Carry-on baggage:i. all carry-on baggage including handbags or any other items of mass must be safely stowed in

approved locations. Seat pockets may be used for smaller items.d. Safety features card:

i. advise passengers to review the safety features card and to pay particular attention to exit locations and operation;

ii. ensure that passengers seated next to emergency exits are willing and able to open that exit. If not, request the assistance of an able-bodied person;

iii. if possible assign an able-bodied person to assist young or special needs passengers;iv. advise passengers of the safest direction and least hazardous route to move away from the

aircraft once outside.e. Brace position (when to assume, how long to remain and considerations for side facing seats):

i. advise passengers that they will receive two verbal commands:#1, Prior to Landing:

The command “Brace”, will be given prior to impact / landing, at which time the passengers will assume and maintain the brace position illustrated on the safety features card until the aircraft has stopped; and

#2, After Impact / Landing: If required, the command “Evacuate” will be given after the aircraft has stopped and the engines shut down. Passengers should then be instructed to immediately “release seat belts” and “get out” of the aircraft using the nearest useable exit. If an evacuation is not required the command “Remain Seated” will be given.



f. Life preservers (as applicable):i. if an emergency landing is anticipated on water, advise passengers to immediately locate and

don life preservers, secure with straps and to inflate only when outside the aircraft.g. Child restraint system (if applicable):

i. evacuation procedures for the occupant of a child restraint system.

If possible, the PIC should retrieve the first aid kit and emergency equipment prior to evacuating the aircraft.

5.2 ACCIDENT – INCIDENT REPORTING

All accidents/incidents will be reported to the (Aircraft Operator) or his delegate. The (Aircraft Operator) will report all accidents or incidents to the (State) civil aviation authority as required by (State) regulations and when an accident occurs outside of the State of Registry, the appropriate international rules.

In the case of an accident, the aircraft, its components and contents shall not be moved or otherwise disturbed, (except to prevent destruction by fire or other cause, or to avoid danger to any person or property) without approval of the State civil aviation accident investigation authority in which the accident occurred.

The Emergency Response Plan will be activated in the case of an accident or as otherwise appropriate.

5.3 EMERGENCY RESPONSE PLAN

Revise this section to reflect your particular procedures.

These Instructions and Checklists will be used by (Company Name) personnel to respond to an aircraft accident or overdue aircraft. They will be posted in clear view near a telephone, communications radio etc. that is likely to be used to report an emergency. The local phone numbers listed below must be filled in before posting.

1. REPORT EMERGENCIES IMMEDIATELY AS PER THE APPROPRIATE CHECKLIST

2. IF ALL INFORMATION IS NOT AVAILABLE DO NOT DELAY REPORTING WHILE INFORMATION IS BEING GATHERED.

3. UNLESS ABSOLUTE KNOWLEDGE TO THE CONTRARY EXISTS, ASSUME ALL PERSONS ON BOARD:

HAVE SURVIVED

ARE INJURED

4. REPORT BY THE FASTEST MEANS AVAILABLE.

5. IF AT ALL POSSIBLE, REPORT BY THE MOST PRIVATE MEANS. Think of the consequences to the victims and their families. If you have to use a radio, provide only as much specific information as is absolutely necessary to ensure a rapid response to the emergency, (i.e. do not give names etc.).

6. DO NOT MAKE STATEMENTS TO THE MEDIA. Once again consider the victims and their families. Media inquiries shall be directed to the (Flight Department Manager).

7. Remember:- Keep calm - panic or undue haste can cost lives.- Act in a responsible, professional manner.



8. KEEP COMMUNICATION LINES CLEAR FOR EMERGENCY PURPOSES ONLY

9. KEEP NOTES ON ALL COMMUNICATIONS, OBSERVATIONS AND ACTIONS

TELEPHONE NUMBERS

POLICE:HOSPITAL:AMBULANCE:FIRE HALL:RESCUE COORDINATION CENTER:CIVIL AVIATION ACCIDENT INVESTIGATION AUTHORITY:NEAREST ATC UNIT OR FSS:(Aircraft Operator):SITE LOCATION (WHERE CALLING FROM):

10. IN CASE OF AN AIRCRAFT ACCIDENT THE PERSON MANAGING THE SITUATION (RESPONSIBLE PERSON OR OTHER COMPANY PERSONNEL) WILL:

a. Organize on-site assistance as necessary by contacting:i. Medical Aid;ii. Ambulance services;iii. Fire Departments;iv. Police.

b. Contact the (Aircraft Operator) or the person who is acting in his/her absence.c. Ensure that the aircraft, its components and contents are not moved or otherwise disturbed,

except to prevent destruction by fire or other cause, or to avoid danger to any person or property) without approval of the (State) civil aviation accident investigation authority in which the accident occurred.

The (Aircraft Operator) or person next in line of succession will:

a. Contact the accident investigation authority in the State that the aircraft accident occurred;b. Contact the Rescue Co-ordination Center; andc. Contact the Flight Service Station or ATC unit.

Add additional details on who will undertake what actions. Include the roles and responsibilities of the flight department and of corporate personnel and any associated interfaces. Guidance material can be found in the Emergency Response Planning Tool in the SMS Toolkit

Ensure that the following procedures are included: Procedures for responding to media enquiries, Procedures for notification of emergency contacts, Procedures for dealing with questions from and providing assistance to the families of

passengers and crew members; On-site procedures to be taken by the flight and cabin crew to assist passengers, to

preserve the integrity of the accident site and, if in a remote area, to prepare visual distress signals;



Procedures for participating or co-operating with State agencies and police authorities who may be investigating the accident;

Procedures for dealing with the effects of the accident on company operations and on employees (i.e. trauma counseling services and other crises intervention support for persons involved or affected by the event); and

Procedures for return to normal operations.

5.3.1 Training and testing

At least once a year, a drill shall be performed to test the plan’s effectiveness and integrity, including coordination with other organizations as appropriate. (Aircraft Operator) shall review the results of these drills and ensure the ERP is updated accordingly, so as to incorporate the lessons learned from the drills.

All persons who have a role in the emergency response plan shall be trained in their role, either via dedicated training as established in Chapter 7, or during the annual drills.

5.4 IN-FLIGHT PASSENGER ILLNESS

If an occupant becomes ill, another passenger will be requested to administer First Aid and oxygen as necessary. If the PIC determines that an occupant needs immediate medical assistance, s/he will divert the aircraft to the closest suitable airport. Suitability of an airport, military or civilian, will depend on the nature of the illness and the medical support available.

NOTE: If oxygen is necessary, the "walk-around" bottle or therapeutic oxygen supply will be used so that 100% oxygen is available to the person. (The aircraft's diluter demand oxygen system provides very little oxygen at normal cabin altitudes through a passenger mask.)

The ATC unit may be able to assist in providing information regarding medical services available at airports within their area. ATC should be utilized to relay requests for medical assistance to the airport of intended landing. Advise ATC of the medical emergency and the nature of support required on landing.

An emergency may be declared if the PIC believes that the situation demands priority handling.

If a passenger is removed from a company aircraft for medical reasons, a member of the company should accompany the passenger to the hospital. The (Aircraft Operator) should be notified as soon as possible.

If the illness is other than airsickness the PIC shall advise the medical authorities at the destination airport of the on-board illness prior to arrival. Such notification will normally be made through the air traffic control agency and should be done as soon as practical after the illness has been identified in order to facilitate provision for the presence of any special medical personnel and equipment necessary for medical assistance and health procedures on arrival. Upon arrival the relevant information shall be included in the General Declaration Form.

Cases of suspected death shall be handled in a similar manner.

If third party medical assistance is utilized insert the related procedures in this section.

5.5 FIRST AID KITS

Insert any information on the contents or use of the First Aid Kit.

5.6 EMERGENCY/SURVIVAL EQUIPMENT



Insert any information on the contents or use of the survival equipment. The following is an example of a basic survival kit.

For flights across land areas which have been designated by the State concerned as an area in which search and rescue would be difficult, or at the pilot’s discretion, survival kits will be carried on (Company Name) aircraft so as in the event of forced landing the passengers and crew can be provided with fire, shelter, drinking water and a means of signaling. State AIPs can be accessed through the ICAO GIS Portal at http://gis.icao.int/gallery/ONLINE_AIPs.html.

The following basic kit will be carried when flying across land areas where search and rescue would be difficult:

a. waterproof matches;b. means of providing shelter, a six-man dome tent or survival tarpaulin; c. water purification tablets;d. signal panel;e. signal mirror;f. hand axe;g. survival knife;h. survival manual; andi. instructions for use of the equipment.

For flights over water where a life raft is required to be carried the following survival equipment will also be attached to the life raft:

a. a pyrotechnic signaling device;b. a radar reflector;c. a life raft repair kit;d. a bailing bucket and sponge;e. a signaling mirror;f. a whistle;g. a raft knife;h. an inflation pump;i. a dye marker;j. a waterproof flashlight;k. a two day supply of water, calculated using the overload capacity of the raft, consisting of one pint

of water per day for each person or a means of desalting or distilling salt water sufficient to provide an equivalent amount;

l. a fishing kit;m. a book on sea survival; andn. a first aid kit containing antiseptic swabs, burn dressing compresses, bandages and anti-motion

sickness pills.

5.6.1 Information for Rescue Coordination

Lists containing information on the emergency and survival equipment carried on board an airplane engaged in international air navigation shall be available for immediate communication to rescue coordination centers. The information shall include, as applicable:

a. The number, color, and type of life rafts and pyrotechnics, b. Details of emergency medical supplies, c. Water supplies, and d. The type and frequencies of the emergency portable radio equipment.


http://gis.icao.int/gallery/ONLINE_AIPs.html


The (Aircraft Operator) shall review and update these lists as equipment and contents change. A copy of these lists will be kept with the (Responsible Person) and another one will be kept on board the aircraft. Prior to each international flight, the PIC shall ensure that current lists are on board the aircraft.

5.7 UNLAWFUL INTERFERENCE

For information see chapter 13 of this manual and reference material in Jeppesen Emergency Section (ICAO) and FAR AIM 6-3-4.

5.8 NON-AVIATION ACCIDENTS AND INCIDENTS

Include considerations and associated procedures, for non-aviation accidents and incidents that are not covered in other company documents and that may be appropriate to the operation. Some of such consideration may include:

Personnel injury or death not related to flight operations, Natural disasters, Evacuation plans, Major power outages, Bomb threats or similar acts, Vehicle accidents, or Hotel fires where employees are involved.



6 International Operations

Revise this section as appropriate to reflect your company procedures. Also ensure that the section meets the requirements of your civil aviation authority and ensure that this section is regularly updated as international procedures evolve. If operations are conducted in domestic airspace only this chapter may be omitted.

6.1 OPERATING REQUIREMENTS

6.1.1 Flight Rules

The territory of a State is deemed to be the land area and territorial waters adjacent thereto under the sovereign protection of such State. The airspace above such land and water is sovereign airspace.

