Fom-Rev8 20012011

Pakistan International
Flight Operations Manual (Part-A)

Edition 1
Chapter 0
Page 1
INTRDUCTIONS
Rev # 03
27
th
Jan , 2009

Controlled Document- Do not copy without prior permission of SVP Flight Operations

PAKISTAN
INTERNATIONAL

FLIGHT OPERATIONS
MANUAL
(PART-A)

Document # FOD/FOM/01
Edition 1
Revision 08
Issue Date 22
nd
November 2010
Standards Inspection Division
FLIGHT OPERATIONS

Edition 1
Page 1
SUMMARY OF REVISIONS
Rev # 08
22
nd
Nov, 2010


SUMMARY OF REVISIONS

Number Date Entered By
1. 06.08.08 GM SI
2. 12.01.09 GM SI
3. 27.01.09 GM SI
4. 12.02.09 GM SI
5. 25.03.08 GM SI
6. 26.03.10 GM SI
7. 11.06.10 GM SI
8. 22.11.10 GM SI
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Edition 1
LEP
Page 1
List of Effective Pages
Rev # 08
22
nd
Nov, 2010



Ch
No.
Description
Effective
Pages
Revision Rev Date

Table of Contents

1 03 27
th
Jan, 09
2 08 22
nd
Nov, 10
3 00 25
th
Mar, 08
4 08 22
nd
Nov, 10
5-6 00 25
th
Mar, 08
7 08 22
nd
Nov, 10
8 03 27
th
Jan, 09
9-10 08 22
nd
Nov,10
11-14 00 25
th
Mar, 08
15 07 11
th
June, 10
16-18 08 22
nd
Nov,10
19-27 00 25
th
Mar, 08
28-29 08 22
nd
Nov,10
30 00 25
th
Mar, 08
31 05 18
th
Mar, 09
32 08 22
nd
Nov,10
0 Introduction
1 03 27
th
Jan 09
2-3 06 26
th
Mar 10
4 07 11
th
June 10
5 00 25
th
Mar 10
6 00 11
th
June 10
7-9 08 22
nd
Nov 10
1 Organization & Responsibilities
1 08 22
nd
Nov 10
2-3 07 11
th
June 10
4-5 08 22
nd
Nov 10
6 07 11
th
June 10
7 08 22
nd
Nov 10
8-9 00 25
th
Mar 08
10 08 22
nd
Nov 10
11 00 25
th
Mar 08
12-14 08 22
nd
Nov 10
15 00 25
th
Mar 08
16-19 08 22
nd
Nov 10
20-21 00 25
th
Mar 08
22-23 08 22
nd
Nov 10
24 00 25
th
Mar 08
25-26 08 22
nd
Nov 10
27-34 00 25
th
Mar 08
35 08 22
nd
Nov 10
36 00 25
th
Mar 08
37 08 22
nd
Nov 10
38 00 25
th
Mar 08
39 08 22
nd
Nov 10
40-41 00 25
th
Mar 08

Edition 1
LEP
Page 2
Rev # 08
22
nd
Nov, 2010


2 Company Regulations
1 00 25
th
Mar 08
2-3 08 22
nd
Nov 10
4 00 25
th
Mar 08
5 06 26
th
Mar 10
6 08 22
nd
Nov 10
7-9 00 25
th
Mar 08
10 08 22
nd
Nov 10
11 00 25
th
Mar 08
3

Training, Checking Qualification &
Recency

1-2 05 18
th
Mar 09
3-6 00 25
th
Mar 08
7 08 22
nd
Nov 10
8-9 00 25
th
Mar 08
10 08 22
nd
Nov 10
11-15 05 18
th
Mar 09
4 Flight Crew Rostering
1-2 00 25
th
Mar 08
3-4 08 22
nd
Nov 10
5-6 00 25
th
Mar 08
5 Administrative Instructions & Forms
1 00 25
th
Mar 08
2 08 22
nd
Nov 10
3 00 25
th
Mar 08
4-5 08 22
nd
Nov 10
6 00 25
th
Mar 08
6 General Flight Rules
1 08 22
nd
Nov 10
2 00 25
th
Mar 08
3 08 22
nd
Nov 10
4 07 11
th
June 10
5-6 00 25
th
Mar 08
7 08 22
nd
Nov 10
8-9 00 25
th
Mar 08
7 Fuel Policy
1 03 27
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Jan 09
2 00 25
th
Mar 08
3 08 22
nd
Nov 10
4-5 00 25
th
Mar 08
6 08 22
nd
Nov 10
7 03 27
th
Jan 09
8-10 00 25
th
Mar 08
11 08 22
nd
Nov 10
12 00 25
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Mar 08

Edition 1
LEP
Page 3
Rev # 08
22
nd
Nov, 2010


8 Flight Preparation & Planning
1 08 22
nd
Nov 10
2-3 00 25
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Mar 08
4 08 22
nd
Nov 10
5 00 25
th
Mar 08
6 08 22
nd
Nov 10
7-8 00 25
th
Mar 08
9-11 08 22
nd
Nov 10
12 00 25
th
Mar 08
9 Communication
1-2 08 22
nd
Nov 10
3-6 00 25
th
Mar 08
7 08 22
nd
Nov 10
8 00 25
th
Mar 08
9 07 11
th
June 10
10-14 00 25
th
Mar 08
10 Safety and Security
1-2 00 25
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Mar 08
3 08 22
nd
Nov 10
4-20 00 25
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Mar 08
11 Passenger Handling
1-2 00 25
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Mar 08
3 08 22
nd
Nov 10
4-7 00 25
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Mar 08
8-9 07 11
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June 10
10-11 00 25
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Mar 08
12 08 22
nd
Nov 10
13-14 00 25
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Mar 08
15 08 22
nd
Nov 10
16 00 25
th
Mar 08
12 Cargo Handling 1-9 00 25
th
Mar 08
13 Ground Handling
1-4 07 11
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June 10
5 08 22
nd
Nov 10
6-11 00 25
th
Mar 08

14

General Flight Deck Procedures
1-5 08 18
th
Mar 09
6-7 00 25
th
Mar 08
8 05 18
th
Mar 09
9-10 00 25
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Mar 08

Edition 1
LEP
Page 4
Rev # 08
22
nd
Nov, 2010


15 Use of Equipment
1-2 00 25
th
Mar 08
3 00 25
th
Mar 08
4-5 08 22
nd
Nov 10
6 00 25
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Mar 08
7 08 22
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Nov 10
8-9 00 25
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Mar 08
10-12 08 22
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Nov 10
13 00 25
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Mar 08
14 08 22
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Nov 10
15 00 25
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Mar 10
16 Normal Procedures
1-3 00 25
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Mar 08
4-5 08 22
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Nov 10
6-16 00 25
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Mar 08
17-18 08 22
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Nov 10
19 00 25
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Mar 08
20-21 08 22
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Nov 10
22-30 00 25
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Mar 08
17

Approaches

1-12 00 25
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Mar 08
13 05 18
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Mar 09
14-20 00 25
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Mar 08
18

All Weather Operations

1-2 00 25
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Mar 08
3 08 22
nd
Nov 10
4-15 00 25
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Mar 08
19 Adverse Weather
1-5 00 25
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Mar 08
6-8 05 18
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Mar 09
9-16 00 25
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Mar 08
17-23 07 11
th
June 10
20 ETOPS/Remote Destination 1-5 00 25
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Mar 08
21

Abnormals

1-3 08 22
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Nov 10
4 00 25
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Mar 08
5 08 22
nd
Nov 10
6 00 25
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Mar 08
7-8 08 22
nd
Nov 10
9-14 00 25
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Mar 08
15-19 08 22
nd
Nov 10
20-27 00 25
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Mar 08
28 08 22
nd
Nov 10

Edition 1
LEP
Page 5
Rev # 08
22
nd
Nov, 2010

22 Special Flights
1-11 00 25
th
Mar 08
12 07 11
th
June 10

23

Flight Duty Time Limitations

1 04 12
th
Feb 09
2 06 26
th
Mar 10
3 00 25
th
Mar 08
4 07 11
th
June 10
5 00 25th Mar 08
6-7 07 11
th
June 10
8 01 6
th
Aug 08
9-10 07 11
th
June 10
11-13 00 25
th
Mar 08
14 08 22
nd
Nov 10
24
Safety Performance Monitoring &
Management
1-3 08

22
nd
Nov 10

Edition 1
Table of Contents
Page 1
TABLE OF CONTENTS
Rev # 03
27
th
Jan, 2009


CHAPTER 0: INTRODUCTIONS

0.1 Introduction.........
0.1.1 Authority......
0.1.2 Purpose.....
0.1.3 Aim.......
0.1.4 Contents........
0.1.5 Distribution List of the Flight Operations Manual...........
0.2 Organization of Flight Operations Manual
0.2.1General..
0.3 Revisions
0.3.1 General....
0.3.2 Record of Revisions....
0.3.3 Summary of revisions......
0.3.4 How to find changes/revision..
0.4 List of effective pages.
0.5 List of abbreviation

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Edition 1
Table of Contents
Page 2
TABLE OF CONTENTS
Rev #08
22
nd
Nov, 10


CHAPTER 1: ORGANIZATION & RESPONSIBILITIES

1.0 PIAC Corporate Organization Chart
Flight Operations Department Organization Chart..
1.1 Overview.
1.1.1 Conduct of Flight Operations..
1.1.2 Delegation of Responsibilities....
1.2 Duties and Responsibilities of Flight Operations Senior
Executives
1.2.1 Director Flight Operations......
1.2.2 General Manager Training......
1.2.3 General Manager Standards Inspections.....
1.2.4 General Manager Technical.
1.2.5 General Manager Planning and Scheduling....
1.2.6 Sr. General Manager (Coordination) Operations........
1.2.7 General Manager North..
1.2.8 Equipment General Managers.....
1.2.9 Chief Flight Surgeon...
1.2.10 DGM Quality Assurance...
1.3 Flight Crew
1.3.1Subordination of Air Crew...
1.3.2 Personnel undergoing Flight Crew Training...
1.3.3 Authority of Pilot-in-Command..
1.3.4 Duties of the Pilot-in-Command.
1.3.5 General Responsibilities of Pilot-in-Command..
1.3.6 Captain supervision and co-ordination of flight duties...
1.3.7 Additional Duties of captain in aircrafts without Flight Engineer.
1.3.8 Duties of First Officer.
1.3.9 Special duties of First Officer.
1.3.10 Duties of Flight Engineer.
1.4 Cabin Crew
1.4 Cabin Crew
1.4.1Duties of Cabin Crew..
1.5 Line Stations..
1.6 Duties and Responsibilities of Flight Operations Administration
1.6.1Manager Operations Engineering- I.
1.6.2Manager Operations Engineering II...
1.6.3Manager Routes and Navigation..
1.7 Company Regulations and Policies..
1.7.1 Applicability...
1.7.2 Aircraft Knowledge and Preparation..
1.7.3 General Cooperation..
1.8 Compliance with Rules/ Regulations and Orders..

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Edition 1
Table of Contents
Page 3
TABLE OF CONTENTS
Rev # 00
25
th
Mar, 08

CHAPTER 2: COMPANY REGULATIONS
2.0 Company Publications
2.0.1 General.......
2.0.2 Scope......
2.0.3 Description.....
2.0.4 Flight Crew Issues.....
2.0.5 Flight Operations Manual- FOM(Part-A)..
2.0.6 FCOM (Flight Crew Operating Manual)...
2.0.7 Flight Crew Training Manual.....
2.0.8 Amendment Procedure...
2.0.9 Jeppesen Airway Manual...
2.0.10 Jeppesen Airway Manual Amendments...
2.0.11 Flight Crew Instruction (FCIs) or Temporary Revision
(TRs)....
2.0.12 Flight Operations Department Library......
2.0.13 Aircraft library ..
2.1 Crew Conduct.....................
2.1.1 Uniform ..
2.1.2 Conversation....
2.1.3 General Health and Physical Fitness...................
2.2 Medical Regulations
2.2.1Substance Abuse, Psychoactive and Pharmaceutical
Prescription ..
2.2.2 Sleeping Tablets..................
2.2.3 Alcohol
2.2.4 Quarantine...
2.2.5 Diving Before Flight ...................
2.2.6 Blood Donation...
2.2.7 Immunization.......
2.2.8 Rehabilitation of Persons Involved in use of ..
2.3 Flight Crew Licenses
2.3.1 General............................
2.3.2 Renewal...
2.3.3Authority to Operate....
2.3.4 Retirement Age............................
2.4 Crew Baggage: Lost, Mishandled or Damaged
2.4.1 Reporting Procedure....
2.4.2 Applicability of Procedures.

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Edition 1
Table of Contents
Page 4
TABLE OF CONTENTS
Rev # 08
22
nd
Nov , 10

CHAPTER 3: TRAINING, CHECKING, QUALIFICATION
AND RECENCY
3.0 FLIGHT CREW TRAINING
3.0.1 General...........................
3.0.2 Training Objectives....
3.0.3 Out Sourced Flight Simulator Devices
3.1 Performance Standards- Flight Crew Members..
3.1.1 Captain....................
3.1.2 First Officer.....
3.2 Checking and Evaluation
3.2.1 General.....................................................
3.3 Renewals..
3.4 Flight Crew
3.4.1 Qualification and Requirements..................
3.4.2 Responsibilities....
3.4.3 Flight Crew Minimum Requirements..................
3.4.3.1 Captain.........................
3.4.3.2 First Officer..
3.4.3.3 Initial Hires (Including Cadet Pilots)
3.4.3.4 Upgrading.....
3.5 AWO/LVP Training and Authorizations
3.5.1 Training ...
3.6 ETOPS, MNPS & Special Airfield Authorizations
3.6.1 ETOPS Authorization.....
3.6.2 MNPS..
3.6.3 Special Airfield Authorization....................
3.7 Recency Requirements...
3.8 Crew Resource Management
3.8.1 Philosophy...
3.8.2 Policy...
3.8.3 Four Words of CRM
3.8.4 Authority.
3.8.5 Participation.
3.8.6 Assertiveness...
3.8.7 Respect.
3.8.8 Crew Performance Indicators..
3.8.8.1 Communication.
3.8.8.2 Team Building..
3.8.8.3 Workload Management
3.8.8.4 Technical Proficiency...
3.8.9 Conclusion...

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13-14
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Edition 1
Table of Contents
Page 5
TABLE OF CONTENTS
Rev # 00
25
th
Mar , 08

CHAPTER 4: FLIGHT CREW ROSTERING
4.0 Cooperation with Crew Scheduling
4.0.1 General.......
4.0.2 Contact with the company........
4.0.3 Reporting of Unforeseeable Factor and Irregularities......
4.0.4 Complaints.......
4.1 Crew Scheduling Division
4.1.1 General......................................................
4.1.2 Duties of the Scheduling Department...
4.1.3 Roster Maintenance...........
4.1.4 Pairing of Inexperienced Pilots..
4.1.5 Access to the Scheduling Department...
4.1.6 Roster Change Request......
4.1.7 Roster swaps..
4.1.8 Open Flights..
4.1.9 Standby Duty Period......
4.1.10 Standby Duty- Policy..
4.1.11 Stand by Duty- Scheduling......
4.1.12 Leave Entitlement Policy........

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Edition 1
Table of Contents
Page 6
TABLE OF CONTENTS
Rev # 00
25
th
Mar , 08

CHAPTER 5: ADMIN INSTRUCTIONS AND FORMS
5.0 Administrative Records
5.0.1 Responsibility........
5.0.2 Types of Record....
5.1 Reports and Forms
5.1.1 General..
5.1.2 Debrief Report...
5.1.3 Air Safety Report...
5.1.4 Confidential Report...
5.1.5 Autoland Report....
5.1.6 Missing Passenger Report.
5.2 Completion & Filing of Reports and Forms
5.2.1 Responsibility
5.2.1.1 Completion....
5.2.2 Filing of Reports..
5.2.2.1 Air Safety Reports.
5.2.2.2 Other Reports

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Edition 1
Table of Contents
Page 7
TABLE OF CONTENTS
Rev # 08
22
nd
Nov, 10

CHAPTER 6: GENERAL FLIGHT RULES
6.0 General
6.0.1 Principles...
6.0.2 Aircraft operation -legal Requirements.
6.0.3 Application of IFR and VFR.
6.0.3.1 Choices of Airspace
6.0.3.2 Change from IFR flight to VFR Flight..
6.1 Composition of Flight Personnel
6.1.1Flight Crew ....
6.1.1.1 Captain
6.1.1.2 First Officer
6.1.1.3 Flight Engineer..
6.1.2 Cabin Crew ..
6.2 Routings Maps & Charts
6.2.1 Routings.........
6.2.1.1 Definition
6.2.1.2 Policy..
6.2.1.3 Deviation from Company Routing.
6.2.2 Maps and Charts ...
6.2.3 Noise Abatement Procedures.
6.3 Minimum Altitude/Flight Levels
6.3.1 General .
6.3.2 Policy.....
6.3.3 Minimum Safe Altitude (MSA)....
6.3.4 Minimum Off-Route Altitude (MORA)...
6.3.5 Minimum Obstacle Clearance Altitude
6.3.6 Minimum Enroute IFR Altitude...............
6.3.7 Minimum Victoring Altitude...
6.3.8 Other Altitude Restrictions..
6.4 Collision Avoidance and ATC Separation
6.4.1 Avoidance of Aircraft Collision .....
6.4.2 Maintenance of ATC Separation...
6.4.3 Reduced Vertical Separation Minimum (RNSM).
6.4.4 Required Navigation Performance (RNP).
6.5 Aircraft Attitude
6.5.1 Level Off....
6.5.2 Angles of Bank..

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Edition 1
Table of Contents
Page 8
TABLE OF CONTENTS
Rev # 03
27
th
Jan, 09

CHAPTER 7: FUEL POLICY

7.0 Fuel Policy for Turbo Jet Aircraft (NON ETOPS)
7.0.1 Fuel Planning and Management....
7.0.1.1 Basic Principals..
7.0.1.2 General Factors...
7.0.1.3 Planning Factors..
7.1 In-Flight Fuel Monitoring and Low Fuel
7.1.1 Procedure ...
7.2 Aircraft Performance Deterioration (APD) Factor.
7.3 Selection of Alternate Airfield....
7.4 Dispatch Requirements
7.4.1 Taxi Fuel....
7.4.2 Trip Fuel.
7.4.3 Contigency Fuel.
7.4.4 Alternate Fuel.
7.4.5 Holding Fuel..
7.4.6 Stored Fuel.
7.4.7 Discretion...
7.4.8 Block Fuel..
7.4.9 Minimum Block Fuel.
7.4.10 Reserve Fuel.
7.4.11 Extra Fuel.
7.5 Alternate Policy for Turbo Jet Aircraft
7.5.1 General..
7.5.2 Takeoff Alternate...
7.6 Fuel Policy for Turbo Prop Aircraft (ATR 42-500)
7.6.1 Taxi Fuel....
7.6.2 Fuel for Operations of Hotel Mode on ATR 42-500 Aircraft..
7.6.3 Trip Fuel
7.6.4 Contingency Fuel...
7.6.7 Block Fuel..
7.6.8 Fuel Tankering (for the next sector)...
7.7 Fueling Procedures
7.7.1 General...
7.7.2 Supervision of Refueling and Fuel Check
7.7.3 Fuel Tankering...
7.7.4 Fueling with Passengers on Board.
7.8 Inflight Fuel Management
7.8.1 General ....
7.8.2 Company Minimum Reserve...
7.8.3 Insufficient Fuel Remaining
7.8.4 Approaching Destination.
7.8.4.1 General..
7.8.4.2 Prior to Top of Descent.

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Edition 1
Table of Contents
Page 9
TABLE OF CONTENTS
Rev # 08
22
nd
Nov, 10

APTER 8: FLIGHT PREPARATIONS & PLANNING
8.0 General
8.0.1 Flight Preparation. .
8.0.2 Definitions. ....
8.0.2.1 Adequate Airport.
8.0.2.2 Suitable Airport
8.0.2.3 ETOPS (Extended Twin Operations)..
8.0.3 Route Planning Principals..
8.0.4 Trip Folder.
8.0.5 Pre-Flight Planning.
8.0.6 Computer Flight Plan.
8.0.7 Weather..
8.0.8 NOTAMs ..
8.0.9 Aircraft Technical Status and Performance
8.0.10 Fuel...
8.0.11 Flying Crew Instructions..
8.0.12 Security (Personal Documentation.......
8.1 Briefings
8.1.1 General..
8.1.1.1 Company Briefing..
8.1.1.2 Meteorological Briefing.....
8.1.1.3 Route Briefing....
8.1.1.4 Technical Briefing..
8.1.1.5 Cabin Crew Pre-Flight Briefing.............
8.1.1.6 Sterile Cockpit Rule..
8.2 Flight Plans
8.2.1 Requirement .....................
8.2.2 Submission ...
8.2.3 Selection of Cruising Levels .
8.3 Selection of Airfields
8.3.1 General ......
8.3.2 Minima for Pre-Flight Planning......
8.3.3 Destination Selection ....
8.3.4 Destination Weather Minima..
8.3.4.1 Destination forecast below Minima.....
8.3.5 Destination Forecast and Alternate Selection....
8.3.6 Destination Alternate..
8.3.7 Takeoff Alternate.
8.3.8 Alternate Weather Minima.
8.3.9 En-route Alternate/Emergency Airport (Non- ETOPS).
8.3.10 In Flight Considerations
8.3.11 Published One Engine Out Minima.
8.3.12 Aircraft Approach Category
8.3.13 In Flight Diversion to Alternate Aerodrome
8.3.14 Runway Requirements
8.3.15 Pavement Strength..
8.3.16 Rescue And Fire Fighting (RFF) Categories..
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Edition 1
Table of Contents
Page 10
TABLE OF CONTENTS
Rev # 08
22
nd
Nov, 10

CHAPTER 9: COMMUNICATION
9.0 Flight Crew Members
9.0.1General..
9.0.2 Standard Calls..
9.0.3 FCU/MCP,AP Selection.
9.0.4 Transfer of Controls & Radio Monitoring..
9.0.5 Climb and Descent..
9.0.6 Deviation During Approach
9.0.7 Non Standard.
9.1 Flight Crew to Cabin Crew
9.1.1General ..
9.1.2 Pre-flight Briefing.....
9.1.3 Use of the Interphone ...
9.1.3.1 Flight Deck to Cabin.....
9.1.3.2 Cabin to Flight Deck
9.1.4 Adverse Weather..
9.2 Flight Crew to ATC
9.2.1 Monitoring
9.2.2 Standard Procedures..
9.2.3 Altitude Awareness/Altimetry
9.2.4 VHF Selections..
9.2.5 Wearing of Headsets.
9.3 Flight Crew to Company
9.3.1 General Policy ..
9.3.2 Use of Communication Equipment ..
9.3.2.1 ACARS..
9.3.2.2 HF Radio
9.3.2.3 SATCOM
9.3.3 Required reports..
9.3.3.1 Push Back and Punctuality..
9.3.3.2 Departure Reports..
9.3.3.3 En-route Delay reports...
9.3.3.4 Abnormal Situation Reports......
9.3.3.5 Arrival Reports......
9.3.4 Outstations.....
9.4 Flight Crew to Passengers
9.4.1General
9.4.2 Responsibility for Information....
9.4.3 Co-ordination.
9.4.4 Presentation of Information.
9.4.5 Procedures for normal operations...
9.4.6 Procedures for Off-Schedule Operations....
9.4.7 Briefing of Passengers in an Emergency

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CHAPTER 10: SAFETY AND SECURITY
10.0 General Crime On Board
10.0.1 Purpose......
10.0.2 Definitions....
10.0.2.1 Security..
10.0.2.2 Crime on Board ..
10.0.2.3 Sabotage.
10.0.2.4 Bomb Threat or Hoax
10.0.3 Crime on Board..
10.0.3.1 Policy..
10.0.3.2 Reporting...
10.1 Aircraft & Crew Security
10.1.1 Reporting of Damage
10.1.2 Safeguarding of Aircraft and Load..
10.1.3 Attempted breaches of Security and local authorities.
10.1.4 Regulatory Authority Inspector Random Inspections..
10.1.5 Crew Security on Layovers..
10.1.5.1 Crew Baggage.
10.1.6 Assault by Passengers on Crew Members
10.2 Prevention of Sabotage and Hijacking
10.2.1 Measure.
10.3 Sabotage / Bomb Threats General .
Introduction Threat Assessment...
10.4 Sabotage / Bomb Threats On Ground
10.4.1 Red Warning Basic Procedure On Ground, Parked at Gate
10.4.2 Red Warning Basic Procedures On Ground
Taxiing..
10.5 Sabotage / Bomb Threats In Flights
10.5.1 Red Warning Basic Procedure In Flight
10.5.2 Suspicious Article Discovered in-Flight Cabin Crew Actions
10.5.3 Suspicious Article Discovered in-Flight Flight Crew Actions
10.5.4 Suspicious Activity or Security Breach in the Cabin..
10.6 Hijacking
10.6.1 Policy
10.6.2 General Guidelines
10.6.3 Communication Procedures.
10.6.4 Flight Crew Actions.
10.6.5 Cabin Crew Actions..
10.7 Notification of Aircraft Accident and Incidents
10.7.1 Definitions
10.7.1.1 Aircraft Accident
10.7.1.2 Aircraft Incident.
10.7.1.3 Fatal Injury.
10.7.1.4 Serious Injury.
10.7.1.5 Substantial Damage..

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10.7.2 Immediate Notification.
10.7.3 Preservation of Aircraft Wreckage, Mail, Baggage, Cargo and
records.
10.8 Required Reports
10.8.1 Penalty free Reporting of Occurrences or Incident..
10.8.2 Reporting..
10.9 Withdrawal From Flying Duties...

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CHAPTER 11: PASSENGER HANDLING
11.0 Responsibility
11.0.1 General
11.1 Passenger Exclusion
11.1.1General....
11.1.2 Medical /Serious Sickness Cases.......
11.1.3 Liability .
11.2 Boarding, Offloading, Upgrading
11.2.1 General... ...
11.2.2 Ramp Transfer....
11.2.3 Unaccompanied Minors ....
11.2.4 Wheelchair for use in Wide bodied Aircraft.
11.2.5 Transit Passengers..............................................
11.2.6 Passenger Baggage.........
11.2.7 Offloading Missing Passenger Baggage.
Passenger Upgrading ............
11.3 Safety of Passengers in Flight
11.3.1 Cabin Rate of Climb/Descent.....
11.3.2 Use of Seats and Seat Belts ...
11.3.3 Smoking in the Cabin.....
11.3.4 Oxygen Requirements.......
11.3.5 Use of Oxygen........
11.3.6 Oxygen Mask Demonstration ...
11.3.7 Life Vest Demonstration/Briefing. ....
11.3.8 Consumption of Alcoholic Beverages..
11.4 Carriage of Deportees/ Inadmissible Passengers
11.4.1 General..............
11.4.2 Handling on Board....
11.4.3 Notification ..
11.4.4Disembarkation....
1.5 Disabled Passengers
11.5.1General......
11.5.2 Handling and Boarding......
11.5.3 Individual Disabled Passengers.
11.5.4 Group of Disabled Passengers...
11.5.5 Evacuation Procedures......
11.5.5.1 Individual Disabled Passengers.
11.5.5.2 Group of Disabled Passengers
11.6 Carriage of Pregnant Passengers..
11.7 Passenger Misconduct
11.7.1 General .....
11.8 Illness, Birth and Suspected Death
11.8.1 Policy .....
11.8.2 Illness/Injury.
11.8.3 Birth .
11.8.4 Suspected Death..

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CHAPTER 12: CARGO HANDLING

12.0 Aircraft Loading
12.0.1 Carriage of Cargo-General ...
12.0.2Suspected Inaccurate Cargo & Baggage Weights .
12.1 Load Sheet ...
12.2 Live Animals, Mail, Valuable Cargo
12.2.1 Carriage of Live Animals.......
12.2.2 Carriage of Mail
12.2.3 Carriage of Valuable Cargo.......
12.3 Carriage of Dangerous Goods
12.3.1 General..
12.3.2 Acceptance, Storage & Loading ...
12.3.3 Loading of Hazardous Cargo
12.3.4 Notification of Crew (NOTOC).
12.3.5 Incidents ....
12.3.5.1 During Flights.
12.3.5.2 On Ground..
12.3.6 Damage to Dangerous Articles......
12.3.6.1 Definitions..
12.3.7 Reporting of Dangerous Goods -Accidents & Incidents..
12.4 Carriage of Firearms and other Weapons
12.4.1 Policy.
12.4.2 Definitions.

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CHAPTER 13: GROUND HANDLING
13.0 Responsibility
13.0.1 General....
13.0.2 Policy...
13.0.3 Load & Trim Sheets....
13.0.4 General
13.0.5 Standard Passenger Weights
13.0.6 Manual Load sheets.
13.0.7 Captains Acceptance..
13.0.8 Last Minute Changes (LMCs).
13.1 Catering & Clearing
13.1.1 Catering...
13.1.2 Aircraft Cleaning
13.2 Technical Log & Cabin Log
13.2.1 Technical Log ...
13.2.1.1 Maintenance Release (MR) or Certificate to Release to
Service (CRS)
13.2.2 Minimum Equipment List (MEL)..
13.2.3 Technical Faults Recording ..
13.2.4 Cabin Defect Log ..
13.3 Aircraft Technical Support
13.3.1 Stations with Authorised PIAC Contact Engineer
13.3.2 Stations without an Authorised Engineer .
13.3.3 Unserviceable Aircraft..
13.3.4 Requirement for an MR/CRS.................
13.4 Diversions to Airfield with Company Support.
13.5 Diversions to airfields without Company Support
13.5.1 General...
13.6 Charges & Administrative Procedures
13.6.1 Landing Fees .
13.6.2 Fuel Purchase
13.6.3 Administrative

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CHAPTER 14: GENERAL FLIGHT DECK PROCEDURES
14.0 Crew Positions & Duty
14.0.1 Flight Deck Teamwork.............
14.0.2 Successions of Command ....
14.0.3 Crew Positions .
14.0.3.1 General Rules.
14.0.3.2 F/O Take Off and Landing Restrictions
14.0.4 Allocation of Flight Crew Duties.
14.0.5 Allocation of Flight Crew Duties with Multiple / double Crew
14.0.6 Allocation of Duties in an Emergency
14.0.7 Transition Training..
14.0.8 Special Airfield Authorization
14.1 Admissions to the Flight Deck
14.1.1 Policy.
14.1.2 Travel on the Flight Deck.
14.1.3Locking of the Flight Deck Door...
14.1.4 Unlocking and opening of the Flight Deck Door.
14.2 Enroute Inspections by C.A.A Inspectors
14.2.1 Background..
14.2.2 Scope
14.2.3 procedures..
14.2.4 Delegation
14.2.5 Identification
14.3 Use of Jumps Seats..
14.3.1 General.
14.3.2 Flight Deck Jump Seats
14.3.3 Reasons for Emergency Travel
14.3.4 Flight Deck Jump Seats.
14.4 Nutrition and Health
14.4.1 Crew Meals...
14.4.1.1 Policy.
14.4.2 Meals on The Flight Deck.
14.4.3 Fluids on The Flight Deck
14.4.4 Smoking Rules..
14.4.5 Eye Protection...
14.4.6 Ear Protection

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CHAPTER 15 : USE OF EQUIPMENT
15.0 General
15.0.1 Policy....
15.0.2 Loose and Magnetic Objects on the Flight Deck..
15.0.3 Portable Electric Devices......
15.0.4 Personal Video Screens.
15.1 Flight Guidance Systems (FGS)
15.1.1 Flight Automation Policy..
15.1.2 Autopilot...
15.1.3 Flight Director (FD)......
15.14 Auto-throttle System (ATS)...
15.1.5 Flight Path Vector (FPV)..
15.2 Indicating and Recording Systems
15.2.1 Barometric Altimeter
15.2.2 Altimeter Settings.
15.2.3 Checking of Terrain Clearance.
15.2.4 Radio Altimeter....
15.2.5 Enhanced Ground Proximity Warning Systems...
15.2.6 Altitude Pre-select/Alert System...
15.2.7 Airborne Weather Radar...
15.2.8 Recorders..
15.3 Lights
15.3.1Navigation Lights...
15.3.2 Anti Collision Lights.
15.3.3 High Intensity/Strobe Lights.
15.3.4 Taxi Lights
15.3.5 Landing/Flood Lights
15.4 Navigation...
15.4.1 Navigation Aids- General.
15.4.2 Coverage of Navigation Aids....
15.4.2.1 DME.......
15.4.2.2 ILS..
15.4.2.2.1 System Limitations.
15.4.2.2.2 Ground Monitors.
15.4.2.2.3 ILS Front Beam..
15.4.2.2.4 ILS Back Beam..
15.4.3 Inertial Navigation, Area Navigation/ FMS/ GNSS
Monitoring.....
15.4.4 .VASIS and PAPI....

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15.5 Traffic Alert and Collision Avoidance System (TCAS)
15.5.1 System General.
15.5.2 Modes of Operation..
15.5.3 Operational Procedures.
15.5.4 Crew Action..
15.5.4.1 Traffic Advisory (TA)
15.5.4.2 Resulation Advisory (RA) Action by PF...
15.5.5 ATC Procedures
15.6 Oxygen, Seat Belts
15.6.1 Use of Oxygen in Flight....
15.6.1.1 Use of Seat Belts....
15.6.1.2 System Requirements
15.6.1.3 Protective Breathing Equipment-PBE..
15.7 Seat Belts
15.7.1 Use of Seat Belts.
15.7.1.1 Use of Seat Belts by Flight and Cabin Crew

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CHAPTER 16 : NORMAL PROCEDURES
16.0 General
16.0.1 Flight Deck Duties ......
16.0.2 Checklist Procedures General...
16.0.3 Initiation and Reading.
16.0.4 Response.
16.05 Open Items
16.0.6 Completion of Checks..
16.0.7 Standard Drills and Terminology..
16.0.8 Flight Log.
16.0.9 Standard Drills and Procedures.
16.1 Documentation and Maintenance
16.1.1Document Requirements.
16.1.2 Aircraft Acceptance....
16.1.2.1 General.
16.2 Pre-Flight Preparations
16.2.1 Allocation of Duties..
16.2.2 Exterior Inspection of Aircraft..
16.2.3 Emergency Briefing..
16.2.4 Final Cockpit Preparation.........
16.2.5 Calculation of Takeoff Data.
16.2.6 Takeoff / Departure Briefing
16.3 Flight Dispatch
16.3.1 Changes to Departure Times ..
16.4 Pushback and Starting.
16.4.1 Closing of Doors......
16.4.2 Pushback / Tow-out....
16.4.3 Clocks ..
16.4.4 Departure from Parking Position ..
16.4.5 Engines Starting
16.4.6 Prior to Taxi.
16.5 Taxiing ...
16.5.1 Procedures ..
16.5.2 Runway Changes Prior to Takeoff .
16.6 Take off and Climb Procedures
16.6.1 Minima for Takeoff..
16.6.2 Use of Auto-brake System....
16.6.3 Take-off.
16.6.3.1 Choice of runway...
16.6.3.2 Positive Runway Identification..
16.6.3.3 Setting Takeoff Thrust...
16.6.3.4 Takeoff Roll...
Climb Phase.
16.6.4.1 Policy.
16.6.4.2 Noise Abatement
16.6.4.3 Company Speed Restriction..

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16.6.4.4 Procedures
16.6.4.5 Passing 10,000ft/FL 100..
16.6.4.6 Passing Transition
16.6.4.7 Weather Radar Monitoring..
16.7 Cruise, Descent and Approach
16.7.1 Cruise ..
16.7.2 Flight Log
16.7.3 Weather Monitoring.
16.7.4 Cruise Control.....
16.7.5 Fuel Management
16.7.6 Flight Plan Amendments.........
16.7.7 ATC Procedures..
16.7.8 Descent Planning.........
16.7.9 Transition..
16.7.10 Passing 10,000ft / FL 100...
16.8 Go-Arounds
16.8.1 General..
16.8.2 Initiation
16.8.3 Go-Around During Visual Circling .........
16.9 Holding...
16.10 Diversions
16.10.1 Policy .
16.10.2 Alternate Weather Requirements ...
16.10.3 Contacting Ground Handling Agent...
16.10.4 Diversions to Another PIA Destinations
16.10.5 Diversions to an Airfield Where No Company Support May
Be Expected.
16.11 Landing
16.11.1 General...
16.11.1.1 Choice of Runway.
16.11.2 Use of Auto Brake System...
16.111.3 Landing Sequence..
16.11.4 Procedures.
16.11.5 Height Over the Threshold
16.11.6 Touchdown
16.11.7 Landing Roll..
16.12 After Landing, Parking and Leaving the Aircraft
16.12.1 Clearing the Runway After Landing ..
16.12.2 Parking
16.12.3 Automated Guide In System.
16.12.4 Leaving the Aircraft

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CHAPTER 17: APPROACHES
17.0 General and Definitions
17.0.1 Approach Maneuvering Procedures...
17.0.2 Arrival Routes
17.0.3 Circling Approach.
17.0.4 Clearance Limit.
17.0.5 Decision Altitude/Height (DA/DH)..
17.0.6 Downgrading.
17.0.7 Final Approach Fix (FAF).
17.0.8 Hold/Holding Procedure
17.0.9 IMC Approach..
17.0.10 Intermediate Approach Segment
17.0.11 Initial Approach Segment..
17.0.12 Minimum Descent Altitude/Height (MDA/H)
17.0.13 Missed Approach Point (MAP)..
17.0.14 Missed Approach Procedure..
17.0.15 Precision Approach..
17.0.16 Procedure Turn
17.0.17 Racetrack Procedures..
17.0.18 Reversal Procedure.
17.0.19 Visual reference..
17.1 Preparation for Approach
17.1.1 Principles.......
17.1.2 Meteorological Information .
17.1.3 Landing Data ............
17.1.4 Approach Briefing ........
17.1.5 Identification of Airfields and Runways
17.1.6 Setting Navigation Aids.
17.1.6.1 NDB Approach..
17.1.6.2 VOR Approach..
17.1.6.3 ILS Approach.
17.1.6.4 Radar Approach.
17.2 Approach Authorization & Terrain Clearance
17.2.1 General..
17.2.2 Aerodrome Operating Minimum.
17.2.3 Commencement and Continuation of Approach (Approach Ban).
17.2.4 Met Visibility/RVR Conversion
17.3 Terrain Clearance
17.3.1 IMC-Descent/Approach
17.3.2 Descent Under Radar Control ...
17.4 Segments of the Instrument Approach
17.4.1 Initial Approach Fix..
17.4.2 Intemediate Fix (IF)..
17.4.3 Final Approach Fix or Point (FAF/FAP)..
17.4.4 Missed Approach Point (MAP).
17.4.5 Initial and Intermediate Approach.
17.4.6 Noise Abatement...

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17.4.7 Aircraft Stabilization on Approach
17.4.8 Outer Marker Check .
17.4.9 Standard Callouts ..
17.5 Minima
17.5.1 Determination of Minima .
17.5.2 Takeoff Minima.
17.5.3 Circling Minima
17.5.4 Presentation of Minima
17.5.5 Takeoff Minima
17.5.6 Landing Minima
17.5.7 Conditions for Use of Minima...
17.5.8 ILS.
17.5.9 Secondary Power Supply...
17.5.10 Visual Aids..
17.5.11 Approach Lights..
17.5.12 DA/DH & MDA......
17.5.13 Visual Segment of Instrument Final Approach ..
17.5.14 Optical Illusions .
17.6 Approaches General
17.6.1 Work Distribution:
17.6.1.1 Pilot Flying (PF).
17.6.1.2 Pilot Monitoring (PM)
17.7 Non-Precision & Circling Approaches
17.7.1 Non-Precision
17.7.2 DME ARC Procedure
17.7.3.1 Approaches with Visual Reference to the Ground.
17.7.3.2 Visual Contact Approach
17.7.3.3 Visual Circling
17.7.3.4 Cirling requirements...
17.7.4 Company Cirlcing Minimum Reported Weather..
17.8 CAT -1 Approaches
17.8.1 CAT-1 Approach. Classification...
17.8.2 Policy ....................
17.8.3 Approach Path Deviations on Final Approach .
17.8.3.1 Localiser.
17.8.3.2 Glidepath.
17.8.3.3 Autoland/Coupled Approach..
17.8.3.4 Manual Approach ..............
17.8.3.5 Malfunctions...
17.8.4 Deficiency Reporting of Ground Equipment ....

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CHAPTER 18: ALL WEATHER OPERATIONS
18.0 General & Definitions
18.0.1 General
18.0.1.1 All Weather Operations (AWO)..
18.0.1.2 Low Visibility Procedures (LVP).
18.0.1.3 CAT II Approaches (CAT II APP)..
18.0.1.4 Basic Requirements.
18.0.1.5 Flight Crew Qualifications...
18.0.1.6 Use of Auto Modes..
18.0.2 Definitions...
18.0.2.1 Alert Height..
18.0.2.2 ILS Critical Areas.
18.0.2.3 ILS Sensitive Area...
18.0.2.4 Minimum Approach Brake-off Height (MABH).
18.0.2.5 Runway Visual range (RVR)..
18.0.2.6 Specified Minima
18.0.2.7 Automatic Landing System.
18.0.2.8 Fail Operational Automatic Landing System...
18.0.2.9 Fail Passive Auto Landing System..
18.1 Taxi & Takeoff.
18.1.1 Low Visibility Takeoff (LVTO)..
18.1.1.1 Limitation.
18.1.1.2 Flight Crew Qualification
18.2 Airfield Equipment and ATC Procedures.
18.2.1 Considerations.
18.2.2 Terrain Profile..
18.2.3 Obstacle Limitation Surfaces...
18.2.4 Obstacle Free Zone (OFZ)...
18.2.6 ILS Critical Areas
18.2.7 ILS Sensitive Areas.
18.2.8 ILS Standby Power.
18.2.9 RVR and Weather
18.2.10 Air Traffic Control.
18.2.11 Low Visibility Procedures.
18.2.12 Airfield Ground Equipments.
18.3 AWO Procedures
18.3.1 PIA CAT II ILS ..
18.3.1.1 ILS Classification (CAT II Approach).
18.3.1.2 Philosophy and Policy..
18.3.1.3 Approach Briefing....................
18.3.1.4 Use of APU...
18.3.1.5 Task Sharing..
18.3.1.6 Failures and Associated Actions...
18.3.1.7 The Decision Process................
18.3.1.8 Visual Reference Requirements
18.3.1.9 Visual Reference for CAT II....
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18.3.1.10 Loss of Visual Reference....
18.3.1.11 Incapacitation.
18.3.1.12 Approach Minima..
18.3.1.13 Table of Approach Minima (CAT I/II)..

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CHAPTER 19: ADVERSE WEATHER

19.0

19.1

19.2

Adverse Runway Conditions
19.0.1 General..
19.0.2 Definitions.....
19.0.3 Major Effects on Aircraft Performance and Operation ....
19.0.4 Nature and Forms of Aquaplaning
19.0.5 Viscount Aquaplaning...
19.0.6 Dynamic Aquaplaning...
19.0.7 Reverted Rubber Aquaplaning...
19.0.8 Reporting of Braking Conditions...
19.0.9 Reporting of Runway Contamination ...
19.0.10 Performance Corrections .
10.0.11 Operational Limitations...
19.0.12 Wind Component Limitations.
19.0.13 Captains Considerations
Operations in Icing Conditions
19.1.1 General ..
19.1.1.1 Operational Guidelines...
19.1.2 Definitions .....
19.1.2.1 Clear or Glaze Ice...
19.1.2.2 Rime Ice..
19.1.2.3 Hoar Frost...
19.1.3 Icing Regions.....
19.1.3.1 Warm fronts ...
19.1.3.2 Occluded Fronts.
19.1.4 Policy.
19.1.5 Ground De-Icing
19.1.6 Pre Flight
19.1.7 Starting...
19.1.8 Taxi
19.1.9 Engine Icing (Ground)...
19.1.10 Takeoff.
19.1.11 In Flight
19.1.12 Approach and Landing.
Operation in Turbulence and Wind Shear
19.2.1 Definitions .................................
19.2.1.1 Turbulence .....................
19.2.1.2 Wind Shear..
19.2.2 Classification of Turbulence..
19.2.2.1 Convective Turbulence...
19.2.2.2 Orographic Turbulence...
19.2.2.3 Clear Air Turbulence..
19.2.2.4 Wake Turbulence
19.2.3 Classification of Wind shear .....
19.2.3.1 Thunderstorms

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TABLE OF CONTENTS
Rev # 00
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19.3
19.2.3.2 Downbursts.
19.2.3.3 Frontal Shear...
19.2.3.4 Lee Wave, Rotor Shear...
19.2.3.5 Temperature Inversions..
19.2.3.6 Ground Effects
19.2.3.7 Policy......
19.2.3.8 General Guidelines..
19.2.3.9 Pilot Responsibility.
19.2.4 Takeoff and Climb-out .................................
19.2.5 Cruise.................................
19.2.5.1 Avoidance...
19.2.6 Preparation.
19.2.7 Altitude..
19.2.8 Stabilizer Trim...
19.2.9 Recovery ...
Operation in Areas Contaminated by Volcanic Ash
19.3.1 General...
19.3.2 Ground Operation..
19.3.2.1 Parking....
19.3.2.2 Taxi.
19.3.2.3 Takeoff....
19.3.3 Flight Operations...
19.3.4 Ash Cloud..
19.3.4.1 Reporting.
19.3.4.2 Approach and Landing
19.3.4.3 Taxi and Parking ...
19.3.4.4 Maintenance Action
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Edition 1
Table of Contents
Page 27
TABLE OF CONTENTS
Rev # 00
25
th
Mar, 08

CHAPTER 20: ETOPS/REMOTE DESTINATIONS
20.0

20.1

20.2

20.3
Remote Destination Flight Preparation and Planning
20.0.1 General ...
20.0.2 Weather...
20.0.3 Holding Reserve..
20.0.4 Airfields .
20.0.5 Equal Time Point ...
ETOPS Flight Preparation and Planning
20.1.1General ....
20.1.2 Aircraft Serviceability.....
20.1.3 Use of Departure or Destination Airports as ETOPS Alternates
20.1.4 ETOPS Initial & Recurrent Training Requirements ..
20.1.5 MEL/CDL Considerations..
20.1.6 ETOPS Orientation Charts .....
20.1.7 ETOPS Suitable Alternate Selection ..
Enroute
20.2.1 Systems Monitoring ...
20.2.2 Weather Monitoring ...
20.2.3 Alternate Airport Suitability...
Computerized Flight Plan (CFP)...

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Edition 1
Table of Contents
Page 28
TABLE OF CONTENTS
Rev # 08
22nd Nov, 10

CHAPTER 21: ABNORMALS
21.0 Technical Malfunctions and Emergencies
21.0.1 Definition...
21.0.1.1 Non-Routine Operation..
21.0.1.3 Emergency..
21.0.2 General..
21.0.3 Safety Aspects...
21.0.4 Choice of Airspace....
21.0.5 Throttle and Fuel Level.
21.1 Crew Management
21.1.1 Emergency In-flight Crew Management...
21.1.1.1 Command....
21.1.1.2 Emergency Procedures..
21.1.1.3 Emergency Authority of the Captain..
21.1.1.4 Communication...
21.1.1.5 Recognizing the Emergency...
21.1.1.6 Crew Co-Ordination...
21.1.1.7 Identifying the Emergency..
21.1.1.8 Evacuation Assignments.
21.1.1.9 Checklist Memory Items.
21.1.1.10 Use of Checklists..
21.1.1.11 Execution of Abnormal/Emergency Procedure
21.1.1.12 Reviewing and Planning...
21.1.1.13 Reset of Circuit Breakers
21.1.1.14 Coordination with ground fire fighting agency
21.2 Evacuation
21.2.1 General...
21.2.2 Assessment of Need for Evacuation..
21.2.3 Communication with Cabin..
21.2.4 Evacuation Procedure
21.2.5 Conduct of Following Evacuation.
21.3 Starting & Taxi
21.3.1 Starting..
21.4 Rejected Take-off
21.4.1 General..
21.4.2 Policy.
21.4.2.1 Control of Aircraft..
21.4.2.2 Decision Factors.....
21.4.2.3 Take-off Speed (VI) ..
21.4.2.4 Decision Management Below 80/100 Kts..
21.4.2.5 Above 80/100 Kts & Below VI..
21.4.2.6 Action in the Event of Fire on the Ground.

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Rev #08
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21.5 Take-off & Climb
21.5.1 Engine Failure after V1..
21.5.2 Engine Fire Warning..
21.5.3 Overlimit
21.5.4 Tyre and Brake Problems.
21.5.5 Inability to Retract the Landing Gear ..
21.6.1 Engine/ Systems Failures.
21.6.2 Four Engine Aircraft
21.6.3 Explosive Decompression/Emergency Descent...
21.6.4 Interception of Aircraft..
21.6.5 Political/Military Orders for Unscheduled Landing..
21.7 Engine-out Approaches and Missed Approaches
21.7.1 Single Engine Approach....
21.7.2 Single Engine Missed Approach...
21.7.3 Terrain Avoidance Maneuver...
21.8 Landing
21.8.1Emergency Landings..
21.8.2 Announcements.....
21.8.3 Hard Landings...
21.8.4 Overweight .Landings..
21.8.5 Landing Gear Problems.
21.8.5.1 Landing Gear Not Locked Down...
21.8.6 Foam Carpets.
21.8.7 Communication with Airport Fire Services...
21.9 Ditching
21.9.1 General...
21.9.2 Determining the Ditching Heading....
21.9.3 Sea State....
21.9.4 Technique..
21.9.5 Evacuation Following Ditching.
21.10 Loss of Communication Procedure....
21.11 Incapacitation of Flight Crew Members
21.11.1 Types of Incapacitation
21.11.2 Action in the Event of Pilot Incapacitation......
21.11.3 Care of the Incapacitated Flight Crew Member...
21.11.4 Standards Commands..

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Edition 1
Table of Contents
Page 30
TABLE OF CONTENTS
Rev # 00
25
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Mar, 08

CHAPTER 22: SPECIAL FLIGHTS
22.0 Training and Test Flights
22.0.1.1Training Flights...
22.0.1.2 Test Flights.....
22.0.2 Regulations
22.0.3 Weather Conditions for Training Flights...
22.0.4 Weather Conditions for Test Flights..
22.0.5 Crew Qualifications...
22.0.5.1 Training Flights..
22.0.5.2 Test Flights.
22.0.6 Co-Ordination with ATC and Authorities.
22.0.7 Load Sheet.
22.0.8 Passengers Policy...
22.0.9 Responsibility of the Captain.
22.1 Other Special Flights
22.1.1 Sightseeing Flights.....
22.1.2 Non Commercial Technical Ferry Flights.
22.2 Special Airports
22.2.1 Route Qualifications...
22.2.1.1 General
22.2.1.2 Requirement
22.2.2 Aerodrome Category.
22.2.3 Aerodrome Specific Requirements
22.2.4 Alternate Destinations...
22.3 Requirements for Special Airport Clearances (TURBO PROP)
22.3.1 GILGIT, SKARDU
22.3.2 CHITRAL..
22.3.3 Recency.
22.3.4 Additional Requirements for Captain and First Officer for
Chitral, Gilgit and Skardu.
22.3.5 MUZZAFARABAD, RAWALAKOT.
22.3.6 Recency
22.4 Requirements for Special Airport Clearances (TURBO JET)
22.4.1 KATHMANDU, SKARDU, ALMATY
22.5 Requiremetns for North American Aerodromes
22.5.1 Initial Qualification.
22.5.2 Recency
22.5.3 Charter Operations..
22.6 Route Qualification Supplement
22.6.1.1 Category A Aerodromes..
22.6.1.2 Category B Aerodromes..
22.6.1.3 Category C Aerodromes (Far East).....
22.6.1.4 Category C Aerodromes (Western Europe).
22.6.1.5 North American Aerodromes.....
22.6.1.6 Category- X Aerodromes

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Edition 1
Table of Contents
Page 1
TABLE OF CONTENTS
Rev # 05
18
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Mar, 2009

CHAPTER 23: FLIGHT DUTY TIME LIMITATIONS
23.0 General...
23.0.1 Definitions.
23.0.1.1 Flight Crew.
23.0.1.2 Cabin Crew.
23.0.1.3 Deadheading Crew..
23.0.1.4 Duty Period.
23.0.1.5 Flying Duty Period.
23.0.1.6 Flight Time.
23.0.1.7 Local Night.
23.0.1.8 Positioning..
23.0.1.9 Rest Period..
23.0.1.10 Standby Duty
23.1 Commencement/Completion of Duty
23.1.1 Commencement..
23.1.2 Completion
23.1.3 Flight Activity outside PIAC..
23.2 Maximum Flight Time /Flight Duty Time Limitations
23.2.1 Flight Crew ..
23.2.2 Cabin Crew
23.3 Rules and Limitation
23.3.1 Flight and Flight Duty Time Limitations..
23.3.2 Maximum weekly /Monthly/ Yearly Flights.
23.3.3 Distribution of C.S.S/ Simulator/ Flight Training Hours.
23.3.4 Delayed Departure.
23.3.5 Wake-up Calls...
23.3.6 Extension of FDTL and Excess Duty.......
23.4 Crew Transportation, Rest Period Days-Off, Standby Duty
23.4.1 Transportation....
23.4.2 Rest Period.
23.4.2.1 At Base Station...
23.4.2.2 Minimum Rest Period En-route at Layover/Crew Change
Station...
23.4.2.3 Rest Period En-route (Un-Scheduled Layover)..
23.4.2.4 Minimum Rest at Out Stations (Domestic)
23.4.2.5 Minimum Rest at Outstations (International).
23.4.2.6 Controlled rest on the Flight Deck During Flight..
23.4.2.7 Rest period for Dead Heading
23.4.2.8 Rostering /Scheduling
23.4.2.9 Productivity/ Regularity Record.
23.4.2.10 Flight crews Whereabouts...
23.5 Maximum Flight Time /Flight Duty Time Limitations For Long
Range Operation....................................................................................
23.5.1 Extension to FDTL for LR Operations.

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Edition 1
Table of Contents
Page 2
TABLE OF CONTENTS
Rev #08
22
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Nov, 10


CHAPTER 24: SAFETY PERFORMANCE
MONITORING & MANAGEMENT

24.0 General ................................................................... ...................
24.0.1 Reactive Means to Report Safety Data.................................
24.0.2 Proactive Means to Report Safety Data................................
24.0.3 Safety Risk Assessment & Mitigation Program....................
24.0.4 Safety Performance Monitoring & Management...................

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Edition 1
Chapter 0
Page 3
INTRODUCTIONS
Rev # 03
27
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Jan , 2009

CHAPTER 0: INTRODUCTIONS
TABLE OF CONTENTS

0.1 Introduction.........
0.1.1 Authority......
0.1.2 Purpose.....
0.1.3 Aim.......
0.1.4 Contents........
0.1.5 Distribution List of the Flight Operations Manual...........
0.6 Organization of Flight Operations Manual
0.2.1General..
0.7 Revisions
0.3.1 General....
0.3.2 Record of Revisions....
0.3.3 Summary of revisions......
0.3.4 How to find changes/revision..
0.8 List of effective pages.
0.9 List of abbreviation

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Edition 1
Chapter 0
Page 4
INTRODUCTION
Rev # 07
11
th
June, 2010


0.1 INTRODUCTION
The Flight Operations Manual complies
with all applicable regulations and with the
terms and condition of the applicable Air
Operator Certificate.
This manual contains operational
instructions those are to be complied with,
by the relevant personal

0.1.1 Authority
The PIAC Flight Operations Manual
(FOM) is a controlled document and
is published under the authority of the
SVP Flight Operations and is
distributed according to the
Distribution List. This manual is
approved by Pakistan Civil Aviation
Authority.
The Chief Pilot Standards Inspection
is responsible for the issuance and
dissemination of amendments and
revisions to this manual.

0.1.2 Purpose
The purpose of this Flight Operations
Manual (FOM) is to provide an, up-to-date
document that allows Flight Crew and
others concerned, easy location of the
general company policies and procedures,
for implementation as part of the
operational system, monitored and
evaluated, as necessary, for continued
effectiveness.

0.1.3 Aim
The aim of the FOM is:
To create a high degree of user friendliness
by:
Being clearly laid out.
Providing a comprehensive
Table of Contents.
Discouraging the repetition of
information.
Providing cross-references.
Providing a comprehensive
Index.
Ensuring easy access to all
concerned.
Being responsive to the end
users by providing feedback to
the Flight Operations
Management.

0.1.4 Contents
The Flight Operations Manual (FOM)
contains policies and procedures that are
generic to our Fleet operations which also
includes Non aircraft type related and/or
standard operating procedures for each
phase of flight, policies, procedures,
checklists, descriptions, guidelines,
emergency procedures and other relevant
information
Authorities, duties and responsibilities
associated with the operational control of
flights.
0.1.5 Distribution List of the Flight
Operations Manual

A copy of the FOM (soft or hard)
shall be placed in the Flight Dispatch
Sections at all PIAC domestic and
outstations. It is also available on the
PIA web site.
The following people shall also
receive a copy of the FOM:
All Flight Crew
Director Flight Standards
Director Flight Operations
Director Engineering & Maint
Director Marketing
All General Managers Flt-Ops
Chief Medical Officer
Principal PIA Training Centre
General Manager Corporate
Safety & QA
Chief Engineer Q/A

Edition 1
Chapter 0
Page 5
INTRODUCTION
Rev # 07
11
th
June, 2010


Chief Engineer Line
Maintenance
General Manager PHS
Dy. Chief Engineer Simulator
Situation Room
This distribution list will be
maintained and updated under the
authority of the Chief Pilot
(Technical) according to operational
needs and requirements.

Intentionally Left Blank

Edition 1
Chapter 0
Page 6
INTRODUCTION
Rev # 07
11
th
June, 2010


0.2 Organization of Flight
Operations Manual

0.2.1 General
The structure and contents of the
operations manual are in accordance
with PCAA ANO 91.0003 issue 3
dated December 2006, however the
sequence of presentation may vary
from the above mentioned ANO.
The FOM consists of four parts.
Part A: General / Basic
This part comprises all none type related
policies, instructions and procedures needed
for a safe operation.
Part B: Aircraft Operating Information
This part comprises all type related
instructions and procedures needed for a
safe operation (FCOM, SOP, QRH etc.)
Part C: Areas routes and Aerodromes
This part comprises all instructions and
information needed for the area of operation
(JEPPESEN)
Part D: Training
This part comprises all training instructions
for personnel required for a safe operation
(Training policy)
The FOM part A is divided into two
Sections, Section A (Administrative)
Chapter 1-5 Section B (Operational)
Chapter 6-23.
Each Section is further divided into
Chapters.
Each Chapter is then divided into sub
sections. The chapters and Sub
sections are numbered.
The Table of Contents provides an
overview of each Chapter.
Section- A (Administration)
This section covers Administrative Policies
and Procedures that do not directly affect
the Flight Crew conducting a flight.

Section- B (Operations)
This section covers Operational Policies
and Procedures that concern the Flight
Crew from the commencement of their
Duty till the completion of Duty.

The sequence of Chapters in section B
approximates the progression of flight from
reporting of Crew at Flight Briefing to the
successful completion of the Flight
including contingencies.


Edition 1
Chapter 0
Page 7
INTRODUCTION
Rev # 00
25
th
Mar, 2008


0.3 REVISIONS

0.3.1 General
Amendments to Flight Operation
Manual shall be issued from time to
time with a list of effective pages to
ensure information contained therein
is kept up-to-date.
Amendments shall be done when
required by law, to keep abreast of all
regulatory requirements and in case of
change of airline policies and
procedures.
Amendments are covered by a Letter
of Revision, handwritten amendments
and revisions are not permitted.
Out Station amendments for the Flight
Operations Manual located in the
Flight Dispatch will be mailed.
All amendments to the FOM will
become effective from the dates of
revisions, unless a different date has
been specified in the respective Letter
of Revision.

0.3.2 Record of Revisions
A revision record for the FOM is
shown on the following page. This is
numbered and dated. All FOM copies
shall be kept current with latest
revisions.
When an amendment is received the
number and date shall be entered to
reflect the currency of the individual
copy.

0.3.3 Summary of Revisions
Each revision shall include a summary of
the revision which shall list any pages that
are to be removed (without being replaced)
and in general terms the changes that the
revision contains. This revision summary
shall be placed in FOM, immediately after
the Record of Revisions.

0.3.4 How to Find
Changes/Revisions
Changes to any page(s) will be shown
by using one or both of the following
methods:-
Below the last horizontal line on
the page, a list of effective
changes will be shown. An
example of this can be seen at
the bottom of this page.
A vertical line will be displayed
beside the changed text. This is
shown to the left of this
paragraph.

Edition 1
Chapter 0
Page 8
INTRODUCTION
Rev # 00
25
th
Mar, 2008

0.4 List of Effective Pages
These are shown chapter by chapter
wise in the Table of Contents. Each
chapter is listed in serial order with
the total number of effective pages in
it clearly indicated.
The Chapters wise list of effective
pages is given immediately after the
Table of Contents. Any changes
thereto will be reflected in the
summary of revisions accordingly.


Flight Operations Manual
Edition 1
Chapter 0
Page 9
INTRODUCTION
Rev #08
22
nd
Nov, 2010


0.5 List of Abbreviations
A/C Aircraft
ACARS Aircraft Communication Addressing and Reporting System
ADF Automatic Direction Finder
AGL Above Ground Levels
AIMS Airlines Information Management System
ANO Air Navigation Order
AOC Air operator Certificate
APD Performance Deterioration Factor
APU Auxiliary Power Unit
ASF Airport Security Force
ATC Air Traffic Control
ATIS Aerodrome Terminal Information Service
ATS Auto Throttle System
AWO All Weather operation
AWO All Weather operation
B.D Bomb Disposal
C.G. Centre of Gravity
CAA Civil Aviation Authority, Pakistan
CARs Civil Aviation Rules
CDL Component Deovation List
CFPs Computerized Flight Plans
CPP&S Chief Pilot Planning & Scheduling
CPSI Chief Pilot Standards Inspection
CRS Certificate to Release to Service
CVR Cockpit Voice Recorder
DBR De-Brief Report
DDPG Dispatch Deviation Procedure Guide
SVPFO SVP Flight Operations
DCP Designated Check Pilot
DDG Dispatch Deviation Guide
DGCAA Director General CAA
DH/A Decision Height or Altitude
DME Distant Measuring Equipment
DQC Departmental Quality Control Section
EICAS Engine Indication & Crew Alerting System
ETA Estimated Time of Arrival
ETOPS Extended Twin Engine Operations
E.O.D Explosine Ordinance
F/O First Officer
FAF Final Approach Fix

Edition 1
Chapter 0
Page 10
INTRODUCTION
Rev #08
22
nd
Nov, 2010


FAR Federal Aviation Regulations
FCI Flight Crew Instructions
FCOM Flight Crew Operations Manual
FCTP Flight Crew Training Policy
FCU Flight Control Unit
FD Flight Director
FDR Flight Data Recorder
FDTL Flight Duty Time limitation
FGS Flight Guidance System
FIF Flight Information File
FMS Flight Management System
FOM Flight Operations Manual
FOO Flight Operations Officer
FPV Flight Path Vector
FRM Fault Reporting Manual
GM(QA) General Manager (Quality Assurance)
HF High Frequency
HQCAA Head Quarter CAA
IAF Initial Approach Fix
IATA International Air Transport Association
ICAO International Civil Aviation Authority
IFR Instrument Flight Rules
IMC Instrument metrological Information
INAD Inadmissible
JAR Joint Aviation Regulations
JRM Jeppesen Route Manual
LMC Last Minute Correction
LOFT Line Oriented Flight Training
LVP Low Visibility Procedure
MABH Minimum Approach Break-Off Height
MAC Mean Aerodynamic Cord
MAP Missed Approach Point
MCS Manager Crew Scheduling
MCP Mode Control Panel
MDA Minimum Descent Altitude
MEL/ DDG Minimum Equipment List
MEDIF Medical Information Form
MMELS Master Minimum Equipment List
MNPS Minimum Navigation Performance Specifications
MOCA Minimum Operating Clearance Altitude
MORA Minimum Off Route Altitude
MOE Maintenance Organization Exposition

Edition 1
Chapter 0
Page 11
INTRODUCTION
Rev #08
22
nd
Nov, 2010


MR Maintenance Release
MSL Mean Sea Level
NAV Navigation
NDB Non-Directional Beacon
NOTAM Notice to Airmen
NOTOC Notice to Crew
OFP Operational Flight Plan
OFZ Obstacle Free Zone
P.A. Passenger Announcement
PAPI Precision Approach Path Indicators
PF Pilot Flying
PIAC Pakistan International Airlines Corporation
CAPT./PIC Pilot -in-Command
PIREPS Pilot Reports
PM Pilot Monitoring
PNF Pilot Not Flying
PPC Pilot Proficiency Check
PTC PIA Training Centre
PVS Personal Video System
QRH Quick Reference Handbook
R/T Radio Telephony
RA Resolution Advisory
RVR Runway Visibility Range
RNAV Area Navigation
RNP Required Navigation Performance
RTOGW Runway Regulated Takeoff Gross Weight
RVR Runway Visual Range
RVSM Reduced Virtical Seperation Minimum
SEP Safety Equipment Procedures
SOP Standard Operating Procedure
STD Standard
TA Traffic Advisory
TCAS Traffic Collision and Avoidance System
TOD Top of Descent
TOGW Takeoff Gross Weight
TR Temporary Revisions
TSN Time Since New
TSO Time Since Overhaul
VASIS Visual Approach Slope Indicators
VFR Visual Flight Rules
VHF Very High Frequency
VMC Visual Metrological Conditions
VOR Very High Omni Frequency Range
ZFW Zero Fuel Weight

Edition 1
Chapter 1
Page 1
ORGANIZATION &
RESPONSIBILITIES
Rev : 08
22
nd
Nov, 2010

___________________________________________________________________________
Controlled Document- Do not copy without prior permission of DIRECTOR Flight Operations

CHAPTER 1: ORGANIZATION & RESPONSIBILITIES
TABLE OF CONTENTS

1.0 PIAC Corporate Organization Chart
Flight Operations Department Organization Chart..
1.1 Overview.
1.1.1 Conduct of Flight Operations..
1.1.2 Delegation of Responsibilities....
1.3 Duties and Responsibilities of Flight Operations Senior
Executives
1.2.1 Director Flight Operations......
1.2.2 General Manager Training......
1.2.3 General Manager Standards Inspections.....
1.2.4 General Manager Technical.
1.2.5 General Manager Planning and Scheduling....
1.2.6 Sr. General Manager (Coordination) Operations........
1.2.7 General Manager North..
1.2.8 Equipment General Managers.....
1.2.9 Chief Flight Surgeon...
1.2.10 DGM Quality Assurance...
1.4 Flight Crew
1.3.1Subordination of Air Crew...
1.3.2 Personnel undergoing Flight Crew Training...
1.3.3 Authority of Pilot-in-Command..
1.3.4 Duties of the Pilot-in-Command.
1.3.5 General Responsibilities of Pilot-in-Command..
1.3.6 Captain supervision and co-ordination of flight duties...
1.3.7 Additional Duties of captain in aircrafts without Flight Engineer.
1.3.8 Duties of First Officer.
1.3.9 Special duties of First Officer.
1.3.10 Duties of Flight Engineer.
1.7 Cabin Crew
1.4 Cabin Crew
1.4.1Duties of Cabin Crew..
1.8 Line Stations..
1.9 Duties and Responsibilities of Flight Operations Administration
1.6.1Manager Operations Engineering- I.
1.6.2Manager Operations Engineering II...
1.6.3Manager Routes and Navigation..
1.7 Company Regulations and Policies..
1.7.1 Applicability...
1.7.2 Aircraft Knowledge and Preparation..
1.7.3 General Cooperation..
1.8 Compliance with Rules/ Regulations and Orders..

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12-13
14-15
16-17
18
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21
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25-26
26-27
27
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28-30
30-32

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35-36
37-38
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Corporate Organogram

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ORGANIZATION
OF
FLIGHT OPERATIONS DEPATEMENT
DIRECTOR
FLIGHT OPERATIONS
GM Crew
Training
GM
Standards
Inspection
GM Tech
(Ops)
GM Crew
Planning &
Scheduling
GM
North (Ops)
Chief Flight
Surgeon
GM (E/O)
B747/777
GM (E/O)
A310

GM (E/O)
B737

GM (E/O)
ATR 42

DGM
TRG
FLT-OPS
DGM
TRG
FLT-SER

CFE
B747

DGM
Monitoring
& Standards
Flt-Services

DGM Ops
Engg Line-I
DGM Ops
Engg Line-
II

DGM
Routes &
Navigation
DGM Crew
Planning
Flt-Ops
DGM Crew
Scheduling
Flt-Ops
DGM Crew
Scheduling
Flt-Services
Manager
Passport &
Visa
DGM
Central
Control
DGM Flight
Dispatch

Manager
Flight
Control
DGM Quality
Assurance
DGM Crew
Planning
Flt-Services
Manager
Bases Lhe, Isb
& Pew FS
Assistant
Manager
Grooming

Asst. MGR
QA Flight
Services

DGM
Simulator

Finance
Manager (Flt-ops)
GM CC

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1.1 OVERVIEW
1.1.1 Conduct of Flight Operations
PIAC has it main base at Karachi
located at Pakistan International
Airline, PIA Head Office,
Karachi Airport, Karachi 75200.
Sub basis are located at Lahore and
Islamabad.
The PIAC corporate function is to
provide an air transport service which
is safe, efficient, reliable and
profitable within the required
conditions and limitations of the state
approved air transport operations.
1. Regular Public Transport (RPT)
2. Chartered
3. Aerial Work
PIA shall have a management system
for the flight operations that ensures
supervision and control of flight
operations, functions and other
associated activities in accordance
with standard of the operator and
requirement of the state.
The Flight Operations Department will
achieve these objectives by efficiently
managing the personal, equipment and
facilities allocated to it by the
company.
All flights shall be conducted in
accordance with the PIAC operating
policy as follows:-
Safety has always the first
priority.
Depending on the actual
situation and with due regard to
the seriousness of possible
consequences, economy,
schedule and passenger comfort
should be weighed carefully
against each other.

The Key position holders of the flight
operations department are responsible
for the outcome of safety, quality
audits, accident; incident investigation
reports recommendations etc. in their
respective areas of responsibilities.
The key position holders are also
responsible for ensuring
implementation of proper corrective/
preventive actions as a result thereof
in a timely manner.
1.1.2 Delegation of Responsibilities
Succession plan for delegation of
responsibilities within the Management
system of Flight Operations, for significant
positions, to assure managerial continuity
when nominated post holders are absent
from work place.
Position Succession Order
DFO
Sr. GM Coord Ops
GM CP&S
GM SI
GM Crew Training
GM SI
Equipment GMs (In
Order of Seniority)
GM Technical Ops
DGM Ops Engg I
DGM Ops Engg-II
DGM Routes &
Nav
GM SI GM Crew Training
GM Crew Plng &
Schd
DGM Crew Plng
DGM Crew Schd
Sr. GM Coord. Ops
DGM Central
Control
GM Equipment
Available GM
Equipment
GM North GM Ops (EO)
Chief Flight Surgeon SMO/SFS
DGM QA Manager DQC

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1.2 DUTIES RESPONSIBILITIES
OF FLIGHT OPERATION-
EXECUTIVES
1.2.1 Director Flight Operations
General
The Director Flight Operations reports to
the Managing Director of the Company for
the following:-
Effective supervision & control of
Flight Operations functions (& other
associated activities) and management
of Safety & Security of Flight
Operations.
Compliance with company policies &
procedures, regulatory requirements,
conditions & restrictions of AOC and
other statutory requirements.
Effective SMS implementation
through Safety Action Groups (SAG)
in accordance with procedures as
defined in the Safety Management
System (SMS) Manual.
Ensuring that all Flight Operations
safety and security requirements are
satisfied through provision of
necessary facilities, workplace
equipment, supporting services as well
as work environment
Such other duties as assigned to him
by the Managing Director.
Development and implementation of
the Flight Operations/Safety policies
and procedures.
Ensuring safe and efficient, Line and
Fleet operation so that they are in
compliance with all relevant
regulations both in Pakistan and into
or over the territories of other states.
To liaise with the Civil Aviation
Authority on matters concerning the
flight operations of all company
aircraft, including any variations to the
Air Operator's Certificate.
To liaise with appropriate authorities
of other states.
Coordinate with the higher
management to ensure the existence of
a physical infrastructure and work
environment that satisfies flight
operations management system and
operational requirements.
Shall hold regular review meeting to
ensure significant issues arising from
audits of flight operations functions
are reviewed.
Specific Responsibilities
(Flight Operations)
Approve aircraft performance criteria
of current and any new inductions
prepared by the General Manager
Technical.
To ensure data or products
purchased/acquired from external
sources meet the technical
requirements prior to being used in the
operations.
Direct and support General Managers
in dealing with flight crew welfare,
disciplinary, personnel and admin
problems/issues.
Supervise the write-ups, updating and
continuous improvement of all flight
operations and related technical/
admin documents
Supervise aircrew training activities
while ensuring highest professional
standards in accordance with
applicable regulatory, safety and
proficiency standards. Ensure that
training facilities are matching or
comparable to accepted industry
standards.
Directing and providing guidance into
investigations involving aircraft
accidents, incidents and mishaps.
Approve flight proficiency standards

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for each equipment type and for all
levels of aircrew.
As required, deal with any disciplinary
cases amongst cockpit/ flight crew.
Compare PIAs standards of
operational performance with the best
practices and standards of other
Airlines and strive for continual
improvement.
Approve manpower plans for
recruitment, training and upgrades to
ensure their availability (with
commensurate qualifications) in
accordance with the Companys
short/long term objectives.
Establish annual expense and capital
budgets for the Department and
exercise control over the actual
expenditures.
Specific Responsibilities
(Flight Services)
The Flight Service is one of the core service
area of PIA headed by Director Flight
Operations. The major responsibilities are:

Take part in shaping corporate
policies. Define the major objectives
of his department to enable it to meet
corporate requirements.
Advising the Managing Director on all
matters connected with Flight
Services.
Develop Polices and objectives to
govern all flight services functions,
especially pertaining to service and
safety aspects, throughout the PIA
network.
Ensure the build up of an efficient,
economic and flexible function for
Flight Services in Pakistan and abroad.
Meet as required with his fellow
Directors in order to contribute to the
shaping of corporate policies in Flight
Services.
Set major objectives and allocate
appropriate responsibilities and
resources to his General Managers and
monitor their performances.
Meet representative of other airlines
operating in Pakistan in order to
improve services to exiting client
airlines and endeavor to gain fresh
business in the area.
Keep continuous liaison with fellow
Directors :
o Of Marketing to keep himself
appraised of requirements.
o Of Finance & CFO, in
connection with proposals,
budgets and financial reviews.
o Of HRA&C in connection with
human resource handling and
development.
Establish and maintain good working
relationships with the Civil Aviation
Authority in order to particularly get
facilities at Airport for improvements.
Ensure that the most efficient systems
and procedures are developed and
implemented for the control on all
activities of his divisions.
Liaise with Government agencies such
as immigration, Security, health etc. in
order to achieve corporate objectives.
Ensure that appropriate arrangements
are made handling services
requirements in all foreign stations.
Control the work of the department by
ensuring establishment and operation
of suitable management information
systems. Ensure proper budgetary
control is maintained and that
management information required
outside the department is accurately
and timely prepared.

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1.2.2 General Manager Training
General
The General Manager Training is
responsible to the Director Flight
Operations for the following:-
Supervision and control of relevant
flight operation functions (& other
Operations.
Approve specific curricula/syllabi for
all cockpit crew on all equipment,
covering qualification training,
continued training, currency and
evaluation requirements.
Approve PIA Training Centre flight
training material, flight crew training
manuals and flight crew Instructor's
manuals, for all equipment.
To ensure that instructors, evaluators,
line check airmen and crew use only
approved documents for the conduct
of training.
Liaise with Flight Technical, to ensure
that Operation Manuals are up-to-date
and consistent with training materials.
Ensure that cockpit crews understand
and comply with approved Aircraft
Operating Manuals.
Remain abreast of industry
developments, by studying other
carrier's and manufacturer's training
and standards practices and adopting
them as appropriate to PIA's needs.
Maintain high morale of cockpit crew
by facilitating the General Managers
(Equipment) in their administrative
role of representing cockpit crew
interests. Resolving their legitimate
concerns and grievance vis--vis other
sections in Flight Operations
Department or other Company
Departments.
Develop a set of standards for PIA
Training Centre Aircrew Simulator,
Instructors, Flight Instructors and
General Managers (Equipment) and
ensure adherence to these standards.
Approve the selection of new
Instructors.
Establish minimum flight standards
requirements for initial issue, type
rating endorsements and renewal of
flight crew licenses, before flight crew
is assigned for duty.
Prepare periodic report on cockpit
crew proficiency and propose specific
or unusual training, as the need arises
to improve proficiency or safety.
Resolve any conflict between training
and inspection functions so as to
preserve the independence and
objectivity of proficiency inspection.
Establish procedures to ensure that all
relevant information is communicated
to Planning and Scheduling, regarding
the timing of each crew member's
non-productive requirements for
license renewal, up-grading, license
lapses, Instructor's duties and
Inspection duties etc.
To ensure discimination of policies,
rules, instructions and procedures to
equipment GMs, Chief instructor

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PTC, GMSI , GM Tech Ops and all
supervisory pilots.
Ensure that a complete, coherent and
easily accessible records system
exists, which contain all licensing and
medical information for each crew
member.
Undertake, or direct other
subordinates in undertaking any
special studies that may be assigned
from time to time.
Exercise effective human resource
management, in terms of selecting,
training, motivating, evaluating and
disciplining staff subordinates.
other statutory requirements
PIA Training Centre functions
Assess current and future training
requirements of the Airline and make
proposals and plans to meet them
economically and effectively.
Implement, direct and execute the
programs / plans approved by the
Management and monitor the
achievements of the Training
objectives.
Coordinate and exercise overall
supervision on all activities and
administer the overall functioning of
the PIA Training Centre.
Liaise with Organizational
Development division regarding
requirements for management
development training.
Coordinate with all departments to
ascertain short and long term training
needs throughout the Corporation.
Develop specific curriculum for the
user departments so as to achieve the
desired training objectives as and
when required.
Ensure that standards of instructions
conform with the procedures and
standards as laid down by
Corporation, Director General Civil
Aviation Authority and other
International Regulatory Agencies
wherever applicable and maintain
close liaison with all concerned.
Ensure continuous evaluation of all
training programs by most effective
methods and carry improvements in
the light of results achieved.
Develop the standards of performance
by analyzing the results of training and
adopt suitable performance measuring
systems so as to ensure overall
improvements and effectiveness of
training.
Develop and maintain suitably
qualified and trained instructional
faculty and support facilities required
to impart training in their diversified
environments.
Maintain an awareness of
development in the training field and
direct incorporation of new techniques
in the Training Centre.
Evaluate the local and foreign
educational and training institutes for
the purpose of availing their facilities
in the areas of training where so
necessitated due economic
considerations or other constraint.
Operations.

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Negotiate terms / conditions for
training PIA personnel by outside
Agencies / Airlines.
Seek to provide PIA training facilities
to outside Agencies / Airlines with a
view to earning revenues for the
Airline and develop cordial
relationship.
Negotiate terms for training staff from
other Airlines / Agencies subject to
management, approval and capacity
being available.
Negotiate with aircraft manufacturers
so as to ensure availability of trained
manpower at the time of induction of a
new aircraft.
Submit plans and budget proposals for
meeting training needs for in-house,
on-the-job and external programs and
obtain management authorization.
Provide necessary assistance to all
departments / sections regarding
specified training needs.
Keep abreast of the latest techniques
of Scientific Management and new
developments in the sphere of his
activities. Ensure proper application of
new techniques and procedures for
improving the efficiency and
productivity level of employees
reporting to him.

Ensure effective, efficient and smooth
functioning of the PIA Training
Centre.


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1.2.3 General Manager Standards &
Inspection
General
The General Manager (Standard Inspection)
is responsible to the DIRECTOR Flight
Operations for the following:
Operations.
Study standards and practices of other
carriers and manufacturers to
recommend revisions to PIA's
standards, as necessary to ensure that
the Corporation's Flight Operations
and Flight Training compare favorably
with industry standards.
Monitor activities of the Flight
Training Section to ensure that
effective training courses are being
developed.
Ensure a high level of performance of
the instructors and check pilots in the
standards section, through periodic
cross testing and cross checking.
Contribute to selection decisions of
individual Pilot to next equipment or
assignment, as Instructor or Route
Check Pilot and make
recommendation for selection of
cockpit personnel for special
assignments, as the need arises.
Undertake special assignments, as
directed.
Supervise Standard Check Pilots, in
their function of flight crew
inspection, license endorsements and
renewals.
Liaise with Planning and Scheduling
to ensure that no conflicts develop in
rostering of Standard Check Pilots
between their normal duties, as line
Pilots and their duties as Standard
Check Pilots.
Plan for medium and long term
requirements of Standard Check Pilots
based on projected flight schedules,
fleet plans and planned Pilot strength.
Liaise with the Training section to
establish schedules of flight checks
and route checks.
Shall be responsible within the flight
management for maintaining
compliance with standards established
by the Operator
Coordinate with DIRECTOR Flight
Safety and Health Safety Environment
for flight risk analysis.
Monitoring & Standards (Flight Services)
Coordinate with ground support
agencies such as catering services,
passenger services, marketing and
maintenance for efficient support
service.
Establish standards of performance
and its monitoring and delegate areas
of responsibilities and define jobs.
To ensure development of standards,
policies and procedures for achieving
optimum level of in-flight service
efficiency within with in the terms of
corporate regulations.
Ensures observance and monitor
flights of the standards, policies and
procedures by the cabin crew and
propose appropriate action for
improvement of weak areas.

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Monitor at base and on line stations
for better In-flight service and
working of sister agencies.
Ensure proper functioning of Movie
system on board PIA Aircraft, by
maintaining a constant coordination
with representatives of M/s in-flight as
well as Principal Engineer (Radio
Maintenance) and Manager IFE.
Undertake special assignments, as
directed.