For the purpose of this chapter, all airspace outside the territory of a State is referred to as international airspace, which includes the sovereign airspace of other contracting States and the airspace over the high seas.

When operating in the sovereign airspace of a State other than the State of Registry, the pilots shall identify and apply the most restrictive requirements regarding the State of Registry and the State where the operations are being conducted. The State AIP shall be consulted if there is any doubt as to the State requirements.

If international operations are conducted in sovereign airspace only, the remainder of this section 6.1.1 may be omitted.

The rules in force relating to flight and maneuver of aircraft when operating outside the airspace of any sovereign state, i.e. oceanic or high seas, shall be in accordance with ICAO Annex 2, Rules of the Air.” Responsibility for enforcement of these rules rests with the State of Registry of the aircraft or State of the Operator.

The flight rules are contained in ICAO Annex 2, (Rules of the Air), and procedural aspects are covered in: ICAO Procedures for Air Navigation - Air Traffic Management (PANS – ATM ), (Doc.4444); ICAO Regional Supplementary Procedures, (Doc.7030); and Individual State Aeronautical Information Publications (AIPs).

Other useful documents are:Include the documents used by your flight department. Some you may use are:

North Atlantic MNPS Airspace Operations Manual; Guidance and Information Material concerning Air Navigation in the North Atlantic Region; FAA Document 91 RVSM Guidance Material on the Approval of Operations/ Aircraft for

RVSM Operations; JAA Document AMJ-20X CNS Annex 2 - Navigation FAA Order 8400.12A; FAA Advisory Circular 90-96A; and ICAO Doc 7574 AN/934, Manual on Implementation of a 300m (1000 ft.) Vertical Separation

Minimum Between Flight Level 290 and Flight Level 410 Inclusive.



6.1.2 Flight Crew Training and Authorization

Prior to operating in international airspace, pilots must complete the general training program specified in 6.3 and the specific training programs specified in chapter 7 for the area or airspace type, in which the operation is to be conducted, and be authorized by the (Aircraft Operator) for operation in international airspace. Recurrent training shall be undertaken every two years.

The training and authorization will be recorded on the pilot’s training record.

6.2 STANDARD OPERATING PROCEDURES

A sample International Airspace SOP is presented in IS-BAO IG 7.0. It may be modified as required to reflect your operating procedures.

The International SOP may be included as a chapter in your COM, published as a separate International Operations Manual, or included in your SOPs. If your fleet includes more than one type of aircraft and there are specific procedures for each aircraft type, you may elect to develop an individual International Airspace SOP supplement for each type. In any case, if the International SOP is not included in this section, insert here the reference to the manual where it is published.

If international operations are conducted in sovereign airspace only, this section 6.2 (which addresses operations conducted in international airspace) may be omitted. If you prefer, it can also be adapted to address use of an International Operations SOP.

When operating in international airspace, pilots shall operate in accordance with the organization’s International Airspace Standard Operating Procedures (International Airspace SOP). A copy of the International Airspace SOP is issued to each pilot authorized to conduct operations in international airspace.

Pilots are to follow the procedures in the International Airspace SOP when operating in international airspace. The PIC must check that current copies of the International Airspace SOP and related documents are on board the aircraft prior to commencing operations in international airspace.

The PIC is to report any anomalies to both the relevant ATS unit and the (Aircraft Operator) as soon as practicable.

6.3 TRAINING PROGRAMS

If international operations are conducted in sovereign airspace only, this section 6.3 (which addresses operations conducted in international airspace) may be omitted. If you prefer, it can also be adapted to establish the pilot training requirements for conducting international operations in sovereign airspace.

The following general training program shall be completed prior to (Company Name) authorization of pilots to operate in international airspace:

a. ICAO operational rules and regulations;b. ICAO Units of Measurement standards;c. Sources and content of international flight publications;d. Itinerary planning;e. Preparation of:

i. ICAO international flight plans; andii. Navigation logs;

f. Route planning within the MNPS/PBN/RVSM airspace where flights are to be conducted;Amendment No. - Original Issue page - January 1, 201666


g. En-route and terminal procedures;h. Long-range, air-to-ground communications procedures;i. Structure of the MNPS/PBN/RVSM Transition airspace where the flights are to be conducted;j. Air traffic clearances;k. International meteorology to include:

i. Significant weather charts;ii. Prognostic weather charts;iii. Tropopause prognostic charts;iv. Terminal weather forecasts (TAF); andv. Aviation routine weather reports (METAR);

l. Specific en-route navigation procedures for each type of navigation equipment required for use in the special use airspace, including abnormal procedures;

m. Emergency procedures including:i. Required emergency equipment;ii. Search and rescue techniques;iii. Navigation equipment failure techniques;iv. Communication equipment failure techniques; andv. Specific contingency procedures within MNPS/PBN/RVSM airspace; and

n. Specialized training for operations in areas of magnetic unreliability.

The training programs for operation in specific types and classes of airspace are contained in Chapter 7.

6.4 PASSENGER HANDLING

For operations to destination where the aircraft, pilots and passengers are subject to customs clearance the PIC shall ensure that all documentation is prepared and that passengers have appropriate passports and related documents.

When arriving at such destinations the PIC shall maintain control over the passengers and, if appropriate, escort them to the customs area.

6.5 DISPOSAL OF INTERNATIONAL GARBAGE

Catering waste and garbage that contains, or is suspected of containing, animal products or by-products, that originated outside the country of destination either as food taken on board, or as a result of transportation of animals in an aircraft, shall be bagged in red trash bags and disposed of in approved international garbage disposal facilities.

At home base the international garbage bags will be taken directly to the airport international garbage disposal depot and the disposal will be logged in the depot log. If the flight arrives when the disposal depot is closed, the garbage will be stored in a marked closed container and taken to the disposal depot at the earliest opportunity.

When planning for international operations the PIC shall ensure that approved international garbage handling facilities are available at the destination airports. If there is doubt regarding the status of ground handling facilities the garbage shall kept on board the aircraft in a marked closed container until approved handling facilities are available.



6.6 REFERENCE MATERIAL.

The following documents are located in the (Company Name) Aviation library:

Amend this list as appropriate – Electronic access to the documents is a good substitute to hard copy.

a. Convention on International Civil Aviation (Document 7300);b. Annex 2 (Rules of the Air);c. Annex 5 (Units of Measurement to be Used in Air and Ground Operations);d. Annex 6 (Operation of Aircraft);e. Annex 11 (Air Traffic Services)f. ICAO PANS/OPS (Document 8168 Vol. I);g. ICAO PANS/ATM (Document 4444);h. ICAO Manual on Implementation of a 300 m (1 000 ft) Vertical Separation Minimum

Between FL 290 and FL 410 Inclusive (Document 9574)i. ICAO Performance-Based Navigation Manual (Document 9613)j. Consolidated Guidance Material North Atlantic Region (NAT Doc 001);k. North Atlantic MNPS Airspace Operations Manual;l. Guidance and Information Material concerning Air Navigation in the North Atlantic Region;m. FAA Document 91 RVSM Interim Guidance Material on the Approval of Operations/ Aircraft

for RVSM Operations;n. FAA Order 8400.12Ao. FAA Order 8400.33p. FAA Advisory Circular 90-96Aq. Guidance Material on the Implementation of 300m (1000 ft.) Vertical Separation Minimum in

European RVSM Airspace. r. U.S. Government National Oceanic Service Alaska Chart Supplement; ands. U.S. Government National Oceanic Service Pacific Chart Supplement.

Pilots should be familiar with their contents and make use of the appropriate documents when planning and conducting international operations.


(Company Name) 7. Qualifications and Training

7 Qualifications and Training

7.1 TRAINING POLICIES

7.1.1 Simulated Emergencies During Passenger Transportation Flights

Emergencies or abnormal situations shall not be simulated during passenger transportation flights.

7.1.2 Training Conducted on a Contract Basis

The (Aircraft Operator) shall ensure that any person designated to conduct aircraft flight or simulator training is competent to do so. If training is to be conducted on a contract basis, (Aircraft Operator) shall ensure that:

a. training courses are conducted using the manuals, publications, check lists, SOPs and other relevant documents used by (Company Name),

b. training courses are given on the same type and model aircraft or approved flight simulator of the same type and similar cockpit layout, as that used by (Company Name); where there are differences between the aircraft and the simulator configuration, performance, systems or avionics, they should be covered by differences training,

c. training courses are conducted in accordance with the (Company Name) training programs, andd. (State) licensing requirements are met;

7.1.3 Proficiency Certification

Modify the proficiency certification requirements to reflect those of your State or the system that your flight training school uses, if different.

7.1.3.1 Performance Standards

All (Company Name) pilot training will be done on the basis of "training to performance". That means that the person conducting or providing the training will not consider the training complete until the candidate can effectively perform the tasks that they are being trained to do.

The training will be done to the standard specified in the Pilot Training Proficiency Schedule in section 7.1.3.2. This means that performance must be assessed as "Satisfactory" in order to constitute a completion of training. A sequence maybe rated “Satisfactory” if:

a. it contains minor errors only;b. airspeed and altitude control are acceptable for prevailing conditions; andc. aircraft handling and knowledge are acceptable and safe with consideration given to the

experience of the candidate.

Any one of the following will preclude a “Satisfactory” assessment of a sequence:a. aim of exercise not completed;b. insufficient level of knowledge to ensure safety;c. aim of exercise completed but at expense of using unsafe airmanship and/or handling errors; ord. tolerances specified for the sequence were exceeded.

When performing any of the procedures, a pilot shall demonstrate judgment commensurate with a high level of safety, and, in determining whether the pilot has shown such judgment the examiner shall consider:

a. the pilot's adherence to approved procedures;



b. the pilot's actions in situations requiring a decision based on the pilot's analysis where there is no prescribed procedures or recommended practice; and

c. the pilot's qualities of airmanship in selecting a course of action.

The Pilot Proficiency Form in section 14.3, or a similar form used by the flight training school, may be used to record the results of the training to proficiency.

Upon completion of the training the person conduction or providing the training will ensure that the training has been recorded in each individual's training record.

Pilots will complete an exam set by the training school at the end of initial and recurrent Aircraft Type Training. The exam will be reviewed with the candidate to ensure that the correct answers to all of the questions are understood.

7.1.3.2 Pilot Training Proficiency Schedule

1. Pilot Knowledge of Equipment ExaminationA practical oral equipment examination that is closely co-ordinated with and related to the flight procedures portion of the training and that covers:a. subjects requiring a practical knowledge of the aircraft, its powerplants, systems, components,

and its operational and performance factors;b. normal, abnormal and emergency procedures, and the operating limitations relating thereto, andc. the appropriate provisions of the approved Aircraft Flight Manual.

2. Aircraft InspectionThe pre-flight inspection shall include:a. a demonstration or discussion of the visual inspection of the exterior and interior of the aircraft;

andb. the use of the pre-start check list, appropriate control system checks, starting procedures and

checks of all radio and electronic equipment.3. Taxiing

This maneuver includes taxiing procedures in compliance with instructions issued by the appropriate traffic control authority or by the check pilot.

4. Powerplant ChecksPowerplant checks will be conducted as appropriate to the aircraft type.

5. Normal Take-offOne take-off to be performed as follows: taxi the aircraft into position on the runway to be used for departure, take-off and fly the aircraft in the climbing configuration until the landing gear and flaps are fully retracted, or to the point where an altitude of 1500 ft above the airport elevation is reached, whichever occurs first.

6. Crosswind Take-offOne crosswind take-off if practicable under the existing meteorological, airport and traffic conditions.

7. Simulated Powerplant Failure on Take-off – Multi Engine AircraftOne take-off with a simulated failure of the critical engine:a. in an approved aircraft type simulator:

i. at a point after V1 and before V2 that in the judgment of the check pilot is appropriate to the aircraft type; or

ii. at a point as close as possible after V1 when V1 and V2 or V1 and Vr are identical; orb. in an aircraft in flight, at a safe altitude, at airspeed not less than V2 + 10 as is appropriate to the

aircraft type under the prevailing conditions.



8. Rejected Take-offOne rejected take-off to be performed:a. in an approved aircraft type simulator with an approved visual system; orb. in an aircraft verbally prior to the first take-off unless an actual rejected take-off is required by the

State civil aviation authority.9. Approaches to Stalls (required on an initial training only)

For the purpose of this procedure the required approach to a stall is reached when there is a perceptible buffet or other response to the initial stall entry, and except as provided below there shall be at least three approaches to stalls, one of which shall be performed while in a turn with a bank angle of between 15 and 30 degrees including:a. one in the take-off configuration (except where a zero-flap take-off configuration is normally used

in that type and model of aircraft);b. one in a clean configuration; andc. one in a landing configuration.

10. Instrument ProceduresInstrument procedures will consist of IFR pre-flight preparation, departure and en-route procedures, terminal procedures and system malfunctions as follows:a. an area departure and an area arrival procedure shall be performed where the pilot:

i. adheres to actual or simulated air traffic control clearances and instructions; andii. properly uses the available navigation facilities;

b. a holding procedure, which may be combined with an area arrival or area departure procedure and includes entry to, maintenance of and leaving a holding pattern;

c. at least two instrument approaches (one asymmetric for multi engine aircraft) performed in accordance with procedures and limitations in the approach charts used by the operator for the approach facility used and where practicable one of the approaches shall be a precision approach; and

d. a circling approach, except where or where local conditions beyond the control of the pilot prevent a circling approach from being performed.

11. Specific Flight Characteristics (required on an initial training only)Recovery from specific flight characteristics that are peculiar to the aircraft type and which do not exceed the normal flight envelope of the aircraft type may be demonstrated.

12. Engine Failures – Multi Engine AircraftIn addition to the specific requirements for maneuvers with simulated engine failure, a simulated engine failure at any time during the check consistent with established safety procedures. For the purposes of this proficiency check, at least two simulated engine failures are conducted as follows:a. one simulated failure of critical engine, to be completed at altitude while the aircraft is in the

normal take-off configuration and at a speed of not less than the take-off safety speed (V2) or more than V2 plus 10 knots; and

b. one landing and manoeuvring to that landing with simulated failure of the critical engine.13. Normal Landing

One normal landing.14. Crosswind Landing

One crosswind landing, if practical under existing meteorological, airport and traffic conditions.15. Landing with Simulated Engine Failure – Multi Engine Aircraft

One landing and manoeuvring to that landing with simulated failure of 50% of the available engines and the simulated loss of power shall be on one side of the aircraft.



16. Rejected LandingOne rejected landing that includes a normal missed approach procedure after the landing is rejected, and for the purpose of this maneuver the landing shall be rejected at a height not lower than 50 ft AGL.Note: More than one type may be combined where appropriate.

17. Normal and Abnormal ProceduresThe pilot shall demonstrate proper use of as many of the systems and devices listed below and other systems, devices or aids available as the approved check pilot deems necessary to determine that the pilot has practical knowledge of the use of the systems and devices (appropriate to the aircraft type):a. anti-icing and de-icing systems;b. auto-pilot systems;c. automatic or other approach aid systems;d. stall warning and avoidance devices, stability augmentation devices;e. airborne radar devices; andf. Flight Management Systems (FMS).

18. Emergency ProceduresThe pilot shall demonstrate as many of the emergency procedures outlined in the appropriate approved Aircraft Flight Manual and as many of the emergency procedures for the following emergency situations as in the opinion of the check pilot are necessary to determinate that the pilot has an adequate knowledge of, and ability to perform, such procedures including:a. fire in flight;b. smoke control;c. rapid decompression;d. emergency descent;e. hydraulic and electrical system failures and malfunctions;f. landing gear and flap systems failure and malfunctions; andg. failure of navigation or communication equipment.Emergency descents and hydraulic and electrical system failures and malfunctions may be simulated in an appropriate systems trainer.Emergency procedures may be performed in an approved appropriate aircraft type simulator if the pilot's competency can be adequately determined.

19. Performance CriteriaWhen performing any of the procedures, a pilot shall demonstrate judgment commensurate with a high level of safety, and, in determining whether the pilot has shown such judgment the examiner shall consider:a. the pilot's adherence to approved procedures;b. the pilot's actions in situations requiring a decision based on the pilot's analysis where there is no

prescribed procedures or recommended practice; andc. the pilot's qualities of airmanship in selecting a course of action.

7.1.4 Personal Minimums Checklist

Upon completion of initial training a Personal Minimums Checklists will be developed for each pilot and included in Supplement 1 of this manual. The Personal Minimums Checklist will be reviewed and updated during each annual recurrent training.



7.2 TRAINING PROGRAMS

7.2.1 Pilot Training Program

As well as holding current licenses and medical certificates, (Company Name) pilots must have successfully completed the training programs and competency checks as prescribed in this section.

Initial and recurrent training for all pilots will include, at a minimum, the training courses presented in the table below. Refer to section 7.3 for the curricula of each of these training courses.

The following is an example of a training program compliant with IS-BAO. Enter the minimum training hours for each course in the blanks in the chart, and include/remove training courses according to your flight operations profile and aircraft capabilities. Ensure that the final table complies with minimum training requirements according to IS-BAO 5.0 Training and Proficiency .

Type of Training RecurrencyMinimum Training

HoursInitial Recurrent

General TrainingCompany Procedures N/A ____ N/AEmergency Procedures 2 years ____ ____A/C Surface Contamination 2 years ____ ____CRM/SRM 2 years ____ ____Dangerous Goods 2 years ____ ____High Altitude Training (for aircraft operated above 10,000 ft) N/A ____ N/AFatigue 2 years ____ ____

Aircraft Type _________ Type Ground Training 1 year ____ ____Type Simulator Training 1 year ____ ____

Special Flight OperationsMNPS N/A ____ N/ARVSM N/A ____ N/APBN N/A ____ N/AUse of EFB Equipment N/A ____ N/AInternational Operations N/A ____ N/A

7.2.2 Training Program for Other Personnel

All other (Company Name) personnel involved with flight operations shall successfully complete training as specified in this section.

Initial and recurrent training for these functions will include, at a minimum, the training courses presented in the table below. Refer to section 7.3 for the curricula of each of these training courses.

The following is an example of a training program compliant with IS-BAO. Enter the minimum training hours for each course in the blanks in the chart, and include/remove training courses according to your company activities. Ensure that the final table complies with minimum training requirements according to IS-BAO 5.0 Training and Proficiency.



Type of Training RecurrencyMinimum Training

HoursInitial Recurrent

General TrainingCompany Procedures N/A ____ N/AFatigue 2 years ____ ____

7.3 TRAINING CURRICULA

7.3.1 General Training

7.3.1.1 Company Procedures Training

This training is required for all pilots and persons involved in control of flight operations as appropriate to their assigned duties. The purpose of this training is to ensure that those people have an adequate knowledge of procedures unique to the operations of (Company Name). The training shall include:

a. company organization, reporting relationships and communication procedures, including duties and responsibilities of pilots;

b. flight planning and operating procedures;c. fuelling procedures including procedures for fuelling with passengers on board and fuel

contamination precautions;d. critical surface contamination and safety awareness program;e. passenger safety briefings and safe movement of passengers to/from the airplane;f. use of Company Operations Manual including maintenance release procedures and

accident/incident reporting procedures;g. use of minimum equipment lists (if applicable);h. low level wind shear, wake turbulence, clear air turbulence, airplane icing, and other

meteorological training appropriate to the area of operations;i. navigation procedures and other specialized operations applicable to the operator;j. CFIT training; k. accident/incident reporting and emergency response plan;l. handling of disabled passengers;m. company safety management system, as detailed in section 2.5;n. company security program, including the company procedures for assessment of threats and

vulnerabilities, preventative measures and responsible measures, as well as related (State) security requirements;

o. fundaments of fatigue, its management and the company fatigue management program; and

p. company operational control system.

7.3.1.2 Emergency Procedures Training

Emergency procedures training is required initially and every two years thereafter by all pilots and shall include instruction on the location and operation of all emergency equipment. During initial training and every two years thereafter, pilots shall perform the function or action, or obtain a suitable demonstration by other means e.g. audio-visual, for the following:

a. fire in the air and on the ground;b. use of fire extinguishers;c. operation and use of emergency exits;



d. passenger preparation for an emergency landing/ditching;e. emergency evacuation procedures;f. donning and inflation of life preservers;g. removal from stowage, deployment, inflation and boarding of life rafts;h. physiological emergencies including explosive decompression;i. unlawful interference, bomb threat and other security procedures; j. special emergency procedures when the aircraft is used on MEDEVAC operations including

patient evacuation in emergency situations; andk. first aid and passenger health emergencies.

7.3.1.3 Aircraft Critical Surface Contamination Training

All pilots will receive the following training:a. Prior to commencement of operational duties, pilot initial de-icing/anti-icing training;

i. the effect of contamination on a critical surface;ii. aircraft de-icing/anti-icing procedures; andiii. aircraft inspection procedures.

b. Pilot recurrent de-icing/anti-icing operational procedures training every two years.

7.3.1.4 CRM/SRM

Cockpit resource management (CRM) principles apply to the PIC of any single pilot aircraft. In this case, it can be referred to as single pilot resource management (SRM). Pilots of (Company Name) aircraft will be trained in, understand and apply CRM/SRM principles because accident/incident data has shown that CRM/SRM enhances the safety and efficiency of single pilot operations. Pilots and safety-related personnel should receive CRM/SRM training on an initial and recurrent basis in the following areas:

a. CRM/SRM Elements;b. Communication;c. Decision making;d. Situational awareness;e. Workload management; andf. Resource management.