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1.2.4 General Manager Technical
The General Manager Technical is
responsible to DIRECTOR Flight
Operations for the following:
Operations.
Provide leadership and expertise in the
technical aspects of flight operations
and contribute to continuous
improvement of quality, economy and
safety throughout the Flight
Operations Department.
Ensure that policies, processes and
systems are in place, based on
effective liaison with government
regulatory agencies, aircraft
manufacturers and those servicing the
aircraft, so that aircraft are flown and
other flight equipment is used
according to the standards and
regulatory requirements to meet PIAs
business and operational objectives.
Develop policies, processes, systems
and plans for the development of
Pilots and Flight Engineers to meet the
operational objectives of PIA.
Approve content and direct
publication of current Flight Crew
Operating Manuals, Aircraft Mass and
Balance Manuals, Airport Analysis,
Minimum Equipment Lists,
Configuration Deviation Lists and all
other publications and associated
hand-outs relevant to Flight
Operations for each type of aircraft
flown by PIA.
Manage the performance of the Flight
Operations Technical through the
development and implementation of
effective communication, planning
and monitoring systems so that Pilots
and Flight Engineers have the
information and support they need to
deliver to the performance standards
required of them by PIAs business
and operating objectives.
Direct design of new routes and
review of the present route structure to
achieve the safest and most economic
operation for the Carrier.
Direct and review the Airline Fuel
Policy and advise other departments
for implementation.
Coordinate, with respect to safety
issues, proposed purchase or
acquisition of used or new aircraft and
acquisition of wet/dry lease aero
planes by PIA with:
a) Other Flight Operations areas of
concern;
b) Cabin crew;
c) Engineering and maintenance;
d) Manufacturers;
e) Regulatory agencies.
The coordination shall include:
a) Regulatory requirements;
b) Line operations policies, rules,
instructions and procedures;
c) Flight crew training;
d) MEL/CDL;
e) Fleet and variants standardization
concerns;
f) Cockpit layout.
Coordinate with aircraft manufacturers
and the Engineering and Maintenance
Department to achieve standardization

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of operating techniques and cockpit
layout.
Stipulate criteria and formats for flight
tests after major modifications and
changes for PIA aircraft to meet
airline / CAA (Pak) requirements.
Coordinate with ICAO, IATA, other
regulatory agencies and CAA (Pak)
for the implementation of latest
regulations / recommendations.
Direct and supervise Mass and
Balance and Extended Twin
Operations (ETOPs) and Aircraft
Performance Training / Refresher
training on PIA network.
Maintain liaison with other operators
in the industry on operational
technical matters to remain abreast of
industry best practice.
Extend technical assistance to other
airlines, as and when appropriate.
Maintain liaison with Engineering and
Maintenance Department on an
Ongoing basis for operational
technical matters.
Initiate and receive amendments to
Operations Specifications and
recommended changes to Air
Navigation Orders (ANOs) before
issue by CAA (Pak).
Liaise with various departments of
PIA and CAA (Pak) for renewal of Air
Operators Certificate (AOC) and
associated inspections of PIA
operational facilities by CAA (Pak)
team/s.
Maintain document control system of
Operation Manuals within flight
operations department.
Shall be responsible for the operation
manuals (OM) including amendments
and/or revisions, is submitted to the
Authority for acceptance or approval.
Shall be responsible for ensuring
dissemination of safety critical
operational information to appropriate
personnel within (and external to) the
flight operations organization, to
include:
Airworthiness Directives (ADs);
Manufacturer Bulletins;
Flight Crew Bulletins or
directives;
NOTAMs and
Any other safety and security
related information
By using appropriate means and with
due acknowledgements.


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1.2.5 General Manager Planning &
Scheduling
General
Operations.
The General Manager (Planning &
Scheduling) is responsible to the
DIRECTOR Flight Operations for the
following:
Analyze the effects of changes to
routes, changes to schedules and
introduction of new equipment.
Formulate flight crew manpower
projections for both short and long
term needs.
Direct development of flight slip
patterns for the airline to meet
schedule requirements and to ensure
optimum crew utilization. Monitor the
day to day adjustment in the crew
roster as the need arises ensuring that
this schedule is kept up-to-date as
changes occur due to substitutions,
cancellations and the like.
Direct the development of a crew
record system for Passport and Crew
Cards and coordinate with Personnel
and Welfare and Training and Testing
to ensure that the crew record system
is complete, coherent and effective.
Develop manpower projections and
plans for flight crew requirements.
Project needs to be met by
recruitment, up-grade training and the
like, recognizing the long lead time
required to train flight personnel for
PIA's fleet.
Develop scheduling policies and
procedures to provide guidance for
schedule monitoring officers regarding
rotation of crews on desirable slip
substitution, casual leave etc. off days.
Direct development of utilization and
manpower statistics for the Flight
Support the DIRECTOR Flight
Operations, General Managers
Respective Equipment in resolving
conflicts or disciplinary action related
to rostering.
management in terms of selecting
disciplining subordinates.
Execute corporate policy concerning
increased productivity and demanding.
Shall ensure flight crew recencies,
continued training and evaluation
requirements are fulfilled as directed
by the General Manager training.
Flight Services functions
Develop efficient, courteous, well
disciplined and motivated cabin crew
for the various types of PIA aircraft.
Develop appropriate slip patterns and
the rostering of cabin crew to promote
maximum efficiency and economy
within the terms of CAA, ICAO,
F.A.R. and Corporate regulations.
Establish strength and mix of crew
for a balanced compliment appropriate
for the different types of aircraft.
Ensure welfare and administration of
personnel within existing policies.
Ensure that hotel accommodation is up
to standard for crew at all stations.

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Develop annual budget proposals and
monitor expenditure against agreed
budget items.
increased productivity and demand.


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1.2.6 Sr. General Manager
(Coordination) Operations
Coordination Functions
The General Manager Coordination is
responsible to the DIRECTOR Flight
Operations for the following:-
Operations.
Provide a conduit to Flight Operations
management for cockpit crew
sentiment and opinion, as a means of
modifying policy where warranted and
dealing with potential morale
problems.
Direct disciplinary action, when
required, against a cockpit crew
member in accordance with prescribed
policies and procedures and propose
modifications to those policies, as
necessary.
Approve payment of such charges as
flight crew expense claims, hotel bills,
landing charges, technical charges etc,
system-wide.
Explain and interpret existing rules,
regulations and contract provisions to
cockpit crew and staff.
Assist in contract negotiations with
collective bargaining agents,
particularly in the areas of allowances,
benefits rest, leave and out station
allowance etc.
Process, through subordinates, newly
recruited Cadet-Pilots, Cadet Flight
Engineers and expatriate flight crews
as per administrative procedures.
Develop contracts for flight crew
deputations from PIA to other airlines
and ensure that their medical, training
and personnel record are kept up-to-
date during deputation.
Ensure that clear, accurate and easily
accessible personnel records are kept
for all employees of the Department.
Liaise closely with the Administration
Department to implement new
procedures coming into force or for
decisions on unusual matters.
Present periodic statistical reports on
quantities and qualities of department
personnel and prepare special studies
and reports as requested.
management, in terms of selecting
Ensure that subordinates prepare all
necessary input documents to the
payroll system and that the payroll is
calculated and distributed in an
accurate and timely manner.
Establish PIA management's
involvement in such secondary
welfare schemes as loss of license
insurance, additional life insurance for
air crew, supplemental pensions etc.
Vis--vis collective bargaining units
and coordinated policy development
and implementation as required.
To coordinate with GM Security and
Security department for security
related policies and procedures.
To discuss, negotiate and execute
contracts with hotel administration
domestic and international for cockpit
crew slip requirements
To liase with CMO/Chief Flight
Surgeon PIA and General Manager
Aero Medical Centre Pakistan Civil

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Aviation Authority on behalf of
DIRECTOR Flight Operations for all
Cockpit Crew Medical requirements.

Central Control functions
Ensure that dispatch and flight watch
functions are carried out in conformity
with procedural and regulatory
requirements.
Ensure that the Situation Room
(Central Control) is aware of the
safety, security, handling and progress
of the flight in a timely manner
Maintain the single point of contact
with flights in progress from the time
of dispatch until flight plan close out.
Maintain contact with concerned
departments/divisions to deal with
additional requirements such as VVIP,
Charter or Extra Section operation and
to restore schedule regularity after
some difficulty is encountered.
Work with GM (Technical)
Operations to maintain the dispatch
manual that spells out dispatch
policies and procedures and
limitations for all of PIA routes and
aircraft types. Ensure that this manual
is in agreement with PIA Flight
Operations Manual, Procedures
Manual and regulatory requirements.
Establish and maintain the Corporate
Emergency Notification Directory.
Work with designated representatives
of all departments to develop
procedures to be followed in meeting
adverse conditions such as accident,
incident, riots, hijacking, extremely
adverse weather and other major
abnormalities.
Develop procedures for debriefing of
Captains and compilation of
debriefing reports, coordinate with
other Departments/Sections providing
information for developing reports for
management action.
Direct preparation of Daily
Performance Report, Daily Report,
Regularity Report and the like,
conduct Morning Briefing, covering
operations of last 24 hours,
highlighting abnormalities,
irregularities and exceptions to plan.
Prepare periodic reports to identify
trends and deviations from plan.
Identify recurring problems in
maintaining schedule integrity, so that
management action can be taken by
the responsible departments.


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1.2.7 General Manager North
The General Manager North reports to the
DIRECTOR Flight Operations for the
following:
General Functions
Operations.
Supervise administratively and functionally
Cockpit crew based in his sector, monitor
crew rosters for flights in his sector and
coordinates with other Flight Operations
sections as required.

Specific Duties and Responsibilities
Ensure that flight and safety standards
are being met by all crew on all flights
in the sector.
Coordinate closely at each airport in
the sector with the concerned Engineer
and Station Manager.
Provide the initial contact point for
Government and other organizations
in the sector in respect of all matters
concerning flight operations; labor
laws, administrative policies, etc.
Ensure that flight techniques,
procedures and regulations issued by
the Flight Operations Department are
followed by all Cockpit crew in the
sector.
Ensure that each Cockpit Crew in the
sector has adequate route
familiarization, ground and flight
training checks, etc., and arrange for
training with the General Manager
Training as required.
Keep abreast of flight equipment
procedures, experience and
development in aviation, bringing
relevant items to the attention of the
DIRECTOR Flight Operations.
Ensure implementation of all special
directives and bulletins issued from
the Flight Operations Department
which apply to the sector and
recommend modifications required to
cater for peculiarities of the sector.
Maintain all technical manuals for the
sector upto date in consultation with
General Manager Technical.
Prepare annual expense and capital
budgets for his sector and, once
approved, control expenditures against
the annual budget.
management in terms of selecting,
Perform any other function as
assigned, from time to time, by the
DIRECTOR Flight Operations.
Administratively supervise Manager
Operations Lahore, Islamabad and
Manager Passport and Visa Islamabad.
Ensures that all personnel under his
administrative control meet the PIA
standards set for Uniform regulations
and punctuality

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1.2.8 Equipment General Managers
The General Managers (Respective
Equipment) are responsible to the General
Manager Training for the following:
Operations.
Review continuously Aircraft
Operating Manuals and technical
literature to ensure strict compliance
by Pilot of his group and recommend
changes in Manuals as required to
improve efficiency, economy and
safety.
Maintain morale of Pilots of his group
by representing them, as warranted, in
dealing with the Personnel and
Welfare Section or the Planning and
Scheduling Section and
communicating legitimate grievances
to management.
Evaluate debriefing report and
passenger comments and recommend
corrective measures, as required.
Participate in the selection of Training
& Check Pilots on his equipment.
Assist Planning and Scheduling by
providing input, for routes flown by
the respective equipment, for
decisions on slip patterns, days rest, 3
Pilot crew and dead heading etc.
Ensure that all Pilots of the respective
equipment are obtaining fair and
timely inspections for license renewal.
Deal with any disciplinary case among
Pilots of the respective equipment, as
required.
Set objectives to be achieved at each
setup in the training of Pilots for
respective equipment, PIA Training
Centre, cockpit procedures training,
flight simulator training and in-flight
training.
Develop specifications and standards
for PIA Training Centre material,
flight crew training manuals and flight
crew Instructor's manuals for the
respective equipments. Work with the
General Manager Technical, to ensure
that these specifications and standards
are incorporated in the appropriate
publications as part of the PIA Flight
Operations Manual.
Develop and maintain a system of
standards for PIA Training Centre
Instructors, Flight Instructors and
Check Pilots and ensure adherence to
these standards.
Maintain training and medical records
for all Pilots on the respective
equipment.
Identify requirement of training and
flight checks for each Pilot of the
respective equipment and notify
planning and scheduling, so that
scheduling may be effected for each
individual.
Plan for medium and long terms
staffing requirements for Flight
Instructors, Simulator Instructors and
Check Pilots for respected equipment
and direct the cross training and
periodic proficiency cross testing of
Instructors and Check Pilots.
Other Responsibilities
Coordinate with General Manager
Standards Inspection and liaison with
Planning and Scheduling division for
rostering the standardization checks of
instructors and Line pilot.

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Coordinate with General Manager
Standards Inspection for evaluating/
updating of Equipment Standard
Operating Procedures.
Coordinate with DIRECTOR Flight
Operations for Fleet and Line
Operation requirements.


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1.2.9 Chief Flight Surgeon
The Chief Flight Surgeon reports to the
DIRECTOR Flight Operations and has to
provide health care services and maintain
health of the employees reporting to
Aircrew Medical Centre(s) (Cockpit / Cabin
Crew /General Managers / DIRECTORs
and above). In order to assess the flying
fitness status of the Cockpit, Cabin Crew;
the Chief Flight Surgeon is responsible for
the following actions:
Initial medical examination of Crew at
the time of induction as per the
guidelines given by CAA Pakistan
for medical fitness which includes
testing for psychoactive and
problematic substances.
To keep liaison with the foreign
stations where crew stays during their
layover period.
To keep liaison with Civil Aviation
Authority and International Aviation
Agencies to promote crew health and
maintain physical fitness standards.
To conduct orientation lectures and
programs for crew members which
help in prevention of diseases and
their effect.
To arrange medical boards in cases of
serious and prolonged illnesses as per
PIAC policies.
To ensure availability of qualified
flight surgeons, to prescribe
medicines, and/or deal with all
medical problems of flight/cabin crew.
Chief Flight Surgeon shall adapt
procedures from time to time for
screening requirements of the
employees regarding the use of
psychoactive substances by the flight
crew.


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1.2.10 Deputy General Manager
Quality Assurance
Operations.
DGM Quality Assurance functionally
reports to Corporate Quality
Assurance Department whereas
administrative Control and support is
retained by Flight Operations
Department. This is to maintain
objectivity and independence in all
areas of work of Quality Assurance.
Support his/her departments
DIRECTOR and General Managers on
Quality and performance matters of
the Department.
Manage and control the Quality
Assurance functions in his/her
respective department.
Prepare and monitor his/her
departments Quality objectives,
targets and implement a measurement
system in line with the PIAs Quality
Policy
Prepare action plans for achievement
of the quality targets and related
activities schedules given by CQA
from time to time.
Measure performances, compile and
analyze the generated data on a regular
basis.
Identify the critical areas where
frequent problems are arising. Initiate
corrective actions and root cause
analysis.
Encourage, promote, create, and
motivate Quality Improvement Team
functions in the Department.
Ensure that departmental quality
reviews are held regularly.
Safeguard the integrity of Quality
Assurance activities and provide
oversight to Centralized Document
Control functions in the department.
Perform any other tasks/duties on
special projects as assigned to him by
DIRECTOR Flight Operations or GM
(QA) from time to time.
To help ensure that all regulatory
requirements are met in maintaining
training devices /simulators through an
internal quality audit programme.
To ensure monitoring & regular
auditing of flight operations
outsourced functions. The following
are outsourced services of Flight
Operations:
Flight Simulators
Nav. Databases & Manuals JEPPSEN
Crew Transportation
Crew Hotelling

To ensure internal audits are conducted on
regular intervals by CQA as per procedures
defined in CQM. The duration for each
internal audit to cover FLT should be at
least 5 days.

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1.3 FLIGHT CREW
1.3.1 Subordination of Air Crew
Personnel on Duty
The Captain is under the authority of the
DIRECTOR Flight Operations. All other
Flight and Cabin Crew are under the
authority of the captain.

Personnel Off Duty
When not on flight duty, the official
channel for Air Crew is as follows:
Flight Crew report to their
respective Chief Pilots
Cabin Crew report to their
nominated Cabin Crew
Supervisors and Managers
Flight Crew may contact directly to
DIRECTOR Flight Operations
(DIRECTORFO), if important
personal or private matters are
involved. All other matters should be
dealt with via concerned fleet General
Manager.

1.3.2 Personnel undergoing Flight
Crew Training
When Flight Crew undergoes initial or
recurrent training they report to General
Manager Training for the entire duration of
training till he/she is cleared to fly online.
He/she then reports to General Manager
Planning and Scheduling for his duties
schedules.

1.3.3 Authority of the Pilot-in-
Command
The authority of the Pilot-in-
Command is delegated from
DIRECTORFO
The Pilot-in-Command of each flight
has full authority to discharge all his
legal and Company responsibilities for
the operation, disposition and safety of
the aircraft and all persons or materials
on board during the period of his
command.
Nothing in the operations Manual
shall be constructed as limiting or
detracting from this authority.
All members of the Flight and Cabin
Crew are subject to the authority of
the Pilot-in-Command. This authority
starts at check-in at base before the
start of the service, until reporting
back at base at the end of the service,
including any layover period at an
outstation, scheduled or unscheduled,
for that service
The Pilot-in-Command is accountable
for the safe, economic and efficient
execution of his duties and
responsibilities.

1.3.4 Duties of the Pilot-in-
Command (PIC)
The Captain is the legal representative
of PIAC with non company personnel
as far as his authority is specified in
the various regulations. The captain is
the company designated Pilot In
Command for each flight.
The Pilot-in-Command has full
authority over:
All members of his crew on duty
and off duty when away from
home base.
The captain designated for the
flight shall be the Pilot-in-
Command. He/she shall be
responsible for the safety of all
crew members, passengers
and/or cargo onboard the aircraft
when the doors are closed, also
the operation and safety of the
aircraft from the moment when
the aircraft is ready to move for

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the purpose of taking off until
the moment it finally comes to
rest at the end of the flight and
the engines are shut down
ensuring check lists are complied
with.
He/she shall be responsible for
maintaining discipline amongst
crew and passengers. He/she
shall also supervise and direct
the other crew members in
carrying out their duties
satisfactorily at all times.
Before taking over command of
the aircraft the Pilot-in-
Command must be satisfied that
all the crew rostered for that
service has reported for duty, are
smartly dressed, meet uniform
regulations and hold valid
licenses for the duties required.
A report to this effect from the
Purser/Senior Cabin Crew
member as appropriate, is a
satisfactory compliance with this
intent as far as the Cabin Crew
on the service are concerned.
Such a report from the
purser/senior cabin crew member
should also confirm that Cabin
Crew members have been fully
briefed on their duties.
The Pilot-in-Command shall
ensure that checklists and
Standard Operating Procedures
as laid down are properly used
by crew members at appropriate
stages of flight. Only in
extraordinary circumstances, and
then only after specifically
briefing the crew, will
procedures other than SOPs be
used. Any such deviations are to
be reported by means of a
Captains Special Report as soon
as possible after landing.
The Pilot-in-Command shall at
all times occupy the appropriate
seat for takeoff and landing and
shall execute (or delegate to the
other Pilot) the actual takeoff
and landing.
The Pilot-in-Command shall be
responsible for bringing to the
attention of the ground engineers
all known or suspected defects of
the aircraft.
For departure and approach, the
Pilot-in-Command will confirm
all necessary navigation
approach and departure aids are
correctly selected and identified.
The Pilot-in-Command has the
authority and responsibility to
declare an emergency situation
whenever deemed necessary. As
far as practically possible, he/she
shall keep the appropriate air
traffic control centre fully
informed of the progress of the
flight, his intentions, and any
action taken in such a situation.
In the event of an emergency
which endangers the safety of
the aircraft or safety of persons
on board such that the Pilot-in-
Command is compelled to take
actions which involve a violation
of local regulation or procedures,
he/she shall notify the
appropriate ATC facility without
delay and shall submit a detailed
report of such violation to the
CAA/ local authority as soon as
possible.
The Pilot-in-Command shall be
responsible for notifying and
submitting , if required by the

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state of occurrence, a report to
the appropriate local authority
and also to the authority of state
of the operator without delay, in
the event of any emergency
situation that necessitated action
in violation of local regulation
and/or procedures. He/she shall
also inform the Company
Operations Control by the
quickest means of the details of
any accident or incident.
The Captain of an aircraft involved in
an accident or incident resulting in
damage to the aircraft shall not
commence another flight until such
time as he/she has received
authorization from the
DIRECTORFO, or his designated
deputy. Before granting approval,
DIRECTORFO or his designated
deputy shall ensure that:
Procedures established for
inspection and certification of
the aircraft after damage has
occurred have been followed.
The cause of the accident or
incident was not attributable to
the state of competence, fatigue
or health of the crew of that
flight.
Details of the accident or
incident have been properly
reported to the appropriate local
authority.
The Captain has completed all
documents such as aircraft
Technical Log, Voyage Report,
Occurrence Report etc, required
by legal or Company rules
before the end of duty.

1.3.5 General Responsibilities of the
Pilot-in-Command
The Pilot-in-Command is responsible for:
The safety, proper servicing and
maintenance of airworthiness of
his/her aircraft, while executing
his/her flight within the instructions
and limitations of the relevant FCOM
chapters. Decisions with regard to
maintenance of airworthiness shall be
made after due consideration of the
advice of a technical specialist, i.e.
Station Engineer where available.
A safe and efficient operation during
flight duty in accordance with the
Company operating policy and
common practices of good airmanship.
The safety of passengers and crew as
well as the safety of the load on board.
Discipline and order on board during
flight.
To maintain safety and good order, the
Pilot-in-Command may temporarily
remove a crew member from his/her
duty or off the aircraft. If deemed
necessary, the Pilot-in-Command may
refuse passengers for onward
transportation if, after several requests,
they still behave in an objectionable
and offensive manner or refuse to
follow orders given for their own or
other passengers good. Persons
obviously intoxicated with alcohol,
drugs or narcotics shall be refused
boarding.
The PIC shall report without delay to
the appropriate ATC facility any
hazardous flight conditions
encountered and shall later submit the
required detailed report to the
Company.

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The PIC shall notify the nearest
Authority by the quickest available
means of any accident or serious
incident that results in a personnel
injury, death or substantial damage to
the aircraft.
1.3.6 CAPT.s Supervision and Co-
ordination of Flight Duty
The Pilot-in-Command shall:
Ensure that standard and emergency
procedures and regulations are
adhered to by all members of his/her
crew on the ground and in the air.
Co-ordinate and assign at his/her own
discretion, duties to the various crew
members with due regard to the
composition of the actual crew and
their licenses.
Delegate at his/her discretion, but in a
clear manner, part of his/her
responsibilities on the ground and in
the air to the authorized ground staff
and/or his/her crew members.
Instruct and correct all crew members,
especially his/her First Officer, and
give them the fullest possible benefit
of his/her experience.
Notify his/her superiors whenever the
behavior or performance of a crew
member is outside acceptable limits.
Duties Prior to Flight
The CAPT. shall:
Report on board the aircraft at least 35
minutes (45 minutes for international
flight) prior to departure and to start
preflight checks at least 30 minutes
prior to the STD.
Know the application of all
documentation required for preflight,
in-flight and post flight.
In a 2-Crew Cockpit:
Review the technical status of aircraft.
Study Note/s for attention of crew.
Be aware of Periodic checks due.
Scrutinize carried forward snag/s
and their rectification/operational
procedure/s.
Study last flight snag/s.
Study pre flight snag/s.
Check all maintenance release and
understand their effect on aircraft
performance.
Prepare the cockpit, in accordance
with FCOM.
On receipt of trim sheet announce
TOGW, MAC and PERSONS ON
BOARD (applicable to A-310, B-737,
ATR42-500 and DHC-6 only).
Check trim sheet for ZFW, BLOCK
FUEL, TOGW and C.G. are within
limits and signs it.
Check take-off computation card.
In 3-Crew Cockpit:
Prepare the Cockpit in accordance
with FCOM.
FUEL, TOGW and C.G. are
Within limits and signs it.
Cross Check Take off computation
card.
CAPT. Duties (During Flight)
The CAPT. shall:
Fly the aircraft safely within the
operating envelope during all phases
of flight, according to relevant
regulations and with due consideration
to passengers comfort, punctuality and
economy.
Perform the Pilot Flying or Pilot
Monitoring duty as required.
Closely follow the flight progress and
be prepared to take over controls at all
times, especially on take-off and
approach/landing, and whenever the
Copilot/First Officer hands over the

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controls or shows signs of
incapacitation.
Inform the Copilot/First Officer and
Flight Engineer (where available)
immediately if something in the
operation of the aircraft is considered
to have become abnormal or if
deviations from prescribed procedures,
clearances or from the plan of
operation show up.
Apply all procedures and regulations
according to the relevant documents
for normal, abnormal and emergency
operations.
Fulfill firmly the Pilot Monitoring
duties when the Co-pilot/First Officer
is flying the aircraft.
Make routine announcements in Urdu
and English.
Check landing computation card.
Monitor Engine Power settings
through out climb and not get involved
in non-essential paper work e.g. filling
of log books, etc.
Be fully conversant with the operation
of all aircraft system under all
conditions defined in the Flight Crew
Operating Manual (FCOM) and
operational documents.
Know all the critical limits of aircraft
and its systems.
Know all the critical limits of the
aircraft.
Have sufficient knowledge of all
aircraft systems under all conditions to
operate them as defined in the FCOM
and operational documents.
1.3.7 Additional duties of captain on
aircraft without Flight Engineers
Maintain close cooperation with the
Station Engineer regarding technical
services and maintenance of the
aircraft.
Perform the technical debriefing with
the maintenance and changeover crew.
Carry out post flight inspection or
depute Copilot/First Officer to do so.
Duties (After Flight)
The CAPT. shall:
Check and sign the Flight Log Book.
Check and sign the Captain's Debrief
Report.
Be responsible after flight to leave the
Route Manuals and cockpit in proper
order.
1.3.8 Duties of the First Officer
Pre Fight.
Before every flight the First Officer
must be fully aware of the flight
planned route, contents of the briefing
sheets and valid notices, and the
forecast meteorological conditions and
runway states at departure, destination
and alternate airfields.
Act as Second-in-Command. Should
the Pilot-in-Command, through illness
or any other reason, be unable to
continue his/her duties during flight
immediately assume command and
will continue to operate in command
till parking of the aircraft. For Cockpit
Crew incapacitation refer General
Cockpit Procedure chapter-21 Para
21.12 of this FOM.
Have sufficient knowledge of all
aircraft system in order to operate
them by means of checklists and other
documents in the case of a CAPT.
incapacitation.

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1.3.9 Special Duties of First Officer
The First Officer shall:
Be responsible for collection,
completion and dispatch of all
paperwork, i.e. Flight Plan, technical
reports, etc., if this duty is not
expressly assigned to other crew
members or persons.
Report on board the aircraft at least
35/45 minutes prior to departure and
will carry out preflight checks at least
30 minutes prior to departure.
Be especially well familiar with all
technical matters on Flight without
Flight Engineer.
Assist the CAPT. in instructing and
monitoring of under training Copilots /
First officers.
Carry out preliminary cockpit
inspection as per FCOM ensuring that
all cockpit emergency equipment is
on-board.
The First officer shall:
Attend the preflight planning.
Compute the Company Flight Plan if
Flight Despatch facilities are not
available.
File the ATC Flight Plan (in the
absence of Flight Dispatcher) and also
check the availability of air defense
clearance where required.
documentation required for preflight
and in-flight.
Be responsible to check that all the
relevant Route Manuals up to the
terminating station of the flight
inclusive of alternate stations are on
board.
Remain vigilant that all check items
are properly called and responded by
other crew members when the
checklist is being read out.
Bring any malfunction to the notice of
CAPT. along with operating manual
procedures where applicable.
Be prepared to follow up immediately
any instructions given by the CAPT..
Compute and provide the take off
computation card to the CAPT..
In 2-Crew Cockpit:
On turbojet aircraft, after Senior
Purser/substitute confirms that all
doors are closed, announce on P.A.
"Cabin Crew prepare for departure,
arm the door slides and cross check".
On turbojet aircraft, after senior
purser/substitute confirms that all
doors slides are armed, lock the
Cockpit door.
On ATR42-500 aircraft, Senior Flight
Attendant will check ground locks,
and report to the Pilot-in-Command
"All doors closed, locks on board, and
passengers as per Trim sheet".
On aircraft without Flight Engineer, the
First Officer shall additionally,
Check the technical library as given below:
B-777
Flight Crew Operating Manual
(FCOM) Vol I & Vol II.
MEL/ DDG
Weight and Balance Book.
Takeoff Gross Weight Book.
Flight Information File Book.
Flight Operations Manual (FOM).
Dangerous Goods Manual.
B777 ETOPS Guide.
A-310
(FCOM) Vol II.
Minimum Equipment List (MEL).

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Weight and balance manual.
Take off gross weight book.
Flight Operations Manual (FOM).
A310 ETOPS Guide.
B-737
FCOM Vol I & III.
MEL.
Despatch Deviation Procedure Guide
(DDPG).
Weight and balance manual.
Take off gross weight book.
Dipstick manual.
FOM.

ATR42-500
MEL.
Regulated Take-off Gross Weight
(RTOGW) table.
FOM.
Note: FCOM will be carried by the First
Officer.
Check availability of the following
documents:
Certificate of Airworthiness.
Certificate of Registration.
Certificate of Maintenance.
Certificate of Noise(if applicable)
Valid fuel carnet.
Wireless license.
Weight Schedule.
Aircraft technical log.
Flight Pack list.
Captain's debrief.
Aircraft Flight log.
First Officer Shall
Record fuel quantity gauges reading
on fuel indent form and check for
correct Block Fuel. Retain copy of
fuel receipt and cross check that fuel
uplift plus fuel remaining equals
Block Fuel.
Inform the maintenance of any
technical deficiencies.
Carry out external preflight walk-
around checks.
Accept the aircraft and its equipment
from the maintenance Personnel.
Enter present position into the FMS,
ensuring NAV selection
approximately thirty minutes prior to
departure.

DURING FLIGHT
The First Officer will:
Act as the Pilot-in-Commands
deputy.
Assist the Pilot-in-Command and act
as a monitoring crew member during
all phases of flight.
Act as Captain in case of the Pilot-in-
Commands incapacitation.
Be responsible for the collection,
completion and dispatch of all
paperwork i.e. CFPs, fuel slips,
takeoff & landing data cards, weather
reports, etc, unless such duties are
expressly assigned to another crew
members.
Perform or monitor the execution of
all normal, abnormal and emergency
checklists in such manner as specified
in the FCOM, and ensure that they are
all properly completed.
Monitor all aspects of the flight,
checking that correct procedures and
techniques are used, cross-checking all
flight instrument indications, in
particular attitude, altitude and height.

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The First Officer shall alert other
Flight Crew members whenever:
The aircraft departs significantly from
its intended flight path, or
he/she considers a hazardous situation
is developing, or
Any abnormal instrument indication,
warning light or flag is displayed.
Inform the Pilot-in-Command of all
communications and navigation aid
frequency changes, ensuring that all
aids are correctly tuned, selected, and
identified and indication on the
respective instrument. Record flight
progress and ATC clearances,
altimeter settings, met reports and
forecasts on the flight log as
applicable, informing the Pilot-in-
Command of their contents.
Conduct radio communications as
instructed by the Pilot-in-Command.
Maintain an adequate look-out at all
times.
Check fuel score every 45 minutes
approximately
Carry out any other duties required by
the Pilot-in-Command.
When the First Officer duties are
performed by a Pilot under training,
then both in departure and arrival
terminal areas he/she must be
continuously supervised by a fully
qualified Captain or First Officer
occupying an observers seat until
released to fly without a Safety Pilot
by the General Manager Training.

Post Flight
The First Officer will ensure that the flight
deck is left in good order, with papers
collected and items properly stowed.
On turbojet aircraft, after engine shut
down announce on P.A. "Cabin Crew,
prepare for arrival, disarm the door
slides and cross check".
On turboprop aircraft, after propellers
have stopped rotating, advise Cabin
Attendants "clear to open doors".
Complete the flight log book.
Enter deficiencies/snags in the aircraft
technical log book after discussing
with the Pilot-in-Command.
Report all delays due to technical or
any other reason in sequence of
developments through debriefing
report and present it to the Pilot-in-
Command.
Carry out post flight inspection.

1.3.10 Duties of Flight Engineer
Flight engineer is the Technical
assistant to the CAPT. he/she is
responsible to the CAPT. that the
aircraft, its systems and equipment are
operated and maintained technically in
a safe and efficient manner as laid
down in the various manuals,
checklists and instructions issued from
time to time.
He/she is directly responsible to the
CAPT. or to the Co-Pilot/ First
Officer, in the absence of the CAPT.

Flight Engineer shall check:
Necessary data entered in the
take off data card.
Take off weight allowed at the
existing environment.
Burn off in relation to flight time
and estimated TOGW.
Alternate/s and fuel.
Block fuel.
Flight Engineer is to report on board
the aircraft at least 60 minutes prior to

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departure and carry out preflight
checks in accordance with FCOM.
In case of diversion to alternate
aerodrome where Maintenance/
Technical handling personnel are not
available carry out Transit Checks (the
FCOM crew preflight check will
suffice as transit Check)
Flight Engineer is responsible to check
the aircraft technical library and
availability of the following flight
documents:-
FCOMs
Weights & Balance Manual
TOGW
MEL
DDPG
FIF
Certificate of Airworthiness
C of Registration
C of Maintenance
Valid fuel carnet
Wireless / Radio license
Weight Schedule
A/C Technical Log
Flight Pack List of spares
A/C Flight Log
Captain's Debrief Reports.

Flight Engineer must ensure the
following;
Maintenance releases and their effect
on aircraft performance.
Record fuel quantity gauges reading
on fuel indent form and check for
correct Block Fuel. Retain copy of
fuel receipt and cross check that fuel
uplift plus fuel remaining equals
Block Fuel.
Accept the aircraft and its equipment
from the maintenance on behalf of the
CAPT..
Inform the maintenance of any
technical deficiencies.
Help the maintenance engineer in
locating the flight pack file,
maintenance procedure/s in MEL, etc.
at out station to minimize the delay.
Brief and/or initiate corrective action
of any observed technical malfunction
in accordance with the FCOM.
Carry out Final Cockpit Preparation in
accordance with the FCOM.
Enter present position into the INS,
ensuring NAV selection
approximately 30 minutes prior to
departure.
Remain vigilant that all check items
are properly called and responded by
other crew members when checklist is
being read out.
Bring any malfunction to the notice of
CAPT. along with operating manual
procedures if applicable.
Be prepared to follow up immediately
any instructions given by the CAPT..
On receipt of trim sheet announce
TOGW, MAC and PERSONS ON
BOARD (POB).
FUEL, TOGW and C.G. are within
limits and signs it.
Compute and provide the take off
computation card to the CAPT..
After Senior Purser/substitute
confirms that all doors are closed,
announce on P.A. "Cabin Attendants
prepare for departure arm door slides
to automatic and cross check", and on
B-747 Combi also announce, "Close
the latch retainer".
Flight Engineer sets engine power on
CAPT.s command.

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After senior purser/substitute confirms
that all door slides are armed, lock the
Cockpit door.

Duties during Flight
Flight Engineer shall:
Monitor Engine Power setting through
out climb and not to get involved in
non-essential paper work e.g. filling of
log books, etc.
Prepare cruise data card with fuel flow
corrected for temperature.
Up date cruise data card every 10,000
kgs of aircraft weight reduction.
Man the flight engineer's panel in
accordance with the FCOM.
Check fuel score every 45 minutes
approximately together with the pilots
by subtracting the fuel consumed from
the block fuel. Also check totalizer
and individual fuel gauges that they
agree with the remaining fuel within
acceptable limits.
Obtain weather of destination on
ATIS, to be cross checked by the
pilots.
Contact flight dispatch and pass on
ETA, A/C status, arrival fuel,
company messages; obtain weather
and gate/stand number.
Compute and provide the computation
card for landing.

Flight Engineer Instructor:
May delegate the execution of duties
to the flight engineer trainee
depending on the trainee training
status, i.e. when cleared by CAA to
fly under-supervision and with the
consent of CAPT..
Will closely supervise the
performance of the trainee and make
the necessary cross checks.
A flight engineer trainee is responsible
to the flight engineer instructor for
proper execution of all duties.

Duties after Flight
Flight Engineer shall:
On engine shut down announce on
P.A. "Cabin Attendants, prepare for
arrival, disarm the door slides to
manual and cross check", and on B-
747 combi also announce "Open the
latch retainer".
Announce arrival fuel by adding
individual fuel quantity gauges.
Complete the flight log.
Enter deficiencies/snags in the aircraft
technical log book after discussing
with the Pilot-in-Command.
Report all delays due to technical or
any other reason in sequence of
developments through debriefing
reports.
Hand over his/her flight documents to
the Copilot/First Officer for inclusion
in the post flight document envelope.
Leave the cockpit in good order and
manual, etc. properly stowed.
Maintain close cooperation with the
Station Engineer regarding technical
services and maintenance of the
aircraft.
Perform the technical debriefing with
maintenance and changeover crew.
Carry out post flight inspection of the
aircraft.

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1.4 Cabin Crew
Duties of the Purser/Senior Flight
Steward (ess).
All Cabin Crew members on duty and
also off duty when away from home
base are subordinated to the Pilot-in-
Command or his/her delegate.
The Purser/SFS takes orders directly
from the Pilot-in-Command or his/her
delegate. he/she acts as chief of the
Cabin Crew members on duty
regardless of seniority.
In the absence of both the Captain and
his/her delegate at outstations (i.e. due
to different rotations of Flight and
Cabin Crew) the Cabin Crew members
are subordinated to the Senior
Purser/SFS.
The Senior Purser/SFS is responsible
for the comfort and safety of the
passengers as well as the cabin service
on board. In particular, he/she shall:
Check that the cabin crew is complete
before commencing flight duty.
Assign particular duties and
responsibilities to all Cabin Crew
members.
Brief the Cabin Crew before each
flight.
Be responsible for maintaining good
discipline among all Cabin Crew
members whilst on duty.
Be responsible for observance of the
safety regulations in the cabin.
Be responsible for emergency
preparations as instructed by the Pilot-
in-Command.
Report all technical irregularities in
the cabin to the CAPT.
Handle all operational cabin
irregularities in co-ordination with
Pilot-in-Command
Ensure the orderly handover of the
aircraft to the new Cabin Crew taking
over at transit situations.
Ensure that the necessary documents
are maintained and processed as laid
down in the respective regulations.
Report any important incidents or
irregularities occurring during flight to
the appropriate office.

1.4.1 Duties of the Cabin Crew
The duties and responsibilities of the
Cabin Crew members are detailed in
the Cabin Crew Safety Equipment and
Procedures (SEP) Manual and the
Flight Services Manual.

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1.5 Line Stations
Main responsibilities of Line Stations are:-
PIAC staff at line stations shall
maintain liaison with Operations
Control (Situation Room) in Karachi
regarding the progress of any flight
through their stations.
They shall notify Operations Control
(Situation Room) of any change in the
security situation at their station that
might affect the operation of any
PIAC flight.
They shall supply the crew of any
PIA flight transiting their station with
up-to-date Aeronautical information
Service and meteorological
information and shall file an ATC
flight plan and provide the crew with
a copy of the ATC flight plan and two
copies of the operational flight plan
when applicable.
They shall co-ordinate with the PIAC
handling agent and shall arrange the
supply of all necessary ground
services. They shall ensure that the
manuals issued to the handling agent
are kept current and that PIA
procedures and policies are closely
adhered to. They shall monitor quality
of services and the proficiency of
handling personnel and take the
required steps to remedy any
deficiencies.
In the event of an overnight stop or a
major delay in departure they shall
provide the crew with an updated
CFP.
They shall notify Flight Operations of
any change to local regulations which
may effect the operation of the
aircraft. or affect disembarking crews
at their station.
In the event of the diversion of a flight
to their stations they shall assist the
crew in any way that is required of
them to expedite the turnaround of the
aircraft, or to obtain accommodation
for the crew if conditions or flight
time limitations prevent the
continuation of that flight, and shall
arrange transportation of the crew to
and from that accommodation.
In the event of a delay in departure
from, or a diversion to their station,
they shall supply Operations Control
(Situation Room) in Karachi with an
estimated time of departure of the
flight from their station and shall
modify that estimated time of
departure according to changing
situation.

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1.6 DUTIES AND
RESPONSIBILITIES OF
TECHNICAL OPERATIONS
ADMINISTRATION
1.6.1 DGM Operations Engineering-I
Operations.
The DGM Operations Engineering I
reports to the General Manager
Technical and have administrative
control of:
All Operations Engineers and
other staff assigned to airplanes
in Line I (as in Line
Maintenance I in Engineering
and Maintenance Department).
The Manuals Cell at the PIA
Head Office.
DGM Operations Engineering is
responsible for:
Preparation and Maintenance of
Flight Manuals, FCOMs,
Checklists, MMELs, MELs,
Mass & Balance Manuals,
Weighment Checklists, Test
Flight Procedures/proformas,
Special operation
booklets/proformas, Bulletins,
Circulars and all other technical
documents related to Flight
Operations.
Arrange printing and distribution
of required manuals to Pilots,
Flight Engineers and Flight Ops.
Officers.
Provide all required documents
to Aircraft Library Cells.
Maintain sufficient stock of up-
to-date manuals in the manuals
cell.
Evaluate airplanes being
considered for induction into
PIA fleet on short term/ long
term dry/wet lease, charter or
purchase.
Evaluate all modifications that
affect operation /performance of
the aircraft.
Evaluate performance
capabilities of aircraft on various
routes.
Determine payload capability on
various routes and advise
Marketing and Planning
Departments.
Conduct production Test flights,
Acceptance Test Flights, C of A
Test Flights and all other test
flights specified from time to
time.
Conduct Aircraft Weighment
and Maintain Weight Schedules
and Weighment Checklists.
Coordinate with CAA Pak. for
approval of MEL, Weighment
Checklists, Test Flight
Proformas, Special Procedures,
Checklist and Mass & Balance
training /control, release of
aircraft below MEL, Ferry
flights and Runway
requirements.
Coordinate with Engineering and
Maintenance on Technical
delays, Investigation of
incidents/accidents, follow up of
DBRs and Modification status of
airplanes.

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Design and print load sheets and
load advice forms.
Issue policy on Mass and
Balance and ensure its
implementation.
Conduct basic and type mass and
balance training as per CAA
approved syllabus and policy.
Conduct examinations for
issuance of Mass & Balance
Competency Certificates and
periodic refreshers examinations
for renewal of Mass & Balance
Competency Certificates of all
personnel preparing PK load
sheets.
Maintain AHM050 data and
check/verify and ensure integrity
of computerized weight and
balance software and database.
Conduct investigation of all
Mass and Balance discrepancies
and delays due load sheet
problems.
Maintain liaison with Aircraft
Manufacturers International
Regulatory Agencies and CAA
Pakistan for two-way
communication on all
operational and safety matters.
Advise General Manager
Technical on preparation of fuel
policy, selection of alternates
and selection of routes.
Suggest ways and means for
economy and improvement of in
Flight Safety.
Conduct performance Checks to
establish APD factor for use in
flight planning and suggest
action for improvement in
airplane performance and fuel
base line.
Conduct performance classes for
cockpit crew / FOO.
Conduct ETOPS training for
flight operations officers.
Advise DIRECTORFO on
release of aircraft with multiple
defects, release below MEL,
Ferry flight etc.
Provide RTOGW analysis.
Advise Central Control / Flight
Dispatch on performance
restriction with C/F item.
Maintain liaison with Routes
section and give advice on route
constraints.


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1.6.2 DGM Operations
Engineering-II.
Operations.
The DGM Operations Engineering II
reports to General Manager Technical
and has administrative control of:
All Operations Engineers and
other staff assigned to airplanes
in Line II (as in Line
Maintenance II in Engineering
and Maintenance Department).
The aircraft library cells at
Airports.
Manager Operations Engineering is
responsible for:
Preparation and Maintenance of
Flight Manuals, FCOMs,
Checklists, MMELs, MELs,
Mass & Balance Manuals,
Weighment Checklists, Test
Flight Procedures/Proformas,
Special Operation
booklets/proformas, Bulletins,
Circulars and all other technical
documents related to Flight
Operations.
Arrange provisioning of up-to-
date manuals on board the
airplanes.
Maintain crew mail boxes at the
airports and deliver all revisions
and circulars thru mail boxes.
Evaluate airplanes being
considered for induction into
PIA fleet on short term/ long
term dry/ wet lease, charter or
purchase.
Evaluate all modifications that
affect operation/ performance of
the aircraft.
Evaluate performance
capabilities of aircraft on various
routes.
Determine payload capability on
various routes and advise
Marketing and Planning
Departments.
Conduct production Test flights,
Acceptance Test Flights, C of A
Test Flights and all other test
flights specified from time to
time.
Conduct Aircraft Weighment
and Maintain Weight Schedules
and Weighment Checklists.
Coordinate with CAA Pak. for
approval of MEL, Weighment
Checklists, Test Flight
Proformas, Special Procedures,
Checklist and Mass & Balance
training /control release of
aircraft below MEL, Ferry
flights and Runway
requirements.
Coordinate with Engineering and
Maintenance on Technical
delays, Investigation of
incidents/accidents, follow up of
DBRs and Modification status of
airplanes.
Design and print load sheets and
load advice forms.
Issue policy on Mass and
Balance and ensure its
implementation.
Coordinate safety issues on line
operation policies, rules,
procedures and flight crew
training. In this regard he/she

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will also support all activities
relating to introduction of new
aircraft types, systems, fleet
modifications and upgrades.
Conduct basic and type mass and
balance training as per CAA
approved syllabus and policy.
Conduct examinations for
issuance of Mass & Balance
Competency Certificates and
periodic refreshers examinations
for renewal of Mass & Balance
Competency Certificates of all
personnel preparing PK load
sheets.
Maintain AHM050 data and
check/verify and ensure integrity
of computerized weight and
balance software and database.
Conduct investigation of all
Mass and Balance discrepancies
and delays due load sheet
problems.
Maintain liaison with Aircraft
Manufacturers, International
Regulatory Agencies and CAA
Pakistan for two-way
communication on all
operational and safety matters.
Advise General Manager
Technical on preparation of fuel
policy, selection of alternates
and selection of routes.
Suggest ways and means for
economy and improvement in
Flight Safety.
Conduct performance Checks to
establish APD factor for use in
flight planning and suggest
action for improvement in
airplane performance and fuel
base line.
Conduct performance classes for
cockpit crew/FOO.
Conduct ETOPS training for
cockpit crew and flight
operations officers.
Advise DIRECTORFO on
release of aircraft with multiple
defects, release below MEL,
Ferry flight etc.
Provide RTOGW analysis.
Advise Central Control / Flight
Dispatch on performance
restriction with C/F item.
Maintain liaison with Routes
section and advise any route
constraints.

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1.6.3 DGM Routes and Navigation
The DGM Routes and Navigation reports to
General Manager Technical and is
responsible for:
Operations.
Coordinate with CAA - Pakistan and
all PIA Departments regarding AOC
renewal and AOC Audit and other
relevant matters.
Inspections reports of CAA - Pakistan
officials.
Maintain up-dated Operations
Specifications issued by CAA -
Pakistan and Aviation Authorities of
various countries. Coordination with
aviation authorities for approval of
revisions in Operations Specifications
issued by them.
Carry out Block Time Analyses
Perform Route Analyses
Obtaining permissions for over-flying
PIAs Scheduled/ Special flights from
various countries.
Finding ways and means to increase
payload availability on various
sectors.
Selection of nearest suitable alternates.
Keeping upto-date data of all airfields
and associated facilities.
Liaison with HQCAA for all factors
effecting our domestic operations and
domestic airfields, notifying various
discrepancies and pursuing them with
DGCAA, for necessary remedial
action.
Maintain upto-date ICAO, US FAR
and JAR documents.
Keeping and providing upto-date
Jeppesen Routes Manuals to the pilots.
Maintaining upto-date Aircraft Library
for all routes.
Supplying current Route data for our
A-310, B-747, B-777, and B737
navigation system.
Issuance of Route & Navigation
Bulletin information, T-Charts etc. for
our Manuals and for the information
of crew.
Handling routing and other relevant
data for charter/VVIP flights.
Participating in various
domestic/international meetings of
CAA, IATA, ICAO when required.
Liaison with CAA - Pakistan
regarding pilots DBRs.
Development and recommending
various instrument let down procedure
in coordination with Chief Flight
Standards, CAA.
Interpretations of CAR Pakistan
ICAO, FAR and JAR regulations.
Any other operational work as
assigned by the DIRECTOR Flight
Operations through General Manager
Technical.
Coordinate with respect to safety
issues on line operation policies, rules,
instructions and procedures including
flight crew training.

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1.7 COMPANY REGULATIONS
AND POLICIES
Company regulations are based on
compulsory international, national and local
regulations and must be used for the
planning and execution of all Company
flights. Should it be observed that company
regulations inadvertently violate official
rules and regulations, the latter shall be
followed. Any such discrepancy must be
reported via the Voyage Report or Captains
Special Report.

1.7.1 Applicability
Under routine conditions strict
compliance is required with all
policies, rules, regulations and
procedures laid down in the company
manuals. However:
No rules or regulations can be
the substitute for awareness.
Nothing in this manual, however
carefully out lined and precisely
adhered to can replace the
exercise of good judgment and
the application of conservative
operating practices if conditions
so dictate.
For emergency situations all
instructions are guiding principles.
The Pilot-in-Command has the
authority to deviate from them when
and if the situation so dictates.
However such deviations may be
made only in the interests of flight
safety.

1.7.2 Air Crew Knowledge and
Preparation
All Air Crew shall remain thoroughly
familiarized with the governmental
regulations and instructions which are
issued in the operations manuals,
bulletins, FCIs etc.
In addition they all shall:
Be familiar with the duties to be
performed on the respective type
of aircraft.
Be familiar with the handling of
the aircraft system for normal
and emergency operation,
especially with regard to the
differences between aircraft of
the same type.
Be familiar with emergency
equipment and procedures.
Carry all material necessary for
flight duty.

1.7.3 General Cooperation
All Air Crew shall:
Co-operate closely with other crew
members at all times to ensure the
highest possible standard of safety and
efficiency in the preparation and
conduct of a fight.
Co-operate with all other personnel
involved with the actual fight. Such as
the ground staff in order to comply
with the company operating policy.
In case of crew shift or relief will give
full information to the next crew for
all aspects of the flight progress so far.

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1.8 Compliance with Rules/
Regulations and Orders
All Air Crew serving with PIA shall
comply with company orders,
regulations and procedures, and may
be subject to disciplinary action in
case of violations omissions and
irregularities.
In order to make PIAC flights safe
efficient and economical it is expected
that all company personnel will
closely comply with all regulations
instructions and orders issued which
are relevant to their duties.
Air Crew observing any deviation or
departure form prescribed normal or
emergency procedures will
immediately bring such deviations to
the attention of the Pilot-in-Command
and their respective superiors.
Report any details (in general or in
particular) which are considered to be
unsafe impractical or inconsistent with
Company standards or procedures
which could be improved. Such
reporting offers the double benefit of
company sharing of experience and
the chance to adopt corrective
measures. Therefore information
about such incidents should be as
complete as possible It shall normally
be forwarded via established company
channels .Non reporting may be
detrimental to safety.
The Pilot-in-Command is responsible
for ensuring that significant events
relating to safety will be reported
without delay to Operations Control in
Karachi, to enable the safeguarding of
essential data, and the adoption of
immediate measures for potential
corrective actions.
Situations may arise where a crew
member considers it necessary to
report an incident or deviation from
normal procedure etc., but wants to
remain anonymous. Under these
circumstances he/she should contact
the DIRECTOR Quality Assurance /
DIRECTOR Corporate Safety & HSE
either personally or in writing. After
analysis and discussions, they will
advise the crew member concerned of
potential further developments. If the
crew member wishes to maintain
anonymity, this will be guaranteed.

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CHAPTER 2: COMPANY REGULATIONS
TABLE OF CONTENTS
2.0 Company Publications
2.0.1 General.....
2.0.2 Scope....
2.0.3 Description...
2.0.4 Flight Crew Issues...
2.0.5 Flight Operations Manual- FOM(Part-A)
2.0.6 FCOM (Flight Crew Operating Manual).
2.0.7 Flight Crew Training Manual...
2.0.8 Amendment Procedure.
2.0.9 Jeppesen Airway Manual.
2.0.10 Jeppesen Airway Manual Amendments.
2.0.11 Flight Crew Instruction (FCIs) or Temporary Revision
(TRs)....
2.0.12 Flight Operations Department Library.....
2.0.13 Aircraft library .
2.1 Crew Conduct....................
2.1.1 Uniform ..
2.1.2 Conversation...
2.1.3 General Health and Physical Fitness.................
2.2.1Substance Abuse, Psychoactive and
Pharmaceutical Prescription
2.2.2 Sleeping Tablets..................
2.2.3 Alcohol
2.2.4 Quarantine..
2.2.5 Diving Before Flight ..................
2.2.6 Blood Donation...
2.2.7 Immunization.....
2.2.8 Rehabilitation of Persons Involved in use of
2.3.1 General............................
2.3.2 Renewal..
2.3.3Authority to Operate...
2.3.4 Retirement Age..........................
2.4 Crew Baggage: Lost, Mishandled or Damaged
2.4.1 Reporting Procedure...
2.4.2 Applicability of Procedures

2
2
2-3
3
3
3-4
4
4
4
4

4-5
5
5
6
6
6
6

7
7
7
7
7-8
8
8
8

9
9
9-10
10

11
11

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2.0 COMPANY PUBLICATIONS
2.0.1 General
All PIA Flight Crew shall handle all
material belonging to the Company
with due care. They shall ensure that
their personal manuals and other
company documents are kept
current. Any loss, damage or neglect
of company material caused by
careless handling must be paid for
or made good by the person
responsible.
To ensure effective communication
of operationally relevant
information throughout the flight
operations management systems and
operational personnel, the respective
designated officials shall be
responsible to communicate all
relevant information by appropriate
means such as Airline Information
Management System (AIMS),
emails, circulars bulletins, intranet
etc. and also ensure
acknowledgements accordingly
Publications are controlled
documents and are distributed in
accordance with the guidelines
given below.
Each Publication shall have an
authorized Distribution List.
2.0.2 Scope
The PIA Flight Operations Manual
(FOM) contains instruction covering
that part of the Companys
Operations which relate to the Flight
Operations Department. The
operational procedures are based on
the latest technical data and
operational experience available at
the time of publication.
Air Crew and Flight Operations
personnel are required to abide by
laid down instructions and
procedures and any deviation should
be reported to the Company as soon
as possible with reason for such
deviation.
Should any individual consider that
all or any part of a procedure or
instruction needs amendment,
he/she should notify his respective
Chief Pilot in writing, detailing any
proposed changes and reasons.
These shall cover any amendments,
amplifications or extension of
procedures published in the specific
aircraft FCOM, or the introduction
of new SOPs to cover specific
operations.
Information of a more general
nature may be disseminated in the
form of :
Flight Crew Instructions
(FCIs)
Memoranda
Safety / Alert Bulletins
Admin Orders and Office
Orders
Note: The type specific operating manual
for PIA aircraft is the Flight Crew
Operating Manual (FCOM).
2.0.3 Description
The general conditions under which
PIA operates its aircraft are
contained in the PIA operational
manuals which include:
Flight Operations Manual (FOM)
(FCOM)
Flight Dispatch Manual.
Quick Reference Handbooks
(QRH)
Jeppesen Airway Manual
Weight & Balance Manual or
Station Loading Guides
Safety Management System
Manual
Security Manual
Flight Crew Training Manual and
Training Policy
Cabin Crew Safety Equipment and
Procedures Manual

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Minimum Equipment List (MEL),
Dispatch Deviation Guides (DDG)
Runway Analysis Manual or
TOGW (takeoff gross weight)
charts.
As part of the FCOM, each fleet
may publish supplementary
operational information relevant to
its own aircraft type. This shall be in
the form of :
Operations Engineering
Technical/Information
Bulletins
Flight Crew Bulletins
Training Bulletins
Standards Bulletins
Routes & Navigation Bulletins
Standards Operating Procedure
(SOPs)
These shall cover any amendments,
amplifications or extension of
procedures published in the specific
aircraft FCOM, or the introduction
of new SOPs to cover specific
operations.
Information of a more general
nature may be disseminated in the
form of:
Flight Crew Instructions
(FCIs)
Memoranda
Safety / Alert Bulletins
Admin Orders and Office
Orders
2.0.4 Flight Crew Issues
Each crew member shall carry:
Crew licenses
Competency Certificate with
appropriate ratings
Valid medical
Additional pair of glasses (if
applicable)
Valid Passport with required
visas (if applicable)
Company ID
Certificates of Vaccination (if
applicable)
Serviceable flash light/torch
(with D size batteries)
QRH (if applicable)
Any other document required
by the respective equipment
SOP
Note: Each crew member is
responsible to ensure that only
updated & valid documents and
manuals are carried.
2.0.5 Flight Operations Manual FOM
All general PIAC policies and
procedures for flight operations
which are of permanent nature are
contained in the FOM.
It must be clearly understood that
the policies in this FOM (e.g. fuel
planning) reflect minimum
requirements in the interest of safe
operations. The Captain may at all
times apply a policy in a more
restrictive sense if the prevailing
circumstances require, or he/she
deems a higher safety standard is
justified in any specific situation.
Whenever a conflict exists
between the FOM and any other
company Publication, the FOM
shall take precedence, except any
SOPs on the subject. Flight Crew
shall advise their Chief pilot of this
conflict as soon as possible.
Wherever an amendment is issued to
the FOM, Flight Crew shall receive
a copy of the amendment.
2.0.6 FCOM (Flight Crew Operating
Manual)
The Standard Operating Procedures
(SOPs) are considered part of
FCOM.
Instructions and detailed procedures
for the technical operation of each
aircraft type are contained in the
relevant Flight Crew Operating
Manual (FCOM)

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Amendments to the applicable
aircraft operating manual (FCOM)
normally originating from the
aircraft manufacturer and distributed
to manual holders after receipt by
PIAC.
Wherever an amendment is issued to
the FCOM, Flight Crew shall
receive a copy of the amendment.
2.0.7 Flight Crew Training Manual
Instructions and detailed procedures
pertaining to training matters are included
in the Flight Crew Training Manual and
Training Policy.
2.0.8 Amendments Procedure
Revisions will be issued as required,
with CAA approval.
Hand-written amendments are not
approved
Any revision will be covered by a
Letter of Revision. The letter of
revision shall include:
Where the changes are
extensive, a summary of
changes
List of Effective pages
Revised text will be annotated by
either a vertical line on the outside
of the text. Alternatively, the
changes may be indicated on the
bottom of the applicable page.
2.0.9 Jeppesen Airway Manuals
The Airway Manual contains
specific information pertaining to
PIAC specific area of operation. As
well as general briefing information,
active Airway Manuals contain the
latest:-
Alternative priority listing
Navigation Report
Detailed changes or anomalies in the
navigation data either in the FOMs
data base or the computer flight
plan.
Company Notams
Airfield Categorization
Performance information
Company Communication numbers
and the FCIs shall remain valid as
long as the information contained
within is valid or until the
information has been incorporated
into the applicable publication.
Incorporation shall normally take
place within 6 month frequencies
2.0.10 Airway Manual Amendments
Active copies shall receive a
monthly amendment. Flight Crew
copies of the Route Manual shall
have a limited amendment services
and are not considered active copies.
Normally they will only be amended
on a six monthly basis.
Amendments requiring immediate
inclusion will be placed in the
Company Notams. Amendments of
a non urgent nature will be
incorporated in a monthly
amendment. Company Notams that
are of a permanent nature will be
included in the following monthly
amendment cycle.
The FCIs and Temporary Revisions
shall remain valid as long as the
information contained within is
valid or until the information has
been incorporated into the
applicable Manual / Publication.
place within 6 months.
Operational FCIs and Temporary
Revisions are also available on each
aircraft.
2.0.11 FCIs (Flight Crew Instructions)
OR Temporary Revisions (TRs)
Information of an urgent nature not
covered by Company Notams shall
be communicated to Flight Crew by
FCI/TR.
Copies of all current FCIs / TRs are
allocated in aircraft specific folders
and in Pilot Briefing rooms.

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Additionally current Operational
FCIs are carried on each aircraft.
These folders are updated monthly
by removal of cancelled FCIs and
the inclusion of a new index.
Current FCIs that amend a
publication shall be incorporated
into the applicable manual within a
period of 6 months.
There are three types of FCIs or
Temporary Revisions:
(a) Administrative
Changes of a permanent or
temporary nature to:
- Part A of the FOM
- Layover information
The FCIs shall remain valid as long
as the information contained within
is valid or until the information has
been incorporated into the
applicable publication.
place within 6 months.
(b) Operational
These are changes of a permanent or
temporary nature to:
- Part- B of the FOM
- FCOM
(c) Informational
Background information to already
established policy that does not
change policy or is not intended to
be included in any Manual or
Publication.
These FCIs or Temporary Revisions
shall remain valid only for three
months. This is considered sufficient
time for the information to be
circulated to all Flight Crew.
2.0.12 Flight Operations Departmental
Library
Fully amended copies of the
complete set of PIAC operations
manuals will be maintained in Flight
Operations Department library.
The library shall maintain available
for reference by crews the following
documents:
Flight Operation Manual-
FOM
FCOM and QRH
Approved Airplane Flight
Manual
Jeppesen Airway and Route
Manual
2.0.13 Aircraft Library
Fully amended copies of those
manuals appropriate to the specific
aircraft type will also be maintained
in each aircraft library.
Each aircraft library shall contain a
copy of the following:
Flight Operation Manual- FOM
FCOM/Operations Manual
Weight and Balance Manual
Minimum Equipment List
DDPG/DDG/Operational and
Maintenance Procedures (in case of
A310 aircraft).
Emergency Response Manual
Maximum Takeoff Gross Weight
Charts (Airport Analysis)
Jeppesen Route Manual (one set
for each pilot station)
Flight Information File
ETOPS Guide
MNPS
De-Icing/Anti-icing hold over time
table.

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2.1 General Crew Conduct
The publics confidence in an
Airline is highly dependent on its
impressions of the crews
appearance and conduct. Therefore
crew members should present a
clean and smart appearance and act
in a disciplined and correct manner
most likely to reflect credit on the
Company. When wearing the PIA
uniform in public while on duty,
crews must not only make sure it is
clean and pressed but also meets the
company uniform regulations.
When on duty and a uniform is
worn, the Captain is responsible for
ensuring the correct appearance of
all his crew members.

2.1.1 Uniform
White full/half sleeves
uniform shirt
Authorized epaulettes
Authorized wing
Authorized Uniform Cap
Black uniform neck tie
Black uniform trousers
Black belt
Black Socks
Black shoes
Note 1: For winters and international
flights black uniform blazer is
compulsory
Note 2: Black Jackets shall be only worn
by crew when operating to northern areas
and quetta airfields.

2.1.2 Conversations
When talking with passengers, authorities,
superiors, colleagues and any outside
agencies, crew members should always
remember to be tactful and polite. On
duty as well as off duty, flight personnel
should be discreet while discussing
Company matters, especially
irregularities.
2.1.3 General Health and Physical
Fitness
Air Crew must commence flight
duty in good physical and mental
condition, so that the tiredness
which will accumulate during the
assigned duty period will not affect
the safety of the flight. The
stipulated minimum rest time prior
to starting flight duty must,
therefore, be spent appropriately.
Flight duty is prohibited when a
crew members capacity for work is
reduced because of illness or general
physical condition. Decrease of
fitness includes the effects of
disease, injury, alcohol, drugs,
fatigue, etc.
Decrease of fitness under the
influence of mental stress may also
occur. It is the responsibility of the
crew member to decide whether or
not he/she is fit for flight duty in
such circumstances.
The flight crew shall be subject to
medical assessment at periods as
specified in CAAs document
Manual of Flight Crew Medical
Requirements. All flight crew
members must be in possession of a
valid medical certificate prior to any
flight duty.

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2.2.1 Substance Abuse, Psychoactive
and Pharmaceutical Prescriptions
Crew members shall not consume
drugs and psychoactive substances
in any form.
Taking pharmaceutical products in
any form is generally not compatible
with flight duty and therefore not
authorized for at least 6 hours
before the commencement and
during the entire flight duty period.
Except when permitted under
medical direction or supervision of
the PIAC approved flight surgeon.
Readily available cold or allergies
remedies are prohibited as they can
produce harmful side effect such as
vertigo, dizziness, blurring of vision,
drowsiness etc.
In case of uncertainty, the advice of
an approved aviation medical
examiner or the company appointed
doctor at outstations shall be
consulted.
Substance abuse refers to the use of
substance that causes detriment to
individual health, legal, social,
financial or problems like
endangering their lives or lives of
others. It relates to
problematic/psychoactive substance
use/dependency/addiction of legal or
illegal drug abuse, alcohol use,
getting drunk or high. In case
symptoms confirm such abuse the
violators shall be removed from
safety sensitive position.

2.2.2 Sleeping Tablets
Tablets or any medicines to induce
or encourage relaxation or sleep are
not to be used when their use could
affect the performance of Flight
Crew while on duty
Tablets to prevent tiredness or sleep
will never be prescribed or used.

2.2.3 Alcohol
Alcohol abuse by airline crew
members poses a potential danger to
the safety and welfare of the flying
public. In case a crew member is
found involved in problematic use
of alcohol, he/she shall be removed
from all safety sensitive functions
pending rehabilitation/ medical
fitness.
Crew members must not consume
alcohol of any nature within 12
hours of the commencement of
flight duty or while on active duty.
Crew member must not consume
alcohol of any nature in excess of
published limits and must not
consume alcohol while in uniform.

2.2.4 Quarantine
If any crew member or passenger shows
any symptoms which might indicate the
presence of an infectious/major disease,
the PIC must inform the destination, Port
Medical/ Health Authorities, i.e. before
landing, or allowing passengers or crew to
disembark. Their instructions must be
fully complied with. Fine and possible
imprisonment may be imposed, for not
providing the necessary notification.

2.2.5 Diving before Flight
It has been found that scuba diving
before a flight can produce adverse
blood disorders (bends) if a
sufficient rest period is not taken.
Crew members have become
incapacitated in flight due to
compression sickness after such
activities and all Flight and Cabin
Crew are warned of the dangers of
mixing diving and flying. Scuba
diving to depths of less than 60 ft is

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considered to be Recreational
Diving and the following rest
periods should be applied before
operating a flight.
Diving to depths of greater than 60
ft is considered to be outside the
sphere of recreational diving and
professional advice should be
obtained to determine the rest period
required for the depth of dive
performed. But this rest period
should not be less than 48 hours.

2.2.6 Blood Donations
Crew members shall not commence flight
duty less than 48 hours after donating
blood and may only give one unit of
blood at a time. A period of three months
must pass between donations.

2.2.7 Immunization
The Chief Flight Surgeon PIAC has
recommended that Flight and Cabin
Crew, as well as other staff
members that travel abroad on
Company business, be immunized
against the following:
Meningitis A & C, Typhoid,
Hepatitis A.
They should also have
received full vaccination
against:
BCG/Tuberculosis, Polio,
Diphtheria Tetanus

2.2.8 Rehabilitation of Persons Involved
in Use of Psychoactive Substances
Crew members found involved in
use of psychoactive substances will
be referred to Chief Flight Surgeon
at the flight crew medical center.
Then Chief Flight Surgeon after
examination will determine a course
of treatment and rehabilitation.
The member of the flight crew may
be reinstated after rehabilitation
subject to a fitness report taking into
consideration other regulatory
requirements.


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2.3.1 General
Any person who acts as a flight
crew member of an aircraft
registered in Pakistan must be the
holder of an appropriate valid
license granted or rendered valid by
the CAA Pakistan entitling him to
perform his duties.
A person who is not the holder of
such a license, but holds the
appropriate temporary authority may
act as Pilot of an aircraft registered
in Pakistan for the purpose of
undergoing training, provided that
the Captain of the flight is a holder
of an appropriate license.
The term an appropriate license
when used within this section means
a license and rating which entitles
the holder thereof to perform the
function which he/she is required to
undertake in relation to the aircraft
concerned and the flight on which it
is engaged.
The CAA Pakistan may refuse to
issue, renew, or extended the
validity of any license, and has the
power to revoke or suspend any
license if it is found that the
applicant or the holder does not
meet the required standard or
violates any of the provisions of the
Civil Aviation Regulations.
It is the responsibility of the license
holder to ensure, prior to each flight,
that his license, medical,
competency checks and other
continued training requirements are
fully current, and that none of them
shall expire during the projected
period of that flight.
Incase the license formalities are not
completed due to crew negligence,
he/she shall not be entitled for
guaranteed flying allowance during
the period he/she is removed from
flying duties, apart from a
disciplinary action and recovery of
penalty by the concern crew, if
imposed.

2.3.2 Renewals
Renewal of Flight Crew licenses is
the responsibility of the individual
crew member, but is coordinated
through the Manager Crew
Licensing, who will advise DGM
Crew Sheduling the requirements 60
days prior to the expiry date. Crews
are to complete the application by
obtaining the necessary forms and
signatures, which should then be
returned not less than 21days prior
to expiry.
The Airline Transport Pilot License,
Commercial Pilot License, Flight
Engineers License and instrument
rating is valid for One year.
Renewal is initiated by the Manager
Crew Licensing with a procedure
approved by CAA Pakistan for
renewal of such licenses.
Proficiency checks shall be
performed twice within any period
of one year, any two such checks
which are similar and which
occurred within a period of four
consecutive months shall not alone
satisfy this requirement.
If crews have not received renewal
forms within four weeks of the
renewal date, or the renewed license
within one week of renewal date,
they should contact Manager Crew
Licensing.

2.3.3 Authority to Operate
Dual type ratings are strictly
prohibited by CAA Pakistan. All the
appropriate elements or components
of different equipments, equipment

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location, or safety procedures on
currently operated aircraft types or
variants shall be included in
differences and familiarization
training program.
Existing CAA Pakistan license
holders whose licenses are due for
renewals must not operate any PIA
flight after expiry date.
Newly joining crew must not
operate a PIA aircraft for flight or
line training purposes until they are
in possession of a validation from
CAA Pakistan for flight and line
training purposes only. This
validation is normally valid for three
months. It is not necessary to hold
any validation from CAA Pakistan
for the purpose of supernumerary
familiarization flights prior to flight
and line training.
Newly joining crew should not
operate a PIA aircraft for operation
purposes (i.e. after release to the line
following final line check) until they
are in possession of a CAA Pakistan
license with valid type rating.
Note: In most cases it is expected that
a CAA Pakistan license has been
issued before the expiry of the
Permit for flight and line training, at
which point the license replaces it and
becomes the Authority to operate for
flight/line training, and line operation
purposes.
Crew transferring to another type
must not operate the new type for
flight or even line training purposes
until they are in possession of a
temporary authority from CAA
Pakistan to operate for those
purposes only. This authority is
normally valid for three months.
Note: In most cases it is expected
that crews will have had their
license returned to them with the
type ratings endorsed before the
expiry of the three month temporary
authority for flight and line training,
at which time the license replaces it
and becomes the Authority to
operate the flight for line training
and line operation purposes.
Flight crews are to advise Manager
Crew Licensing and Crew
Scheduling in event that they reach
on stages listed above without
having received the prescribed
authority.

2.3.4 Retirement Ages- Flight Crew
The normal retirement age for PIA
flight crew is 60 years.
A crew member after retirement
may be hired depending on the
company policy and requirements,
up to the age limit as specified by
CAA/ Gazette notification/company
admin order, subject to medical
fitness and other recency
requirements.

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2.4 Crew Baggage: Lost,
Mishandled or Damaged
2.4.1 Reporting Procedure
A crew member whose baggage is damaged
or mishandled when he/she is traveling on
company duty either as a member of the
operating crew or as a ticketed passenger
shall immediately report the damage or
mishandling to the station staff.

2.4.2 Applicability Of Procedures
The above procedures and claims
settlement do not apply to crew
traveling for purposes other than duty
travel, when procedures applicable to
passengers will apply.
All claims for compensation for
damaged or mishandled baggage
when traveling on duty on other
carriers shall be lodged with the
carrier. The assistance of PIA Station
Managers may be sought in such
instances.
Refer to Admin Order No. 17/2001
Chapter 2, Para 2 for further details.


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CHAPTER: 3 TRAINING, CHECKING, QUALIFICATION
AND RECENCY
TABLE OF CONTENTS
3.0 FLIGHT CREW TRAINING
3.0.1 General..........................
3.0.2 Training Objectives....
3.0.3 Out Sourced Flight Simulator Devices
3.1 Performance Standards- Flight Crew Members..
3.1.1 Captain...................
3.1.2 First Officer.....
3.2.1 General................................................
3.3 Renewals
3.4 Flight Crew
3.4.1 Qualification and Requirements...............
3.4.2 Responsibilities....
3.4.3 Flight Crew Minimum Requirements................
3.4.3.1 Captain.........................
3.4.3.2 First Officer..
3.4.3.3 Initial Hires (Including Cadet Pilots)
3.4.3.4 Upgrading.....
3.5 AWO/LVP Training and Authorizations
3.5.1 Training ...
3.6 ETOPS, MNPS & Special Airfield Authorizations
3.6.1 ETOPS Authorization.....
3.6.2 MNPS..
3.6.3 Special Airfield Authorization..................
3.7 Recency Requirements..
3.8.1 Philosophy..
3.8.2 Policy..
3.8.3 Four Words of CRM..
3.8.4 Authority
3.8.5 Participation
3.8.6 Assertiveness..
3.8.7 Respect
3.8.8 Crew Performance Indicators
3.8.8.1 Communication..
3.8.8.2 Team Building..
3.8.8.3 Workload Management.
3.8.8.4 Technical Proficiency.
3.8.9 Conclusion.

2
2
2
3
3
3-4

5
6

7
7
7
7
7
7
8

9

10
10
10
11

11
11
11
11-12
12
12
12
12
12-13
13-14
14
14-15
15

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3.0 Flight Crew Training
3.0.1 GENERAL
The Purpose of this Chapter is to give a
brief outline of the PIAC flight operations
checks and training system. Detailed
instructions, procedures and guidelines
are laid in the Flight Crew Training
Policy- FCTP, respective aircraft training
manuals and CAA ANOs.
3.0.2 Training Objectives
All phases of transition and
recurrent training, as well as
competency checks are conducted
with the emphasis on training rather
then checking.
Once selected for aircraft type
training, all Flight Crew members
will undergo the following
sequences of training and evaluation
phases:
Company approved
regulations and procedures
training.
Aircraft technical course and
simulator training and
evaluation.
Safety Equipment and
Procedure course
Dangerous Goods/Security
course
Transition flight training and
evaluation
Under supervision line training
and evaluation
For additional requirement
refer to Training Policy
At various stages throughout the
course, as approved in training
policy, flight crew members will be
evaluated regarding aircraft
knowledge and handling.

3.0.3 Out Sourced Flight Simulator
Devices
External Simulator Selection
criteria, Service Level Agreement,
Monitoring, Surveillance,
Evaluation and Auditing of an
outsourced Flight Simulator(s) used
for crew training and checking will
be carried out in accordance with
the current addition of SOP #
FLT/SOP/GMCT/01/09, Edition 01,
Revision 1.0 dated February 12,
2009 (as revised from time-to-time).
An updated list of qualified
Simulator evaluators shall be
maintained by G.M. (Standards
Inspection) as approved by Director
Flight Operations.

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3.1 Performance Standards- Flight
Crew Members
The following standards of performance
define the professional competencies
required by Flight Crew members.
3.1.1 Captain
The Captain must be trained and able to:
Supervise and direct the duties of all
crew members subordinated to him.
Make and enforce all necessary
decisions.
Be conversant with the relevant
regulations and able to interpret
them correctly.
Represent the Company
satisfactorily in all dealings with
passengers and authorities
Plan and execute a flight in
accordance with the respective
regulations
Check a submitted flight plan for
correctness.
Fly the aircraft safely during all
phases of normal and abnormal
situations according to the relevant
regulations and with due
consideration to passenger comfort.
Supervise and judge the F/Os
performance
Be proficient in PM duties and right
hand seat qualification
Recognize and correct possible
mistakes in due time while the F/Os
flying the aircraft.
Understand the duties of the Cabin
Crew sufficiently to enable him to
make any appropriate decisions.
Complete a flight safely with the
assistance of the crew and under the
condition stipulated in the FOM and
FCOM.
Complete a flight on his own in case
of F/O incapacitation.
Know and apply all procedures and
regulations expediently and
economically according to the
relevant documents for normal and
abnormal operations as well as in
the event of an emergency.
Be fully conversant with the
operation of all aircraft systems
under all conditions defined in the
technical manuals
Know the critical limits of the
aircraft and its systems.

3.1.2 First Officer
The First Officer must be trained and able
to:
Plan a flight according to
Company regulations.
documents required for pre-
flight and in-flight.
Perform the administrative
duties assigned to him reliably
and independently.
Fly the aircraft within the operating
envelop during all phases of normal
operations.
Fly and land the aircraft safely with
technical malfunction and/or
execute a one-engine out precision
or non-precision approach and
missed approach.
Fulfill reliably the duties of PM.
Monitor Captains activities and
draw his attention to any possible
deviations.
Complete the flight safely should
the Captain becomes incapacitated.
Apply all procedures and regulation
according to the relevant documents
for normal and abnormal operations.
Co-operate with all crew members
Deputize for the Captain whenever
necessary

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Be fully conversant with the
operation of all aircraft systems
under all conditions as defined in
the FCOM.
Know the critical limits of the
aircraft and its operating systems.


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3.2.1 General
Checks serve the following purpose:
To highlight the Flight Crews
proficiency level in relation to
the required standards with
special emphasis on points that
need to be improved.
To record the performance of flight
crew member during:-
A particular course.
A particular period.
A check/evaluation.
A flight crew member receiving an
Unsatisfactory grading must be
given a detailed debrief. If desired
by the candidate such an explanation
can be discussed further in the
presence of the Chief Pilot Training.
Since Flight crew members must be
in good physical and mental
condition for flight/simulator
training and evaluations, no
subsequent claim of indisposition as
an excuse for an unsatisfactory
grading can be accepted.
Results of flight crew
checks/evaluations shall be treated
as confidential.
Initial proficiency and line checks
for transition training, upgrading,
route and proficiency checks shall
be documented on prescribed forms
by the DCP/ Airline check captain
duly assigned by Chief Pilot
Training.


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3.3 Renewals
All pilots are required to satisfactorily
complete the recency and continued
training requirements as per the training
policy and CARs.


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3.4 Flight Crew
3.4.1 Qualifications Requirement
Company regulations require that flight
crew members will not be allowed to
operate an aircraft unless they hold valid
licenses, and have successfully qualified
the required initial and recurrent trainings
and proficiency checks as outlined in the
Flight Operations Training Manual and
requirements of the state.
For details on retention of records for
flight crew qualification referred to Flight
Crew Training Policy.
In accordance with the regulations, it is
the responsibility of the company to
appoint only flight crew members that
hold valid licenses and have successfully
qualified the required initial,
recurrent/continued training and
proficiency checks as outlined in the
Flight Crew Training Policy FCTP.
3.4.2 Responsibilities
The objective and extent of all
training will be determined by Chief
Pilot Training in accordance with
national, international and Company
regulations.
The syllabi / programs shall be
established under the authority of
the Chief Pilot Training with
approval of CAA- Pakistan.

3.4.3 Flight Crew Minimum
Requirements
3.4.3.1 Captain
The screening process for upgrading
to PIC shall include:
Training Records Review
Training Divisions
Recommendation including
verification of experience
acceptable to CAA-Pakistan.
Clearance by command Board
Any other screening
requirements in accordance
with the needs of the airline or
requirements of CAA-Pakistan
The requirements to qualify as First
Officer are:
Possession of at least a valid
Pakistan Commercial Pilots
License.
Type and instrument rated.
Checked out for operational
First Officer duties.
3.4.3.3 Initial Hires (Including Cadet
Pilots)
Prior to being employed as flight
crew members (at any level), the
following shall be minimum
screening requisites to ensure that
the Initial Hires possess the
needed certifications, skills,
competencies and other attributes
in addition to any specific
requirement of the State/Regulator:
Technical Competencies &
Skills
Aviation Experience
Possession of a valid Pakistan
Commercial Pilot License with
Instrument Rating ; License
shall be verified for
authenticity through CAA.
Educational qualifications
commensurate for what is
required by the respective
level.
Written test for technical
competencies and skills.
Interview to assess
interpersonal skills and
English language fluency.
Medical Fitness
Security Background check

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3.4.3.4 Upgrading
It is Company policy to offer employment
only to those Pilots considered having the
personal and professional qualities
necessary for successful upgrading.
Therefore, having undergone the required
developmental training and contingent
upon a vacancy, each individual may
expect to be offered command
responsibility in the course of time. The
format of this development minimal
upgrade training will be required for the
transition from First Officer to Captain. It
is known as (Captain Under Supervision)
CAPT.US System as described in the
Training Policy section 5.1


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3.5 All Weather Operation
(AWO) / Low Visibility
Procedure (LVP) Training
and Authorization

3.5.1 Training
For details refer to Training Policy and
Flight Crew Training Manual and chapter
18 of this manual.


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3.6 ETOPS / MNPS & Special
Airfield Authorizations
3.6.1 ETOPS Authorizations
Prior to the commencement of
ETOPS operations each Flight Crew
member will undergo ETOPS
training and evaluation, consisting
of ground training, simulator LOFT
scenarios and line training. The line
training consists of two sectors for
each crew member, during which
the ETOPS planning and procedures
will be highlighted.
One route familiarization/route
training followed by a route check
Satisfactory completion of both
sectors provides coverage for any
other ETOPS sector unless
otherwise specified.
Training and evaluation shall be
completed during initial training.
For recency refer to Training Policy

3.6.2 MNPS
Prior to the commencement of
MNPS operations each Flight Crew
member will undergo for north
Atlantic aerodromes training and
evaluation, consisting of ground
training and line training. The line
training consists of one route
familiarization / route training
followed by a route check TO and
FROM a North Atlantic aerodrome.
For details on operating limitations,
procedures and the required ground
and airborne equipment refer to
MNPS manual

3.6.3 Special Airfield Authorizations
There are some airfields on the PIA
network that are considered to have
more difficult approaches or
departures, terrain, local procedures,
seasonal weather, and associated
factors etc.
Further details of special airfield
authorizations are provided in
Chapter 22 of FOM.


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3.7 Recency Requirements
PIAC flight crew Recency
requirements require that a pilot
must have carried out not less than
three take-offs and landings in the
preceding 90 days period or one
take-off and landing in 45 days.
The Training Policy Chapter 10
specifies in details, the training
requirements for Flight Crew
members whose currencies have
lapsed.
For continued training requirements
please refer to Training Policy.

Training
3.8.1 Philosophy
It is PIA philosophy that the
application of the principles and
concepts of Crew Resource
Management (CRM) enhances
safety through better operating
efficiency and higher crew morale.
CRM is a dynamic and critical part
of the safety culture of the airline.
As such, it lies at the interface
between the systems of Flight
Training, Flight Operations, and
Flight Safety.
Successful CRM training requires
commitment to the principles of
CRM both from PIA Flight
Operations management and from
each and every pilot. Ongoing and
continual reinforcement of the
principles and concepts of CRM will
result in a safer and more efficient
operation.

3.8.2 Policy
The design and application of CRM
training used by crews during
operations is the responsibility of
Flight Training.
Application of CRM principals
during line operations is the
responsibility of every individual
crew member.
Crew Resource Management (CRM)
is the effective use of all resources,
including hardware, software, and
personnel, to achieve the highest
level of safety possible. In addition
to pilots, the Personnel in the
above definition includes flight
attendants, air traffic controllers,
maintenance personnel, dispatchers,
and any other groups that may
interact with the Cockpit Crew.
This more encompassing definition
is reflected in the shift in terms from
Cockpit Resource Management to
Crew Resource Management.

3.8.3 Four Words of CRM
The cornerstone of CRM training at
Pakistan International Airlines is
contained in the Four Words.
The Four Words are Authority with
Participation, Assertiveness with
Respect.
The concept behind the four words is
designed to increase the efficiency with
which crew members interact by focusing
on communication skills, teamwork, task
allocation and decision making.

3.8.4 Authority
Authority starts with the Captain, but is
vested in every crew members as well:

Secure Authority Not only invites but
demands participation, gives

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empowerment, invites feedback from
subordinates and allows others to take
leadership roles.

Insecure Authority Jealously guards
authority, very autocratic, tries to do
everything alone, never allows
subordinates to be successful, blames
mistakes on others, refuses to allow others
to take leadership roles and discourages as
well as resists input from others.

3.8.5 Participation
Participation is the sharing of ideas and
knowledge, respecting experience, taking
leadership roles when necessary, and
performing with team goals, not personal
goals, in mind.