For pilots the CRM/SRM training will be given by _______________ and it will include:

CRM/SRM Training Guidelines Pre-Course Training Post-Course/LOFTCRM/SRM ROLE Single Pilot Operations

1. CRM/SRM and safety2. Professionalism3. SOPs4. Pilot-in-command5. Precious cargo6. Hostile environment

1. Threat/Error management2. Advanced auto-flight3. Identification and use of

internal and external resources

History of CRM/SRM 1. CRM/SRM beginnings2. Five generations of CRM3. Corporate4. Airline5. Military

1. LOFT role2. IOE and CRM/SRM

CRM/SRM Elements 1. Communication2. Decision making3. Situational awareness4. Workload management

1. CRM/SRM toolkit2. Decision making model3. Automation 4. Technical toolkit



5. Command 5. Regulatory requirementsBehaviour Grid 1. Self-assessment tools

2. Scenario review3. CRM/SRM exercises4. Situational awareness

1. LOFT CRM/SRM exercises

CRM/SRM Core Values 1. CRM/SRM definitions 1. Video CRM/SRM summary

7.3.1.5 Dangerous Goods

The DGR training course presented below is applicable for operators who do not carry dangerous goods. If your company carries dangerous goods, revise this curriculum appropriately (refer to IS-BAO IG 5.0 Training and Proficiency for guidance) and include in this manual a chapter with your company procedures for carriage of dangerous goods, in accordance with IS-BAO 14.0 Transportation of Dangerous Goods.

7.3.1.5.1 Initial Training

All personnel (company employed or not) assigned duties or responsibilities relating to the handling and/or transporting of cargo and/or passengers shall be trained and satisfactorily demonstrate their competency by undergoing an open book examination based on the appropriate parts of the following:

a. dangerous goods recognition;b. procedures for advising passengers on what constitutes dangerous goods; andc. what and how certain dangerous goods can be carried onboard the aircraft.

Trained personnel shall include pilots and passenger handling personnel.

A certificate of training shall be issued to each trained person and a copy of that certificate shall be retained on the employee's training file for a period of two years from the date of expiration of the certificate.

Note: When functions are performed by other than the operator’s own employees, the operator shall ensure that individuals performing the functions are properly trained to carry them out.

7.3.1.5.2 Recurrent Training

Although IS-BAO requires DGR training to be performed at least every 2 years, many States require DGR training to be performed annually. Update this section, as well as chapter 7, to reflect your company procedures and local requirements.

Recurrent training shall be conducted once every 2 years. The date the person completes recurrent training will be recorded on their certificate.

7.3.1.6 High Altitude Training

High altitude (HAI) training will be provided during initial type training to all pilots operating aircraft above 10,000 ft ASL. It will cover the following items:

a. Physiological phenomena in a low pressure environment, including:i. respiration;ii. hypoxia;iii. duration of consciousness at altitude without supplemental oxygen; andiv. gas expansion and gas bubble formation.



b. For pilots of pressurized aircraft, it will include the phenomena associated with rapid or explosive loss of pressurization including:i. most likely causes;ii. noise;iii. cabin temperature change;iv. cabin fogging;v. effects on objects located near the point of fuselage failure;vi. physiological effects of explosive decompression; andvii. actions of flight crew members immediately following the event and the likely resultant

attitude.

(Company Name) will endeavor to make altitude chamber or mixed gas (to simulate an oxygen-deficient environment) training available to each pilot early in their career with the company.

7.3.1.7 Fatigue Training

All pilots and persons involved with flight operations will receive the following training prior to commencement of operational duties and then every two years thereafter:

a. fundaments of fatigue, including: i. physiological mechanisms that underlie fatigue (including sleep fundamentals and circadian

rhythms), ii. misconceptions about fatigue, iii. causes of fatigue (including medical conditions that may lead to fatigue), iv. effects of fatigue on performance

b. fatigue management and countermeasures, and c. the company fatigue management program

7.3.2 Aircraft Type Training

7.3.2.1 Pilot Initial Candidate Evaluation

Prior to undergoing aircraft type training, pilots shall complete an initial evaluation that will be given by an approved training provider that includes:

a. Practical in-flight exam to test instrument skills and airmanship,b. Oral exam to evaluate judgment skills, and c. Written exam to determine aeronautical knowledge.

The results of this evaluation will be used to determine the aircraft ground and flight/simulator training program and any supplementary training that is required.

7.3.2.2 Pilot Initial Aircraft Type Training

Modify as appropriate for your aircraft type.

Prior to undertaking aircraft type training, pilots who do not have previous experience on high performance aircraft shall complete the pre-training study program recommended in the NBAA Training Guidelines for Single Pilot Operations of Very Light Jets and Technically Advanced Aircraft.

The following specifies the content of the initial training program for aircraft type ____. This training will be provided by ____________. It will be training to proficiency as described in section 7.1.3.

a. Pre-training study package review and testing;



b. Aircraft systems;c. Autoflight skills;d. Avionics and navigation;e. Maneuvers and profiles; f. Emergency and abnormal procedures;g. Limitations and specifications;h. MEL, placards and maintenance requirements;i. Aircraft servicing;

i. Fuel, ii. Oil, iii. Hydraulic fluid, iv. Tires, v. Potable water, vi. Oxygen, and vii. Lavatory.

The training program for pilots who will fly turbojet aircraft and do not have previous turbojet experience shall also include:

a. LOFT (SBT); i. Domestic, ii. Winter operations – de-icing/runway clutter (contamination) performance, such as Denver to

Aspen, iii. Summer operations – high elevation/terrain critical performance, such as Jackson Hole to

Boise, iv. International, i.e.:

A. Western Atlantic – such as Teterboro to Bermuda, and B. Mexico – such as San Diego to La Paz,

b. CRM/SRM applications; c. Establishing personal operating minimums; andd. Fatigue.

The foregoing training shall be completed in a Level C or D flight simulator whenever such a simulator is available.

Training to proficiency will be conducted to the standards specified in section 7.1.3.

7.3.2.3 Pilot Initial Operating Experience

The following reflects the NBAA recommended VLJ program. Modify as appropriate for your aircraft type.

The flowing initial operating experience program shall be completed by pilots transitioning to turbo jet aircraft and whose experience level falls within the criteria identified in Table 7.3.1 – Transition Experience Categories. The initial operating experience shall be obtained by flying with a mentor pilot and may be modified as required based on recency of experience and previous training.



7.3.2.3.1 Table 7.3.1 – Transition Experience Categories

Category 1 Category 2 Category 3 Category 4

Pilots transitioning to VLJ from left seat of previous jet aircraft

Pilots transitioning to VLJ from turboprop or cabin-class twin left seat

Pilots transitioning to VLJ from single-engine turboprop or pressurized single-engine aircraft

Pilots transitioning to VLJ from single-engine aircraft (recip) or as determined by insurance company

25 hours operating experience




Minimum of 5 cycles Minimum of 8 cycles Minimum of 10 cycles Minimum of 25 cycles

At a minimum, the following topics should be addressed during initial operating experience:a. SOPs; b. Procedures vs. techniques;c. Ground handling issues;

i. Aircraft geometry, andii. Jet blast,

d. Cabin features; e. Exit operation; f. Emergency equipment; g. Aircraft servicing; h. IOE checklist to be determined; i. Minimum IOE time regardless of performance;

i. Established by experience level, ii. Set by underwriter, iii. End level proficiency criteria, andiv. End level proficiency areas,

A. Flight planning, B. Performance, C. Taxi,D. Takeoff and climb, E. Cruise management, F. Descent and approach, G. Landing, H. Autoflight systems, I. Exterior inspection, and J. Geometry awareness.

An operating cycle is one complete flight operation, consisting of take-off, climb out, cruise, descent, approach and landing phase of flight.

At the completion of any category (see table for definitions), it is expected that proficiency is required in the following areas:

a. Flight planning, b. Performance, c. Taxi,



d. Take-off and climb, e. Cruise management, f. Descent and approach, g. Landing, h. CRM, i. Autoflight, j. Basic FMS tasks, k. Systems, l. Exterior inspection, and m. Geometry demonstration.

7.3.2.4 Pilot Annual Recurrent Training Aircraft Type _____ .

Annual recurrent training will be provided by ____________. It will be training to proficiency as described in section 7.1.3 and will include:

a. Pre-training study package review;b. Mentor recommendations, if applicable;c. Incident review and industry events;d. Review of manufacturer’s maintenance and operations bulletins;e. Recurrent critical maneuvers training;f. Review operating minimums;g. Practical application of CRM/SRM;h. LOFT (SBT) format;i. Unsatisfactory result criteria; andj. Additional training plan.

7.3.3 Special Flight Operations

7.3.3.1 MNPS Training

To qualify to operate in the Minimum Navigation Performance (NAT MNPS) area, flight crew must have completed the following training:

a. normal operating procedures, including navigation system pre-flight data entry and periodic cross-checking of system position display against aircraft position;

b. method of monitoring and cross-checking the system that is coupled to the auto-pilot;c. action in the event of discrepancy between systems, method of determining which is the most

accurate or reliable system;d. radio communication procedures;e. MNPS contingency procedures;f. action in the event of single or multiple systems failure;g. procedure for manual updating of systems;h. airborne emergency procedures, including realignment (if applicable);i. procedure for regaining track after deliberate or inadvertent deviation from cleared track;j. PBN (Performance Based Navigation) training; andk. RVSM (Reduced Vertical Separation Minima) training, if applicable.



7.3.3.2 RVSM Training

To qualify to operate in Reduced Vertical Separation Minima airspace, flight crews must have completed the following training:

a. Floor, ceiling and horizontal boundaries of RVSM airspaces;b. Policy on exclusion of aircraft not RVSM approved;c. Pilot procedures:

i. pre-flight and in-flight altimeter checks;ii. use of the automatic altitude control system;iii. Minimum Equipment List (MEL) for RVSM operations;iv. special procedures for in-flight contingencies;v. updated weather deviation procedures;vi. track offset procedures for wake turbulence and nuisance aircraft systems alerts; andvii. pilot level-off call.

d. Procedures for flight of non-RVSM compliant aircraft for maintenance, humanitarian and delivery flights; and

e. Use of ACAS/TCAS 7.3.3.3 PBN (Performance-Based Navigation) Training

7.3.3.3.1 Use of RNAV Systems

To qualify for use of RNAV systems on IFR operations, flight crew should undergo training in the following area and have a proficiency check by, or the person designated by, the (Operations Manager):

a. pre-flight;b. normal operation of the system;c. procedures for manually updating system;d. methods of monitoring and cross checking system;e. operation in area of compass unreliability;f. malfunction procedures;g. terminal procedures;h. waypoint symbology, plotting procedures, record keeping duties/practices; i. time keeping procedures; andj. post-flight.

7.3.3.3.2 RNP / RNAV Airspaces

To qualify for operations in PBN (RNP / RNAV) airspaces, flight crew must have completed training for the particular PBN airspace and have satisfactorily completed any proving flights or in flight checks, required by the State of Registry civil aviation authority. The training normally required includes:

a. flight planning considerations for that PBN airspace;b. navigation performance requirements for that PBN airspace;c. enroute procedures for that PBN airspace; andd. contingency procedures for that PBN airspace.

Pilots shall undergo training for each one of the PBN (RNP / RNAV) airspaces for which the aircraft they will fly is equipped and approved.



7.3.3.4 Use of EFB Equipment

To qualify for use of EFB equipment in normal flight operations, flight crew should undergo training in the following areas:

a. Description of the EFB, its capabilities and applications; b. EFB controls, displays, symbology, and failure modes; c. Conditions, limitations, and procedures for the use of the EFB and associated equipment; d. Update of EFB databases, software, airport charts and manuals; e. Authorized special flight maneuvers, operations, and procedures when using an EFB; f. Authorized methods to defer inoperative EFB equipment; and g. Instruction, demonstration, and practice using the actual or simulated EFB equipment

and displays.

7.3.3.5 International Operations

Refer to section 6.3, which presents the curriculum and further information regarding international operations training for (Company Name) personnel.


(Company Name) 8. Record Keeping

8 Record Keeping

8.1 EMPLOYEE TRAINING AND QUALIFICATIONS

The (Aircraft Operator) shall maintain a file for each pilot, containing qualification and training records for each person. The (Aircraft Operator) shall also maintain employee records for each of the other Flight Department employees.

For each person who is required to receive training, training records shall include:a. the person's name and, where applicable, personnel license number, type and ratings;b. if applicable, the person's medical category and the expiry date of that category;c. the dates on which the person successfully completed any required training, pilot proficiency

check or examination;d. information relating to any failure of the person to successfully complete any required training,

pilot proficiency check or to obtain any required qualification; ande. the type of aircraft or flight training equipment used for any training, pilot proficiency check or

required qualification.

These records and copies of pilot proficiency checks shall be kept for at least three years. The results of the most recent written examination completed by each pilot for each type of aircraft for which the pilot has a qualification shall also be retained

8.2 ROUTES AND FLIGHT RECORDS

Copies of the operational forms, manifests, and other flight records will be kept for each flight and retained by the Flight Department for _____ years.

Insert the duration of document retention as per your State regulations and company policy. Also, add in any other specific information appropriate to your company.


(Company Name) 8. Record Keeping


LEFT BLANK


(Company Name) 9. Aircraft Maintenance

9 Aircraft Maintenance

Describe your maintenance control system in this chapter. The remainder of this chapter is written on the basis of a system where the aircraft operator is responsible for maintenance management, and all maintenance tasks are performed by contractors. If your company is using a different system, ensure that the remainder of this section is revised to reflect your system.

9.1 PERSON RESPONSIBLE FOR MAINTENANCE

The (Aircraft Operator) is responsible for the planning and control of all maintenance, liaison with the civil aviation authority on maintenance topics, and liaison with all persons or Approved Maintenance Organizations (AMOs) that perform maintenance on the operator's aircraft. S/he shall have access to all applicable technical and regulatory publications necessary to perform these duties, and shall ensure that those publications are kept up to date.

The (Person Responsible for Maintenance) shall remove from service any aircraft that is unsafe, or that does not comply with the regulatory requirements of (State) or this Manual.

In cases of absence, the duties of the (Person Responsible for Maintenance) may be assigned in writing by the operator to another qualified person.

9.2 TECHNICAL RECORDS

Immediately upon finding a defect in an aircraft, or upon completing any maintenance on an aircraft, the person discovering the defect or performing the maintenance shall enter details of the event in the applicable technical records required by applicable (State) aviation regulations. If the event occurs between scheduled maintenance checks, the entries shall be made in the aircraft log. The (Person Responsible for Maintenance) shall ensure that aircraft log entries are transcribed to the applicable airframe, engine, and propeller or component records within 30 days of the events to which they relate. Details of defects found during a scheduled maintenance check, or of maintenance performed during such a check, may be entered directly in the applicable airframe, engine, propeller or component record, provided that any outstanding items remaining upon completion of the maintenance check are entered in the aircraft log upon certification of the maintenance event /check or prior to flight.

(Person Responsible for Maintenance) will ensure that the following records are kept on each aircraft:a. the total time in service (hours, calendar time and cycles, as appropriate) of the aircraft and all life

limited components; b. the current status of compliance with all applicable mandatory continuing airworthiness

information, including life limited components; c. appropriate details of modifications and repairs to the aircraft; d. the time in service (hours, calendar time and cycles, as appropriate) since the last overhaul of the

aircraft or its components subject to a mandatory overhaul life; e. the current status of the aircraft’s compliance with the maintenance schedule; and f. the detailed maintenance records to show that all requirements for the signing of a maintenance

release have been met. The records in (a) to (e) above shall be kept for a minimum period of 90 days after the unit to which they refer has been permanently withdrawn from service, and the records in (f) above shall be kept for a minimum period of one year after the signing of the maintenance release.



9.3 MAINTENANCE SCHEDULES

The term “maintenance schedule” is used here. If your practice is to refer to a “maintenance program” revise the wording accordingly.

All aircraft shall be maintained in accordance with the aircraft manufacturers recommended maintenance schedule for the aircraft type. A copy of this maintenance schedule is kept at all times in the operating base by the (Person Responsible for Maintenance), and additional copies of applicable sections of the maintenance schedule will be provided by him/her, as appropriate, to each person or organization who performs or certifies work.

Identify here the additional scheduled maintenance tasks/inspections that must be performed and controlled in order to comply with specific requirements of the State of Registry.

Changes in operations, such as the introduction of MNPS, RVSM, CAT II, etc. may require amendment of the maintenance schedules. This requirement will be assessed as part of the flight permit/special flight authorization application process.

The following paragraph is included according to IS-BAO 9.1.11, required for operator of turbojet-engined airplanes OR those with a maximum takeoff mass exceeding 5,700 kg, OR any aircraft engaged in commercial air transport OR aerial work. Adapt it or remove it according to your company fleet and operations.

(Person Responsible for Maintenance) shall ensure that maintenance schedules developed by the company for (turbojet-engined airplanes OR airplanes with a maximum takeoff mass exceeding 5,700 kg, OR any aircraft engaged in commercial air transport OR any aircraft engaged in aerial work):

a. Observer human factors principles, according to the (State) guidance material, when available;b. Include, when applicable, a continuing structural integrity program; c. Include, when applicable and approved by (State), condition monitoring and reliability program

descriptions for aircraft systems, components and power plants; andd. Identify maintenance tasks and intervals that have been specified as mandatory in approval of the

type design, or approved changes to the maintenance program.

9.4 ELEMENTARY WORK & SERVICING

If the term “Preventative Maintenance” is used in your jurisdiction use it instead.

Elementary work is a form of maintenance that is not subject to a maintenance release. Hence, it need not be performed by a holder of an aircraft maintenance license, or by persons working under an AMO certificate.

All tasks designated as elementary work must be detailed in the technical record and certified in the aircraft log. Any defects that might be identified during performance of elementary work shall be recorded as specified in section 9.2.

Elementary work and servicing shall be performed in accordance with the methods and procedures recommended by the aircraft manufacturer.

The following list is exhaustive in nature. If a task is not listed, it is not elementary work.

The following list should be revised as necessary to reflect your company policies and local regulations.



The following tasks are considered by (Company Name) as elementary work:a. performance of pre-flight or turnaround checks;b. removal and installation of passenger seats and passenger seat belts;c. repairs to upholstery and cabin furnishings;d. removal, installation or repositioning of non-structural partitions in the passenger cabin;e. opening and closing of non-structural access panels;f. removal and installation of cabin doors on un-pressurized aircraft, where the door is designed for

rapid removal and installation;g. removal and installation of fuses and light bulbs; andh. removal and installation of aircraft batteries.

9.4.1 Authorization for Elementary Work & Servicing

The (Person Responsible for Maintenance) is responsible for controlling authorizations to persons who may perform elementary work. No person shall perform any elementary work or aircraft servicing and ground handling in (Company Name) aircraft without first being trained and authorized in accordance with the following requirements:

a. Pilots shall receive training in aircraft servicing procedures for the aircraft type they are authorized to fly from a qualified aircraft maintenance person or person designated by the AMO to provide such training. This training shall include refueling, oiling, de-icing, pre-flight inspection and aircraft ground handling.

b. Personnel must perform each elementary work task under the direct supervision of a qualified maintenance person, before being authorized to perform the task unsupervised. Initial training shall be carried out before any servicing or elementary work authorization is granted. Thereafter, training shall be carried out on an annual basis.

c. The following training must be completed to performance by persons authorized to perform servicing or elementary work. i. Company procedures;ii. (State) aviation regulations;iii. Procedures for each aircraft type.

The (Person Responsible for Maintenance) shall maintain a list of persons authorized to perform elementary work and servicing. Details of the tasks authorized and the training undertaken by each employee shall be recorded on the individual's training record, specified in section 8.1.

9.5 AIRWORTHINESS DIRECTIVES & SERVICE BULLETINS

The (Person Responsible for Maintenance) shall ensure that the aircraft are in compliance with all applicable airworthiness directives and other mandatory maintenance requirements. S/he shall examine the aircraft records upon appointment to the position, and upon each acquisition of a new aircraft, to verify this compliance. The (Person Responsible for Maintenance) shall review all new and revised airworthiness directives upon receipt, to determine if they are applicable. The form in Appendix 9-A may be used. S/he shall enter details of all applicable airworthiness directives, and details of all directives pertaining to the aircraft make and model, in the appropriate airframe, engine, propeller or component technical record. If the required actions are due before the next scheduled maintenance activity s/he shall make the necessary entries in the aircraft log in accordance with section 9.10.

Upon receipt of all recommendations issued by the aircraft, engine, and component manufacturers in the form of service bulletins or equivalent documents, the (Person Responsible for Maintenance) shall review the recommendations to determine whether compliance is appropriate. Where necessary, s/he shall obtain technical advice from the qualified maintenance personnel/AMO currently responsible for maintenance of (Company Name) aircraft. The (Person Responsible for Maintenance) will keep a



record of each such decision made, and retain the record along with the service bulletin or equivalent document. All records required by this section shall be retained for not less than six years.

9.6 EVALUATION PROGRAM

The (Person Responsible for Maintenance) shall ensure that in implementing and maintaining the safety assurance program described in section 2.4 that all maintenance functions are included in this program.

9.7 DEFERRED RECTIFICATION OF DEFECTS

All defects shall be rectified in accordance with regulatory requirements and manufacturer specifications before further flight of the aircraft, except as provided in this section.

For all (Company Name) aircraft for which a Master Minimum Equipment List (MMEL) is established, the (Person Responsible for Maintenance) shall ensure a (Company Name) MEL is devised and approved by the (State) civil aviation authority. (Person Responsible for Maintenance) shall also ensure that, whenever a new revision to the MMEL is issued, the (Company Name) MEL is revised accordingly and submitted to the (State) civil aviation authority for approval.