3.8.6 Assertiveness
Assertiveness is ensuring your input is
heard and understood rather than hinting
or silently watching as perceived mistakes
are about to be made. The five steps to an
assertive statement are:
1. Opening statement Amir, Sohail,
Captain, etc.
2. State your concern Take ownership,
Im uncomfortable with.
3. State the problem The problem as
you see it.
4. Offer a suggestion Suggested
solution to the problem
5. Reach agreement Crew members,
reaching a mutually agreeable solution,
may take more than one assertive
statement from one or more of the
crew

3.8.7 Respect
You know when you give it. You know
when you get it. Respect others ideas,
opinions, positions and feelings. Respect
them as a Pilot, Crew Member and a
person.
3.8.8 Crew Performance Indicators
The set of behaviors which should be
employed in all operations at Pakistan
International Airlines is described in this
section. These behaviors are called
Crew Performance Indicators since they
indicate the performance of pilots as crew
members and, more importantly, of the
crew as a whole. Each Crew Performance
indicator represents a clearly defined,
desired behavior which should be
observed during simulator training and
practiced on the line.

As shown below, the Crew Performance
Indicators are divided into four broad
categories or clusters Communication,
Team Building, Workload Management,
and Technical Proficiency. These
categories provide a way to group
associated Crew Performance Indicators.

3.8.8.1 Communication
Briefs crew thoroughly.
The preflight briefing includes the entire
crewthe cabin crew as well as the flight
crew.

Briefings should be given throughout the
flight to address pertinent safety and
operational issues, and identify potential
problems, such as weather, fuel
management and distribution, and
abnormal system operations. Briefings
also provide guidelines for crew actions,
including standard operating procedures,
distribution of crew workload, and any
anticipated deviations from SOP.
The captain establishes a team
environment by emphasizing the
importance of interactive decision making
and participation by the entire crew. The
Captain encourages the crew to voice any
concerns they may have.

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Clearly communicates decisions about
operation of the flight Crewmembers
clearly state operational decisions. The
Captain shares the parameters of
operation with the entire crew throughout
the flight and the crew contributes their
perspectives. Minimum acceptable
standards of safe operation (or bottom
lines) are established and communicated.

Explicitly encourages participation. The
captain encourages participation by the
entire crew and emphasizes the
importance of crew interaction in
maintaining a safe operation.
Crewmembers are encouraged to ask
questions about crew actions and
decisions.

Seeks information and direction from
others when necessary. Crewmembers
ask questions and seek information from
each other about operational issues and
decision made. Crewmembers minimize
confusion on the flight deck by using
sufficient inquiry to remain informed.
Crewmembers recognize personal
limitations, such as limited experience in
a particular seat or aircraft, and actively
seek direction or advice on operational
issues from each other when necessary.

Asserts with appropriate level of
persistence to maintain a safe operation.
Crewmembers state their own ideas,
opinions, and recommendations.
Crewmembers assert themselves and
advocate their point of view.
Crewmembers use increasing levels of
assertiveness, as required, to maintain
safety of flight.

Critiques self and other crewmembers
when appropriate. Crew continually
assesses performance to improve the
operation on the flight deck. Feedback
may be of a positive or negative nature. It
is specific, based on observation, and
provided for the purpose of maximizing
crew effectiveness.

3.8.8.2 Team Building
Exercise secure authority. The captain
exercises authority in a confident and
competent manner, without being
autocratic. The captain acts decisively
when the situation dictates.

Other crewmembers exercise the authority
vested in their respective positions, as
required, to discharge their duties.

Involves entire crew in decision-making
process. Decisions are made in a timely
and competent manner, and conveyed to
the entire crew. The crew is included in
the decision-making process, whenever
possible, to increase the likelihood of
making an optimal decision.

Use appropriate techniques to manage
interpersonal and operational conflict.
Crewmembers assess underlying
problems, identify crew goals, and
suggest solutions to alleviate interpersonal
or operational conflict.

Crewmembers employ a style of
resolution appropriate to the nature and
criticality of the problem, and look for
collaborative (or win-win) solutions
whenever possible.

Adapts to crew interpersonal differences.
Crewmembers demonstrate an ability to
adapt to different personalities and
characteristics. Crewmembers identify
and establish commonalities as a basis for
building an effective team environment.

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Crewmembers cope effectively with
operational stress. Crewmembers
demonstrate understanding of the
debilitating effect of stress on
performance in an aviation environment,
and identify the symptoms of stress in self
and other crewmembers; Crewmembers
communicate observations to others when
operational necessity dictates.
Crewmembers cope effectively with
operational stress, remaining calm in
critical situations. The crew handles
emergencies effectively and
professionally.

Crewmembers cope with, or remove
themselves from, situations in which
stress from anon-operational origin may
negatively affect job performance.

3.8.8.3 Workload Management
Distributes tasks to maximize efficiency.
The crew distributes the workload so that
everyone is utilized, while no one is
overtaxed. Each crewmember recognizes
and reports work overload in self and
other crewmembers.

Further, the crew uses all available
resources to accomplish required tasks in
the most efficient way. Resources may
include flight crew, cabin crew,
deadheading crew as well as external
resources. A few examples of external
resources are dispatch, ATC, and
maintenance support.

The crew uses automated systems to
decrease the workload whenever possible.
Conversely, sufficient resources are
allocated to use automated systems
effectively.
Prioritizes tasks for effective
accomplishment. The crew clearly
prioritizes operational tasks. Primary
tasks, such as continuing to fly the
aircraft, are allocated sufficient resources
before secondary duties, such as external
communications, are addressed.
Low priority or non-essential activities
such as social interaction do not interfere
with more important tasks.

Manages time for accomplishing tasks.
The crew allows sufficient time to
accomplish flight duties,. They recognize
the need for and request additional time
when operational considerations dictate.
Crewmembers are not rushed in the
discharge of their duties.
Monitors and analyses all relevant
operational factors to remain situationally
aware. The crew monitors climatic
conditions, traffic, internal and external
communications, aircraft instruments and
performance, automated systems and all
other relevant operations factors to
maintain situational awareness. The crew
analyzes the information collected from
monitoring processes to determine
changes in operation and to report them to
other crewmembers

3.8.8.4 Technical Proficiency
Adheres to SOP, FCOM, FOM, CARs.
The crew follows all Standard Operating
Procedures and Flight Operational
Manual procedures as outlined by
Pakistan International Airlines. In
addition, the crew adheres to all
applicable Civil Aviation Regulations.

Deviation from SOP, FCOM, FOM, and
CARs are justifiable and articulated to the
other crewmembers.

Demonstrates technical skills. The crew
performs all maneuvers within acceptable
tolerances.

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Demonstrates knowledge of aircraft
systems and normal, abnormal, and
emergency procedures.

3.8.9 Conclusion
Pilots are responsible for constantly
brining to mind the behaviors represented
by the Crew Performance Indicators and
adopting them in all appropriate
circumstances. When these behaviors
become habits, CRM skills will have been
firmly established. Once this embodiment
occurs, pilots will cease to think of CRM
skills as separate areas of competency but
will practice the expertise as an integral
part of their professional lives.

Willingness to offer constructive criticism
is one key to wider adoption of CRM
principles. When Pilots encounter
behavior which adversely affects crew
performance, they should first examine
the situation to determine if their own
behavior is contributing to the problem.
If necessary, they should modify their
behavior in order to adapt to the
interpersonal differences existing, thus
providing an example of high level CRM
skills. Finally, they should voice their
opinions at an appropriate moment,
phrasing their observations in a non-
judgmental way. They should explain the
impact of the behavior on other
crewmembers and offer insights into
methods of improving interactions and
hence crew performance. Mandating
behavior conducive to good crew
performance is not an acceptable
approach to the development of CRM
skills,. But informal teaching through
example and practical critique is an
effective method in which all pilots must
play a part.

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Controlled Document Do not copy without prior permission of SVP Flight Operations
CHAPTER 4: FLIGHT CREW ROSTERING
TABLE OF CONTENTS

4.0 Cooperation with Crew Scheduling
4.0.1 General........
4.0.2 Contact with the company......
4.0.3 Reporting of Unforeseeable Factor and Irregularities....
4.0.4 Complaints.....
4.1 Crew Scheduling Division
4.1.1 General............................................
4.1.2 Duties of the Scheduling Department.
4.1.3 Roster Maintenance........
4.1.4 Pairing of Inexperienced Pilots..
4.1.5 Access to the Scheduling Department
4.1.6 Roster Change Request......
4.1.7 Roster swaps..
4.1.8 Open Flights..
4.1.9 Standby Duty Period.....
4.1.10 Standby Duty- Policy
4.1.11 Stand by Duty- Scheduling...
4.1.12 Leave Entitlement Policy........

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4.0 COOPERATION WITH CREW
SCHEDULING
4.0.1General
The crew roster and all changes thereto are
issued by Crew Planning and Scheduling
section. For further details concerning
rostering procedures, rostering requests,
mutual changes and duty time limitations
refer to Chapter 23 Air Crew Duty Time
Limitations of Flight Operations Manual.

4.0.2 Contacts with the Company
4.0.2.1 Pakistan
Flight crew must provide and report any
changes in their residential addresses, email
addresses or telephone contact number(s) to
the Crew Scheduling section in writing, as
soon as practical.

4.0.2.2 Outside Pakistan
The Company places certain
restrictions on the movements of crew
members during layovers. It is the
Company policy that the flight or
cabin crew slipping at outstations
should be contactable at all times. The
layover time at outstations is intended
primarily to provide crew sufficient
rest in order to start flight duty in the
best physical condition.
Crews at outstations are under the
supervision of the Captain and must
be contactable, as their services,
within reason, may be needed to cover
disruptions caused by diversions or
rescheduling. Both flight and cabin
crews are responsible to the Pilot-in-
Command, and they should not make
direct contact with the Station
Manager other than with his/her
explicit permission. During layovers if
the Pilot-in-Command is away from
the hotel, he/she shall authorize the
First Officer to act on his behalf.
Under normal circumstances, the crew
will reside only at the accommodation
provided to them by the Company
where they may be readily contacted
by phone or written messages.

4.0.3 Reporting of Unforeseeable Factors
and Irregularities
Crew members shall report, as early as
possible, any factor that may affect
their removal or rostering by the Crew
Planning and Scheduling section
whether on or off duty. Such
irregularities may include:
Illness
Accidents
Surgery or Pregnancy
Fatigue
Urgent family problems
Use of psychoactive substance
use of medication
blood donation
deep underwater diving
Refer to chapter 2 of this manual for
complete details.
At outstations reporting will be made
to the Pilot-in-Command, Station
Manager or the flight dispatcher.

4.0.4 Complaints
Complaints about all matters regarding
crew scheduling shall be referred to the
Chief Pilot Planning and Scheduling or the
respective equipment Chief Pilot.

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4.1 CREW SCHEDULING
DIVISION
4.1.1 General
The crew scheduling division is
headed by the DGM Crew Scheduling
who reports to Chief Pilot Planning
and Scheduling (CPP&S). The Flight
Crew rosters are produced under his
direction. The division is manned
during normal office hours, whereas
crew scheduling office in operations
control is manned 24hours a day.
The company uses a computer based
method (AIMS Software) for
constructing rosters and publishing
them for crew and departmental use.
A copy of the master roster will be
available in operations control.
Rosters are produced for a period of
one calendar month and are to be
ready for publication not less than 7
days before the expiry of the
preceding roster.
4.1.2 Duties of the Scheduling Division
The Crew scheduling division has
three main tasks:
Generation and publication of
successive rosters for each fleet.
The subsequent administration
of each roster during its active
phase.
Administration of the Flight
Crew leave programmes.
To accomplish these tasks, the
division is required to:
Establish and maintain in current
status, a list of all crew members
by rank and aircraft type and
variant. This list shall be
monitored closely and revised as
necessary in order to ensure.
Construct pairings based on
flight experience and medical
conditions. It shall be used to
create preferential lines for
rostering of individual crew
members.
Maintain liaison with all other
departments both to receive and
provide information for crew
scheduling purposes. In
particular it is the responsibility
of crew scheduling through
liaison with Chief Pilot Training
and licensing section to
distribute all ground school
courses evenly throughout the
roster thus ensuring optimum
manpower availability at all
times, this also included
transition and evaluation
requirements, license validation
and continued training
requirements.
Make changes to the assignment
of crew member dictated by
illness, flight cancellation,
delays, addition of extra flights,
or any other circumstance which
alters the previously existing
crew requirement for a particular
flight.
Inform crew members by
telephone, mail box, person-to-
person communication or
messenger service regarding any
change of duty assignment or
other important information. All
such communications are to be
logged.
Co-ordinate the scheduling of
crew transport pickups and drop.
Normally, a copy of the Air
crew daily roster which lists all
of the crew members for each
flight can be used to convey this
information. However, in the
case of additional flight
replacement of crew member, or
other additions or changes to the
crew assignments the crew

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Scheduler shall relay the
information required.
Between 0600 and 2200 hrs LT,
the families of affected crew
members will be telephoned,
whenever a flight is delayed by
an hour or more. The message
will give as much detail as is
available about the delay, as well
as its revised ETA, if known.
Where the delay is expected to
be protracted, follow up call will
be made as circumstance dictate.
Should it prove impossible to
contact families by telephone,
Crew scheduling will in the
event of long delay, send a
message to crew members
home.
Publish and deliver monthly
crew schedules to individual 7
days before the end of the
preceding month.
Maintain daily records of
various crewmembers
accumulated flight times and
crew rest times, to ensure
legality for future scheduled
duty assignments.
Ensure that the number of flight
crew members on leave each day
is correct, taking into account all
planned flying and non-flying
activities and the overall
manpower situation. It shall be a
requirement that each fleet
annual leave entitlement be
consumed each year and that
backlogs should not be allowed
to develop.
In addition to the three main tasks, the
crew scheduling department will assist
concerning slip patterns, crew
establishment, etc. as required.

4.1.3 Roster Maintenance
Every possible endeavor will be made
to maintain the published roster
unaltered. However, changes in the
roster will be made when absolutely
essential, e.g. due to sickness or
aircraft change.
Under normal circumstances, crew
will be given at least twelve hours of
prior notice regarding any changes to
previously rostered duty.
4.1.4 Pairing of Inexperienced Pilots
Scheduling Division shall ensure that
a crew with less 100 hours on type
shall not be planned together to
operate a flight.
A captain with less then 100 Hours
shall not be planned to operate a flight
with a First Officer having less then
100 Hours on the type and vice versa.
Scheduling will ensure that two pilots
having age greater than 60 years are
not paired together.
Pairing should also be in compliance
with OML Medical Restrictions.
4.1.5 Access to the Scheduling Division
The following Flight Operations
personnel and SVP Flight Operations
have unrestricted access to Flight
Crew Scheduling:
Chief Pilot Planning &
Scheduling
Chief Pilot Coordination
Chief Pilot Training
General Manager Central
Control
DGM Manager Crew
Scheduling
DGM Manager Crew Planning
Chief Pilots respective aircrafts
All of the above appointees are
authorized to make inputs regarding
the composition or amendment of the
roster within the limits of their
authority. Amendments to the roster

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after publishing should only occur for
unforeseen operational, training or
personal reasons.
4.1.6 Roster Change Requests
Flight crew may request a limited
number of trips and day off requests
using the comprehensive set of
specific and generic rostering options
offered by the preferential lines
scheduling system. These requests
may be submitted through the AIMS
PCs assigned for the purpose in
Requests for a given month shall be
submitted during the preceding
months bid entry period which may
be different for various types of
equipment.
4.1.7 Roster Swaps
Each crew member is permitted to take part
in one roster mutual change per month.
Crew scheduling will accommodate such
requests at their own discretion subject to
the overriding constrains of the roster.
Mutual Change Requests Form is to be
made available in Operations and must be
signed by both parties.
4.1.8 Open Flights
The following policy shall be applied:
Open flight shall only be
assigned where no collateral
roster changes are necessary.
where two volunteers are
available and eligible, an open
flight shall be assigned to the
crew member with the lower
projected credit for the month
Where the flight cannot be
assigned in accordance with the
points above, then it shall be
kept open until the day before its
commencement, at which time it
shall be assigned to one of the
following days available crew
members according to the need
to minimize roster disruption.
Any depletion of the standby
coverage shall thereafter be
made good by assigning vacant
duties to available crew.
4.1.9 Standby duty periods
There are two regular standby duties
that provide continuous reserve
coverage for PIAC flights. These are:
SB AM- 0000-1200
SB PM-1200-0000
4.1.10 Standby Duty Policy
The purpose of holding crew members
on standby is that should an event
occur which prevents an member of a
crew rostered for a flight from
operation, a replacement crew
member can be found at any short
notice thereby minimizing any delay
to that flight.
A crew member rostered for standby
duty shall, during the assigned
standby period, be ready to operate a
flight at short notice should this be
required. He/she shall:
Not have consumed any alcohol
during the 12 hours prior to the
commencement of his standby
period
Not have taken any medication
or narcotic substances which
could impede his ability to
perform his duties as a crew
member.
Hold himself ready at his place
of residence, or at the hotel
assigned to him as
accommodation if he/she is
away from base, so as to be
ready to depart to the airport
within 30 minutes of receiving
notification that he/she is
required for a flight.
Should the crew member wish to
locate himself at any place other
then his place of residence or
hotel for any period during his
standby duty, he/she shall

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inform crew scheduler/ flight
dispatcher office location and a
contact telephone number, and
shall be able to be at his
residence or hotel ready for
collection within 30 minutes
being notified.
Inform Crew Scheduler /Flight
Dispatcher of any event, illness
or accident that will prevent him
from fulfilling the requirement
of this section as quickly as
possible, in order that a
replacement standby crew
member can be allocated for that
period.

4.1.11 Stand by Duty - Scheduling
Flight Crew located to standby duty
coverage shall be marked on the roster
as being available.
Prior to such an available day, crew
scheduling will normally allocated
either a fixed standby duty for that day
as defined above, or alternative flying
or non-flying assignment.

4.1.12 Leave Entitlement Policy
For Cockpit Crew leave entitlement policy
refers to PIA Policies and Procedures
manual.


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CHAPTER 5: ADMIN INSTRUCTIONS AND FORMS
TABLE OF CONTENTS

5.0.1 Responsibility........
5.0.2 Types of Record....
5.1.1 General..
5.1.2 Debrief Report...
5.1.3 Air Safety Report...
5.1.4 Confidential Report...
5.1.5 Autoland Report....
5.1.6 Missing Passenger Report.
5.2 Completion & Filing of Reports and Forms
5.2.1.1 Completion....
5.2.2 Filing of Reports..
5.2.2.1 Air Safety Reports.

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Each Division in the Flight Operations
Department shall be responsible for
maintaining a system to index, file and
store all papers, documents,
correspondence and information
which may be required for record
purposes. The records organisation
shall retain custody of all such
material and shall release it to
authorised persons under controlled
conditions.
Material retained in Flight Operations
records files may come from its flight
operational activities as well as inputs
from the CAA Pakistan, PIA
departments and other organisations.
The maintenance of operational and
crew records is the responsibility of
each concerned division in the
Department.

5.0.2 Types of Records
Two types of records are required to
be kept:
The documentation raised in
support of each flight by a
Company aircraft. This must be
retained for at least 3 months
after completion of the flight.
Data to support the renewal or
validation of crew licences or
their qualifications in
accordance with CAA Pakistan
regulations. All such records
shall be retained for at least 5
years after active service.
Documentation raised in support
of each flight is stored in the fuel
control section. It consists of all
MET information, NOTAMS,
CFPs, Takeoff Computation
Data cards, DBR forms etc.
issued to and completed by each
respective Flight Crew.

Successful and unsuccessful
flight crew evaluations.
Flight crew licenses and qualification
data is computer stored in the Flight
Operations Department. Hard Copies
of records are maintained by Planning
and Scheduling Division. This
division is responsible for maintaining
the following records for each Flight
Crew:
All dates and times spent on
duty for whatever reason,
including standby duty.
All dates and times spent on
crew rest and leave.
All dates and times that crew
members are unable to report for
duty due to illness or other
reasons.
Dates of completion of Pilot
Proficiency, and Instrument
Rating checks and subsequent
renewal or expiry dates.
Dates of completion of line
checks and subsequent renewal
expiry dates.
Routes and special airfield
experience.
Takeoffs and landings currency
record.
Auto-landings and AWO/LVP
qualifying approaches.
ETOPS currency.
Licences and medical expiry
dates.
Total flying and duty hours over
any 30 day period.
Total flying hours per calendar
month.
The day to day disposition of
crew members.
The date of completion of
emergency training, continued

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training as per training policy
and subsequent expiry dates.
The dates of expiry of CAA
Pakistan training authority (if
applicable).
These records may be either stored in
a computer data file or in manuscript
form. The records must be capable of
easy interpretation by Management
and CAA Pakistan Inspectors and
must also readily show any potential
hours or duty time exceedance.


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Page 10
FORMS
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5.1.1 General
There are many types of reports and
forms used by the Company to cover
various eventualities that may occur
before, during or after flight. Copies
of pertinent forms and reports are
stored in a folder in each aircraft
library.
Those reports and forms which are
relevant for all types of Company
aircraft are described in this Section.
Only one form that is required to be
filled in on each flight is the Debrief
Report (DBR). The others are
designed to report/explain various
additional operational incidents or
divergences from normal procedures.
There are some forms that are
pertinent for a particular type of
aircraft only. These are explained in
the relevant aircraft FCOM/
Operations Manual. Examples are fuel
logs, takeoff / landing data cards,
load/trim sheets, etc.
In addition to above, there are ICAO
flight plan forms and private property
declaration forms.

5.1.2 Debrief Report (DBR)
The DBR is the official document on
which the Pilot-in-command shall log
any significant event occurring during
a flight. Delays and incidents will be
recorded even though dedicated report
forms for such incidents may be raised
as well. In addition to the log function
the form is also used for recording:
Crew names and functions.
Sectors flown plus block and
flight times for the sectors.
In case of two captain operations
captain operating the sector.
Auto-landings
All aspects of duty times.
Amount and reason for any
delay in departure and arrival
time.
Any special duties performed by
crew members.
Training flight validations.
Where delays to departure or arrivals
occur, the actual difference is logged
in minutes. As these times form the
basic data for punctuality analysis, it
is necessary for the block and flight
times to be logged to the nearest
minute.
If a delay exceeds 4 minutes, the
reason for the delay shall be recorded.
The Captain will be responsible for
the accuracy of the information in the
Debrief Report. The elaboration of
reasons for delays or additional
comments pertaining to the flights
should be clear, concise and not
provocative. They should be confined
to the subject matter being reported
and should not express views of a
personal nature on subject which are
irrelevant to the flight. Language that
is sarcastic or worded so as to cause
antagonism between departments of
the Company should be avoided.
When entries on the request of the
Pilot-in-Command are made by the
co-pilot or flight engineer, these
should be checked and signed.
Besides the mandatory incidents or
occurrences reporting requirement the
flight crew is encouraged to report any
or all incidents and occurrences for
feedback and corrective remedial
actions.

5.1.3 Air Safety Report
A Captain must raise an Air Safety
Report whenever any event related to
aircraft safety occurs. Required
Reports Occurs and at any time there

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is an incident, defect or malfunction
relating to the aircraft or its
equipment, or any ground equipment
or facility which endangers, or which
if not corrected, would endanger the
aircraft its occupants, or any other
person. Any member of staff may
submit an Air Safety Report at any
time if they believed that air safety has
been compromised or if they have any
information which may enhance flight
safety.
Air Safety incident or accident sample
report and guidance on its completion
is given in Safety Management
Systems Manual.

5.1.4 Confidential Reports
Confidential Reports are the means by
which individual staff members may report
sensitive human factors related events to the
Director Quality Assurance or the Chief
Pilot Corporate Safety. The reports will be
treated with strict confidence within the
Quality Assurance or the Corporate Safety
Department. Originators are encouraged to
enter their names to enable the Chief Pilot
Corporate Safety for follow up.
The forms for these reports are available in
Briefing Rooms, Dispatch and CS & QA
Division. They may also be down-loaded
from the Corporate Website. Confidential
reporting can also be made at
pksms@piac.aero.

5.1.5 Missing Passenger Report
Should a passenger be offloaded, or fail to
go to the aircraft after checking in, the
details of this and the fact that the
passengers baggage has been found and
offloaded will be presented to the Pilot-in-
Command as a Missing Passenger Report.

5.1.6 Auto-landing Reports
The quality of Cat. II equipment is
assessed periodically in compliance
with the CAA Pakistan regulatory
requirements and to ascertain
continued satisfactory operations. The
flight crew must complete an auto
land coupled ILS approach to touch
down atleast every 45 days in an
aeroplane to keep the recency
updated.
It is each Captains responsibility to
complete Auto-land Report for each
AWO approach in actual or non actual
conditions.
Completion of the report form is self
explanatory. The completed form shall
be included in the documents folder.
In addition to above, an aircraft
Technical Log entry is required to be
made to report either a problematic or
a successful Auto land.

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5.2 Completion and Filing of Reports
& Forms
The Pilot-in-Command is responsible
for ensuring that all flight documents
are completed according to the
relevant instructions. Where his
signature is required, he/she is
accepting that the information is
correct.
Although the Pilot-in-Command
remains responsible, he/she may
delegate signature authority for flight
documents, forms reports, etc. to a
Pilot undergoing initial upgrading or
to any other Captain under training.
Reports and forms are to be kept in a
place accessible to authorised persons
only.
Flight documents must be kept on file
at Fuel Control Cell for a period of 3
months.

5.2.1.1 Completion
All reports and forms must be completed
before blocks off or after blocks on or
during the cruise phase. After completion
they shall be forwarded or filed in the
document folder by the responsible crew
member in accordance with current
instruction.

5.2.2 Filing of Reports
5.2.2.1 Air Safety Reports
It is essential that reports are received
with the least delay possible. If an Air
Safety Report is raised for a flight on
which the originator is immediately
returning to Karachi then the report
should be filed as soon as possible
after arrival.
If, however, the originator is night-
stopping elsewhere, the report should
be given to the station staff that has
instructions to forward copies by fax
immediately on receipt. The originator
should retain a copy and annotate the
DBR accordingly.

In the event of a report being
generated during a flight, it should be
returned in the trip folder along with
the DBR. Only in Urgent cases should
reports be passed directly to
individuals, as this bypasses the
normal distribution. Where a copy
exists, it should be kept and forwarded
in the trip folder at the completion of
the service.
Copies of the ATC flight plan, load
and trimsheets and completed Tech
Log page must be left with
responsible personnel at the departure
airport.

Edition 1
Chapter 6
Page 1
GENERAL FLIGHT RULES
Rev: 08
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CHAPTER 6: GENERAL FLIGHT RULES
TABLE OF CONTENTS
6.0 General
6.0.1 Principles...
6.0.2 Aircraft operation -legal Requirements.
6.0.3 Application of IFR and VFR.
6.0.3.1 Choices of Airspace
6.0.3.2 Change from IFR flight to VFR Flight..
6.1.1Flight Crew ....
6.1.1.1 Captain
6.1.1.3 Flight Engineer..
6.1.2 Cabin Crew ..
6.2 Routings Maps & Charts
6.2.1 Routings.........
6.2.1.1 Definition
6.2.1.2 Policy..
6.2.1.3 Deviation from Company Routing.
6.2.2 Maps and Charts ...
6.2.3 Noise Abatement Procedures.
6.3 Minimum Altitude/Flight Levels
6.3.1 General .
6.3.2 Policy.....
6.3.3 Minimum Safe Altitude (MSA)....
6.3.4 Minimum Off-Route Altitude (MORA)...
6.3.5 Minimum Obstacle Clearance Altitude
6.3.6 Minimum Enroute IFR Altitude...............
6.3.7 Minimum Victoring Altitude...
6.3.8 Other Altitude Restrictions..
6.4 Collision Avoidance and ATC Separation
6.4.1 Avoidance of Aircraft Collision .....
6.4.2 Maintenance of ATC Separation...
6.4.3 Reduced Vertical Separation Minimum (RNSM).
6.4.4 Required Navigation Performance (RNP).
6.5 Aircraft Attitude
6.5.1 Level Off....
6.5.2 Angles of Bank..

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6.0 General
6.0.1 Principles
Flight crew must follow all Company
policies and procedures laid down in the
prescribed operational publications, and
must adhere strictly to international,
national or local regulations according to
the Jeppesen Airways Manual and ATC
instructions. These may be overruled only
if, in any situation, the safety of the aircraft
demands different action. The PF (Pilot
Flying) should endeavour to make his
flying as accurate and smooth as possible,
which is important not only from a safety,
but also from a passenger comfort point of
view. No rough or extreme manoeuvres are
allowed.

6.0.2 Aircraft Operation Legal
Requirements
It is the Captains responsibility to ensure
that the aircraft under his command is
operated within the law. PIAC aircraft shall
be operated according to the laws of
PAKISTAN. However, should the laws of a
country of overflight or landing be more
restrictive, then the aircraft shall be
operated in compliance with those more
restrictive laws, whilst in that countrys
airspace.

6.0.3 Application of IFR and VFR
6.0.3.1 Choice of Airspace
All route flights shall be operated
within either controlled airspace,
airspace with advisory service or
airspace with positive radar control
where possible, except when the
situation warrants a deviation (e.g.
thunderstorm avoidance etc.)

VFR flight shall be conducted so that
the aircraft is flown in conditions of
visibility and distance from clouds
equal to or greater then specified in
the table given below:

Company VMC Visibility and
Distance from clouds Minima

VMC In-Flight Conditions
Flight Visibility
8 Kilometres
(5nm)
Vertical Distance
from Cloud
600 m (2000 feet)
Horizontal Distance
from cloud

4000 m (2.5 nm)

6.0.3.2 Change from IFR flight to VFR
flight
An aircraft electing to change the conduct
of its flight from compliance with
Instrument Flight Rules to compliance
with Visual Flight Rule shall, notify the
Appropriate air traffic service unit if a
flight plan was submitted specifically that
IFR flight is cancelled and communicate
thereto the change to be made to its
current flight.

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Chapter 6
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6.1.1 Flight Crew
The minimum number of Flight Crew
members on PIAC aircraft is as laid down
in the FCOM/Operational Manual for the
aircraft type and will consist of the
following:

6.1.1.1 Captain
All flights shall be planned and carried out
with a qualified Captain as the Pilot-in-
Command.

All flights shall be planned and carried out
with a minimum of one qualified First
Officer. In order to be considered qualified
as First Officer; the following requirements
must be met:
1. Route flights
Any First Officer with a current
license on the aircraft type and
qualified for route operation.
Training Captains or line captains
who have been trained and
evaluated from Right Hand Seat
may be scheduled /or replace as a
first officer at any stage of the
flight.
2. Two Captain Operation
In case Captain who has completed
Right Hand Seat training as per
CAA approved PIA training policy
and ANO may be scheduled for
such operation. Currency from the
P-1 Seat (Left Hand Seat) shall also
mean currency from P-2 seat (Right
Hand Seat)
3. Training Flight without
Passengers
Any licensed pilot, without type
endorsement, undergoing type
conversion training.

6.1.1.3 Flight Engineer
All flights on aircraft that require a three
man Flight Crew shall be flown with a
qualified Flight Engineer.

6.1.2 Cabin Crew
The minimum legal number of Cabin
Crew members required for a flight
shall be determined by the number of
passenger seats fitted in the aircraft
allocated to that flight.
The details of minimum cabin crew
requirements for each type of aircraft
and passenger load configuration is
given in the Flight Services and the
Safety Equipment and Procedures
Manual.
The PIAC policy is to operate
(wherever possible) with a full cabin
crew complement. Exceptions to this
will be made whilst ensuring that
there is no compromise to Passengers
and Flight safety.
Airplane Maximum
Cabin
Crew
Mandatory
Cabin
Crew
B747-300 16 10
747-200 15 10
B777-200ER 14 07
B777-200LR 14 07
B777-300ER 14 08
A-310 10 04/5*
B-737 06 03
ATR42-500 02 01
*AP-BGN/BGO/BGP/BGQ/BGR/BGS -05

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6.2 Routings, Maps and Charts
6.2.1Routings
6.2.1.1 Definition
Routings give specific data and procedures
for use as a basis of the flight plan for in
flight navigation.

6.2.1.2 Policy
Both normal routings and if available,
alternative route(s) are listed in the
Jeppesen Airways Manual. They are
prepared in accordance with State
regulations (AIP, AIC, AIRAC) and
PIA regulations and are issued by the
Routes and Navigation Section Flight
Operation.
For routings which are not covered
therein, but are required temporarily
due to air space restrictions, the
Routes and Navigation section will
prepare an alternative special routing.
When more than one routing is
available between departure and
destination, the routing that results in
the shortest trip time will normally be
chosen provided that no cost penalty
due to overflight charges etc is
incurred. If definite reasons require
change (weather, danger areas, ATC
etc.) a different or a combination of
two or more different routing
segments may be used for the same
flight.
Overflying of danger/restricted areas
must be avoided if possible. For
instructions and exceptions, refer to
the Jeppesen Airways Manual.

6.2.1.3 Deviation from Company
Routings
When deviating from a route or when
a route has been chosen for which no
routing is given in the Jeppesen
airway manual, the following factors
must be considered:
The ground facilities en-route
(navigation, communication,
emergency airfields etc).
Terrain to be over flown in
relation to aircraft performance.
Regulations issued by the
countries over flown, e.g. the
proximity of danger areas, the
requirement of over flight
permission etc.
Meteorological Conditions and
services.
SAR facilities.
The reliability of maps and
charts.

6.2.2 Maps and Charts
Flying under IMC may only be done
with maps, charts, routing, etc.
provided in Jeppesen Airway Manual
and approved by PIA.
For special operations outside the area
covered by the existing Jeppesen
Airway Manual, the necessary
documentation will be provided by
Routes and Navigation section.
The Jeppesen Airways Manual is the
main source of information for all PIA
flights concerning:
Navigation data relevant to a flight.
Terminal information for departure,
destination and alternate airfields
relevant to a flight.
Terrain clearance and minimum safe
altitudes required for the safe
operation of a flight.
Runway lengths, slopes, lighting and
availability.
Special procedures applicable to any
route, airspace, or terminal area as
designated by the aviation authority of
any state.
Emergency procedures applicable to
any route, airspace or terminal area as
designated by the aviation authority of
any state.

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Company airfield operating minima,
as authorised by CAA-Pakistan
provided that the airfield operating
minima published by Jeppesen shall
pnot be lower than the basic minima
for each type of approach as laid down
or as otherwise approved by the state
authorities where the airfield is
located.
Two sets of the specially tailored
Jeppesen Routes Manual shall be
maintained on the flight deck of each
PIA aircraft. These shall be amended
and kept current by the Routes and
Navigation Section.
Any discrepancies or missing pages of
the Manual must be promptly reported
to the Routes and Navigation Section
via the Deficiency Proformas. The
navigation department will ensure that
the Manual is complete prior to the
next departure of the aircraft from
base. Should a captain discover whilst
down route, discrepancies or missing
pages and these affect the next or
subsequent sectors, he/she must use
the most expeditious means available
to correct this before commencing
flight.
Should any flight be dispatched that
will enter any area outside that
covered by the Jeppesen Airway
Manual, operations control will ensure
that the operating crew are issued with
two copies of all necessary additional
Jeppesen publications that are
required to cover that flight.
Any information contained in the
Jeppesen Airway Manual may be
superseded by the publication of
NOTAMs and the manual must be
used in conjunction with any
NOTAM(s) received before or during
a flight.
The company does not permit
manuscript alterations to its Manuals.
Therefore crews must not mark or
otherwise disfigure any pages, charts,
etc of the Jeppesen Airway Manual.
Any pages removed from the manuals
during flight must be re-inserted to
their original location before leaving
the aircraft at the end of flight. All
binders should be returned to the
onboard navigation bag in the proper
sequence at the termination of the
flight.
From time to time terminal charts and
enroute charts are issued in advance of
their effective date. They will be
processed as follows:
Pages or charts which are part pf a
normal weekly revision but are not
effective immediately will be put in
the Jeppesen Airway Manual in front
of the page / chart they will eventually
replace.
When an amendment involves
including a chart with an effective
date sometimes in the future, the old
chart and the revised chart will remain
in the Manual until the due date of the
revision. On that date crew may
remove the old chart but return it to
Flight Operations in the flight
documents.
Crews must ensure that effective dates
are checked and the effective page is
referred to.

6.2.3 Noise Abatement Procedures
In addition to all route instructions, every
PIA flight will be planned and flown with
reference to route and altitude so as to cut
down the disturbance by aircraft noise as
much as possible. Published noise
abatement procedures will be adhered to.
Every aircraft will carry NOISE certificate
issued by CAA (if applicable).

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th
Mar, 2008


6.3 Minimum Altitudes/Flight Levels
6.3.1 General
The selection of cruising altitudes/flight
levels shall be based on:
Company operating policy.
The specified terrain clearances to
ensure safety on the route to be flown.
ATC requirements.
Noise Abatement procedures.
Since ATC objectives generally do
guarantee prevention of collision with
terrain, however it is the full responsibility
of the Captain to ensure compliance with all
company regulations with regard to terrain
clearance.

6.3.2 Policy
All segments of a flight, except
takeoff approach or landing, shall be
operated at an altitude or flight level
which is at or above the permitted
minimum altitude with due
consideration of corrections for
temperature and pressure variations
from standard values.
The aircraft shall have reached and
then remain at or above the minimum
cruising flight level or altitude before
cruising over the route section
concerned.
The published minimum altitudes
shall be used conservatively whenever
difficulties with respect to navigation
accuracy have to be expected, e.g.
unreliability of navigation aids,
detours due to weather etc.
Minimum obstacle clearance altitude
(MOCA) shall be used to determine
minimum altitudes for drift down and
for engine-out operation. Other
published altitudes, such as MEA or
MORA use different areas for
calculations and may therefore differ
from MOCA.

6.3.3 Minimum Safe Altitude
A MSA is published on each instrument
approach chart and is based on a terrain
clearance of 1000 ft above, the highest
terrain or obstruction, within a radius of
25NM from the navigation aid as indicated
on the chart. MSAs are rounded up to the
next 100ft. This altitude is for emergency
use only and does not necessarily guarantee
reception of navigation aids.

6.3.4 Minimum Off-Route Altitude
(MORA)
This is an altitude derived by
Jeppesen. The MORA provides
reference point clearance within
10NM of the route centreline and end
fixes. A grid MORA provides
reference point clearance with in the
section outlined by latitude and
longitude lines.
MORA values clear all reference
points by 1000ft where the highest
reference point is 5000ft AMSL or
Lower and 2000ft where it is 5001
AMSL and higher.

6.3.5 Minimum Obstacle Clearance
Altitude (MOCA)
The lowest published altitude in effect
between radio fixes on VOR airways, off
airways routes, or route segments which
meets obstacle clearance requirements for
the entire route segment and for the USA
only, ensures acceptable radio signal
coverage within 22 NM of a VOR.

6.3.6 Minimum Enroute IFR Altitude
(MEA)
MEA is the lowest published altitude
between radio fixes that meets obstacle
clearance requirements between those fixes
and in many countries assures acceptable
navigational signal coverage.

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6.3.7 Minimum Vectoring Altitude
( MVA)-
The lowest MSL altitude at which a
minimum vectoring IFR aircraft will be
vectored by a radar controller, except
otherwise authorized for radar approaches,
departures and missed approaches

6.3.8 Other Altitude Restrictions
Check the current NOTAMS for any
altitude restrictions that may have been
imposed by the State/ Authority.


Edition 1
Chapter 6
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6.4 Collision Avoidance & ATC
Separation
6.4.1 Avoidance of Aircraft Collision
Look-Out
A good look out is still required for
collision avoidance in spite of modern
aircraft technology and more
sophisticated ground devices. Thus
whenever visibility permits the crew
must keep a sharp look-out.
In the vicinity of an airfield, during
descent and climb to an airfield or out
of an airfield, and in areas where
traffic is dense Flight Crew members
shall keep paper work, map readings
etc., to the minimum necessary. Paper
work shall only be done during the
cruise phase of flight.
Irrespective of the type of clearance
received from ATC, it is still the
responsibility of the Captain to avoid
collision with other aircraft. Thus,
during VMC, a look out for
conflicting traffic is a necessity.
Traffic information given by ATC is
of great value and should always be
requested. It must, however, always
be kept in mind that ATC information
includes known traffic only and
therefore be incomplete.
If unidentified traffic is reported
which cannot be seen in due time and
a collision risk is suspected, request
immediate avoiding action.
In order to protect the eyes from the
sun, only the use of sunglasses and
sun visors are permitted. The use of
objects restricting good look-out is
prohibited during flight.
6.4.2 Maintenance of ATC Separation
To ensure safe vertical separation
during cruise and in holding areas it is
necessary to maintain the assigned
flight level/altitude accurately (+/- 100
ft only).
Extreme caution is required when
changing from one area or airspace
layer to another where different
altimeter settings or procedures are
used for vertical separation.
It is important to remember that if all
errors of altimeter are added
unfavourably, the vertical separation
between aircraft can be reduced to a
value below the acceptable minimum.
If the navigation becomes inaccurate
due to defective, unreliable equipment
on board, this must be reported to
ATC immediately.
6.4.3 Reduced Vertical Separation
Minimum (RVSM)
Refer to ATC chapter of Jeppesen Airway
Manual.

6.4.4 Required Navigation Performance
(RNP)
Refer to ATC chapter of Jeppesen Airway
Manual.

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6.5 Aircraft altitude
6.5.1 Level-off
To prevent altitude divergence of the
assigned flight level or altitude, or
undesirable g forces while levelling
off whenever the aircraft has a high
rate of climb or decent, it is important
to monitor closely the flight progress,
especially when flying manually.
Rate of climb/descent to be within
500/1000 ft/min (not to exceed 1500
ft/min) in RVSM airspace when
approaching the selected altitude or
when changing flight levels.

6.5.2 Bank Angle
During normal operation, the maximum
bank angle when carrying passengers is 30.
For limitations on takeoff and approach and
equipment limitations, refer to the
applicable FCOM/ Operations Manual.


Edition 1
Chapter 7
Page 1
FUEL POLICY
Rev: 03
27
th
Jan, 2009

0ontrolled Document- Do not copy without prior permission of SVP Flight Operations

CHAPTER 7 FUEL POLICY
TABLE OF CONTENTS
7.0 Fuel Policy for Turbo Jet Aircraft (NON ETOPS)
7.0.1 Fuel Planning and Management....
7.0.1.1 Basic Principals..
7.0.1.2 General Factors....
7.0.1.3 Planning Factors..
7.1 In-Flight Fuel Monitoring and Low Fuel
7.1.1 Procedure ...
7.2 Aircraft Performance Deterioration (APD) Factor..
7.3 Selection of Alternate Airfield....
7.4.1 Taxi Fuel....
7.4.2 Trip Fuel.
7.4.3 Contigency Fuel.
7.4.6 Stored Fuel.
7.4.7 Discretion...
7.4.8 Block Fuel..
7.4.9 Minimum Block Fuel.
7.4.10 Reserve Fuel.
7.4.11 Extra Fuel.
7.5 Alternate Policy for Turbo Jet Aircraft
7.5.1 General..
7.5.2 Takeoff Alternate...
7.6 Fuel Policy for Turbo Prop Aircraft (ATR 42-500)
7.6.1 Taxi Fuel....
7.6.2 Fuel for Operations of Hotel Mode on ATR 42-500 Aircraft....
7.6.3 Trip Fuel
7.6.4 Contingency Fuel...
7.6.7 Block Fuel..
7.6.8 Fuel Tankering (for the next sector)....
7.7.1 General...
7.7.2 Supervision of Refueling and Fuel Check.
7.7.3 Fuel Tankering...
7.7.4 Fueling with Passengers on Board
7.8 Inflight Fuel Management
7.8.1 General ....
7.8.2 Company Minimum Reserve...
7.8.4 Approaching Destination.
7.8.4.1 General..
7.8.4.2 Prior to Top of Descent.

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6
6
6
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7.0 Fuel Policy for Turbo Jet
Aircraft (non ETOPS)
7.0.1 Fuel Planning and Management
7.0.1.1 Basic Principles
The total fuel carried on board an airplane
must be sufficient for the intended flight
and must include a safe margin for
contingency, alternate and holding to meet
regulatory recommendations as per CAA
ANO 91.0010.

7.0.1.2 General Factors:
A Computerized Flight Plan (CFP) will
normally be provided for every intended
flight. If the CFP shows a recommendation
to carry extra fuel (tankering) as a result of
Maximum Fuel Policy, then it should be
ensured that enough fuel is carried to cater
for the next sector only (payload and other
limitations permitting). On a multi sector
flight additional sector fuel could be
uplifted subject to payload at respective
locations. Tankering of fuel, when not
recommended is UNECONOMICAL.
Copies of completed CFP on which fuel
checks have been recorded, along with
Trim-sheet, ATC Clearance and Weather
information are to be placed in the Flight
Document Envelope for Post Flight analysis
and record.

7.0.1.3 Planning Factors:
The total fuel required for a safe flight
comprises of the following components:
Trip Fuel which comprises:
o Take Off, Acceleration, SID and Climb
o Cruise
o Descent
o STAR and Instrument Approach
Procedure to land

Note: Where published most commonly
used SID and STAR are considered. Where
SIDs have not been published a distance of
6 NM is to be added.
Additional Fuel is required for:
i) Start UP and Taxi
ii) Use of APU
iii) Quantities known to be unusable
iv) Contingencies
v) Alternate airfields
vi) Holding

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7.1 In-Flight Fuel Monitoring and
Low Fuel
7.1.1 Procedure
The PIC shall ensure that the correct
type and quantity of fuel is carried on
board. Units of weight shall be the
same as on the cockpit fuel gauges. In
flight fuel burn and flight time
monitoring checks shall commence
from the first convenient waypoint in
cruise and thereafter approximately
every 30 minutes over a waypoint.
The PM shall record on the CFP the
actual time over waypoint and the
actual fuel quantity for comparison.
Close vigilance and early decision
making is necessary in order to ensure
that diversion and holding allowances
are not eroded to an extent that
OPERATIONAL SAFETY is
compromised.
A Diversion to alternate may not be
initiated if landing at destination is
assured, when weather at destination
is above its own alternate minima, and
expected to remain so until after
Expected Approach Time. The PIC
shall ensure that the minimum fuel
quantity upon landing is not less than
that required to fly the airplane for 30
minutes at clean holding speed, at
1500 feet altitude, under standard
atmospheric conditions. This
restriction shall also ensure that it is
better that the minimum landing fuel
requirement of the Authority. A
landing must be made with a
minimum of 30 minutes of fuel
remaining. Any time it is expected to
go below 30 minutes of fuel, an
emergency must be declared.
If at any time it is known that the
aircraft may land with fuel less than
RESERVE FUEL at destination
(Alternate Plus Holding), ATC must
be informed about Fuel Remaining in
minutes.
Advice ATC of your minimum fuel
status when your fuel supply has
reached a state where, upon reaching
destination/alternate you cannot
accept any undue delay.
Be aware that this is not an emergency
situation, but merely an advisory that
indicates an emergency situation is
possible should any undue delay
occur.
Be aware a minimum fuel advisory
does not imply a need for traffic
priority.
If the remaining usable fuel is
expected to go below 30 minutes and
suggests the need for traffic priority to
ensure a safe landing, an emergency
shall be declared on account of low
fuel and report fuel remaining in
minutes.

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7.2 Aircraft Performance Deterioration
(APD) Factor:
o APD factor is to be applied to all fuel
calculations. It is depicted on each CFP.
Latest list of APD factors of each
aircraft is available at Flight Despatch.
o The APD figures will be revised
periodically or as and when warranted.


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7.3 Selection of Alternate Airfield
Selection of an Alternate Airfield will
be as follows:
If the Destination Forecast Wx
for a period 2 hrs of ETA
indicates:
Ceiling 2000 ft or above and
Visibility 5 km or more then :
Only one nearest alternate
should be nominated, however,
alternate fuel for at least 100 nm
will be carried.
If the Destination Forecast Wx +
1 hr. of ETA is above its own
Alternate Minima for an
Instrument Approach then only
one Alternate more than 100 nm
away should be nominated.
If the weather criteria does not
meet the above conditions then
two alternated shall be
nominated. Fuel to be carried for
the farther of the two, one of
which must be more than 100
nm direct distance away from
destination.

Note: Tempo conditions in the forecast
Wx is only to be considered if at the
estimated time of arrival it is below the pre-
flight planning minima. Where a condition
is forecast as Prob. it will be considered
only if the probability factor is 30% or
more.


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7.4.1 Taxi Fuel
A standard quantity of fuel to cater for
ground maneuvers from engine start to
brake release (including APU
consumption). For all airports, except those
listed below, the standard taxi fuel shall be
as follows:

B747 800kgs
B777-200 ER 400kgs
B777-200 LR 400kgs
B777-300 ER 400kgs
A310 300kgs
B737 200kgs
USA, Canada and Japan
B747 1500kgs
B777 200-ER 700kgs
B777 200-LR 700kgs
B777 300-ER 700kgs
A310 500kgs
Europe
B747 1200kgs
B777 200-ER 500kgs
B777 200-LR 500kgs
B777 300-ER 500kgs
A310 400kgs

Note: This quantity may be increased
whenever required

7.4.2 Trip Fuel
The fuel required from departure station to
the planned destination, based on forecast
meteorological conditions, is called Trip
Fuel. This includes Take-off, Acceleration,
SID, Climb, Cruise, Descent, STAR and
Instrument Approach Procedure or 6 min. to
Land which ever is higher.

7.4.3 Contingency Fuel
The fuel required to cover unforeseeable
variations from the planned operation after
engine start, i.e. changes in forecast
wind/temperature, as well as ATC
restrictions. The contingency fuel will be 5
% of Trip Fuel, limited by the following:
A/C Min. Qty Max. Qty
B747 1600kgs 3500kgs
B777-200 ER 1000kgs 3500kgs
B777-200 LR 1500kgs 3500kgs
B777-300 ER 1500kgs 3500kgs
A310 600kgs 1500kgs
B737 500kgs 700kgs

Note: Total fuel carried must be sufficient
to permit flight with engine /
pressurization failure from any
point along track to an enroute
airport with 30 minutes holding
fuel.

7.4.4 Alternate Fuel
The fuel required to fly to an Alternate
Airport, based on forecast meteorological
conditions, which includes one Missed
Approach at Destination, Climb, Cruise at
LRC, Descent, STAR and Instrument
Approach Procedure or 6 min. to Land
which ever is higher.
Note: Fuel for 6 nm is included as
additional distance to join the
airway after conducting missed
approach.
7.4.5 Holding fuel
The fuel required to fly the airplane for 30
minutes at clean holding speed under
standard atmospheric conditions at 1500 ft
AGL over the Alternate Airport in Standard
Atmospheric Condition and will be
calculated at estimated Landing Weight at
the Alternate Airport.
7.4.6 Stored Fuel
Any quantity of fuel carried for the purpose
of ECONOMIC TANKERING.
7.4.7 Discretion
Commander may ask for extra fuel uplift.
Reasons for any EXTRA FUEL uplifted as
DISCRETION will be mentioned in the
remarks column of the CFP and also

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summarized in the Captains Debrief
Report.

7.4.8 Block Fuel
The block fuel is the sum of
following:
Taxi fuel
Trip fuel
Contingency fuel
Alternate fuel
Holding fuel
Any stored fuel
Discretionary Fuel, if any
Extra fuel , if any

7.4.9 Minimum Block Fuel
The minimum fuel required for Takeoff,
EXCEPT Test or Training Flight will be as
follows:
B747 20000kgs
B777-200 ER 9000 kgs
B777-200 LR 10000kgs
B777-300 ER 10000kgs
A310 6000 kgs
B737 4000 kgs
ATR 42-500 1000 kgs
Note: The Minimum Block Fuel is not
applicable to Test and Training Flights, on
which Fuel should be taken in accordance
with the duration of the flight.

7.4.10 Reserve Fuel
Reserve fuel depicted on CFP is the sum of
alternate and holding fuel.

7.4.11 Extra Fuel
Any additional fuel i.e. MEL required,
Ballast, extra holding over destination due
ATC or company requirements such extra
holding fuel shall be calculated at the
expected landing weight over destination at
1500 AGL.
NOTE: the pilot-in-command is the final
authority to decide the amount of fuel to be
carried on each flight.


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7.5 Alternates Policy for Turbo Jet
Aircraft
7.5.1 General
Scheduled Destinations and Alternates
are listed in two sections:
International Destinations and
Alternates.
Domestic Destinations and
Alternates.
The Listing of Alternates, (a) and (b)
are being provided in the form of
Routes and Navigation Bulleting(s)
which shall be revised as and when
warranted.
Note 1: Alternates shown in bold italics are
also PIA scheduled destinations.
Note 2: The above Alternate Lists override
all previous information regarding
Alternates issued in any form.
Alternates are being listed in order of
distance from destination, the nearest
being listed first. For planning
purposes the distance to alternate
includes 6 n.m. as additional distance
to join airway after conducting Missed
Approach Procedure.
At planning stage, in case an alternate
is not available due to weather or any
other reason, then the next available
Alternate in the list should be
nominated.
The alternate list also shows the type
of aircraft that can be accommodated
at an airport e.g. A310 means all
aircraft upto A310. Blank space in
front of the alternate means that all
aircraft in PIA fleet can operate.
Some airports may have restricted
hours of operation. These airports are
marked H. For hours of operation the
relevant Notams and Jeppesen
Manuals must be consulted. Company
Preferred alternates are marked P.

7.5.2 Takeoff Alternate
If the weather conditions at the airport of
takeoff are below the landing minimum for
that airport, an alternate is required for
flight release within the following distance
of the departure airport.
2 Engine Aircraft
Not more than a distance equivalent to a
flight time of one hour at the single engine
cruise speed.

3 or 4 Engine Aircraft
Not more than a distance equivalent to a
flight time of two hours at one engine
inoperative cruise speed.

7.5.3 Planning Minimums (IFR flight)
Planning minimums for takeoff alternates,
destination and destination alternates and
for Enroute alternate aerodrome refer to
Aerodrome Operating Minimums in the
ATC chapter of Jeppesen Airway Manual

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7.6 Fuel Policy for Turbo Prop
Aircraft (ATR 42-500)
7.6.1 Taxi Fuel
A standard quantity of 91kgs to cater for
ground maneuvers from engine start to
brake release should be added as taxi fuel.

7.6.2 Fuel for operation of Hotel Mode
on ATR 42-500 aircraft
Whenever operation of Hotel mode is
anticipated, an additional fuel for the
anticipated time will also be included in taxi
fuel. This fuel will be calculated on the
basis that use of hotel mode for 30 minutes
will require 55 kg /122lb of fuel.

7.6.3 Trip Fuel
The fuel required from departure
station to the planned destination,
based on forecast meteorological
conditions, is called Trip Fuel. This
includes Take-off, Acceleration, SID,
Climb, Cruise, Descent, STAR and
max of 10min fuel for approach or
expected Instrument Approach
Procedure to land.
Some aircraft have a fuel flow in
excess of FCOM data. In view of this
a pre-calculated percentage of fuel is
added to all components of the
required fuel to meet this aircraft
performance deterioration (APD).

7.6.4 Contingency Fuel
5 % of trip fuel (min 45kgs/100 lbs, max
91kgs/200lbs).

7.6.5 Alternate Fuel
The alternate fuel required from destination
to the alternate is based on estimated weight
at destination, optimum altitude, enroute
forecast OAT and wind velocity. This
includes fuel for one overshoot at
destination, acceleration, climb, cruise,
descend and approach to land maneuver.

7.6.6 Holding Fuel
Fuel required for 45 minutes with holding
speed at 1500 ft, estimated weight and
forecast temperature above the alternate.
7.6.7 Block Fuel
The block fuel will consist of the following:
i) Taxi fuel plus,
ii) Trip fuel plus,
iii) Contingency fuel plus,
iv) *Alternate fuel plus,
v) Holding fuel plus,
vi) Any extra fuel,

7.6.8 Fuel Tankering (for the next sector)
Fuel Tankering shall be provided as per
policy on flights to destinations where fuel
is not available in such a way that the fuel
remaining at destination is calculated
considering trip fuel inclusive of
contingency fuel.

N

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7.7.1 General
The Captain is responsible for ensuring that
sufficient fuel is on board for the
completion of the planned flight and that it
is correctly distributed in the fuel tanks.

7.7.2 Supervision of Refueling and Fuel
Check
Refueling has to be supervised and the
quantity checked by a qualified
person, i.e. an authorized Station
Engineer or if he/she is not available,
one of the flight crew.
Prior to departure, the Captain shall
ensure that the quantity and
distribution of fuel on board
correspond with that indicated in the
Technical Log/fuel uplift Performa.
The total fuel onboard shall be
verified to be within +2 / - 1% of that
required.

7.7.3 Fuel Tankering
PIA maintains an updated list of
sectors on which fuel tankering
provides financial benefit to the
Company. This list takes into account
the fuel cost differential between the
airfields of departure and destination
as well the cost of transportation of
the additional fuel. Whenever a sector
is nominated for tankering, fuel
adequate to perform the return trip (or
next sector) is to be uplifted, subject
to the landing weight limitation. This
figure will take into account all
pertinent factors, e.g. possible fuel
savings enroute.
Where fuel adequate to perform the
return trip (or next sector) cannot be
uplifted due to landing weight
limitation, selected tankering fuel
figure shall allow a margin between
planned and maximum landing weight
of at least the maximum permitted
LMC (CHAPTER 12) in order to
avoid overweight landings.
It should be borne in mind that
planning with a margin below
maximum landing weight as outlined
in the last paragraph is applicable only
to tankering sector. Whenever
necessary to uplift the maximum
payload, planning should be to the
maximum landing weight.
Tankering is not recommended if:
The runway for takeoff is
contaminated.
Runway length is marginal.

7.7.4 Fueling with Passenger on Board
Fuelling with passengers on board is
not allowed unless a Flight Crew
member or a ground engineer is
present. Subject to this provision,
refueling operations may take place
while passengers remain on board,
while embarking or disembarking,
provided that the following general
precautions are observed.
Flight crew member must be notified
whenever refueling with passengers
on board is planned in order to ensure
that these are set in place. Local rules
and regulations may require additional
precautions and Captain should check
with the ground engineer or fuel
supplier at outstations before
proceeding.
Flight Crew/Ground Engineer shall
inform ATC to alert the fire services.
The flight crew/ground engineer is
required to inform the senior purser
when refueling is about to start and
when it finishes. Senior pursers will
then take safety procedures at the
appropriate time.

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Flight crew/Ground Engineer shall
ensure NO SMOKING signs are
switched ON, EMERGENCY EXITS
LIGHT Switch to ARMED, FASTEN
SEAT BELT signs to switched OFF
and seat belts must be unfastened,
cabin aisles are to be kept clear.
Two-way communications are to be
established using the aircraft
intercommunications system between
the Ground Crew supervising the
fueling and the Flight Crew/ground
engineer.
The senior purser shall inform the
flight crew/ground engineer regarding
commencement and completion of
passenger embarkation or
disembarkation.
Sufficient qualified personnel/cabin
crew shall be ready to initiate and
direct an evacuation by the most
practical and expeditious means. For
practical purposes atleast one member
of Flight Crew/ground engineer and
half of the minimum required cabin
crew members shall remain on board
in the vicinity of the available exit.
Fire extinguishing equipment of the
fuel truck or bowser and fueling
personnel trained in its use, must be
readily available. Such equipment
must be suitable for use for initial
intervention in the event of a fuel fire.
Senior purser shall make PA
announcement to warn the passengers
whenever fueling is to take place
while they are on board the aircraft,
they must refrain from smoking,
operating electrical switches or
photographic flash equipment, or
otherwise produce any source of
ignition.
AVIO Bridge or stairway if used must
be available on exists normally used
for embarkation or disembarkation be
available and ready to use in order to
permit the safe evacuation of
passengers if required. In addition
access to doors where aircraft escape
slides may be deployed are to be kept
clear, except for those exits not
available due to their use for catering
or other ground servicing activities.
If AVIO bridge or stairway not
installed, Minimum cabin crew to
remain on board, main doors used for
passengers
embarkation/disembarkation should
be un-obstructed by ground equipment
to permit the use of escape slides.
Ground servicing activities and works
inside and outside the aircraft shall be
conducted in a manner that ensures
they do not create any hazard and that
the aisles and the designated
evacuation exits remain un obstructed
on the inside and on ground.
When passengers are embarking or
disembarking during refueling
operations, their route must avoid
areas where fuel vapors are likely to
be present and they are to be under the
supervision of a responsible person.
If during refueling the presence of
vapor is detected inside the aircraft, or
any other hazard arises, then
fueling/de-fueling must be stopped
immediately. Resumption may
continue only after the person
supervising the fueling considers it
safe to do so.
For variation to this standard
procedure due to local regulations, see
the Route Manual

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7.8 In-Flight Fuel Management
7.8.1 General
Fuel checks shall be carried out at regular
intervals throughout each flight in order to
establish that actual fuel consumption
matches that planned. Such checks should
be carried out over enroute waypoints at
intervals normally not exceeding 30
minutes. Comparison of actual fuel on
board with the Minimum required as
indicated on the CFP will enable early
identification of higher than anticipated
consumption.
7.8.2 Company Minimum Reserve
by the manner in which he/she conducts the
flight that the fuel calculated to be
remaining on board at the destination is at
least equal to the sum of alternate fuel and
holding fuel. For convenience this sum is
referred to as Company Minimum Reserve
(CMR). The value of the CMR may change
as the flight progresses.

(Enroute)
The CFP provides Minimum Required
fuel values at each waypoint. These
values are only accurate if the CFP
conditions of weight, wind,
temperature, route and flight level are
encountered for the remainder of the
flight. Crews are expected to make
maximum use of any flight
Management systems to predict fuel
on board at destination based on
actual conditions. If it becomes
apparent that the predicted fuel
remaining at destination will be less
than the required minimum corrective
action must betaken. This corrective
action should ensure that adequate
fuel will be on board at destination
and may involve any of the following:
Reducing consumption for the
remainder of the flight by:
(1) Flying at a more fuel economical
speed.
(2) Flying at a more economical flight
level.
(3) Flying a more direct routing.

Selecting an alternate airfield closer to
the intended destination. When
considering a closer alternate it should
be noted that the 100 NM limit, while
applicable at the preflight planning
stage, does not apply in flight.
Furthermore, any airfield listed in the
Route Manual may be considered in
this regard, provided that the weather
conditions at ETA are forecast to be at
or above the applicable landing
minima at that airfield. If available
and valid, a TREND forecast updates
a TAF.
Should none of these actions be
possible, an enroute technical stop for
refueling should be made.
7.8.4 Approaching Destination
7.8.4.1 General
In the latter stages of any flight, it may be
possible to reduce the fuel reserves required
at destination. This option is subdivided
into two phases. One is applicable based on
fuel calculations prior to the top of descent
(TOD), and the other is applicable after the
aircraft has commenced its descent to the
destination airfield.
7.8.4.2 Prior to Top of Descent
The Company Minimum Reserve can be
reduced by recalculating the fuel to
alternate. Within one hour of destination,
diversion fuel to the alternate airfield my be
calculated from cruise altitude, provided the
forecast and actual weather for both
destination and alternate airfields indicates
at least 5000 meters visibility and 1000 ft
ceiling.

Flight Operations Manual (Part- A)
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CHAPTER: 8 FLIGHT PREPARATIONS & PLANNING
TABLE OF CONTENTS
8.0 General
8.0.1 Flight Preparation. .
8.0.2 Definitions. ....
8.0.2.1 Adequate Airport.
8.0.2.3 ETOPS (Extended Twin Operations)..
8.0.3 Route Planning Principals..
8.0.4 Trip Folder.
8.0.5 Pre-Flight Planning.
8.0.6 Computer Flight Plan.
8.0.7 Weather..
8.0.8 NOTAMs ..
8.0.9 Aircraft Technical Status and Performance
8.0.10 Fuel...
8.0.11 Flying Crew Instructions..
8.0.12 Security (Personal Documentation.......
8.1 Briefings
8.1.1 General..
8.1.1.1 Company Briefing..
8.1.1.2 Meteorological Briefing.....
8.1.1.3 Route Briefing....
8.1.1.4 Technical Briefing..
8.1.1.5 Cabin Crew Pre-Flight Briefing.............
8.1.1.6 Sterile Cockpit Rule..
8.2 Flight Plans
8.2.1 Requirement .....................
8.2.2 Submission ...
8.2.3 Selection of Cruising Levels .
8.3 Selection of Airfields
8.3.1 General ......
8.3.2 Minima for Pre-Flight Planning......
8.3.3 Destination Selection ....
8.3.4 Destination Weather Minima..
8.3.4.1 Destination forecast below Minima.....
8.3.5 Destination Forecast and Alternate Selection....
8.3.6 Destination Alternate..
8.3.7 Takeoff Alternate.
8.3.8 Alternate Weather Minima.
8.3.9 En-route Alternate/Emergency Airport (Non- ETOPS).
8.3.11 Published One Engine Out Minima.
8.3.12 Aircraft Approach Category
8.3.13 In Flight Diversion to Alternate Aerodrome
8.3.15 Pavement Strength..
8.3.16 Rescue And Fire Fighting (RFF) Categories..

2
2
2
2
2
2
2-3
3
3
3
3
3
4
4
4
4

5
5
5
5
6
6
6

7
7
7-8

9
9
9
9
9
9-10
10
10
10
10-11
11
11
11
11
11
12
12

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8.0 GENERAL
The procedures outlined in this Chapter
shall be used for all PIAC flight operations.
The final responsibility for adequate flight
preparation rests with the Captain.
Additional requirements for ETOPS flights
and flights to remote destinations are given
Chapter 16.

8.0.1 Flight Preparation
Flight preparation consists of:
Collecting and evaluating all
data required to carry out the
flight.
Preparation of the Computer
Flight Plan.
Filing the ATC flight plan
Preparing the fuel indent form.
Acceptance of the aircraft /
technical status.

8.0.2 Definitions
8.0.2.1 Adequate Airport
An airport is considered adequate
by operator and agreed with the
national authority based on the aircraft
performance requirements applicable
at the expected landing weight.
Following consideration should be
met at the expected time of use:
Availability of airport.
Adequate runways length
Over flying and landing
authorizations.
Capability of ground
operational assistance.
(ATC, MET, AIS offices,
lighting, rescue and fire fighting
category)
At least one let-down navaid
must be available for instrument
approach.
(ILS, VOR, NDB)
No prevision is made for the
meteorological conditions that
may prevail at adequate airports,
however, good airmanship
demands that the forecasts for
any adequate intermediate
airfields be checked at the
planning stage and monitored
during flight if marginal.

Suitable is a confirmed adequate airport
which satisfies ETOPS weather minima
requirements in terms of ceiling and
visibility with in a validity period. This
period begins one hour before earliest ETA
and ends one after latest ETA, cross wind
forecasts and field conditions should also be
considered in this validity period.

8.0.2.3 ETOPS (Extended Twin
Operations)
ETOPS is the acronym created by ICAO to
describe the operation of twin-engined
aircraft over a route that contains a point
farther than one hours still air flying time,
at the approved selected one engine
inoperative cruise speed under ISA
conditions, from an adequate airport.

8.0.3 Route Planning Principles
Route selection during flight
preparation shall be based upon
approved routes or route segments.
Deviation from a standard routing for
the purpose of sight-seeing in not
authorized except for specifically
chartered flight(s).
Whenever an operation does not
specify a particular route, or for any
reason it is necessary to deviate from
an approved route, the following
factors shall be considered:
The availability of enroute,
terminal and alternate navaids.
Weather conditions and the
availability of meteorological
services
Diplomatic clearance, over flight
and traffic rights, politically
sensitive areas and special
national requirements.
The availability of ground
handling and servicing facilities.

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Terrain to be over flown
compared to aircraft
performance limitations.
Fuel availability.
The reliability of available charts
and maps.
Whenever possible, Company flight
operations shall be conducted within
controlled airspace or, if not practical,
within airspace provided with traffic
advisory or similar service.
Within the constraints of route
requirements, the flight routing
selected shall be that which will result
in a minimum cost operation
consistent with ATC restrictions,
weather conditions and passenger
comfort.
Every flight shall be planned in such a
way that it will proceed at or above
MOCA / MORA (i.e. service ceiling
equal to or higher than MOCA
/MORA) of the planned route in case
of one engine failing. This can be
achieved by either using drift down
procedures as published in the
respective FCOM or limiting the
takeoff gross weight to meet the
MOCA / MORA requirement along
the planned route.

Additional requirements for 2 engine
aircraft on non-ETOPS flights
An Adequate enroute alternate shall
be available within 60 minutes flight
time (still air) at normal single engine
cruise speed.

Additional Requirements for 2 Engine
Aircraft on ETOPS Flights
A Suitable Enroute Alternate shall be
available at any point along that part of the
planned route that lies within the ETOPS
area of operations as approved for the
specific aircraft type. The ETOPS area is
defined by single engine cruise speeds in
still air for 120/180 minutes for each
specific aircraft type.
8.0.4 Trip Folder
On reporting at Operations Control the
Flight Crew will be presented with a
trip folder containing the following
documentation:
Computer flight plan.
Meteorological forecast and
charts.
NOTAMS.
NOTOC if any.
Debriefing Report.
Copy of ATC flight plan if
applicable
Any special relevant information
All completed paperwork and forms,
together with any additional
documents received during the flight,
e.g. fuel receipts, copies of ATC flight
plans filed at outstations must be
returned to Operations Control in the
flight document envelope upon
completion of the flight.

8.0.5 Pre-Flight Planning
Items to be covered by the crew at Pre-
Flight Briefing include:

8.0.6 Computer Flight Plan
Check plan for accuracy and validity.

8.0.7 Weather
Actual and expected conditions for
takeoff and climb, including runway
conditions.
Enroute significant weather, forecast
winds, temperatures, icing, turbulence.
Terminal forecasts for destinations,
en-route alternate and destination
alternate airports, and expected
conditions at airports along the
planned route.
8.0.8 NOTAMs:
Check that all required facilities at
departure, destinations and alternate
airports are operational.
Enroute navaids and facilities at en-
route airports.

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8.0.9 Aircraft Technical status and
Performance
To review ATL, MEL/CDL to
determine the airworthiness status of
aircraft and to review and re-
determine any impact on aircraft
performance
Weight and Balance After checking
the load sheet for accuracy it will be
signed by the PIC, indicating its
acceptance.

8.0.10 Fuel
Calculate a fuel load which is
adequate for the proposed flight by
using any credible and safe method.
Use this as a gross error check against
the figure presented on the CFP.

8.0.11 Flying Crew Instruction
For flights originating from Pakistan
check the latest Circulars (Ops.
Engineering bulletins, route Bulletins,
training and standards Bulletins).
For flights originating outside
Pakistan refer to aircraft library.

8.0.12 Security (Personal documentation)
Check carriage and validity of licences,
Medical and other required documents
including ID and crew membership cards
etc.


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8.1 BRIEFINGS
8.1.1 General
Briefing in this context means
obtaining /disseminating the necessary
information for flight preparation
either in oral or written form. This
information shall be made available to
the flight crew , and also for self
briefing at stations where flight
dispatcher is not available, during
which the following will be reviewed:
Company briefing.
Met briefing.
Route briefing.
Technical briefing / aircraft
acceptance.
8.1.1.1 Company Briefing
This briefing concerns CFP routing,
bulletins, estimated load data and
fuelling. This information will be
available in written form but may be
given verbally according to local
procedures.
The Flight Crew shall ensure that the
regulations of the FOM, Jeppesen
Airway Manual, FCOM, etc. are
applied according to the latest changes
and instructions.
8.1.1.2 Meteorological Briefing
This briefing is enclosed in the
briefing folder issued by Operations
Control or outstation handling agents
and shall include the following
information:
Actual reports forecasts, runway
report and airfield warnings and
other information of hazardous
weather conditions for the
airfield of departure as well as
any takeoff alternate airfields.
Forecasts for the destination,
destination alternate(s) and
appropriate en-route airfields.
The latest available synoptic,
surface and upper air charts.
Information on any expected
significant en-route weather
(preferably significant weather charts)
jet streams and where required the
tropopause.
The documentation provided shall
cover the flight in respect of time
altitude and geographical extent. This
includes additionally required routes,
e.g. routes to alternates and all
airfields required for legal flight
planning (Enroute alternates as
required for reduced Reserve
and ETOPS planning). It shall
contain the latest available
information, especially as far as
airfield forecasts and actual
reports, TREND and runway
reports are concerned.
Should a Captain be in any doubt
about any of the information provided
at the briefing he/she should obtain
clarification from the nearest
Meteorological Office.
Interpretation of Weather Forecasts
For flight planning purposes refer to the
guidelines and detailed information
provided in the Meteorology chapter of
Jeppesen Airway Manual.
8.1.1.3 Route Briefing
All applicable NOTAMS relevant to
the intended route and airfields will be
presented to the flight crew and shall
be reviewed to determine, their affect
on the intended operation. These
NOTAMS will be part of the briefing
folder provided by the Operations
Control or the outstations by the
handling agent(s). If a briefing folder
is not provided the flight crew shall
obtain any relevant information from
Air Traffic Services personnel at the
local flight planning office. The route
briefing also includes preparation or
scrutiny of the ATC flight plan as
appropriate.
The company instructions contain
company generated information
affecting PIA operations.

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8.1.1.4 Technical Briefing
Technical status information of each
Company aircraft is available in
Operations Control. These should be
studied to ensure that there is no
performance penalty, irregularities
that may compromise the planned
flight.
After boarding the aircraft, the
Captain shall review the previous
maintenance discrepancies and
corrective actions. He/she shall also
check the current list of carry forward
defects and review MEL requirements
to determine the overall serviceability
of the aircraft.
8.1.1.5 Cabin Crew Pre-Flight Briefing
For specific requirements of the Cabin
Crew briefing refer to Chapter 9 on
Communication Procedures.
8.1.1.6 Sterile Cockpit Rule
The flight deck shall be considered sterile
during all flight operations at or below
10,000 feet AGL including ground
operation of the aircraft, and during all
other critical phases of flight as declared by
PIC.
The following protocols shall be followed
during the sterile phase:
All communication & activities on the
flight deck should be limited to those
essential to the operation of the flight.
Interphone shall be used for all
communication between cockpit and
cabin crew.
Headsets and boom mikes shall be
used for all communication with ATC
Remember, below 10,000 ft if its not
directly related to flight safety, its in
violation with the sterile cockpit rule.
SEP manual also covers the sterile cockpit
concept. The following table gives
Guidelines on cockpit interruptions given to
our cabin crew.

(Do not interrupt, enter, knock, call cockpit
on interphone during the period
when the cockpit is sterile except for the
categories listed and indicated)

Category 1: Routine Interruption
1. Door closing
2. Safety announcements & Checks Completed
3. Cabin hot & cold
Category 2: Unusual Occurrence
1. Sudden illness/ sickness of Pax
2. Disorderly pax
3. Last minute serious cabin defect
Category 3: Emergency Situation
1. Cabin fumes/ smoke/ fire
2. Any abnormality observed wing or engine area

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8.2 Flight Plans
8.2.1 Requirement
Details in the form of a flight Flight
Plan shall be submitted to the Air
Traffic Services Units, prior to
operating all PIA, IFR/VFR flights
including test and training flights,
with information relative to an
intended flight or portion of a flight
requiring air traffic control services.
A flight plan shall be submitted before
departure to the appropriate
designated unit or if communication
facility is not available, during flight
by transmitted to the appropriate air
traffic unit.
With the exception of training test
and local observation flights, a
Computer Flight Plan, (CFP) will
also be prepared. This CFP is also
used as the log for the flight. By
signing the CFP the Captain Certifies
that the flight has been planned in
accordance with the valid regulations
and policies as stipulated in the FOM,
FCOM and Jeppesen Airway Manual
And that he/she has performed a
thorough check of the information.

8.2.2 Submission
Copies of ATC Flight plan shall be
prepared by operation control except
when the arrangement has been made
for submission repetitive fight plans to
the Air Traffic Services Unit.
The ATC Flight Plan will be
submitted to the air traffic services by
operation control or by the outstation
agent as appropriate and a copy along
with CFP will be presented to the
captain for review and approval.
Stations not providing operational
control services the flight plans will
be completed by the Captain and the
ATC flight plan will be filed by him
with the nearest ATS facility.

8.2.3 Selection of Cruising Levels
Cruising levels will be selected based
on the following factors:
Distance between departure airfield
and destination.
Height of terrain over which the flight
is to operate.
Air Traffic Control and airspace
considerations.
Fuel consumption at a given altitude
or flight level.
Wind conditions and resulting wind
components at a given altitude or
flight level.
Other meteorological conditions such
as turbulence, icing or thunderstorm
activity.
Aircraft or equipment performance
capability or limitations.
PIA flights shall maintain a minimum
buffet margin as a manoeuvring
protection against turbulence and
airspeed excursions. The buffet
margin depends is on type, weight,
speed and atmospheric conditions. If
no turbulence is anticipated the
following buffet margins are
recommended:
B 747- 1.3 (G)
B 777- 1.3G
A 310 - 1.3G
B 737 - 1.3 G
Buffet margins vary with cruise Mach
number. Operating at Mach numbers
significantly faster or slower than the
speed for optimum buffet margin will
reduce the actual margin considerably.
Ideally a cruising level should be
selected which will satisfy all flight
requirements and result in optimum
aircraft performance with regard to the
above factors. However this is not
always possible. A single factor such
as terrain elevation, wind component
or aircraft performance limitation
may, on a given flight, determine the

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selection of the cruising level but all
factors must be considered.
When planning climb to higher levels
assess if this will result in improved
fuel economy. In headwinds, levels
below optimum may be preferred if
ground speed increases by more than
5kts for each 1000ft below optimum
cruise level.
The altitude or flight level nominated
on the CFP should be used if, after the
above factors have been considered, it
is determined that:-
No significant performance or
fuel economy penalty will result
from its use.
All en-route altitude
requirements are met.
No other factors exist which
preclude its use or dictate the use
of another altitude or flight level.


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8.3 SELECTION OF AIRFIELDS
8.3.1 General
Safety is the predominant factor
when selecting destination and
alternate airfields. The most
important points to be
considered are:
Airfield infrastructure (e.g.
runways, taxi ways, ramp area,
lighting, navigation aids, etc.).
Meteorological situation and
services.
Customs and immigration
facilities and regulations.
Rescue and Fire Fighting
Curfews
PPR (prior permission required)
Technical Facilities
The possibility for onward
transportation of passengers,
Cargo and crew.
8.3.2 Minima for Pre-Flight Planning
The planning according to this
section shall be based on the
forecast conditions i.e. weather
forecast and airfield condition.
Circling minima apply if
forecast conditions indicate that
a circling approach will be
necessary for landing.
The forecast weather should be
at or above the applicable
planning minima at the expected
time of arrival or is expected to
improve to those minima within
a time period for which
supplementary fuel is carried.

8.3.3 Destinations Selection
A destination is an airfield served by
PIA scheduled, charter and special
flight. It must be designated as being
available for such use and are contains
in the Jeppesen Airway Manual.

8.3.4 Destination Weather Minima
For a destination airfield the
applicable planning minima are as
published in the Instrument Approach
Charts of Jeppesen Airway Manual
taking into account airfield conditions
(un-serviceability according to
NOTAMs wind directions and
strength etc).

8.3.4.1 Destination forecast below
Minima.
It is PIA policy to plan all flights with
at least one destination alternate.
However if the destination airfield is
forecast to be below the applicable
planning minima at the expected time
of arrival, the flight may be dispatched
providing two destination alternates
are filed. The alternate fuel must be
sufficient to proceed to the alternate
airfield which requires the greater
amount of fuel.

8.3.5 Destination Forecast and Alternate
Selection
Forecast must indicate that weather
condition at the planned time of
arrival will be at or above the
approach chart minima for the
expected arrival runway as published
in the Jeppesen Airway Manual. It is
PIA policy to plan a flight with one
destination alternate. If the destination
forecast weather for period of 2 hrs
of ETA indicates:-
- Ceiling 2000 ft or above and
- Visibility 5 km or more then:
Only one nearest alternate
should be nominated. However
alternate fuel for at least 100 nm
will be carried.
If the Destination Forecast Wx +
1 hr. of ETA is above its own
Alternate Minima for an
Instrument Approach then only
one Alternate more than 100 nm
away should be nominated.

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If the weather criteria mentioned
above are not met then two
Alternates will be nominated.
Fuel to be carried for the farther
of the two, one of which must be
more than 100 nm direct
distance away from destination.

8.3.6 Destination Alternate
An alternate aerodrome is an
aerodrome to which an aircraft may
proceed when it becomes either
impossible or inadvisable to proceed
to or to land at the aerodrome of
intended landing.
Any airfield nominated as an alternate
should be designated as being
available for use, included in the list
of PIA domestic / international
destinations and alternates prepared
by Routes & Navigation Section and
available in Jeppesen Airway Manual.
The destination alternate(s) is to be
specified in both the CFP and ATC
flight plan.

8.3.7 Takeoff Alternate
A takeoff alternate aerodrome (at or
above its own operating minima) shall
be selected and specified in the
operational flight plan if the weather
conditions at the aerodrome of
departure are at or below the
applicable aerodrome operating
minima or it would not be possible to
return to the aerodrome of departure
for any other reasons.
The takeoff alternate aerodrome shall
be located within the following
distance from the aerodrome of
departure:
Two Engine Aircraft
Not more than a distance equivalent to
a flight time of one hour at the single
engine cruise speed in still air in ISA
conditions.

Three of Four Engine Aircraft
Not more than a distance equivalent to
a flight time of two hours at one
engine inoperative cruise speed in still
air in ISA conditions.
NOTE: for takeoff alternate, Enroute
alternate and destination alternate refer to
ATC chapter of Jeppesen Airway Manual.

8.3.8 Alternate Weather Minima
Company planning minima for
destination alternates will be as per
the following table unless restricted by
local regulation. Flight crew and flight
planning personnel should take into
account the most probable expected
runway, to be in use when selecting an
alternate.

Alternate Airport Minima
Type of Approach
in Use
Application
Planning Minima
Precision
Approach (CAT-II)
Precision
Approach CAT-I
Precision
Approach (CAT-I)
Non Precision
Approach
Non Precision
Approach
Non Precision +
200ft/1000m
ceiling at or above
MDH
Circling Approach Circling
Note: Once airborne the Approach chart
Minima of Jeppesen Airway Manual shall
be applicable.

8.3.9 Enroute Alternate/Emergency
Airport (Non- ETOPS)
ICAO Regulations dictate that an airport
should be designated for flights over high
terrain, where for performance or oxygen
requirements, an en-route landing can be
safely made. For planning purposes the
Weather Minima of an Enroute Alternate/
Emergency Airport shall be as per
Alternate Airport Minima above.
A company list of en route emergency
airports is available in the Jeppesen.

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If required the destination and/or
alternate may be re-nominated during
flight, taking into account the fuel
remaining, the latest meteorological
information and/or other operational
considerations.
Alternate: Published one engine out
Minima shall only be considered if
higher that the applicable alternate
planning minima.
Takeoff alternate: Published one
engine out minima shall only be
considered if higher than the
applicable takeoff alternate planning
minima.
8.3.11 Published One Engine out Minima
In any case where a one-engine-out
Minima is published on the approach
chart for destination or alternate, pre-
flight planning is affected as follows:
Destination: Normal all engines
minima apply, i.e. one engine out
Minima to be disregarded.