Where permitted by (State) regulatory provisions as applicable, aircraft having outstanding defects may be operated subject to the following procedures:

b. Where a Minimum Equipment List (MEL) has been approved and the list includes limits on the amount of time equipment may be inoperative, those limits apply. Deferral shall be recorded in the aircraft log, and the aircraft log entry shall specify the limit by which the defect must be corrected, according to the MEL;

c. Where the MEL does not specify time limits, or where no MEL has been approved, the aircraft may be operated following discovery of a defect. This provision is conditional to the following procedure: i. the pilot reports and co-ordinates the defect deferral with the (Person Responsible for

Maintenance), who co-ordinates the authorization of the deferral;ii. if required, s/he will seek advice from a qualified maintenance person/AMO that the defect

does not invalidate the aircraft certificate of airworthiness;iii. the authorization shall be recorded in the aircraft log and original filed in the aircraft record; iv. the aircraft log entry shall specify the reason for the deferral and the latest date by which the

defect must be corrected, but no longer than at the next scheduled maintenance event; andv. rectification shall take place no later than 30 days following discovery of the defect.

Whenever an approved MEL is used for deferral of the aircraft, the person authorizing deferral shall ensure all MEL requirements are met and the applicable “Operations” and “Maintenance” procedures are followed, prior to dispatching the aircraft.

9.8 RECURRING DEFECT CONTROL

At intervals not to exceed one month, the (Person Responsible for Maintenance) shall review the aircraft technical records to detect any recurring defects. Any defect that has occurred three times or more within the past month or the past 15 flight segments shall be reported by the (Person Responsible for Maintenance) to the maintenance staff or AMO responsible for maintenance. If a defect that has been reported as a recurring defect occurs again within one month of receiving the report, the (Person Responsible for Maintenance) shall ensure that the corrective action includes a complete investigation of the affected system(s), taking into consideration all previous occurrences of the defect and the actions taken to correct them. The aircraft log entry for rectification of the defect shall indicate that a recurring defect investigation has been carried out.



9.9 SDR REPORTING

The (Person Responsible for Maintenance) shall submit Service Difficulty Reports (SDR) to the civil aviation authority in accordance with (State) aviation regulations. In the case of service difficulties discovered during maintenance, the maintenance person/AMO performing the maintenance will prepare the SDR and pass it to the (Person Responsible for Maintenance). Between scheduled maintenance activities/visits to the AMO, any employee discovering a defect that may warrant submission of an SDR must immediately bring it to the attention of the (Person Responsible for Maintenance), who will determine whether a report is required.

9.10 TECHNICAL DISPATCH

Technical dispatch of aircraft shall be by means of the aircraft log. The (Person Responsible for Maintenance) shall ensure that all items of deferred maintenance other than those recorded in the current page of the aircraft log are entered on an approved serialized list attached to the front page of the log.

Immediately following completion of any item of scheduled maintenance specified by a maintenance schedule, airworthiness directive or other mandatory requirement, the (Person Responsible for Maintenance) shall:

a. Ensure that aircraft are:i. airworthy, ii. appropriately equipped, configured and maintained for the intended use, and iii. maintained in accordance with the authorized maintenance program.

b. ensure that all applicable requirements of the (State) civil aviation regulations and standards are met;

c. ensure that a maintenance release has been completed and signed, as prescribed by the (State) civil aviation regulations, to certify that the maintenance work has been performed in accordance with the maintenance program or other data and procedures acceptable to the (State);

d. review the aircraft technical records to determine the date, air time, or operating cycles when the next scheduled maintenance activity will become due, and make an entry to that effect in the log.

Before each flight of an aircraft, the PIC shall consult the aircraft log and take note of the next scheduled maintenance requirement and the current list of outstanding defects, to decide whether the flight may take place. If in doubt as to the time remaining to maintenance tasks, or the acceptability of defects, the PIC must contact the (Person Responsible for Maintenance).

9.11 PARTS AND MATERIAL

Parts required for elementary work and servicing shall be held under the control of the (Person Responsible for Maintenance). Upon receipt of new parts or materials, (Person Responsible for Maintenance) shall inspect them, as well as the associated documentation, to ensure that they are in perfect conditions and that they meet the applicable regulatory requirements and manufacturer specifications.

Fuels, oils, lubricants and cleaning materials shall be kept in closed containers, clearly marked with the contents and handled in accordance with applicable industry recommendations. No fluids shall be dispensed from any unmarked container.

9.12 TOOL CONTROL

Only properly calibrated tools specified for the maintenance task shall be used.

If you do not own any tools, the following paragraph may be removed.



(Person Responsible for Maintenance) will keep an updated list of all (Company Name) tools, supplies and test equipment, with the corresponding calibration due dates, when applicable. Following maintenance performed on an aircraft, all tools, supplies and test equipment used shall be accounted for.

If you do not own any tools subject to calibration, the following paragraph may be removed.

Upon calibration expiration, (Person Responsible for Maintenance) shall ensure the corresponding tool or equipment is sent to properly certified organizations for recalibration, or else replaced by a new or calibrated one. S/he shall verify calibration certificates upon receipt of tools/equipment and ensure these certificates are kept in the company records.

9.13 PERSONNEL QUALIFICATION AND TRAINING

(Person Responsible for Maintenance) shall ensure that all aircraft maintenance personnel: holds valid aircraft maintenance licenses with ratings appropriate for the type of aircraft and nature of

work being performed, and have the associated competencies to perform that work.

The (Person Responsible for Maintenance) will conduct quality assurance reviews on the maintenance program and work of individual maintenance personnel. Should shortcomings be identified, s/he will institute training programs aimed at rectification of identified deficiencies.

(Person Responsible for Maintenance) shall also ensure that all persons involved in the operation receive initial and update training on the (State) aviation regulations, and on the maintenance procedures, servicing and elementary work tasks appropriate to each employee duties. In addition:

a. any person authorized to sign a maintenance release shall receive initial and recurrent training, at least every two years, appropriate to the aircraft group, type or system for which a release is to be signed; and

b. any person authorized to marshal aircraft shall receive training in marshalling procedures.

The training program shall be conducted so as to ensure that the person acquires the competence to perform their assigned duties. The content of the training given shall take into account the findings of SMS safety assurance activities and evaluations described in sections 2.4 and 9.6.

Add in any additional information relevant to your company maintenance activities. If specific training programs for maintenance personnel are inserted in Chapter 7, insert here the appropriate references.

9.14 RECENCY OF EXPERIENCE

In order to be eligible to sign a maintenance release an aircraft maintenance person must have within the preceding 24 months, at least six months experience in the inspection, servicing or maintenance of an aircraft of systems in accordance with the privileges granted by the license held in relation to that maintenance release.

9.15 AIRCRAFT WEIGHT & BALANCE CONTROL

If your State establishes a maximum interval for aircraft weighing, revise the following paragraph as necessary to reflect your company policies and local regulations.

The (Person Responsible for Maintenance) shall maintain and retain weight and balance reports and amendments for all aircraft. Upon significant equipment changes or painting to the aircraft, (Person Responsible for Maintenance) shall evaluate the impact of such changes to the aircraft weight and center of gravity and provide for updating of the balance report when needed.



Details of the current empty weight and center of gravity of each aircraft shall be kept in the aircraft log or on board the aircraft and related operational data will be updated whenever there is a change is the aircraft basic weight or center of gravity.

9.16 MAINTENANCE ARRANGEMENTS

All aircraft maintenance shall be performed by an external authorized qualified maintenance person or an external approved maintenance organization (AMO) holding proper license/ratings and scope for the work to be undertaken, authorized in writing in the form of a contract, purchase order or letter. Each request for maintenance shall specify that the work be performed and certified in accordance with the applicable requirements of the (State) aviation regulations and in accordance with this document.

The (Person Responsible for Maintenance) shall make all planned maintenance arrangements. In the case of unplanned maintenance away from main base, the PIC may request the maintenance in writing. This may be done by completing a work order or similar document provided by the AMO. The (Person Responsible for Maintenance) shall be notified of all unplanned maintenance activities as soon as practical.

The selection of any qualified maintenance person or AMO to perform the maintenance is at the discretion of the PIC, however, s/he should confirm that they hold a certificate/license appropriate to the work to be done and that all the specific scope and limitations of the work to be done are covered under the work order. If there is any doubt, they should seek the advice of the (Person Responsible for Maintenance).

A clause will be included in all maintenance agreements requiring the maintenance provider to undertake that maintenance work will not be carried out by any maintenance personnel who are fatigued.

Note: the term "maintenance person" is used in this context as an all-encompassing expression maintenance ”technician”, "engineer" and "mechanic" being acceptable alternatives.

9.17 FLIGHT PERMITS OR SPECIAL FLIGHT AUTHORIZATIONS

The (Person Responsible for Maintenance) shall be responsible for all applications made to the (State) civil aviation authority for flight permits or special flight authorizations, and is authorized to make any required declarations for this purpose on behalf of the company.

9.18 AIRCRAFT MAINTENANCE TECHNICIANS WORKING ALONE

The following tasks shall not be conducted by a Maintenance Technician working alone:

List here the maintenance tasks which shall not be performed by maintenance technicians working alone, if appropriate. Such tasks may include, for instance, jacking the aircraft, working at heights, working on high voltage systems, etc.

Whenever a maintenance technician must perform maintenance services on an aircraft, other than those listed above, alone, s/he shall contact another available employee and notify him/her on the work being done and the time when he expects the work to be completed. When s/he completes the work, s/he shall contact the notified employee to inform so.

If the notified employee does not receive this contact by the expected time, s/he shall attempt to contact the Maintenance Technician. If s/he fails to contact the Maintenance Technician, the notified employee shall contact the appropriate emergency services and notify the (Aircraft Operator).

You may also consider listing tasks which are allowed to be conducted by maintenance personnel working alone without the need to inform another employee as per the procedure suggested above.



9.19 DEVIATIONS FROM THE MAINTENANCE CONTROL PROCEDURES


(Company Name) may deviate from the procedures required by its maintenance control system, described in this chapter, only where the deviation conforms to (State) national regulations and after (Person Responsible for Maintenance) has conducted a risk analysis. Such deviations shall be approved by the (Aircraft Operator) and, when required, by the (State) civil aviation authority.



9.20 APPENDIX 9-A SB & AD REVIEW FORM

(Company Name)

S.B. or A.D. Title ______________________________________No._____________

Priority:Mandatory Recommended Completion Required by __/__/__ or ____ Flt. hrs.

Optional

For Aircraft: _____________. S/N__________________ Applicable N/A

Man Hours Req. -____ Down Time Req._____ In-house Capable Yes No

Date of Receipt __/__/__ Review Completed __/__/__ Location __________

Review Participants & Recommendation: Accept Reject N/A

Maintenance - _____________________________________

Flight Operations - __________________________________

Cabin Crew - ______________________________________

Department Mgr.____________________________________

Decision Rationale - _________________________________________________________________________________________________________

Final Authorization

Accepted Schedule for accomplishment: By date -__/__/__ or within______Flt. Hrs. Or,

At next _____Inspection / shop visit.Declined / Rejected - because__________________________________________________________________________________________________________ Signed by: Department Manager or Director of Maintenance _____________________

S/B-AD Review Form#2011 – Rev. Date __/__/__




LEFT BLANK


(Company Name) 10. Fatigue Management Program

10 Fatigue Management Program

10.1 PRINCIPLES

Fatigue is related to a variety of operational experiences, for example, physical discomfort after overworking a particular group of muscles, concentration difficulties during a monotonous task, after being exposed to long or irregular work hours encountering slowed reaction time, difficulty appreciating potentially important but subtle indications that an undesirable situation may be developing, or simply difficulty staying awake. Fatigue becomes important when it reduces efficiency or otherwise degrades performance and affects individuals both subjectively and physiologically. Physiological fatigue results from lost sleep and can only be rectified by sleep itself. Subjective fatigue can be affected by motivation or by the amount of stimulation coming from the environment and is often poorly detected by individuals. Fatigue is a hazard faced by most aviation operations. Research clearly indicates that fatigue is an issue across all segments of aviation, not only in long haul flights that involve significant time zone changes. The data shows that different flight operations and work schedules create different physiological disruptions and can engender fatigue in somewhat different ways. However, there are four core operational factors that must be considered in fatigue countermeasures programs.

a. Duty period length is related to the continuous hours of wakefulness through a subset. Flight time is a subset of duty period.

b. Rest or off-duty periods, are related to sleep opportunity and can affect both acute sleep loss and the creation of a cumulative sleep debt.

c. Circadian factors can affect both alertness and performance during operations as well as the quantity and quality of sleep obtained during rest periods.

d. Cumulative effects can be relevant for continuous and consecutive duty periods and an accumulated sleep debt.

Working conditions, the physical environment and operator workload can also contribute to fatigue. While a limited scientific literature is available, environmental factors such as vibration, noise and temperature may further contribute to operator fatigue in rotorcraft operations.

The risks normally associated with this hazard are mistakes, incidents and accidents. Strategies to manage this hazard and the associated risks have been developed by (Company Name) as part of its safety management system, and are presented in the remainder of this section.

10.2 TRAINING

All personnel involved in the operation shall receive training regarding fatigue, as detailed in Chapter 7.

10.3 FLIGHT AND/OR DUTY TIME LIMITATIONS

Duty time calculations will include all time spent working in the office or in meetings as well flight duty time. This section contains the limits that all personnel involved in (Company Name) operations will observe.

10.3.1 Aircraft Crew

All pilots are expected to manage their personal time so as to be well rested when they report for work. (Company Name) pilots shall observe the flight and duty time limitations as described in this section and shall not work when fatigued.



10.3.1.1 Definitions

Window of Circadian Low

The window of circadian low is best estimated by the hours between 0200 and 0600 for individuals adapted to a usual day-wake/night-sleep schedule. This estimate is calculated from scientific data on the circadian low of performance, alertness, subjective report (i.e., peak fatigue) and body temperature. For duty periods that cross three or fewer time zones, the window of circadian low is estimated to be 0200 to 0600 home-base/domicile time. For duty periods that cross four or more time zones, the window of circadian low is estimated to be 0200 to 0600 home-base/domicile time for the first 48 hours only. After a crew member remains more than 48 hours away from home-base/domicile, the window of circadian low is estimated to be 0200 to 0600 local time at the point of departure. Recommended guidelines related to the window of circadian low should be applied when any of the following operations occur: landing within the window; flight through both sides of the window; or duty period that starts at 0400 or earlier within the window.

Off Duty is a continuous, predefined period of uninterrupted time during which a crew member is free of all duties.

Duty is any task a crew member is required to perform by the operator, including flight time, administrative work, managerial duties, training and deadheading.

Duty period is a continuous period of time during which tasks are performed for the operator, determined from report time until free from all required tasks.

Flight time is the sum of all flight time, calculated from block to block for each flight segment.

Standby A flight crew member is on “standby” when s/he is required to be available to an operator (away from the airport) for assignment to a flight duty period.

10.3.1.2 Limits

The maximum flight time for pilots involved in single pilot operations shall not exceed:a. 1,200 hours in any 12 consecutive months;b. 300 hours in any 90 consecutive days;c. 120 hours in any 30 consecutive days; ord. 8 hours in any 24 consecutive hours.

The duty times for pilots shall be limited to:a. 14 hours in any consecutive 24 hour period;b. 15 hours in any consecutive 24 hour period provided;

i. the pilot’s total flight time in the previous 30 consecutive days does not exceed 70 hours, orii. the rest period prior to the flight is at least 24 hours off duty;

The minimum rest period between duty periods shall provide an opportunity to obtain not less than eight consecutive hours of sleep in suitable accommodation, time to travel to and from that accommodation and time for personal hygiene and meals.

When operations occur during a period of circadian low the rest period shall be increased to provide for a minim of 12 hours off duty.



10.3.2 Non-Aircraft Crew Personnel

All non-aircraft crew personnel shall report for duty adequately rested.

Include key points of the applicable State of Registry labor regulations, including maximum daily and weekly work limits and other limits associated with fatigue, as appropriate.

Non-aircraft crew personnel shall comply with (State) labor regulations. Maximum work hour duration limitation for each work shift is _______ hours. Weekly work is limited to _____ hours.

Include here your company’s additional duty and fatigue considerations, such as: Work schedule limitations and recommendations Overtime limitations Minimum rest periods between work schedules Regular breaks integrated into work schedules. Processes for assessing extended work periods and to make decisions to terminate or

continue the work shift. Limits on successive night shifts, their end time and required rest periods at the end of a

series of night shifts. Reductions to shift duration when early starts are involved. Limitations to the nature of work performed at the end of work shifts, and at the end of early

start shifts. Limits on the number of successive early start shifts. Minimum weekly rest periods, such as a weekly rest period of two successive recovery nights

in a seven day period.

10.3.3 Deviations

Should operational contingencies require an extension of the flight and/or duty limitations detailed above, such an extension can only be granted by the (Aircraft Operator), with the specific concurrence of all involved personnel.

Prior to granting such an extension, (Aircraft Operator) shall ensure that the associated risks are assessed and appropriate mitigation actions are applied to maintain an acceptable level of risk for that operation.

Such extensions will be formally recorded on the Extension to Maximum Flight/Duty Time form and retained on file for two years.

10.4 EVALUATION PROCESS

As fatigue is a recognized hazard and the limitations contained in this section is the mitigation designed to manage the associated risks to an acceptable level, the limitations and any extensions of duty time, shall be regularly evaluated as part of the company SMS evaluation. Additionally, company personnel are encouraged to provide feedback on the fatigue management program, as well as report any situations where fatigue became an issue via the SMS risk reporting process.

(Aircraft Operator) shall review all fatigue-related reports considering core physiological factors, develop mitigation actions to preclude future occurrences, and provide feedback to employees.




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(Company Name) 11. Environmental Management

11 Environmental Management

Revise this Chapter as appropriate to reflect your company procedures related to Environmental Management.

If dedicated environmental management related documentation is available in your company, you might refer here to the corporate documents that demonstrate compliance with the requirements established in IS-BAO 12.0 Environmental Management.

The (Aircraft Operator) will identify and ensure compliance with all national and local environmental laws and requirements affecting the flight operations, including those related to:

a. noise abatement procedures during ground operations to include run ups and APU operations consistent with safety, including airport curfews;

b. ground operations including aircraft fuelling and de/anti-icing procedures; c. spill containment of toxic and flammable materials and chemicals, including disposal of

collected materials;d. disposal of waste materials; e. disposal of international garbage; f. the construction and operation of the company’s:

i hangars, ii fuel storage and dispensing equipment,iii other facilities; and

g. operations subject to emissions charges, fees, or purchase of credits related to Market Based Measures regulations (e.g. Emissions Trading Schemes).

The (Aircraft Operator) will annually review publications of relevant jurisdictions to identify existing or emerging legislation, rules or regulations pertaining to environmental issues that will affect flight operations. When such regulations are identified, (Aircraft Operator) shall ensure that:

a. pertinent information is distributed to appropriate personnel, andb. corresponding policies and procedures, described in this Manual or in any other (Company

Name) documents, are appropriately revised.


(Company Name) 11. Environmental Management


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(Company Name) 12. Occupational Health and Safety

12 Occupational Health and Safety

In many single pilot operations this IS-BAO Chapter 13 Occupational Health and Safety will not be applicable. Operators should review the IS-BAO Occupational Health and Safety standard and make a determination. If the standard is not applicable to your company, this chapter may be removed from your Operations Manual.

If any items of the standard are applicable to your company, revise this Chapter as appropriate to reflect your company procedures related to Occupational Health and Safety.

If dedicated occupational health and safety related documentation is available in your company, you might refer here to the corporate documents that demonstrate compliance with the requirements established in IS-BAO 13.0 Occupational Health and Safety.

The (Aircraft Operator) will identify and ensure compliance with, all national and local occupational health and safety laws and requirements affecting the flight operations, including those related to:

a. development and implementation of workplace safety programs;b. compliance with fire safety, first aid and sanitary requirements;c. provision of safety and protective clothing, devices and equipment;d. provision of safety information and training to employees;e. ensuring that machinery, tools and equipment, including lifting equipment, meets safety

standards; andf. ensuring that hazardous materials are controlled and that employees have information and

training in their handling and storage.

The (Aircraft Operator) will annually review publications of relevant jurisdictions to identify existing or emerging legislation, rules or regulations pertaining to occupational health and safety issues that will affect flight operations. When such regulations are identified, (Aircraft Operator) shall ensure that:

a. pertinent information is distributed to appropriate personnel, andb. corresponding policies and procedures, described in this Manual or in any other (Company

Name) documents, are appropriately revised.

Additionally to a procedure, such as the one described above, for identification of applicable regulations, your specific company policies and procedures related to each one of the topics required by IS-BAO 13.1, as applicable to your company operational characteristics and environment, should be described in this chapter, or else a reference to the appropriate corporate documentation should be included here.

12.1 NOTIFICATION TO COMPANY PERSONNEL AND PASSENGERS

Signs, placards, posters, etc. will be used by (Company Name) to ensure that all company personnel and passengers accessing the aviation environment are made aware of OHS requirements. All personnel are encouraged to monitor each other and visitors to ensure everyone is adhering to the guidance and requirements.

12.2 PERSONNEL WORKING ALONE

Include here your company procedures or considerations for the safety of any person who may working alone, as applicable.


(Company Name) 12. Occupational Health and Safety


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(Company Name) 13. Security Procedures

13 Security Procedures

Modify this section so that it reflects your company procedures.

Refer to the IS-BAO IG 15.0 Security Programmes for guidance material for the development of security procedures. Operators may also wish to check with the NBAA (http://www.nbaa.org/ops/security/) to obtain up-to-date guidance.