8.3.12 Aircraft approach category
For planning purposes, aircraft approach
category for straight-in and circling
approaches are as follows:
Aircraft Type Straight In Circling
B747-200/300 CAT D CAT D
B777-200ER CAT C CAT D
B777-200LR CAT C CAT D
B777-300ER CAT D CAT D
A-310-300 CAT C CAT C
B737-300 CAT C CAT C
ATR42-500 CAT B CAT B

8.3.13 In Flight Diversion to Alternate
Aerodrome
Whenever a diversion is necessary the
following should be considered:
Irrespective of the alternate airport
designated in the ATC flight plan,
conditions permitting, the flight may
be diverted, in order of preference, to:
The Next Destination,
Company preferred alternate
In case of emergency or situation
where the Pilot-in-Command has to
land as soon as possible or land at the
nearest suitable airport, he/she shall
take whatever action is deemed to be
necessary taking into account the
urgency of situation.
ANY OTHER SUITABLE AIRPORT
The company or its agent, if
contactable, should be informed of the
diversion, reason of diversion and the
intended alternate aerodrome.
However, if they recommend a
different airport, then, conditions
permitting, diversion be made to the
recommended airport.

It is PIA policy to plan with
anticipated runway conditions, i.e. to
apply FCOM corrections for wet
runway conditions in the pre-flight
planning if the weather forecast for
destination or alternate indicates this
to be necessary. Further corrections
due to runway contamination when
appropriate will be applied.
The Met and Route briefings shall
include the runway reports (METAR,
SNOWTAM etc) where available.
Performance penalties are stipulated
in the FCOM for operation under:
Wet runway conditions.
Contaminated runway
conditions.
The Captain/ Flight Engineer shall
ascertain that actual takeoffs and
landings are safe with regard to
runway conditions (water, slush,
snow, ice braking action, and
crosswind). In critical cases the latest
runway surface conditions and the
availability of the visual guidance
elements (runway markings and
lighting) may be obtained from ATC.

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8.3.15 Pavement Strength
Flight Crew should be aware that all
destinations and alternate aerodromes
nominated in the List of PIA
Destination and Alternates provided
in Jeppesen Route Manual or any
company produced CFPs meet the
load bearing specification of the
particular aircraft type operated to that
airfield.
In case of emergency captains shall
take whatever action is deemed to be
necessary taking into account the
urgency to the situation.
8.3.16 Rescue & Fire Fighting Categories
The following RFF (Rescue & Fire
Fighting) categories are desired for
PIA operations.

Departure and Destination Categories
Aircraft Type Aircraft Category
B-747 9
B-777-200ER 9
B-777-200LR 9
B-777-300ER 9
A-310 8
B-737 6
ATR 42-500 4

Destination Alternate Categories
Aircraft RFF Category
B-747 8
B-777-200ER 8
B-777-200LR 8
B-777-300ER 8
A-310 7
B-737 5
ATR 42-500 3

ETOPS Alternate Categories
Aircraft RFF Category
B777-200 ER 4
B777-200 LR 4
B777-300 ER 4
A310 4


Flight Operations Manual (Par- A)
Edition 1
Chapter 9
Page 1
COMMUNCATION
Rev: 08
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Nov, 2010


CHAPTER 9 COMMUNICATION
TABLE OF CONTENTS
9.0.1General.. 2
9.0.2 Standard Calls . 2
9.0.3 FCU/MCP,AP Selection.. 2
9.0.4 Transfer of Controls & Radio Monitoring.. 2-3
9.0.5 Climb and Descent.. 3
9.0.6 Deviation During Approach 3
9.0.7 Non Standard... 4
9.1.1General .... 5
9.1.2 Pre-flight Briefing.... 5
9.1.3 Use of the Interphone .. 5
9.1.3.1 Flight Deck to Cabin.... 5
9.1.3.2 Cabin to Flight Deck 5
9.1.4 Adverse Weather..... 5-6
9.2 Flight Crew to ATC
9.2.1 Monitoring.. 7
9.2.2 Standard Procedures... 7
9.2.3 Altitude Awareness/Altimetry. 7
9.2.4 VHF Selections.... 7-8
9.2.5 Wearing of Headsets.............. 8
9.3 Flight Crew to Company
9.3.1 General Policy .. 9
9.3.2 Use of Communication Equipment ... 9
9.3.2.1 ACARS... 9
9.3.2.2 HF Radio. 10
9.3.2.3 SATCOM 10
9.3.3 Required reports.. 10
9.3.3.1 Push Back and Punctuality.. 10
9.3.3.2 Departure Reports.... 10-11
9.3.3.3 En-route Delay reports... 11
9.3.3.4 Abnormal Situation Reports.... 11
9.3.3.5 Arrival Reports.... 11
9.3.4 Outstations.. 11
9.4.1General. 12
9.4.2 Responsibility for Information........ 12
9.4.3 Co-ordination 12
9.4.4 Presentation of Information.. 12-13
9.4.5 Procedures for normal operations... 13
9.4.6 Procedures for Off-Schedule Operations. 13-14
9.4.7 Briefing of Passengers in an Emergency. 14

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COMMUNICATION
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9.0.1 General
For all types of communication within
PIA, English is the designated
common language.
All flight crew members shall use
English for communication:
On the flight deck during line
operations.
With cabin crew during line
operations
During all training and
evaluation activities.
Communication is vital for any flight
crew. Assertive standardized
communication produces a system
where repeated interchange of crew
members is possible without
compromising operational safety.
Flight crews shall communicate by
speaking clearly and using standard
terminology.
Any time a crew member makes an
adjustment or change to any
information or equipment on the flight
deck, he/she will advise the other crew
member of his intentions or actions
and receive an acknowledgement.
This includes items such as FMS
alterations, changes in speed, tuning
navigation radios, flight plan
deviations, selecting such systems as
anti-ice , economy flow etc.
All calls will be made and
acknowledged as specified in the
SOPs. Proper adherence is required
to provide early detection of crew
member incapacitation during critical
phases of flight.
9.0.2 Standard Calls
For standard calls to be effective they
should be given at the correct time. Failure
to make a call at the correct time does not
mean that it should be omitted. At busy
times it may be convenient to anticipate a
call or delay it to an appropriate quiet
period.
9.0.3 FCU/MCP, AP Selections
Manual flying
When flying manually, FCU/MCP &
FMS changes should be called for by
the PF and actioned by the PM. ATC
instructions regarding heading and
altitude should be set by the PM and
confirmed by the PF.
Autopilot engaged
When flying on autopilot, PF makes
FCU/MCP changes. The PF should
advise the PM prior to disengaging
autopilot(s).
FMA Calls should be made as per the
SOP and FCOM of the related aircraft
type.
When a navigation aid is tuned, it
should be identified and announced to
the other crew member.
9.0.4 Transfer of Controls & Radio
Monitoring
The transfer of control between pilots
is intended to result in a complete role
reversal of PF and PM duties. The
pilot receiving control relinquishes
Radio Communication responsibility
to the other pilot (unless otherwise
stated), and assumes all duties
associated with the PF. In a situation
where one pilot is leaving his seat, the
remaining pilot shall be responsible
for the Radio Communication
During flight when a pilot transfers
control of the aircraft or leaves the
flight deck, for physiological or any
other requirement a minimum of one
pilot continuously maintain:
Unobstructed access to the flight
controls
Alertness and situational awareness
One cabin crew to be deputed in
the cockpit to observe alertness of
the other pilot on long haul flights.

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There must be no confusion as to
which pilot is in control of the aircraft.
The pilot handing over control to the
other pilot will say
You have the controls
And the pilot receiving control will
say
I have the controls
Similarly transfer of radio monitoring
responsibility should be called /
acknowledged by :
You have the radio. / I have the radio.
Flight crew member is only permitted
to leave the flight deck duty station for
a minimum time during flight in the
performance of duty or to meet the
physiological needs.

9.0.5 Climb & Descent
During climb and descent, any time a
pilot adjusts the subscale of his
altimeter to STD, to QNH, or to
amended QNH, he/she will announce
it and crosscheck that the other pilot
has also made the required change.
TRANSITION ALT will be called
by the PM when passing the published
transition altitude during the climb.
On receipt of a new assigned
altitude/level, the appropriate pilot
will insert it on the FCU/MCP where
applicable. The PF will call ..
(altitude/level) SET
Whenever an aircraft commences a
climb or descent the PF shall call
Leaving _ _
_climbing/descending***(E.g. leaving
six thousand feet climbing flight level
two one zero.)
If During A Climb or descent an
aircraft is selected to a new Altitude/
Flight Level, the crew shall call
Leaving _ _ _ for _ _ " ***.
At 1,000feet below or above the
altitude to which the flight has been
cleared the PM will call 1000ft to
go the altitude or flight level passing
and the target altitude or level (E.g.
Flight level three two zero for flight
level three, three, zero).
Transition LVL will be called by
the PM when passing the published
transition level during the descent.
If the PM has neglected either of these
altitude calls; the PF shall make the
call.
9.0.6 Deviations During Approach
In addition to standard calls, the PM
will callout the following deviations :

Speed:

Sink Rate:

Bank:

Altitude:

Localizer/
Glide-slope
If at any time
deviation exceeds + 10/-5
Kts.

If- descent rate below
3,000 ft AGL exceeds
2.000 ft/min or
Descent rate below
1,000 ft AGL exceeds
1,000 ft/ min

If at any time bank angle
exceeds 30 degrees or 7
degrees once established
In approach.

Any deviation beyond
tolerances from any
altitude specified for the
procedure.

Any deviation from the
approach path.

Additionally the PM shall alert the PF
should any of the following occur:
Deviation from the required aircraft
configuration.
Any instrument malfunction directly
relating to the approach and landing.

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9.0.7 Non-Standard
If the PF determines that a non standard
action would be more appropriate for a
given situation, he/she shall preface this
with the statement Non Standard.


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9.1.1 General
Communication between crew
members must be as easy as possible
using official terminology. All crew
members should be actively
encouraged to use all available and
suitable means of communication as
dictated by any given situation, and
limitations on the use of any particular
form of communications should be as
a result of operational necessity only.
Cabin crew members should be
encouraged to communicate freely
with the flight crew, especially if
safety is thought to be at risk, and
should be free to use any available
means.

9.1.2 Pre-Flight Briefing
Flight crews are required to give a
pre-flight briefing to the cabin crew
on every flight, preferably on ground
or on board the aircraft.
The suggested contents of the briefing
are :
Introduction of crew
Estimated taxi time
Flight time
Cruising altitude
Enroute weather
Anticipated turbulence
Routing
Destination weather
Emergency procedures
Security Code
Special instructions
Additionally, the Captain shall also
brief the cabin crew about any
special condition which may
influence efficient passenger
service.
Significant changes in these
forecast conditions shall be
communicated to permit necessary
adjustments to the service plan.
The purser will ensure that the
reports to the flight crew will not
interfere with a cockpit briefing etc.

9.1.3 Use of the Interphone
9.1.3.1 Flight Deck to Cabin
Flight crew are advised that preferred
communication shall be the use of
interphone in their Pre-Flight and
during flight briefings and
communication with the cabin crew.
Flight crew shall use the interphone to
communicate/call any or all cabin
crew members at any stage.

9.1.3.2 Cabin to Flight Deck
Prior to switching OFF the seat belt
sign or at 10,0000ft AGL on
departure, and below 10,000 AGL on
arrival, the use of the interphone
should be restricted to reports
concerning flight safety, because of
the high flight deck workload during
take-off and landing.
At other times, the interphone may be
used for communication, especially
when passenger comfort and safety
can be improved.
The purser, or the cabin staff member,
shall report to the flight deck in
answer to the called station.

9.1.4 Adverse Weather
In event of expected adverse weather
during flight the senior pursor or
senior cabin crew will be briefed in
advance by the Flight Crew. Cabin
crew must remain seated until
specifically cleared. In the event of
unexpected turbulence after take-off, a
PA announcement must be made for
passengers/cabin crew.

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Cabin crew to refer to SEP Manual
(relevant paragraphs) for their own
expected turbulence announcements.
All flight briefings should reflect the
need for unfettered communication,
and promote a culture of openness on
operational matters with as few
impediments as possible. It must be
impressed on all crew members that
each of us carries and shares
responsibility for flight safety.


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9.2 Flight Crew To ATC
9.2.1 Monitoring
Both pilots will maintain a listening
watch on the appropriate ATC
frequency. When a requirement exists
for a pilot to monitor an alternative
frequency he/she will notify the other
pilot both on leaving and returning to
the ATC frequency.
Communication shall normally be
handled by the PM according to
standard radio-telephone procedures.
The PM will normally maintain two-
way communication with ATC and
monitor en-route weather frequencies.
The PF at all times will monitor two-
way communication with ATC.

9.2.2 Standard Procedures
Within the PIA network, ATC
personnel have a varying command of
English and flight crews should
adhere to standard phraseology.
During R/T transmissions, PIA call
signs will be in the standard form, for
example Pakistan 302.
Both pilots shall monitor and confirm
ATC clearances especially in terminal
areas, whenever heading, altitude,
level, frequency or routing is changed,
in high terrain areas, and during
ground operation that specifically
involve runway hold short
instructions.
Every ATC clearance shall be read
back by the PM and confirmed by the
PF prior to acting on the clearance.
Departure and airways clearances
shall be recorded by the PM on the
CFP.
Any intended deviation from
previously received clearances will be
requested beforehand from ATC.
Unintended deviations must be
reported immediately they become
obvious.
Whenever any doubt arises, request
clarification from the ATC unit

9.2.3 Altitude Awareness/Altimetry
Procedures
All calls to ATC for altitude will
include the term feet, meters or flight
level as appropriate. A clear
destination shall be made between the
terms flight level and Altitude
when reading back clearances and
position reporting.
Flight Crew shall ensure altitude
awareness during all phases of flight
through the:
a. Use of verbal flight crew altitude
callouts
b. Use of procedures for altitude
deviations
c. Use of procedures related to
altitude clearance , acceptance
and read back
d. Reporting of cleared flight level
on first contact with ATC unless
specifically requested not to do
so by ATC.
9.2.4 VHF Selections
VHF 1 shall normally be used for all ATC
communications. VHF 2 will normally be
used to monitor guard frequency 121.5
MHz, except during periods of VHF
communication on other channels or due to
duties or equipment limitations. The
appropriate common frequency, e.g. 123.45
MHz, shall be selected as a backup on VHF
2, or on VHF 3, if available.
On B-777 VHF-L shall be used for ATC
communications, VHF-R for Guard
Frequency/ATIS/Air to Air
Communication/ Company Frequency.
VHF-C shall be kept on DATA.
Each VHF set is equipped with a
change-over switch allowing ON-
SIDE operation and OFF-SIDE
standby. When frequency changes are
required, the new frequency is to be

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set on the OFFSIDE prior to
operating the change over switch,
thereby leaving the previous
frequency available should it be
needed.
Where sequential frequencies are
known, they may be selected in
advance on the OFF-SIDE after
contact has been established on the
ON-SIDE.
The PM is required to closely monitor
the VHF selections to avoid loss of
radio contact due to inadvertent
operation of the change over switch.
ATC must always be advised
whenever a relevant part of the
communication equipment fails or
becomes unreliable.
The ATC transponder shall be
operated according to instructions
received by relevant ATC or as
published in the Jeppesen Airway
Manual, the altitude reporting mode
selector switch will be left in the
ON position at all time, except at
the request of ATC.

9.2.5 Wearing of Headsets
Headsets and boom microphones are
to be used for all flight phases with
the exception of cruise subject to the
following:
Whenever a headset is in use, the
corresponding loud speaker
should be turned OFF.
Whenever a headset is removed
ensure the speaker is ON and
interphone switch is OFF.
During cruise when HF is in use,
the headset should be used.
It is recommended that the PM avoids
using the transmit switch on his
control wheel whenever the aircraft is
manually flown by the PF.
PIA engineering will provide a
serviceable headset at each flight crew
member station. If a headset should
become unserviceable, the headset
from an observer station may be used,
but this station will then be considered
unusable for training, check or other
operational use.
Personal headsets/boom microphones
are acceptable provided they comply
with the applicable company
specifications. If it cannot be
established that a headset conforms to
these standards, PIA Engineering shall
be consulted for remedy.


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9.3 Flight Crew to Company (PIAC)
9.3.1 General Policy
Company radio frequencies shall be
used to the maximum possible extent
for coordination:
To provide operational and
technical assistance.
To avoid unnecessary delays
resulting from problems in
flight.
To consider and arrange for
passenger convenience. etc.
As soon as the Captain considers any
development concerning a particular
flight is not in accordance with normal
operation (e.g. technical mishaps,
significant ground or in-flight delays,
weather deterioration at designation.
Intermediate or alternate airport (s) or
enroute), he/she should inform
operations control/flight dispatch or
the outstation representative of such
developments and, at the same time,
may request assistance.
Maintaining communication channels
with PIA flights. Communication can
be achieved by means of:-
VHF radio
ACARS
HF radio
Sat Com (B-777)
Any other suitable means.
Communication should be attempted
using the equipment according to the
priority above, subject to the
qualifications under Use of
communication equipment shown
below.
It is important to advise operationally
significant events. Examples would be
imminent diversion or protracted
holding, or any event which will
impact on subsequent schedules or
required special action by base staff.
Procedure for situation room functions
relevant to flight crew are detailed in
the situation room manual.
PIA Engineering monitors the PIA
Karachi Operations Control VHF
frequency and can be accessed using
the call sign Line 1 or Line 2 (as
applicable) should technical assistance
be required.
All PIA company frequencies.
Handling frequencies and HF service
providers can be found in the Flight
Dispatch Manual.

9.3.2 Use of Communication Equipment
Crews shall use the communication
equipment subject to the following
guidelines:

9.3.2.1 ACARS
ACARS is to be used for departure
report and enroute reports.
ACARS should only be used to gather
weather data if it is not available
through other means e.g., VOLMET,
and then only if the destination
weather was forecast to be at or below
the higher of CAT 1 or applicable
landing minima at the time of arrival.
It is not necessary to update an
ETOPS alternate forecast.
ACARS should only be used to pass
IFS requests in the event of a medical
emergency occurring during the flight.
Routine requests for wheelchairs are
passed by other company
communication channels.
Utilize ACARS to provide as early
advice as possible to maintenance
control of any additional technical
problems that have occurred since
dispatch.
ACARS equipped aircraft will
dispense with SELCAL checks
unless the aircraft is dispatched
with an unserviceable ACARS.

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9.3.2.2 HF Radio
The route manual indicates the current
primary and secondary HF service
provider.
At the commencement of the cruise
phase, select an appropriate HF
frequency for monitoring the company
nominated HF service provider for:
Any flight not in continuous
VHF contact with ground
stations.
Any flight of more than two
hours duration.
Additionally for flights that have no
serviceable ACARS, a call to the
company nominated primary HF
service provider is to be made for
flight watch purposes. The following
information shall be passed:
Call sign.
Departure and destination
airfields.
Time that aircraft will cease
flight watch monitoring.
SELCAL case.
A satisfactory SELCAL check should
be obtained and a SELCAL watch
maintained until the time given. On
short return flights, where the
applicable HF frequency is not likely
to change, only one call need be made
for both sectors.
During longer duties, where changing
propagation conditions may mean that
the optimum frequency changes, a
further SELCAL check should
considered.
If contact with primary HF service
provider is not possible, a SELCAL
watch should be maintained with a
secondary HF service provider. In this
case, request that Karachi operations
control be alerted by telex that you are
maintaining flight watch with the
particular service provider.
Phone patches can be arranged
through any commercial HF facility,
but use should be restricted to
essential messages.
In abnormal situations use of phone
patch facilities to either Operations
Control or Engineering in Karachi
should be made as appropriate.

9.3.2.3 SATCOM
Satcom charges are expensive and should
therefore only be used for communication
when other means have been unsuccessful.

9.3.3 Required Reports
9.3.1 Push-Back and Punctuality
The Captain will mention on the de-
brief report the departure delay times
and reasons in consultation with
ground staff prior to push back. This
information will be part of the regular
departure message.
It is the responsibility of the Flight
Control duty manager to compare the
delay reasons given by the de-brief
report and the departure message and
to examine the circumstances in more
detail whenever there is any
significant discrepancy between the
two accounts.

9.3.2 Departure Reports
Communications with the company
will be carried out at the Captains
discretion. Such communications shall
not be made until the flight is above
10,000 feet MSL and outside the
TMA.
Above 10,000 ft the PM/Flight
Engineer shall contact company
designated frequency and notify :
Blocks Off time
Airborne time
ETA
Any special messages

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Acutal Zero Fuel Weight
The reason for any delayed
departure
Flight Crew are requested to advise
Engineering of any un-serviceability
which occurred during departure from
Karachi and which is likely to affect
subsequent sectors. Such timely
advice will facilitate the arrangement
of the necessary engineering support
at outstations.
In flight, communications with ATC
units and monitoring of the Guard
frequency 121.5 MHz, shall take
precedence over company
communications at all times.

9.3.3 Enroute Delay Reports
If unable to advise company/ground
handling at departure airport of departure
details, or if ETA changes by more than 30
minutes. Due to an en-route delay, pass
these to Karachi Operations Control.

9.3.4 Abnormal Situation Reports
Any un-serviceability that occurs en-route
and is likely to affect the dispatch of the
aircraft from the next station should be
reported to PIA engineering/operations
control at the earliest opportunity.

9.3.5 Arrival Reports
Flight Crew are also reminded to
report aircraft technical status for
further service when within VHF
range and inbound to Karachi.
The PM/Flgiht Engineer will contact
company/ ground handling at
destination when within VHF range
and advise :
ETA.
Special passenger handling
requirements as requested by
purser.
Aircraft serviceability and
operational requirements.
9.3.6 Outstations
The Operations Manager or Station
Manager (in case Operations Manager
is not posted at that station) shall keep
the Captain informed of any possible
irregularities with ground handling
and should request his decision on all
problems which may influence flight
safety, the schedule and the workload
of the aircraft flight crew.
The traffic agent shall supply the
Captain with the latest estimated zero
fuel weight when available.

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9.4.1 General
It is the Captains responsibility to maintain
contact with the passengers in order to
ascertain that they receive the best service
possible and are kept informed about details
of the flight and deviations from normal
operations. The Public Address System
(PA) is a very effective service tool. Full
use should be made of the PA within the
guidelines set out below whenever flight
deck workload permits, to promote greater
confidence in PIA service. For all public
address messages primarily intended for the
passengers, the Flight Deck loud speakers
should be off and the flight deck door
closed.

9.4.2 Responsibility for Information
As long as the doors are still open, it
is the duty of ground staff to inform
the Captain about delays exceeding 5
minutes. The Captain in turn will
provide appropriate information for
the passengers, either personally or
via the purser.
In case of delayed boarding,
information should be sought from the
ground staff as to announcements
already made to the passengers (e.g.
reason for delay).
As soon as the doors are closed, it is
the full responsibility of the Captain
or the designated crew member to
inform passengers about all
substantial irregularities, such as
departure or approach delay, technical
troubles, go-around etc.

9.4.3 Co-ordination
Announcements should be co-
ordinated with the purser in order to
avoid duplication of information. Care
must be taken not to disturb
passengers with routine
announcements during night or while
movies are being shown.
Whenever delays or irregularities
occur, the flight crew maybe busy
with the operational or technical
handling of the situation. Therefore, if
a delay or irregularity becomes
obvious e.g. if the aircraft is returning
to the tarmac or has discontinued its
takeoff and is back at taxi speed or
prepares for landing shortly after take-
off, the purser shall contact the flight
crew on his/her own initiative to seek
information on the details of the
irregularity so as to be able to advise
the passengers accordingly if required
by the Captain.

9.4.4 Presentation of Information
When using PA system, the following
rules may be helpful:
Introduce yourself before the
first announcement.
Stick to the facts, use direct and
simple expressions and well
known geographical names for
position reports.
Do not use technical terms
which the passengers might not
understand.
Avoid expressions like Going
Down or Final Approach that
might make nervous passengers
even more anxious.
Be cautious in using humour,
passengers might disagree on
what is funny.
Avoid expressing opinions.
Passenger announcements should be
made in positive manner as far as
possible. Expressions which could
alarm the passengers, such as Bad
Weather, Heavy Turbulence, etc,
should be avoided when forecasting
weather conditions.

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At STD, if the aircraft is delayed more
than 5 minutes (give reasons for the
delay and approximate duration). A
delay shall not be mentioned
repeatedly. After one announcement
and one apology, further information
should refer to Remaining Flight
Time or ETA only. The Captain
should automatically include an
apology in the welcome speech if the
flight is delayed substantially.
In addition to advice of any delays,
routine announcements from the flight
deck should be restricted to the
introductory welcoming and farewell
addresses.
Other than this, announcements from
the flight deck during cruise should be
restricted to those relating to en route
flight information, progress
,emergency or abnormal situations, or
when turbulence is encountered.

9.4.5 Procedures for Normal Operation
The Captain should introduce himself,
then his first officer by name. At the
end of the initial welcome, the purser
should also be introduced by name.
Having spoken to the passengers, the
Captain may, if he/she wishes,
handover responsibility for the
remainder of the announcement to the
First Officer.
Information should be provided about
the flight plan, weather en route and
any other information deemed
necessary.
Subsequent announcements, if
appropriate, should state additional
en-route information, e.g. flight
progress, points of special interests,
leaving and reaching coastlines on
ocean flights, etc. These
announcements shall normally also be
made in IMC.
The closing announcements should be
made when the destination actual
weather report has been received and
the traffic situation at the landing
airfield can be better judged as to
possible arrival delays, etc. This
announcement should be given close
to the top of decent once it has been
established that the in flight
entertainment system has been
switched off. Co-ordination with the
purser is recommended if the Captains
address is to be made at the optimum
moment.

9.4.6 Procedure for Off-Schedule
Operation
Suitable information should, if
possible be transmitted before
passengers start impatient inquiries,
but not before a sound explanation of
the circumstances can be given.
Information should be based on the
following principles.
Reasonable and realistic
statement of the duration of
delay.
Once a definite time has been
given this time should not be
extended further without
informing the passengers
accordingly.
If no time statement can be
made, the passenger should be
told so.
In case of prolonged delay, the
Captain should inform the passengers
via the Purser of all arrangements
which concern them in such a way
that absolutely no misunderstanding
between the flight and cabin crew, and
passengers will arise.
During extended ground stays in case
of irregularities, personal contact
between the crew and passengers may
assist in handling the situation. It is of

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great importance that the Captain and
station personnel are always aware of
each others whereabouts and those of
all crew members.
Changes to departure time should be
transmitted to these groups as soon as
practicable by the station personnel.
When a diversion becomes necessary,
passengers shall be informed as soon
as possible and be advised that their
onward transportation or
accommodation will be arranged by
ground personnel.

9.4.7 Briefing of Passengers in an
Emergency
Proper briefing of passengers is most
important to prevent shock or panic. It
is of special importance that the
Captain should perform the
passengers briefing personally. He/she
shall explain the situation in a calm,
professional manner. The intent is to
instil confidence in the passengers that
the crew members know exactly what
they are doing. The briefing should
include instructions as appropriate
depending on the circumstances.
Only when conditions prevent the
Captain from informing the
passengers him/herself he/she may
designate and brief another crew
member to give this passenger
briefing.


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CHAPTER 10: SAFETY AND SECURITY
TABLE OF CONTENTS

10.0 General Crime On Board
10.0.1 Purpose......
10.0.2 Definitions....
10.0.2.1 Security..
10.0.2.2 Crime on Board ..
10.0.2.3 Sabotage.
10.0.3 Crime on Board..
10.0.3.1 Policy..
10.0.3.2 Reporting...
10.1 Aircraft & Crew Security
10.1.2 Safeguarding of Aircraft and Load..
10.1.3 Attempted breaches of Security and local authorities.
10.1.4 Regulatory Authority Inspector Random Inspections..
10.1.5 Crew Security on Layovers..
10.1.5.1 Crew Baggage.
10.1.6 Assault by Passengers on Crew Members
10.2 Prevention of Sabotage and Hijacking
10.2.1 Measure..
10.3 Sabotage / Bomb Threats General ..
10.3.1 Introduction Threat Assessment..
10.4 Sabotage / Bomb Threats On Ground
10.4.1 Red Warning Basic Procedure On Ground, Parked at Gate
10.4.2 Red Warning Basic Procedures On Ground Taxiing..
10.5 Sabotage / Bomb Threats In Flights
10.5.1 Red Warning Basic Procedure In Flight .
10.5.2 Suspicious Article Discovered in-Flight Cabin Crew Actions
10.5.3 Suspicious Article Discovered in-Flight Flight Crew Actions
10.5.4 Suspicious Activity or Security Breach in the Cabin..
10.6 Hijacking
10.6.1 Policy
10.6.3 Communication Procedures.
10.6.4 Flight Crew Actions.
10.6.5 Cabin Crew Actions..
10.7 Notification of Aircraft Accident and Incidents
10.7.1 Definitions
10.7.1.2 Aircraft Incident.

3
3
3
3
3
3
3
3
3-4

5
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5
5
5
5-6
6

7
8
8

9
9

10
10-11
11-12
12

13
13-14
15
15
15

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16

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10.7.1.3 Fatal Injury.
10.7.1.4 Serious Injury.
10.7.1.5 Substantial Damage..
10.7.2 Immediate Notification
10.7.3 Preservation of Aircraft Wreckage, Mail, Baggage, Cargo and records
10.8 Required Reports
10.8.1 Penalty free Reporting of Occurrences or Incident.
10.8.2 Reporting.
10.9 Withdrawal From Flying Duties...

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10.0 GENERAL CRIME ON BOARD
10.0.1Purpose
This chapter is intended to provide
crew with useful information relevant
to safety and security measure on
board PIA aircraft. It shall also stress
that constant vigilance with respect to
security is necessary by all flight and
cabin crew members.
Focus of safety and security training is
to ensure that flight crew shall
maintain control of the flight deck in
all situations that can jeopardize the
safety and security of flight.
More detailed regulations pertaining
to security are laid down in the PIA
Security Manual.
10.0.2 Definitions
10.0.2.1 Security
Security is the term used in conjunction
with legislation, regulations, programs,
staff, equipment, devices measure and
procedures required to safeguard the assets
of an organization. It is used in reference to
all aspects of protecting international civil
aviation against unlawful acts and unwanted
interference.

10.0.2.2 Crime on board (on ground and in
flight)
Crime on board whether on ground or in-
flight is an infringement of law committed
on board an aircraft.

10.0.2.3 Sabotage
Sabotage is an act or a deliberate omission,
intended to cause malicious or wanton
destruction of property, endangering or
resulting in unlawful interference with civil
aviation and its facilities.

A bomb threat or hoax is a warning given
by an anonymous informant pretending
knowledge that a dangerous device, such as
a bomb, has been or is about to be placed in
an aircraft.

10.0.2.5 Hijacking
Hijacking is an act of aggression where the
Captain is forced, by threat of violent
reprisal, to relinquish his authority as
commander of an aircraft.

10.0.3 Crime on Board
10.0.3.1 Policy
If a crime is committed on board
between doors closed and doors
opened the Captain is responsible for
ensuring that action is taken for the
safety of passengers and aircraft to
protect lives and aircraft, and for
safeguarding the necessary evidence.
In urgent cases, the captain may
arrange a preliminary inquiry until
official personnel take control. Should
he/she consider it necessary, the
Captain may start a search of clothes
and belonging to safeguard pieces of
evidence.
If there is any special risk, the Captain
has the authority to order detention of
any person suspicious of having
committed an offence. He/she must
hand over the suspect together with
any evidence to the law enforcement
authorities at the destination. Written
reports by the Captain and any witness
Performa must be submitted to the
authorities as soon as possible. He/she
must also advise Flight Dispatch as
soon as possible if away from
Pakistan, and complete a Captains
Special Repot giving all relevant
details at the completion of the flight.
The captain may perform an
unscheduled landing due to security
situation on board

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10.0.3.2 Reporting
The Captain shall notify the next
landing place authorities in advance if
he/she considers a crime has been
committed on board the aircraft. After
landing, he/she must report the case to
the local police authorities and other
agencies in coordination with the
Station Manager.
On return to Pakistan, the Captain
shall forward Captains Special
Report giving details of the actions
taken. This report will be forwarded to
the company Legal Department for
transmission to the authorities.


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10.1 AIRCRAFT & CREW SECURITY
Any Crew member noticing damage
to any aircraft equipment or goods on
board should report his / her
observation to the Captain or the
responsible ground agent as soon as
practicable, and before leaving the
ramp at the station where the damage
has first been observed. If this is not
possible the ground personnel at the
next station should be informed.
If such damage cannot be immediately
reported, a Captain Special Report
should be submitted, giving full
details of the circumstances.

10.1.2 Safeguarding of Aircraft and Load
The designated Station Manager is
responsible for the safety and the
safeguarding of aircraft, passengers
and cargo from the time that the
aircraft doors are opened until they are
closed again.
At outstation where insufficient
ground staff are available to fulfill this
commitment, close co-operation
between the Captain and Station
Manager will be necessary to ensure
that the necessary steps are taken to
prevent any unwarranted persons
entering the aircraft or associating
with any activities in close proximity
to the aircraft. On turnaround flights
and during transit stops at least one
crew member should remain on board
to monitor ground staff activity.

10.1.3 Attempted breaches of security by
local authorities
At some outstations State
organizations responsible for security
may attempt to get personnel or items
on board aircraft to evaluate crew
alertness. Crew members should
monitor all movement and activities
of ground personnel during

turnarounds, and not hesitate to
question any person who is not
wearing an identity pass or to report
to the Captain any suspicious person
or an item.

10.1.4 Regulatory Authority Inspector
Random Inspections
Any regulatory authority inspector
may carry out random periodic spot
checks on carriers operating through
their Airports. All crew members are
to be aware of the possibility that
these personnel may attempt to gain
access to the aircraft without
production or display of an ID card. A
possible motive for this action is to
place objects of questionable nature
on board in order to assess the
security-mindedness of Air Crew.
If an aircraft is subjected to
inspections in this way, the occurrence
should be noted on the Captains
Debrief Report.

10.1.5 Crew Security during Layovers
10.1.5.1 Crew Baggage
At the PIA Operations Centre, crew
baggage may be left in the designated
area. The baggage area inside Karachi
Operations Control is considered to be
a safe area. However this may not be
the case at other airports or outstation
hotels where the baggage must be
supervised at all times.
The continuous supervision of
individual baggage is the
responsibility of every crew member.
Baggage should be locked at all times
and always be under the supervision
of the owner or member of the crew
delegated to perform these tasks. This
includes the time the baggage is being
transported to the airport, up until it is
handed over the ground staff.
When collective transportation is
arranged, the Purser will delegate a

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crew member to coordinate with
ground personnel in order to ensure
that crew baggage is not left
unattended at any time in an insecure
area, including when checking in or
out of the hotel. The intention of this
precaution is to prevent interference
with baggage in any way.
When due to political unrest, a curfew
is imposed in a country or city where
a crew is a on a layover, air crew are
advised to remain within the confines
of their hotel as far as possible during
the stay. If a crew member happens to
travel outside the hotel, he/she should
ensure that he/she keeps in contact
with the hotel, and returns to the hotel
well in advance of pickup time. They
must carry their ID-Cards with them.
Where it is considered that any civil
disturbance that could endanger the
safety or well being of the crew is
likely to occur near the crew hotel, the
Captain should liaise with the Station
Manager to arrange for
accommodation in a more secure area.
If any travel restrictions are imposed
by the local authorities that could
prevent the crew from traveling to the
airport prior to the flight, a move to a
hotel at the airport should be
considered.
10.1.6 ASSAULT BY PASSENGERS ON
CREW MEMBERS
Flight Crew and Cabin Attendants are
assured that the company takes a
serious view of unwarranted
misbehavior by passenger on board on
our aircraft and will actively pursue
preventive measures.
In the event that a Flight Crew/Cabin
Attendant is assaulted by a passenger,
he/she should:
Report the assault to the Captain
who will request for

Police/Security to meet the
aircraft on arrival.
Refer the matter to
Police/Security who will meet
the aircraft.
If the Police/Security authorities
do wish to take legal action
against the offender, Flight
Crew/Cabin Attendant desiring
to institute legal proceedings
should initiate the following
course of action:
Lodge a Police report and, if
possible, obtain copy of the
report. In Pakistan this will have
to be lodged at the Police Station
serving the airport.
Flight Crew will inform SVPFO
Cabin Attendants will inform
SVP Airport Services through
G.M Airport Services as soon as
possible.
The Chief Pilot Coordination/G.M.
airport Services respectively will
advise PIA legal and security
department who will then assist the
crew member in the proceedings.

The company will provide all legal
assistance, including cost, to Flight
Crew/Cabin Attendants assaulted by
passengers whilst on duty in flight.

10.2 PREVENTION OF SABOTAGE
AND HIJACKING
10.2.1 Measure
In order to prevent hijacking and
sabotage on PIAC aircraft, a set of
precautionary measures have been
established which can be varied
according to the actual threat
situations by the decision of the PIA
Security Division with co-operation of
Airport Security Force (ASF)
Confidential information pertaining to
security measures in force at stations

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(if any) can be obtained from Karachi
Operations Control.
Prior to departure or landing if a threat
is received at the destination, the
following measures can be taken to
save guard the aircraft during a
turnaround at the airport:
Bombs or weapons have been
placed onboard an aircraft by
catering personnel, so uplifting
round trip catering can eliminate
that possibility by preventing
catering and catering personnel
from boarding the aircraft during
the turnaround.
Cleaning personnel have been
known to place bombs or
weapons on board an aircraft. So
if a positive threat exists,
instructing the outstation that
cleaning personnel are not to
board the aircraft can eliminate
that source of danger. Under these
circumstances the crew can carry
out the basic cleaning and cabin
preparations prior to boarding of
the passengers.
Additional security search of
passengers may be arranged. In
particular a physical check of all
hand baggage and body searches
can considerably diminish the
threat.
Personnel of contracting
maintenance agencies should be
prevented from approaching the
aircraft and refueling should be
carried out by the crew, ensuring
that the refueling vehicle is not
permitted to approach closer to
the aircraft than is absolutely
necessary. This should
considerably reduce the risk of a
device being attached to the
external structure of the aircraft.
In particular it should be ensured
that no one approaches the
undercarriage and wheel well
areas.
Loading personnel should be
physically searched before they
are permitted to approach the
aircraft or to enter the holds, as
this is known to be a major area
of risk.
Security measures should be
initiated to ensure that no
unauthorized person approaches
the aircraft.
If a request to open any aircraft door
is received outside the parking area,
the aircraft shall return to the parking
position and the doors will be opened
in the presence of authorized security
personnel/s and concerned
PIA/handling agent staff if so
authorized.

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10.3 SABOTAGE / BOMB THREATS
GENERAL

Threats to Sabotage Aircraft (Known as
Bomb Threats)
10.3.1 Introduction Threat Assessment
Sabotage or bomb threats are
periodically received by all airlines
against their aircraft. The action taken
in respect of these threats will be
influenced by the nature of the threat
and the way in which the threat is
made known.
From the facts available it will be
necessary to assess the threat and to
decide into which category it falls.
For threat assessment categories and
details refer to PIA Security Manual.
In all cases when a threat has been
received and assessed. The operating
Captain will be informed. In the event
of a threat having been assessed as
non-specific (Green), there will be no
need for any further actions to be
taken by the operating crew unless
they possess any supplementary
information which leads the Captain
to decide that further actions are
required.


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10.4 SABOTAGE / BOMB
THREATS ON GROUND
10.4.1 Red Warning Basic Procedure On
Ground, Parked at Gate
Captain will: -
Make the P.A. Purser to the
flight deck immediately
Notify Ground Control and Ramp
Agent.
Ensure Electrical Supply
Shut down engines.
Brief the Senior Purser on the
nature of the emergency and the
disembarkation of the passengers.
(Nature of disembarkation will be
dependent on the type of
information received). Normally
all hand baggage will also be taken
off.
Senior Purser:
Brief rest of Cabin Crew
accordingly.
Cabin Crew will:
Carry out the given instructions.
Captain will make the following P.A
(similar to the effect) :
Ladies and Gentlemen. We
have been advised of a security
threat to one of our aircraft. This
will mean that the aircraft must
be searched. Please follow the
instructions of the Cabin Crew.
You are requested to disembark
and proceed to the lounge and
carry all personal belongings
with you.

10.4.2 Red Warning Basic Procedures
During Ground Taxiing
Captain will: -
Make P.A Purser to Flight
Deck Immediately.
Proceed to the designated area as
instructed by A.T.C.
Plan to use mobile steps for
disembarkation if available
within reasonable time.
If mobile steps are not available.
Plan controlled evacuation using
slides.
If a device has been discovered
carry out full emergency
evacuations using slides as per
QRH.
Notify ATC of intentions and request
that vehicles be kept clear of doors /
slides. Inform the Ramp Agent/
Ground Handling.
Brief Senior Purser on the nature of
emergency and the disembarkations or
evacuations procedure, which doors /
slides to be used.
For controlled egress using steps will
be as follows:
Seat Belt Signs Off.
Emergency Exit Lights On
and
P.A. announcement.
For Slides it will be Evacuation Alarm
/ P.A.
Just prior to reaching designated area.
Make the following P.A. (similar to
the effect)
Ladies and Gentlemen, we have
received a message that a threat has
been made against one of our aircraft.
Airlines received many such threats.
However, we intend to take all
possible precautions therefore we
shall park the aircraft and request
everyone to disembark promptly
follow the Cabin Crews instructions.
Ensure electrical power supply.
Shut down engines
Keep Cabin Crew advised of any
changes of plan using interphone or
P.A direct to cabin.
Purser will:-
Brief Cabin Crew accordingly.
Cabin Crew will:-
Carry out given instructions

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10.5 SABOTAGE / BOMB
THREATS IN FLIGHTS
10.5.1 Red Warning Basic Procedure In
Flight
Captain will:-
Switch on Cabin Signs
Declare an emergency.
Select transponder to 7700.
Plan to land at nearest suitable
airport. Giving consideration to
emergency and passenger
handling facilities that would
aid in evacuation. (e.g. aircraft
steps, medical facilities etc).
Request ATC / Company to
advise Police and Airport
Authorities at selected
destination airport.
Make P.A. Senior Purser to
flight deck immediately
Brief the Senior Flight Purser on
:-
o Nature of threat.
o Time remaining to landing.
o Evacuation plan e.g. mobile
steps (which doors) or slides
o Re-seating of passengers
close to appropriate exits.
o Maintain cabin altitude Do
not allow it to climb.
o Descend aircraft to cabin
altitude as soon as
practicable, MSA (Minimum
Safe Altitude) and all
performance parameters
considered.
o De-pressurize aircraft when
operationally possible and
maintain the cabin altitude.
(See Note I)
o Make Following P.A (similar
to the effect):
Ladies and Gentleman, we
have received a message that
a threat has been made
against one of our aircraft.
Airlines receive many such

threats. However, we intend
to take all possible
precautions therefore we will
be landing at .
Airport in .
Minutes. After landing we
will ask you to leave the
aircraft as quickly as possible
please follow the Cabin
Crews instructions.
If time permits, initiate Flight
Deck and Cabin Search
procedures.
As required and as time permits,
adopt procedures under
Suspicious Article Discovered
in Flight Flight Crew Actions
on next page.
Keep Cabin Crew advised of
any changes of plans using
interphone or P.A direct to
cabin.
Senior Flight Purser will:-
o Brief cabin crew
accordingly
o Instigate Cabin
Search Procedures if
ordered by the
Captain.
Cabin Crew will:-
o Carry out given
instructions.
o Carry out Cabin
Search Procedure if
ordered by Captain.

Note 1: This is to reduce structural loads,
should an explosion occur.

10.5.2 Suspicious Article Discovered in-
Flight (Cabin Crew Actions)
The following Guidance to Cabin
Crew material is provided here to
ensure commonality of procedures.
Cabin Crews are generally familiar
with nearly every area of the cabin,
and will know where to expect and

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find stowages, etc. They will know
whether the item is standard
equipment normally carried on our
flight for the purpose of in-flight
services or safety.
If something is found which does not
seem right or is in any way
suspicious:
DO NOT TOUCH IT OR
MOVE IT
Inform the Flight Crew
immediately. Give exact location
and a brief description of the
article.
Where possible, move passenger
away from that area. Instruct
them to sit with their heads
below the tops of seat backs.
In the area itself, remove oxygen
bottles, perfumers,
inflammables, or other stowed
equipment which would present
a hazard as a projectile should
there be an explosion. Fire
extinguishers should be readily
available.
Await further instructions; be
prepared to give an accurate
description of the device.
Once it is decided that the article
is in a safe location, cover with a
split gash bag or duty free bag
(To prevent liquid entering
device), cover with a cushion of
soft clothing or blankets to a
depth and area as large as
possible. Cover the whole with
blankets opened out and saturate
with water. This will reduce the
risk of fire in the event that the
device is an inflammable type.
If the Captain considers it essential to
move the article, for the safety of the
aircraft, he/she will liaise with experts
on the ground who will give
instructions to the person moving the
device. They will need detailed
information as to its appearance, size
etc. After establishing that it is safe to
move the device, it should be taken to
the L.B.R.L (Least Bomb Risk
Location) and secured there. This is
usually the center of the aft service
door.
The route from the location of the
suspicious article to the LBRL, area
must be clear of all obstructions and
loose equipment. Cabin divider
curtains must be open. In addition,
place door in MANUAL, mode (Slide
disarmed) and secure article to the
middle of the door on a pile of bags
and with adhesive tape. Carry out
items (c) (d) & (f) above.

10.5.3 Suspicious Article Discovered In-
Flight (Flight Crew Actions)
Follow INFLIGHT BOMB
DISPOSAL/BOMB ON BOARD
and Least Risk Bomb Location
procedures outlined in aircraft type
related checklist and in addition:
Keep ATC fully briefed on flight
intentions so that appropriate ground
measure can be initiated at the
aerodrome of intended landing. If
flying time is not excessively
increased request a routing clear of
heavily populated areas.
Brief Cabin Crew to be prepared for a
possible emergency landing.
Prepare for possible use of crew
oxygen / smoke masks.
Minimize maneuvers and try to avoid
turbulence.
Consider carefully the choice between
flying fast to minimize airborne time
and flying slowly to minimize airloads
and damage in the event of fuselage
rupture. In most cases, the turbulent
air penetration speed will be a
reasonable compromise.
Consider establishing landing
configuration as soon as possible.
On contacting the airfield of landing,
request details of remote parking

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requirements and confirm immediate
availability of passenger coaches and
steps. Advise airfield of need to
remove passenger from the vicinity of
the aircraft to at least 200m in an
upwind direction as quickly as
possible.
If flying time allows make PA:
Ladies & Gentlemen. If there is
anyone on board with B.D. or E.O.D
experience, please make themselves
known to the crew.
Note: BD stands for Bomb Disposal. EOD
stands for Explosive Ordnance Disposal.
Only the initials should be used on the
Public Address system.

10.5.4 Suspicious activity or security
breach in the cabin.
Any suspicious activity or security
breaches in the cabin are noticed by
the cabin crew during flight he/she
shall immediately inform the cockpit
crew discreetly through the interphone
by using the code words.
The code words shall be set by the
Pilot-in-command and the senior
purser shall be informed accordingly
who will subsequently brief to the
entire cabin crew prior to each
departure.


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10.6 HIJACKING
10.6.1 Policy
Security measures in force on the
ground are intended to reduce the
possibility of potential hijackers
gaining access to an aircraft. In the
event of hijacking, the safety of
passengers and crew are the first and
primary consideration. When
necessary, for this reason, the
demands of hijackers shall normally
be complied with by maintaining
passive control of the situation.
The Captain shall, as far as possible,
retain his authority over crew,
passengers, aircraft and load. Flight
Crew should not flee, and leave the
Cabin Crew and passengers behind, in
order to immobilize the aircraft.
However, although it is against basic
principles, there may be a situation
where the Captain decides that the
escape of the Flight Crew will
improve the success of the mission
and save lives and goods.

The best solution in dealing with
hijacking is to prevent its occurrence.
PIAC in co-operation with the Local
Authorities has established tight
security measures in dealing with
checking individuals and their
belongings. The following is offered
as a guide for crews in the event of a
hijacking, despite having taken all
precautionary measures.
It is, of course, not possible to provide
definitive instructions that will cover
every conceivable situation that may
develop or to outline in detail the
exact steps to be followed.
When an aircraft is under armed threat
during a flight, it is extremely
important that all crew members adopt
a manner and attitude that will avoid
alarming or frightening the hijacker or

the passengers. All Crew members
must remain calm regardless of
circumstances and must convey an air
of composure to others. The ability to
remain cool, think straight, and
operate methodically requires
knowledge of what to do under given
circumstances, and for this reason, the
procedural guidelines detailed in this
section were established.
In any emergency there can be no
substitute for the use of individual
initiative and personal judgment. The
procedures given in this section of the
Manual are intended primarily as
guides and are subject to change as
required.
Obviously, the best solution to any
emergency is to prevent its
occurrence. Accordingly,
crewmembers must continually be
alert to note any incident or
circumstance which might develop. If
possible, the matter should be handled
so as to eliminate the hazard involved.
Prompt notification must be given to
those responsible for dealing with the
particular type of emergency.
Cabin Crew members shall mentally
catalogue their passengers with the
idea of noting those who appear
capable of disturbing other passengers
or creating an emergency situation.
Additionally, they shall observe those
from whom they could expect help in
case of emergency, such as Company
or military personnel or other able-
bodied, mature men.
Cabin Crew members are to make
frequent checks of the cabin during
flight, being particularly watchful at
night. They must always be on the
alert for unusual or peculiar actions on
the part of any passenger. Each time a
suspect passenger uses the lavatory, it
should be inspected for time-bombs or
other devices. Suspect passengers are

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to be observed closely when they
come in contact with other passengers,
and Cabin Crew are to be on the
lookout for weapons left on board to
be picked up later by a hijacker.
If and when accosted by a potential
hijacker, crewmembers are to remain
calm and refrain from arguing with or
antagonizing the suspect, as his/her
actions are likely to be irrational.
He/she should be addressed in a
normal tone of voice and no unusual
movements or actions must be made
to startle or annoy him/her.
At some point during the flight, he/she
may make known his/her intentions.
More than likely it will be a request or
demand for access to the cockpit and
conversation with the Captain. At this
point it will become necessary to alert
the Flight Crew of the situation
without alarming the hijacker. He/she
should be told that access can be
permitted only after an interphone
request to and subsequent approval by
the Captain. The crew member must
then alert the Captain over the
interphone advising him of a
passenger who demands access to
the flight deck. The message should
not emphasize the word demand but
simply state it as thought it were
normal phraseology. This alert will
provide the Captain with sufficient
warning to permit him to take certain
actions during the time required to
escort the hijacker to the flight deck.
The rear interphone should be used to
provide the maximum warning time.

Flight Crew shall remain calm, make
every effort to co-operate with the
hijacker at all-times, and refrain from
any physical action to subdue even
though such action looks feasible.
Routine flight duties should continue.
Upon notification by a Cabin Crew
member that a potential hijacking is in
progress, or upon verification of such
an attempt by conversation with the
suspect, every effort should be made
to immediately select transponder
code 7500 to alert ATC to the
situation. ATC will continue to track
the flight and give priority assistance
wherever possible. If possible, the
Captain should try to draw
information from the hijacker by using
the fuel ruse, i.e. advise him/her of the
need to know his plans so that fuel
loading, charts, clearances, etc. can be
arranged. Any information obtained
by this means should be passed on to
ATC in a methodical and routine
manner.
An aircraft squawking Code 7700 and
not in radio contact with the ground
will be considered by ATC to have an
in-flight emergency (in addition to
hijacking), and the emergency
procedures in the appropriate ATC
handbooks shall be followed. In this
case, notification of other concerned
authorities shall include information
that the aircraft was observed to have
displayed the hijack code as well as
the emergency code.
Above all, co-operation and
compliance with the hijackers
demands are essential in safeguarding
the lives of the crew and passengers.
Again, the entire crew must remain
calm, alert ATC, comply, and use
common sense.
ATC will provide interference free
communication and continuous radar
monitoring wherever possible. They
will also alert PIA personnel, police,
ASF and relevant local authorities to
request surveillance action.

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10.6.3 Communications Procedures
Probably the single most critical
aspect of dealing with hijacking is
communication. Each crewmember
should be fully familiar with the
standard hijack code signals so as to
assure proper transmittal of messages
in actual hijack situations.
Experience gained from past
hijackings indicates that there are
certain things a crewmember can do to
reduce the threat to the safety of a
flight under control of hijackers.
Critical situations have developed
which have caused serious concern for
the safety of both passengers and
crew. In each of those situations,
certain common actions were taken by
the Air Crew and personnel on the
ground because communications were
either sketchy or non-existent. Each
party involved acted almost
independently without the knowledge
of what the other party was doing or
wanted to be done.
Should an in-flight hijacking or
diversion occur, to the extent
permitted by circumstances,
crewmembers should transmit as
much information as possible to the
ground. Ground stations have been
advised not to reply to such
transmissions unless requested.

10.6.4 Fight Crew Actions
If the hijacker has been in the flight
deck, the Flight Crew should, if
possible pull the cockpit voice
recorder circuit breaker after the
hijacking is over this will assist in the
subsequent recovery of evidence.
When the situation is finally secured
the appropriate Tech. Log entry
should he/she made to protect all
recorded conversation.

10.6.5 Cabin Crew Actions
The Cabin Crew plays an extremely
important role in any hijacking or
diversion. The following actions, if
performed during hijacking, will
contribute to the safe completion of
the flight :
Remain calm and poised.
Attempt to talk to and calm the
hijacker.
If possible, discourage the
hijacker from going to the fight
deck.
Impress upon the hijacker that
safety of flight requires that
he/she remain seated in the
cabin.
his/her wishes and instructions
will be complied with
immediately even though he/she
is seated in the cabin.
safety of flight requires that
he/she remain seated in the
cabin.
he/she is able to maintain
constant communication with
the flight deck and if he/she
desires, he/she may at any time
communicate directly with the
Captain.
If the hijacker insists upon going
immediately to the flight deck,
advise the Captain via
interphone, if conditions permit,
without sounding panic stricken.
If possible, set aside and save
eating and drinking utensils used
by the hijacker.
Observe the hijackers actions
and conversation with other
passengers, who might be
accomplices.
Observe the hijackers seat
number.

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10.7 NOTIFICATION OF
AIRCRAFT ACCIDENTS
AND INCIDENTS
10.7.1 Definitions
An occurrence which takes place
between the time any person boards
the aircraft with the intention of flight
until such times as all such persons
have disembarked, in which; any
person suffers death or serious injury
as a result of being in or upon the
aircraft or by direct contact with the
aircraft or anything attached thereto,
or which the aircraft receives
substantial damage.

10.7.1.2 Aircraft Incident
Any other occurrence that affects or might
have affected the safety of the aircraft, its
occupants or any other third party.

10.7.1.3 Fatal Injury
Any injury which results in death within 30
days of the accident.

10.7.1.4 Serious Injury
An injury which:
Requires hospitalization for
more than 48 hours,
commencing within 07 days
from the date the injury was
received.
Results in fracture of any bone
(except simple fracture of
fingers, toes, or nose).
Involves lacerations which cause
severe hemorrhages, nerve,
muscle, or tendon damage.
Involves injury to any internal
organ.
Involve second or third degree
burns, or any burn affecting
more than 5% of the body
surface.

10.7.1.5 Substantial Damage
Damage or structural failure which
adversely affects the structural
strength, performance, or flight
characteristics of the aircraft, and
which would normally require major
repair or replacement of the affected
component.
Note:- Engine failure or damage
limited to an engine; bent fairing or
cowling; dented skin; small puncture
holes in the skin or fabric; damage to
landing gear, wheels, tyres, flaps,
engine accessories, brakes, or
wingtips are not considered.
Substantial damage for the purpose
of this section.

10.7.2 Immediate Notification
The occurrences (Accidents and
Incidents) that are described in this
sub chapter are required to be reported
to the Director General Civil Aviation
Authority- (DGCAA) on an Air
Safety Report Form.
If a report falls under the criteria for a
Mandatory Occurrence Report
(MOR), the Captain shall ensure that
all affected crewmembers make a
written statement. This should contain
the facts, conditions and
circumstances that relate to the
accident or incident, as they appeared
to the Crewmembers. This should be
written at the earliest convenient
opportunity.
The Captain shall immediately notify
the Operations Control, who will
liaise with Company personnel to
inform concerned regulatory
authorities.
An aircraft accident or any of the
following listed incidents occurs:
Flight control system
malfunction or failure.
Inability of any required Flight
Crew member to perform his/

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her normal flight duties as a
result of injury or illness.
Turbine engine rotor failures
excluding compressor and
turbines blades.
In-flight Fires.
Aircraft collisions in flight.
In-flight major failure of the
electrical systems that require
sustained use of an Emergency
power source, e.g. Emergency
Generator, or RAT to retain
Flight Control or Essential
Instruments.
In-flight multiple failure of
hydraulics systems, such that
there is sustained reliance on
one remaining means of moving
the flight control surfaces.
Sustained loss of thrust or
power from one or more
engines.
Evacuation involving slides
usage.
An aircraft is overdue and is
believed to have been involved
in an accident.
The notification required shall contain
the following information if it is
available:
Type, nationality, and
registration marks of the
aircraft.
Name of owner, and operator of
the aircraft.
Name of the Captain.
Date and time of the accident.
Points of departure and intended
landing of the aircraft.
Position of the aircraft with
reference to some easily defined
geographical point.
Number of persons aboard,
number killed, and number
seriously injured.
Nature of the accident, the
weather and the extent of
damage to the aircraft if known.
A description of any explosives,
radioactive materials, or other
dangerous articles carried.
10.7.3 Preservation of Aircraft
Wreckage, Mail, Baggage, Cargo, and
Records
The Company is responsible for
preserving wherever possible any
aircraft wreckage, baggage, cargo, and
mail aboard the aircraft, and all
records, including tapes of flight
recorders and voice recorders,
pertaining to the operation and
maintenance of the aircraft and the
Flight Crew involved in an accident or
incident for which notification must
be given until the concerned
regulatory authority takes custody
thereof or a release is granted.
Prior to the time the concerned
regulatory authority takes custody of
the aircraft wreckage, mail, baggage
and cargo, such wreckage, mail,
baggage and cargo may be disturbed
or moved only to the extent necessary:
To remove persons injured or
trapped in the wreckage.
To protect the wreckage from
further damage.
To protect the public from
injury.
Where it is necessary to disturb or
move aircraft wreckage, mail,
baggage or cargo, sketches,
descriptive notes, and photographs
shall be made, if possible, of the
accident scene, including the original
position and condition of the
wreckage and significant impact
marks.
SVP Corporate Safety shall retain all
records and reports, including all
internal documents and memoranda
dealing with the accident or incident,
until advised by the CAA Pakistan
that such matter is no longer required
for further investigative purposes.

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10.8 REQUIRED REPORTS
10.8.1 Penalty free Reporting of
Occurrences or Incidents
The primary purpose of submitting an
Air Safety Report is to assist in the
prevention of any future Incidents.
Flight Crew is expected to submit an
Air Safety Report in an expeditious
manner after any relevant event.
It is not the normal policy of PIA to
institute disciplinary procedures in
response to the reporting of any
incident affecting Air Safety.

10.8.2 Reporting
Incidents (either Operational or Non-
Operational) must be reported to the
Corporate Safety Division
immediately by the most expeditious
means. The Captain shall submit an
Air Safety Report on all matters
relating to abnormal occurrences. The
report shall include as much useful
information as is possible depending
on the incident or deviation in which
the flight was involved, including:
Flight description.
Flight number.
Date
Captains name.
Number of passengers.
Departure stations and
destination
Type of aircraft and registration.
Where applicable:
Gross weight.
Flight profile
Configuration.
Aircraft component
malfunction.
Weather.
Airport and navaids.
Runway conditions.
A description of the occurrence.
Time
Location
Emergency equipment used.
Personal Injury
A complete incident report must be
raised whenever:
A system defect occurs, which
adversely affect the handling
characteristics of the aircraft or
renders it unfit to fly
There is warning of fire or
smoke.
An emergency is declared.
Safety equipment or procedures
are defective or inadequate.
Deficiencies occur in any
operating procedures or
manuals.
There is incorrect loading of
fuel.
Cargo or livestock, or dangerous
goods or a significant error on
the load sheet.
Operating standards are
degraded due to deficient ground
support or ground facilities.
Ground damage occurs.
A rejected take off is executed
after take off power is stabilized.
An excursion occurs; if any part
of the aircraft leaves the paved
surface during the taxiing, take-
off or landing.
Significant handling difficulties
are experienced.
A navigation error occurs,
involving a significant deviation
from the intended track.
A height control error of more
than 300ft occurs.
There is an exceding of the
limiting parameters for the
specific aircraft configuration, or
when a significant unintentional
speed change occurs.
Communication fails or is
impaired.
A go-around (below 1000ft) or a
windshear go-around is flown.
A GPWs warning occurs.
A stall warning occurs.

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A over weight landing check is
required.
A serious loss of braking occurs.
An aircraft is evacuated.
The aircraft lands with final
reserve fuel or less remaining.
Air-miss or an ATC incident or a
wake turbulence event occurs.
A TCAS resolution advisory
occurs.
Significant turbulence or
windshear or other severe
weather is encountered
(including lightning strikes.)
Crew or passengers are seriously
ill, injured, or have become
incapacitated.
There is difficulty in controlling
violent armed or intoxicated
passenger(s) or when a
passenger restraint kit is used.
Toilet smoke detectors are
activated or vandalized.
An act of aggression e.g. Bomb
threat or hijack occurs or
security procedures are
breached.
A bird strike or other foreign
object damage occurs.
Any event, where safety
standards are significantly
reduced.
Any event which may provide
useful information for the
enhancement of flight safety.
Whenever an emergency
situation results in a violation of
local rules & procedures.
The Captain shall complete the Air
Safety Report as soon as possible
after an aircraft incident / accident and
if it is reportable, it will be reported to
the CAA-Pakistan as early as
possible.


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10.9 WITHDRAWAL FROM FLIGHT
DUTIES
The Captain, First Officer and Flight
Engineer of an aircraft are
automatically withdrawn from flying
duties pending investigation, if the
aircraft on which they are acting as
members of the Flight Crew is
involved in an accident or incident
while in motion and which results in:
Death or serious injury to any
person.
Damage to property, either
Company or third party.
Major structural damage to the
aircraft.
A serious breach of air safety or
operational security.

Any flight operations person
suspected or involved of deliberate
violation of the Company Operational
Safety Standards will be suspended or
discontinued from active duty pending
finalization of the proceedings of a
formal investigation. The terms of
reference for investigation will be
given by the SVP Flight Operations.
Reinstatement to active duty will be
subject to Company top management
decision based on the findings of the
investigation.


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CHAPTER 11: PASSENGER HANDLING
TABLE OF CONTENTS
11.0 Responsibility
11.0.1 General
11.1 Passenger Exclusion
11.1.1General....
11.1.2 Medical /Serious Sickness Cases.......
11.1.3 Liability .
11.2 Boarding, Offloading, Upgrading
11.2.1 General... ...
11.2.2 Ramp Transfer....
11.2.3 Unaccompanied Minors ....
11.2.4 Wheelchair for use in Wide bodied Aircraft.
11.2.5 Transit Passengers..............................................
11.2.6 Passenger Baggage.........
11.2.7 Offloading Missing Passenger Baggage.
Passenger Upgrading ............
11.3 Safety of Passengers in Flight
11.3.1 Cabin Rate of Climb/Descent.....
11.3.2 Use of Seats and Seat Belts ...
11.3.3 Smoking in the Cabin.....
11.3.4 Oxygen Requirements........
11.3.5 Use of Oxygen........
11.3.6 Oxygen Mask Demonstration ....
11.3.7 Life Vest Demonstration/Briefing. ....
11.3.8 Consumption of Alcoholic Beverages...
11.4 Carriage of Deportees/ Inadmissible Passengers
11.4.1 General..............
11.4.2 Handling on Board....
11.4.3 Notification ..
11.4.4Disembarkation....
11.5 Disabled Passengers
11.5.1General........
11.5.2 Handling and Boarding......
11.5.3 Individual Disabled Passengers.
11.5.4 Group of Disabled Passengers...
11.5.5 Evacuation Procedures......
11.5.5.1 Individual Disabled Passengers.
11.5.5.2 Group of Disabled Passengers
11.6 Carriage of Pregnant Passengers..
11.7 Passenger Misconduct
11.7.1 General .....
11.8 Illness, Birth and Suspected Death
11.8.1 Policy .....
11.8.2 Illness/Injury.
11.8.3 Birth .
11.8.4 Suspected Death..

3

4
4
4

5
5
5
5
5
6
6
6

7
7
7
7
7
7
7-8
8

9
9
9
9-10

11
11
11
11
12
12
12
13

14-15

16
16
16-17
17

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11.0 RESPONSIBILITY
11.0.1General
Passenger handling at an airfield is the
responsibility of PIA station staff
and/or the contracted local handling
agent. The responsibility extends until
the Captain accepts the release of the
aircraft from an authorized member of
the ground staff, and the aircraft doors
are closed and the boarding ramps/
steps withdrawn. At that point the
passengers become the responsibility
of the Captain.
Notwithstanding this, the Captain is to
ensure that the combined number of
adult and child passengers on board
the aircraft does not exceed the
number of certified passenger seats. It
is the responsibility of the Senior
Cabin Crew member to bring to the
Captains attention cases, where the
amount of hand baggage in the cabin
exceeds that which can be safely
stowed in approved areas. Hand
baggage that cannot be safely stowed
in the cabin shall be offloaded by the
ground staff. If space is available it
may be loaded in the aircraft holds. A
cabin is not to be reported ready for
take off until all hand baggage aboard
the aircraft is safely stowed.
In the event that an aircraft
experiences a prolonged delay after
the passengers have boarded, the
Captain having considered all relevant
factors, shall decide whether they
shall remain on board or disembark.
The following points should be
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11.1 PASSENGER EXCLUSIONS
11.1.1 General
The following extract from the ICAO
Conditions of Carriage is
reproduced for the guidance of Flight
Crews and Traffic Staff.
A Carrier may refuse to carry, cancel the
reserved space of or remove enroute any
passenger, when in the exercise of
reasonable discretion, the Carrier decides
that the conduct, status, age, or mental or
physical condition of the passenger is such
as to:
Require special assistance from the
Carrier.
Cause discomfort or be objection-
able towards the other passengers.
Involve any hazard or risk to
himself or to other persons or
property.
The sole recourse of any person
refused carriage or removed en-route
for any reason specified above, shall
be the recovery of the refund value of
the unused portion of the ticket.

11.1.2 Medical/ Serious Sickness Cases
A Captain has the right to refuse to
accept an invalid or incapacitated
passenger if he/she believes the
passenger is likely to be placed at risk
by the journey, or to constitute a flight
safety hazard, or might cause
inconvenience or discomfort to others,
whether or not the travel has been
medically cleared.
The expected duration of the delay.
Whether the presence of the
passengers will hamper the task of
maintenance personnel in the event of
a technical delay.
The availability of suitable space in
the terminal building to accommodate
the passengers.
Any local restrictions on the
temporary disembarkation of
passengers.
Passenger inconvenience.
PIA authorizes the travel of passenger
on stretcher. Such passenger must be
accompanied by a doctor or an
attendant / escort. For details refer
PHS Manual.

11.1.3 Liability
PIAC may suffer serious liabilities if a
passenger is excluded for reasons
which are later proven to be
unjustifiable or unreasonable.
However, PIA officials must exclude
any passenger who is obviously likely
to endanger him/ her self or the
aircraft or its contents, or to cause
substantial annoyance or
inconvenience to other passengers.
A Captains Special Report must be
made whenever any passenger is
excluded from a flight. It must state
the complete details of the incident,
the name and address of the excluded
person(s) and names and addresses of
at least two independent witnesses
who are willing to give evidence, if
required to do so.
The Captain is ultimately responsible
for the decision to exclude any
passenger from carriage and the final
decision must rest with him.

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11.2 BOARDING, OFFLOADING,
UPGRADING
11.2.1 General
It is general policy in PIAC not to
inconvenience a large number of
passengers to accommodate a few.
However in compassionate or gravely
urgent cases, Captains may use their
discretion to delay a flight departure.
Unless there are operational reasons
i.e. deteriorating weather, Captains
will delay a departure when officially
requested to do so through the General
Manager Central Control.
Mandatory Cabin Crews must be on
board at all stations whenever the
passengers are on board or in process
of embarking/disembarking.

11.2.2 Passenger Boarding
Boarding shall normally be conducted in
accordance with company procedures and
after clearance from the operating Captain
or his representative. In case the Captain or
his representative is not on board, the
clearance will be obtained from the Flight
Despatch who shall ensure the aircraft is
serviceable and there is no significant
weather at the destination aerodrome.

11.2.3 Ramp Transfer
Ramp transfers of passengers and their hand
baggage between two different aircraft is
not approved.

11.2.4 Unaccompanied Minors
Whenever there are fifteen or more
unaccompanied minors travelling on a
particular flight, Flight Services may
be asked to provide a supernumerary
crew member to look after the
children in flight without cost to the
passengers.
Unaccompanied minors will be
handed over to the Senior Purser by a
member of ground/ traffic staff upon
boarding.
It will be the Senior Pursers
responsibility to ensure that no
unaccompanied minors are
inadvertently disembarked at any
transit station.
In case of flight disruption at a transit
station, unaccompanied minors remain
the responsibility of the Senior Purser
until being handed over to the
appropriate ground / traffic staff.

11.2.5 Transit Passengers
During an enroute stop where transit
passengers are carried, onward
passengers may remain on board the
aircraft unless local regulations
prohibit this. The Captain is
responsible for those remaining on
board, and he/she shall, through the
Cabin Crew, take all necessary steps
to ensure their safety and comfort.
Wherever the passengers remain on
board, it is necessary for the Cabin
Crew to remain on the aircraft for the
duration of the stopover, or until they
are handed over to the next crew.
In the event that transit passengers are
required to disembark, the Captain
shall liaise with the ground staff
through the Purser in order to ensure
that terminal arrangements are
satisfactory, and that those passengers
are issued with transit boarding
passes. They should also be made
aware of the boarding time. The
Captain shall also take measures to
ensure the safety of any personal
belongings left on board by the
passengers.
Transit passengers shall be physically
counted and the number checked with
the load message. In case of any
discrepancy, the Captain shall ensure
airline security procedures are applied.

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11.2.6 Passenger Baggage
Whenever a baggage identification
procedure is initiated, it is a Company
requirement that the baggage is positively
identified. By merely pointing towards their
bags, baggage can easily be misidentified.
To avoid any possible errors, normally
passengers should touch their bags as a
means of positive identification.

11.2.7 Offloading Missing Passenger
Baggage
Whenever a passenger fails to show
up at the boarding gate after he/she
had previously checked in with
baggage, then :-
Offloading of baggage
belonging to the missing
passenger will commence 10
minutes before STD.
If the passenger is located before
this process is completed, then
he/she will be accepted for the
flight.
When the bags are recovered,
they are to be placed forward
and to the left of the cockpit, in
full view of the Pilot-in-
Command (Domestic Stations
Only).
Traffic Staff will then obtain a
signature from the Captain on
the Passenger offloading
Performa, together with a
written confirmation that he/she
acknowledges the physical
existence the bags offloaded
from the aircraft. (Refer to
CHAPTER 5 for further
information on the Missing
Passenger Report).
The traffic staff will adjust the
weights on the Load Sheet via
LMC entry.
If the passenger is located after the
baggage offloading has been
completed, then he/she will not be
accepted for the flight.


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11.3 SAFETY OF PASSENGERS
IN FLIGHT
11.3.1 Cabin Rate of Climb/Descent
For passenger comfort, rate climb/descent
altitude of cabin greater than 500 ft. per
minute will be avoided.

11.3.2 Use of Seats and Seat Belts
There must be adequate serviceable
seats and safety belts available on
board for all passengers.
Passengers must use their seat belts
and the Fasten Seat Belts sign must
be on during:
Taxiing and any period of flight
below 10,000 ft.
Flight in turbulent air or at any
time when turbulence can be
expected. In case of the latter,
the Captain shall brief the Cabin
Crew as early as possible, thus
enabling them to secure in
advance those passengers who
wish to sleep.
An announcement shall be made
by the Purser as soon as Fasten
Seat Belts sign is switched off
after take off, recommending the
passengers to keep the belts
fastened for safety reasons
whenever seated.
An announcement shall be made
by the Purser as soon as Fasten
Seat Belts sign is switched on
before landing, recommending
the passengers to keep the belts
fastened for safety reasons till
the engines are switched off.

11.3.3 Smoking in Aircraft Cabin
Smoking on board all PIA aircraft is
strictly prohibited.
During turn-rounds when there are no
passengers on board, crew members
who wish to smoke should seek the
Captains permission to leave the
aircraft for this purpose. This will be
subject to the fact that there are no
prohibiting airport regulations.

11.3.4 Oxygen Requirements
PIA aircraft are required to carry the
following supplemental oxygen for
passengers:
To supply Oxygen to 10% of the
passengers for any period in
excess of 30 min at cabin
pressure altitudes between
10,000 and 13,000 feet.
To supply Oxygen to all (100%)
passengers for any period at
cabin pressure altitudes higher
than 13,000 feet.

11.3.5 Use of Oxygen
Passengers must use oxygen when
cabin altitude is above 14,000 ft.
Passengers need not use oxygen at or
below 14,000 ft.
For CREW oxygen requirements see
CHAPTER 15.
Whenever a passenger shows sign of
oxygen deprivation, he shall be given
therapeutic oxygen in accordance with
current medical instructions. When
dispensing oxygen, proper oxygen
masks should be used.
The use of oxygen must be recorded
in the aircraft Technical Log.

11.3.6 Oxygen Mask Demonstration
Demonstration is compulsory for all flights.
It will be carried out in accordance with the
relevant instructions issued to the Cabin
Crew, either by an actual demonstration or
by the use of an approved video.

11.3.7 Life Vest Demonstration/Briefing
A life vest demonstration for
passengers must be made before
takeoff if:
The takeoff or approach path is
over water, and in the event of a

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mishap there is the possibility of a
ditching.
The aircraft will be flying over
water which is more than one hour
flying time away from shore.
The aircraft will be flying en-route
over water beyond gliding distance
from shore.
Detailed instructions regarding how
and when a demonstration or briefing
must be made are stipulated in the
relevant instructions issued to Cabin
Crew members in their SEP Manual.
Demonstrations/briefings may be
replaced by a relevant video
performance if such a system is
available on the respective aircraft
type.

11.3.8 Consumption of Alcoholic
Beverages
No passenger may drink any alcoholic
beverage onboard the aircraft.
No alcoholic beverages may either be
served or consumed on the flight deck
under any circumstances.


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11.4 CARRIAGE OF DEPORTEES/
INADMISSIBLE
PASSENGERS/PASSENGER
IN CUSTODY
11.4.1 General
A deportee is a person who has
entered a country and who at some
later time is formally ordered by the
authorities to be removed from that
country.
An inadmissible passenger (INAD) is
a passenger who is refused admission
to a country by the authorities of that
country.
A passenger in custody is a person
charged with criminal offence and is
wanted by the governmental
authorities of another country or is
being sent to the home country for
trial/conviction. Normally such
passenger remains under close
physical supervision and custody as
court.
Deportees shall be accompanied by
security officers or equivalent unless
they are expelled for one of the
following reasons only:
Lack of working permit
Illegal entry
Expired visa or passport
Cancelled or invalid permit of
residence
Insufficient funds
Repatriation (runaway youth,
refugees) and when there is a
reasonable assurance that the
deportee:
o Needs no special handling
o Will not be a source of
annoyance to other passengers
o Does not jeopardize the safety of
the persons, goods or aircraft
PIA Security/ Traffic/ Immigration
will be advised in advance of any
potential deportees/ INAD passengers/
passenger in custody, and will make
the decision on whether they may
travel unaccompanied or will require
an escort.

11.4.2 Handling on Board
In all cases the Captain must be
advised that DEPO/ INAD
passengers/ passenger in custody are
on board, with or without an escort.
He/she has the authority to refuse to
carry deportees in any doubtful case.
Persons who refuse to board the
aircraft with physical resistance shall
be excluded from the carriage.
Arrangements shall be made that such
persons will be boarded ahead of
passengers and seated as discreetly as
possible at the rear of the aircraft. The
escort may carry restraining devices,
and will use them if required.
Otherwise, such persons will be
treated with the same courtesy and
tact as all other passengers on board
To avoid deportees/ INAD
passengers/ passenger in custody
destroying their travel documents and
claiming asylum on arrival, which
could result in Airline being fined by
the immigration control authorities at
the destination, the departure station
must ensure that the tickets and
passports are handed to the escort or
the Purser of the flight for his/ her
retention.

11.4.3 Notification
For all deportees/ INAD passengers/
passenger in custody a Deportee
Report must be completed and
distributed as indicated on the form.
The Purser must initial the station
records.
Passports and travel documents, along
with the copy of the Deportee Report,
must be handed to the PIA Station
Manager or his representative at the
destination station for the follow up
action.

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11.4.4 Disembarkation
that such passengers are not permitted to
disembark at any point within the
jurisdiction of the deporting country, unless
ordered to do so by that countrys
authorities. When an aircraft lands at
another station within the jurisdiction of the
deporting country or returns to the point of
departure, the Captain will inform the
station staff and the authorities of the
passengers presence. Station staff must
ensure that the authoritys instructions for
custody of the passengers, either on board
the aircraft or elsewhere pending re-
embarkation, are carried out.


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11.5 DISABLED PASSENGERS
11.5.1 General
Disabled passengers belong to
different medical categories and may
travel either individually or in groups.
These categories are subdivided into:
Passengers able to reach an
emergency exit during an
evacuation without assistance.
Passengers requiring assistance
in order to reach an emergency
exit during an evacuation.
Detailed procedures (e.g.
authorization for travel, maximum
number accepted etc.) are laid down in
Passenger Handling Manual. An
escort will accompany the disabled
passenger at his/ her own expense.
The Captain must be advised if
disabled passengers are on board the
aircraft. He/she has the final authority
to accept or reject incapacitated
passengers for a specific flight. This
authority is valid for last minute
boarding as well as for already
accepted incapacitated passengers.
The following guidelines are intended
to assist the Captain in his decision
making:
Are appropriate documents e.g. a
statement from the attending
physician, Medical Forms etc.
on board?
Are there qualified
accompanying personnel (doctor
/ nurse/ escort) or as specified by
the Physician.
No imminent danger to life as
far as is recognizable.
Is proper care and transportation
organized at the destination?.
If the Captain decides to refuse
carriage, he/she shall inform such
passenger(s) about alternate travel
means after consultation with the
station personnel.

11.5.2 Handling and Boarding
Cabin Crew will offer general
assistance to disabled passengers and
escorts, but cannot be expected to
undertake nursing duties, etc.
The Captain must be notified in the
event of any deterioration in the
passengers condition during the
flight. He/she may not be able to
divert always but can make
arrangements for extra medical help to
be available at the destination and also
request for doctor assistance incase
one is onboard as a passenger.

11.5.3 Individual Disabled Passengers
The standard Cabin Crew is
considered to be able to care for
comfort, safety and assistance in an
emergency.
Passengers able to reach an
emergency exit without assistance
shall be seated near the floor type
emergency exit/doors but not in the
seat blocks immediately adjacent to
exits/ doors. Passengers unable to
reach an emergency exit without the
assistance are required to travel with
an escort who will be able to assist
them in an emergency.

11.5.4 Groups of Disabled Passengers
Accompanying persons are always
required in addition to the standard
Cabin Crew. These able-bodied
attendants are responsible for the
disabled passengers comfort, and
their safety and assistance during
emergency evacuation.
Groups will be subdivided into
smaller groups (depending on the
aircraft type) and shall be seated in
areas specifically designated for the
purpose. Further information is
available in the Passenger Handling
Manual.

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11.5.5 Evacuation Procedures
11.5.5.1 Individual Disabled Passengers
The standard Cabin Crew is responsible for
the evacuation of passengers able to reach
the emergency exits without assistance.
Passengers requiring assistance will be
evacuated by their escorts or Cabin/Flight
Crew and able-bodied passengers,
depending on the situation.

11.5.5.2 Groups of Disabled Passengers
Primarily, it is the responsibility of the
accompanying persons to evacuate groups
of disabled passengers. Cabin/Flight Crew
shall assist as far as possible depending on
the situation.


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11.6 CARRIAGE OF PREGNANT
PASSENGERS
Expected mothers are not normally
regarded as incapacitated and
pregnant women will be accepted
without a medical certificate up to the
end of their 24
th
week of pregnancy.
From the 25
th
to the 32
nd
week of
pregnancy the passenger will
need to produce a medical
certificate of fitness to fly.
Beyond 32 weeks MEDIF will
be required.


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11.7 PASSENGER MISCONDUCT
11.7.1 General
Should any passenger(s) become
unruly during the flight; it is the
responsibility of the cabin crew to act
under the instruction of Pilot-in-
Command against such type of
passengers. The crew may achieve
control by talking with the unruly
individual(s), but if that is not
effective, he/she may have to use more
positive measures, such as restraining
the passenger with belts, ropes,
blankets, or the restraining devices if
provided. If a number of passengers
are involved the Captain shall initiate
positive steps to bring the situation
under control.
Enlisting the assistance of able bodied
passengers may be necessary. The
Captain should notify via ATC, the
law enforcement officials at the
airfield of the intended landing, so that
they can meet the aircraft and take
custody of the passenger(s).
Cabin Crew should be alert to the
personal behaviour of any passenger
who could threaten the welfare of any
other passenger or crew member. The
Captain is to be informed
immediately.
The following acts or conditions
violate the law. Any person violating
any of these or any other law or
regulation may be removed from the
flight and prosecuted to the extent of
the law. A report should be submitted
accordingly upon completion of the
flight:
Apparent intoxication
Being obviously under the
influence of drugs (except under
proper medical care).
Threatening another passenger
or a crew member with physical
violence
Indecent exposure or proposals
Theft
Carrying an unauthorized deadly
or dangerous weapon either
concealed or unconcealed.
Interfering with the safety of a
crew member or the aircraft
Conveying false information
concerning the flight and its
safety.
Committing or attempting to
commit an act of aerial piracy.
The Captain is responsible for
ensuring that this policy is applied
and that appropriate written reports
are submitted by members of the
crew. For this reason, Pursers should
ensure that any incidents of this
nature are fully documented by
themselves and by any crew members
who are involved in an incident or are
witness to it.
As there are many different types of
incidents, the Captain shall use his
discretion in deciding when an
incident should be referred to the
Authorities.
Refer to PIA Security Manual for the
following:
Disorderly Passenger Release
Performa
Unacceptable Behaviour Final
Waning Performa
Witness Report Form
As a guideline the following
definitions with reference to ICAO
Annex 17, the Tokyo convention rule,
ICAO Doc 288 and IATA security
manual are being reproduced.
Violent: Actual or Threatened
Violence. Any activity involving
physical assault or threat of physical
assault. Assault is defined as an
unlawful and intentional display of
force against another in such a way
that it creates in the mind of the other
person the belief that force is about to
be used against them. (Assault

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includes the use of force, e.g.
Battering)
Unruly: Breach of Aviation/Criminal
Law. Any activity directed towards
another person that constitutes
offensive, menacing or reckless
behaviour. Such behaviour would
include the use of offensive language,
verbal abuse and offensive conduct
such as wilful exposure all of which
are prosecutable offences. The
behaviour would be directed towards
or directly affect passengers or crew
on the aircraft.

Disruptive: Any other unacceptable
behaviour. Behaviour that interferes
with the comfort of fellow passengers,
or interferes with the duties of crew
onboard the aircraft. This would
include minor disturbance not
including acts of violence or unruly
behaviour. Example include
intoxicated but not unruly passengers,
food throwing or boisterous
passengers and similar.


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11. 8 ILLNESS, BIRTH AND
SUSPECTED DEATH
11.8.1 Policy
The preservation of the life and
maintenance of passenger health
whilst in PIA care is paramount.
Cabin Crew members shall administer
first aid in cases of injury and/or
illness encountered by passengers.
Such cases shall be handled in a calm
assuring manner and will not be
discussed with other passengers. For
detailed guidance relating to cabin
crew functions, actions and task
sharing refer to the SEP Manual.
The Purser should always make a PA
requesting qualified medical
assistance should the severity of any
illness/ injury warrant. He/she must
verify the medical qualifications of
anyone volunteering to assist.
Under no circumstances shall an
injection be given to passenger(s) by a
Cabin Crew member. The only
medication they may be given is that
provided by PIA, either in the first
aid/ medical kits or supplied along
with the passenger amenities and
stowed in the galleys.
The Captain shall be notified
immediately in case of:
Serious illness or injury
Imminent birth
Suspected death

11.8.2 Illness/Injury
In the event of a passenger becoming
ill or appearing to be unfit to continue
that journey whilst on the aircraft or
when about to board, the Captain
should seek medical advice to
establish if the passenger is fit to
continue. Some Airport Medical
Authorities will give written opinions
to indicate that the passenger is fit to
continue the journey, but if a written
opinion is not available and the
Captain is in any doubt, he/she can
offload the Passenger.
In a medical emergency, Cabin Crew
may open the Emergency Medical Kit
without first seeking permission from
the Captain.
Pursers must inform the Captain when
the seal on the Emergency Medical
Kit has been broken, so that he/she
may make entries in the Technical
Log and in the Debrief Report.
In the event of illness or injury to a
passenger during flight, it is the duty
of the Purser to report the occurrence
to the Captain. The assistance of a
physician or a nurse should be
requested from amongst the
passengers. If the condition of the
passenger is critical, the Captain shall
contact the nearest suitable airfield for
landing and ask for preparation for the
care of the sick passenger.
In the event that no specialist advice is
available, the crew shall consider the
following symptoms in deciding to
continue the flight or to land as soon
as possible:
Fever, perspiration or swelling
Acute skin rash with or without
fever
Any other apparent symptoms
Severe diarrhea or vomiting
When requesting assistance from the
airfield of intended landing, the
following details shall be relayed if
possible:
Name of the passenger
Illness (if known) or injury
Request for a doctor and/or
ambulance
Details of the Captains actions should
be included in the Debrief Report.

11.8.3 Birth
If a child is born during flight, the aid
of a physician or nurse should be

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requested from amongst the
passengers.
In the absence of such aid, female
Cabin Crew will assist.
After landing the Station Manager will
take over care of the passenger, on the
understanding that PIA is not
responsible for any medical charges
incurred.
The Captain shall notify the next
airfield in advance, requesting an
ambulance to meet the aircraft. On
arrival, in conjunction with the Purser,
he/she shall complete a report in
duplicate containing the following
items:
Date and time of birth in hours
and minutes
Place of birth (given in lat/long)
Sex
Full name of the parents(
including maiden name of
mother)
Nationality of the parents or
former nationality for displaced
persons, as well as the place of
birth.
Home Address of the parents
Witnesses of birth (full names
and home addresses)
Signature of the Captain and 02
other crew members
The original of this report is to be
handed over to the local police
authorities and the copy included with
the ships papers in the Flight
Document Folder.

11.8.4 Suspected Death
If a passenger appears to be dead, the
person should be considered seriously
ill and not presumed dead.
Confirmation of death can only be
made by a physician due to the
complexities of the modern definition
of death. The assistance of a Physician
should be sought to administer
treatment and provide a medical
opinion.
If the occurrence takes place before
takeoff, return to the gate. If it takes
place in flight and a physician or nurse
is in attendance their advice to
continue the flight or land at the
nearest suitable airfield should be
accepted.
The following brief checks may assist
the crew in evaluating the situation:
Respiration Check if a mirror placed
in front of the nose or mouth will
steam.
Circulation. Check the pulse on the
neck and heartbeat by ear on chest
Response. Pinch a sensitive area.
Pupils. Check if both eyes are dilated
wide.
The authorities and medical services
at the airfield of landing shall be
informed that there is a very
seriously ill passenger on board.
The Captain shall notify the PIA
Station Manager at the next point of
landing as soon as possible, of the
following particulars:
Full name of the passenger
Nationality
Date of birth
Home address
Station of Embarkation
Destination
Whether accompanied by
relatives or friends
The Station Manager shall
immediately inform:
The local police authorities and
the airport authority giving all
details.
The airport medical officer.

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CHAPTER 12: CARGO HANDLING
TABLE OF CONTENTS

12.0 Aircraft Loading
12.0.1 Carriage of Cargo-General ...
12.0.2Suspected Inaccurate Cargo & Baggage Weights .
12.1 Load Sheet
.
12.2 Live Animals, Mail, Valuable Cargo
12.2.1 Carriage of Live Animals.......
12.2.3 Carriage of Valuable Cargo.......
12.3 Carriage of Dangerous Goods
12.3.1 General..
12.3.2 Acceptance, Storage & Loading ...
12.3.4 Notification of Crew (NOTOC).
12.3.5 Incidents ....
12.3.5.1 During Flights.
12.3.5.2 On Ground..
12.3.6 Damage to Dangerous Articles......
12.3.6.1 Definitions..
12.3.7 Reporting of Dangerous Goods -Accidents & Incidents..
12.4 Carriage of Firearms and other Weapons
12.4.1 Policy.
12.4.2 Definitions.

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12.0 AIRCRAFT LOADING
12.0.1 Carriage of Cargo General
Cargo is carried on scheduled flights
subject to space and weight
availability. Passenger baggage,
including accepted excess baggage,
and mail shall have priority over
general cargo.
All cargo shall be packaged in the
manner laid down by the Company, to
ensure that it will not present a hazard
in turbulence. It shall be loaded in a
manner that precludes movement in
flight. Any abnormally large or heavy
cargo shall be secured in a special
manner specified by the Company,
and the Captain will be informed of its
location weight and dimensions.
Aircraft shall be loaded in accordance
with the respective Weight and
Balance Manual to obtain the best
centre of gravity that the load permits.
This responsibilities lies with the
PIAC Ground Handling Staff and
Agents, who should ensure that the
centre of gravity limits are not
exceeded.
The Captain shall satisfy himself of
the security of the loading of any
abnormal cargo with respect to the
anticipated weather conditions for the
flight.

12.0.2 Suspected Inaccurate Cargo &
Baggage Weights
Whenever a Captain suspects that the
weight or balance of an aircraft is
grossly in error, either by virtue of its
handling qualities or lack of
performance he/she should take the
following actions.
Maintain the aircraft well within the
safe operating envelopes and buffer
margins for the remainder of the
flight,
Make arrangements for weighing of
all cargo and baggage at the
destination airport, and make an entry
in the Technical Log Book to request
the download of the DFDR within 24
hours of landing.

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12.1 LOAD SHEET
12.2 LIVE ANIMALS, MAIL AND
VALUABLE CARGO
12.2.1 CARRIAGE OF LIVE ANIMALS
Live animal may only be carried in
holds designated as being suitable for
the purpose. The captain shall be
notified of the nature and location of
any live animal carried and shall
where possible, ensure the correct
ventilation and temperature control of
that cargo hold.
International mail is carried on PIA
aircraft only when the permission of
both the state of origin and intended
destination has been given. Such mail
shall be carried only in the cargo
holds.
International mail has loading priority
over all other cargo, and will be
offloaded only after all other cargo, in
the event of a flight being weight
restrained.
The captain shall be advised of any
mail being carried by the annotation of
the letter M in the section of the load
sheet showing load breakdown.
Company mail shall be carried either
in the cargo holds or may in the case
of urgent communications or AOG
spares, be handed to the captain or
purser to be given to the station
manager or ground engineer at the
destination. The captain shall be
informed of the contents of any items
of company mail so presented and
carried in the hold if he/she so wishes.

12.2.3 CARRIAGE OF VALUABLE
CARGO
Valuable cargo stowage areas for
some aircraft are provided in the
cabin. Larger items should be
consigned to the hold unless
accompanied by a courier. Valuable
cargo shall not be accepted for
carriage on the flight deck.
Valuable cargo may be carried in the
hold even through there is so secure
stowage for it. In this the captain
should be presented with the NOTOC
from which should be signed to
knowledge the presence of the cargo
on board. The Captain has no
responsibility for its safe keeping
except in the case of a diversion,
where he/she is expected to ensure
that suitable precaution are taken to
ensure its safety.
From a security point of view a
notification to all ground staff
involved is issued to maintain a watch
at the hold door and to ensure proper
hand over procedure at the beginning
and end of the flight. Whenever
valuable cargo is carried the second
copy of the NOTOC form will be
retained by the purser and should be
included with the ships paper on
return to Karachi.

12.3 CARRIAGE OF DANGEROUS
GOODS
12.3.1 General
ICAO Regulations (Annexure 18) and
state legislation requires that the
carriage of dangerous goods on board
aircraft shall be in accordance with the
ICAO technical instructions for the
safe carriage of dangerous good by
air.
In addition, written permission may be
required by the state of origin, transit
or destination and it may be general
permission or specific to any
particular flight.
Dangerous goods are articles or
substance which are capable of posing
significant risk to health, safety or
property when carried by air and
which are classified in technical
instruction. The technical instruction
contain a list of those goods which are
most frequently carried and together
include detailed provision which must

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be followed when dangerous good are
carried on any PIA aircraft.
Information concerning the
regulations requirements and
provisions of the technical instructions
are supplied to PIA employees in the
form of IATA Dangerous Goods
Regulations booklet and PIA
Dangerous Goods Manual. It contains
all the necessary information in a
practical format designed for airline
use. A copy is maintained in each
relevant department on the ground and
on board relevant aircraft as part of its
library.
Any article or substance which by its
nature or quantity is classified and
labelled as being restricted to
CARGO AIRCRAFT ONLY is
prohibited from carriage on any PIA
passenger flight.
PIA responsibilities regarding the
carriage of dangerous goods relates to
the areas of:
Acceptance of dangerous goods
Storage
Loading
Inspection
Provisioning of information

12.3.2 Acceptance, Storage & Loading
Traffic and Cargo departments of PIA
or its appointed Handling Agents are
responsible for the acceptance,
Storage & Loading.
Dangerous goods acceptable for
carriage must be properly packaged
and must be labelled in accordance
with the technical instructions and
accompanied by the appropriate
documentation.
Each consignment must be properly
inspected and prepared for loading
using the designated acceptance check
lists and any specific provisions
regarding the acceptance and carriage
of dangerous good in unit load device
(ULDs). Precautions for the self
reactive substances, organic peroxides
and radioactive materials must be
fully complied with. These packages
must be clearly marked and coloured
accordingly.

Under no circumstances are the crew
allowed to handle dangerous good
directly. If required to inspect
qualified and concerned staff should
be summoned to inspect the
consignment along with the crew.
All dangerous goods, except radio
active, materials shall not be loaded
in the bulk hold of aircraft. The
loading and packing should be as per
IATA DGR manual.
Where dangerous goods or restricted
articles are to be carried on a flight all
conditions laid down in this chapter
must be complied with. The Captain
shall be informed in writing of the
nature packing and location of any
hazardous cargo in sufficient time
prior to departure so as to permits
him to personally inspect the loading
and security of the cargo (if deemed
necessary).
The Captain shall have the authority
to offload any hazardous cargo
should he/she consider that:
The material is incorrectly
packaged.
There is evidence of damage to,
or spillage from container.
There are several different
packages loaded which contain
substances which if they were to
be inadvertently mixed together
could pose a threat to the safety
of the aircraft.
The expected condition of flight
is such that damage could occur
to the container in the form in
which it is packaged.
Carriage of the particular cargo
is prohibited on aircraft.

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12.3.4 Notification to Crew (NOTOC)
Whenever dangerous good are carried
on board the captain shall be advised
by notice to crew (NOTOC). NOTOC
will be presented to the flight crew at
the time of briefing at all stations (fax
or copy or the original). The original
NOTOC will be presented with the
load sheet on the aircraft before
departure. The NOTOC highlights
significant facts about the dangerous
goods or special cargo requirements.
The NOTOC must be kept readily
available in flight for reference in the
event of an incident and should be
drawn to the attention of and passed
onto the joining pilots in command in
the event of the crew changes at
transit stops.
In case the crew taking over is
delayed or not available to due to a
longer turn-around, the crew leaving
the aircraft should leave a message to
refer to the ships papers left onboard
which will contain the NOTOC. This
will preclude the possibility of new
crew not being aware of the presence
of dangerous goods.
Should there be a query or
information sought on the NOTOC
presented, reference should be made
to the Dangerous Goods Regulation
book placed in the aircraft library or
the flight dispatcher who will liaise
with the people concerned if
necessary.

12.3.5 Incidents
For the safe transportation of dangerous
goods special IATA dangerous goods
regulation (DGR) have been stipulated for
all persons involved in handling loading and
transporting these goods. The following
guide line should be used if an incident
should occur on board an aircraft which
may be related to the dangerous goods.

12.3.5.1 During Flights
Consider landing as soon as possible.
Switch No Smoking signs on.
Consider switching off non essential
electrical power.
Recirculation fans off (where
technically possible )
All air-conditioning packs to full flow.
If necessary follow the appropriate
aircraft emergency procedure for fire
fighting and smoke removal.
Consult the dangerous goods manual
carried on the aircraft.
For goods carried inside the cargo
compartment, determine the source of
smoke/fire/fumes. Consult the
NOTOC and attempt to identify
relevant item (s). Time permitting,
consult the Operations Control
(Situation Room) at Karachi to request
advice.

12.3.5.2 On Ground
Disembark passengers and crew
before opening any cargo
compartment door.
Inform ATC and ground personnel
and emergency services of the nature
of the dangerous goods items and its
loading positions according to the
NOTOC.
Make an appropriate entry in the
aircraft Technical Log.
12.3.6 Damage to Dangerous Articles
12.3.6.1 Definitions
An accident associated with or
related to the carriage of dangerous
good is an occurrence which results in
fatal or serous injury to a person, or
major property damage.
An incident is an occurrence other
than an accident not necessarily on
board an aircraft, which results in
injury to a person, property damage,
fire, spillage, leaking of fluid, or
radiation or other evidence that the

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integrity of the packing has not been
maintained. Any occurrence relating
to the transport of the dangerous
goods which seriously jeopardizes an
aircraft or its occupants is also
deemed to be a dangerous goods
incident.
12.3.7 Reporting of Dangerous Goods
Accident and Incidents
Whenever an accident or incident
occurs involving dangerous goods, the
details must be reported to the PCAA.
The captain shall notify the SVP
Corporate Safety and HSE department
who in turn shall by the most
expedition means available notify the
PCAA. The Captain will supply a
written air safety report to the effect.


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12.4 CARRIAGE OF FIREARMS AND
OTHER WEAPONS
12.4.1 Policy
The carriage of weapons and
ammunition in the cabin or on the
flight deck of PIA aircraft is
prohibited. All weapons and
immunization must be carried in the
baggage hold. Weapons and
ammunition must be stored separately.
This restriction includes the firearms
and ammunition carried by security
and police officers on official escort
duties.
The Captain must be informed of the
numbers of weapons and the quantity
of ammunition as well as their storage
position.
In case of air guards if permitted by
the state the PIC shall be notified prior
to the departure of the flight with
information, which includes the
numbers of authorised armed
personnel on board and their location.
Weapons and ammunition must not be
returned to the owner on the airside of
the terminal. Should such a
requirement be claimed, special
dispensation is needed.
At all Pakistan airports, the police are
responsible for providing armed
protection for heads of state, VIPs
and others whenever such protection
is necessary. When foreign police or
personal bodyguards seek to
disembark firearms, or endeavour to
take them beyond the security check
point when embarking, the ASF/
Police must be notified immediately.

12.4.2 Definitions
Weapons and ammunition include the
following:
Note that most forms of ammunition
are subject to IATA Dangerous Goods
Regulations. Additionally under IATA
DGR, some of these items may be
precluded from carriage on our
aircraft under any circumstances.
Firearms (including handguns, rifles,
machine-guns, shotguns, air guns,
human killers, bolt guns, starting
pistols): ammunition for firearms:
replica for firearms: crossbows.
Explosive materials (military
commercial, or home made
explosives): explosive devoices:
detonators: smoke cartridges,
grenades; mines and other explosive
military stores; replica or imitation
explosive materials or devices.
Pointed or bladed items made or
adapted to cause injury (e.g. flick
knives, gravity catch knives, stilettos
daggers, kukris; other knives (real or
ceremonial) with blades exceeding 8
cm in length (including sheath
knives); open razors; scalpels; ice
Capt.ks; swords; sword stick;
umbrellas containing sword blades,
harpoons; spears; arrows.
Items containing incapacitating
substances (including tear gas, mace,
phosphorus and acids).
Highly inflammable substances (e.g.
gasoline).
Gas containers or aerosols with a
capacity of more than 500ml.
Knuckle duster; clubs; coshes; rice
flails.
Passengers are not allowed to carry
any of the above noted articles beyond
the security checkpoint in the
terminal. If a passenger wishes to
carry a dangerous article on the
aircraft, it must be surrendered to our
ground staff who will be responsible
for its safe custody.

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CHAPTER 13: GROUND HANDLING
TABLE OF CONTENTS

13.0 Responsibility
13.0.1 General....
13.0.2 Policy...
13.0.3 Load & Trim Sheets....
13.0.4 General
13.0.6 Manual Load sheets.
13.0.7 Captains Acceptance..
13.0.8 Last Minute Changes (LMCs).
13.1 Catering & Clearing
13.1.1 Catering...
13.2 Technical Log & Cabin Log
13.2.1 Technical Log ...
13.2.1.1 Maintenance Release (MR) or Certificate to Release to
Service (CRS)
13.2.2 Minimum Equipment List (MEL)..
13.2.3 Technical Faults Recording ..
13.2.4 Cabin Defect Log ..
13.3 Aircraft Technical Support
13.3.1 Stations with Authorised PIAC Contact Engineer
13.3.2 Stations without an Authorised Engineer .
13.3.3 Unserviceable Aircraft..
13.3.4 Requirement for an MR/CRS.................
13.4 Diversions to Airfield with Company Support.
13.5 Diversions to airfields without Company Support
13.5.1 General...
13.6 Charges & Administrative Procedures
13.6.1 Landing Fees .
13.6.3 Administrative

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13.0 RESPONSIBILITY
13.0.1General
Ground handing in this Chapter relates
primarily to areas that concern the
Flight Crew either before or during
the flight.
The responsibility for the ground
servicing of the aircraft generally lies
outside the sphere of the Flight
Operation Department. Such functions
are normally carried out by other
departments within the Company, or
by designated outside contractors.
However, ultimate responsibility for
the acceptance of the aircraft for a
flight always lies with the Captain.
Responsibility for ensuring the
satisfactory preparation of the aircraft
for flight may be delegated to
members of the crew as necessary.
Close co-operation shall always be
maintained between the Captain (or
his delegate) and the ground personnel
to secure smooth and efficient
handling of all flight and ground
operational matters.
Whenever a captain is required to
countersign any document at any
outstation for handling charges,
goods, or other services, he/she should
print his name by his signature and
also his staff number.
13.0.2 Policy
It is PIA policy to subcontract the
ground handling of its aircraft to
outside agencies at stations abroad. In
Pakistan this ground handling is done
by PIA.
Ground handling consists of:
Passenger and baggage check-in.
Cargo handling.,
Embarking and disembarking of
passenger.
Loading and unloading of
Cargo, including dangerous
goods.
Toilet servicing.
Fresh water servicing.

Aircraft pushback (if applicable)
Supply of passenger steps and
loading equipment.
Load and Trim sheet
computation.
At most outstations, PIA staff
generally function in a supervisory
capacity to ensure that the appointed
handling agent is performing his
duties correctly and to liaise with the
passengers. They do, however,
perform additional duties at some
outstations like filing of ATC flight
plans etc. but they serve primarily as a
channel of communication with the
handling agents. Where the aircraft is
docked at a passenger loading bridge,
the allocation and operation of the
bridge is the responsibility of the local
airport authorities.

13.0.3 Load & Trim Sheets
The load and trim sheets are prepared
by licensed personnel only (whether
PIAC employees or Handling
Agents). It is the Captains
responsibility to ensure that the
license number of the person
preparing the load / trim sheet is
written below his signature. The
Captain may inspect such licenses to
ensure their validity. At least one
member of PIAC station staff will
hold a valid license to compile load
and trim sheets.
13.0.4 General
Load and trim sheets shall be prepared
for each flight by either Company
personal or contracted agents or, in
exceptional cases, Flight Crew. Before

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departure the trim sheet must be
checked, approved and signed off by
the Captain. Under certain conditions
particularly where the load sheet has
been computer generated, the
requirement for a trimsheet may be
waived off.
The following information shall be
given to the person responsible for
preparing the load sheet as early as
possible i.e. generally at the briefing
stage:
Applicable takeoff weight
restrictions.
Take-off and Taxi fuel
Planned trip fuel to the final
destination.
Potential loading weight
restrictions.
PIA is authorized to use the following
standard weights for load sheets. They
include a standard 5 kg allowance for hand
baggage. For specific flights, whenever the
need is identified, an additional allowance is
made for hand baggage.
Standard Passenger Weights
Adults (Male) 75 kg
Adults (Female) 75 kg
Children 38 kg
Infants 15 kg
13.0.6 Manual Load sheets
Each Flight Crew member shall be
trained in, and retain competency in
the completion of manual load sheets
and trim sheets for the types of aircraft
he/she is currently operating. A supply
of manual load sheets and trim sheets
shall be carried in the spare
Documents Folder in the aircraft
library. At outstations where a manual
load sheet and trim sheet is prepared
by the ground staff, it should be
checked that the signature and license
number of the person who completed
that load sheet / trim sheet is on the
document.
All PIA outstation staffs who are
authorized to complete the manual
load sheets and trim sheets are
qualified license holders.

13.0.7 Captains Acceptance
Before departure, the Captain or
delegated Flight Crew member must
check the following details on the load
and trim sheets:
The number of crewmembers is
correct.
Passenger totals do not exceed
or deviate from the seating and
safety equipment limitations
according to the aircraft
certifications.
Actual weights do not exceed
the structural and operational
limits for takeoff, landing and
zero fuel weights
Dry Operating Weight and Dry
Operating index for gross errors.
ZFW MAC and Take-off MAC.
Stabilizer setting is within
prescribed limits.
Fuel figure corresponds to the
actual fuel distribution on the
aircraft.
The aircraft does not exceed
certificated limits after Last
Minute Changes (LMCs).
It is the responsibility of the
departure station personal to ensure:
Correct passenger totals.
Correct weights and distribution
of baggage, mail and freight.
Correct load sheet calculation.
Correct trim sheet calculation.
By signing the load sheet, the
Captain certifies on behalf of the
Company that the aircraft load is

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correctly distributed and secured for
safe flight.
The Captains signature will be
treated as his confirmation that
he/she is satisfied with the accuracy
of these figures.
13.0.8 Last Minute Changes (LMCs)
On occasions it may become
necessary to adjust the load
sheet and trim sheets after
completion due to late load and
adjustments. Such a change is
referred to as last minute change.
(LMC).
For any Last Minute Changes,
reference is to be made to the
Policy Chapter of Weights and
Balance Manual for the
respective aircraft type.

NOTE: One Pax off-loaded and one Pax
added represents 2 LMCs and not zero
LMC. Refer Mass and Balance for such
LMCs.

For further details please refer to the
Weights and Balance Manual in
aircraft technical library (Policy
Chapter).

13.1 CATERING & CLEANING
13.1.1 Catering
PIA catering is both self supplied and
under contract by outside agencies,
either on a round trip basis or as
single sector uplift from an outstation
for the onward portion of the flight.
Where round trip catering is supplied,
the catering for the return sector is
based on the latest load figures
available for the sector at the airport
of departure.
It is PIA practice for the Purser to
check the quantity and quality of all
uplifted catering. Any discrepancies
shall be reported to the Captain.
Where any shortfall exists, due
consideration has to be given to
ordering additional catering taking
into account the resultant delay, and
the suitability of catering at that
station.
In extreme circumstances the Captain
may decide to depart with insufficient
catering for the actual number of
passengers on board, but in this event
he/she should explain the situation to
the passengers, and record his reasons
for doing so on the Voyage Report.

The interior cleaning of PIA aircraft is
carried out both by PIAC and outside
agencies contracted by the Company.
This agency may be the Handling
Agent or another outside contractor. It
is company practice for the Captain to
delegate the responsibility for
ensuring that the interior of the
aircraft is properly cleaned and
prepared for service to the senior
purser. However the ultimate
responsibility remains with the
Captain.
Under exceptional circumstances,
such as where a positive security
threat exists, the Captain may decide
that it is inadvisable to permit
cleaning staff to board the aircraft. In
such an event he/she should request
the crew to carry out basic cleaning
and tidying of the cabin prior to
boarding of passengers. He/she should
explain the situation to the passengers,
if this can be done without causing
them undue alarm.

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13.2 TECHNICAL LOG & CABIN LOG
13.2.1 Technical Log
13.2.1.1 Maintenance Release (MR) Or
Certificate to Release to Service
(CRS)
Whenever a defect is entered into the
Technical Log (Tech Log). The
Certificate of Airworthiness ceases to
be valid. The Maintenance Release/
Certificate to Release to Service
(MR/CRS) is the means by which the
Certificate of airworthiness is
revalidated. For such entries the flight
crew shall ensure that the information
entered is up to date, legible and
cannot be erased, and correctable in
the case of an error provided each
correction is identifiable and error
remains legible.
Thus, whenever a defect is entered in
the Tech Log and the defect has been
actioned, an MR/CRS must be issued.
Persons authorised to sign in the
Certified Column of the Technical
Log are in fact issuing a Maintenance
Release /Certificate to Release to
Service(MR/CRS). Generally only
CAA Pakistans licensed and
approved aircraft engineers are
allowed to issue a MR/CRS.

13.2.2 Minimum Equipment List (MEL)
If a fault that cannot be immediately
rectified is discovered on servicing
and inspection of the aircraft, it shall
be reported to the Captain, and action
decided in accordance with the
applicable Minimum Equipment list
(MEL).
Each Aircraft MEL contains a preface
that gives definitive guidelines
regarding its scope and applicability.
Note: Once the aircraft has been
accepted for service the MEL and the
procedures contained within it serve
only to give guidelines on
serviceability. Any operational
decision relating to unserviceability
after dispatch has taken place are at
the discretion of the Captain.
A Captain shall not accept aircraft for
service if MEL requirements are not
met unless a Waiver has been granted
by PAK CAA. Such waiver must
always be forwarded to the Captain in
writing.
Copies of any waiver given will also
be sent to any enroute outstation for
the information of the next Captain.
Whenever a waiver for the
continuation of a flight has been
obtained, the final decision regarding
the execution of that flight still rests
with the Captain.
The Captain must ensure the
following correct entries are made in
the aircraft Tech Log:
Exact statement of the problem,
The fact that a waiver for
continuation of the flight has
been granted (possibly including
special conditions).
The expected weather conditions
of the intended flight where
applicable.

13.2.3 Technical Faults Recording
PIC shall ensure full and accurate
report in the ATL of all known or
suspected defects that may affect the
safe operation of the aircraft, for each
sector of flight. For aircraft having a
Fault Reporting Manual the applicable
codes shall also be noted
If the defect is a recurring problem, a
brief description of the defect must be
entered and a reference to known prior
occurrences should be made (include
the Tech Log Page & Item No)

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13.2.4 Cabin Defect Log
The Cabin Defects Log is used to
record defects noted in the cabin.
Purser is responsible for entering
cabin defects in cabin defect log.
The Purser will inform the Captain
about reporting of cabin defects in the
Cabin Log. A one line entry will also
be made in the Aircraft Tech Log
stating, Please check Cabin Defect
Log for fresh entries. This will be
signed off by the Flight Crew
responsible.


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13.3 AIRCRAFT TECHNICAL
SUPPORT
13.3.1 Stations with Authorised PIAC or
Contract Engineers
At Karachi or any outstation where
resident PIA aircraft engineering staff
is available, the PIA Engineering shall
be responsible for ensuring that any
technical defects on the aircraft are
rectified or entered in the Aircraft
Technical log by a duly authorised
person in accordance with aircraft
MEL/ CDL, and that:
There are sufficient hours
remaining on the current check
cycle of the aircraft to allow the
proposed flight to be completed.
All prescribed pre-flight, hours
limited, cycle limited or time
limited checks have been
performed prior to the flight.
All fluid levels have been
checked and where necessary
replenished.
The fuel required by the Captain
for the flight has been correctly
loaded and distributed.
An authorised PIA Aircraft Engineer
will sign the MR/CRS section of the
Technical Log and submit it to the
Captain when all of the above items
have been completed. The latter,
having satisfied himself that the
aircraft is technically fit for service
will accept the aircraft.

13.3.2 Stations without an Authorised
Engineer
At outstations where there is no PIA
maintenance establishment, it shall be
the responsibility of the Captain to
ensure that that all fluid levels are
sufficient for that flight. Where a
maintenance agreement exists with an
outside agency at a line station, the
Captain shall utilize the facilities and
personnel supplied by that agency to
assist in this.
In the event that technical assistance is
unavailable the Captains authority to
certify the Tech. Log is restricted to
the following:
Refuelling.
Pre-departure inspection and
transit checks.

13.3.3 Unserviceable Aircraft
Where there is no agreement with an
outside maintenance contractor at an
outstation and the Captain of an
unserviceable aircraft requires
technical assistance, he/she shall
contact the Operations Control who
will liaise with the Engineering. The
Captain shall not enter into any
arrangement for maintenance
assistance without an agreement in
writing by fax or telex from C.E.
Quality Systems in Karachi.
Should an aircraft become
unserviceable at an outstation, it shall
be the responsibility of the Captain to
determine, with reference to the
aircraft Minimum Equipment List and
/ or Configuration Deviations List,
whether or not the aircraft can
continue the flight in its current
condition.
He/she may also consult with a local
maintenance agency or the PIA
Engineering and Chief Pilot Technical
in Karachi through Flight Control to
assist him in reaching a decision as to
the suitability of the aircraft to
continue the flight. Should further
flight not be feasible without the
rectification of a defect, the Captain
shall liaise with the local maintenance
agency for it to be done and make any
necessary arrangements with them for
the supply of spare parts on a loan or
purchase basis in consultation with
PIA Engineering in Karachi.

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Under these circumstances a waiver
from PIA Quality Systems will be
necessary. The waiver is required to
permit the use of the parts and allow
the local engineer to issue a MR/CRS.
Any arrangement with an outside
agency for the supply of spare parts
for a PIA aircraft shall be confirmed
by fax or telex by PIA Engineering, a
copy of which shall be retained by the
Captain and submitted with the flight
documents.

13.3.4 Requirement for an MR/CRS
a) All PIA flights will require a
Maintenance Release /Certificate to
Release to Service (MR/CRS) to be
signed by a qualified Engineering staff
before commencement of flight.
However if no maintenance work is
performed on the aircraft as a result of
pre-flight inspection a CRS/MR may
not be issued.
b) Defect(s) Raised and Fixed.
The Maintenance Release /Certificate
to Release to Service(MR/CRS)
should indicate the following:
- The type of defect.
- The circumstances regarding the
defect.
- The action taken to clear the defect,
including the organization / personnel
involved; the qualifications of the
engineers (license, rating) and the
communications with PIA
Engineering (if any).
(Refer to Maintenance Organization
Exposition (MOE) Section 2.16.
c) The aircraft that has a defect which
is allowable under the terms of the
MEL.
Defect is reported on Tech Log. The
engineer will give MEL reference and
will close the entry. The record of C/F
defect is transferred in the hill pocket
of Tech Log and also included in the
list of C/F items which is part of the
Tech Log.
(Refer to MOE Sections 2.16.2.5 &
L2.3.2.5)

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13.4 DIVERSIONS TO AIRFIELDS
WITH COMPANY SUPPORT
Upon arrival at the alternate
aerodrome, Captain shall consult with
the PIA station staff to determine the
course of action best suited to
minimize inconvenience to the
passengers. If the aircraft is expected
to depart shortly after refuelling, it is
preferable to keep the passengers on
board as offloading them could result
in further delay: If a protracted stay is
expected then the decision shall be
made after consideration of all
relevant factors such as terminal
congestion, availability of
refreshments and local regulations etc.
If the length of stay is likely to
infringe on the flight time limitations
of the crew, the Captain should
coordinate to arrange for the
reservation of hotel accommodation
and transportation for the crew as
quickly as possible so as to minimize
any delay in departure caused by the
required crew rest period. In such
cases planning must be carried out in
close co-operation with the Station
Manager and Operations Control.
The crew must never leave the airport
for their accommodation until suitable
arrangements have been made for the
well being of the passengers, and that
the security and maintenance of the
aircraft is ensured. The Captain shall
ensure that all necessary arrangements
for crew pickup and transport have
been made.
If the passengers are to be kept on
board the aircraft, they shall remain
the responsibility of the Captain, but
if they are offloaded to the terminal
they become the responsibility of the
station staff.
At all times the Captain shall liaise
with the local station staff to ensure
that any course of action decided
upon does not infringe on any local
regulations at that airport.

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13.5 DIVERSIONS TO AIRFIELDS
WITHOUT COMPANY SUPPORT:
13.5.1 General
On arrival at the alternate aerodrome,
the Captain should liaise with the
contracting agent staff using the same
guidelines as if they were PIA staff.
He/she should make contact with
Operations Control (situation Room)
at Karachi.
It is the responsibility of the Captain
to arrange of the safe and efficient
conduct of functions, which normally
are performed by ground staff. These
duties include:
Safeguarding of the aircraft
passengers and cargo
Servicing of aircraft (including transit
check).
For requirements for aircraft technical
servicing refer to the section earlier in
this Chapter.
Organization of ground duties such as:
Passenger services e.g. meals,
hotel accommodation, etc.
Liaison with Operations Control
or if not possible, with the
nearest PIA station or Dispatch
office
Flight preparations, e.g.
provision of CFP or OFP, ATC
flight plan, metrological
information, trim or load sheets
etc.
Handling of cargo and mail
according to instruction from
Operations Control.
Crewmembers may be delegated to
perform various duties as required by
the Captain.
At least two Cabin members should
escort the passengers to the terminal.
The remaining Cabin Crew should
check the cabin, collect any hand
baggage left behind, and arrange
storage of the sealed bar boxes.
The Purser shall be responsible for
ensuring that:
In the case of a night stop,
assistance is given to the
passengers to complete customs
and immigration formalities.
In case of lost baggage, the
handling agent is informed and
appropriate actions taken.
Unaccompanied children are
never left alone, and that a
message is sent to the stations of
origin and destination in order to
advise the childrens relatives of
the diversion.
Passengers wanting to send
notification of the delay may be
given this assistance at Company
expense.
An exact count of passengers is
taken in order to avoid any
misunderstanding about the total
number.
Assistance is given to any
passenger wishing to transfer to
another carrier. A proper record
must be kept of all such
transfers.

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13.6 CHARGES & ADMINISTRATIVE
PROCEDURES
13.6.1 Landing Fees
It should be noted that at some
alternate aerodromes listed in the PIA
Traffic Services Directory, the
handling agents will neither pay nor
guarantee the landing fees at that
airport. In this case the Captain should
try to negotiate temporary credit with
the airport authorities, or if he/she is
unable to do this he/she should contact
Operations Control (Situation Room)
in Karachi to arrange an acceptable
method of payment.
In the event of an in-flight diversion
to an airfield where PIAC does not
have station staff or a contract with a
handling agent, the Captain should:
Consider the feasibility of self-
handling if the stay at the diversion
airfield only involves a brief refuelling
stop. If this is considered practical, the
Captain should make arrangements
with the airport authorities for
payment of any landing and parking
fees. Handling charges at the diversion
airfield can be settled in several ways:
If the Handling Agent is an
IATA carrier, a charge note can
be signed by the Captain, and
PIA will be invoiced through
the IATA clearing house.
The nearest PIA Station may be
able to settle the account.
Irrespective of length of the
stopover, keep Operations
Control in Karachi informed of
the situation, and forward
details of any agents at the
diversion airfield who are
willing to handle the flight and
follow any subsequent
arrangements.
Approach a carrier or an agent
with whom PIA has contracted
agreements elsewhere for
handling assistance if contact
with Operation Control or
another PIA station cannot be
made.

When purchasing fuel at an outstation it is
preferable to obtain the required quantity
against a normal invoice from a supplier
with whom contractual arrangements have
already been established. If the fuel supplier
will not deliver fuel against a normal
invoice, one of the carnets in the aircraft
may be used. This should be considered
more expensive than fuel delivered against a
normal invoice.

13.6.3 Administrative Procedures
A duplicate of the flight documents
(load and trim sheets, the copy of the
aircraft Technical Log page and the
General Declaration) must be left with
the handling agent or in his absence
the airport authorities prior to
departure.
The following papers shall be kept in
the trip folder for processing at the
next PIA station or home base
respectively:
Passenger Manifest.
Cargo Manifest.
Mail Manifest.
Flight coupons.
Excess baggage slips.
Air Waybill.
The following details of the diversion
should be annotated on the Debriefing
Report for submission on return to
Karachi.
Name of the diversion
aerodrome.
Date and time of landing / take
off.
Name of ground handling
agency, if applicable.

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Information regarding the
services rendered (give details of
any settlements made in
connection with any service)
such as:
Ground Handling.
Ground transportation of
passenger and crew.
Technical services.
Other services (if possible
furnish duplicates of Work
Orders).


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CHAPTER 14: GENERAL FLIGHT DECK PROCEDURES
TABLE OF CONTENTS
14.0 Crew Positions & Duty
14.0.1 Flight Deck Teamwork.....
14.0.2 Successions of Command ....
14.0.3 Crew Positions .
14.0.3.1 General Rules.
14.0.3.2 F/O Take Off and Landing Restrictions.
14.0.4 Allocation of Flight Crew Duties..
14.0.5 Allocation of Flight Crew Duties with Multiple / double Crew...
14.0.6 Allocation of Duties in an Emergency..
14.0.7 Transition Training...
14.0.8 Special Airfield Authorization..
14.1 Admissions to the Flight Deck
14.1.1 Policy.
14.1.2 Travel on the Flight Deck.
14.1.3Locking of the Flight Deck Door...
14.1.4 Unlocking and opening of the Flight Deck Door.
14.3 Enroute Inspections by C.A.A Inspectors
14.2.1 Background..
14.2.2 Scope
14.2.3 Procedures
14.2.4 Delegation
14.2.5 Identification
14.3 Use of Jumps Seats...
14.3.1 General.
14.3.4 Flight Deck Jump Seats.
14.4 Nutrition and Health
14.4.1 Crew Meals...
14.4.1.1 Policy.
14.4.2 Meals on The Flight Deck.
14.4.3 Fluids on The Flight Deck
14.4.4 Smoking Rules..
14.4.5 Eye Protection...

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5
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5

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6
6-7
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8

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14.0CREW POSITIONS & DUTY
14.0.1 FLIGHT DECK TEAMWORK
Superior teamwork consists mainly of
mutual initiative, assistance and
continuous briefing. It is necessary
therefore, for Flight Crew members to
inform each other about their
intentions and other important facts
concerning the flight, such as a
temporary disruption of lookout, a
momentary break in listening watch
on the normal communication
frequencies, handing over of controls,
use of the autopilot, handling of
throttles, etc.
Whenever a Flight Crew member
observes or suspects an irregularity,
deviation or anomaly in the operation
of the aircraft or its system, he/she
shall immediately advise the Captain
before analyzing the situation further.
Since crew compositions are
constantly changing, it is necessary to
standardize flight deck teamwork by
adhering to relevant PIA Standard
Operating Procedures at all times.
It is recommended that the Captain
make a brief check of the cabin
appearance on embarking and
supervises, by means of spot checks,
the preparatory work of the other crew
members.
Good teamwork between Flight and
Cabin Crew is required in order to
ensure that the cabin is prepared in
time for takeoff and landing.

14..0.2 Succession of Command
Should the Captain become incapable
of holding command, then the First
Offer will assume command unless
there is a Relief Captain assigned as a
crew on that flight. This succession
continues, in emergency, throughout
the Flight. The responsibility for
assuming command passes normally
to the next senior Pilot assigned as
crew on that flight. If the
Captain is taken ill or otherwise
indisposed and cannot continue his
command, the flight will not depart
from the airfield where it has landed
or, if occurring during flight, from the
next airfield at which it lands.
If the flight cannot be continued
Operations Control (situation Room)
must be notified immediately. Another
Flight Crew member will be
positioned, in order to allow the flight
to be continued with the minimum
delay.
14.0.3 CREW POSITIONS
14.0.3.1 General Rules
It is a standard procedure that
Pilots/Flight Engineer seats are
occupied by appropriately qualified
crew during all phases of flight. A
crew may leave his seat temporarily
during flight, with the Captains
permission, e.g. when personal
necessities or minor irregularities
require it. The autopilot must be
engaged in such cases. However, there
will be no change or leaving of seats
during climb or descent unless
operationally required.
Whenever a Pilot is replaced in his
seat, this must be authorized by the
Captain. The changeover must be
done quickly and arranged so that
only one of the pilot seats is empty at
a time. The autopilot must be engaged
during such a seat change. The
Captain shall occupy the left hand seat
except when he/she is endorsed to fly
from the right hand seat and is doing
so in training or checking role. When
two Captains are flying together and
one is a Training Captain sitting in the
right hand seat tasked to carry out the
duties of a First Officer, the Training

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Captain is the designated Commander
of the aircraft. When the Captain is
not assigned in a training/check role,
the Captain on the left hand seat is the
Commander of the aircraft.
Captains and First Officers should fly
leg for leg in the roles of Pilot
Flying (PF) and Pilot Monitoring
(PM), as far as possible in order to
ensure that both Recency and level of
flying proficiency are maintained.
However, this remains entirely at the
discretion of the Captain who should
carefully consider all relevant matters
before allowing an inexperienced First
Officer to fly the aircraft.
The following are occasions on which
the Captain is required to assume the
duties of PF irrespective of prior
allocations:
During a rejected takeoff.
During emergency and certain
abnormal procedures.
At any time he/she considers it
necessary for safe conduct of
flight.
When the First Officer is acting as PF,
the Captain shall perform the PM
duties and not countermand the First
Officers decisions, unless he/she
considers that flight safety, regulations
or PIA standard are being
compromised.

14.0.3.2 F/O Take-Off and Landing
Restrictions
A Line Captain may allow a First
Officer to carry out a takeoff or
landing provided that:
The runway is not contaminated
(Slippery or Wet).
The crosswind component does
not exceed 15kts.
For take off the RVR/visibility is
800meters or more
Take of gross weight does not
exceed 90% of allowed maximum
take off gross weight.
For landing, the cloud base is
such that either the runway or its
lighting is visible from not less
than 1000 feet above the runway
threshold for a non precision
approach, and not less than 500ft.
for a precision approach.
Note: Training Captains may allow First
Officers to perform a takeoff or landing
with weather conditions below the minima
mentioned above.
14.0.4 Allocation of Flight Crew Duties
The general allocation of Flight Crew
duties during takeoff, climb, cruise,
descent, approach and landing is
outlined in Chapters 16 and 17 of this
Manual.
The Pilot Flyings (PF) main duties
are the control of the aircraft and its
navigation. He/she shall monitor the
aircrafts attitude and be ready to
immediately take control manually.
The Pilot Monitoring (PM) shall
perform all non flying pilot duties, in
addition to assisting the PF whenever
possible in monitoring the flight
instruments and with the general
lookout. He/she shall always monitor
the PF for signs of incapacitation,
especially during the critical stages of
flight, such as takeoff, approach or
landing, and be prepared to take
control at all times.

14.0.5 Allocation of Flight Crew Duties
with Multiple / double Crew
Multiple Crew Operations shall
be conducted with two Captains
and one First Officer in 2-man
cockpit.

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In 3-man cockpit, multiple crew will
consist of two Captains and one First
Officer and two Flight Engineers.
In case of 2-man cockpit, one seat will
be reserved in the cabin, whereas in 3-
man cockpit two seats will be reserved
in the cabin in club class for crew rest
for the multiple crew operations.
In case of long range operations two
sets of crew shall be detailed
For multiple/double crew operations,
the senior captain shall be the Pilot in
command of the flight. When two
Captains are flying together and one
of them is a supervisory captain then
the regulations in 14.0.3.1 apply.
Operational command rests with the
PIC when he is on the flight deck
occupying a pilot seat. When he is
resting, operational command will be
passed to the next captain.

14.0.6 Allocation of Duties in an
Emergency
Depending on the circumstances, the
Captain shall allocate specific duties
to his Flight and Cabin Crew.
It should be understood that the PF
shall be responsible for controlling
and monitoring the flight progress,
while other Flight Crew members are
performing their allocated duties, e.g.
technical handling of problems,
communications, etc.
Any handing over of flight controls
shall be performed in a definite,
unmistakable manner.
For detailed procedures and allocation
of duties refer to respective aircraft
type FCOMs and FCTMs.

14.0.7 Transition Training
Pilots undergoing command training
will occupy the left hand seat under
the supervision of a designated
Training Captain for takeoff, approach
and landing, subject to the discretion
of the Training Captain who still
remains Commander of the aircraft.
Pilots undergoing First Officer
training will occupy the Right Hand
Seat under the supervision of a
designated Training Captain for
takeoff, approach and landing, subject
to the discretion of the Training
Captain.
On any flight where a Training
Captain is designated as Commander
of the aircraft he/she shall occupy one
of the Pilots seats unless conducting a
check of type rated pilots and
occupying observer seat.

14.0.8 Special Airfield Authorisation
There are some airfields on the PIA
network, which are considered to present
special operational difficulties for Flight
Crews. Before operating to any of these,
which are classified as special category
Airfields, a Pilot must undergo special
training.
For detailed information refer to Chapter 22
of this manual.

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14.1 ADMISSION TO THE FLIGHT
DECK
14.1.1 Policy
PIAC Flight Crew members should be
allowed to perform their work with as
little disturbance as possible.
Normally therefore, no other person
shall be on the flight deck during
flight. For exceptions to this policy,
see Use of Jump Seats in the next
section.
Travel on or visits to the flight deck
shall not infringe upon the authority of
the Captain of the aircraft.
Notwithstanding any of the following,
he/she shall at all times have the right
to prohibit entry to, or expel from the
flight deck any person whenever
he/she feels that the safety of the
aircraft so requires. His decision shall
be final and binding in this respect.
14.1.2 Travel on the flight Deck
Travel on the flight deck means
authorization to be on the flight deck
during all phases of the flight, takeoff
and landing included.
No person shall travel on the flight
deck of a PIA aircraft unless qualified
to do so in accordance with Section
14.3 of this Chapter. In such a case the
Captain shall be notified in advance of
the presence of that person on board
the aircraft. If he/she refuses
admission to the flight deck, he/she
should explain the reasons. In
exceptional cases, SVP Flight
Operations may authorize travel on
the flight deck, in which case the
Captain will be provided with the
appropriate written notification. The
Captains approval is required for all
travel on the flight deck. A jump seat
rider briefing card is displayed on
entire PIA Fleet next to the jump seat.
Crew should direct jump seat traveller
to review the same.
14.1.3 Locking of the Flight Deck Door
The flight deck entry door shall
remain locked in all phases of flight
from the time the aircraft cabin doors
are closed following passenger
embarkation to the time these doors
are opened for passenger
disembarkation. It shall only be
opened by crew members or those
persons having the authority to do so.
The door may be left open for
extended periods only if operational
conditions require it and on the
instructions of the Captain.
The Purser is responsible for making
sure that no passenger enters the
cockpit without prior authority from
the Captain and that the cockpit door
remains locked.
The Captain shall at all times retain
the authority to lock the flight deck
door and deny access to the flight
deck.
For services and to establish a means
by which the cabin crew can
discretely notify the flight crew in the
event of suspicious activity or security
breaches in the cabin the senior
cabin crew member shall follow
arrangements made prior to departure
regarding use of interphone, discrete
and entry code of the flight deck door.
14.1.4 Unlocking and opening of the
Flight Deck Door.
It is the responsibility of PIC to ensure
physical check to view the areas
outside the cockpit to identify person
(s) requesting entry and to detect
suspicious behaviour or potential
threat ( either through camera or
cockpit peephole) prior to unlocking
and opening the flight deck door and
that it is safe to unlock and open the
door. During normal course of
operation such physical check is
performed by the PNF.

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14.2 EN-ROUTE INSPECTIONS BY
CAA INSPECTORS
14.2.1 BACKGROUND
En-route inspections are one of the most
important ways for an authority to fulfill the
requirements of the International
Convention on Civil Aviation in terms of
continuing surveillance of operators. The
objective(s) is to ensure that the standards
required under an AOC are being
maintained.

14.2.2 SCOPE
Flight Standards Inspectors of PCAA
that are type rated and current (as
determined by the Director General)
on the type of aircraft are hereby
authorized to undertake examination
or checks of an aircrafts crew
including but not limited to a
proficiency check or a check for the
issuance of a type rating. Flight
Inspectors with a valid license and
with a rating on the type are
authorized to conduct inspections of
the operating procedures, the
operation of an aircraft including but
not limited to cockpit and cabin
enroute inspections or the aircraft
equipment or of the ground
organization of the air carrier.
PCAA Inspectors are also authorized
to perform any other required
examinations/ Inspections/Checks and
any additional checks that may be
required by the Director General to
fulfill the requirements of the
International Convention on Civil
Aviation and the Civil Aviation Rules
1994.
The information in this ANO does not
limit the emergency authority of the
Captain to exclude any person from
the flight deck in the interests of
safety. However, when a Captain
exercises that authority, he/she shall
make an immediate report to the CAA
in writing, outlining the situation and
the reason(s) for such action. This
report must be transmitted to CAA as
soon as possible from the time of
occurrence and at the latest within 24
hours.
14.2.3 PROCEDURES
The following shall be the guidance
for notification:
CAA will continue to provide the
operator with notification in as far
in advance as possible. However,
CAA shall be entitled to do a No
Notice inspection at any time at
any place as determined by the
Director General. In such a case,
the operators procedures must be
placed in their operations manual
and shall be sufficiently flexible
to accommodate this No Notice
requirement.
PIA shall ensure that when such a
notification is received that, in
addition to the ticket and boarding
card, that a flight deck jump
seat and a headset or cabin seat if
a cabin en-route is planned is
made available for the Inspectors
use during the performance of the
surveillance activities.
Whenever, in performing the
duties of conducting an
inspection, an Inspector presents
his identification to the operator
and/or Captain of an aircraft
operated by a certificate holder,
the Inspector must be given free
and uninterrupted access to all
facilities including but not limited
to the pilots compartment of that
aircraft.
In the event that the operator has
scheduled training for that
particular flight that would

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require the forward seat, the
Inspector would then utilize the
second seat if available and in
addition to the normal
surveillance activities, also make
relevant observations on the
conduct of the training.
In order to minimize disruptions
to the operator, inspectors will
evaluate situations where possible
conflicts arise over the use of the
jump seat(s). If, after evaluation,
an Inspector determines that the
use of the seat would cause the
operator a disruption to a required
activity such as a line check and
the enroute check could
reasonably be rescheduled, he/she
will so indicate. However, where
the Inspector has a specific
requirement to be performed on a
particular flight or a particular
aircraft such as surveillance of a
particular crew or airplane, the
Inspector shall conduct the
inspection.
In case an aircraft is not equipped
with a cockpit or flight deck jump
seat, a cabin seat may be required
for the conduct of a cockpit
enroute inspection. An effort will
be made to inform the operator as
soon as possible that a suitable
cabin seat will be required to
preclude interruption to the
operations.
14.2.4 DELEGATION
All CAA Officers possessing
identification issued to them by the
Director General identifying them as
Flight Operations, Flight Engineer
Inspectors or otherwise shall be
deemed to be Authorized Persons
within the meaning in Rule 5 of the
CARs 1994 for the performance of
duties and functions assigned to them
under the authority of Rules 4 and 236
of CARs 1994.
The Director General may also
exercise himself the said powers
available under the above mentioned
rules, as and when deemed necessary.
14.2.5 IDENTIFICATION
The Flight Inspectors, before conducting
any inspections, checks and examinations,
shall identify themselves with the CAA
Flight Inspectors identity card.

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14.3USE OF JUMPS SEATS
Company policy in respect of the use of
jumps seats (flight deck and cabin) is as
follows:
14.3.1 General
The authority for the use of the jump seats
ultimately rests with the Captain of the
aircraft, according to the following rules,
none of which limits the authority of the
Captain to exclude any person from the
flight Deck in the interest of safety.

14.3.2 Categories
The following personnel on
production of valid ID Cards or their
written authority may occupy jumps
seats, subject to the Captains
approval:-
PIA Flight and Cabin Crew
conducting Line Checks.
CAA Pakistan Flight Standards
inspectors in their official
capacity.
Air Traffic Control personnel on
official familiarization duties.
Airframe and Engine
Manufacturers Representatives
on official observation duties
and other officials specifically
authorised by Flight Operations
Management.
PIA Flight Crew, Cabin Crew
and dependants.
Licensed Flight and Cabin Crew
of other Airlines positioning.
PIA Staff Employees on duty,
leave or emergency travel.
The use of any Jump Seat for takeoff
or landing by a commercial passenger
not listed above is prohibited.
Under no circumstances any visitor to
the Flight Deck is permitted to occupy
any operating crew members seat or
touch any of the controls.
Any person travelling on jump seat
shall be briefed on procedures to be
followed in emergency in accordance
with the Jump Seat Rider Briefing
carried on board.
Occupants of Flight Deck Jump Seats
should refrain from smoking.
Flight Crew refers to Pilots and
Flight Engineers. Staff refers to PIA
Employees.
Death or imminent death of defined
near relatives
Catastrophe occurring to home of
staff.
At the discretion of the Captain, both
Jump Seats may be occupied by Flight
Crew, but only one Seat at a time may
be occupied by non-Flight Crew if
operationally required. The PIC may
authorize the following to occupy one
flight deck jump seat:
Cabin Crew
Aircraft Engineer
Operations Engineer
ATCO
FOO
Safety & Quality Auditor
Before permitting use of the jump
Seat by non-Flight Crew, Captains
must take into account the nature of
the flight to be undertaken, the age,
mental and physical state of the
passenger, especially one who will
occupy a Jump Seat for take-off and
landing.
Occupants of Jump Seats must not be
allowed to distract the Flight Crew
during critical phases of flight.

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14.4NUTRITION AND HEALTH
14.4.1 Crew Meals
14.4.1.1 Policy
Preferably, crew meals should be
taken on the ground. In flight, the
crew meals shall normally be taken at
the respective working stations.
Both Flight and Cabin Crew shall
have regular meals while on duty. It is
recommended that light refreshments
be taken between meals.
No two members of the same Flight
Crew are permitted to eat the same
type of food when operating a flight.
Every reasonable precaution should be
taken to avoid eating the same food
during meals taken within12 hours of
the commencement of duty.
14.4.2 Meals on the Flight Deck
If meals or refreshments are served on
the flight deck, the following will
apply:
The Flight Crew members
occupying the Pilots seats must
not eat simultaneously.
Food and drinks must be
carefully handled on the flight
deck and should not be placed
on or around the controls due to
the possibility of spillage with
the associated risks for electrical
and other equipment. Drinks will
be called for from the cockpit
when required and must be
served with napkin and must not
be passed over the centre
pedestal. Details must be
recorded in the aircraft
Technical Log wherever spillage
of liquid on any vulnerable area
has occurred.

14.4.3 Fluids on the Flight Deck
For safety reasons glassware is
prohibited on the flight deck. All
liquid must be contained in shatter
resistant cups. This restriction applies
equally to any occupants of the flight
deck jump seats. NO person shall
bring any alcoholic beverage to the
flight deck. In addition to the obvious
safety implications, the impression
might be given to Business Class
Passengers that alcoholic drinks are
being served to the flight crew.
Bottled water may be carried on the
flight deck provided it is stowed in a
secure position. Crews are to ensure
that all precautions are taken to avoid
spills especially over the centre
console. All bottles are to be removed
at the end of each flight.
14.4.4 Smoking Rules
Smoking by passengers or crew members is
prohibited on all PIA aircrafts, while on the
ground and also during flight.
14.4.5 Eye Protection
Proper sunglasses may reduce
eyestrain and fatigue, but can also
reduce vision drastically and should
therefore only be used when
necessary. Anti-glare sunglasses with
maximum peripheral vision are
recommended. These must not be
polarized as they may cause blurred
and reduced vision when used in
aircraft with laminated windshields.
In cases where corrective eyeglasses
are a requirement as per the medical
certificate for the license, Flight Crew
members must wear the prescribed
glasses whilst on flight duty, and have
a spare set of those glasses available
for use on board.
Use of bright lights should be
restricted to assist eyes adaptation
while operating at night or during
hours of darkness.

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Flight Crew are advised to use
suitable earplugs in any noisy
environment, both whilst on duty (e.g.
on the tarmac) and during private
activities.


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CHAPTER 15: USE OF EQUIPMENT
TABLE OF CONTENTS
15.0 General
15.0.1 Policy....
15.0.2 Loose and Magnetic Objects on the Flight Deck..
15.0.3 Portable Electric Devices......
15.0.4 Personal Video Screens.
15.8 Flight Guidance Systems (FGS)
15.1.1 Flight Automation Policy..
15.1.2 Autopilot...
15.1.3 Flight Director (FD)......
15.14 Auto-throttle System (ATS)...
15.1.5 Flight Path Vector (FPV)..
15.9 Indicating and Recording Systems
15.2.2 Altimeter Settings.
15.2.4 Radio Altimeter....
15.2.5 Enhanced Ground Proximity Warning Systems...
15.2.6 Altitude Pre-select/Alert System...
15.2.7 Airborne Weather Radar...
15.2.8 Recorders..
15.10 Lights
15.3.1Navigation Lights...
15.3.2 Anti Collision Lights.
15.3.3 High Intensity/Strobe Lights.
15.3.4 Taxi Lights
15.3.5 Landing/Flood Lights
15.11 Navigation
...
15.4.1 Navigation Aids- General.
15.4.2 Coverage of Navigation Aids....
15.4.2.1 DME.......
15.4.2.2 ILS..
15.4.2.2.1 System Limitations.
15.4.2.2.2 Ground Monitors.
15.4.2.2.3 ILS Front Beam..
15.4.2.2.4 ILS Back Beam..
15.4.3 Inertial Navigation, Area Navigation/ FMS/ GNSS
Monitoring.....

2
2
2
2

4
4
4
4
4

5
5
5
5-6
6
6
6
6-7

8
8
8
8
8
9
9
9-10
10
9-10
10
10
10
10

10-11
11

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15.4.4 .VASIS and PAPI....

15.12 Traffic Alert and Collision Avoidance System
(TCAS)
15.5.1 System General.
15.5.2 Modes of Operation..
15.5.3 Operational Procedures.
15.5.4 Crew Action..
15.5.4.1 Traffic Advisory (TA)
15.5.4.2 Resulation Advisory (RA) Action by PF...
15.13 Oxygen, Seat Belts
15.6.1 Use of Oxygen in Flight....
15.6.1.1 Use of Seat Belts....
15.6.1.3 Protective Breathing Equipment-PBE..
15.14 Seat Belts
15.7.1 Use of Seat Belts.
15.7.1.1 Use of Seat Belts by Flight and Cabin Crew

12
12
12
12
12-13
13
13

14
14
14
14

15
15

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15.0 GENERAL
15.0.1 Policy
Flight crew is responsible for the use
of all equipment within the scope of
the limitations, instructions in the
FCOM and according to the standard
operating procedures and
recommended practices.
It is important to monitor
continuously the equipments
performance and behavior during all
phases of flight.
It is PIA policy to make optimum use
of all available equipment.
The information in this chapter is of a
general nature and some of it may not
apply to some of the aircraft types
operated by PIA. Specific operating
information for particular equipment
is contained in the FCOM of relevant
aircraft type.
15.0.2 Loose and Magnetic Objects on
the Flight Deck
Attention is drawn to the risk of
having loose objects lying about the
flight deck. Several incidents have
occurred because such object have
fallen down and blocked controls, etc.
if this occurs, every effort must made
to find the object(s) and, if
unsuccessful, an entry must be made
in the aircraft technical log so that a
thorough search can be carried out on
the ground.
As a rule, no loose objects that are not
known to be absolutely non-magnetic
must not be placed closer to the
magnetic compass.

15.0.3 Portable Electronic Devices on
Board
To prevent any interference with
aircraft electronic system by
electromagnetic interference the
following equipment must not be used
on board the aircraft when doors
closed:
Any antenna operated equipment
such as AM/FM/TV transmitters
and or/ receivers, video
walkmans, walkie-talkie, cellular
phones, remote control toys,
scanners, citizen band
transceivers and wireless
microphone
Compact disc/DVD players
Large and heavy electric power
converters.
Printers, carried as a separated
device.
Other electronic devices may be used
but have to be switched off during the
take off and landing phases while the
seat belt sign is on.
Medical equipment e.g. heart pace
makers, hearing aids etc. may be used
without restrictions.
Electronic pocket calculators used on
the flight deck shall not be placed in
the vicinity of electronic equipment
(e.g. the glare shield or pedestal etc.)
while switched on.
Flight crew should be aware that
electronic devices may influence
navigation and communication
equipments. Any such occurrence
shall be reported in the Captain De-
Brief Report.
15.0.4 PERSONAL VIDEO SCREENS
The personal video system (P.V.S.)
has been designed to operate safely
and the certification authorities do not
limit or restrict P.V.S. operation to
any phase of aircraft operations.
Operation of the P.V.S. does not
produce any sparks or high energy
radiation and uses less electrical
power than cabin lighting.
P.V.S. may be used on the ground
during transit whenever transit
passengers are on board, including
during refueling.

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15.1 FLIGHT GUIDANCE SYSTEM
(FGS)
15.1.1 Flight Automation Policy
Depending on the aircraft type the flight
guidance system includes:
Autopilot
Flight Management System
Flight Director
Auto Throttle System
Flight Path Vector
Associated subsystems.
Flight crew shall monitor, for appropriate
aircraft response to crew inputs, the
automated flight & its navigation systems
through cross checking of all control panel
inputs, mode changes and the resultant
guidance in aircraft response. Based on this
monitoring the flight crew shall decide
whether any manual inputs are required or
if there is a need to change the level of
automation following the sequence given in
respective SOPs.
15.1.2 Autopilot
Crew should always use the highest
available level of automation for the
current phase of flight (IMC OR
VMC).
All autopilot modes, except control
wheel steering where installed, shall
be disconnected.
On auto-land approaches after
touchdown / roll-out.
On coupled ILS approaches
latest at 200 ft radio altitude.
On other approaches latest when
manual landing is assured.
For other possible restrictions refer to
the applicable FCOM.
Control Wheel Steering (CWS),
where installed may be used for
approaches and landings. Its use is not
recommended for landing during
gusty weather conditions.
Exceptionally, a flight may be
operated without a serviceable
autopilot at the Captains discretion
after careful consideration of factors
such as general workload, crew
fatigue, ATC environment weather
conditions and MEL restrictions etc.
(Refer to Chapter 14) of this Manual).
Further limitations and specifications
are stipulated in the FCOM.

15.1.3 Flight Director (FD)
Use of the flight director is recommended
for ILS approaches. Use of the FD for non-
precision approaches will be as laid down in
the FCOM/ SOPs.

15.1.4 Auto-throttle System (ATS)
When available and certified, the use of the
ATS is recommended for all phases of
flight, for manually flown approaches use
of the ATS is at the PFs discretion. Refer
to the FCOM for further guidance.

15.1.5 Flight Path Vector (FPV)
The FPV may be used as laid down in the
FCOM. Its use is recommended for visual
and Non-Precision approaches.

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15.2 INDICATING AND
RECORDING SYSTEMS
PIA aircraft shall be flown in
according with the Standard Altimeter
settings, (1013.2hPa), or the
appropriate QNH value whichever is
applicable. Refer to the instructions
laid down in the Standard Operating
Procedures and the Jeppesen Route
Manual.
Before takeoff the actual QNH must
be set on all altimeters in use. Their
indication must be compared with the
elevation of the aircraft position.
During flight, after each setting of the
altimeters, the readings shall be
compared. The altimeter of the Pilot
Flying shall be the governing
instrument for checking and
maintaining flight level and altitude,
unless it is found outside the tolerance
limits.
The flight crew shall use the
appropriate tables, charts (provided by
JEPPESSEN) to address potential
errors due to due to extreme cold
temperatures.
15.2.2 Altimeter Settings
If QNH is included in the ATIS and
not repeated by ATC, the PM shall
verify the correct QNH prior to
descent through the Transition level
and commencement of the approach.
For tolerance limits, refer to the
FCOM.
Phase of Flight Alt 1
(Left)
Stdby Alt2
(Right)
Take off QNH QNH QNH
Climb to a
cleared altitude.
QNH QNH QNH
Passing
Transition
Altitude on Climb
STD STD STD
Cruise STD STD STD
Descent Briefing STD QNH STD
Decent to a
cleared altitude
QNH QNH QNH
Passing
Transition Level
on descent
QNH QNH QNH

Note: 1 whenever altimeter subscale
settings are changed, a cross check is
mandatory to confirm agreements.
Note: 2 Where the Metric Altimeter is
available it will remain on 1013 and
shall be adjusted whenever required.
For other details Refer Chapter 9 of
this manual.

Whenever flying near MOCA/MORA
or minimum drift-down altitude, the
Flight Crew shall positively check that
the cruising flight level is equal to or
above MOCA/MORA.
For operating in areas with metric
altitude/flight level assignment, refer
to the Jeppesen Airway Manual.

Note:
Winds deflected around mountains peaks or
through valleys tend to increase speed,
which results in local decrease in pressure.
A pressure altimeter within such airflow is
subject to an increased error in altitude
indication. This error will be present till the
airflow returns to normal speed some
distance downwind of the mountain.

15.2.4 Radio Altimeter
The Radio altimeter shall be utilized
for determining the decision height
(DH) as indicated on the approach
charts during the final approach and as
a terrain proximity warning during
climb, cruise, descent and
intermediate approach.
Due to its design, the radio altimeter
will not indicate isolated obstacles
(e.g. radio masts, single trees, etc.),
but will warn of terrain and compact
obstacles only.

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The radio altimeter shall be set to the
applicable decision height (DH) as
stated on the applicable Jeppesen
Approach Charts. For all other
approaches the radio altimeter will be
set so as to avoid distractions and
nuisance alerts. Specific setting
procedures are stipulated in the
FCOM.
15.2.5 Enhanced Ground Proximity
Warning System (EGPWS)
Depending on the type of aircraft,
EGPWS can issue either hard
warnings only, or hard and soft
warnings. A hard warning is any
warning containing Whoop, Whoop,
Pull Up. A soft warning is any other
warning. It also provides terrain
information.
In any case of EGPWS hard warnings
and unexpected soft warnings in IMC
or at night, a pull-up or go-around
procedure is mandatory.
Hard warnings in visual ground
contact conditions during daylight do
not require a pull up if the crew
considers the continuation of the
approach to be safe with respect to
terrain clearance.
15.2.6 Altitude Pre-select/ Alert System
The use of these systems is
compulsory until starting final
approach. The PF is responsible for
setting the cleared flight level or
altitude while the autopilot is
engaged. When the autopilot is
disengaged the PM is responsible for
these settings.
For details on setting of altitude at
lower level refer to aircraft type
FCOMs.
15.2.7 AIRBORNE WEATHER RADAR
Normally airborne weather radar
equipment is used as a means to avoid
entering thunderstorms /heavy
precipitation areas. Thus when such
area is detected, it shall be
circumnavigated in accordance with
the guidelines laid down in Chapter
19 Adverse Weather".
An aircraft may not be dispatched on
any flight without a serviceable
weather radar system when operating
in areas where thunderstorms or other
hazardous conditions forecasted.
In the event of radar failure during
flight where thunderstorm activity is
exist or forecasted, the Captain must
decide whether it is safer to continue
or to turn back.
Airborne radar is not intended for
terrain avoidance. However, it may be
utilized in the terrain mapping mode
to establish the relative position of the
aircraft to large bodies of water, high
terrain and other dominant ground
features.
15.2.8 Recorders
Recorders are primarily intended for
incident/ accident investigation and
shall be operated according to
relevant instructions in the FCOM.
Recorded data which the Captain
decides may be valuable for the
reconstruction of a special event can
be safeguarded for a potential
investigation as follows:
Flight Data Recorder If the
Captain wants to safeguard
stored data in case of a serious
incident an entry must be made
in the aircraft Technical Log i.e.
Remove Flight Data Recorder
for investigation.
Cockpit Voice Recorder
Whenever it is intended to
safeguard the CVR, its circuit
breaker can be pulled out but an
entry must be made in the
aircraft Technical Log i.e.
Remove Cockpit Voice
Recorder for investigations.

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NOTE:
1- The FDR shall not be intentionally
switched off.
2- The CVR shall not be intentionally
switched off, unless essential to preserve
accident or serious incident-related data.
3- Entire PIA fleet is equipped with CVR
capable of recording cockpit audio for at
least last 30 minutes.


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15.3 LIGHTS
15.3.1 Navigation Lights
Navigation lights must be on for all aircraft
movements between sunset and sunrise.
15.3.2 Anti Collision Lights
Anti Collision lights shall be turned on just
prior to engine start and left on until after
the engines are shut down.

15.3.3 High Intensity / Strobe Lights
These lights shall be used during all phases
of flight from takeoff to after landing, day
and night, unless they become distracting
due to meteorological conditions. If an
Auto selection mode is available, this will
be the normally selected position.
Whenever maneuvering on an active
runway for an extended period, it is
recommended that strobe lights be switched
on.
15.3.4 TAXI LIGHTS
Taxi lights shall normally be switched on
by day and night when maneuvering on the
ground. They will be used in the air as
instructed in the FCOM.
15.3.5 LANDING / FLOOD LIGHTS
Landing lights and flood lights (i.e.
wing and runway turn off lights) shall
generally be used at night to enable
pilots to distinguish objects and
obstructions during takeoff and
landing. They may also provide useful
reflections from prominent runway
markings and textures. Exceptions are
justified when the effect of the lights
impairs the visibility or provokes false
impressions, e.g. in fog, blowing snow
or LVP operations.
For taxiing at night, the flood lights
are to be used subject to the Captains
discretion. Care should be taken not to
blind ramp controllers and for this
reason lights should not be switched
on until the All Clear signal has
been given.
For takeoff in daylight, the landing
and flood lights shall be switched on
when cleared for takeoff in order to
signal to other aircraft that takeoff is
imminent.
Landing and flood lights shall be used
at all times when flying below 10,000
ft in order to make the aircraft more
conspicuous to other aircraft and to
the ATC, and to reduce the risk of bird
collision.
Findings indicate that aircraft
direction and speed can best be
interpreted by birds when aircraft
show two light sources which are
ideally separated by approximately 15
to 20 meters. The following external
light display is therefore
recommended whenever a high risk of
bird collision is believed to exist:
During daylight switch on only
those lights which provide
spacing i.e. wing or fuselage
landing lights, and leave off all
other lights along the centerline
of the aircraft such as nose wheel
lights, etc.
At night display all lights.

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15.4 NAVIGATION
Aircraft position shall continually be
confirmed with double checks using
the most suitable combination of
independent navigation aids.
The Pilot Flying shall always give
adequate notice to the Pilot
Monitoring of the requirement to set
and check any relevant navigation
aids or equipment. Any changes shall
only be made after instructions from
or with the consent of the PF.
15.4.1 Navigation Aids General
Unless used in connection with
RNAV, any navigation aid shall be
positively identified by its aural
identification signal before any use is
made of it. Each pilot is required to
confirm the identification of the ILS
prior to its use for an approach.
During an NDB approach the PM is to
continuously monitor the aural
identification of the beacon on aircraft
where a failure of the airborne or
ground equipment would not
otherwise be annunciated by an
indication such as the ADF needle
swinging to the 3O Clock / 9 O
Clock position.
The Pilot setting /checking a
navigation aid shall always announce
its completion, and shall inform the
other Pilot whenever the reliability of
a selected navigation aid is in doubt.
It is the PFs duty to verify the correct
setting of navigation aids in use.
Whenever an indication does not
correspond with the estimated
position, a recheck with other
available means shall be made and the
reliability of the navigation aid
verified.
A navigation aid shall not be used for
navigation purposes if:
It is reported to be on
maintenance unreliable or
on test.
The proper identification is not
received.
A navigation aid reported ground
checked only may be used for
enroute navigation but not as an
approach aid.
In such cases the respective navigation
aid may only provide supplementary
info. Landing minima are based on the
unrestricted availability of approach
aids.
15.4.2 Coverage of Navigation Aids
The coverage area of enroute
navigation facilities such as NDBs
and VORs varies depending on
power output, location, altitude and
disturbance. On airways defined by
radio aids these enroute navigation
facilities are expected to provide
reliable indication from at least half
way between the navigation aids on
the published route structure.
Outside the coverage area of
navigation aids, their signals are not
necessarily reliable. They may be
false or unsteady, although instrument
indications may be normal and no
warnings appear. Pilots should
exercise caution when using Locators
navigation beacons outside their rated
coverage area.
In TMAs normally provide proper
guidance signals within 15 NM.
The ILS localizer reliable coverage
sector extends from the localizer
antenna to distances of 17 NM (USA
15 NM) within +/-35; and 25NM
(USA 18 NM) within +/-10 of the
front course inbound track. These
values may vary according to
topographical features or operational
requirements.

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The ILS glide slope transmitter is
normally usable up to at least 10 NM
within 8 degrees of the front course
inbound track and transmit a glide
path beam 1.4 degrees wide.
15.4.2 1 DME
DME information on route
documentation may be used for
position fixing/terrain clearance
requirements if the DME is combined
with VOR/ILS it is required that:
The DME is co-located with the
VOR/ILS facility.
The station is clearly identified
and operating without
restrictions.
15.4.2.2 ILS
15.4.2.2.1 System Limitations
ILS may suffer from false beams
outside the coverage sectors due to
radiation characteristics and / or
reflections from terrain and / or
obstacles. For that reason ILS signals
shall be considered unreliable outside
these sectors, although a flag warning
may not appear.
ILS beams may be subject to
fluctuations due to reflections from
moving vehicles and aircraft in the
vicinity of the transmitting antennas.
Such fluctuations, even if within
established tolerances, may adversely
affect the aircraft system performance
in the auto coupled mode.
Whenever an ILS glide slope is used,
a positive means to crosscheck the
accuracy of the glide slope must be
available (i.e. Marker Beacon or
DME).
15.4.2.2.2 Ground Monitors
ILS beams are automatically and
continuously monitored to ensure
radiation within prescribed tolerances.
15.4.2.2.3 ILS Front Beam
Since ILS sector coverage is limited,
it is essential that navigation in the
terminal area is carried out using
available VOR. VOR/DME, NDB,
RNAV or by radar vectoring until a
position is established where
unambiguous ILS signal are received.
Autopilot and / or flight director
systems should not be armed for ILS
capture until such a position has been
verified.
15.4.2.2.4 ILS Back Beam
The same procedure as for front beam
intercept shall be followed.
15.4.3 INERTIAL NAVIGATION,
AREA NAVIGATION/ FMS/ GNSS
MONITORING
Prior to using any electronic
navigation data system, including
INS, FMS, GNSS or Area Navigation,
the crew shall verify the validity of
the navigation database.
In order to prevent navigational errors
it is important to verify relevant data
before passing the originating
waypoint of a new leg, e.g. waypoint
co-ordinates track and distance of the
new leg, NAV display etc.
Proper coupling of the automatic
flight guidance system to the
corresponding navigation system must
be closely monitored.
The FMS may be used for preflight
planning purposes in case of the non-
availability of a CFP. The FMS is also
suitable and authorized for use in case
of in-flight preplanning. All available
means shall be used to cross check
retrieved data.
The detailed description of flight crew
duties relating to ascertaining aircraft
position and for monitoring
navigation systems validity and
accuracy is provided in the respective
FCOM/ SOPs
A continual accuracy check of the
navigation systems shall be
maintained during the entire flight and

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prior to approach. Refer to equipment
SOPs/FCOM for details.
Navigation system errors shall be
recorded in the Flight log and if
required, reported in the technical log
at the termination of the flight.
15.4.4 VASIS and PAPIS
The glide path defined by Visual
Approach Slope Indicator (VASIS)
and Precision Approach Path
Indicators (PAPI) shall be closely
followed. Due to system tolerances as
well as difference in eye to wheel
height of various aircraft types,
deviation from the ideal glide path
might occur close to the ground.
Standard VASIS / PAPI shall
therefore not be used below 200 ft
AGL. When an ILS glide path is
available, the VASIS / PAPIS should
be disregarded as these two glide path
information sources might not be
compatible.
Pilots should exercise caution when
using VASIS / PAPIS under certain
weather conditions (e.g. smog, haze,
dust) as it is possible for the light
beams to bend creating a false glide
path indication.


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15.5 TRAFFIC ALERT AND
COLLISION AVOIDANCES
SYSTEM (TCAS).
15.5.1 System General
TCAS provides backup to the aircraft
services by alerting the flight crew to
the presence of aircraft that may
represent collision hazards. However,
the primary responsibility to avoid
collision still rests with the crew and
ATC. The flight crew shall maintain
vigilance for conflicting traffic at all
times and shall remain on the lookout
visually. Information derived from
TCAS display shall not be used in
such away as to interfere with the
ATC task to provide continuous
positive separation.
15.5.2 Modes of Operation
Traffic Advisory: If an intruder is
detected within the protection volume
a visual and aural traffic advisory
warning is issued. This advisory aids
the crew in visually detecting the
intruder and prepares the crew for a
possible Resolution Advisory.
Resolution Advisory (RA): If an
intruder is penetrating the inner
protection volume and considered a
threat, an aural and visual Resolution
Advisory is issued. Depending on the
situation the TCAS will generate an
evasive action either a preventive,
corrective or modified corrective
advisory. A preventive advisory
instructs the crew to maintain the
flight path within prescribed
parameters. A corrective advisory
instructs the crew to change the flight
path into a recommended range.
Modified Corrective advisories are
updates of earlier advisories in
response to changing conditions after
the original advisory was issued.
15.5.3 Operational Procedures
Nothing shall prevent the Captain
from exercising his best judgment and
full authority in the best course of
action to resolve a traffic conflict.
It is PIA policy to operate TCAS in
RA (Resolution Advisory mode).
During visual approach to closely-
spaced parallel runway (closer than
1200ft) or to converging or
intersecting runway, use of TA only
mode is recommended once the
aircraft is established on final
approach course, and glide path
intercept has occurred. Continued
operation in TA/RA mode may result
in RAs for aircraft on approach for
the adjacent runway, and may cause
unnecessary go-around.
When approaching airports along the
final approach, use of TA only mode
is recommended once the aircraft is
established on final approach course
and glide path intercept has occurred.
Continued operation in TA/RA mode
may result in RAs for aircraft that are
on the airport surface with their
transponders operating, and may
cause unnecessary go-around.

15.5.4 Crew Action
On activation of any TCAS warning,
Pilots are to take action as follows:

15.5.4.1 Traffic Advisory (TA):
Immediately attempt to establish
visual contact with intruder aircraft.
If visual contact established, ensure
safe separation (PF).
If no visual contact, take no avoiding
action unless the TA changes to an
RA (see below).
Question ATC about traffic which is
of concern and co-ordinate any action
(time and frequency congestion
permitting) (PM).

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Note: Be vigilant whenever a TA does not
display relative altitude as TCAS will only
give an RA for intruders which have
altitude reporting capability (Mode C).

15.5.4.2 Resolution Advisory (RA) Action
by PF
Disengage the autopilot and apply
positive and smooth control inputs
in the direction and magnitude
demanded by the RA. Place the IVSI
needle in the green arc. RAs do not
require abrupt pitch changes.
Advise ATC as follows if deviating
from assigned clearance:
(Name of ATC Unit), (Call Sign),
TCAS Climb (or Descent)
If an RA requires a CLIMB while
the aircraft is in the landing
configuration, a go-around shall be
initiated and a missed approach
procedure carried out.
Pilots are reminded that required
warnings differ greatly from the
maneuver required in response to an
EGPWS warning. TCAS RA
warnings require positive but smooth
and limited pitch change whereas
EGPWS warnings require
immediate control input with a
large pitch change.
Whenever a flight has experienced an
RA warning, the Captain should
submit an Air Safety Report outlining
the pertinent details.

Whenever ATC issues a clearance
with which the pilot is unable to
comply because of an RA, respond as
follows:
(Name of ATC Unit), (Call Sign).
UNABLE TO COMPLY, TCAS RA
The controller will either
acknowledge or issue an alternative
clearance.
After TCAS has advised Clear of
Conflict, return to the assigned level
and clearance and report as follows:
(Name of ATC Unit), (Call sign).
TCAS CLIMB (or DESCENT)
COMPLETED (assigned level or
clearance) RESUMED.
Note: Once an aircraft, in compliance with
an RA, departs from an assigned ATC
clearance the controller ceases to be
responsible for providing separation.
However circumstances permitting, the
controller should endeavor to provide traffic
information to all aircraft affected by the
maneuver. The controllers responsibility
resumes when:-

They acknowledge the report that the
aeroplane has resumed its assigned
clearance, or
They acknowledge the report that the
aeroplane is resuming its assigned
clearance, and issues an alternative
clearance which is acknowledged by
the Pilot.

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15.6 OXGEN
15.6.1 Use of Oxygen in Flight
15.6.1.1 Policy
At cabin pressure altitudes above
10,000 ft up to and including 12,000
ft, Oxygen must be provided for and
used by each member of the flight
crew on flight compartment duty and
must be provided for other crew
members for that part of the flight at
those altitudes, that is more than 30
minutes duration.
At cabin pressure altitudes above
12,000 ft, oxygen must be provided
for and used by, each member of the
flight crew on flight compartment
duty, and must be provided for other
crew members during the entire flight
at those altitudes. When a flight crew
member is required to use Oxygen,
he/she must use it continuously except
when necessary to remove the
Oxygen mask or other dispenser in
connection with his regular duties.
Prior to departure, the oxygen masks
at crew stations which will be
occupied during the respective flight
shall:
Be connected to the oxygen
system.
Be adjusted to individual size (if
necessary).
Be checked for proper
operations.
A pressurized flight may be operated
up to FL 250 if the crew oxygen
system becomes inoperative or empty,
provided portable oxygen bottles are
readily available for each Flight Crew
member on duty.
Above FL250: the quick donning
crew oxygen system must be fully
serviceable. All Flight Crew members
on duty shall have their oxygen masks
available for use should the necessity
arise.
For the use of oxygen in case of
emergencies such as fire or
decompression, refer to the respective
checklist in the FCOM.
For passenger oxygen requirements
refer to Chapter 11 of this manual.

15.6.1.3 Protective Breathing
Equipment-PBE
All aircraft in PIA fleet are equipped
with PBE. Locations are mentioned in
emergency equipment location charts
for respective aircraft. PBE is capable
of providing oxygen for a period of
not less than 15 minutes, allows flight
crew to communicate using aircraft
radio equipment and also allows crew
to communicate by interphone with
other crew members.

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15.7 SEAT BELTS
15.7.1 Use of Seat Belts
15.7.1.1 Use of Seat Belts by Flight and
Cabin Crew
Active Flight Crew members shall
always have their seat belts fastened,
unless duty requirements prevent this
temporarily. The shoulder harness and
crotch strap where fitted, must be
worn for taxi, takeoff, landing,
upto/below 10,000ft and in turbulent
conditions.
All other crew members must be
occupy their seats with seat belt fasten
during takeoffs and landings and
during flight whenever moderate or
heavy turbulence is either encountered
or is expected.
Any additional authorized personnel
who are on the flight deck during
takeoff and landing must have their
seat belts fastened.
The Captain shall inform the Senior
Flight Purser regarding the expected
turbulence and the necessity for the
Cabin Crew to be seated and use of
seat belts. See Chapter 19 Adverse
Weather.