13.1 ASSESSING THE THREAT AND VULNERABILITIES

The first step in the development of an effective security program is to assess the threat against the company, its personnel, aircraft and facilities and the vulnerabilities of the flight operation. Threats may relate to the nature of business the company conducts, where that business is conducted, the nationality of the company, the nationality of company aircraft, the profile of passengers carried, and the value of goods carried. Information on the various kinds of threats the operator is subject to will come from a variety of sources. In developing and maintaining a current threat assessment for areas of operations, the (Aircraft Operator) will use the following resources as appropriate:

a. national and local security officials;b. national and local law enforcement officials;c. the company security officer, if applicable;d. national and international trade associations;e. air security assessment and intelligence service providers;f. local and foreign media reports; andg. company officials posted in foreign locations, if applicable,

The (Aircraft Operator) will conduct an assessment of the flight operations vulnerabilities at least once each year. The results of these assessments will be used to update the security program.

13.2 PREVENTIVE MEASURES

The focus of preventive security measures will be to:a. Prevent unauthorized access to company aircraft and facilities; b. Prevent the unauthorized introduction of weapons, explosives onto company aircraft and into

company facilities; andc. Prevent the use of company aircraft to commit other unlawful acts, such as the transport of illicit

drugs.

Security will be an integral part of all aspects of the company’s operation.

Insert here the specific preventive measures adopted by your company. IG 15.3 provides guidance on the development of such measures, including global considerations, people and processes, aircraft and facilities.

13.2.1 Training

All pilots and personnel involved with flight operations shall receive security program training as detailed in Sections 7.3.1.1 and 7.3.1.2.



13.3 RESPONSIVE MEASURES

In the case of a hijacking, the PIC must attempt to make an assessment of the intent of the hijacker and follow the emergency procedures set out in section 13.5 of this manual. These procedures will include the making of distress radio calls and transponder settings, to indicate that the aircraft has been hijacked and for adherence to the procedures that have been established and promulgated in ICAO Doc 7030 – Regional Supplementary Procedures in both the cases where the aircraft continues on the assigned track and cruising level or is forced to deviate there from.

In the case of bomb threats, the first step is to determine the legitimacy of the threat or whether it is likely to be a hoax. If considered to be legitimate, law enforcement officials should be notified. If the aircraft is in the air, ATS should be notified and the aircraft should land to be searched. If on the ground, the aircraft should be moved, for searching, to the designated isolated parking.

In the case of other unlawful acts, the PIC should contact the responsible law enforcement agencies.

13.4 SECURITY CHECKLISTS

Each destination will be assessed as presenting an insignificant, low, medium, high or critical security risk to travelers. The following guidelines describe the progressive measures that should be invoked to cater to each of these categories.

THREAT ACTIONS

Low Door/access panels - LockedEmergency Exits - SecuredAircraft Perimeter - Marked/LightedCommunications - Establish lines of communications between crew and

passengers.Medium Parking - Avoid proximity to public 'rights' of way

- Non-remote- Well-lighted

Engine Blanks - FittedPhysical Guarding - AvailableCommunications - Establish lines of communications between crew and

passengers.Pre-flight - Detailed check of aircraft cavities

High Risk - Refer to local representative for assessment of business risk of not traveling vs. security risk of traveling

Parking - Aircraft hangared- Apply anti-tamper tape to doors/access panels

Armed Guarding - Consider- Local representative approved in accordance with local

guidelines on the use of forceCommunications - Established lines of communications between crew and

pax.

The company will also provide pilots with local specialist assessments of the security situation in countries where there is a local presence.



13.5 EMERGENCY CHECKLIST

The following checklist will be used in the event of unlawful interference (hijack) or bomb threats.

UNLAWFUL INTERFERENCE

THE SAFETY OF PASSENGERS AND CREW IS PARAMOUNT AND THE OBJECTIVE IS TO SECURE THEIR SAFE RELEASE

When possible, carry out the following:

Transponder........................A7500ATC.....................................INFORMFasten seat belts.................ON

GENERAL ADVICE

In the air Assess the situation to try to determine the intent of the hijacker and modify response as

appropriate. Comply with initial demands without prejudicing safety. Negotiate patiently. Do not antagonize. Avoid actions/movements that might appear hostile. Explain before moving any control, switch, etc. Keep passengers calm. Prevent them from intervening. Consider passing information to controlling authorities. If forced to deviate from the assigned track and cruising level,

follow the procedures as specified in ICAO Doc 7030 Regional Supplementary Procedures, or

if no applicable regional procedures have been established, proceed at a level which differs from the cruising levels normally used for IFR flight by: 500 feet (150m) in an area where a vertical separation minimum of 1,000 feet (300m)

is applied, or 1,000 feet (300m) in an area where a vertical separation minimum of 2,000 feet

(600m) is applied. Land at a suitable airfield.

On the ground EXPECT THE AUTHORITIES TO TAKE CONTROL. Be guided by authorities. Do not take independent action. Make the hijacker do his own thinking. Establish endurance of food, water, sanitary supplies, APU and battery. Transfer to a ground

power unit as soon as possible. If possible, obtain air conditioning cart. Maintain hygiene. Keep door, galley and aisle clear of rubbish and equipment. Look after passengers’ health and comfort.



BOMB THREAT ON GROUND

ATC and operations/handling agent ALERT Confirm parking area. Prepare pax to disembark on PIC’s command. Deplane the aircraft as quickly as possible. Suspicious objects should not be touched. If taxiing, stop and disembark immediately.

Pax ...............................EVACUATEPIC................................ENSURE THAT AIRCRAFT IS COMPLETELY VACATED

Pax ...............................ASSEMBLE CLEAR OF AIRCRAFT (500m UPWIND)

BOMB THREAT IN FLIGHT

If a suspicious article or explosive device had been found, the aircraft should be flown as normally as possible but in accordance with the following requirements.

Emergency ...................DECLARE Plan to land at the nearest suitable airfield. Consider high altitude airfield if appropriate.

Transponder .................SET A7700 if none assigned

BRIEF PASSENGERS Advise that there is a bomb threat and notify Senior Passenger. Organize search of cabin (if bomb found see over). Land as soon as possible. Disembark as soon as possible after landing by fastest means.

SEARCH FLIGHT DECK

Pressure controller........MAINTAIN CURRENT CABIN ALTITUDE

Descent ........................COMMENCE Reduce cabin differential pressure to zero by descending aircraft to cabin altitude. Do not raise

cabin altitude. Descend without delay to below FL100 or MSA if higher. Minimize maneuvers / avoid turbulence.

Speed............................REDUCE WHEN PRACTICABLE

Cabin.............................DEPRESSURIZE/AIR VALVES CLOSED



When at cabin altitude:Man. Cabin Alt Control FULL INCREASEDump Valve OPEN

Leave outflow valve open for remainder of flight.

Landing Configuration.. .ESTABLISH EARLY

After Landing:

APU ..............................STARTEngines.........................SHUT DOWNLighting..........................ALL ON EXCEPT LANDING LIGHTSPA.................................“IT IS IMPERATIVE TO LEAVE THE A/C WITHOUT DELAY. KINDLY FOLLOW

THE INSTRUCTIONS” (GIVEN BY THE PIC)

Pax................................ASSEMBLE CLEAR OF AIRCRAFT (500m UPWIND)

SUSPICIOUS ARTICLE OR BOMB FOUND DO NOT MOVE, TOUCH OR OPEN. Move pax as far away as possible, and instruct them to keep heads below top of seat backs. Obtain expert advice through ATC communications. Remove oxygen bottles and first aid kits from the immediate vicinity. Have fire extinguishers

available. Secure article in place, pack around with pillows, blankets, coats and absorbent materials. Keep

article dry but wet surrounding material.

Only consider moving the article if its position poses an immediate threat to the aircraft and expert advice recommends this course of action, in which case, handle GENTLY, keep in same attitude. The article should be fastened using adhesive tape and supported in seat cushions, blankets, etc.




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(Company Name) 14. Company Forms

14 Company Forms




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14.1 PILOT’S FLIGHT LOG You may use this example or substitute your own flight log formFlight # _______________ Date ___________________ PIC _________________________ SIC ________________________Aircraft Type ___________________ Registration _______________

FROM _____________

TO ROUTE MEA TRACK DIST WIND/TEMP TAS G/S TIME ETA ATA FUEL BURN

From To To To To From To To To To

Fuel Taxi & Take-Off Time Out

Fuel To Destination Time Up

Reserve/Contingency Time Down

Total Fuel Required Time In

Airplane Weight Air Time

Cargo/Pax Weight Flight Time

Zero Fuel Weight

Fuel On Board

Planned Take-Off Weight

Weather & ATC:

I hereby certify that the above information is correct & that the weight and center of gravity are within limits.

Pilot-in-Command Signature ___________________________________



Passenger Manifest

Name Affiliation M/F/C Weight From To To To To To

14.2 AIRCRAFT WEIGHT AND BALANCE FORMS

Male – Female - ChildAmendment No. - Original Issue page - January 1, 2016112


Include copies of aircraft weight and balance forms here.




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14.3 PILOT PROFICIENCY CHECK FORMName of applicant Name of Examiner

Licence Held - Type and Number Location of Flight Test Date of Flight Test

Name of Recommending Instructor Aircraft Group Single Engine Airplane �Aircraft Type Simulator Type Multi-Engine Airplane � �

Exercise Pass Fail Remarks1. Oral Examination � �2. Pre-Flight

A. Aircraft Inspection � �B. Cockpit and System Checks � �

3. Taxiing � �4. Powerplant Checks � �5. Normal Take-off � �6. Crosswind Take-off � �7. Powerplant Failure on Take-off � �8. Rejected take-off � �9. Approaches to Stall � �10. Instrument Procedures

A. Departure & Arrival � �B. Holding � �C. Instrument Approaches � �D. Circling Approach � �

11. Specific Flight Characteristics � �12. Engine Failures � �13. Normal Landing � �14. Crosswind Landing � �15. landing with Failed Powerplant � �16. Rejected landing � �17. Normal & Abnormal Procedures

A. � �B. � �

18. Emergency Procedures

A. � �B. � �Final Assessment � �

Examiner’s Signature Date

Examiner Comments



14.4 EXTENSION TO MAXIMUM FLIGHT DUTY TIME

(Company Name)

Extension To Maximum Flight Duty TimeDue To Unforeseeable Operational Circumstances

Date

PIC SIC

Other Crew members

AircraftType

AircraftRegistration

Planned Reporting in Time Actual Reporting in Time

Planned Finish Time Actual Finish Time

Planned Duty Time Actual Duty Time

Description of Events

PIC Signature Date

(Aircraft Operator) Comments




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Company Name 15. Company Directives

15 Company Directives

Include Company directives here.


Company Name 15. Company Directives


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Company Name 16. Operations Manual Supplements

16 Operations Manual Supplements

Include supplements here such as SOPS etc.




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16.1 SUPPLEMENT 1 – PERSONAL MINIMUMS CHECKLIST Use this example or any other you consider appropriate


january 1, 2003€¦ · web view2020-03-21 · a company weight & balance calculation form...

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