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CHAPTER 16: NORMAL PROCEDURES
TABLE OF CONTENTS
16.0 General
16.0.1 Flight Deck Duties ...
16.0.2 Checklist Procedures General....
16.0.3 Initiation and Reading...
16.0.4 Response...
16.05 Open Items.
16.0.6 Completion of Checks..
16.0.7 Standard Drills and Terminology.
16.0.8 Flight Log..
16.0.9 Standard Drills and Procedures.
16.1.1Document Requirements...
16.1.2 Aircraft Acceptance..
16.1.2.1 General..
16.2 Pre-Flight Preparations
16.2.1 Allocation of Duties..
16.2.2 Exterior Inspection of Aircraft..
16.2.3 Emergency Briefing.
16.2.4 Final Cockpit Preparation.
16.2.5 Calculation of Takeoff Data..
16.2.6 Takeoff / Departure Briefing ....
16.3.1 Changes to Departure Times
16.4 Pushback and Starting..
16.4.1 Closing of Doors...
16.4.2 Pushback / Tow-out..
16.4.3 Clocks ..
16.4.4 Departure from Parking Position .
16.4.6 Prior to Taxi..
16.5 Taxiing ...
16.5.1 Procedures
16.5.2 Runway Changes Prior to Takeoff ..
16.6.1 Minima for Takeoff
16.6.2 Use of Auto-brake System ..
16.6.3 Take-off
16.6.3.1 Choice of runway.
16.6.3.2 Positive Runway Identification
16.6.3.3 Setting Takeoff Thrust..
16.6.3.4 Takeoff Roll..
16.6.4 Climb Phase..
16.6.4.1 Policy..

3
3
3
3
3-4
4
4
4
4

5
5
5

6
6
6
6
6-7
7

8
9
9
9
9
9-10
10
10
11
11-12
12-13

14
14
14
14-15
15
15
15
15
15-16

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16.6.4.3 Company Speed Restriction...
16.6.4.4 Procedures..
16.6.4.5 Passing 10,000ft/FL 100
16.6.4.6 Passing Transition..
16.6.4.7 Weather Radar Monitoring
16.7.1 Cruise ...
16.7.2 Flight Log.
16.7.3 Weather Monitoring.
16.7.4 Cruise Control...
16.7.5 Fuel Management..
16.7.6 Flight Plan Amendments...
16.7.8 Descent Planning...
16.7.9 Transition..
16.7.10 Passing 10,000ft / FL 100...
16.8 Go-Arounds
16.8.1 General..
16.8.2 Initiation
16.8.3 Go-Around During Visual Circling ........
16.9 Holding....
16.10 Diversions
16.10.1 Policy .
16.10.2 Alternate Weather Requirements ..
16.10.3 Contacting Ground Handling Agent...
16.10.4 Diversions to Another PIA Destinations
16.10.5 Diversions to an Airfield Where No Company Support May
Be Expected.
16.11 Landing
16.11.1 General...
16.11.1.1 Choice of Runway..
16.11.2 Use of Auto Brake System.
16.111.3 Landing Sequence.
16.11.4 Procedures..
16.11.5 Height Over the Threshold.
16.11.6 Touchdown.
16.11.7 Landing Roll
16.12 After Landing, Parking and Leaving the Aircraft
16.12.1 Clearing the Runway After Landing ..
16.12.2 Parking
16.12.3 Automated Guide In System.
16
16
16-17
17
17
17

18
18
18
18-19
19
19
19-20
20
20
20-21

22
22
22
23-25

26
26-27
27
27

27

28
28
28
28
28
28-29
29
29

30
30
30
30

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16.0 General
16.0.1 Flight Deck Duties
Throughout this Chapter and on the
checklist the following assignment of
duties applies:
CM1 the crew member in the
left seat
CM2 the crew member in the
right seat
CM3 The crew member in F/E
seat
PF pilot flying
PM pilot monitoring
NOTE: In training situations the Captain
may be a Training Captain operating in the
right-hand seat.
However in this chapter it is assumed the
CM1 is the Captain.
These titles are used to designate
which crew member is responsible for
responding to items on the checklist.

16.0.2 Checklist Procedures General
Checklists are established for each
type of aircraft for Normal, Abnormal
and Emergency procedures. They
must be adhered to during all phases
of flight in accordance with the
FCOM/ SOP. The following general
rules apply for the use of checklists on
all Company aircraft:
Use of the checklist is mandatory for
all phases of flight. The appropriate
checklist will be read from the paper
checklist/ECL; reading of checklist
from memory, except for the memory
recall items, is not acceptable.
If no procedure is available in the
checklists or in the FCOM/ SOP,
appropriate actions shall be
accomplished at Captains discretion.
Normal Checklists are of the
Challenge/Response type.
Standardized Scan items may be
completed following the sequence.
Normal procedures for each phase of
flight are performed by recall
(memory) following this the normal
checklist is used to ascertain that all
safety items have been accomplished.
Strict adherence to the checklist must
be observed at all times, and the crew
member reading the checklist must not
call the next item until the current
item is checked and the appropriate
response received.
As far as possible, the crew member
not carrying out an action will monitor
and confirm that the actions called
have been accomplished.

16.0.3 Initiation and Reading
CM1 is PF for all ground operations
and will call for required checklists on
ground.
PF will call for all checklists during
flight.
Normally the checks will be
completed by scan from memory
before the checklist is read. This will
allow uninterrupted flow of the
checklist with challenges and
responses only, ensuring a double
check of all actions when each
challenge is acknowledged by the
crew member concerned.

16.0.4 Response
Certain items prefixed ALL require
responses from all crew members. In
these cases, the crew member
responding to the checklist replies
first, followed by an identical reply by
the other crew member.
Items with an open ______ require a
response stating the actual
switch/selector position or, if
applicable, the appropriate quantity.

16.0.5 Open Items
The dotted line on some checklists
defines a logical hold point to allow partial

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completion of the checklist until further
action is appropriate. With these exceptions,
any paper checklist which is interrupted
before completion should be started again
from the beginning rather than at the place
where the interruption took place.

16.0.6 Completion of Checks
As soon as required checklist is complete,
the Flight Crew member reading it will call
.Checklist completed.
16.0.7 STANDARD DRILLS AND
TERMINOLOGY
In order to avoid any misunderstanding on
the flight deck or with ground personnel,
the following policy applies:
In all procedures including the use of
Normal and Emergency checklists,
and callouts, using proper terminology
according to FCOM/ Standard
Operating Procedures. English
language shall be used which is the
designated common language.
For general briefings, e.g. takeoff
briefing, approach briefing, etc., the
English language will be used.
In case of language difficulties with
ground personnel, any suitable
language may be used as long as all
other flight crew members are kept
aware of the progress.

16.0.8 Flight Log
All entries in the flight log must be properly
filled and signed. The PIC is responsible for
ensuring that all entries in the flight log are
properly filled before he signs it.

16.0.9 STANDARD DRILLS AND
PROCEDURES
The operating procedures as outlined in the
respective FCOM/SOP must be adhered to
as far as practicable.


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16.1.1 Document Requirements
In addition to the publications listed
in CHAPTER 2, no PIA aircraft shall
commence a flight unless the
following documents are on board:
Certificate of Registration.
Certificate of Airworthiness.
Aircraft Radio Licence.
Certificate of Compliance with
noise emission standards.
Operational Flight Plan.
Certificate of Maintenance
Review or the Maintenance
Releases.
Weight and Balance or Load/
Trim-sheet.
Crewmember licenses.
Aircraft Technical Log.
German Operators Certificate
(as applicable)
De-/Anti-Icing Hold Over Time
Table and guidelines (as
applicable)
An aircraft without valid documents
can be considered as not being in
conformity with international
regulations and can therefore be
grounded by any airfield authority.

16.1.2 Aircraft Acceptance
16.1.2.1 General
On arrival at the aircraft, carry out the
Initial Inspection as per FCOM of the
specific aircraft which includes
external safety inspection, cockpit
safety inspection and preliminary
cockpit preparation.
On entering the aircraft, obtain the
Technical (Maintenance) Log, verify
the Certificate of Maintenance and
Daily Inspection (or similar) are up to
date and signed off. Check the
deferred or carried forward defects. If
the refueling has already been
performed check the uplift.
The Captain is responsible for
ensuring that the necessary preflight
and post flight checks according to the
FCOM and SOPs have been carried
out. The information from the aircraft
Tech Log and the result of the Flight
Crew preflight check will enable the
Captain to decide whether the
minimum technical requirements for
the safe conduct of the intended flight
are fulfilled. . The PIC has final
authority to accept or reject an aircraft
for flight if dissatisfied with any
aspect of airworthiness and/ or
maintenance status of the aircraft.
Flight Crew should review the
Aircraft Technical Log together to
ensure that each pilot is aware of
defects and MEL items. This review
should include Notices to Crew,
entries over recent flights, and
Acceptable Carry Forward Defects. It
is preferable but not always possible
to review the Tech Log prior to
commencing Exterior Inspection and
Cockpit Preparation. . The PIC shall
ensure that all defects affecting
airworthiness of aircraft have been
processed in accordance with the
MEL or CDL prior to departure.
Refer to CHAPTER 13 for
requirements on the Technical Log.

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16.2 Pre-Flight Preparation
16.2.1 Allocation of Duties
Allocation of duties will be as per FCOMs
and SOPs of respective aircraft.

16.2.2 Exterior Safety Inspection
Prior to every flight an Exterior Safety
Inspection shall be carried out as per
procedures laid down in FCOMs. The
responsibility for this inspection rests
with the Captain. However at his
direction he/she may delegate this
duty to the other pilot.
When conducting walk-around, Flight
Crew shall always wear the ramp
jackets provided to them.
The exterior Safety Inspection is a
visual check performed by the Flight
Crew on each originating trip or crew
change before entering the aero plane
to ascertain no obviously unsafe
condition exists.
A further aspect of this inspection is to
provide a general overview of the
aircraft condition before it is moved
and may cover further technical
/operational aspects.
Note: Ensure parking breaks are set and
exterior lights are ON before proceeding for
the Exterior Safety Inspection.

16.2.3 Emergency Briefing
Before each departure in addition to
standard takeoff briefing and
departure briefing as per SOPs an
emergency briefing must be given by
the CM1 and must contain at least the
following item:
Actions in the event of a failure or
malfunction affecting the safety or
performance of the aircraft before V1.
The following items are normally
reviewed by the Captain;
Allocation of PF and PM
functions.
Actions to be followed in the
event of a failures occurring
before and after V1 up to and
including engine out
acceleration altitude.
Appropriate speeds for
configurations to be maintained
to provide obstacle clearance.
Type of approach required if an
immediate return to land is
required.
Intentions should a return to
landing is unavailable due to
weather at the departure airfield.
Overweight landing
considerations.
On ground emergency
evacuation.

16.2.4 Final Cockpit Preparation
Final Cockpit Preparation shall be
conducted as per procedures laid
down in the FCOM of relevant
aircraft.
As soon as refueling is complete, the
CMI should select the SEAT BELTS
switch ON. This will assist the Cabin
Crew with final cabin preparation.
The CM1/CM3 will check the total
fuel, fuel uplift, and Tech Log when
they are available, and ensure that
defects in the tech Log have been
cleared or carry forward.

16.2.5 Calculation of Takeoff Data
Prior to each takeoff the CMI shall
ensure that the appropriate takeoff
calculations have been completed.
After receipt of the load-sheet (refer
CHAPTER 12 of this manual for
information on the load-sheet) using
the current surface conditions, the
CM2/CM3 will calculate and prepare
the T/O Data card. The CMI will then
cross check the information referring
to the Runway Analysis Book. Where

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applicable, the following information
shall be determined.
Departure airfield surface conditions.
Runway regulated takeoff gross
weight
Flap setting
Maximum takeoff EPR / N1 Setting.
Go-around EPR / N1.
Reduced EPR / N1.
The VI, VR and V2 speeds.
Flap/Slat retraction speed.
Takeoff CG / Stabilizer trim setting.

16.2.6 Takeoff/Departure Briefing
Takeoff/ Departure briefings shall be
conducted as per procedures laid
down in the SOPs of relevant aircraft.
The most appropriate time is at the
end of cockpit preparation and prior to
engine start which needs to be done on
the first sector of the day unless there
is a change of crew member.


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16.3.1 Changes to Departure Times
All crews should be aware of the
differences between the terms
re-scheduling and Delay.
Changes in proposed departure times
as notified to crew, can occur in two
ways:
Marketing/Central Control plans a
change for a particular flight at
least 48 hours in advance. Thus
the flight is rescheduled for that
day only and the STD is
amended.
Short notice changes in departure
time due to AOG, late arrival of
the inbound aircraft etc., are
delays and STD is not amended.
In either case Operations Control
will enter the new ETD of the
rescheduled or delayed departure
time when requesting the CFP.
The CFP will show this new ETD
time in the usual way as STD,
since this time is the basis for
wind and route calculations.
Therefore in the case of a delay
crews should not copy the flight
plan STDs onto the Voyage
Report but should use the times
given on the normal schedule as
issued to them, converted to UTC
time. When a flight is delayed or
rescheduled, Operations Control
has been instructed to show the
STD/STA on the CFP under the
Remarks heading.


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16.4 Pushback and Start
Pushback and Start procedures shall
be conducted as laid down in the
FCOMs/SOPs of relevant aircraft.
During engine start and push back
flight deck communication should be
limited to the calls required for this
phase of the operation. Standard calls
and terminology are essential when
communicating with Ground
Engineers.

16.4.1 Closing of Doors
After the load sheet has been
completed and all ground staff has
disembarked, the Senior Parser shall
inform the Captain on interphone and
ask for clearance to close the doors.
Before closing doors, the Senior
Purser shall ensure the following:
All galleys are secured.
All cabin baggage is securely
stowed and hat racks are closed.
All passengers are seated.
The Purser will inform the flight deck
through cabin readiness signal or
interphone when all doors are closed
and cabin is ready. The Captain will
then confirm this information from the
ECAM / EICAS or other door
open/close indications in the cockpit.
When ready for departure or pushback
the flight crew will instruct the cabin
staff to arm the door slides. For non-
standard situations such as a delay on
stand with the jetty withdrawn, or a
non-pushback departure, the Captain
may at his discretion, order doors to
be armed earlier, provided the ground
equipment is clear of the aircraft and
will not obstruct slide deployment.

16.4.2 Pushback/Tow-out
These operations shall be performed
in accordance with local airfield
procedures and the applicable
requirements in the FCOM for the
type of aircraft being operated. Proper
communications and clearance from
the airfield ground control and ground
personnel outside the aircraft are
essential for safety. It is the Company
procedure to start engines during
pushback, provided that
communications with the Ground
Crew are maintained, airport
procedures are adhere to, and subject
to any other limitations.
The CM1 should use standard
phraseology while communicating
with the Ground Engineer to avoid
any misunderstanding. These will
normally be by interphone, unless
prior arrangements have been made
for hand signals to be used.
The Flight Crew shall closely monitor
the entire maneuver in order to be
ready to intervene if necessary for any
reason. When advised by the Ground
Engineer to set the brakes, the Captain
must ensure the aircraft has stopped
prior to setting the parking brake.

16.4.3 Clocks
When commencing the pushback:
The CM1 will start the elapsed
timer.

16.4.4 Departure from Parking Position
The Captain is responsible when the
aircraft is moving under its own
power. During pushback or towing
operations, this responsibility rests
with the ground personnel (the
Ground Engineer or the Handling
Agent).
The responsible ground personnel
must ensure that all ground equipment
has been removed from the aircraft
and that the area is clear before giving
the ALL CLEAR to pushback, towing
or taxiing of aircraft.

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Such flights without cabin crew, the
First Officer (or the Flight Engineer)
will check that all doors are properly
closed and latched and galleys
secured.

Engine start procedures depicted in
the Jeppesen airway manual for the
relevant airfield shall be followed.
Engine start is not permitted when a
passenger or cargo door is open or
while the aircraft is being refueled. It
is the responsibility of the ground
personnel to ensure that the danger
areas around the aircraft are clear
before giving clearance to start
engines.
Engines may be started either at the
parking stand or during pushback in
co-ordination with the responsible
ground personnel and ATC.
Anti-collision lights shall be turned on
prior to starting any engine as an
additional warning to anyone near to,
or approaching the aircraft.
After ATC has given clearance to
start, CM1 will monitor the interphone
and may reduce the volume, of the
VHF audio. The CM2 will advise
CMI of any ATC instructions.
On completion of the Start procedure,
the CMI will carry out the After Start
Actions.
When the Ground Engineer advises,
that the pushback has been completed
and requests that the parking brake be
set, the CMI will set the brakes and
advice the Engineer.

16.4.6 Prior to Taxi
When the ground equipment is
disconnected and the Ground
Engineer departs from the aircraft,
He/she shall confirm through thumbs
up and pin display (if applicable).
When the signal is observed the Pilot
on the appropriate side will
acknowledge with a Thumbs Up.
Taxi after engine start must not be
commenced unless an all clear
signal from ground personnel has been
received. This confirmation that the
aircraft is clear will normally be
signaled by the Ground Engineer
displaying the steering by-pass pin
with one hand and giving a Thumbs-
up signal with the other hand. If no
Ground Engineer is present the crew
must use any other means available to
ensure that the aircraft is clear before
taxiing.
The Parking Brake is to remain set
until:
After the All clear signal has
been sighted AND
Both Flight crew have cross
checked that everything is clear
and that the All clear has been
given AND
Taxi clearance has been
received.
For full description of
communication procedures refer
to Chapter 9 of this Manual.

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16.5 Taxiing
At all airfields, taxi instructions shall
be obtained prior to moving the
aircraft under its own power.
For all ground maneuvering, the CM1
should carefully judge the situation
ahead and behind the aircraft, handle
the throttles with regard for blast
damage and noise abatement, and
adjust taxi speed to suit the prevailing
conditions.
Taxi guidelines and markings may
vary from airfield to airfield and may
not always ensure adequate obstacle
clearance, especially in congested
areas. Whenever doubt exists, the
aircraft should be stopped and
assistance from ATC or ground
personnel should be requested.
All Flight Crew members are expected
to be vigilant when the aircraft is
taxied in close proximity to other
aircraft or obstructions.
For taxing techniques and speed
limitations refer to FCOMs/SOPs of
the relevant aircraft.

16.5.1 Procedures
The Captain will taxi the aircraft in
normal operations.
Before commencing taxi the CM1 will
select Nose Light to Taxi/ON and
Runway Turn Off lights to ON.
During taxi, no action or checklist
should be initiated until the aircraft is
clear of congested areas.
When ATC confirms the runway to be
used, both pilots will cross check that
the takeoff data has been calculated
for relevant runway, and the takeoff
conditions have not become more
limiting, and review any revisions.
Required power to move the aircraft
and during taxi will depend on the
ambient conditions and weight of the
aircraft.
Symmetrical thrust should normally
be used.
Great care must be taken when taxiing
on slippery surfaces.
The wing mounted engines are close
to the ground. Avoid placing engines
over unprepared ground e.g. over the
edge of taxiways. Avoid high thrust
settings at low ground speeds due to
the risk of ingestion (FOD).
Notes
A. Caution is necessary while turning the
aircraft in congested areas on the ramp.
If necessary, have ground personnel
monitor wingtip clearance. Wingtip
and horizontal stabilizer turning radii
are greater than that of the nose.
B. Good taxi technique requires an
awareness of the proximity of obstacles
and the effects of thrust causing
damage to equipment or injury to
personnel, as well as consideration of
passenger comfort.
C. Make all turns at a slow taxi speed
with as large a turn radius turns as
possible. Minimum radius turns result
in heavy side loads and unnecessary
scrubbing and heating of tyres.
D. Do not use reverse thrust to control taxi
speed except in an emergency.
E. During taxi, any time the aircraft is
brought to a complete stop, the parking
brake should be set to prevent
unmonitored movement of the aircraft.
F. A specific characteristic of brakes is
that relatively greater wear rates occur
when they are subjected to frequent
light braking inputs as compared to
making less frequent but firm inputs.
At light weights or downhill, the
aircraft may accelerate to a higher
speed than required. Do not ride the
brakes to prevent high taxi speed.
Allow the aircraft to accelerate, than
brake smoothly to a slow taxi speed,

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release brakes smoothly and repeat the
sequence. Intermittent brake usage
provides a cooling period between
brake applications. Use brake fans (if
installed) as required before significant
temperature buildup.
G. Whenever maneuvering on an active
runway for an extended period, it is
recommended that the Strobe be
selected On.
At CM1 discretion, and when clear of
congested areas, Before Take-Off
Checklist will be completed.
CM2 will obtain the ATC clearance
(if not received earlier) and write the
clearance on the master copy of the
CFP.
Both pilots will review the clearance
and confirm:
Correct runway and departure.
Initial clearance altitude selected
on FCU/MCP
Required FCU/MCP modes
selected and displayed on FMA
as applicable.
Correct transponder code set
Navaids as required and course
set.
Situations may require altering RWY
and /or SID in the FMS. In this case
CM2 will enter the required data and
re-select FCU/MCP modes and
navaids as required. The CM1 will
confirm all changes.
Prior to take-off the Senior Purser
shall advise the Captain through
interphone or display signal
confirming that the safety
announcements have been completed.
The Cabin Ready signal means that
the Purser has confirmed the
following:
All passengers, including
infants, are seated with seatbelts
fastened.
All galleys and class divider
curtains are opened and secured.
All loose items are securely
stowed.
All galleys are secured, all carts
and trolleys stowed and secured.
All window curtains are open.
All Cabin Crew, are seated with
seatbelts and shoulder harnesses
fastened.
Thereafter Cabin Staff are to
remain seated until the Seat belt
sign goes out or called by the
Captain.
The Cabin crew at your stations
for take off P.A. shall be made after
the cabin safety announcements and
prior to entering the runway for take-
off. The CM2/ flight engineer shall
make this announcement.
16.5.2 Runway Change Prior to Takeoff
Should a runway change occur after
the commencement of taxi or prior to
takeoff, the following items must be
considered:
T/O Data must be recalculated.
If the takeoff is not performance
limited and a reduced thrust takeoff
can still be performed, it is
recommended to use the same flap
setting as for the originally planned
takeoff since this will reduce the
required actions and configuration
changes in the cockpit.
The change in departure or noise
abatement procedures which might be
required due to the change of runway.
Any other special procedures or
restrictions required due to runway
change.
Modify MCP/FCU and FMS settings
accordingly.
The necessary changes to the flap
setting V speeds, stab trim setting, and

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preparation for the departure
procedure will be made as required.
If the new runway in use requires a
lower allowable takeoff gross weight
than the actual, the Captain shall:
Request a runway for takeoff
which can accommodate the
extra weight, if one is available,
or
Reduce the gross weight of the
aircraft to comply with runway
limitations. This may be done by
unloading; first, extra fuel (when
conditions permit); next, a part
or all of the cargo and passenger
baggage; and finally passengers,
depending on Company
preference.


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16.6.1 Minima for Takeoff
Takeoff minima are normally
established with reference to visibility
only and are expressed as visibility or
RVR limits. In general no minima
ceiling is required for takeoff.
However, some specific airfields do
have minimum ceiling requirements
and these must be considered. When
minimum ceiling requirements are
stated on the Jeppesen Chart, they
must be observed in addition to the
usual visibility requirements.
A takeoff shall only be made if the
official report on actual visibility is at
or above takeoff minima and the Pilot
Flying has adequate visual guidance
during Take Off.
When no reported meteorological
visibility or RVR is available, the
Captain may determine that sufficient
visual reference exists to permit a safe
takeoff. When the reported visibility is
below that required for takeoff and
RVR is not reported, a take off may
only be commenced if the Captain can
determine that the actual visibility
along the takeoff runway is equal to or
better than the required minimum. In
making his assessment on adequate
visibility the Captain should consider
the number of runway lights visible
based on a spacing of 60 meters
between lights.
For special State regulations, refer to
the Jeppesen.
For takeoff restrictions in special
weather conditions, refer to
CHAPTER 18.
The Company minima for takeoff for
all aircraft types are ceiling zero and
RVR as per Table I following:

Facilities RVR/Visibility
(Note 3)
Nil (day Only) 500M
Runway Edge Lighting and
/or
Runway Centre Line Marking
250/300M
(Note 1 & 2)
Runway Centre Line
markings
200/250M
(Notes 1 & 4)
Runway Centre Line marking
Multiple RVR Information

150/200M
(Notes 1 & 4)

Note 1: The higher values apply to
Category D aircraft.
Note 2: For night operations at least runway
edge and stop end lights are
required.
Note 3: The required RVR/visibility value
representative of the initial part of
the takeoff run can be replaced by
pilot assessment when no reported
RVR or visibility is available. The
takeoff run shall not be commenced
unless it can be determined that the
actual conditions satisfy the
applicable minima.
Note 4: The required RVR value must be
achieved for all relevant RVR
reporting points with the exception
given in Note 3 above.
Note 5: For take off alternate Refer Chapter
7, page 5, 7.1
16.6.2 Use of Auto-Brake System
For takeoff the auto-brake system shall be
armed when technically available. For detail
refer to the FCOM/OPERATIONS
MANUAL.

16.6.3 Take-Off
16.6.3.1 Choice of Runway
Preferably, the runway offering the
best safety margin under the
prevailing weather and runway
surface conditions shall be used. Due
regard shall be paid to other factors

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such as ATC requirements,
preferential runway system, noise
abatement procedures and delays
involved
The full length of any runway should
be used for take-off. However, there
are runways at various airports where
take-off from intersections can
increase operational efficiency
without compromising safety. Crews
are authorized to perform intersection
takeoff on these runways provided
the appropriate RTOW information is
published and made available in the
TOGW Charts.

16.6.3.2 Positive Runway Identification
During darkness and reduced visibility
at airfields with multiple runways or
wide parallel taxiways, there is a risk
of runway incursions, taking off from
the wrong runway or the wrong
takeoff point, or take off from a
taxiway. It is vital that both Pilots be
aware of the expected headings on
taxiways or runways. These should be
checked against the aircraft heading to
verify the aircrafts actual position on
the airfield.
Both Pilots must verify before the
commencement of the takeoff roll that
the aircraft is lined up at the correct
position and check the aircraft heading
after line-up. This is especially
important during darkness and
reduced visibility, as well as on
airfields with complex runway
systems.

16.6.3.3 Setting Takeoff Thrust
The CM1 will initiate T/O thrust by
triggering the TOGA switches. CM2
ensures t/o power setting CM1 keeps
his hands on the thrust lever till V1. In
a 3 man cockpit setup, the Flight
Engineer sets the take off engine
power on CAPT.s command

16.6.3.4 Takeoff Roll
Line up shall be made as closely as
possible to the runway centerline.
If takeoff is delayed for any reason
after reception of the takeoff clearance
or if MET conditions impair visual
control by the tower, it is advisable to
announce Rolling on starting the
takeoff roll.
At the initiation of the Take Off run
the CM2 will start the elapsed time
function of his clock
During the takeoff role the PM will
monitor engine instruments and
announce any abnormality. The
decision whether to reject a takeoff in
case of a malfunction or failure
always rests with the Captain.
Speed call-outs on takeoff are
performed according to the fleet
specific Standard Operating
Procedures in the FCOMS/
OPERATIONS MANUALS. The
VI and Rotate call-outs are
mandatory in every case except where
they are made by the auto callout, and
incase of failure of auto call out.
Continuous monitoring and cross-
checking of the flight instruments
during takeoff and climb outs is of the
outmost importance. The PM shall
restrict other work to a minimum
during initial climbs.
16.6.4 Climb Phase
16.6.4.1 Policy
In the interests of safety, due to the
aircraft attitude, turns shall not
normally be initiated below 500 feet
AGL. At airfields where the standard
instrument departures necessitate a
turn at a lower altitude, turns may be

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smoothly started after passing an
altitude of 200 ft. AGL
After takeoff, the climb outs shall be
performed in such a manner that
maximum obstacle/terrain clearance is
obtained as soon as possible and
maintained during the entire climb.
Aircraft surrounded by high terrain
offer special problems regarding
climb-outs. A thorough knowledge of
existing navigational procedures is
therefore essential.
Navigation aids and equipment not
required for departure shall be set for
the expected approach or to the
appropriate holding fix serving the
aircraft of departure. This will reduce
the workload in case of a turn-back.

Takeoff and climbs-outs shall be
operated in compliance with the noise
abatement procedures.
At airfields which require a noise
abatement takeoff and publish a
specific procedure, that procedure
shall be adhered to. In all other cases,
PIA aircraft will follow the standard
noise abatement profiles published for
the aircraft type to be used.
16.6.4.3 Company Speed Restrictions
It is recommended that the speed
below FL 100 /10,000 ft shall not
exceed 250 kts or recommenced clear
maneuvering speed whichever is
higher, in order to enable prompt
traffic avoidance action as well as to
assist smooth traffic flow. This speed
limit may be exceeded at the request
of ATC, or at the Pilots discretion
after all due factors have been
considered. Particular consideration
should be given to the risk of bird
strikes unmonitored VFR traffic and
the ATC environment.
Many states publish speed restrictions
applicable within the terminal area.
These are promulgated in the Jeppesen
Airways Manual.
If the Jeppesen or the ATIS states that
speed limits are in force, Pilot shall
refrain from requesting higher speeds
unless operational considerations
necessitate.

16.6.4.4 Procedures
In busy terminal areas and/or in poor
weather conditions it is recommended
that an autopilot be engaged in CMD
as soon as possible after liftoff to
reduce cockpit workload.
The PM will monitor aircraft flight
path along the SID and alert the PF to
any discrepancy. The PF will, if
necessary revert to raw data modes.
Normal acceleration altitude is 3,000
feet above airfield elevation in
compliance with ICAO Noise
Abatement Procedure A. If a lower
altitude restriction is given by ATC,
commence acceleration at that
altitude.
Below 10,000 ft the PF should fly the
aircraft in a hands-on manner,
irrespective of autopilot usage,
guarding the operation of auto-throttle
and control wheel. Above 10,000 ft
the PF should fly hands-on during
any AFS mode changes to gain tactile
feedback from auto-throttle and /or
autopilot inputs.
Landing lights/runway turn-off lights
remain ON below 10,000 ft for bird
avoidance and to increase aircraft
visibility as per FCOM/SOP.
Non-essential tasks should be kept to
a minimum during critical phases of
flight None should be attempted
below 10,000 ft.

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Delay all other non-essential tasks
until established in the cruise.The
Purser is cleared to release the cabin
staff to commence service when the
Seatbelt Sign goes OFF unless
otherwise briefed by the Captain.
However no galley equipment (such
as carts) will be removed from their
stowages until the Fasten seat belts
signs are also switched OFF.
With light aircraft and high cruise
altitude monitor cabin DIFF PRESS to
ensure it does not reach maximum
differential before the aircraft reaches
cruise level. If necessary, reduce
aircraft rate-of-climb to prevent
excessive cabin rates-of-climb.

16.6.4.5 Passing 10,000 ft / FL 100
When passing 10,000ft / FL 100, the
following will be selected:
Landing Lights/Rwy Turn off
lights to Off
Seat Belts:- Off
Auto for B-777
(Conditions permitting)

16.6.4.6 Passing Transition
Passing transition altitude, the PM will
announce Transition Altitude. Both pilots
shall set STD on the altimeter and cross-
check the altimeter readings.

16.5.4.7 Weather Rader Monitoring
Reduce radar tilt from take off setting and
adjust range as desired. Range and tilt
should be periodically adjusted to avoid
over scanning any weather. Some ground
return should be visible at near maximum
indicated range.


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16.7 Cruise, Descent & Approach
16.7.1 Cruise
The PF will concentrate on flying the
aircraft. One pilot should monitor the
aircraft at all times. Therefore,
paperwork should not be undertaken
at the same time by both pilots.
Communication between the flight
deck and cabin will assist in
maintaining comfortable cabin
temperatures.
Before top of descent the purser will
inform the Captain whether or not any
defects have been entered in the Cabin
Defects Log. He/she will pass on any
request for wheel chair assistance and
inquire about ground temperature
information etc.
Prior to starting decent, the Captain
will call for all catering items to be
removed from the flight deck.
16.7.2 Flight Log
The PM will complete the relevant flight
log entries during cruise phase (between top
of climb and top of descent).
16.7.3 Weather Monitoring
The flight crew members shall continually
keep themselves abreast with the current
and forecast weather at the destination, the
destination alternate and the applicable
reroute alternate airports.
A record of these weather conditions shall
be maintained by the PM on the CFP.
16.7.4 Cruise Control
This section is intended only as an
explanation of the cruise and profiles
laid out in the various PIA aircraft
operating manuals. The procedures
specific to the individual types of
aircraft are laid down in these
documents and operation of the
aircraft should be based on them.
The five basic cruise profiles for
operating modern jet aircraft are:
Optimum Economy Cruise
Minimum Fuel Cruise.
Minimum Time Cruise.
Long Range Cruise.
Fixed Mach cruise.
The FMS preferred profile is
Economy Cruise as this optimizes the
cost of operating any given flight.
A basic cost index is calculated by
assigning a weighting to each of the
fixed operating costs according to its
magnitude. The resultant value for the
index is then process by the onboard
flight management system together
with the other relevant data inputs
such as enroute wind information and
aircraft weight to provide a speed
schedule giving optimum trip cost.
In view of this, it is PIA policy that
the economy flight profile (ECON)
should be used on all aircraft fitted
with FMS.
For aircraft not equipped with or with
an inoperative FMS, an economy
profile may be approximated by
adhering to the speeds given in the
FCOM/SOP.
Minimum Fuel cruise is generally
used only if fuel becomes critical on a
particular flight as this profile, while
reducing the cruise speed towards a
point that gives the optimum lift / drag
ratio, also incurs significant time
penalty.
Minimum Time cruise may be
adopted at the Captains direction
whenever it is considered that the
commercial consequence of a delayed
arrival at destination outweigh the
increased operational costs. All such
occasions are to be reported in the
Captains Debrief Report. Operations
Control may sometimes request
Minimum Time cruise for urgent
operational reasons.

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It is nevertheless the responsibility of
the Captain at all times to adopt a
cruise strategy that maintains adequate
fuel reserves.
If is not possible to follow the
economy profile due to equipment
malfunction or ATC restrictions, the
cruise technique to be adopted is at the
discretion of the Captain. Provided
that on-time performance is not
prejudiced, it is recommended to use
long range cruise, which will optimize
fuel costs according to weight and
flight level.
Fixed Mach cruise is generally used
when instructed by ATC in those
areas where cruising speed is
regulated to maintain separation
between aircraft. Cruise at a fixed
Mach number or speed may also be
used in turbulent flight conditions to
give optimum stability to the aircraft.

16.7.5 Fuel management
Fuel checks should be carried out at
regular intervals throughout each
flight in order to establish that actual
fuel consumption matches that
planned. Such checks should be
carried out over enroute waypoints at
intervals normally not exceeding 30
minutes. Comparison of actual fuel on
board with the Minimum required as
indicated on the CFP will enable early
identification of higher than
anticipated consumption.
A comprehensive account of
Companys In Flight Fuel
Management techniques may be
found in Chapter 7 Page 9 of this
Manual.

16.7.6 Flight Plan Amendments
The Captain may not change an
original destination or an alternate
airport that is specified in the original
flight plan whilst the aircraft is
enroute unless:
The airport is unsuitable for
operation of the aircraft type.
The fuel and route requirements
cannot be complied with.
Any amended flight plan details shall
be recorded on the original CFP.
Should it be necessary for any reason
to amend a destination, Operations
Control in Karachi must be advised of
the proposed course of action at the
earliest possible opportunity.

In addition to normal position
reporting, ATC will be notified
without request whenever the aircraft:
Reaches a holding fix or a
clearance limit.
Leaves previously assigned
altitude or flight level.
Reaches a newly assigned
altitude or flight level.
Leaves holding fix inbound on
final approach.
Executes a Go-Around
procedure
Encounters weather conditions
which are either un-forecasted or
hazardous.
When ETA given by ATC for the next
reporting point will be in error by
more than three minutes, a revised
ETA must be given.
ATC must be advised whenever the
true airspeed varies or is expected to
vary from the true airspeed filed in the
original flight plan by 5% or more, or
by 0.01 Mach or more if a clearance
was issued to maintain a specific
Mach number.
The Captain will comply fully with all
ATC clearances unless:

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He/she obtains an amended
clearance.
An emergency exits which
requires deviation from the
clearance.
The Captain deems that to
adhere to the clearance would be
hazardous under the existing
conditions.
It is the responsibility of the Captain
to ensure the aircraft is flown in a way
that ensures accurate compliance with
all clearances issued.
Should deviation from the assigned
altitude or track be necessary due to
weather or collision avoidance, an
amended ATC clearance shall be
obtained unless an emergency exists
requiring immediate action. In the
event of such a deviation being
necessary, ATC will be informed of
the deviation and the conditions
requiring such action.
16.7.8 Descent Planning
The PM will obtain the ATIS where
available. Each pilot should consult
relevant charts and arrival plates.
The PF shall confirm the accuracy of
the FMS computed TOD against the
one calculated manually (except B-
747/F-27).
Prior to Top of Descent, the PF shall
brief for the approach and landing.
Refer to Chapter 17 -Page 4 for details
of the approach briefing.
On aircraft fitted with FMS, the
computed descent profile should be
followed wherever possible, as this
gives the most economic profile.
Passing FL 100/10000ft the PF shall
call for the Fasten Seat Belts sign to
be selected ON. This acts as a trigger
for the Cabin Crew to prepare the
cabin and passengers for landing.
RWY Turnoff lights on
And there after maintain a sterile
cockpit environment.

16.7.9 Transition
When descending through transition level,
the PM will announce Transition
Altitude. Both pilots shall check correct
QNH has been set on primary altimeters
and crosscheck altimeter readings. QNH
shall be selected on standby altimeters.

16.7.10 Passing 10,000 ft / FL100
Below 10,000 ft 250 kts is the
recommended descent speed. The use
of higher speeds by ATC request or
approval is discretionary.
At the lower of 10,000 ft or the setting
of QNH, the PF will call for the
Approach Checklist. After the
required actions (Refer to SOP) have
been completed the PM will read the
checklist.
Full use must be made of DME or
FMS Distance to Go information
during the descent. ATC shall be
informed of the time or place at which
the descent is to be initiated in
sufficient time for co-ordination.
Whenever possible, descent from the
cruising in altitude shall be planned
using the procedures and rates of
descent prescribed in the
FCOM/OPERATIONS MANUAL so
as to:
Ensure arrival at the destination
or a radio fix serving as the
destination in a configuration
and at an altitude permitting an
instrument or VMC approach
procedure.
(Abnormal maneuvers for the purpose
of expediting decent and time
consuming maneuvers such as early
descent with consequent low true
airspeed should be avoided).

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Afford the greatest fuel
economy.
Allow sufficient time in the
descent for satisfactory
performance of the cabin
pressurization system.
Be performed smoothly, thus
keeping maximum passenger
comfort.
It is normal procedure to make
maximum use of the auto-flight
systems during descent. If the aircraft
is flown manually, the FCOM/SOP
rates of descent shall not normally be
exceeded.
To avoid overshooting the assigned
altitude during descent, the rate of
descent should be reduced to not more
than 1000 fpm when passing through
an altitude of 500 ft above the
assigned altitude. At low heights
above ground the flight crew shall
remain aware of possible inadvertent
terrain closure and shall restrict the
airplane rate of decent to 1000 ft per
minute or less.
The airspeed appropriate to the
particular Company approved descent
schedule for the type of aircraft
concerned shall be maintained during
the descent unless:
Turbulence is encountered,
requiring a reduction in speed.
Published ATC speed
restrictions are in effect.
ATC has requested a lower
speed.
It is necessary to change the
airspeed in preparation for an
Instrument or VMC approach.


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16.8 Go- Arounds
16.8.1 General
The applicable missed approach
procedure is published on the
Jeppesen Approach Chart.
The decision to initiate a go-around
shall be clearly announced by PF.
Refer to the SOP for the applicable
call.
Once such a decision has been made
during final approach, no decision
to abandon the go-around shall be
taken.
In the event of any missed approach
due weather, it is PIAs policy that the
number of missed approaches to any
airport is limited to one (1) unless
there is a significant improvement in
the weather conditions and there is a
good possibility of landing following
a second approach. It is the Captains
responsibility to decide whether a
second approach is practicable after
initiating a go-around from the first
missed approach. If the second
approach fails, the Captain should
divert to the alternate airport or hold
until the weather conditions improve
sufficiently for a third attempt. At all
times reserve fuel requirements shall
be maintained.

16.8.2 Initiation
A go-around shall be initiated for any
of the following reasons:
If the required visual reference
has not been established upon
reaching DH/DA/MDA
The time check over the FAF
serves as a back up in case of the
non-availability of the respective
navigation aid/fix, or when no
other means is available to
define the MAP
If the reported RVR overhead
the outer marker or its
equivalent is below the
acceptable minimum or if a
successful outcome of the
approach becomes doubtful e.g.
approach not stabilized or the
localizer or glide-path tolerances
are exceeded.
If at any time after descent
below DH/DA/MDA, visual
reference to the ground or lights
cannot be maintained.
On instructions of the
appropriate ATC unit.
If any required element of the
ground navigation system or
airborne equipment becomes
inoperative or is suspected to be
malfunctioning while in IMC
conditions.

16.8.3 Go-Around During Visual Circling
If visual contact with the ground is lost
whilst circling, the missed approach
specified for the instrument approach (if
published) shall be followed. If this is not
possible, since the circling maneuver may
be accomplished in more than one direction,
an initial climbing turn toward the landing
runway shall be made in order to establish
the aircraft on the prescribed missed
approach course.

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16.9 Holding
Official IFR holding patterns and
maneuvering procedures are given in
the Jeppesen Airway Manual.
Published instrument approach
altitudes are minimum altitudes.
Flying above these altitudes
throughout the entire procedure is
permitted, except if the given altitude
figure is indicated as compulsory or as
a maximum (e.g. due to traffic
separation). Holding altitudes
assigned by ATC are mandatory
altitudes and must be maintained to
comply with separation criteria and
the ATC clearance.
When instructions to hold have been
received, the aircraft is considered to
be in the holding pattern upon arrival
over the respective fix or facility.
Therefore, the airspeed at that time
shall not be higher than the stipulated
maximum holding airspeed.
When a clearance specifies departing
a holding fix at a particular time, the
Pilot must adjust the flight path within
the holding pattern limits so as to
leave the fix at the time specified.
After departing the holding fix,
normal speed should be resumed,
limited only by airspace speed
restrictions, if any, or ATC
constraints.
Although it is preferable to hold in
clean configuration, however aircraft
configuration maybe constrained by
holding speed requirement.


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Flight Procedure (Doc 8168)
Table IV-1-1 Holding Speeds, ICAO Doc 8168, Volume I, Fourth Edition Flight Procedure

Levels
(1)
Normal Conditions Turbulence Conditions
Up to 4250m inclusive
14,000ft
425km/h
(2)
(230 kt)
315 km/h
(4)
(170 kt)
520 km/h
(3)
(280kt)
315 km/h
(4)
(170kt)
Above 4250m to 6100m
inclusive 14,000ft to 20,000
ft
445km/h
(5)
(240kt)
520 km/h (280kt)
Or 0.8 Mach, whichever is
less
(3)

Above 6100m to 10350m
inclusive 20,000 ft to
34,000ft
490 km/h
(5)
(265kt)
Above 10,350m 34,000ft 0.83 Mach 0.83 Mach
(1) The levels tabulated represent altitudes or corresponding flight levels depending upon
the altimeter setting in use.
(2) When the holding procedure is followed by the initial segment of an instrument
approach procedure promulgated at a speed higher than 425km/h (230kt), the holding
should also be promulgated at this higher speed wherever possible.
(3) The speed of 520km/h (280kt) (0.8Mach) reserved for turbulence conditions shall be
used for holding only after prior clearance with ATC, unless the relevant publications
indicate that the holding area can accommodate aircraft flying at these high holding
speeds.
(4) For holding limited to CAT A and B aircraft only.
(5) Wherever possible, 520 km/h (280kt) should be used for holding procedure associated
With the airway route structures.

Attention is drawn to the fact that many holding patterns presently published have been calculated
in accordance with the criteria specified in ICAO Doc 8168 Volume II, Second Edition. Many
holdings are calculated for lower speeds or other altitudes as shown in the following tables.

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Table IV-1-2 PANS-OPS Second Edition Holding Speeds
Applicable to Many of the Presently Published Holdings

Levels
(1)
Propeller Aircraft
(2)

Jet Aircraft
Normal
Conditions
Turbulence
Conditions
up to 1850m inclusive 6000 ft 315km/h(170kt) 390km/h(210kt) 520km/h
(280kt) or 0.8
Mach which
ever is less
(3)

above 1850m to 4250m
inclusive 6000ft to 14000ft
315km/h(170kt) 405km/h(220kt)
Above 4250m 14000ft 325 km/h (175kt) 445km/h(240kt)
(1) The levels tabulated represent altitudes or company or corresponding flight levels
depending upon the altimeter setting in use.
(2) When the holding procedure is followed by the initial segment of an instrument
approach procedure promulgated at a speed higher than 425km/h (230kt), the holding
should also be promulgated at this higher speed wherever possible.
(3) The speed of 520km/h (280kt) (0.8Mach) reserved for turbulence conditions shall be
used for holding only after prior clearance with ATC, unless the relevant publications
indicate that the holding area can accommodate aircraft flying at these high holding
speeds.
Note: Holdings calculated in accordance with the Second Edition criteria should not be
flown at higher holding speeds as the lateral limits of the holding area are larger when the
holding speed is higher. The obstacle clearance or separation may not be guaranteed when
these holdings are flown at the new higher holding speeds.

Note: Holdings calculated in accordance with the Second Edition criteria should not be flown at
higher holding speeds as the lateral limits of the holding area are larger when the holding speed is
higher. The obstacle clearance or separation may not be guaranteed when these holdings are flown
at the new higher holding speeds.

Table IV-1-3. Holding Speeds per U.S.FAA Regulations
Levels All Aircraft
At 6,000ft or below 200kt
Above 6,000ft to and including 14,000ft 230kt
Above 14,000 ft 265kt
(1) Holding patterns from 6001ft to 14000ft may be restricted to a maximum airspeed of
210kt. This non-standard pattern will be deCapt.ted by an icon.
(2) Holding patterns at all altitudes may be restricted to a maximum airspeed of 175kt.
This non standard pattern will be deCapt.ted by an icon.
(3) Holding patterns at USAF airfields only-310kt maximum, unless otherwise deCapt.ted.
(4) Holding patterns at US Navy fields only-230kt maximum, unless otherwise deCapt.ted.

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16.10 Diversions
16.10.1 Policy
If a flight cannot be operated to the
planned destination for any reason, a
diversion shall be made to the filed
suitable alternate airport providing the
best available operational and
passenger handing services. Flights
may be diverted due to:
Operational or weather
conditions, which prevent the
completion of the planned
operation.
Technical problems requiring a
landing at a more suitable airport
or a passenger in need of
immediate medical assistance.
Weather conditions enroute
requiring an alteration to the
intended routing.
In case of expected problems that are
apparent before departure, diversion
priority should always be discussed
with Operations Control. The
responsibility to divert enroute rests
entirely with the Captain. However,
the choice of alternate shall be
governed as per alternate airfield
policy which is part of fuel policy in
Chapter 7. When a diversion is
anticipated, the following factors
should be considered by the Captain
regarding the suitability of the airport
he/she should choose:
Weather. Actual weather and
TREND at the available
alternates is of prime concern.
Fuel. Both the availability of
fuel at alternates and the time
required for refueling should be
taken into account.
Ground Handling Facilities. If
a large number of aircraft are
diverting to the same airport, it
will impose a considerable strain
on both its handling facilities
and the capacity of the airport
terminals with the likelihood of
having lesser handing efficiency.
Apron Parking Space. The first
choice alternate may be severely
congested due to previous
diversions, and in extreme cases
unable to accept any more
aircraft. Forewarning of this
may be available through
monitoring the pattern of
diversions. The ATC
frequencies at any proposed
diversion will give an accurate
Capt.ture of the situation there,
particularly with regard to
airborne traffic congestion and
the amount of holding time that
may be expected. Where the
latter is a factor, the minimum
diversion fuel should be
recalculated accordingly or
another alternate chosen.
The Captain or the Senior Purser shall
inform the passengers via the PA
system of the reasons for the diversion
and give all available information
regarding the continuation of the
flight. Passengers shall be requested to
take all their personal belongings with
them. No hand baggage should be left
behind on the aircraft.
Contact Flight Control in Karachi by
the most suitable means and providing
details of the diversion.

16.10.2 Alternate Weather Requirements
If deterioration occurs in the actual
weather conditions at the nominated
alternate, it may continue to be used
provided that the latest available
forecast (including TREND) indicates
that the conditions at expected time of
use will be above the applicable
landing minima on to the Jeppesen
approach chart.

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Should this not be the case, a new
alternate should be selected which
satisfies these requirements. Alternate
fuel should be recalculated
accordingly.
Note: Once airborne, only the Jeppesen
charted landing minima need be considered
for choosing an Alternate.
16.10.3 Contacting Ground Handing
Agent
For details of procedures to be
followed once on the ground
following a diversion, refer to
CHAPTER 13.
With regard to ground handling, in
flight diversions fall into two
categories; diversion to another PIA
destination or to an airport where no
Company support may be expected.

16.10.4 Diversion to another PIA
Destination
When an in-flight diversion is planned
to another PIA destination, the
Captain shall ensure that as much
prior notice as possible is given to that
station by the best means available. If
this cannot be achieved through
company channels, then as a last
resort ATC may be requested to relay
a message to the airport authorities for
onward passage to the PIA station
staff. If time and workload permit,
following details should be included:
ETA at the airport
Number of passengers on board.
Expected duration at the
alternate airport.
Any maintenance requirements.
Any medical assistance required.

16.10.5 Diversion to an Airfield where no
Company Support may be expected.
When an in-flight diversion takes
place to such an airport the name and
details of the contractual handling
agent should be obtained from the
Flight Control.
It is most important that a message be
passed to that agent prior to the arrival
of the aircraft. If for any reason,
Company channels of communication
are not available, ATC should be
asked to forward a message. A telex
or telephone contact number should be
given if possible/available.

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16.11 Landing
16.11.1 General
16.11.1.1 Choice of Runway
The captain should always check
which runway gives the best safety
margin under the actual weather and
runway conditions. In principle,
runway selection should take into
account all known safety, operational
and environmental factors, e.g. ATC
situation, preferential runway, noise
abatement procedures, etc.
The available runway length shall not
be less than that required for the actual
landing weight under the actual
weather and runway conditions
according to data provided in the
FCOM/OPERATIONS MANUAL
and runway performance charts.
The actual landing weight shall not
exceed the maximum weight allowed
by runway limitations or maximum
landing weight according to the
FCOM/OPERATIONS MANUAL.

16.11.2 Use Of Auto-Brake System
Use of the auto-brakes for landing is
at the Captains discretion.
Auto-brake has its advantages on wet
and contaminated runways as well as
in cases where minimum runway
length is available.
Low auto-brake setting is
recommended for auto-landings,
low visibility approaches and
crosswind landings.
Medium auto-brake settings are
recommended for the
contaminated runways.
16.11.3 Landing Sequence
For approach and landing, ATC provides a
longitudinal separation of 3 to 5 nm
depending on the wake category of aircraft
in the approach sequence.
16.11.4 Procedures
On approaches where no glide path
reference is available the PF shall aim for a
3 degree glide slope.
16.11.5 Height Over The Threshold
The landing threshold shall normally
be crossed either on the electronic
glide path or at 50 ft to 35 ft radio
height.
Autoland is authorized only if the
wheel height clearance over the
runway threshold is at least 20 ft radio
height.
Special Cases:
Depending on the aircraft type
some ILS installations provide
only marginal wheel height
clearance over the runway
threshold. If a small height
correction is made on short final
to cross the runway threshold at
normal wheel height, due
consideration must be paid to the
available runway length.
In order to have the maximum
runway length available, a
displaced threshold may be
crossed at a slightly lower height
than normal if favorable
conditions permit. i.e. good
weather, no obstacles, no
obvious noise problems. A
landing before a displaced
threshold must be strictly
avoided.
On an auto-land approach, a
wheel height of less than 20 ft
over a displaced threshold may
be accepted provided that the
section of the runway between
the runway threshold and the
displaced threshold is usable for
the respective aircraft type.

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If wind shear or turbulence is
encountered during final approach, the
height over the threshold should be
slightly increased whenever the
runway length available for landing
will permit a touchdown slightly
beyond the normal aiming point.
16.11.6 Touchdown
The desired touchdown point is
between 300 and 600 meters from the
landing threshold. Corresponding
runway markings, the position of
VASI bars or lighted touchdown wing
bars are of great assistance in
determining the correct aiming point.
If touchdown cannot be accomplished
within the desired touchdown zone, a
go around shall normally be initiated
with due regard to the remaining
runway length. Actual position with
respect to the runway, spin- up of
engines and aircraft speed must be
carefully evaluated.
Every effort shall be made to land on
and remain on the runway centerline,
as this provides the best margin for
correction in case of alignment
difficulties after touchdown.
Unless the runway length or other
factors dictate otherwise, only
moderate breaking should be applied
after landing. The use of heavy
braking for the purpose of making a
runway turnoff shortly after
touchdown should be avoided unless
compelling operational considerations
require it.

16.11.7 Landing Roll
The Captain must decide whether
immediate brake application is
required for deceleration or whether
the braking may be delayed having
considered:
The available runway length
after touchdown.
Touchdown speed.
Aircraft gross weight
Runway surface friction
conditions.
Wind component.
The availability of reverse
thrust.
For braking techniques and the
calculation of landing distances, refer
to the FCOM/ OPERATIONS
MANUAL
Reverse thrust shall be used on every
landing. The amount of reveres thrust
used is at the Captains discretion and
is dictated by factors such as runway
conditions, wind, runway length
available local procedures etc.
Since reverse thrust is most effective
at high aircraft speed it should be
applied as soon as possible after
touchdown and shall be set
symmetrically. Particular caution must
be taken when only asymmetric
reverse thrust is available. For details,
refer to the relevant FCOM/
OPERATIONS MANUAL.

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16.12 After Landing, Parking and
Leaving the Aircraft
16.12.1 Clearing the Runway after
Landing
Unless other instructions have been issued,
the active runway should be cleared at the
first opportunity after the aircraft speed has
been reduced to normal taxi speed. Only
authorized runway turnoff points shall be
used. After clearing the runway, taxi
instructions shall be obtained prior to
taxiing to other points on the airfield. No
clean-up actions will be undertaken until
both pilots have confirmed the taxi route
and instructions.

16.12.2 Parking
Both pilots will maintain a lookout while
approaching the parking bay. First officer
shall announce aircraft type on AGNIS
(other system types) and relevant stop
markings .If there is any doubt about
clearance available, stop the aircraft and
wait for marshalling assistance to arrive.
16.12.3 Automated Guide in Systems
For details and use, refer to the Jeppesen
and Route Manuals.
Each pilot should stow his Jeppesen charts
and tidy up the cockpit. Retain required
paperwork in the flight envelope. Switch off
flight deck and instrument lights, zero the
stopwatches and elapsed time. Reinstate
aircraft headset (if a personal headset has
been used).


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CHAPTER 17: APPROACHES
TABLE OF CONTENTS
17.0 General and Definitions
17.0.1 Approach Maneuvering Procedures...
17.0.4 Clearance Limit.
17.0.5 Decision Altitude/Height (DA/DH)..
17.0.6 Downgrading.
17.0.7 Final Approach Fix (FAF).
17.0.8 Hold/Holding Procedure
17.0.9 IMC Approach..
17.0.10 Intermediate Approach Segment
17.0.11 Initial Approach Segment..
17.0.12 Minimum Descent Altitude/Height (MDA/H)
17.0.13 Missed Approach Point (MAP)..
17.0.14 Missed Approach Procedure..
17.0.15 Precision Approach..
17.0.17 Racetrack Procedures..
17.0.18 Reversal Procedure.
17.0.19 Visual reference..
17.1.1 Principles.......
17.1.2 Meteorological Information .
17.1.3 Landing Data ............
17.1.4 Approach Briefing ........
17.1.5 Identification of Airfields and Runways
17.1.6 Setting Navigation Aids.
17.1.6.1 NDB Approach..
17.1.6.2 VOR Approach..
17.1.6.3 ILS Approach.
17.1.6.4 Radar Approach.
17.2 Approach Authorization & Terrain Clearance
17.2.1 General..
17.2.2 Aerodrome Operating Minimum.
17.2.3 Commencement and Continuation of Approach (Approach Ban).
17.2.4 Met Visibility/RVR Conversion
17.3 Terrain Clearance
17.3.2 Descent Under Radar Control ...
17.4 Segments of the Instrument Approach
17.4.1 Initial Approach Fix..
17.4.2 Intemediate Fix (IF)..
17.4.3 Final Approach Fix or Point (FAF/FAP)..
17.4.4 Missed Approach Point (MAP).
17.4.5 Initial and Intermediate Approach.
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17.4.6 Noise Abatement...
17.4.8 Outer Marker Check .
17.4.9 Standard Callouts ..
17.5 Minima
17.5.1 Determination of Minima .
17.5.2 Takeoff Minima.
17.5.7 Conditions for Use of Minima...
17.5.8 ILS.
17.5.9 Secondary Power Supply...
17.5.11 Approach Lights..
17.5.12 DA/DH & MDA......
17.5.13 Visual Segment of Instrument Final Approach ..
17.5.14 Optical Illusions .
17.6 Approaches General
17.6.1 Work Distribution:
17.6.1.1 Pilot Flying (PF).
17.7 Non-Precision & Circling Approaches
17.7.2 DME ARC Procedure
17.7.3.1 Approaches with Visual Reference to the Ground.
17.7.3.4 Cirling requirements...
17.7.4 Company Cirlcing Minimum Reported Weather..
17.8 CAT -1 Approaches
17.8.1 CAT-1 Approach. Classification...
17.8.2 Policy ....................
17.8.3 Approach Path Deviations on Final Approach .
17.8.3.1 Localiser.
17.8.3.2 Glidepath.
17.8.3.3 Autoland/Coupled Approach..
17.8.3.4 Manual Approach ..............
17.8.4 Deficiency Reporting of Ground Equipment ....
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17.0 GENERAL AND
DEFINITIONS
17.0.1 Approach Maneuvering
Procedures
Such procedures are part of the initial
approach segment and are constructed
in order to enter the intermediate
approach either in level flight or while
descending.
These procedures may consist of:
Reversal procedures or
Racetrack procedures.
Radar Vectors

Routes identified in an approach procedure
by which an aircraft may proceed from the
en-route phase of flight to an initial
approach fix.

17.0.3 Circling Approach
An extension of an instrument approach
procedure which provides for visual circling
of the airfield prior to landing.

17.0.4 Clearance Limit
The point to which an aircraft has received
an ATC clearance.

17.0.5 Decision Altitude/Height (DA/DH)
The specified altitude or height in a
precision approach at which a missed
approach must be initiated if the
required visual reference to continue
the approach has not been established.
Decision Altitude (DA) is referenced
to mean sea level (MSL) and decision
height (DH) is referenced to the
threshold elevation..
Decision Altitude (DA) is measured
on the barometric altimeter Decision
Altitude (DA) is measured on the
radio altimeter.

17.0.6 Downgrading
A change of procedure to a precision
approach category with higher minima due
to system malfunction or deficiency in the
aircraft or ground equipment.

17.0.7 Final Approach Fix (FAF)
The fix from which the final approach
(IFR) to an airport is executed, and
which identifies the beginning of the
final approach segment.
It is designated in the profile view of
Jeppesen Terminal charts by the
Maltese cross symbol for non-
precision approaches and by glide
slope/path intercept on precession
approaches.

17.0.8 Hold/Holding procedure
A predetermined maneuver which keeps an
aircraft within a specified airspace while
awaiting further clearance from air traffic
control.

17.0.9 IMC approach
A flight path by reference to flight
instruments from the initial approach fix or,
where applicable, from the beginning of a
defined arrival route (e.g. turning base leg
when being radar vectored) to a point from
which a landing can be made.

17.0.10 Intermediate approach segment
That segment of an instrument approach
between either the intermediate approach
fix and the final approach fix or point, or
between the end of a reversal, racetrack or
dead reckoning track procedure and the
final approach fix.

17.0.11 Initial approach segment.
That segment of an instrument approach
procedure between the initial approach fix
and the intermediate approach fix or, the
final approach fix point..

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17.0.12 Minimum Descent
Altitude/Height (MDA/H)
A specified altitude or height in a non-
precession approach or circling approach
below which descent may not be made
without visual reference.

17.0.13 Missed Approach Point (MAP)
That point in an instrument approach
procedure at or before which the
prescribed missed approach procedure
must be initiated in order to ensure
that the minimum obstacle clearance
is not fringed.
For a precision approach the MAP is
the position where the glideslope and
localizer intersect the DH/DA. For a
non-precision approach at MDA, the
MAP be charted as:
A navigational facility.
A fix.
A specified distance from the
FAF.

17.0.14 Missed Approach Procedure
The procedure to be followed if the
approach cannot be continued further.

17.0.15 Precision Approach
An instrument approach procedure utilizing
azimuth and glide path information
provided by ILS or PAR.

A maneuver in which a turn is made away
from the designated track followed by a
turn in the opposite direction to permit the
aircraft to intercept and proceed along the
reciprocal of the designated track.

17.0.17 Racetrack Procedure
A procedure designed to enable the aircraft
to reduce altitude during the initial approach
segment and/or establish the aircraft
inbound when the entry into a reversal
procedure is not practical.

17.0.18 Reversal Procedure
A procedure designed to enable the aircraft
to reverse direction during the initial
approach segment of an instrument
approach procedure. The sequence may
include procedure turn or base turn.

17.0.19 Visual Reference
Sufficient visible cues to be able to
positively establish actual aircraft
position relative to the desired flight
path. The following are considered to
be the minimum acceptable visual
references at DH/DA/MDA.
CAT 1. A minimum of 6
consecutive lights. These may be
approach or runway lights, or a
combination of both.
Non-Precision Approach. A
minimum of 7 consecutive
approach lights if available. At
least the threshold of the runway
of intended landing if approach
lights are not available.
During the circling maneuver,
visual contact with the surface
and visual reference with the
landing runway must be
maintained. The altitude flown
should be the highest consistent
with visual contact and
separation from the cloud
ceiling.

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17.1.1 Principles
Descent, approach and landing require
the concentration and optimum co-
operation of all crew members
concerned. Therefore it is important
that:
The applicable approach
procedures are strictly followed
as long as the aircraft is flown
under IMC. Any deviations from
standard approach procedures
must be fully briefed.
Standard Operating and FCOM
Procedures of the respective
aircraft shall be strictly adhered
to.
All phases of approach shall be
timely and thoroughly
preplanned.
Both pilots shall continuously
monitor the approach progress
and cross-check the flight
instruments.
The navigation aids and equipment
providing the optimum approach
guidance shall be used regardless of
weather conditions and shall comply
with the cleared approach and missed
approach procedures.
In the context of this policy, the ADF
receivers shall be set on the same
frequency for instrument final
approach in order to enable easy
cross-checking and to avoid
misinterpretation. (if applicable)
The Captain is to decide whether or
not an approach shall be commenced
based on operational requirements,
weather and the probability of a
successful landing

17.1.2 Meteorological Information
The latest meteorological information
shall be obtained and evaluated before
commencing an approach. Due regard
must also be given to the runway
surface conditions, etc. full use shall
be made of automatic terminal
information service (ATIS) and
reliable PIREPS (pilot reports) that
update ceiling and visibility
conditions.
For landing, the latest wind
information given by ATC Tower
shall be considered in the context of
the operational limitations or
recommendations for the aircraft type.
The wind information derived from
other sources, e.g. IRS, FMS, etc, is
for information purposes only.

17.1.3 Landing data
The landing weight shall be determined and
speed bugs set according to the fleet
specific FCOM.

17.1.4 Approach Briefing
The detail of the briefing should
reflect weather conditions and fuel
state at the destination and should
include appropriate items from the
following:
Weather, Fuel, Alternate,
Holding
Check aircraft system status.
Descent, Arrival
Approach, Go-Around
Runway, Taxi, Parking
A good approach begins with proper
planning and briefing. Before
commencing the descent, Pilot Flying
(PF) shall brief all flight crew
members on the intended procedure.
This approach briefing should include
appropriate items from the following:
Descent point
Weather conditions at
destination and alternate.
Holding capability at destination
before diversion and diversion
routing.

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Expected inbound routing or
STAR including any speed or
altitude restriction.
Holding facilities and
procedures.
Setting/use of navigation
aids/equipment.
A review of the relevant
Approach Chart for:
o Altitude restrictions and terrain
considerations
o Planned altitude for visual or
circling approach
o Speed restrictions and
acceleration altitude for G/A
o If the FMS is to be used for G/A
then the FMS procedure must be
verified with Jeppesen chart.
Communication failure
procedures.
Special considerations due to
conditions (e.g. use of auto
brake, windshield wipers etc).
Runway condition
Any un-serviceability of airfield
equipment.
Anticipated taxi route after
landing.

17.1.5 Identification of Airfields and
Runways
At certain airfields the proximity of
adjacent airfields, multiple runways and
even the proximity of highways to a runway
can create confusion and result in a landing
at the wrong airport or on the wrong
runway, especially during darkness, all
measures shall therefore be taken using all
resources to ensure proper identification of
the assigned runway.

17.1.6 Settings Of Navigation Aids
During an instrument approach it is
suggested that the ADF and/or VHF NAV
receivers shall be set as follows.

17.1.6.1 NDB Approach
Two ADF selectors having one
frequency selected on each control
box will use the following guidelines:
ADF No 1. set the primary NDB
for the procedure.
ADF No2. set to go-around
NDB. If not available or
applicable set the primary NDB.
If possible, the VOR Receivers should
be tuned to facilities which can
provide additional position
information.
For further details refer to fleet
specific SOPs.

17.1.6.2 VOR Approach
VOR of PF. Set the primary VOR and
radial for the approach.
VOR of PM. Set to any facility (VOR
or DME) required for transition to the
main VOR final approach. When
radial or distance information is no
longer required from this source,
switch to the main VOR facility for
the rest of the approach.
ADF setup as for NDB approach.
For further details refer to fleet
specific SOPs.

17.1.6.3 ILS Approach
The appropriate ILS frequency should
be tuned on the appropriate selector.
Both VORs should initially be set up
in the optimum configuration for the
initial approach procedure. Once
established on the localizer the
selections appropriate to the go-round
procedure should be made. If,
however, DME or radial information
is required at a point after the initial
approach fix, this selection should be
delayed accordingly. If neither the
initial approach nor go- around
requires procedural use of VORs then
any available field VOR should be

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selected. For further information see
the FCOM.
ADF setup as for NDB approaches.

17.1.6.4 Radar Approach
The navigation radios should be set up
on facilities in the immediate vicinity
of the airport which will supply the
best available position information for
secondary reference during the
approach.
Before commencing any instrument
approach, the missed approach
procedure should be reviewed. Any
change to navigational radio
frequencies required by this procedure
should be fully anticipated in the
event that a missed approach becomes
necessary.
Should an actual missed approach be
initiated, all navigational radios shall
be tuned and identified as required by
procedure.


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17.2 APPROACH AUTHORIZATION
& TERRAIN CLEARANCE
17.2.1 General
Before the commencement of any approach
it is the responsibility of the Pilot in
Command to determine that, on the basis of
all available information the weather at the
airfield concerned and the condition of the
runway to be used should not prevent a safe
approach, landing or missed approach
having regard to the appropriate
performance information.

17.2.2 Aerodrome Operating Minimums
(AOM)
State minimums are in correspondence with
JAR-OPS 1. For additional details refer to
Air Traffic Control Chapter of Jeppesen
Airway Manual.

17.2.3 Commencement and continuation
of Approach (Approach Ban)
An instrument approach may be
commenced regardless of the reported
RVR/VIS, but shall not be continued
beyond the outer marker (OM), or
equivalent position, if the reported
RVR/VIS is less than the applicable
minimums.
If, on a straight in approach, after
passing the OM or equivalent position
the reported RVR/VIS falls below the
applicable minimum, the approach
may be continued to DA/H or MDA.
Provided that the required visual
reference has been established at the
DA/(H) or MDA(H) and thereafter,
the approach and subsequent landing
may be completed.
Where no OM or equivalent position
exists, the Pilot-in-Command shall
decide whether to continue or abort
the approach before descending below
a height of 1000ft above the
aerodrome on the final approach
segment.
The approach may be continued below
DA (H) or MDA (H) and a landing
may be completed, provided that the
required visual reference is
established at DA(H) or MDA(H) and
is maintained.

17.2.4 Met visibility/RVR conversion
If only meteorological visibility is reported,
the charted RVR can be substituted by
reported Meteorological VIS for straight in
instrument approaches as shown in table
below.
This table shall not be applied for
calculating Take-off or Category II/III
minimums or when RVR is available.

Table for Conversion of reported
Meteorological VIS to RVR.

Lighting
Elements in
Operations
RVR =Reported Met VIS X
Day Night
HIALS &
HIRL
1.5 2.0
Any type of
Lighting
Installation
other than
above

1

1.5
No Lighting

1 Not
Applicable
Notes:
RVR reported for a particular
runway shall not be used for
other runways.
For a non-precision and CAT-1
ILS approach, only the
RVR/VIS of touchdown zone
need be considered.

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17.3 TERRAIN CLEARANCE
In order to ensure safe terrain
clearance, the published minimum
altitudes, flight levels and
intermediate approach altitudes must
be strictly adhered to at all times.
Once a positive check against
navigation aid (e.g. published VOR
radial/DME position, etc.) indicates
the correct position, further descent or
continuation of the approach as
stipulated on the approach chart may
be made.
In this context:
A MEA, MOCA or MORA
lower than the respective MSA
may be flown only when it can
clearly be established that the
aircraft is within the defined
sector /distance.
Following an ILS/glidepath on a
direct approach using own
navigation is only authorized
when established on the localizer
and if:
o The ILS/glidepath is
intercepted within its
coverage sector
(approximately 10 nm out).
o The ILS/glidepath is being
intercepted from below.
o The ILS/glidepath vs. height
can be checked against
ILS/DME or other distance
measuring means.

17.3.2 Descent under Radar Control
A clearance given by ATC, for a flight
level or altitude below the applicable
MOCA or MORA shall be accepted
only if the aircraft if positively
identified and vectored by approved
radar. In this case the radar controller
is responsible for ensuring adequate
terrain clearance while vectoring the
aircraft. However, when being
vectored in this manner, the flight
crew shall utilize all possible navaids
to monitor the aircrafts position and
height. Where doubts exist about
positive identification, no descent
below the applicable minimum flight
level/altitude shall be made.
When being radar vectored to the final
approach course, pilots should not
report established or field in sight
until it is absolutely certain that the
approach can safely be completed
without radar assistance.

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17.4 SEGMENTS OF THE
INSTRUMENT APPROACH
The procedure is normally divided
into 5 segments: arrival, initial,
intermediate, final and missed
approach, where each segment may
begin at a designated aid or fix.

SEE APPROACH DIAGRAM

IAF
IF
Arrival
Route
Intermediate
Approach

Segment

IAF
FAP

FAF

Final Approach
Segment

MAPt

Missed
Approach Segment

17.4.1 Initial Approach Fix (IAF)
IAF is defined as an aid/fix where the initial
approach segment begins.

17.4.2 Intermediate Fix (IF)
IF is defined as an intersection between the
initial and the intermediate approach
segments.
17.4.3 Final Approach Fix or Point
(FAF/FAP)
FAP is defined as the FIX or point of an
instrument approach procedure where the
Final Approach Segment commences.

17.4.4 Missed Approach Point (MAP)
That point in an instrument approach
procedure at or before which the prescribed
missed approach procedure must be
initiated in order to ensure that the
minimum obstacle clearance is not
infringed.

17.4.5 Initial and Intermediate Approach
Normally arrival routes are published
from the enroute phase to a fix or
facility used in the instrument
approach procedure. This arrival route
ends at the initial approach fix. If no
such fix or facility is available, the
instrument approach procedure is
constructed with one of the following
procedures:
Reversal procedure, or
Racetrack procedure.
Care must be taken to remain within
the stipulated maneuvering area. Time
and speed control must be closely
observed unless local speed
restrictions are specified or ATC
requests otherwise.

17.4.6 Noise Abatement
The initial and intermediate approach shall
be flown with the lowest possible drag,
preferably in a clean configuration and
arranged so as to join a 3
0
glidepath not
lower than 2000 ft AGL whenever possible.

The approach is considered to be
stabilized when the aircraft is tracking
on the approach path with the required
configuration, attitude, and rate of
descent, speed and corresponding
thrust.

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Strong winds and gusts on the
approach should be compensated for
by applying speed increments in
accordance with the FCOM. To detect
windshear and the magnitude of winds
aloft, all available aircraft equipment
such as FMS, IRS, etc, shall be used.
For the effects of wake turbulence,
refer to Chapter 19- Section 19.3
A go-around is mandatory if the
aircraft is not stabilized on approach
as follows:
In IMC by 1000 ft AGL
In VMC by 500 ft AGL
Where certain types of approaches
(e.g. low visibility, circling, non-
precision) necessitate turns for
alignments purpose below 500 ft, it is
essential that special attention be
given to bank angle.

17.4.8 Outer Marker Check
On all straight-in approaches the
following shall be checked upon
passing the OM or any substitute as
published on the approach chart:
Altitude.
Time (for non-precision
approaches where necessary).
This check is initiated by the PM who
will call Outer Marker and
announce the correct crossing altitude.
The PF will the cross-check the
altitude and call Check. For a non-
precision approach, stopwatches
should be started as necessary.

17.4.9 Standard Callouts
Both pilots shall monitor the approach,
and PM shall make the appropriate calls
as specified in Chapter 9- Section 9.1

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17.5 MINIMA
17.5.1 Determination of Minima
Lowest applicable meteorological minima
will be the higher of the CAA Pakistan
approved minima or the published Jeppesen
Minima.

17.5.2 Take-off Minima
Take-off minima at all aerodromes shall be
greater than, or equal to, the applicable
landing minima unless an approved take-off
alternate aerodrome is available for use; in
no case, however, shall it be less than 500
m RVR, except as provided below in
conjunction with the specified facilities;

RVR/VISIBILITY FOR TAKE-OFF
Facilities RVR/Visibility
(Note 3)
Nil (day only) *500m
Runway edge
lighting and /or
central line marking.

*250m/300m
(Notes 1& 2)
Runway edge and
centre line lighting
*200m/250m
(Note 1)
Runway Edge and
Center Line Lighting
and Multiple RVR
information

*150/200m
(Notes 1 & 4)

* or as published on Jeppesen Chart 10-
9/10-9-A whichever is higher.
Note: 1 The higher values apply to
category D aeroplanes.
Note: 2 For night operation, at least
runway edge and runway end light
are required.
Note: 3 The reported RVR/Visibility value
representative of the initial part of
the take-off run can be replace by
Pilot assessment
Note: 4 The required RVR value must be
achieved for all of the relevant
RVR reporting points with
exception given in Note-3 above.
PIAC ceiling and visibility requirements for
a circling approach are as under :-
Aeroplane
Category
MDH Visibility
A 400 ft

1500m
B 500ft

1600m
C 600 ft

2400m
D 700ft

3600m

Or as published on Jeppesen Charts
whichever is higher
Note: Circling is not authorized for B-747
aircraft.

Authorized Instrument Approach
Aircraft
Category
Type of
Approach
Minima
Ceiling RVR
A,B,C,D Non-
Precision

*

*

A,B,C,D

CAT- I

**200ft

**550m

C,D

CAT-II

**100ft

**350m

* As published on Jeppesen Approach Chart
** Or as published on Jeppesen Approach
charts, whichever is higher
Category II Minima shall only be flown by
a pilot duly authorized and current on B-
747,B-777 and A-310 types of aeroplanes.

Minima in the Jeppesen approach charts are
presented as follows:

Ceiling/vertical visibility and Visibility /
runway visual range (RVR).

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Precision Approach:
Decision altitude (DA) or decision
height (DH) and visibility (VIS) or
runaway Visual range (RVR).
Whenever the reported visibility is
less then 800 meters RVR must be
reported. Incase RVR is not being
reported refer to table under 17.2.4
(met visibility/ RVR conversion)
Non-precision Approach:
Minimum decent altitude (MDA) and
visibility (VIS) or RVR.
Circling Approach:
Minimum descent altitude (MDA) and
visibility (VIS).
Note: RVR values are only shown on
the Jeppesen approach charts when the
value is not the same as the
metrological visibility value. Where a
difference occurs, the RVR and
metrological visibility values are
prefixed RVR and VIS respectively.
When there is no difference the
minimum is shown only once and
means either RVR or visibility.
Note: In principle, minima for straight
in NDB/VOR approaches will be
published where the final approach
course does not diverge more than 20
degrees from the centerline of the
runway.

17.5.7 Conditions for Use of Minima
During normal operation it is
prohibited for PIA aircraft to land on
runways, or makes approaches using
navigational aids, for which there is
no appropriate Jeppesen chart.
Minimum values given on the
Approach Chart for a specific type of
approach may be considered
applicable, if:
The complete ground equipment
shown on the respective chart
for the intended procedure is
fully operative.
The required aircraft systems
according to FCOM are fully
operative.
The crew is qualified
accordingly.
These applicable values shall be
governing for the selection of
destinations and alternates in
connection with the pre-flight
planning rules. For approach
authorization, the actual conditions
must be assessed and taken into
consideration with respect to the use
of the minima.
The Captain is authorized to apply
extra increments to the minima for
other reasons if, in his/her judgement,
it is necessary for the safe operation of
the aircraft e.g. the possibility of
severe turbulence or windshear, or if
the physical condition (under fatigue)
of any Flight Crew member so
requires.

17.5.8 ILS
ILS minima are based on the
availability of a complete ILS
installation, i.e. localiser, glidepath
and outer marker or substitute as
published on the chart.
For a precision approach, the middle
marker may be disregarded.
In case of unservicebility of the ILS
glidepath, a localizer approach may be
flown if published. The minima are
only valid when an outer marker or
substitute, as published on the chart,
permits a positive check of the
prescribed altitude at this point. The
middle marker normally serves as the
missed approach point (MAP).

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17.5.9 Secondary Power Supply
The non availability of a secondary
power supply for ground navigational
equipment does not affect the
operation and minima unless the
facility is officially downgraded.

17.5.10 Visual Aids
If a partial failure of lighting is
reported the following applies:
Partial un serviceability of up to
50% e.g. every second or third
light of any visual aid
unserviceable: No effect.
However, the complete failure of
the first half of the runway lights
has to be considered as total
failure.
Unserviceability in excess of
50%: the visual aid has to be
considered as unserviceable.

17.5.11 Approach lights
If high and low intensity approach
lights are reported to be unserviceable,
the applicable minimum visibility for
planning purposes shall be increased
by 900 m to a minima of at least 1500
m (1sm/nm)
On some airfields where local
conditions do not allow or necessitate
the installation of approach lights,
corresponding minima are specifically
constructed and published on the
chart. This minimum may be used
without increment.

17.5.12 DA/DH & MDA
(Decision Height/Altitude (DH/DA) and
Minimum Descent Altitude (MDA)
The barometric altimeter, adjusted to
the current QNH for the appropriate
airport shall be used to determine
Minimum Descent Altitude (MDA),
Decision Altitude (DA) and Circling
Altitude. The altimeter bug shall be
set at the MDA, DA or Circling
minima as appropriate or as stated in
the SOPs. Whenever it is apparent
that the barometric altimeter indicator
is in error and continuation of the
descent would be unsafe, a go-around
shall be made. Thereafter, the Captain
shall determine a safe course of action
considering the available information
and conditions governing the
approach and landing.
The radio altimeter, set in accordance
with FCOM procedures, shall be used
to determine Decision Height (DH).
Upon reaching the MAP, the PF must
decide whether:
Adequate visual reference exists
to complete the approach and
landing or,
A missed approach should be
initiated.
For precision approaches the decision
to continue or perform a missed
approach must be made latest at the
Decision Altitude /Height.
Descent below DH/DA/MDA is
considered safe only, if:
Adequate visual reference exists.
The aircraft position relative to
the runway is such that a landing
may be accomplished without
excessive maneuvering.

17.5.13 Visual Segment of Instrument
Final Approach
Visual ground cues will vary in extent
and clarity with the type of approach,
decision height (altitude) visibility and
aircraft attitude. The perceived visual
ground segment will therefore
comprise portions of the runway
lighting system and markings.
On runways equipped with PAPI or
VASI, the visual glide slope shall be
adhered to as closely as possible.

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VASI can and should be used during
day as well as night operations.

17.5.14 Optical Illusions
Illusions occur particularly in
conditions of reduced visibility and at
night.
Darkness provides excellent
camouflage and the eye loses much of
its perception. Pilots should be aware
of the flowing optical illusions which
can lead to critical situations:

Fascination occurs when a pilot
does not succeed in perceiving
clearly defined stimuli in an
adequate way due to attention
being too heavily focused on one
object or task. Fatigue, stress or
emotional disturbances will
increase this tendency.
The slope of the approach terrain
can seriously affect the pilots
perspective. If the terrain slopes
upwards, the Pilot may perceive
that his glidepath is steeper than
in reality and vice versa.
The runway slope may also
produce various illusions, as the
pilot normally tries to follow the
three degree glidepath relative to
the runway plane. Thus, for an
uphill slope the tendency will be
to approach too flat and vice
versa.
Rain and fog can affect both
distance and approach angle
judgment. Maximum caution is
required in conditions of shallow
fog, where the lighting is clearly
visible from higher altitudes. On
entering such a layer, visibility
can suddenly be reduced to a
very low value, giving the
impression of a pitch up
tendency. A subsequent nose
down correction can lead to a
dangerous situation.
Additionally, a yellowish glow
created by the lighting must be
expected, which impairs the
detection of visual cues
necessary for adequate and
timely assessment of altitude and
displacement.
There is only one way to avoid the
consequences of optical illusions, and
that is to use and cross check all
available flight and navigation
instruments for the duration of the
approach.
Pilots should be aware of the intensity
that the approach and runway lights
are operating at, and of the likely
intensity should dimming be
requested.

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17.6 APPROACHES GENERAL
17.6.1 Work Distribution
17.6.1.1 Pilot Flying (PF)
The PF will normally take control at
top of descent, but at the latest when
leaving the final approach fix, or
turning base leg when being radar
vectored. He/She will perform the
approach according to the relevant
procedures, and will fly on
instruments until visual contact is
established. The autopilot may be
disconnected at the PFs discretion.
When the PF has sufficient visual
references and the flight path is
satisfactory he/she will announce
Landing upon reaching minimum.
If sufficient visual reference is not
acquired at minimum/MAP or if the
flight path is not satisfactory, the PF
must initiate and announce the go
around.

The PM will monitor flight progress
until landing. He/she will scan inside
and outside the cockpit to announce
flight path deviations and announce
Minimum upon reaching minimum.
He/she must continuously cross check
all instruments and components,
including the raw data information
down to landing, even though visual
conditions may exist. He/she will
further call out One Thousand One
Hundred Above and, on widebody
aircraft without a serviceable
automatic call-out feature, the radio
heights normally called by the auto
call out.
Note: At any stage of the final
approach, the PF may call Visual if
he/she has the landing area clearly in
view. Thereafter the PM need not call
One Hundred Above or
Minimum.

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17.7 Non Precision & Circling
Approaches
Descent to the next lower altitude
/MDA shall be commenced or
continued only if the aircraft bearing
is within +/-5
0
of the published final
approach track or within one dot
deflection for an ILS localizer or back
beam approach, and after having
passed the respective FAF for the
procedure. The descent should be
planned and flown at a constant but
slightly higher rate of descent than
that corresponding to the approach
angle for the procedure. Under no
circumstances shall a rate of descent
of 1500 fpm be exceeded.
On approaches where no glidepath
reference is available the PF shall aim
for a 3 degree glideslope.

17.7.2 DME Arc Procedure
Arrival and departure procedures utilizing a
DME arc are used at some airfields. The
procedures can be flown using the autopilot,
e.g. turn knob mode, heading-select mode,
etc. A DME arc interception of
approximately 90
0
may be required on a
radial either inbound or outbound. At clean
maneuvering speeds a lead of
approximately 1-2 NM is required.
Maintaining a DME arc is simplified by
reference to the RMI in a 90
0
or 270
0
off
bearing. Correct the heading approximately
10 degrees towards the inside of the arc for
every mile offset outside the arc. Correct
the heading approximately 5 degrees
towards the outside of the arc for every
mile offset inside the arc.

17.7.3 Circling Approach
17.7.3.1 Approaches with Visual
Reference to the Ground
In general, such approaches may only be
performed when the position of the aircraft
can be precisely determined by means of
visual ground cues. Cross-checks with all
available means shall nevertheless be made.

This type of approach may be
performed, e.g. to shorten an
instrument approach. The following
conditions must be fulfilled:
The airport and landing runway
can be continuously kept in
sight.
The appropriate ATC clearance
is obtained.
Proper terrain clearance can be
maintained throughout the visual
part of the approach.

A circling approach may be carried
out when the aircraft cannot be flown
on a straight course from the approach
aid to the runway in use and visual
guidance must be used to position the
aircraft for final approach. The
circling area may be limited to
specific sectors.
After initial ground contact, the PF
must proceed at an altitude not below
the applicable circling minimum. This
altitude must be held, maintaining
visual ground contact, until the normal
glideslope of approximately 3
0
has
been intercepted on base leg or final.
During descent a normal safe
glideslope shall be followed, taking
into account the spot elevations in the
approach path. A left downwind /base
leg shall normally be flown unless
cleared otherwise or when stipulated

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in the approach chart. The PF is
primarily looking out in order to
remain within the safe area and to
prepare for a proper line-up for final
approach. The PM should cross-check
flight and navigation instruments as
well as assisting with the lookout.

17.7.3.4 Circling Requirements
Circling Approaches at destination or
alternate may be employed for
planning and/or operating a flight with
the intention of carrying out a visual
approach and landing, when the
following requirements are met:
An Air Traffic Control or
Airfield Flight Information
Service, including a facility for
the reporting of metrological
conditions is available.
VHF R/T communications are
available
At least one of the following
radio navigation aids, either at
the airfield or elsewhere, which
will enable location of the
airfield, is available: NDB,VOR,
RADAR.

17.7.4 Company Circling Minimum
Reported Weather
Circling MDA (H)
Obtain the circling MDA from
the Jeppesen Instrument
approach charts and set that
altitude on both altimeter bugs.
The briefing for the applicable
instrument approach should
include the Missed Approach
Procedure and how this
procedure would be regained
following loss of visual
reference during the circling
manoeuvre.
Approach Ban
The instrument approach (to
circle) should only be
commenced if meteorological
conditions are reported to as
being above the required
minima. Having commenced the
approach, descent may be
continued to the circling MDA
(H).
Visual Contact Established
If visual contact with the surface
is established and maintained,
flight may continue towards the
Missed Approach Point, at the
highest altitude which is clear of
cloud, but not below MDA (H).
Once visual contact with the
airport is established and
maintained, the circling
manoeuvre may be continued
towards the landing runway,
otherwise initiate a go-around at
the Missed Approach Point.

During the circling manoeuvre,
visual contact with the surface
and visual reference with the
landing runway must be
maintained. The altitude flown
should be the highest consistent
with visual contact and
separation from the cloud
ceiling.
Descent below the MDA (H) is
not permitted until established
on a 3
0
approach slope.
Configuration
Maintain Flap 20 degrees/ gears
down, then select final flap when
ready for landing. For flight
patterns, refer to the applicable
FCOM.

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17.8 CAT-I APPROACHES
17.8.1 CAT-1 Approach Classification
Precision approach with a specified
minima not lower than:
200 ft DH/DA
550m MET VIS or RVR.
17.8.2 Policy
It is the Company policy to use the
most suitable equipment in the aircraft
as well as on the ground and the most
suitable procedure to perform
approaches in low visibility
conditions.
As a general rule the types of
precision approaches flown by PIA
aircraft may be divided depending on
aircraft type into autoland, coupled,
and manual.
Manual approaches may only be
flown down to landing when the
weather is at or above CAT 1 minima.
Either Captain or First Officer may be
PF. The Pilot flying the approach will
make the landing unless weather
conditions are below limits for First
Officers (Refer to Chapter 14 Section
14.1 Page 3.
Coupled approaches may be flown at
any time down to CAT 1 limits, but
should be flown if actual weather is in
doubt or close to minima. Coupled
approaches generally increase the
probability of a successful landing.
Detailed descriptions; duty
assignments, call outs, system checks
of each individual approach procedure
are to be found in the FCOM for the
particular aircraft type.
To assess autopilot and autothrottle
performance, each autoland shall be
recorded according to current
instructions as laid down for the
respective type of aircraft.
A downgrading, including a change of
approach procedure, is authorized if
actual MET condition permit,
However, the new approach must be
established and establized in every
respect, including revise approach
briefing, new DH/DA, systems status,
etc at the latest when passing
1000 ft AGL. Conditions for
downgrading below 1000ft, where
applicable, are listed in the FCOM.

17.8.3 Approach Path Deviations on
Final Approach
17.8.3.1 Localizer
Descent for final approach shall not be
initiated as long as the localizer shows full
scale deflection. After becoming
established, descent must not be continued
if the localizer deflection is more than one
dot as shown on the PFD/Instrument Panel.
After passing the OM every effort shall be
made to follow the localizer as closely as
possible.
Note: A deviation of 1/3 dot is on the
localizer between 100 ft and 50 ft AGL
corresponds to approximately 19meter of
runway centerline.

17.8.3.2 Glidepath
After intercept, the glidepath deviation shall
not exceed one dot as shown on the
PFD/Instrument Panel. The glidepath shall
however be flown as accurately as possible
and the deviation must be close to zero at
DH/DA.
Note: A deviation of dot on the glidepath
between 100 ft and 50 ft AGL
corresponding to approximately 5 ft of
aircraft height.

17.8.3.3 Autoland/Coupled Approach
For ILS approaches to runways that
do not have CAT II or CAT III
certified equipment, either Pilot may
fly a coupled approach, but the
autopilot must be disconnected by 200
ft AGL/minimums, at the latest and

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the aircraft be manually landed.
Where coupled approaches are made
to CAT II minima, All Weather
Operating Procedures shall be used.
Autoland approaches may only be
carried out to runways that have ILS
equipment certified for CAT II or III
approaches. The Captain will always
perform the duties of PF and the First
Officer those of PM irrespective of
actual weather conditions, all autoland
approaches will be performed
according to All Weather Operating
Procedure, No reversal of task is
permitted.
Approach briefing for autoland
approaches will always be given by
the Captain.

17.8.3.4 Manual Approach
It is PIA normal practice to use all
automatics (autopilot; autothrottle
etc.) for every approach to avoid
increasing the workload of the PM.
Manual approaches may be practiced
any time the reported weather is better
than scattered at 2500 feet and 5 kms
visibility.
Where the intention is to carry out a
manual landing the autopilot must be
disconnected by minimums at the
latest.
Should malfunctions require a manual
flown approach then CAT 1 minima
shall apply.

17.8.3.5 Malfunctions
Continuation of any approach below
1000 ft AGL in the event of any
aircraft or ground system malfunction
is normally permitted only when
adequate visual reference can be
maintained until touchdown.
In the event of an aircraft or ground
system malfunction occurring in IMC
below 1000ft AGL that requires
corrective action by the flight Crew,
the approach shall be discontinued.
A new approach may only be
commenced if:
Technical handling of the
malfunction is completed, and
Existing conditions (technical
status of the aircraft/ ground
equipment, metrological
situation) fulfill the respective
approach requirements.
If a malfunction occurs below
decision height it is the Captains
decision whether to discontinue the
approach or not, depending on the
actual situation.

17.8.4 Deficiency Reporting of Ground
Equipment
Normally, ATC will ensure that Flight
Crews are informed of changes to the
performance category of the ILS
glidepath and localiser, as well as the
status of airport lighting and RVR
equipment before the aircraft passes
the outer marker.
After passing the OM information
given to Flight Crew is limited to total
failure of airport lighting facilities e.g.
approach lights, Center line lights etc.,
and any change to the performance
category of ILS glidepath or localiser.
The Captain must decide whether the
approach can be continued or a missed
approach must be flown according to
the minimum requirements for the use
of ground aids.

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CHAPTER 18: ALL WEATHER OPERATIONS
TABLE OF CONTENTS

18.0 General & Definitions
18.0.1 General
18.0.1.1 All Weather Operations (AWO)..
18.0.1.2 Low Visibility Procedures (LVP).
18.0.1.3 CAT II Approaches (CAT II APP)..
18.0.1.4 Basic Requirements.
18.0.1.5 Flight Crew Qualifications...
18.0.1.6 Use of Auto Modes..
18.0.2 Definitions...
18.0.2.1 Alert Height..
18.0.2.2 ILS Critical Areas.
18.0.2.3 ILS Sensitive Area...
18.0.2.4 Minimum Approach Brake-off Height (MABH).
18.0.2.5 Runway Visual range (RVR)..
18.0.2.7 Automatic Landing System.
18.0.2.8 Fail Operational Automatic Landing System...
18.0.2.9 Fail Passive Auto Landing System..
18.1 Taxi & Takeoff.
18.1.1 Low Visibility Takeoff (LVTO)..
18.1.1.1 Limitation.
18.2 Airfield Equipment and ATC Procedures.
18.2.1 Considerations.
18.2.2 Terrain Profile..
18.2.3 Obstacle Limitation Surfaces...
18.2.4 Obstacle Free Zone (OFZ)...
18.2.7 ILS Sensitive Areas.
18.2.8 ILS Standby Power.
18.2.10 Air Traffic Control.
18.2.11 Low Visibility Procedures.
18.2.12 Airfield Ground Equipments.
18.3 AWO Procedures
18.3.1 PIA CAT II ILS ..
18.3.1.1 ILS Classification (CAT II Approach).
18.3.1.2 Philosophy and Policy..
18.3.1.3 Approach Briefing....................
18.3.1.4 Use of APU...
18.3.1.5 Task Sharing..

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18.3.1.6 Failures and Associated Actions...
18.3.1.7 The Decision Process................
18.3.1.8 Visual Reference Requirements
18.3.1.9 Visual Reference for CAT II....
18.3.1.10 Loss of Visual Reference....
18.3.1.11 Incapacitation.
18.3.1.12 Approach Minima..
18.3.1.13 Table of Approach Minima (CAT I/II)..

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18.0 GENERAL & DEFINITIONS
18.0.1 General
The main objective of this Chapter is to
provide a compact reference for AWO and
to highlight the difference in terminology
not normally covered in other operations. It
should be read in conjunction with,
respective aircraft SOP and FCOM.

18.0.1.1 All Weather Operations (AWO)
Refers to CAT II/III operation and takeoff
in weather conditions below CAT I landing
Minimums.
18.0.1.2 Low Visibility Procedures
(LVP)
CAT II/III operations requires special
procedures for air traffic and flight crew,
and are referred as Low visibility
Procedures.
18.0.1.3 CAT II Approaches (CAT II
APP)
An authorized instrument approach
procedure which provide approaches to a
height of less then 200ft but not less then
100ft above the threshold or touch down
zone and minimum RVR of 350M.
18.0.1.4 Basic Requirements
PIA approved limits for CAT II
approaches are:
Decision height not less then
100ft
Lowest authorized RVR 350M.
Authorized aircraft
Authorized runway at the
airport.
CAT II qualified crew, current
on the equipment.
Or
As published in Jeppesen Airway
Manual Approach Charts (whichever
is higher).
Complete the CAT II Simulator
Training.
Successfully demonstrate CAT II
Simulator evaluation
Demonstrate atleast 3 ILS approaches
in line operations. (To a training or
check airman) using Cat-II procedure.
On completion of the above
requirements the pilot will be certified
to carry out Cat-II operation with
restricted minima of 150. And RVR
(as depicted on the approach chart).
The flight crew members will be
issued a Certificate of Competency -
Low Visibility Operations Card by
GM Crew Training to be carried by
the respective crew.
The pilot will be released to operate
down to CAT-II minima of 100 ft.
after completion of at least 150 hours
for captain and 50 hours for first
officer.
Category II minima shall only be
flown by pilots duly authorized on the
B-747, B-777 and A-310 types of
aeroplanes.
18.0.1.6 Use of Auto Modes
In CAT II weather all approaches must be
automatic and must be flown by the captain,
Instructor Pilot or check airman.
18.0.2 DEFINITIONS
18.0.2.1 Alert Height.
The height of the wheels above the ground,
read on a radio altimeter, above which a go-
around would be initiated if a failure
occurred in one part of the aircrafts fail-
operational system. Below this height the
probability of failure is such that if a part of
the system fails the operation can still be
continued by the remaining part while
complying with the safety criteria (i.e.
double failure extremely improbable).
18.0.2.2 ILS CRITICAL AREAS
Areas of defined dimensions around the
localizer and glide path transmitter antenna
in which environmental changes, including
the presence of vehicles and aircraft will

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cause disturbances to the ILS signals which
will probably be unacceptable to aircraft
using the signals.

18.0.2.3 ILS Sensitive Area
An area extending beyond the Critical Area
where the parking and or movement of
vehicles and aircraft will affect ILS signals
and may be unacceptable to aircraft using
these signals for automatic landing or roll-
out guidance.

18.0.2.4 Minimum Approach Break-Off
Height (MABH)
The lowest height of the wheels above the
ground where if a go-around is initiated
without external visual references in normal
operation; the aircraft does not touch the
ground during the procedure. With critical
engine failure during the go-around, it can
be demonstrated that taking account of this
failure probability; an accident is extremely
improbable.

18.0.2.5 Runway Visual Range (RVR)
The range over which the pilot of an aircraft
on the centerline of a runway can see the
runway surface markings or lights
delineating the runway or identifying its
centerline.

Specified in relation to takeoff and
approach minima means details of operating
minima as specified in the Airfield
Operating Minima charts.

18.0.2.7 Automatic Landing System
The airborne equipment which provides
automatic control of the aircraft during the
approach and landing.

18.0.2.8 Fail Operational Automatic
Landing System
Upon the failure of a component or part of
the system; the operation may be continued
on the remainder of the system.

18.0.2.9 Fail Passive Auto Landing System
A system is fail passive if in the event of a
failure it disengages without any significant
deviation of trim, flight path or attitude.

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18.1 TAXI & TAKE OFF
Refer to Chapter 16 of this Manual for
visibility limits for take-off.
In low visibility, a Pilot can expect to
see bright lights at ranges similar to
the reported RVR value, but aircraft
and other objects may only be visible
at half those ranges. It is therefore
essential that safe slow taxi speeds are
maintained and the position of other
aircraft checked with ATC if required.
The taxi charts should be used to
assess the aircrafts position and
anticipate bends and holding points.
Taxiway lights have the spacing
reduced from 30 meters to 15 to 7
meters on bends. CAT II/III holding
point markings and lightings are
shown in the Jeppesen Airway
Manual.
Pilot in command must ensure that the
aircraft does not cross the CAT II/III
holding points.
At take-off, it should be confirmed
that the aircraft is aligned on the
runway centreline lights and not the
edge lights. The number of visible
centreline/edge lights should be cross-
checked against the RVR.
As a general rule the take-off should
be discontinued if visual reference is
lost below 100 kts. At higher speeds
the take-off should be continued
making use of centreline guidance
(yaw bar).
If it necessary to reject the take-off,
directional control with reference to
the centreline lights becomes more
difficult as the speed reduces.
Full / maximum thrust settings are
recommended to be used when Low
Visibility Procedures are in force.

18.1.1 Low Visibility takeoff (LVTO)
A takeoff on a runway where the RVR is
less then 400M and low visibility
procedures are enforced.

18.1.1.1 Limitation
RVR not less then 150M for CAT A,B
and C and 200M for CAT D aircraft
Or
As published in Jeppesen Airway
Manual approach charts. (Whichever
is higher).
Authorized aircraft
Authorized runway at airport
Crew qualification on
equipment.

Flight crew shall be required to demonstrate
one complete takeoff and one rejected
takeoff at RVR 150M for CAT A, B and C
and 200M for CAT D aircraft.

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18.2 AIRFIELD EQUIPMENT ATC
PROCEDURES
When operating under Low Visibility
procedures, both the aircraft and the airfield
are required to be equipped with specific
equipment. Details of aircraft requirements
are provided in the relevant FCOMs and
FCTMs. Following are the details of CAT
II airfield equipment:
18.2.1 CONSIDERATIONS
The following are the relevant
considerations for assessing the
suitability of any airfield for CAT II
operations:
The physical characteristics of
the runway and environment
including approach and
departure terrain.
Obstacle clearance including
Obstacle Free Zone.
Visual aids, their standard and
reliability.
ILS installation ensuring
conformity with ICAO standards
and recommended practices.
Meteorological services and
assessment and dissemination of
RVR information.
Air traffic control and ground
movement control.
The full considerations and/or
requirements on each of these items
are fully specified in ICAO Document
9365-ANO 910019 (Manual of All
Weather Operations). Following are
some of the more significant items:
18.2.2 TERRAIN PROFILE
The terrain profile under the approach
path should be free of excessive up or
down slopes and discontinuities since
the radio altimeters provide an input
signal to the auto-pilot for gain
programming during a coupled
approach form 1000 ft, and also for
pitch control during the flare from
about 50 ft.
Before a runway is approved for CAT
II/III operations, the terrain profile as
well as the runway is investigated for
its suitability in accordance with
established criteria. Similarly, the
runway profile must be within
specified limits.
18.2.3 OBSTACLE LIMITATION
SURFACES
For any precision approach runway,
the obstacle clearance must be
considered in the determination of
Decision Height (DH). Obstacle
limitation surfaces and requirements
should be applied wherever possible.
In the case of an ILS, this clearance is
500 ft at the Outer Marker, reducing
to 100 ft within a strip 2000 ft wide,
symmetrical about the runway
centreline and extending from the
outer edge of the approach lights to
the upwind end of the runway.
Thereafter an aircraft going round has
100 ft clearance provided its climb
gradient exceeds 2.5%. See Figure
18.1 on next page.
18.2.4 OBSTACLE FREE ZONE (OFZ)
There is an additional set of surfaces
comprising the Obstacle Free Zone for
airfields with CAT II/III facilities. The
purpose of the OFZ is to protect and
aircraft after a missed approach from,
at or below DH. Within the zone,
exceptions are made for essential
visual and electronic guidance
equipment. The precise entry of an
aircraft into to OFZ is assured by the
accuracy of the ILS guidance. See
Figure 18.2 on next page.

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Runway

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18.2.5 VISUAL AIDS
Full approach lighting is not
necessarily required for CAT II/III
operations. Complex calculations for
each aircraft type are required to
establish the visual segment, but the
general result allows the following
table to be used:

Minimum Approach Lighting required
to be operative.(as measured from the
threshold to approaching aircraft)

Minimum Approach Lighting

DH (ft) Metres of Approach
Light
CAT II 100 Last 450 meters

Runway lighting and markings should
include:
White painted centreline-line.
Touch down zone marking.
Distance marks including
distance codes.
Runway threshold lights.
High intensity runway edge
lights.
Centre-line lights extending over
the full length of the runway.
Centre-line lighting spaced at 30
meters for CAT II and at 15, or
7.5 meters for CAT III.
Secondary power source for
runway lighting.
Taxiway lighting and marking should
be provided to the requirements of
ICAO specifications. Clearly defined
holding positions should be installed
at entry points to the runway. Further
details may be found in the Jeppesen
Airway Manual.

To ensure that ILS signal integrity is
maintained during an approach by an
aircraft all vehicles and aircraft on the
ground must remain outside the ILS Critical
Area. If a vehicle or aircraft is within the
critical area, it will cause reflection and/or
disturbance to the guidance signals on the
approach path. It follows therefore when a
Captain is maneuvering his aircraft on an
airfield where Low Visibility Procedures
are in force, that he/she must pay particular
attention to ensuring that no part of his
aircraft is positioned beyond the markers
that indicate the boundary of the critical
area, until given clearance by ATC.

See Figure 18.3 for ILS Critical Areas and
respectively on the following pages.

18.2.7 ILS Sensitive Area
Similarly an aircraft overflying a
localizer at close range may cause
interference, particularly if it is large.
This interference could jeopardise a
CAT II/III approach.
To create the necessary protection, a
sensitive area is established which
may vary from one installation to
another, according to the regulatory
authority.
Figure No. 18.4 on the following
page shows the typical ILS Sensitive
Areas
Sensitive areas away from the ground
surface are protected by ensuring that
aricraft and vehicles operating near
the localiser or glide slope transmitters
are clear before approaching or
departing aircraft can be affected by
deviated signals.
To minimise the risk, ICAO. requires
that an aircraft passing over a localiser
must be past it before an aircraft
carrying out a CAT II/III approach has

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descended to a height of 200 ft above
the runway.
Again, when an aircraft has landed, it
must clear the runway and be beyond
the markers showing the limits of
CAT II/III prtection before the
succeding aircraft has passed a height
of 200 ft above the ruway. ATC are
responsible for spacing the aricraft so
as to provide this protection. For these
reasons the speed controls must be
strictly adhered to.
Having successfully completed a CAT
II/III approach, safe but expeditious
runway clearance will give the
succeding aircraft a better chance of
also completing its approach.
Caution: The accuracy of localizer
and glide slope is often less than full
CAT II/III standards when Low
Visibility Procedures are not in use
due to beam deflections by other
aircraft, ground vehicles or signal
quality of the ground installation. In
view of these permissible fluctuations,
pilots are cautioned that temporary
deviations in aircraft track or descent
profiles may occur.
18.2.8 ILS Standby Power
Airfield secondary power supplies must be
available.
For All Weather Operations both the
touchdown zone and mid zone RVR
are to be considered. As a general rule
the mid zone value must be at least
one half of the published minimum for
the approach.
RVR measuring devices are an
essential part of an airfields CAT
II/III capability. Such measurements
are displayed and available so that
ATC can pass changed readings to the
aircraft within 15 seconds. RVR trans-
missometers are installed at the
Touch-Down (TD) and Mid Point
(MP) of the runway for CAT II and in
addition at the stop end (or Roll-out)
for CAT III. TDZ RVR, which is the
governing value, should always be
passed but other RVR may not
necessarily be passed.
In most States the requirement is for
the other RVR to be passed when
either or both values are:

Less than TDZ and less than 800
meters, or
Less than 400 meters.
When the available runway length
indicates that the aircraft will require
the Roll-Out zone for the landing the
corresponding RVR (RO) should not
be below 75 meters.
As well as receiving TD RVR the
captain should call for MP and RO
values, if he/she has any doubts as to
the suitability of the runway visibility
for the approach and landing.
Equipment capable of measuring wind
speed and direction should be
installed, and the information
displayed should be available for
transmission to an aircraft carrying out
an approach.

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REIFFER LINE

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18.2.10 Air Traffic Control
ATC will announce when LVP are in
operation (ATIS). Early notice of
aircraft/ crew landing capability to
ATC, (i.e. CAT II/IIIA/IIIB) may
result in preference being given over
other aircraft.
Clearance to carry out a CAT II/III
approach must be obtained from
Approach Control, who will check the
status of the ILS and lighting and
protect the sensitive areas from
incursion by vehicles. An approach
during LVP may not be undertaken
until the clearance has been received.
Before 1000 ft, (OM if required) RVR
values for TD, MP and RO where
available, will be obtained and
compared with values in FCOM.
When practicing CAT II/III
procedures in weather conditions of
CAT I or better, it will not be feasible
to expect ATC to provide LVP
protection. Captains should be alert to
the possibilities of beam deflection by
aircraft and vehicles on the ground
and preceding traffic and notify ATC
that they will be doing a practice
approach.
It must be appreciated that separations
of up to 10 nm between aircraft on the
approach may be necessary and that
the resulting effect on landing delays
must be allowed for.
ATC requirements and special RT
calls particular to the airfield or State
should be included in the approach
briefing.
18.2.11 Low Visibility Procedures
In general, Low Visibility Procedures
are put into force at airfields
authorized for CAT II/III operations
when the RVR falls below 400 meters
and/ or the cloudbase falls below 200
ft.
18.2.12 AIRFIELD GROUND
EQUIPMENT
The effect on landing minima caused by
temporary ground equipment failures is
illustrated in the following table:-

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GROUND EQUIPMENT REQUIREMENTS FOR CAT II APPROACHES AND
LANDINGS
Decision Height
(Feet)
15 15/50 100
Runway Visual
Range (Meters)
125 200/250 350

ILS

Status CAT III
CAT II
Authorized
Not Authorized
Authorized
Not Authorized
Authorized
Authorized
Standby Capability Required Required Not required
OM if Associated
with Approach

Alternate means of determining promulgated
Approach Lighting
System
Not required Last 210 metres
available
Last 450
metres
available

RWL
Runway Edge * Required *Required **Required
Centre line Required minimum
spacing 15 or 7.5
meters as per visual
aids

Minimum
spacing 30
metres
* Minimum
spacing of 30
meters
Touchdown Required Required Required
Secondary Power Required Required Required

RVR
Touchdown
zone***
Required Required Required
Mid Point Zone and
Stop End Zone
If both Installed and one unit fails this does not prohibit
CAT II/III operations.
Notes
* May be unavailable by day (CAT II by day operation with failure of TDL and/or CLL
acceptable)
** May be unavailable by day with good contrast between RWY markings and surface.
*** Touchdown Zone: State may allow valuation to derive TDZ from MPZ Pilots will be
notified.

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Ground Facilities for Landing Following
an Instruments Approach.

The lighting and markings of each
runway are shown on the Jeppesen
approach chart. Under conditions of
reduced visibility it is essential that
these are thoroughly reviewed. Pilots
must also be familiar with taxiway
lighting and markings.
In case of actual CAT II and CAT III
landings the typical ground segments
that may be expected to be seen at
DH/DA are as follows:
CAT II: At least 1 crossbar and about 4
lights / barrettes in row on the
centerline.
CAT III: A few centreline lights and
1or 2 barrettes of the touchdown zone
lights.
The standard colour coding of the
runway centreline and edge lights gives
useful information regarding available
runway length remaining under
conditions of reduced visibility:
CAT II/III Runway End Lighting
Distance to
Runway End
Color of Lights
900 Metres Centreline alternate red
and white
600 Metres Edge lights change to
yellow
300 Metres Centreline lights changes
to all red

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18.3 AWO PROCEDURES
18.3.1 PIA CAT- II ILS
18.3.1.1 Classification (CAT II approach)
Precision approach with a specified
minimum below CAT -I but not lower than:
100 ft DH
350 m RVR
18.3.1.2 PHILOSOPHY AND POLICY
Both Flight Crew members must have
full authority for the approach to be
initiated to CAT-II minima. If one
Flight Crew member has only a
limited authorization than that will
define the limits for that approach.
Refer to Chapter 3 of this manual for
AWO Authorization requirements.
18.3.1.3 APPROACH BRIEFING
In addition those listed in Chapter 17
of this manual, the following items
should be covered:
Confirmation that the crew is
CAT II qualified.
Check of aircraft systems status
and any enroute deficiencies.
Review and set applicable DH
for CAT II and downgraded
CAT I DA on barometric
altimeter.
Review distribution of tasks and
procedures in case of a
malfunction.
Review procedures for
downgrading CAT II-I.
Review approach ban, ATC
calls required and LVP runway
exits.
Check seat positions and flight
deck lighting.
APU, auto brake as required.

18.3.1.4 Use of APU (Recommended)
The APU, if available should be
started prior to commencing a CAT II
approach in actual conditions. This
will give readily available backup
following failure of Engine Generator.

18.3.1.5 Task Sharing
For All Weather Operations CM-1 is
the Pilot Flying (PF), controlling the
aircraft by means of the AFS. The
workload is distributed in such a way
that the PFs primary tasks are
supervising and decision making. The
primary task of CM-2, the PM is
monitoring the operation of the AFS.
For more details of task sharing see
receptive FCOM/FCTM.
Note: For CAT II approaches it is a
must requirement to be stabilized,
no later than 1500ft AGL.

18.3.1.6 Failures and Associated Actions
In general there are three possible
responses to the failure of any system,
instrument or element of the AFS
during the approach which causes
capability reduction:
REVERT to a higher minima
and proceed to a new DH,
provided it has been included in
the landing briefing
GO-AROUND and re-assess the
capability.
LAND if the required visual
reference has been attained. The
nature of the failure and the
point of its occurrence will
determine which response is
appropriate.
A detailed summary of failure cases
and associated actions is given in the
respective FCOMs.
18.3.1.7 THE DECISION PROCESS
It should be stressed that the DH is the
lower limit of the decision zone
during which in limiting conditions,
the CM-1 will be assessing the visual
references. He/she should come to this

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zone prepared for a go-around but
with no pre-established judgment.
He/she should make his decision
according to the quality of the
approach and the way the visual
references develop as the DH is
approached. For CAT II approaches
DH shall be determined from the
radio altimeter.
In CAT II operations, at DH the
approach may be continued provided
that the visual reference is adequate
and the flight path is acceptable. If
both these conditions are not satisfied
a go -around is mandatory.
18.3.1.8 VISUAL REFERENCE
REQUIREMENTS
For take-off, the visual guidance
derived from runway lights and /or
markings should be sufficient to
ensure adequate take-off alignment
and directional control for take-off,
and stopping after an emergency.
Although additional instruments, such
as the localizer commended yaw bar
may enhance the safety of the
operation, reference to visual aids is
the primary requirement, whilst still
available.

18.3.1.9 Visual Reference for CAT II.
An approach may not be continued
below the CAT II decision height
unless visual reference containing a
segment of atleast three consecutive
lights being:
The centerline of the approach
lights, or
The touch down zone light, or
The runway centerline lights, or
The runway edge lights or
A combination of these is
attained and can be maintained.
The visual references must include a
lateral element of the ground pattern
i.e. A cross bar of the approach lights,
the landing threshold or a barrette of
the touch down zone lighting.
18.3.1.10 LOSS OF VISUAL
REFERENCE
Before touchdown Go-around
After touchdown continue the landing.
18.3.1.11 INCAPACITATION
Full details of incapacitation are
given in Chapter 21 of this Manual.
However, in AWO conditions due
consideration should be given to the
question of whether it would be safer
for the remaining crew member(s) to
continue the automatic approach and
landing or to execute a go-around and
divert to an airfield that is having
CAT I or better weather conditions.
18.3.1.12 Approach Minima
PIA approved approach minima for
CAT II Operations is given in
section 18.1 of this chapter.
The associated JEPPESEN CAT II
charts for the runway should be used
for all reference.
The RVR Required for Take off
displayed are those authorized for a
crew which is qualified and current
for AWO. These minima are
applicable when HIRL (high intensity
runway lighting) and CL (centre line
lighting) are available and RVR
reported.

18.3.1.13 Table of Approach Minima
(CAT I/II)
The table indicates the required DH and
RVR for various types of CAT 1 and
CATII approaches. In some cases the
minima authorized by a particular State
may be more restrictive than those below.
In such cases the appropriate minima will
be reflected on the Aerodrome Operating
Minima chart within the Jeppesen Route
Manual.

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TABLE OF APPROACH MINIMA
Decision
Height (ft)
Met.
Visibility
(metres)
RVR
Touchdown
(metres)
RVR
Midpoint
(metres)
RVR Stop
End
(meters)
CAT I 200 800 550 200 *Captains
Discretion
CAT II Full
Authority
Auto to 50
ft or below

100

-----

350

175
*Captains
Discretion

*Note: Not below 75 metres when Stop End of runway required by landing distance.

Approaches and Landing on
Contaminated Runways

For specific details regarding CAT II
approaches and landings on wet and
contaminated runways please see the
respective FCOMs.

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CHAPTER 19: ADVERSE WEATHER
TABLE OF CONTENTS

19.0

19.1

19.2

Adverse Runway Conditions
19.0.1 General..
19.0.2 Definitions.....
19.0.3 Major Effects on Aircraft Performance and Operation ....
19.0.5 Viscount Aquaplaning...
19.0.6 Dynamic Aquaplaning...
19.0.7 Reverted Rubber Aquaplaning...
19.0.8 Reporting of Braking Conditions...
19.0.9 Reporting of Runway Contamination ...
19.0.10 Performance Corrections .
10.0.11 Operational Limitations...
19.0.12 Wind Component Limitations.
Operations in Icing Conditions
19.1.1 General ..
19.1.1.1 Operational Guidelines...
19.1.2 Definitions .....
19.1.2.1 Clear or Glaze Ice...
19.1.2.2 Rime Ice..
19.1.2.3 Hoar Frost...
19.1.3 Icing Regions.....
19.1.3.1 Warm fronts ...
19.1.3.2 Occluded Fronts.
19.1.4 Policy.
19.1.5 Ground De-Icing
19.1.6 Pre Flight
19.1.7 Starting...
19.1.8 Taxi
19.1.9 Engine Icing (Ground)...
19.1.10 Takeoff.
19.1.11 In Flight
19.1.12 Approach and Landing.
Operation in Turbulence and Wind Shear
19.2.1 Definitions .................................
19.2.1.1 Turbulence .....................
19.2.1.2 Wind Shear..
19.2.2 Classification of Turbulence..
19.2.2.1 Convective Turbulence...

3
3
3
3-4
4
4
4
4-5
5
5
5
5
6

7
7
7
7
7
7
7
7
7
7
7-8
8
8
8-9
9
9-10
10
11

12
12
12
12
12

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19.3
19.2.2.2 Orographic Turbulence...
19.2.2.3 Clear Air Turbulence..
19.2.3 Classification of Wind shear .....
19.2.3.2 Downbursts.
19.2.3.3 Frontal Shear...
19.2.3.4 Lee Wave, Rotor Shear...
19.2.3.5 Temperature Inversions..
19.2.3.7 Policy......
19.2.3.8 General Guidelines..
19.2.3.9 Pilot Responsibility.
19.2.4 Takeoff and Climb-out .................................
19.2.5 Cruise.................................
19.2.5.1 Avoidance...
19.2.6 Preparation.
19.2.7 Altitude..
19.2.8 Stabilizer Trim...
19.2.9 Recovery ...
Operation in Areas Contaminated by Volcanic Ash
19.3.1 General...
19.3.2 Ground Operation..
19.3.2.1 Parking....
19.3.2.2 Taxi.
19.3.2.3 Takeoff....
19.3.3 Flight Operations...
19.3.4 Ash Cloud..
19.3.4.1 Reporting.
19.3.4.3 Taxi and Parking ...

12
12-13
13
13
13
13-14
14
14
14
14
14
14-15
15
17
17
17-18
18
18
18-19
19

20
20
20
20
20
20-21
21-22
22
23
23
23

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19.0 Adverse Runway Conditions
19.0.1 General
Contaminated runway conditions with all
their adverse effects require special
consideration and limitations. The type
specific information and instructions are
contained in the FCOM.

19.0.2 Definitions
A distinction is made between a
damp/wet and a contaminated runway
state. A runway is considered as
contaminated whenever its surface is
affected by any deposit exceeding the
state of or wet, the latter being defined
as a water depth of up to 3 mm.
A runway covered with ice or a wet
surface in connection with dust or
sand should always be considered as
contaminated irrespective of the
extent of converge.
Aquaplaning is possible whenever a
runway is covered with a fluid deposit
exceeding 3 mm depth.

19.0.3 Major Effects on Aircraft
Performance and Operation
There are risks to aircraft operations
whenever ice, snow or slush is
adhering to or impinging upon the
aircraft such as:
Blocking of flight controls and
trim devices.
Disturbance of the airflow over
wings, stabilizer and fuselage
causing loss of lift and increase
of drag.
Damage to engine compressors
or fans by the ice detaching from
the airframe.
The aircraft take off and landing
performance is degraded to a degree
dependent on the type and extend of
the deposit as follows:
Slower acceleration on runway
covered by the standing water
and slush or snow as a result of
dynamic drag acting on the
landing gear wheels and of spray
impingement drag on the
airframe.
Reduced tyre /surface friction
which degrade aircraft braking
action and directional control.
Extreme slipperiness in the form
of viscous aquaplaning can
occur at the onset of the first
rainfall on runway exposed to
long period of dry weather in
particular in arid zones due to
dust or sand.
Considerable slipperiness must
be anticipated within that part of
a runway covered with rubber
deposit whenever the surface is
damp or wet or otherwise
covered with a fluid deposit.
Proper operation of the anti-skid
braking system may not be
provided on slippery runway
surface due to inadequate wheel
spin up on touchdown. Positive
touch down and immediate
deployment of spoilers may
facilitate wheel spin up.
The use of reverse thrust
requires caution in crosswind
condition or in asymmetric
modes, because directional
control may be lost due to the
changed thrust vector or yawing
moments.
Reduced visibility and optical
illusions during precipitation, e.g.
blowing snow, heavy rain demand
caution.

Aquaplaning occurs when direct
contact between tyre and runway
surface is partially or completely lost

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due to fluid pressure equal to or
exceeding tyre inflation pressure. This
is the reason why aquaplaning
(viscous and dynamic combined) must
be expected at high speeds on
standing water, slush and wet snow
with a measured depth of more than 3
mm. The factors and conditions which
can cause high water pressure in the
tyre footprint area are manifold. Three
forms of aquaplaning can be
distinguished.
19.0.5 Viscous Aquaplaning
The viscosity of water or a lubricant
mixture of water with a contaminant (dust,
fine sand, etc) is of such magnitude that
penetration of even thin films requires
contact pressures well in excess of the tyre
inflation pressure. Accordingly, direct
contact between tread and runway surface
can only be established through local peak
pressure developed at sharp corners of the
surface texture. Therefore, runways with
smooth surfaces which lack adequate
sharpness will generally be prone to viscous
aquaplaning under contaminated conditions.
Viscous aquaplaning once onset can persist
to very low speeds. Aircraft braking ability
on runway covered with compacted snow or
ice may drop significantly as the speed
reduces during landing. This phenomenon is
attributed to the melting of ice, induced by
tyre contact pressure, causing viscous
aquaplaning.
19.0.6 Dynamic Aquaplaning
The inertia of a measurable depth of
standing water, slush or wet snow causes
increasing resistance to displacement with
increasing speed. As a result water pressure
develops progressively and, at a critical
rolling speed reaches a magnitude sufficient
to lift the tyre off the surface.
19.0.7 Reverted Rubber Aqua-planning
Wherever a tyre is sliding for prolonged
period of time (i.e. no wheel spin up),
considerable heat is generated in the
footprint area. As a result, the outermost
layer of the tyre tread melts, thereby sealing
the footprint. The entrapped water is
converted to high-pressure steam causing
complete loss of contact between the tyre
and surface. Once commenced this kind of
aquaplaning can persist down to taxi
speeds.

19.0.8 Reporting of Braking Conditions
The accurate reporting of braking
conditions and the depth of
contamination are both important,
since conditions can vary considerably
along the runway and change within a
short period of time. They various
methods used for determining braking
conditions are not uniform.
The measurement of friction
coefficient is only representative and
reliable for compact snow and ice
formations. Whereas it is generally
too low in cases of dry loose snow on
an otherwise bare runway.
In case of standing water, slush or wet
snow, friction measurements are
highly speed dependent due to
aquaplaning effects, and may not
reflect the braking conditions actually
experienced.
Special caution is required with wet
snow because it can gradually turns
into slush with significant
performance deterioration due to:
OAT rising above O
o
C.
Initial pavement temperatures
above O
o
C.
Solar radiation.
Most state and airfield authorities do
not promulgate friction coefficient of
braking action under such conditions,
but report the actual state in terms of

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the type of contamination and
measured depth instead.
Pilot reports from comparable aircraft
types are to be used as guidance only.

The braking conditions are given
either as Friction Coefficients (FC) or
in the form of a descriptive Braking
Action. (BA) terms (Good, Medium,
Poor) for each third or the total length
of the runway. If Friction Coefficients
and Braking Actions are issued, the
Friction Coefficient reflects the more
accurate value for assessment of the
actual conditions and shall be applied
in the first place.
19.0.9 Reporting of Runway
Contamination
Existing contamination of dry or wet
snow, slush, standing water or ice is
reported for each third or the total
length of the runway and will be
published in the SNOWTAM and
MOTNE runway report.
The extent of contamination in the
respective areas (thirds or total length)
will be expressed as percentage
coverage in steps of 10%, 25%, 50%
and 100%.

19.0.10 Performance Corrections
Corrections must be applied for
performance loss considering the kind
and depth of deposit and braking
conditions.
When variable braking conditions are
reported along a runway, the lowest
value shall be used for takeoff and
landing weight calculations.

19.0.11 Operational Limitations
Operational limitations shall be
applied in accordance with the
instructions given in the respective
FCOM.
In addition the following requirements
have to considered:
For determination of the
maximum acceptable crosswind,
the lowest reported Friction
Coefficient of Braking Action
(FC/BA) value along the runway
length shall be used. The
maximum crosswind limitation
stipulated in the FCOM must be
adhered to. On runways covered
with a deposit of less than 25%,
the application of these limits is
at the discretion of the Captain.
If the cleared or treated runway
width is less than 40 m, the
Captain should carefully
evaluate the maximum
acceptable crosswind. The
available runway width shall not
be less than 30 m/100 ft and the
appropriate FC/BA requirements
must be met.
19.0.12 Wind Component Limitations
The crosswind and tailwind
component values for takeoff,
approach and landing shall be limited
to the manufacturers demonstrated /
recommended values as given in the
respective FCOM and FCTM. These
include situations such as runway
contamination, degraded stopping
capability, use of autopilot or any
other relevant operational factor.
Snow banks adjacent to the cleared
width of runways and taxiways and
the edges of aprons must be limited to
such height that adequate protection is
provided against engine ingestion,
damage to engine pods or extended
flaps or slats with the aircraft
manoeuvring on the edge of the
cleared area. Follow taxiway and
runway centrelines as closely as
possible and request guidance from
the airfield authority in case of doubt.

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The following criteria shall be
considered for decision making when
using the lowest acceptable values:
Surface wind / crosswind.
The relationship between
required available runway
lengths (After application of all
FCOM corrections).
Available runway width and
presence of snow banks along
runway edges.
Runway surface grooved or un-
grooved.
The visibility or RVR.
Clarity of threshold, centreline
lights and runway edges.
Risk of optical illusions (e.g.
blowing or drifting snow).
Reliability of reported runway
conditions.
Aircraft well established on
short final, i.e. no wind shear, no
excess speed, etc.
Pilot reports from a comparable
aircraft type (to be used as
guidance only).


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19.1 Operations in Icing Conditions
19.1.1 General
19.1.1.1 Operational Guidelines
The following information may assist
crews with their decision to either
bypass, or prepare for and negotiate
areas of severe or hazardous weather.
It is, however, general in nature and
should not be used as a substitute for
approved FCOM procedures.
Operating aircraft in cold weather
conditions presents no major
problems. Additional procedures and
precautions are required during
ground operations to ensure safety of
flight. All normal operational checks
shall be performed.

19.1.2 Definitions
19.1.2.1 Clear or Glaze Ice
This is the most serious type of icing
encountered by aircraft and is capable of
very rapid accumulation on the airframe. In
many instances the water droplets from
which it originates do not freeze
immediately upon impact and in
consequence may cause airfoil deformation
as they run back along the wings.

19.1.2.2 Rime Ice.
Stratiform clouds and stable weather
conditions normally produce rime ice. This
type of cloud usually precipitates fine
droplets of water which freeze upon impact
and accumulate more slowly than clear ice.
Rime ice will create a rough surface and
cause more drag than clear ice, however it
is more easily removed.

19.1.2.3 Hoar Frost
Frost will form on the airframe while
aircraft is stationary and the temperature is
below O
o
C. In flight, clear moist air can
cause hoar frost when it comes in contact
with a colder surface.

19.1.3 Icing Regions
19.1.3.1 Warm Fronts
The entire region of the cloud system
associated with a warm front presents
potential icing conditions, and can vary
from light to severe. Cold fronts, squall
lines and air mass type thunderstorms will
usually produce clear ice due to the
presence of the stronger updrafts necessary
to allow the formation of large water
droplets.
19.1.3.2 Occluded Fronts
Icing conditions are similar to those in a
warm front, but the extensive cloud cover
may necessitate considerable flying time in
the clouds with intermittent type formation
and severity of icing conditions.
19.1.4 Policy
The authority to decide whether de-
icing or anti-icing of the aircraft is
necessary lies generally with the
Captain however it is the
responsibility of ground staff to ensure
that the aircraft is cleaned and de-iced
according to relevant instructions.
Close contact shall however be
maintained between Flight Crew and
ground staff concerning the
procedures applied, fluids used, hold
over times. For details of de-
icing/anti-icing fluids and hold over
times refer to Holdover Time
Guidelines booklet available in
Technical Library on board the
aircraft.
In all cases where the formation of ice
frost on wings and control surfaces
may be expected e.g. cold wings,
temperature just above freezing and
high moisture content of the air; the
Captain should personally inspect
those parts of the airframe where ice
may be expected to form (Wing
surfaces, stabilizers, upper fuselage
etc.).

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Within PIA route network all stations
which can reasonably be expected to
require ground de-icing shall have the
required facilities/ personnel to carry
out such functions.
The de-icing/anti-icing procedures
must always be done by trained and
qualified personnel. Outsourced
service providers carrying out such
functions must be trained and
qualified as per local regulations.
19.1.5 Ground De-icing
As a guide, snow, ice or frost on any
part of the aircraft, which may
adversely affect its performance, shall
be removed before takeoff. Exceptions
for thin ice layers may be stated in the
FCOMs i.e. ice formation on fuel
tanks and thin layers of hoar frost on
the fuselage. Dry snow shall not be
left to blow off during the takeoff run.
The time interval between de-icing the
aircraft and the takeoff shall be as
short as possible. In order to facilitate
this, de-icing will be carried out
wherever possible with passengers
aboard, doors closed and the aircraft
ready for departure. For the local de-
icing procedures /holdover time limits,
comply with the Local De-icing
Agents rules.
It is recommended that the Captain
should personally check the aircraft
condition whenever he/she has doubts
concerning the efficiency of the de-
icing operation, or during prolonged
taxi in heavy precipitation.
19.1.6 Pre-Flight
Check that the ice and snow removal
procedures have been completed.
Upper surfaces must be clean and
clear. Limited deposits of frost may be
permitted on undersides of the wings
(See FCOM). All control surfaces
must be clear of snow and ice. Ensure
that the upper portion of the fuselage
is clean. Operating portions of the
gear doors should be clear of ice.
Water rundown from snow removal
may refreeze in front of the static
ports and cause an ice build-up which
can give an erroneous static reading
even if the static ports themselves are
clear.
Chocks should not be placed on ice.
They should also be positioned to
allow small clearance from the tyre. A
chock frozen to the ground or tyre can
cause delay.
All operational checks are the same as
for normal checks. Modifications,
where necessary will be indicated in
the FCOM. Flight control checks will
be carried out only when control
surfaces are properly cleared of ice
and snow.
Flight Controls should be operated
through their full range of travel,
particularly when the aircraft has been
standing overnight. The APU may be
used to operate the air-conditioning
system and heat the interior of the
aircraft before flight.
19.1.7 Starting
Allowing an engine to cool in subfreezing
temperature after exposure to snow flurries
or freezing rain may result in ice
accumulation around the fan compressor
blades unless a blank is used to keep such
precipitation out. Keeping the engines
blanked, periodically checking inlet drains,
and not starting an engine until it can be
determined that fan compressor is rotating
freely, are the best means of avoiding
delays due to starting problems. Be
prepared for possible manual start due to
icing of the starter valve solenoid.

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19.1.8 Taxi
Maximum caution shall be exercised
and low speed maintained when
taxiing on slippery surfaces. Pilots
should be aware that tarmac and
taxiway conditions might be worse
than the reported runway conditions.
Avoid taxiing in deep snow or slush,
as brakes and wheels may freeze up
after takeoff.
During Taxi, caution should be used
to avoid getting too close to other
aircraft with running engines, the jet
blast from which may blow snow or
slush into the air intake or onto the
airframe. Attempting to achieve de-
icing by using the jet blast of
preceding aircraft is not permitted.
Snow and slush throw up by main
gear tyres can accumulate in the gap
between the aft and mid flap segments
on extended inboard flaps during taxi.
During retraction, the gap between the
flap segments closes, and any snow or
slush that has accumulated is
compacted. To reduce snow and slush
in this area, delay extending the slats
or flaps during ground operation until
takeoff is imminent. Taxi with slats
and flaps retracted until just prior to
taxiing into the runway. Use the
lowest flap setting for takeoff unless
restricted by runway length.
Whenever flaps are retracted during
ground operations following exposure
to snow and slush, monitor the flap
position indicator to ensure flap
movement. If flap movement stops,
promptly place the flap lever in the
FCOM-recommended position.
Determine prior to entering the
runway for takeoff that the wing flaps
have been extended to their proper
position.
There is no minimum engine oil
temperature. However with only a
short taxi, a warm-up period may be
required to clear the oil clog
indications or exceeding the
maximum oil pressure limits.
Use of engine anti-icing while taxiing
on contaminated taxiways is
recommended even if it is not required
for takeoff.
19.1.9 Engine Icing (Ground)
During prolonged ground operations,
periodic engine run-ups may be
necessary to ensure that the engines
stay clear of ice. Specific details will
be found in the respective FCOM,
although as a general rule, such run-
ups should be made at intervals not
greater than thirty minutes and should
last at least thirty seconds. Caution
should be taken to ensure that the
resultant jet blast does not blow snow
or ice on another aircraft.
Ice protection must be used as
stipulated in the FCOM.
19.1.10 Take Off
Takeoff from a contaminated runway
incurs considerable performance
penalties. The appropriate correction,
as specified in the FCOM must be
applied.
Takeoff is not authorised in freezing
rain, during heavy falls of wet snow
(temperatures around O degrees C), or
if snow, ice or frost has accumulated
on the aircraft during taxi.
Takeoff must not be attempted if the
risk of icing during initial climb is
forecast or reported to be such that the
anti-icing equipment may not be able
to cope with the expected ice
accretion.
For takeoff, use of the longest runway
available is recommended (of course
all other factors such as braking
action, deposit etc. are also to be
considered). ATC requests to take off
from an intersection, (e.g. for noise
abatement reasons) should be refused.

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Before starting the takeoff, all control
surfaces should be checked for full
and free movement.
Takeoff should be abandoned
immediately if the aircraft does not
seem to accelerate properly.
After takeoff in slush it may be
advisable to delay gear retraction
since the slipstream and vibrations
caused by the rotating wheels may
help to remove slush.
Aerodynamic heating of the aircraft
caused by high airspeed may be an
effective means of removing any ice
or frozen snow which may have
accreted during takeoff or initial
climb.
19.1.11 In flight
Whenever flying in areas where icing
may be expected, the anti-icing
system should be used in anticipation
of icing conditions rather than waiting
for actual icing to occur.
Known areas of severe icing shall be
avoided. When severe icing is
encountered, every effort shall be
made to find an altitude or an area
where icing is less (e.g. if encountered
in the descent, keep the ROD high in
order to cut down the exposure time).
Because of inlet pressure changes.
The total air temperature indicator is
not 100% accurate in determining the
possibility of engine icing. However,
the total air temperature indicator and
the presence of visible moisture
remain the two best sources of
guidance available in the cockpit.
Engine inlet duct icing can occur
independently of general icing on
other aircraft surfaces. When jet
aircraft fly at speeds below
approximately 250 kts and at high
power settings as in a climb, the
intake air is drawn into the engine
rather than being rammed in. This
suction reduces static air pressure,
causing incoming air to expand in the
engine inlet.
Under these conditions, air at an
ambient temperature well above
freezing may be reduced to sub-
freezing temperature as it enters the
engine. Free moisture in the air may
become super cooled and could cause
engine icing while no external surface
icing would be evident. The maximum
temperature drop occurs at high rpm
on the ground and decreases with
decreasing engine rpm and increasing
airspeed.
Prior to the use of engine anti-icing,
continuous ignition should be
selected, to preclude the possibility of
an engine flameout due to inlet ice
ingestion. Unusual thrust indications
may be a warning that ice is forming
in the engine inlet. Pilots should be
aware of the effect of engine probe
icing on the engine indications of their
particular aircraft type.
Since ice formation on the wing
leading edges cannot generally be
seen from the flight deck, windshield
wipers, or any visible external
protrusions should be monitored for
ice build-up. Such accretion may be
expected even when the ambient
temperature is well below zero. Super
cooled water droplets have been
recorded at temperatures below 20C
in cumuliform clouds, therefore, use
of engine and wing anti-icing is
recommended whenever operating at
speeds less than 280 Kts. (indicated)
in clouds other than cirrus type.
Operation of the wing anti-icing
system is not necessary and not
recommended in clouds composed
exclusively of ice crystals.
In general, operate all ice protection
systems whenever ice is encountered
or before entering an area in which ice
is expected. Plan descents to pass

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through known icing zones as quickly
as possible. For an increased rate of
descent, use speed brakes.
See the FCOM for details of the
correct thrust setting/limits associated
with use of anti-icing systems.
19.1.12 Approach and Landing
The effect of ice accumulation on the
aircraft is to increase the stalling
speed considerably. It is
recommended therefore, in such
conditions, to increase the minimum
pattern speeds, particularly the
approach speed. All other related
factors should be taken into account
when considering this option, in
particular the available runway length
and runway state.
If there is ice on the wing leading
edges, use wing anti-icing before
extending slats. During approach and
landing in icing conditions, all anti-
icing systems should be used
continuously. Extended periods of
flight with slats or flaps extended
should be avoided.
Make wide turns with less bank angle
than normal if ice is suspected on the
aircraft. If possible, a straight-in
landing shall be made.
If freezing rain is reported at the
airfield special attention should be
paid to potential ice accumulation on
the aircraft, braking conditions and the
subsequent takeoff. (Note: - Refer to
Take-off on previous page for
restrictions for subsequent take-off).
Caution must be exercised when
reverting from instrument to visual
flying, especially in whirling snow,
when partial loss of orientation
(altitude, direction of aircraft) may
occur.
In fog or in falling or blowing snow,
landing lights should be used with
caution as the reflected light may
actually reduce the effective visibility
and even cause a false impression of
drift during flare and rollout.
Blowing snow can considerably
reduce visibility particularly when
using reverse thrust after touch down.
Snow cover on an airfield can
markedly reduce the visual cues
available for accurate assessment of
the position and orientation of the
runway position. Care is advised in
such conditions to ensure that
touchdown is at the correct depth into
the runway and on the centreline.
Special attention shall be paid to the
following points:
Perform a long, straight final
approach.
Land on the centreline.
Aim for a firm touchdown.
In case of directional problems
during landing, especially in
crosswind conditions on a wet
and rubber-contaminated
runway, the following
guidelines shall be considered.
a. The partial crab landing
technique offers some advantage
over a sideslip landing, during
which an important initial lateral
displacement may take place if
the cornering friction coefficient
is poor over an extended length
of the runway.
b. Use idle reverse thrust as soon as
possible after touchdown. Full
reverse may be used once it has
been established that there are
no directional control problems
during the landing roll.
c. Wheel braking should be applied
once all wheels are firmly on the
ground. Modulated braking
should not be used since it
increases the stopping distance.
Use of auto braking, when
available is recommended on the
contaminated runways.

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19.2 Operation in Turbulence and
Windshear
19.2.1 Definitions
19.2.1.1 Turbulence
Turbulence is defined as a disturbed
flow of air with embedded irregular
whirls, Eddies or waves. An aircraft in
turbulent flow is subjected to irregular
and random motion while more or less
maintaining its intended flight path.
Intensity specifications for turbulence
reporting have been defined as
follows:
Light. Slight discomfort, Light
oscillations.
Moderate. Moderate changes in
aircraft attitude or altitude
accompanied by small variations
in airspeed. Walking is difficult.
Loose objects move around.
Strong intermittent jolts.
Severe. Abrupt changes in
aircraft attitude or altitude.
Aircraft may be out of control
for short periods accompanied
by large variations in airspeed.
Occupants are forced violently
against seat belts. Loose objects
are tossed around. Aircraft
handling is affected.

19.2.1.2 Wind Shear
Wind shear is meteorologically
defined as the local variation of wind
velocity in a given (but changeable)
direction. Wind shear in aviation
equates to the rate of change of wind
velocity along the path of an aircraft.
The factors that determine the
resultant effect on aircraft are the kind
of wind system, its development and
the aircrafts flight path and speed
relative to the system.
Winds shear, with or without
turbulence, alters the lift forces acting
on an aircraft resulting in a significant
sinking or rising motion. It is thus
categorised as:
Increased performance shear
caused by increasing headwind
or decreasing tailwind
component or vertical updrafts.
Decreased performance shear
caused by decreasing headwind
or increasing tailwind
component or vertical
downdrafts.
19.2.2 Classifications of Turbulence
19.2.2.1 Convective Turbulence
This type of turbulence is caused by thermal
instability and is met in association with the
development and activity of thunderstorms.
It can cause extreme air motion up and
downdrafts speeds of up to 6000 ft/min.
Most encounters with severe turbulence are
experienced in connections with
thunderstorm activity.

19.2.2.2 Orographic Turbulence
Under certain conditions of atmospheric
stability and wind speed, the airflow over a
mountain ridge creates a standing wave
pattern on the lee side. In its larger form this
is known as a Mountain Wave which may
cause severe turbulence. Typical tell-tale
signs are lenticular and rotor clouds, and
also clouds with waterfall appearance.
The strongest turbulence maybe expected in
the rotor clouds.
19.2.2.3 Clear Air Turbulence
Where large wind shear is present,
turbulence may be expected. This
clear air turbulence (CAT) is of
special significance, since its presence
cannot be detected before it is
encountered. Areas where CAT may
be expected to occur are:
Along the borders of jet streams.
On the upper side of a sloping
tropopause.

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In the transition zone between
cold and warm air masses.

Wake turbulence is produced by the
vortices trailing from the wing tips of
an aircraft. These vortices are a
consequence of the differential
pressure between the top and bottom
surfaces of lift-producing wings.
Vortices have a contra rotating flow,
the direction of which is from under
the wing where the pressure is high,
around the wing tip to the top of the
wing where the pressure is low. The
vortices, if generated at altitude tend
to sink with a rate of between 300-700
feet per minute as they dissipate. If
produced near the ground they sink to
a height of 100-200 ft and spread out
laterally at about 5kts. A slight
crosswind may keep the windward
vortex on the runway for more than 2
minutes.
The intensity of the vortices increases
with the weight of the generating
aircraft, the wind loading and the
configuration. Strong wake turbulence
may be expected from heavy aircraft,
i.e. aircraft with weights above 136
ton. The effect on a following aircraft
depends on the separation and relative
wingspan. The most violent wake
turbulence is encountered about 3
miles behind a heavy aircraft.

Turbulence might also be expected
where parallel runways less than 2500
ft apart are being used.
The turbulence risk is greatly
increased if the following aircraft is
approaching the downwind runway in
crosswind conditions. The three basic
effects of wake turbulence on a
following aircraft are imposed roll,
loss of height or rate of climb, and
possible structural stress. The greatest
danger is the imposed roll on the
penetrating aircraft to a degree
exceeding its counter-control
capability.
19.2.3 Classification of Windshear
The flow of air beneath thunderstorm cell is
rather complex. Strong downdrafts in the
centre of the cell transport cooled air
downward, which then spreads outward
over the surface of the terrain. Warm air
flows up and into the cell around the
periphery in a counter-flow. The distance
from the cell to the leading edge of a shear
may be up to 15 nm. Shears may exist
simultaneously on several sides of a
thunderstorm cell.

19.2.3.2 Downbursts
The term downburst describes a
severe downward rush of air and its
outburst of damaging winds on or near
the ground. Downbursts may be
classified as either macrobursts or
microbursts according to magnitude.
Macrobursts and microbursts are
downbursts of different sizes with a
radial outflow at the earths surface
lasting between 3 to 20 minutes. The
meteorological parameters of micro-
bursts are relatively complicated and
predictions based on upper air and
surface observations have not been
very promising. Microburst as
downbursts of less than 4 km in
diameter, originate and descend from
the base of parent clouds (AC, CU,
and CB). They sometimes occur under
virga conditions, which is down
flow precipitation evaporating before
reaching the ground. The air rushes
down towards the earths surface at
high speeds. High total pressure at the
centre then accelerates the air
outwards, in the course of which the
velocity reaches values of up to 35-40

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kts. confined often to within 100 ft
above the ground. At the outer
boundary air moves up again in a
rotational movement and forms a
vortex ring. The time period over
which wind speeds exceed half the
peak value may last from 1 to 8
minutes. Depending on the movement
and the height of the base of the
parent cloud, microbursts may occur
as stationary or moving phenomena,
either on the surface or in mid-air.

19.2.3.3 Frontal Shear
Frontal wind shear is present in both
cold and warm fronts, but exists in a
different relative location in each type
of front. Because the cold front
boundary slopes back behind the
frontal surface, the wind shear line
also slopes back. However with the
warm front, the frontal boundary
slopes upward ahead of the surface
front, so the wind shear does likewise.
Significant wind shears can be
expected if a big surface temperature
difference (> 6 Degrees C) exists
across the front and if the front is
moving rapidly (>30 kts).

19.2.3.4 Lee Wave, Rotor Shear.
This type of wind shear is associated with
mountain wave systems which produce
strong vertical and horizontal wind shears.
Frequently, a second rotor will form up to
100 nm from the lee side of the mountain.
Depending on the moisture content of the
air, lenticular clouds may be produced.

19.2.3.5 Temperature Inversions
Strong inversions may be associated with
wind shear near the ground. They occur
most markedly during winter, at around
sunrise. The main negative performance
factor is caused by the decrease in engine
power resulting from the temperature rise.

Terrain irregularities or buildings which
interrupt the wind flow can produce
significant wind shears close to the ground.
19.2.3.7 Policy
Flight through areas with known or
forecast thunderstorms, severe
turbulence or wind shear should be
avoided whenever possible due to the
various hazards involved e.g., hail,
lighting strikes, gusts, up and
downdrafts with subsequent altitude
or attitude changes and high g
loads, etc.
Do not take off during heavy
thunderstorm activity at the departure
airfield. Delay the approach or divert
to an alternate airfield rather than
penetrate a severe thunderstorm in the
approach area.
Strong winds may reach a magnitude
where ground handling and operation,
including taxi, will become unsafe or
even impossible. If surface mean wind
speeds of 60 kt or above are reported,
takeoff or landing is not authorised
and the airfield must be considered
closed.
19.2.3.8 General Guidelines
Mutual information on development
and position of thunderstorms by
Pilots and ATC, as well as a careful
weather watch is of great importance
for the early and adequate avoidance
of severe weather areas.
With thunderstorms in the vicinity of
the airfield, request radar vectoring
through thunderstorm-free areas and
arrange for the climb-out or descent to
route a safe distance away from active
CB clouds. Use all available
information such as airborne weather
radar, Pilot reports, etc. It should be
noted that ATC cannot always issue

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detours in congested areas due to
other traffic and also technical
limitations of the ground radar.
Turbulence and wind shear present a
potential hazard during takeoff and
climb-out, and approach and landing.
With strong shears, aircraft can
experience large fluctuations of
airspeed and lift in very short periods.
Pilots should be cautious whenever
wind shear can be expected.
Immediate corrective action to avoid
high sink rates close to the ground is
of vital importance.
Pilots are encouraged to improve their
own standards of Judgment based on
visual cues. They should also be
aware of the extreme limitations of
weather radar in producing a reliable
Capt.ture regarding the existence,
location and intensity of wind shear.
Radar can only paint weather, whereas
wind shear may occur some
considerable distance from any such
visible weather.
At some airfields low level wind shear
alert systems attempt to provide
warning in the event of horizontal
changes in wind direction and velocity
exceeding certain values, and rapid
surface pressure changes, which help
to detect cold front passages and
thunderstorm gust fronts. In the case
of wind shear along the approach path
Pilot reports still represent the main
source of information.
For takeoff, approach and landing
ATS provides a longitudinal
separation depending on wake vortex
category (Heavy / Medium). The
recommended minimum separation is
at least:
The table above shows the
recommended turbulence avoidance
procedures for various situations.

19.2.3.9 Pilot Responsibility
Wake turbulence may be encountered by
aircraft in flight as well as when operating
on the airfield movement area. When
accepting any traffic information from ATC
with regard to instructions to follow an
aircraft or visual approach clearance, Pilots
are reminded that they must maintain a safe
distance in relation to other aircraft.
Acceptance of a visual approach clearance
is an acknowledgement that the Pilot will
ensure safe takeoff and landing intervals
and accepts the responsibility of providing
his own wake turbulence separation.

Recommended Wake Separation
Take Off Two minutes behind heavy
aircraft
Approach
3nm medium behind medium
4nm heavy behind heavy

5nm medium behind heavy

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Recommended Wake Turbulence Avoidance Procedures
Landing behind a large aircraft
on the same runway:
Stay at or above the large aircrafts final approach flight
path.
when a parallel runway is
closer than 2500 ft:
Consider possible drift to your runway. Stay at or above the
large aircrafts final approach flight path. Note its
touchdown point.
on a crossing runway:
Cross above the large aircrafts flight path.
Landing behind a departing
large aircraft on the same
runway:
Note the large aircrafts rotation point. Land well before the
rotation point.
Landing behind a departing
large aircraft on a crossing
runway:
Note the large aircrafts rotation point. If past the
intersection, continue the approach and land prior to the
intersection. If the large aircraft rotates prior to the
intersection, avoid flight below the large aircrafts flight
path. Abandon the approach unless a landing is assured well
before reaching the intersection.
Departing behind a large
aircraft:
Note the large aircrafts rotation point. Rotate prior to large
aircrafts rotation point and continue climb above and stay
upwind of the large aircrafts climb path until turning clear
of his wake. Avoid subsequent headings which will cross
below and behind a large aircraft. Be alert for any critical
takeoff situation which could lead to a wake turbulence
encounter.
Intersection takeoffs on the
same runway:
Be alert to adjacent large aircraft operations, particularly
upwind of your runway. If intersection takeoff clearance is
received. Avoid subsequent headings which will cross below
a large aircrafts path.
Departing or landing after a
large aircraft has executed a
low missed approach or touch-
and-go landing:

Because vortices settle and move laterally near the ground,
the vortex hazard may exits along the runway and in your
flight path after a large aircraft has excluded a low missed
approach or a touch-and-go landing, particularly in light
quartering wind conditions. Ensure that an interval of at least
two minutes has elapsed before taking off or landing.

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19.2.4 Takeoff and Climb-out
Pilots must be alert to the possibility
of wind shear during departure when
studying weather information
indicating:
Thunderstorm cells are in the
vicinity of the airfield at a
distance of 15 mm or less.
Frontal speeds exceeding 30 kts
are evident.
The presence of high base
convective clouds with high
surface temperatures and large
dew point spread.
Strong temperature inversions.
All these are indicators of the
existence of wind shear. If wind shear
is expected after takeoff, the following
precautions should be considered.
Use of maximum takeoff thrust.
Use of higher climb out speed.
Use of recommended flap
setting. Normally this is the
lowest flap setting.
Delayed takeoff.
Make optimum use of any installed
wind shear guidance system. If such a
system is not available, consider the
following:

Do Not Chase Airspeed
Avoid pitch down when airspeed
decreases unexpectedly and hold pitch
until reaching V2. If the descent is
unavoidable and risk of ground
contact exists, use full thrust by
moving the throttles to the mechanical
limits.
Instead, increase pitch attitude
smoothly and progressively until
reaching stick shaker actuation.
Release attitude slightly to stay just
below stick shaker. Do not trim the
aircraft for recovery. Loss of lift is not
only caused by loss of airspeed but
also by a decrease of angle of attack
which in turn reduces lift. This means
that lowering the pitch attitude to
gain airspeed in a tail wind or
down-flow wind shear could result in
a loss of lift and a subsequent heavy
sink rate. Reduce attitude as soon as a
positive rate of climb is evident.
Watch for the return of normal
conditions, do not over correct when
flying out of the wind shear zone.
Radio altimeter, GPWS and flight
path vector are the best indicators for
climb and descent in these conditions.
19.2.5 CRUISE
19.2.5.1 Avoidance
Thunderstorms shall be avoided:
Visually by staying well clear of
cumulonimbus clouds.
By using the airborne weather
radar to find the most suitable
corridor.
By requesting radar vectors from
ATC.
Whenever possible avoid:
Flight in cirrus clouds if
thunderstorm activity is reported
along the route, as they may be
hiding anvil tops and reduce the
effectiveness of the airborne
weather radar.
Flight at or near the freezing
level where the heaviest icing
and hail must be expected.
Altitudes between 10,000 ft and
25,000 ft, as they will provide
the roughest ride even outside
active storm centres.
Flying below the overhang of
CB clouds. This is the area
where heavy hail can be
expected.

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Strong echoes shall be avoided by
10nm or more. This is most important
at 20,000 ft and above and for
circumnavigation of echoes which
have prominent scallops or other
protrusions.

19.2.6 Preparation
If flying through a thunderstorm or
severe turbulence area is anticipated
or unavoidable, following
preparations shall be made:
Monitor airborne weather radar
carefully
Advise cabin crew about the
presence of adverse weather
conditions and the need to
secure passengers and galleys.
Food and drink service shall be
minimized or even stopped
depending on the expected
degree of turbulence. To
preclude injuries to passengers,
no hot liquids shall be served in
moderate to severe turbulence.
When severe turbulence is
expected, flight attendants shall
be instructed to sit down and
fasten their seat belts.
Secure all loose items in the
cockpit.
Fasten the shoulder harness.
Switch on cockpit lighting to
high intensity to avoid being
dazzled by lighting in the
thunderstorm.
Fly at the recommended
turbulence penetration speed.
Switch on engine ignition and
anti-icing equipment.
19.2.7 Altitude
Do Not Chase Altitude .
Ensure Autopilot is engaged.
At maximum cruise altitude, the
margin between low speed and high-
speed buffet is small and any increase
of g loads whether caused by
manoeuvring or by turbulence, may
lead to serious difficulties. This shall
be considered when trying to climb
over a turbulent region. Avoid
altitudes approaching maximum cruise
altitude. Allow altitude to vary. Large
altitude variations are possible in
severe turbulence. Sacrifice altitude in
order to maintain the desired attitude
and airspeed. Vertical speed mode is
the best mode to maintain altitude.
Maintain the recommended turbulence
speed as target speed. Set thrust as
required and then do not change it
unless required by large or persistent
airspeed or altitude variations. The
aircrafts real airspeed will remain
within reasonable limits as long as
thrust is set properly. Avoid large and
rapid throttle.
If caught unawares by turbulence, do
not slow the aircraft down rapidly.
Wait until a positive trend has been
identified.
Maintain Constant Attitude
Maintaining a level flight attitude is
most important. This is achieved by
the autopilot. Should it be necessary
for any reason to fly the aircraft
manually, control pitch attitude with
smooth control inputs to the elevator.
Closely monitor in the ADI/PFD, as it
may be the only correct indication. All
pressure instruments may be seriously
erratic.

19.2.8 Stabilizer Trim
Do Not Chase Stabiliser Trim
Trimming in severe turbulence can
lead to Stabiliser settings, which can

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cause serious control problems,
especially during recovery.
Use of Autopilot and Flight
Director.
Since the autopilot will not be subject
to false attitude interpretations or
difficulties with erratic instruments.
Its use in the appropriate mode (one
that maintains constant attitude) is
strongly recommended.
That flight director can effectively
reduce work load and is therefore
recommended for use in turbulence. It
provides a good reference for controls
about all axis and will give a reliable
Indication for proper control inputs if
forced to fly manually.

19.2.9 Recovery
Should control be partially lost due to
severe turbulence, resulting in a steep
dive, the following recommendations
may be helpful for a successful
recovery:
Use speed brakes to prevent a
rapid speed at a reasonable
value. Do not retract speed
brakes until recovery is affected.
Keep one hand on the speed
brake lever until retraction.
Elevator forces can become very
heavy as speed increase, creating
safeguard against excessive g
loads. If Stabiliser trim is used
for recovery, use it with utmost
caution so as to avoid heavy
loads and a possible over trim,
which could result in a renewed
loss of control.
If strong elevator forces are applied.
The trim motors might become
ineffective (stalled). Reducing the
elevator forces will allow the trim
motors to drive the stabilizer in the
desired direction.


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19.3 Operation in areas contaminated by
volcanic ash
19.3.1 General
The following material provides
operational recommendations and
procedures for aircraft operation into
areas of known or potential volcanic
activity.
Considering the potential adverse
effects, operation from or to airports
contaminated with volcanic ash
should be avoided, if possible.

19.3.2 Ground Operation
19.3.2.1 Parking
Aircraft exposed surfaces should be
cleared of the ash layer which may
contaminate the lubricated parts,
penetrate the seals or enter the engines
gas path, air conditioning system and
other aircraft orifices.
During preflight, insure that the inlet
and exhaust areas have been cleared
of volcanic ash as much as possible.
This ash may be removed by using
brooms and vacuum cleaners.
Inspect and clean away (as far as
practical) any volcanic ash within 25
feet of the engine inlets.
Prior to starting, dry motor the engine
at maximum motoring speed for two
minutes prior to turning the fuel on.
This will help to blow out any ash that
may have entered the booster area.
Do not use windshied wipers for ash
dust removal.
Do not use APU for air conditioning
and electrical power supply. Restrict
ground use of APU to engine starts, as
required.

19.3.2.2 Taxi
Following brakes release, advance the
throttles in a smooth, deliberate
manner to the minimum thrust level
required for breakaway.
Return the throttles to ground idle
when rolling.
Maintain the BLEED VALVES
closed.
On airports areas where drifting
contaminant is present, avoid sharp or
high-speed turns.
Following a backtrack on the runway,
allow ash and dust to settle prior to
initiating the take-off roll.
Avoid taxing aircraft in contaminated
areas wherever possible by the use of
tugs to tow to clean or cleaner areas
for engine start and preparation for
TAKOFF. On LANDING, again limit
taxi to an area where tugs can be used
to move around the airport.

19.3.2.3 Take-off
Make optimum use of the rolling take-
off technique.
Enter runway while rolling and slowly
but without hesitation, advance the
throttles to take-off power setting.
Note: If ATS is used for take-off, slightly
delay triggering GO levers to prevent
engine spool-up while the aircraft is still at
low speed.

19.3.3 Flight Operation
Flight into areas of known volcanic
activity must be avoided. This is
particularly important during hours of
darkness or in meteorological
conditions when volcanic dust may
not be visible.
Avoidance is the only effective
protection. Active NOTAMs,
SIGMETs and recent information

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from meteorological broadcasting
stations or ATC should be carefully
considered by flight crews.
Note: Volcanic ash is composed of very
small and dry particles and therefore do not
provide any weather radar return.

19.3.4 Ash Cloud
Flying through an ash cloud is an
extreme hazard for engines and
aircraft and must therefore be avoided
by all means. The flight crew can be
exposed to an accumulation of serious
abnormal conditions, which may lead
to critical emergency situation.
Volcanic ash may extend for several
hundred miles, and eruptions may
send ash plumes up to 40,000 ft.
However neither ash cloud nor
volcanic dust can be detected by the
WX-radar.
If the aircraft enters an ash cloud
expect smoke, dust or acrid odours
similar to electric sparks in the cockpit
and at dark heavy static discharges
around the windshield. Beside a
multiple engine failure, engine surge
or overheat, airspeed may become
unreliable. Furthermore pressurization
and electrical systems may be
affected. If for any reason ash cloud
encounter occurs it is recommended:
Not climb in order to overfly the
ash cloud.
To reduce power to idle to
provide additional stall to escape
the ash cloud by descending and
flying a 180 turn (if terrain
permits).
To closely monitor attitude
versus airspeed
To keep as many engines
running as possible. If an engine
has to be shut down due to EGT
exceedance restart the engine
using the published procedures.
If an engine fails to restart,
repeated attempts should be
made immediately to avoid
solidification of molten ash on
the turbine blades.
To use as much airbleed as
possible to increase engine.
Once the aircraft has successfully
escaped the ash cloud land at nearest
suitable airport; consider a runway
with autoland capability, if visibility
through the windshields is impaired.
If a volcanic eruption is reported
while in flight, the flight should
remain well clear of the affected area
and, if possible stay on the upwind
side of the volcanic dust (typically
20NM upwind of the erupting
volcano).
Volcanic ash cloud encounter may be
suspected, should one or several of the
following indications be observed :
Smoke or dust appearing in the
cockpit.
Acrid odor similar to electrical
smoke.
At night, St. Elmo fire/static
discharges appearing around the
windshield.
Bright white/orange glow
appearing in the engine inlets.
Landing lights casting sharp,
distinct, shadows.
Multiple engine malfunctions,
such as increasing EGT, power
loss, stall or flame out.
Should a volcanicash cloud be
encountered accomplish the following
while initiating a 180o turn (so as to
exit the volcanic ash cloud in the
supposely shortest time):
ATCNOTIFY

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CREW OXYGEN
MASKSON / 100%
As smoke, dust or acrid odor
similar to electrical smoke may
be present/appear in the cockpit.
PASSENGERS
OXYGEN..AS RQRD
Depending on contamination.
A/THRDISCONNECT R
This will prevent the auto
throttle from generating throttles
activity.
THRUST (conditions
permitting). DECREASE
So as to reduce ash ingestion, limit the
EGT rise and, thus, limit the build-up
of molten ash on turbine vanes. This
will assist in maintaining the engine
surge margin. Damage to rotating
parts, due to erosion, will be also
minimized.
IGNITION..CONT RELIGHT
Selecting the continuous ignition will
enhance the flameout profection and
maximize the rapid relight capability
in the event of a roll-back or flame-
out.
ENG ANTI ICE..ON
WING ANTI ICE....ON
AIR CONDITIONING..........NORM
FLOW
Increasing the bleed air extraction
significantly increases the engine
surge margin but also slightly
decreases the engine acceleration
capability.
APU.START
If available, the APU may be started
in readiness for a starter assisted
relight in the event of an engine
flameout and to provide electrical
power in case of main engine power
loss.
ENGINE
PARAMETERS.MONITOR
EGT should be particularly monitored
for any exceedance tendency.
To prevent exceeding EGT limits it
may become necessary to consider a
precautionary engine shut-down and
ENG RESTART IN-FLIGHT.
Notes: - For engine restart, switch off
ENG ANTI ICE and WING ANTI
ICE to optimize engine-starting
capability.
If first engine restart attempt is
unsuccessful, repeated successive
attempt should be made immediately.
A successful engine restart may not be
possible until the aircraft has existed
the volcanic ashcloud.
Upon restart, the engine acceleration
may be very slow and should not be
misinterpreted as a failure to start or
an engine malfunction.
When clear of the volcanic ash cloud,
and if engines have been restarted,
avoid thrust lever movement if
possible. If compressor and or turbine
blades have been eroded, an increase
in fuel flow and EGT may be noticed.
AIRSPEED INDICATIONS....MONITOR
If unreliable or loss of airspeed
indication is observed, establish the
appropriate pitch attitude (and/or
angle of attack) and thrust level (as
required), as per the procedures for
SPEED CONTROL WITH
UNRELIABLE AIRSPEED
INDICATION.

19.3.4.1 Reporting
Whenever operating in areas affected
by volcanic activity, flight crews
should be aware of volcanic activity
reporting procedures and familiar with
the use of the ICAO Special Air-

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Report of Volcanic Activity (Model
VAR)
Should a volcanic ash cloud be
encountered, flight conditions and
crew duties permitting, the ATC
should be notified, providing
information concerning the location,
altitude and drift direction of the ash
cloud.

Communication difficulties may be
experienced due to electrostatic
conditions.
Because of the abrasive effect of the
volcanic ash on windshields and
landing lights, the visibility for
approach and landing may be
significantly reduced.
During landing, limit the use of
reverse thrust as much as possible, as
reverse flow may impair visibility.
If use of maximum reverse thrust is
anticipated, then apply reverse thrust
upon main landing gear touchdown.
At 80 Kts IAS or IAS fluctuations,
return reverse levers to the reverse
idle position.
Set reverse levers to the stowed
position when engines reach idle level
(approximately at 60 Kts IAS), unless
use of reverse thrust down to low
speed is required for safe aircraft
breaking.
Braking efficiency may be degraded
by the layer of ash on the runway.
Landing performance data for wet
runway (dry ash) or slush (wet ash)
should be considered.

19.3.4.3 Taxi And Parking
For taxi, limit engine operation to
ground idle level, as much as
practical.
Whenever an aircraft is planned to
stay over at an airport contaminated
with volcanic ash, engine inlet covers
as well as other protective covers and
plugs should be installed.

In order to assure that the technical
inspection for damage is carried out when
the aircraft structure has been exposed to
abnormal stresses, e.g. severe turbulence,
lighting strikes, etc., the flight recorder
EVENT button shall be pressed and an
entry shall be made in the Technical Log,
also stating gear position in case of
turbulence. An exceedance of the engine
power limitation has to be noted in the
Technical Log as well.

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CHAPTER 20: ETOPS / REMOTE DESTINATIONS
TABLE OF CONTENTS

20.0

20.1

20.2

20.3
Remote Destination Flight Preparation and Planning
20.0.1 General ...
20.0.2 Weather...
20.0.3 Holding Reserve..
20.0.4 Airfields .
20.0.5 Equal Time Point ...
ETOPS Flight Preparation and Planning
20.1.1General ....
20.1.2 Aircraft Serviceability.....
20.1.3 Use of Departure or Destination Airports as ETOPS Alternates
20.1.4 ETOPS Initial & Recurrent Training Requirements ..
20.1.5 MEL/CDL Considerations..
20.1.6 ETOPS Orientation Charts .....
20.1.7 ETOPS Suitable Alternate Selection ..
Enroute
20.2.1 Systems Monitoring ...
20.2.2 Weather Monitoring ...
20.2.3 Alternate Airport Suitability...
Computerized Flight Plan (CFP)...

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20.0 Remote Destination Flight
Preparation and Planning.
20.0.1 General
This chapter covers additional
requirements for flight to a Remote
Destination and ETOPS flights. For
general flight planning requirements
Refer to Chapter 8.
For flights dispatched to a Remote
Airfield a fuel check must be carried
out at the last ETP. At this point the
fuel expected to remain overhead the
intended destination should not be
less than the Holding Reserve fuel.
Before reaching this ETP crew should
obtain, if possible, and updated
forecast and latest actual weather for
the intended destination.
This procedure may be applied if the
destination airfield is geographically
isolated and has no suitable alternate
airfield within a reasonable range. It
will be used only when authorized by
CAA and involves substituting a
Holding Reserve in place of the
Alternate and Final Reserve Fuel. The
following conditions must be
satisfied:
20.0.2 WEATHER
The weather forecast must indicate that for
a period of time from ETA at destination to
ETA plus two hours, the weather must be at
least a circling minima plus 300ft./1.0 km.

20.0.3 Holding Reserve
The Holding Reserve will not be less than
the fuel required to cruise for two hours at
the last flight planned cruising level using
Long Range Cruise consumption calculated
at the weight and temperature applicable to
arrival overhead the destination.

20.0.4 Airfields
Airfields designated as Remote will be
listed in the Route Manual.

20.0.5 Equal Time Point
An equal time Point will be calculated
between the destination and the last suitable
enroute alternate airfield, and this ETP will
be indicated on the CFP.

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20.1 ETOPS Flight Preparation and
Planning
20.1.1 GENERAL
This chapter covers additional
requirements for ETOPS flights and
flights to a remote destination. Refer
to Chapter 8 for general flight
planning requirements.
ETOPS operations are those which
enable the operation of twin engine
aircraft on routes which exceed 60
minutes single engine flying time
from an adequate airfield for which
authorization has been given by CAA
to conduct a flight under ETOPS rules
and it is defined by the approved
maximum diversion time/distance for
the specific aircraft type.
An ETOPS flight is processed as
normal flight with additional
restrictions relating to extended range
operations. PIA Operations Control
dispatchers will liaise with
Engineering if there are any technical
restrictions affecting the aircraft, and
provide the flight crew with all
relevant information to conduct the
flight safely.
ETOPS Area of Operation

20.1.2 AIRCRAFT SERVICEABILITY
Additional pre-departure checks are
carried out by Engineering, and the
flight crew must check that the
aircraft Technical Log contains the
entry Cleared for ETOPS
An ETOPS service check will be
carried out ex-station for all ETOPS
flight departures. However, should the
service include an intermediate stop
prior to the final destination, and as
long as no ETOPS sensitive failures
have occurred, the initial departure
point ETOPS service check will be
considered valid for the intermediate
stop departure.

20.1.3 Use of Departure or Destination
Airports as ETOPS Alternates.
For PIA ETOPS operations, the dispatcher
will check that the above conditions apply
at the selected airports and load these for
use on the CFP. The flight crew will
confirm these selections are suitable during
their pre-flight planning.

20.1.4 ETOPS Initial & recurrent
training Requirements
Refer Chapter 3 of this manual and Training
Policy.

20.1.5 MEL / CDL considerations
Any systems deficiencies that may have an
impact on the dispatch of the aircraft under
ETOPS are notified to Operations prior to
dispatch. These items are reviewed by the
flight crew to assess what affect they may
have in terms of additional dispatch
requirements and / or limitations (i.e.
additional fuel requirements).
20.1.6 ETOPS ORIENTATION
CHARTS
The ETOPS Orientation chart depicts the
airway for the selected ETOPS route. The
purpose of the orientation chart is to permit
crews to confirm that the planned route is
within the 120 minutes arcs for ETOPS, or
if non ETOPS, that the route is within the
60 minutes arcs.
20.1.7 ETOPS SUITABLE
ALTERNATE SELECTION
One of the distinguishing features of
ETOPS is the concept of a Suitable
airport. An en route adequate airport
is defined as being suitable when:

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The forecast during a period of 1
hour before the earliest and 1
hour after the latest time of
possible landing is equal to or
exceeds the applicable ETOPS
planning minima. The applicable
planning minima are predicated
in ETOPS Guides of respective
aircraft types (B-777 and A-
310).

20.2 Enroute
20.2.1 Systems Monitoring
The aircraft systems status should be
monitored throughout the flight and
reviewed prior to entering the ETOPS
segment.
Should any failure occur which
renders the aircraft unserviceable for
ETOPS prior to entering the ETOPS
segment, the flight must not proceed,
and a return to the departure point or
re-routing on a non ETOPS route is
necessary.
If the failure occurs in the ETOPS
segment, the flight may continue or
divert at the commanders discretion.

20.2.2 Weather Monitoring
During the flight planning stage,
forecasts must indicate that the
weather at the enroute ETOPS
alternates will be at or above alternate
limits in order to nominate them as
suitable.
Once the aircraft has been dispatched,
the forecast need only indicate that the
weather at the enroute alternates will
remain at or above the landing
minima.
Should the weather at a selected
alternate deteriorate below landing
minima prior to entering the ETOPS
segment, or whilst in the ETOPS
segment, another alternate must be
nominated that does satisfy the
weather requirements. If this is not
possible, the flight must not enter the
ETOPS segment. If already in the
ETOPS segment, the Captain will
decide whether to continue or to re-
route.
PIA Operations Control maintains a
flight watch for ETOPS flights. The
flight watch personnel monitor.
Weather forecast and reports for
ETOPS en-route alternates,
Enroute weather forecasts and
sigmets.
Any alteration to the status of
enroute alternate facilities.
Should any factor render an
enroute alternate unsuitable, they
will contact the flight and assist
with any re-planning that may be
required (i.e. selection of
different enroute alternates, fuel
requirements, re-routing etc.).
Communications between the
aircraft and Flight Operations
will normally be through HF
with the flight crew using
SATCOM if necessary/available

20.2.3 Alternate Airport Unsuitability
The loss of required facilities, or the
deterioration of weather conditions below
landing minima at the alternate render it
unsuitable. If this situation occurs prior to
entering the ETOPS segment, and no other
suitable alternates can be used to continue
under ETOPS, then a return to the departure
point is required (unless fuel on board
permit re-routing on a non-ETOPS route). If
this situation occurs after entering the
ETOPS segment, then the commander must
make an operational decision as to whether
to continue or to divert, given the prevailing
conditions.

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20.3 Computerized Flight Plans (CFPs)
The CFP is the master reference document
for ETOPS flight planning. In addition to
the normal information provided on the
CFP, specific ETOPS information is also
included on the last page of the CFP,
although the ETPs are also included in the
main body of the flight plan.

NOTE:
REFERENCE MAY BE MADE TO THE
ETOPS FLIGHT CREW GUIDES
PERTAINING TO BOEING 777 AND
AIRBUS A-310 ARE AVAILABLE FOR
FURHTER INFORMATION AND
DETAILS. THESE DOCUMENTS ARE
DULY APPROVED BY CAA PAKISTAN.


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CHAPTER 21: ABNORMALS
TABLE OF CONTENTS

1.0 Technical Malfunctions and Emergencies
21.0.1.1 Non-Routine Operation..
21.0.1.3 Emergency..
21.0.2 General..
21.0.3 Safety Aspects...
21.0.4 Choice of Airspace....
21.0.5 Throttle and Fuel Level.
21.1 Crew Management
21.1.1 Emergency In-flight Crew Management...
21.1.1.1 Command....
21.1.1.2 Emergency Procedures..
21.1.1.3 Emergency Authority of the Captain..
21.1.1.4 Communication...
21.1.1.5 Recognizing the Emergency...
21.1.1.6 Crew Co-Ordination...
21.1.1.7 Identifying the Emergency..
21.1.1.8 Evacuation Assignments.
21.1.1.9 Checklist Memory Items.
21.1.1.10 Use of Checklists..
21.1.1.11 Execution of Abnormal/Emergency Procedure
21.1.1.12 Reviewing and Planning...
21.1.1.14 Coordination with ground fire fighting agency
21.12 Evacuation
21.2.1 General...
21.2.2 Assessment of Need for Evacuation..
21.2.3 Communication with Cabin..
21.2.5 Conduct of Following Evacuation.
21.13 Starting & Taxi
21.3.1 Starting..
21.14 Rejected Take-off
21.4.1 General..
21.4.2 Policy.
21.4.2.1 Control of Aircraft..
21.4.2.2 Decision Factors.....
21.4.2.3 Take-off Speed (VI) ..
21.4.2.4 Decision Management Below 80/100 Kts..
21.4.2.5 Above 80/100 Kts & Below VI..
21.4.2.6 Action in the Event of Fire on the Ground.

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21.15 Take-off & Climb
21.5.1 Engine Failure after V1..
21.5.2 Engine Fire Warning..
21.5.3 Overlimit
21.5.4 Tyre and Brake Problems.
21.5.5 Inability to Retract the Landing Gear ..
21.6.1 Engine/ Systems Failures.
21.6.3 Explosive Decompression/Emergency Descent...
21.6.4 Interception of Aircraft..
21.6.5 Political/Military Orders for Unscheduled Landing..
21.17 Engine-out Approaches and Missed Approaches
21.7.1 Single Engine Approach....
21.7.2 Single Engine Missed Approach...
21.7.3 Terrain Avoidance Maneuver...
21.18 Landing
21.8.1Emergency Landings..
21.8.2 Announcements.....
21.8.3 Hard Landings...
21.8.4 Overweight .Landings..
21.8.5 Landing Gear Problems.
21.8.5.1 Landing Gear Not Locked Down...
21.8.6 Foam Carpets.
21.8.7 Communication with Airport Fire Services...
21.19 Ditching
21.9.1 General...
21.9.2 Determining the Ditching Heading....
21.9.3 Sea State....
21.9.4 Technique..
21.20 Loss of Communication Procedure....
21.21 Incapacitation of Flight Crew Members
21.11.1 Types of Incapacitation
21.11.2 Action in the Event of Pilot Incapacitation......
21.11.3 Care of the Incapacitated Flight Crew Member...
21.11.4 Standards Commands..

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21.0 Technical Malfunctions &
Emergencies
21.0.1 Definitions
21.0.1.1 Non-Routine Operation
It is an operation that has to cope with a
difficult or unusual situation or condition
calling for increased or immediate attention
by the flight Crew and the concerned
Operations Control Officer.

21.0.1.2 Malfunction
It is a condition which might create or
contribute to an irregular operation of a
flight not directly endangering flight safety.
Typical malfunctions are covered by
regulations in the relevant Company
instructions and the respective FCOM.

21.0.1.3 Emergency
It is a condition which affects safety in such
a way that continuation of a flight is
seriously endangered. Emergencies shall be
handled according to the policies and
procedures in this subsection, subject to the
demands of the situation.

21.0.2 General
Additional information and
procedures are published in the
relevant Company instructions and the
respective FCOM.
It must be understood that it is
impractical to establish rules
governing every possible situation.
All personnel concerned are therefore
expected to act according to their best
judgment in each individual case.
During commercial operations the
flight crew members are prohibited
from simulating any emergencies.
Efficient management of non-normal
situations require concerted crew
coordination, adherence to the
PF/PM/FE specific actions and duties
as spelled out in the SOP, FCOM and
the Training and Standards Bulletins,
cross-checking of others actions, and
in the prioritization of normal, non-
normal or multiple non-normal
procedures.
Depending upon the circumstances,
the Captain should consider all or only
part of the following. It is up to his
good judgment to set the priorities
necessary to terminate a flight safely.

21.0.3 Safety Aspects
The general safety of the flight shall
be considered first:
Technical condition of the aircraft,
actual gross weight and remaining fuel
on board.
Terrain clearance requirements.
Enroute and terminal weather (wind,
temperature, icing, thunderstorms,
etc.)
Route and airfield facilities.

21.0.4 Choice of Airfields
In the following cases, a landing must
be effected at the nearest practicable
airfield:
Any fire on board an aircraft,
including engines, if fire fighting
is not possible or not effective.
Failure of an engine on a two
engine aircraft.
One main source of electrical
power remaining.
Smoke of unknown origin.
Dual hydraulic failure.
Second engine failure on an
aircraft with three or more
engines.
Structural damage.
Positive bomb threat. (Red
Threat)
Practicable Airfield in this context
means an airfield where a safe
landing for the respective aircraft
type in the actual configuration can

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be made, considering runway and
weather conditions, but disregarding
repair facilities, commercial
passenger handling facilities, etc. if
two or more possibilities exist, the
nearest airfield in terms of flight
time should normally be selected.
Incase of malfunctions (other than
those emergency cases listed above),
the Captain must decide whether a
landing shall be made at the nearest
suitable airfield or whether the flight
can safely proceed.

21.0.5 Throttle and Fuel Lever Handling
When the aircraft is on the ground the
Fuel Levers will always be operated
by the Captain. For any engine
abnormality in the air, the PF will
retard the affected throttle lever.
Auto-throttle should be disengaged on
the affected engine prior to calling for
any action requiring throttle lever
movement (i.e. Engine Fire, Fail, Stall
over limit etc.). The PM should guard
the unaffected throttle. When a drill
required the Fuel lever off, the PF will
guard the unaffected fuel lever and
the PM will select the appropriate
lever to off only after confirmation
from the PF.


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21.1 CREW MANAGEMENT
21.1.1 Emergency in Flight Crew
Management
21.1.1.1 Command
In all flight operations, the Captain is the
legal commander of the aircraft, regardless
of which seat he/she is occupying or who is
handling the flight controls. The sole
exception to this rule is where the Captain
has suffered incapacitation, in which case
the sequence of command is described
under Section 21.12

21.1.1.2 Emergency Procedures
The FCOM incorporates aircraft emergency
procedures. This section of the FOM
contains general information applicable to
all Company aircraft and to certain
situations not expressly covered in the
FCOM.

21.1.1.3 Emergency Authority of the
Captain
The Captain is permitted to deviate from
prescribed rules, minima, regulations and
procedures as required for flight safety
consideration during emergencies. An
aircraft in distress has the right of-way
over other air traffic. ATC should be kept
informed of deviations from clearance or
flight plans and will give priority to an
aircraft that has declared an emergency.

21.1.1.4 Communication
The Captain must ensure that Flight and
Cabin Crew, passengers, ATC and the
Company are promptly notified of essential
information. There should be no reluctance
to declare an emergency. Assistance can be
alerted immediately and cancelled later if
appropriate.
Communication between flight crew and
cabin crew during normal, abnormal or
emergency situations shall use standard
terminologies, signals or commands as
specified in the OM or SEP or the specific
SOP. As a minimum these situations
include emergency evacuation, severe
turbulence, cabin depressurization, forced/
emergency landing, ditching, crew
incapacitation and cabin security breach.
MAYDAY and PAN PAN calls are
internationally recognized emergency
transmissions that initiate ICAO prescribed
procedures and offer decided advantages to
the pilot in difficulties. The radiotelephony
distress signal MAYDAY and the
radiotelephony urgency signal PAN PAN
shall be sued at the commencement of the
first distress or urgency communication.
21.1.1.5 Recognizing an Emergency
Generally, the earlier an emergency is
recognized and dealt with, the less hazard
exits. Nearly all emergencies are dealt with
more easily when they are recognized early.
Each crew member shall be alert to unusual
conditions and report them to the Captain.
Such reports are essential in dealing
effectively with a potential or actual
emergency. Cabin Crew is to be encouraged
in this regard. They are to report promptly
any unusual sound, smell, appearance, or
vibration of the aircraft. Should such a
report concern an item that proves to be of
little or no consequence, a Flight Crew
member should, nonetheless, give a full
explanation to the Cabin Crew member
making the report.

21.1.1.6 Crew Co-ordination
As in normal operation, effective
action during an emergency depends
on the crew members functioning as a
team. The unexpected and critical
nature of emergencies requires good
command discipline and management
skills. Discipline is the basis of
effective crew action during an
emergency.
The Captain must ensure that the crew
is provided with clear directions.
Without directions the crew members

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will act on their own in an effort to
cope with the situation. Such efforts
can lead to confusion and ineffective
action. When an emergency occurs,
the Captain is to instruct the crew on
their actions. Crew action should be
deliberate and coordinated.

In an emergency it is important to
establish communication without
delay between the Flight and Cabin
Crew members. All crew members
should be kept as aware of the
problem and the plan that follows as
time and good judgment permits.
When an emergency occurs, the
following items must be considered
in sequence:
Aircraft Control One pilot
must fly the aircraft. Usually
this is the Pilot flying at the
time, but the Captain may elect
either to fly the aircraft himself
or to instruct the First Officer to
fly it. Assuming control of the
aircraft does not relieve the
Captain of the responsibility for
directing crew action.

21.1.1.7 Identifying the Emergency
The crew member who first recognizes the
emergency should announce it in a firm,
clear voice, for example. Engine failure
or Engine fire. Any aural warning should
be silenced promptly without command.
The Captain should confirm the condition
and then direct the required crew action.

21.1.1.8 Evacuation Assignments
Crew member duties specified in the
Evacuation Drills are to be accomplished
when ordered by the Captain. The
evacuation assignments are in the
emergency chapter of the FCOM and in
Cabin Crew Emergency Manual (SEP).
Each Crew member must be able to
accomplish from memory the duties
specified in the evacuation assignments, for
his or her station, and also be familiar with
assignments of other crew members.

21.1.1.9Checklist Memory Items
When applicable, boxed or recall/memory
items are to be accomplished as called for
by the Captain and as described in the
emergency chapter of the FCOM. Each
Flight Crew member must have all boxed or
recall/memory items committed to memory
and must be able to accomplish from
memory all of those items applicable to his
station. These items are highlighted on the
emergency checklist for the applicable
procedure.

21.1.1.10 Use of Checklists
After accomplishing any recall items
or, if there are none, after identifying
the emergency, the PF should call for
the appropriate checklist.
Using the checklist, the Pilot
Monitoring should confirm the
completion of all recall/memory items
and then declare that they have been
completed. If a recall/memory item
has not been accomplished, he/she is
to call out that item.
Following the recall/memory items,
he/she should read the challenge and
response for each subsequent item.
The Flight Crew member
accomplishing the required action
should repeat the response.
On aircraft fitted with ECAM/EICAS
systems the checklist items and
responses are to be read out and dealt
with in accordance with the FCOM
procedure.

21.1.1.11 Execution of Abnormal/
emergency procedures
To ensure cross check and verbal
confirmation by two flight crew

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members before the action of any
below mentioned aircraft system
controls, refer to fleet specific
FCOM/FCTM:
Engine thrust levers
Fuel master and control switches
Engine fire handles or switches
Engine fire extinguisher
switches
IDG/CSD disconnect switches

21.1.1.12 Reviewing and Planning
If time permits, applicable procedures
and information should be reviewed.
These are in the FCOM and in other
parts of this chapter. A plan for
subsequent action should be prepared
and thoroughly understood by each
crew member concerned.
Should an aircraft be evacuated for
any reason, and is subsequently
available for boarding by persons
other than the Flight or Cabin Crew,
precautions should be taken to
safeguard any valuables left on board
by the passengers at the time of the
evacuation.
If possible all personal belongings of
the passengers should be placed in
bags and labeled with the number of
the seat at which they were found.

Flight Crew reset of tripped fuel
pump and fuel pump control circuit
breakers is prohibited. Reset of any
other tripped circuit breaker is not
recommended, unless in the judgment
of the captain, the situation resulting
from the circuit breaker trip has a
significant adverse effect on safety.
These other tripped circuit breakers
may be reset once, after a short
cooling period (approximately 2
minutes). A ground reset of a tripped
circuit breaker by the Flight Crew
should be done in Co-ordination with
engineering personnel.

21.1.1.14 Coordination with Ground Fire
Fighting Agency
Under certain situations flight crew
may be required to coordinate fire
fighting procedure with a ground
agency. Under such circumstances
crew should confirm the VHF
frequency of the ground fire fighting
agency from the control tower and
establish direct communication with
them for optimum coordination.


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21.2 EVACUATION
21.2.1General
For specific crew assignments during
an evacuation, refer to FCOM.
The need for most emergency
evacuations comes about with little or
no warning. As a result, such an
evacuation is conducted without the
benefit of specific briefing. This
means that its success depends on
each crew members knowledge of
evacuation assignments and related
considerations.
21.2.2 Assessment of Need for Evacuation
An emergency evacuation shall
always be initiated whenever a
situation with risk of fire occurs in
connection with takeoff, landing,
taxiing or even with the aircraft
parked on the tarmac.
The Captain shall give clear orders if
and when he/she wants an evacuation
to be started. However, if no order is
received from the flight deck due
Pilots being incapacitated and the
necessity of an immediate evacuation
is evident, the Purser may initiate
evacuation immediately.
If the Captain decides that evacuation
is not required, he/she shall advise the
Cabin Crew by PA announcement.
Every evacuation shall be carried out
as quickly as possible. The passengers
shall be instructed to leave the aircraft
without their belongings and directed
to a position which is a safe distance
away.
21.2.3 Communication with the Cabin
Whether an evacuation is planned or
unplanned, early advise to the cabin
occupants is essential.
If the need for an evacuation cannot
be determined immediately, the
Captain should announce Cabin
Crew at Stations
If the Captain determines that the
possibility of an evacuation no longer
is exist, he/she should announce
Cabin Crew and passengers
remain seated
Any abnormal occurrence on the
ground that does not require an
evacuation but that
Could be of concern to cabin
occupants, such as a very sudden stop
or an unusual sound, should be
explained promptly to prevent any
undesirable reaction on the part of
Cabin Crew or passengers. After such
an occurrence and before continuing,
the Captain should check the door
warning lights for assurance that an
evacuation has not begun.
If no Flight Crew member has
provided the necessary direction, the
Purser should attempt to contact the
flight deck, either by interphone or in
person to obtain instructions. An
evacuation must not be initiated while
the aircraft is moving.
The Standard aircraft evacuation
announcement is made by the Captain
or designated crew member as
follows: Evacuate, Evacuate,
(LH/RH/ALL/FWD/REAR/ALL
AVAILABLE) exits. Additional
instructions should be included as
conditions warrant.
When the command to evacuate is
given, the evacuation must be
conducted aggressively. The hazard to
passengers and crew may increase as
time passes. Variations from standard
procedures should be avoided unless a
specific condition clearly indicates a
non-standard course of action.
The suitability of an exit should be
evaluated before it is used. Some
considerations are: height above the

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ground, its proximity to a fire, or its
relationship to waves or the water line.
If an exit is not safe to use, passengers
should be directed to another exit. As
each passenger reaches an exit, he/she
must be urged to move rapidly
through it and onto the slide or, in the
event of ditching, into the life raft or
the water.
If the evacuation is conducted on land,
passengers should be instructed to
clear the bottom of the slide, move
without delay as far away as possible,
and remain assembled in a group.
Passengers evacuating ahead of the
wing should be directed beyond the
nose of the aircraft. Passengers
evacuating behind the wing should be
directed beyond the tail. This is
intended to reduce the exposure of
persons to a wheel or fuel explosion.

21.2.5 Conduct Following Evacuation
As soon as the evacuation has been
completed the Captain should direct
activities as necessary to ensure the
general welfare of the passengers and
crew. Injured persons should be given
all available aid and comfort. If there
is a physician or trained nurse among
the passengers, he/she or she should
be asked to assist.
While the primary object of an aircraft
evacuation is to offload all occupants
promptly, consideration should also
be given to removing emergency
equipment that could be of use
following the evacuation, such as fire
extinguishers, first aid kits,
flashlights, megaphones and the
emergency radio. This consideration is
particularly important if the
evacuation is accomplished away
from an airport, in a remote area, or in
extremes of temperature.
On land, if the aircraft is not
hazardous, it may be re-boarded to
remove items that could improve the
passengers comfort, such as first aid
kits, life rafts, beverages, food, shoes,
coats, and blankets.
All crew members should mix with
the passengers and reassure them that
arrangements for their welfare are
underway. Crew members should not
group together or disassociate
themselves from the passengers.
Survivors should remain in the
vicinity of the aircraft unless there is
definite reason to believe that search
and rescue efforts will not locate it.
First aid instructions are in each first
aid kit. Survival instructions are in a
survival booklet which, together with
a first aid kit, is in the accessory kit
attached to each life raft.
When all that is possible has been
done concerning the welfare of the
passengers and crew, the Captain
should take whatever precautions
he/she can to safeguard the aircraft
and its contents.
When rescue assistant arrives, the
Captain should oversee the orderly
transfer of responsibility for the care
of passengers from his own and his
crews jurisdiction. Until this is
accomplished, the primary
responsibility of the Captain and his
crew is the welfare of the passengers.
This must have priority over all other
duties and responsibilities.
Following an accident, it is important
to enlist the co-operation of airport
officials and the police to ensure that
vital evidence is not lost by
interference with the wreckage before
the arrival of the official investigating
team.

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21.3 STARTING & TAXI
21.3.1 Starting
Engine/tailpipe fires developing
during start up shall be brought under
control by Flight Crew action as per
the appropriate checklist. The Fire
Department must be called to assist as
soon as possible.
Note: The fire extinguishers used by
Ground Crew are of limited value for
such types of fires for reasons of
accessibility of engines, type of agent,
etc.


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21.4 REJECTED TAKE-OFF
21.4.1 General
The occurrence of a malfunction
during takeoff calls for the full co-
operation of all Flight Crew members
as well as for sound and quick
decisions by the Captain. To be
properly prepared for such situations,
a good takeoff briefing is essential.

21.4.2 Policy
21.4.2.1 Control of Aircraft
The decision to continue the takeoff or
to reject rests solely with the Captain.
The stop action shall be made by
CM1.
CM1 keeps his hand on the throttles
until V1 is reached whether he/she is
the PF or PM.
If he/she decides to reject the takeoff,
he/she shall announce his intention by
calling out STOP. At the same time,
he/she shall initiate the reject
procedures listed in the respective
FCOM for the particular type of
aircraft.
If the First Officer is making the
takeoff, the Captain shall keep his
hand on the thrust levers until V1.
Should a rejected take-off be
necessary, the Captain will make the
decision and initiate it. By calling
STOP the Captain automatically
takes control of the aircraft and the
First Officer will assume the actions
of the PM.

21.4.2.2 Decision Factors
It is impossible to list all the factors
which could lead to the decision to
reject the take-off, but in order the
help in the decision process, the
ECAM (A-310) / EICAS (B-777) /
Master Warning inhibits the warnings
which are not paramount during
specific phases of takeoff as stated in
the FCOM.
The probability of a system
malfunction should always be
considered prior to each takeoff to
minimize the possibility of a hasty or
erroneous decision during the actual
takeoff run.
The decision on whether to reject a
takeoff is influenced by several
factors, including:
Nature of the failure or
malfunction. Actual
speed at time of failure or
malfunction.
Actual takeoff weight in relation
to the maximum possible value.
Runway length and surface
conditions.
Obstacles in the climb out path.
Meteorological conditions, etc.
Accordingly, the following policy
shall generally apply:
Serious failures or malfunctions
such as engine or aircraft fire,
structural damage, flight control
failure, unsafe takeoff warnings,
etc. before VI shall in principle
be handled according to the basic
policy below.
Minor malfunctions may justify a
continued takeoff, especially in
marginal conditions and at a
speed close to VI.
Note: A lack of any response to a
malfunction should be considered a subtle
incapacitation.
There shall be no attempt to
troubleshoot or rectify a fault during
the takeoff roll.
Certified performance data is
normally based on a smooth, dry, hard
surfaced runway unless otherwise
specified. When the speed is above
80/100 kts, a takeoff should be
discontinued only if a serious

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malfunction affecting safety occurs,
such as sudden loss of thrust, engine
fire, explosion, or serious malfunction
of the flight controls.
Therefore, the basic policy is to be go-
minded, but if the stopping actions can
be initiated prior to V1, reject the
take-off.
Additionally, only those malfunctions
which have a direct bearing on the
decision to abort should be called out
during the take off roll. The call
should be made in clear and concise
terms by the crew member who first
notices the malfunction.
If a rejected take-off is initiated at or
near VI during a runway limited
takeoff it is essential that the
manufactures recommended
procedure be followed to achieve
maximum stopping capability.
Standard calls must be adhered to
unless the safety or performance of
the aircraft is considered to be
affected.

21.4.2.3 Take-off Speed (VI)

A Rejected Takeoff is a demanding
maneuver, especially when speeds
approach VI.
In case of a rejected takeoff before VI,
the basic VI concept provides
protection to reject a takeoff safely
within the required runway length,
provided that:
The decision to stop has been
made before VI and the first
action of retardation has been
initiated by VI.
The runway is dry.
Full braking is applied.
Note: Use of reverse thrust
additionally decelerates the
aircraft although the effect of
reverse thrust is not considered
in the calculation of the stopping
distance on a dry runway.
With an engine failure near VI
on a marginal, wet runway, the
associated wet runway
performance corrections might
not entirely compensate for the
increased stopping distance
actually required.
The ability to stop in the remaining
runway can be affected by any of the
following factors:
Delay in initiating stopping
procedures.
Tyres damaged.
Brakes worn or not working
correctly, initial temperature
higher than normal.
Brakes not fully applied.
Runway friction coefficient
reduced.
Error in gross weight
determination.
Runway line up not considered.

21.4.2.4 Decision Management Below
80/100 kts.
Although we cannot list all the causes,
discontinuing the take-off should be
seriously considered if any.
ECAM/EICAS/Master Warning
comes on.
If the aircraft is dispatched with a
known defect which may activate
ECAM / EICAS /Master Warning but
which in itself does not warrant a stop
call, the Captain may wish to ignore
such ECAM/ EICAS warnings.
Note: The speed of 80/100 kts is not critical
and is chosen in order to help the captain
make his decision and avoid unnecessary
stops from high speed.

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21.4.2.5 Above 80/100 kts & Below VI
Rejecting the take-off is a more
serious matter, particularly on slippery
runways and could lead to a hazardous
situation when the speed is close to
VI. The decision to reject the take-off
should only be taken for a very few
causes the main ones being:
Fire warning or severe damage
Sudden loss of engine thrust
Conditions or malfunctions
where there are unambiguous
indications that the aircraft will
not fly safely
ECAM/EICAS/Master Warning
(which are not inhibited above
70 kts)
Any fire on board.
Engine failure
T.O. Configuration Warning
Note 1: Nose gear vibration should not lead
to an RTO above 80/100 kts.
Note 2: In case of a tyre failure in the VI
minus 20 to VI range: unless debris
from the tyres have caused serious
engine anomalies it is far better to get
airborne, reduce the fuel load and
land with a full runway length
available.
Note 3: Flight control jamming will most
likely be detected at the 80/100 kts
check or at rotation. When felt at
80/100kts the takeoff should be
rejected, while after VI the takeoff
must be continued, using PM
assistance if necessary.
Note 4: The call VI has precedence over
any other call.

21.4.2.6 Action in the Event of Fire on the
Ground
As soon as such an emergency
becomes apparent, e.g. fire risk, fire or
structural failure, etc. the Flight Crew
shall perform the On-Ground
Emergency checklist.
The aircraft should be stopped,
straight ahead on the runway
centerline. If the aircraft is brought to
a halt on the runway, the Captain must
ensure that the emergency is under
full control before attempting to taxi
the aircraft clear. Emergency vehicles
can approach the aircraft more easily
when it is on a runway rather than on
a taxiway

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21.5 TAKE-OFF & CLIMB
21.5.1 Engine Failure After VI
The PF shall establish a safe climb out
and plan for a landing at a suitable
airfield as stated in the preflight
briefing. One of the following
solutions should be considered:
Climb to the appropriate engine
out acceleration altitude. Level
off, accelerate and configure the
aircraft for maneuvering. Climb
to MSA or the altitude advised
by ATC at maneuvering speed.
Proceed towards a convenient
holding site or as advised by
ATC.
Follow the special engine out
procedure if published in the
Jeppesen Route Manual as it
provides safe obstruction
clearance in case of engine
failure.
Follow the normal SID or part
of it as contained in the ATC
clearance if aircraft gross weight
and climb performance permit
and obstruction clearance in not
in doubt.
Follow any route over known
obstruction free areas at the
Captains discretion.
Should an engine fail during climb to
cruising altitude, a landing at the
airfield of departure shall normally be
made. ATC shall be notified and
advised of the Captains intentions as
soon as possible following an engine
failure.

21.5.2 Engine Fire Warning
An engine fire warning during takeoff has
to be handled operationally in the same way
as an engine failure on takeoff. It is the
Captains responsibility to decide at what
moment the engine has to be shut down.
The first priority must be the complete
control of the aircraft until it is safely
stopped or safely airborne.

21.5.3 Overlimit
Whenever an over limit warning
occurs while an inversion is forecast
or reported, or in the Captains view
an inversion was a contributory factor,
record the fact in the Tech Log. If
possible, record the OAT increase
through any inversion.
Monitoring of the aircrafts
performance and flight path takes
precedence over recording of any
data.

21.5.4 Tyres and Brake Problems
Experience has shown that blown
tyres or structural failures of the
landing gear during takeoff may cause
severe damage to other parts of the
aircraft such as wings, flaps, fuselage,
engines, hydraulic and electrical
systems. In cases of suspected or
reported failures of this type it is
therefore recommended:
To leave the landing gear
extended, performance
permitting in order to avoid
further complications such as
jammed gear, wheel well fire or
an explosion.
To ask via ATC for an
inspection of the takeoff area in
order to check for evidence of
possible damage and to avoid
hazards caused by debris on the
runway.
Note: While ATC may be requested to
visually examine the aircraft for external
damage during the course of normal
maneuvers, low passes over the control
tower should not normally be made. For
more information refer to Landing Gear
Problems in section 21.8.

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Low landing weights are more
favorable for a landing with damaged
landing gear, but dumping of fuel,
where possible, is not advisable if a
risk or susCapt.ion of fire exist. It will
depend on the situation whether an
emergency evacuation shall be
prepared and performed. Additional
precautionary measures may be
advisable depending on the situation.
The critical area around the landing
gear should be avoided as far as
possible for at least 20 minutes after
landing.
Captains should be reluctant to
continue the flight as damage may not
show up immediately, but the
aircrafts condition may deteriorate
during continued Flight.

21.5.5 Inability to Retract the Landing
Gear
If the landing gear cannot be retracted
after takeoff, the flight may, at the
Captains discretion, land at the
nearest suitable airfield or continue to
the planned destination. If the decision
is made to continue the flights,
consideration shall be given to:
Weather enroute.
Terrain enroute.
Aircraft performance (including
the possibility of subsequent
engine failure).
Trip length.
Increased fuel consumption.
Any further restrictions
stipulated in the FCOM.


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21.6 CRUISE, DESCENT AND
APPROACH
21.6.1 Engine/System Failures
In case of an engine failure en-route, a
landing shall be made at the nearest
practicable airport. Captains shall
exercise their good judgment over the
selection made. In the event of system
failure the recommendations of the
FCOM should be followed.
In all cases replanning must be carried
out and it must be ensured that the
flight proceeds at or above the
MOCA/MORA. Drift down
procedures as contained in FCOM
must be used.
Note: On ETOPS sectors, the ETOPS
segment shall not be entered unless all the
requirements relating to equipment
serviceability are met

In case of an engine failure the PIC
must, depending on the circumstances
(e.g. technical condition of aircraft,
terrain, weather, etc) decide whether a
precautionary landing at a practical
airfield has to be made, or whether it
is safe to continue to the destination.
If the PIC decides to continue the
following shall apply:
A practical airfield shall be
available within 2 hour at 2-
engine-out cruise speed at all
times, on the planned route.
The 2-engine-out drift down
altitude shall be above
MOCA/MORA on the planned
rout.
For a possible 2-engine-out
diversion to an emergency
airfield, fuel dumping is
authorized to the extent that
landing is made with minimum
of 5500kg (B747) of fuel.
5500kg (B747) as minimum fuel
for landing criteria shall also
apply for calculating fuel
requirement for 3-engine flight to
the destination and diversion to
the designated alternate.

21.6.3 Explosive Decompression/
Emergency Descent
During flight at high altitudes, all
Fight Crew members must be
prepared for an explosive
decompression of the cabin. In case of
such an event, an emergency descent
must be initiated immediately to
protect passengers due to the limited
availability of emergency oxygen. Be
aware that an emergency descent as
such exposes the aircraft, its
occupants and other aircraft in the
area to further hazards (The oxygen
requirements on routes involving high
terrain are calculated by Operations
Engineering and charts are inserted in
Jeppesen Route Manual, where
required).
If an emergency descent has to be
made, the aim must be to bring the
aircraft down rapidly to an altitude
where the passengers can breathe
normally. Ensure that there is no
serious damage to the aircraft
structure before commencing a high
speed descent.
Do not make a steeper descent than
the situation warrants. Recommended
initial level off altitude is the higher of
10,000 or MORA.
For detailed guidance relating to flight
crew actions, functions and task
sharing refer to aircraft specific
FCOM .

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21.6.4 Interception of Aircraft
In case of a PIA aircraft being intercepted
by a military aircraft the Captain shall,
whenever possible, comply with the
interceptors signals /demands in the
interest of flight safety. For a detailed
explanation of signals and procedures refer
to the Jeppesen Route Manual.

21.6.5 Political /Military Orders for
Unscheduled Landing
Political or military order via ATC for
an unscheduled landing are only
compulsory if the given reason is
legal. The Captain is normally not in a
position to judge this legality at the
time. In order to avoid repercussions,
the Captain is advised to comply with
such imperative requests:
As long as the aircraft proceeds
over the territory of the requiring
state, and
If the safety of the operation
permits (weight, navigation
facilities, runway and airport
conditions).
PIA will initiate the necessary
diplomatic steps if the landing request
was illegal and thus caused
embarrassment to passengers or the
Company.


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21.7 ENGINE-OUT APPROACHES &
MISSED APPROACHES
21.7.1 Single Engine Approach
The lowest possible one-engine out
minima depend on the certification of
the particular aircraft type. It is PIA
policy that engine-out approaches
shall not be made to minima below
CAT1 unless there is no other option.
It is the Captains prerogative, taking
into consideration such factors as
weather, runway conditions,
additional technical problems actual
weight, etc. to select a higher minima
than that published for the approach.
If possible an airport should be
selected with weather conditions of at
least circling minima, and a runway
where glidepath assistance is
provided.

21.7.2 Single Engine Missed Approach.
The missed approach procedure
published on the approach chart is
normally based on a climb gradient of
2.5%.
If obstacles exist around the airport
and an even higher climb gradient
may be required. This will be
published on the applicable Jeppesen
missed approach procedure.
For such critical airfields engine-out
minima may additionally be published
in the Jeppesen Route Manual based
on climb performance, maximum
landing weight and standard
conditions for temperature and
pressure.
The acceleration altitude for all engine
and engine out missed approaches will
be the Jeppesen published missed
approach altitude.
Generally a 2.5% gradient will, in
almost all cases, be exceeded during
an all-engines missed approach.
However, Captains should make an
adjustment to the minima for an
approach if they consider that the
required missed approach gradient
will not be met under conditions of
degraded aircraft performance. e.g.
engine, flap, landing gear malfunction
etc.

21.7.3 Terrain Avoidance Maneuver
A GPWS/ EGPWS activated Terrain Alert
shall require an aggressive pitch-up
maneuver by recall by the flight crew to
extract maximum performance from the
airplane. The exception to this need shall
only be when flight crew is visual with
ground/ terrain and they can confirm the
alert not to be a threat. Aircraft specific
FCOM/ SOP crew actions and task sharing
shall be adhered to until the imminent threat
is removed.

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21.8 LANDING
21.8.1 Emergency Landing
The amount of preparation that can be
made for an emergency landing or
ditching depends on the time available
before landing. In case of an
anticipated emergency landing the
Captain shall summon the Purser to
the Cockpit by announcing:
Purser to Cockpit immediately
Preparations must be as thorough as
time permits. The following should be
accomplished:
For a ditching, complete the
preceding announcements, as
outlined.
Review the general evacuation
plan, including the operation of
the seat belts, doors, slides,
emergency exits, life vests, and
life rafts.
Designate able bodied and
willing passengers to primary
and alternate exits with briefing.
Assign competent people to aid
children and handicapped
passengers.
Place hand baggage, loose items
that cannot be stowed securely,
and potentially dangerous
personal articles in lavatories
and lock the doors from the
outside.
Turn off the galley power.
Secure the galley and class
divider curtains open.
Whether on land or water an
emergency landing can result in
sudden and violent forces acting on
the aircraft before it comes to a
complete stop. Seat belts must not be
unfastened until the aircraft has come
to a complete stop
If time permits prior to an emergency
landing that may require an aircraft
evacuation, the Purser shall brief the
passengers on the exits to be used.
Consideration should be given to the
type of emergency in progress, and
passengers must be instructed not to
use certain exits if they are liable to be
hazardous. For an emergency
landing on land, two adult males
should be assigned to precede other
passengers down each slide and
instructed to hold the slide in position
and assist other passengers. This is
important in strong or gusty winds.

21.8.2 Announcements
The following announcements are
provided for use as conditions
indicate. When an emergency landing
or ditching is imminent, the Captain
(or his delegate) shall announce two
minutes prior to touchdown:
Cabin crew take positions for
Landing
Cabin crew take positions for
Ditching.
30 seconds before touchdown, Captain
or designated Crew member shall
announce;
Brace for impact
Once the Captain has decided to
evacuate the aircraft:
.Evacuate, Evacuate,
AVAILABLE) exits
The cabin attendants will direct the
passengers to the available evacuation
exits by shouting:
Open Seat Belt, Leave Everything,
This Way

21.8.3 Hard Landings
Normal sink rates during touchdown
are between 120 to 180 feet per
minute. Touchdowns with sink rates
of 360 to 420 feet per minute, while
less comfortable and are often
mistakenly called Hard Landings. It

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should be understood that the
expression Hard Landing in the
technical sense refers only to a
landing with a sink rate of 600 feet per
minute or higher.
During certification, FAA regulations
require the demonstration of landings
with such a sink at maximum
certificated landing weight. Hard
landings in the sense of the technical
definition must be reported in the
aircraft Technical Log.

21.8.4 Overweight Landing
Overweight landings are authorized
under abnormal conditions, e.g. in
case of a technical malfunction or due
to safety reasons, which make an
unforeseen landing necessary. The
Captain should ensure that the actual
touchdown is made with the minimum
rate of descent commensurate with
safety.
Up to maximum certified take-off
weight landings with sink rates of 360
feet per minute or less usually do not
require an overweight landing
inspection. Refer to the applicable
FCOM for further information.
In the event of a declared emergency
the Captain may take any action
deemed necessary, including
disregarding any landing weight
limitation. An overweight landing
must be recorded in the Aircraft
Technical Log mentioning the aircraft
weight and rate of descent at
touchdown (if possible).
Overweight landings should never be
planned. Where enroute fuel
consumption has been less than
expected and an overweight landing is
a possibility, Pilots should review the
overweight landing check list prior to
the approach. In this case overweight
landings are authorised but must be
entered in the aircraft Technical Log
as outlined above.

21.8.5 Landing Gears Problems
21.8.5.1 Landing Gear Not Looked
Down.
If one or more wheels fails to lock
down, the landing should be made on
the remaining wheel (s), even if only
on one leg, in preference to an
attempted belly landing. No attempt
should be made to lock down any part
of the landing gear by a brush
landing. Research indicates that any
part of the landing gear even a leg
without wheels than can be used to
keep the aircraft from rubbing along
ground considerably lessens the risk
of fire. Such a landing, or
one with the landing gear retracted,
should always be made on a paved
surface rather than on grass or other
soft surfaces. Access for fire and
rescue services is easier, and it has
been shown that there is less
likelihood of component or structural
damage. The fire hazard from sparks
caused by sliding contact between the
fuselage and a paved surface is
considerably less that from broken
fuel lines if engine nacelles etc, are
ripped off after digging into a soft
surface, or striking underlying
obstructions.
It is unlikely that a low flypast of the
control tower will add much to
information derived from the flight
deck indications. A low flypast should
only be undertaken when there is good
reason to believe that knowledge of
the state of the landing gear can be
improved from such a maneuver.
Note: For further information see
Tyre and Brake Problems Section
21.6

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21.8.6 Foam Carpets
It is company policy not to request a foam
carpet for an emergency landing with a
defective landing gear. There is little
evidence that this practice has any
advantage for large commercial aircraft.
Preplanning and special equipment are
necessary. The operation may take one hour
or more and may severely deplete the crash
facilities and manpower available for any
subsequent fire emergency. A foam blanket
does not reduce the ignition potential of
titanium sparks, and its efficiency is
affected by weather conditions. Friction
reduction is negligible. If, however, the
service is available and is offered without
delay by ATC the Captain may elect to use
it.

21.8.7 Communication with Airport Fire
Services
At a number of airfields, direct R/T contact
is available between and aircraft which has
completed a declared emergency landing
and the officer in charge of the Airport Fire
Services. A captain who wishes to use this
service should inform ATC, who will
advise the appropriate frequency and call
sign. It must not be used until the aircraft
has landed and stopped, and in no way
invalidates other existing emergency
landing procedures.


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21.9 DITCHING
21.9.1 General
Before a ditching, all available time
should be used to remind the
passenger of evacuation equipment
and procedures. For a ditching, at least
two adult males should be assigned to
each exit. Evacuating passengers from
the airplane, if needed. Exits should
not be opened until the aircraft has
come to a complete stop.
Operation of slides is prescribes in the
FCOM.
The bracing position is to be assumed
on the command:
Brace for impact.
Initial contact can be expected to
occur in approximately 30 seconds.
Survival after ditching depends to a
great extent on how rapidly rescue is
affected. Therefore, it is important that
ground stations be advised as soon as
possible of any occurrence that could
result in a ditching.
Ditch near surface vessels if possible.
The captain should also consider
requesting any other aircraft to remain
in the area as an escort, as it could be
helpful in directing rescuers to ditched
aircraft. The captain should determine
the full assistance potential from any
sources.

21.9.2 Determining the Ditching Heading
The Recommended direction of
ditching is dependent on wind
direction and velocity as well as sea
state. Weather and sea conditions
should be determined from whatever
sources are available. If independent
information is not available wind and
sea state any be assessed as follow:
Wind Direction: Waves move
and break downwind. Spray
from wave tops moves
downwind and is a reliable
indicator of wind direction.
Wind Speed The following
conditions can be used as a
guide:
1. A few white crest -8-17 kts.
2. Many white crest -17-26 kts.
3. Streaks of foam on water -23-
35 kts.
4. Spray from waves 35-43 kts.

21.9.3 Sea State
Primary swells can best be identified
from altitudes of 10,000 12,000 ft.
Surface conditions can best be
assessed at approximately 500 ft.
When there is no swell. Ditching
should be made into wind.
When surface wind is greater than 35
kts ditching should be made into wind
regardless of the direction of the
swell. Ditching into the upslope of
swell should be avoided.
When the surface wind is less than 35
kts ditching should be parallel to the
swell and as nearly into wind as
possible.

21.9.4 Technique
If possible, the ditching should be
accomplished while engine power is
available to permit maneuvering to a
favorable touchdown area. During a
ditching at night, the landing lights
should be used to illuminate the
surface of the sea. The final approach
and landing should be made with the
gear up and full flaps, using V Ref. as
target speed. The landing gear
warning should be silenced.
Touchdown should be made with the
slowest forward speed and lowest
descent rate consistent with adequate
control. The pitch attitude should be
about 10 degrees nose up. This
provides optimum planning action and

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load distribution over the bottom of
the fuselage. The wings should be
level with the surface of the sea, not
with the horizon. See the FCOM for
specific aircraft type procedures. The
aircraft should not be allowed to fall
through to touchdown from a stall.
This would result in a severe impact,
which could collapse the bottom of
the fuselage, followed by an abrupt
deceleration caused by the nose
burying itself in the sea.

After the aircraft has come to a stop,
the slide raft shall be deployed from
the available exit. Immediately
following inflation, the raft should be:
Attached to a secure part of the
aircraft structure using the
mooring line.
Boarded by at least two adults.
If possible, person should be transferred
directly from the aircraft into the life
rafts. The importance of doing so
depends on the sea state, the weather,
and the extent of personal injuries. If
unable to board the rafts directly from
the aircraft, passengers should be
instructed to inflate their life vest as they
leave the aircraft. Person on the wing
should hold on-to wing life line. Those
in the water should hold onto a life raft
heaving line to avoid drifting or being
washed away.
The first crew member to board the raft
should ensure raft inflation, assistant in
the boarding of other persons and hold
the raft away from damage aircraft
structure.
Person in the raft should assist other
person aboard, preferably at the boarding
station. It may be quite difficult for a
person to board the raft from the water
without help. Person in the raft should sit
with their backs against the rail and their
feet towards the center. No one should be
allowed to stand. Sharp objects,
including shoes, that could damage the
raft should have been removed or
otherwise disposed off. Personal
movement should be restricted.
When all persons are on board the raft,
the lanyard should be cut. The sea anchor
should be deployed promptly. All loose
equipment should be secured when it is
not in use so that is not lost or washed
overboard.
Rafts should be tied together only in a
very calm sea. This will provide a larger
target for search and reuse unit and
permit optimum distribution of rations
and equipment. If there is any
appreciable wave motion raft should be
separated to avoid the hazards of
collision and upset.

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21.10 LOSS OF COMMUNICATION
PROCEDURES
When radio communication fails on
an assigned frequency, the Pilot shall
attempt to make contact on another set
if available. If unable he/she shall then
try to contact on any appropriate radio
frequency or 121.5 MHZ. A relay
through other stations (including
another aircraft) with which
communication can be established
should be attempted.
If radio communication fails on the
ground, the flight will not depart until
rectified.
If radio communication fails during
flight, follow the specific instruction
for the country which is being over
flow, or use the ICAO general
procedure as follows:
Transponder: select code 7600
Listen out on VOR frequencies:
In some areas ATC can transmit
on these and do so when
communication failure is
recognized.
Routing should be in accordance
with whichever is applicable as
follows:
a. Route assigned in the last ATC
clearance received.
b. On Radar vector, via the direct
path to the fix or airway
specified in the vector clearance.
c. With no assigned route or no
route advised by ATC via the
path filed in the flight plan.
Altitude: the altitude / flight
level is the highest of the
following:
a. Altitude or flight level last
assigned.
b. Altitude / flight level ATC has
advised may be expected in a
further clearance.
c. The minimum altitude for the route
being flown.
d. A change of altitude / flight level
should be considered at turning
points where a level change is
required in accordance with ICAO
regulation and originally filed.
Holding:
If holding is required at a fix to be
used, holding and descent to the initial
approach altitude should be made
within the holding pattern and in
accordance with the procedure
published.
Leaving the fix and descent:
Leaving the fix and descent should be
in accordance with ICAO regulation
or are as specifically prescribed by
each state and published in the
emergency section of the Jeppesen
Route Manual.
Receiver failure:
If the receiver fails, pilots should
transmit appropriate message and, if
in VMC, expect light signals as per
the following table from the control
tower landing and taxi instructions.

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Light Signal On Ground In flight
Steady Green Cleared for T/O Cleared to land
Flashing Green Cleared for taxi Return for landing
Steady red Stop Give way to other traffic
Flashing red Clear the runaway Airport unsafe - do not land
Flashing White Return to Ramp -
Alternate Red / Green Exercise Extreme Caution

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21.11 INCAPACITATION OF FLIGHT
CREW MEMBERS
21.11.1 Types of incapacitation
Regular medical examination should
ensure that crew members are
physically and mentally able to do
their job. Experience shows however
that Incapacitation of Flight Crew
members is not an uncommon cause
of incidents and can occur in all age
groups and all phases of flight.
Incapacitation can be divided into two
categories:
Obvious incapacitation means
total functional failure and loss
of capabilities. In general it will
be easily detectable and of
prolonged occurrence. Among
possible causes are heart
disorders, severe brain disorders,
Internal bleeding, food
poisoning, etc.
Subtle incapacitation is
considered a more significant
operational hazard, because it is
difficult to detect and the effects
can range from partial loss of
function to complete
unconsciousness. Among the
possible causes might be minor
brain seizures, hypoglycemia
(low blood sugar), other medical
disorders, extreme fatigue or
preoccupation with personal
problems. Because a Flight Crew
member may not be aware of or
capable of rationally evaluating
his/her situation this type of
incapacitation is the more
dangerous one.
The most important preventives
measure is to maintain a high standard
of alertness. Routine adherence to
Standard Operating Procedures and
flight deck discipline is stressed
because a procedural deviation might
provide the first indication of arising
problems. A good means of detection
is to follow the two-communication
rule i.e. any time a Flight Crew
member does not respond
appropriately to two verbal
communications, or any time a Flight
Crew member does not respond to any
verbal communication associated with
a significant deviation from the
intended flight path, an incapacitation
must be suspected.

21.11.2 Action in the Event of Pilot
Incapacitation
Whenever Pilot incapacitation may be
suspected or is obvious, the following
steps shall be taken by the other Pilot:
Declare Emergency
Assure a safe condition of flight
Take over the controls
immediately.
Engage the autopilot.
Summon a Cabin Crew member
immediately for assistance.
Remove the incapacitated Pilot
from the controls.
Analyze flight operational aspects:
The condition of the
incapacitated Flight Crew
member.
The remaining flight time of the
planned flight leg.
The suitability and knowledge of
enroute airfields for an
emergency landing.
Note: In general, the aircraft
must land, after declaring an
emergency, as soon as
practicable.

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21.11.3 Care of the incapacitated Flight
Crew member
Arrange for medical assistance in
flight and after landing.
Prepare the flight deck for landing.
Request whenever possible a long,
straight in approach.
Perform the approach checks earlier
than normal.
Request radar vectoring whenever
possible.
Fly the aircraft from your normal
position, do not change seats.
Organize your work after landing.
First officers must not attempt under
any circumstances to taxi the aircraft
from the Captains seat.
Get the incapacitated Flight Crew
member offloaded and to the
ambulance at a suitable location and
as quickly as possible.
Arrange parking of the aircraft.
Obvious incapacitation, sometimes
sudden and complete, may result from
food poisoning which can occur at
any location, but primarily in areas of
poor hygiene. Food poisoning does
not show its effects in a uniform
manner or in a given time period after
consumption, a fact which has to be
considered, especially for flights with
long duty periods. A critical situation
may also arise for the other Flight
Crew member(s).
Undue fatigue can produce very
similar effects to incapacitation. The
general physical capabilities are
substantially reduced and can even
lead to mental absences of short
duration (micro sleep). These effects
are also enhanced in period of low
flight deck workload. In order to
counteract undue fatigue two main
point shall be considered by Flight
Crew members:
Co-ordination of sleep before
and between flights. This ensures
that crew member commence
flight duty in as physical fit and
well rested condition as possible
and requires personal attention to
items such as sleeping and eating
patterns, and consideration of the
effect of drugs, alcohol, caffeine,
nicotine, etc.
Fatigue management during
flight: Flight Crew member shall
inform their colleagues if they
are in a state of extreme fatigue
or indisposition. It is then the
Captains duty to organize
teamwork and available alert
systems in the cockpit to allow
for short recovery periods.
Other means to alleviate such a crisis
can be:
Bright cockpit illumination, if
operationally feasible, e.g. in
cruise.
Physical activity in the cockpit.
e.g. exercises in or out of the
crew members seat.
First officer after landing must stop
the aircraft on runway and request
towing. ATC to be advised before
landing.

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21.11.4 STANDARD COMMANDS
Commands Medium Action by Cabin Crew
1. Cabin crew take your seats/stations for
Take-Off
PA
Secure self in jump seat
2. Cabin crew take your seats/ stations for
Landing
PA
Secure self in jump seat
3. Cabin crew arm the door slides and
cross check
PA
Arm Doors and cross check
4. Cabin crew disarm the door slides and
cross check
PA
Disarm Doors and cross check
5. Evacuate, Evacuate,
AVAILABLE) exits
PA
Evacuate passengers through the
available exits
6. Cabin Crew to cockpit
PA
Cockpit crew Incapacitation. Any
cabin crew member closest to the
cockpit responds
7. Brace for impact
PA
Close to impact
Emergency landing/ditching
8. Purser to cockpit
PA
Safe to go in cabin after
decompression
Planned Emergency Landing/Ditching
9. Cabin crew take positions for Landing
PA
Secure self at stations final
checks for emergency
Landing/Ditching
10. Cabin crew take positions for Ditching

11. Cabin Crew and passengers remain
seated(in flight)
PA
Severe Turbulence

12. Purser to Cockpit immediately
PA
Declaration of emergency
13. Cabin crew at stations
PA
Standby for Evacuation
14. "Cabin Crew & Passengers remain
seated
PA
Evacuation not required

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CHAPTER 22: SPECIAL FLIGHTS
TABLE OF CONTENTS
23.0 Training and Test Flights
22.0.1.1Training Flights...
22.0.1.2 Test Flights.....
22.0.2 Regulations
22.0.3 Weather Conditions for Training Flights...
22.0.4 Weather Conditions for Test Flights..
22.0.5 Crew Qualifications...
22.0.5.1 Training Flights..
22.0.5.2 Test Flights.
22.0.6 Co-Ordination with ATC and Authorities.
22.0.7 Load Sheet.
22.0.8 Passengers Policy...
22.0.9 Responsibility of the Captain.
22.1 Other Special Flights
22.1.1 Sightseeing Flights.....
22.1.2 Non Commercial Technical Ferry Flights.
22.2 Special Airports
22.2.1 Route Qualifications.....
22.2.1.1 General
22.2.2 Aerodrome Category.
22.2.4 Alternate Destinations...
22.3 Requirements for Special Airport Clearances (TURBO PROP)
22.3.2 CHITRAL..
22.3.3 Recency.
22.3.4 Additional Requirements for Captain and First Officer for
Chitral, Gilgit and Skardu.
22.3.5 MUZZAFARABAD, RAWALAKOT.
22.3.6 Recency
22.4 Requirements for Special Airport Clearances (TURBO JET)
22.4.1 KATHMANDU, SKARDU, ALMATY
22.5 Requirements for North American Aerodromes
22.5.1 Initial Qualification.
22.5.2 Recency
22.5.3 Charter Operations..
22.6.1.1 Category A Aerodromes..
22.6.1.2 Category B Aerodromes..
22.6.1.3 Category C Aerodromes (Far East).....
22.6.1.4 Category C Aerodromes (Western Europe).
22.6.1.5 North American Aerodromes.....
22.6.1.6 Category- X Aerodromes

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22.0 TRAINING AND TEST FLIGHTS
22.0.1 Definitions
22.0.1.1 Training Flights
Are flights under the jurisdiction of
Chief Pilot Training and are required
for:
Qualifying/re-qualifying
Captains, First Officers and
Flight Engineers.
Supervising the abilities of
Pilots/Flight Engineers under
normal and abnormal conditions
(Line Checks).
Flight Proficiency Checks

22.0.1.2 Test Flights
Are performed to ascertain the
airworthiness of an aircraft or its systems
for the PIAC Engineering and Maintenance
Department. They are required after certain
maintenance checks, and after a change of
flight controls or other components
affecting the flying qualities of the aircraft.
They are conducted under the authority of
the Chief Pilot Technical.

22.0.2 Regulations
All training flights shall be carried out
in accordance with the procedures laid
down in the Flight Crew Training
manual.
All test flights shall be undertaken at
the request of the PIAC Engineering
and Maintenance Department.

22.0.3 Weather Conditions for Training
Flights
For all training flights, the normal
requirements for weather minima and the
nomination of an alternate airfield shall be
as per guidelines given in training policy.

22.0.4 Weather Conditions for Test
Flights
The Test flights mentioned in table
22.1 shall be flown during daylight
hours under VMC conditions.
For further details also refer to the
Operations Engineering Technical
Bulletin on test flights.

22.0.5 Crew Qualifications
22.0.5.1 Training Flights
Training Captain shall be at his designated
stations at all times during flight training.
The Trainee Pilot shall occupy the seat for
which he/she is being trained.

22.0.5.2 Test Flights
Following Test Flights must be conducted
by Instructor Pilot/Flight Instructor and
Instructor Flight Engineer after:-

TABLE 22.1
Aircraft Type of Maintenance
Check
B747 Check D
B777 Check 4 C/D
A310 Check-D 5 yearly and
Check-2D 10 Yearly
B737 Check D
ATR 42-500
Check D
All
Aircraft
Acceptance Test Flights

An Operations Engineer shall be
on board for flights listed in
Table 22.1 along with a Test
Flight Performa/ Check-sheet.
All other Test Flights can be
conducted by an authorized Line
Pilot and Line Flight Engineer.
However at Karachi, all efforts
shall be made to schedule
Supervisory Captains and
Supervisory Flight Engineers.
Removal and re-installation of
the same components/engine

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will also be considered as
replacement.
After a component is changed,
requirements of test flight will
be specified by the engineering
department.

22.0.6 Co-ordination with ATC and
Authorities
The designated Captain of the flight is
responsible for ensuring that the ATC flight
plan is filed.

22.0.7 Load sheet
A Load sheet is required for all training and
test flights.

22.0.8 Passengers Policy
No passengers shall be carried on any
test/base training flights. Only additional
Flight Crew members, inspectors of the
CAA Pakistan, Ground and operation
Engineers may be accepted by the Captain.

22.0.9 Responsibility of the Captain
The Captain shall:
Ensure that no unauthorized
persons are on board.
Make sure that all required
persons are on board.
Seat belt fastened whenever
conditions so require.
Ensure that all additional duty
personnel carried on board are
briefed about the Emergency
drills / procedures.
Ensure that the cabin and galleys
are secured.


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22.1 OTHER SPECIAL FLIGHTS
22.1.1 Sight seeing Flights
Generally the regulations for Visual Flight
Rules (VFR) apply.

22.1.2 Non Commercial Technical Ferry
Flights
A ferry flight of an aircraft with
technical malfunctions, damage, etc.
outside the tolerances of the Minimum
Equipment List (MEL), to a station
where repair can be made, requires
special operational and technical
authorization from CAA Pakistan.
The cockpit crew required to conduct
ferry flight will be designated by SVP
Flight Operations/ Chief Pilot
Training in the light of CAA-
Pakistans A.N.O. on conduct of ferry
flights.
The applicable weather minima for
ferry flight will be as per the CAA
Pakistan ANO on Ferry Flights.
No passengers are allowed on such
ferry flights.
Any ferry flight shall be carried out
with strict observance of the
limitations and procedures laid down
in the FCOM and Airplane Flight
Manual for the type.
For special procedures relating to non
standard configurations refer to the
FCOM for the particular aircraft type.


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22.2 SPECIAL AIRPORTS
22.2.1 ROUTE QUALIFICATION
22.2.1.1GENERAL
Before operating a Company aircraft
engaged in regular public transport
operations over a particular route, a
pilot must be qualified in accordance
with the CAA mandatory
requirements.
The SVP Flight Operations will lay
down all requirements for
qualification of pilots, and the Chief
Pilot Training will directly ensure
compliance and CAA approval.
PIA Pilots will be trained by viewing
approved Audio Visual Programs for
the route proficiency or a
familiarization flight on the route or
undergo route training.
For purposes of Aerodrome or Route
Qualifications a Route check will be
the requirement according to the
appropriate category qualification.
There is no regulatory requirement for
providing an additional crew member
during route/airfield competence
qualification flights. As such a normal
crew compliment shall be detailed on
these flights.
For flights requiring multiple crew
operation, the crew member
undergoing route training or route
check shall be considered as operating
crew.

Captains shall maintain route qualification
and recency at those aerodromes to which
they could reasonably be expected to
operate in addition to satisfy the
fleet/aerodrome requirements.
22.2.2 AERODROME CATEGORY
There are four categories assigned to
aerodromes. These four categories are:
Category A
Aerodromes which require
neither initial nor periodic route
qualification.
Category B
Aerodromes that require a Route
training flight followed by a
route check. Subsequently these
destinations will be considered
as Category A aerodromes.
Category C
Aerodromes requiring a route
check having a validity of one
year.
Category C Recency
If a Pilot has not operated into the
aerodrome for a period exceeding 12
months but not exceeding 36 months, a
route check is required prior to operating
independently into the aerodrome. An audio
visual briefing if available or a detailed pre-
flight briefing must be conducted regarding
aerodrome/Enroute procedures and briefing
shall also include any changes, additions or
amendments to the aerodrome and route
related procedures.
If this period exceeds 36 months, initial
qualification requirements shall apply.

Category X
Aerodromes that requires special
training due to their topography,
limiting airfield length, airfield
requiring special procedures due
weather or airfield requiring
special procedures for
navigation during en-route
contingencies.

Category X Recency
If a Pilot has not operated into the
aerodrome for a period exceeding 12
months but not exceeding 36 months, a
route check is required prior to operating
independently into the aerodrome. A
detailed pre-flight briefing must be

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conducted regarding aerodrome/Enroute
procedures. The briefing shall also include
any changes, additions or amendments to
the aerodrome and route related procedures.
Note 1: for the purpose of route check
validity all category X aerodromes conform
to the validity requirements of category C
aerodromes.
Note 2: the initial six takeoffs and landings
for P-1/P-2 under supervision flying shall
not be planned on category X aerodromes.

22.2.3 AERODROME SPECIFIC
REQUIREMENTS
Aerodrome specific requirements are shown
in the Route Qualification Supplement.

22.2.4 Alternate Destinations
Where an aerodrome is nominated as an
alternate destination for a particular route, it
may be categorised as a Category -A
aerodrome (for purpose of alternate
selection).


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22.3 REQUIREMENTS FOR SPECIAL
AIRPORT CLEARANCES
(TURBO-PROP)
The Captain/First Officer has:
Minimum 150 Hours on type
Completed two route
familiarization flights.
Shall undergo in depth briefing
by the Training or Check Pilot.
Completed two route trainings
under the supervision of a
Training or Check Pilot qualified
for that aerodrome.
Completed two Route Checks to
the aerodrome.
Note 1: Initial operation to the aerodrome
must be done within 14 days of the
clearance.
Note 2: For flight crew who are already
cleared and operational on Gilgit sector
shall be required to undergo one route
training and one route check for Skardu
clearance.
22.3.2 CHITRAL
Minimum 150 Hours on type
Completed one route familiarization
flight.
Shall undergo in depth briefing by the
Training or Check Pilot.
Completed one route trainings under
the supervision of a Training or Check
Pilot qualified for that aerodrome.
Completed one Route Checks to the
aerodrome.
must be done within 14 days of the
clearance.
22.3.3 Recency
If a Captain and First Officer has not
operated into the aerodrome:
Exceeding 12 months, the initial
qualification requirements will
apply.
22.3.4 Additional Requirements for
Captain and First Officer for
Chitral, Gilgit and Skardu
During route training flights to the Northern
Area airfields, the Pilot under training must
be familiarised in the following areas of
operation:
Operation via the Valleys at different
altitudes.
Diversion from direct route to valley
route from different positions and vice
versa.
Operation via Valleys at 12500 feet and
operation from designated point to
Islamabad at 9500 feet.
Action in case of pressurization failure at
various points. Descend to 9500 feet.
This exercise has to be performed in
clear weather conditions only.
Positive identification of all reporting
points and salient features along the
routes in this area.
Briefing on weather that can be
experienced in the area during summer
and winter, winds experienced in the
surrounding area of the aerodrome and
its limitations on approach, landing and
missed approach.

22.3.5 MUZAFARABAD, RAWALAKOT
Captains/First Officer has:
Minimum 100 Hours on the
type.
In depth briefing by check
captain.
Complete one route training into
the aerodrome under the
supervision of a Training or
Check Pilot qualified for that
aerodrome.

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Complete one Route Check to
the aerodrome.
NOTE 1: Training or Check Pilot must
brief on terrain, weather, wind shear etc.
NOTE 2: Initial operation to the aerodrome
must be within 14 days of clearance.

22.3.6 Recency
If a Captain and First Officer has not
operated into the aerodrome:
Exceeding 12 months, the initial
qualification requirements apply.


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22.4 REQUIREMENTS FOR SPECIAL
AIRPORT CLEARANCES
(TURBO-JET)
22.4.1 KATHMANDU, SKARDU,
ALMATY.
Captain/First Officer has:
Minimum 100 Hours on the
Type.
In depth Briefing by Training or
Check Pilot.
Complete one route
familiarization to the aerodrome.
Complete one route training into
the aerodrome under the
supervision of a Training or
Check Pilot qualified for that
aerodrome.
Complete one Route Check to
the aerodrome.
Note 1: Training or Check Pilot must brief
on terrain, weather, wind shear etc.


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22.5 REQUIREMENTS FOR NORTH
ATLANTIC /AMERICAN
AERODROMES
22.5.1 Initial qualification
Complete the approved simulator
approach sequences of any related
airfields.
View the audio visual programme.
Route training.
Route check.
Note 2: Clearance to one of the North
Atlantic/American aerodrome(s) qualifies
the Captain and First officer for all PIA
North American aerodromes.
22.5.2 Recency
If a qualified Captain /First Officer
has not operate into or out of the
North Atlantic/American
aerodrome(s) for a period exceeding
12 months but less than 3 years, either
in depth briefing or audio visual
programme or simulator training as
initial qualification to be completed
without route check.
Exceeding 03 years the flight crew
shall complete initial qualification
requirements.

22.5.3 CHARTER OPERATIONS
CAPTAIN/FIRST OFFICERS
The CAA does not lay down any
physical qualification requirements for
pilots operating aircraft engaged in
charter operations. However, an
adequate knowledge of the route to be
flown, the main and alternates
aerodromes which are to be used, etc,
as specified in CARs is required.
Compliance will normally be achieved
by providing the Captain with route
briefing material which will cover any
operational material not included in
the Company Operations Manual.
Route briefing material will be
approved by the Chief Pilot Training
or his delegate.

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22.6.1.1 Category -A Aerodromes
ABU DHABI
AL-AIN
AMMAN
BAHAWALPUR
BAHRAIN
BAKU
BANGKOK
BANNU
BHIT
COLOMBO
DALBADIN
DAMASCUS
DAMMAM
DELHI
DERA GHAZI KHAN
DERA ISMAIL KHAN
DHAHRAN
DHAKA
DOHA
DUBAI
FAISLABAD
GWADAR
HYDERABAD
ISLAMABAD
JACOBABAD
JAKARTA
JEDDAH
JIWANI
KABUL
KADANWARI
KARACHI
KHUZDAR
KUALA LUMPUR
KUWAIT
LAHORE
MALE
MANILA
MIANWALI
MIRPUR KHAS
MOENJODARO
MULTAN
MUMBAI
MUSCAT
NAWABSHAH
ORMARA
PANJGUR
PARACHINAR
PASNI
PESHAWAR
RAHIM YAR KHAN
RIYADH
SAWAN
SEHWAN
SHARJAH
SIALKOT
SINGAPORE
SUI
SUKKUR
TASHKENT
TEHRAN
TRIPOLI
TURBAT
YANGOON
ZHOB
Note: Any additional airfield which meets
the above aerodrome specifications shall be
considered a category-A airfield.
22.6.1.2 Category B Aerodromes
ALMATY
ATHENS
HONG KONG
ISTANBUL
MILAN
MOSCOW
NAIROBI
QUETTA
SAIDU SHARIF
22.6.1.3 Category C Aerodromes
(Far Eastern Aerodromes)
BEIJING
TOKYO

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22.6.1.4 Category-C Aerodromes
(Western Europe)
AMSTERDAM
BARCELONA
BIRMINGHAM
COPENHAGEN
FRANKFURT
GLASGOW
LEEDS BRADFORD
LONDON
MANCHESTER
OSLO
PARIS
ROME
STAN STEAD
SHANNON
ZURICH

22.6.1.5 North American Aerodromes
CHICAGO
HOUSTON
TORONTO
NEW YORK
WASHINGTON
22.6.1.6 Category X Aerodromes
ALMATY
CHITRAL
GILGIT
KATHMANDU
MUZAFFARABAD
RAWALAKOT
SKARDU

NOTES:
Qualification to CHINA qualifies the
pilot for HONG KONG operations as
well.
Qualification to any western European
destination qualifies the pilot for all
western European/ Category-B
aerodromes.
Qualification to New York, Chicago,
Toronto, Houston or Washington
qualifies the Captain for all PIA North
Atlantic aerodromes.


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CHAPTER 23: FLIGHT DUTY TIME LIMITATIONS
TABLE OF CONTENTS
23.0 General...
23.0.1 Definitions.
23.0.1.1 Flight Crew.
23.0.1.2 Cabin Crew.
23.0.1.3 Deadheading Crew..
23.0.1.4 Duty Period.
23.0.1.5 Flying Duty Period.
23.0.1.6 Flight Time.
23.0.1.7 Local Night.
23.0.1.8 Positioning..
23.0.1.9 Rest Period..
23.1 Commencement/Completion of Duty
23.1.1 Commencement
23.1.2 Completion
23.1.3 Flight Activity outside PIAC
23.3 Maximum Flight Time /Flight Duty Time Limitations
23.2.1 Flight Crew ..
23.2.2 Cabin Crew
23.3 Rules and Limitation
23.3.1 Flight and Flight Duty Time Limitations..
23.3.2 Maximum weekly /Monthly/ Yearly Flights.
23.3.3 Distribution of C.S.S/ Simulator/ Flight Training Hours.
23.3.4 Delayed Departure.
23.3.5 Wake-up Calls...
23.3.6 Extension of FDTL and Excess Duty.......
23.4 Crew Transportation, Rest Period Days-Off, Standby Duty
23.4.1 Transportation....
23.4.2 Rest Period.
23.4.2.1 At Base Station...
23.4.2.2 Minimum Rest Period En-route at Layover/Crew Change
Station...
23.4.2.3 Rest Period En-route (Un-Scheduled Layover)..
23.4.2.4 Minimum Rest at Out Stations (Domestic)
23.4.2.5 Minimum Rest at Outstations (International).
23.4.2.6 Controlled rest on the Flight Deck During Flight..
23.4.2.7 Rest period for Dead Heading
23.4.2.8 Rostering /Scheduling
23.4.2.9 Productivity/ Regularity Record.
23.4.2.10 Flight crews Whereabouts...
23.5 Maximum Flight Time /Flight Duty Time Limitations For Long
Range Operation....................................................................................
23.5.1 Extension to FDTL for LR Operations

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23.0 GENERAL
Rostering rules are laid down to
ensure implementation of FDTL
requirements and provide working
guidelines for Scheduling Officers,
Flight Crewmember and Cabin
Crewmembers ensuring adequate
rest and the limitations of flight and
duty time.

23.0.1 Definitions
For the purposes of this Section, various
terms used have the meanings defined
below as described:-

23.0.1.1Flight Crew
Flight crew means a licensed
crewmember charged with duties essential
to the operation of an aircraft during flight
duty period.

23.0.1.2 Cabin Crew
A crew member who performs, in the
interest of safety of passengers, duties
assigned by the operator or the pilot-in-
command of the aircraft, but who shall
not act as a flight crew member.

23.0.1.3 Deadheading Crew
Deadheading Crew means a
crewmember positioned by the operator in
flight or by surface transport.

23.0.1.4 Duty Period
Any continuous period throughout which
a crewmember is required by an operator
to be on duty, whether on ground or in the
air. Where a crewmember is required by
an operator to be available for duty for
two or more periods separated by an
interval of less then 12 hours on
international flights and 10 hours for
domestic duties, the period shall be
deemed continuous. It includes any flying
duty period, positioning at the behest of
the Operator, ground training, ground
duties and standby duty. All training and
office assignments are considered as duty.

23.0.1.5 Flying Duty Period
The total time from the moment a flight
crew member commences duty,
immediately subsequent to a rest period
and prior to making a flight or a series of
flights, to the moment the flight crew
member is relieved of all duties having
completed such flight or series of flights.

23.0.1.6 Flight Time
The total time from the moment an
aeroplane first moves for the purpose of
taking off until the moment it finally
comes to rest at the end of the flight.
Note. Flight time as here defined is
synonymous with the term block to
block time or chock to chock time in
general usage which is measured from the
time an aeroplane first moves for the
purpose of taking off until it finally stops
at the end of the flight.

23.0.1.7 Local Night
A period of 8 hours falling between 2200
hours and 0600 hours local time.

23.0.1.8 Positioning
The practice of transferring crews from
place to place as passengers in surface or
air transport at the behest of the Operator.

23.0.1.9 Rest Period
A period of time on the ground during
which a crewmember is relieved of all
duties by the operator.

A defined period during which a crew
member may be called for duty within a
minimum notice. Standby duty away from
the place of rest will be counted towards
flight duty time.

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23.1 COMMENCEMENT /
COMPLETION OF DUTY
23.1.1Commencement
Flight Crew shall report for duty at the
designated place and time before the
scheduled departure:
Pilots: Captain and First
Officer/Co-Pilot will report to
Flight Despatch 1 hour prior to
STD for international flights and
45-minutes for domestic flights.
Flight Engineer (F/E): F/E will
report to Flight Dispatch- 1:30
hours prior to STD for all
flights. At outstations reporting
time for F/E shall be the same as
for Pilots.
At outstations all Air Crew are to be
assembled in the hotel lobby in order
to arrive at the airport no later then 1
hour prior to scheduled departure
time.
Cabin Crew will be assembled after
check out by the Purser to attend the
pre-flight briefing.
All crew members are required to
board the aircraft early enough to
ensure careful and complete flight
deck and cabin preparation prior to
departure. The Purser will meet the
Captain onboard the aircraft to report
number of cabin crew with valid
documents and briefed about the
flight as per procedures, and to
receive any information or instruction
relevant to the flight from the Captain.

23.1.2 Completion
The flight duty period ends 30
minutes after the final chocks-on time
for international flights and 15-
minutes after final chocks-on time for
domestic flights.
Incase of delay in the availability of
transport/hotel accommodation the
flight duty period will continue till the
hotel accommodation is made
available.
All flight personnel shall complete
their respective post flight duties as
soon as possible after each landing.

23.1.3 Flight Activity outside PIAC
PIAC flight crew flying activities
outside the organization are strictly
prohibited, unless an approval is
granted in writing by the competent
authorities. If such an approval is
obtained, the flight/ duty time
limitation of the concerned crew must
be tracked and recorded for that
period.

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23.2 MAXIMUM FLIGHT TIME /FLIGHT DUTY TIME LIMITATION
As per CAA (PAK) ANO NO. 91.0012 Issue Four-A dated 20
th
April, 2010
23.2.1 FLIGHT CREW
Flight Crew Complement Domestic and International
MINIMUM REST
Flight Time Flight Duty Time*

Each flight crew member shall be provided with a rest period before
each flight duty period. This shall not be less than twice the duration of
the flying duty period of the previous flight and not less than 12 hours.
Each flight crew member shall be provided with a rest period of not less
than twenty four hours after availing his rest period of last flight in each
period of seven consecutive days.

To avoid inconvenience to passengers, on subsequent flight minimum
rest period may be reduced to 12 hours on international sectors and 10
hours on domestic sectors with the consent of each flight crew member,
provided that the crew member does not feel fatigued and feels in good
physical / mental condition to operate a flight.

Single Crew Complement
Two Crew Cockpit
Three Crew Cockpit
09:00 HRS
10:00 HRS
12:00 HRS
13:00 HRS
Multiple Crew Complement
Two Crew Cockpit
Three Crew Cockpit
11:00 HRS
12:00 HRS
13:00 HRS
15:00 HRS
Double Crew (two sets of crew) 16:00 HRS 18:00 HRS
Max **
Landings
6 LDGs in day light in any one flying duty period
4 LDGs by day + 1 LDG by night in any one flying duty period
3 LDGs by day + 2 LDGs by night in any flying duty period
2 LDGs by day + 3 LDGs by night in any one flying duty period
4 LDGs by night
Max Accumulative Flight Hours **
7 Days Period 35 HRS
365 Days Period 1,000 HRS
* In case of Delays the FDTL may be extended by 4 hours provided the crew is not fatigued.
** Not applicable in the case of Retrieval of airplanes after diversion and base training (airplane).
*** In case of operational requirements involving a flight pattern seven consecutive days or more rest period of 24 consecutive hours after necessary rest
at slip stations will be considered as relieved from all duty.

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23.2.2 Cabin Crew
Cabin Crew Complement Domestic and International
MINIMUM REST
Flight Time Flight Duty Time*
For Roster Planning
AT BASE
Twice the Flight Duty Time or a MIN of 12 HRS (whichever is
more).
OUTSTATION (Domestic)
One and a half of Flight Duty Time or a MIN of 10 HRS (whichever
is more). Rest will start after half an hour After Blocks ON.
OUTSTATION (International)
One and a half of Flight Duty Time or a MIN of 12 HRS (whichever
is more). Rest will start after half an hour After Blocks ON.

In case of Delayed Flights/ Diversion Flights and non-availability of
cabin crew can be picked up after a minimum rest of:
Domestic Flights: 10:00 HRS
International: 12:00 HRS
Rest period starts from duty OFF (shall start 00:30 hr after blocks on,
of the last sector) and ends with duty ON (shall end 01:30 hr before
next EDT).

Single Crew 12:00 HRS 16:00 HRS
Multiple Crew (An additional 50%
of single crew compliment)
14:00 HRS 18:00 HRS
Double Crew 16:00 HRS 20:00 HRS
Maximum Landings 6**
Max Accumulative Flight Hours
365 Days Period 1,000 HRS
Off Days
The cabin crew shall be entitled to 08 days OFF in a month.
The entitlement of Days OFF will be reduced on pro-rata basis in case of P/L,
C/L, Sick Report and M/L
* In case of Delays the maximum FDTL may be extended by 4 hours if the Cabin Crew is not fatigued.
** Not applicable in the case of Technical Landings; Ferry and Retrieval of aircraft.
*** At slip stations a rest period of 24 consecutive hours after necessary rest will be considered as relieved from all duty.
The above limitation period herein shall be subject to limitations mentioned in ANO 91.0012 (issue three A dated May 26, 2006) on FDT

Edition 1
Chapter 23
Page 6
Rev: 07
11
th
June, 2010


23.3 RULES AND LIMITATION
The following rules and limitations
will govern for scheduling of the
flight crew, as per CAA ANO
91.0012 issue Four dated 20
th
April,
2010. These limitations are not to be
applied for planning purposes. The
intent is to provide flight operations
personnel with regulatory limitations
and guidelines to cater for operational
exigencies. Routine planning and
scheduling shall be as per the
scheduling policy the limitations of
which are below state regulations.

23.3.1 Flight and Flight Duty Time
Limitations
The following are the Flight crew
duty time limitations for each
combination of operations:-
Single Set Crew Operation (Two Crew
cockpit)
Maximum scheduled flight
time
09:00 hrs
duty time
12:00 hrs
Maximum scheduled sectors
4 Jet
and
5 Turbo
Prop A/C

Single Set Crew Operation (Three Crew
Cockpit)

time
10:00 hrs
duty time
13::00hrs
Maximum scheduled sector
4 Jet
and
5 Turbo
Prop A/C
Note1: In addition to above, one additional
sector may be added, only under extreme
operational requirements. However, no
Flight Pattern will be planned with more
than four sectors on jet, and five sectors on
Turbo Prop aircraft. Flight duty time
limitations, in such cases, shall be reduced
by thirty (30) minutes for an additional
sector. Deadheading travel will not be
counted towards sectors limitation after
operating the flight.
Multiple Crew Operation (Three Crew
cockpit i.e. Three Pilots 2 Flight
Engineers )

Crew Complement: The crew shall consist
of two Captains and one Co-Pilot/First
Officer, and Two Flight Engineers.

Multiple Crew Operation (Two Crew
cockpit i.e. Three Pilots)

time
11:00 hrs
duty time
13:00 hrs
4 - Jet
aircraft
5 Turbo
Prop

Crew Complement: The crew shall consist
of two Captains and one Co-Pilot/First
Officer.
On all flights requiring multiple crew
including flight engineers, two seats
in the club class will be reserved for
the purpose of crew rest. On flights
where only additional pilot is
required, only one club class seat will
be reserved. These seats will be
specifically designated as crew seats,
away from galley/service disturbance.
time
12:00hrs
duty time
15:00
hrs
Maximum scheduled sectors 4

Edition 1
Chapter 23
Page 7
Rev: 07
11
th
June, 2010


Double Crew Operation (three crew
cockpit i.e Two Captains, Two First
Officers and Two Flight Engineers)

time
16:00 hrs
duty time
18:00 hrs

Double Crew Operation (two crew
cockpit i.e Two Captains, Two First
Officers)

time
16:00 hrs
duty time
18:00 hrs

23.3.2 Maximum Weekly / Monthly /
Yearly Flying
Flight Crew will not be scheduled an
excess of the following flight times:

Duration Jet Aircraft/Turbo Prob.
Weekly 35 hours
Monthly 100 hours
Yearly 1000 hours

23.3.3 Distribution of C.S.S / Simulator/
Flight Training Hours
Total training hours in a quarter (i.e. 3
months) will be distributed equally
amongst instructors on each
equipment.

23.3.4 Delayed Departure
In case of delayed departure of a
flight, Flight crew will be informed of
such delay as far in advance without
being disturbed, as possible before
pickup time to enable them to utilize
the delay towards their rest. If the
crew concerned in not so informed by
30 minutes prior to schedule pick up
time, his flight duty time, shall be
deemed to have commenced from the
original reporting time of the flight.
If a Flight crew has gone on rest after
completion of duty, he/she will not be
scheduled on another Corporation
duty during the same calendar day.
However, at outstations a Flight crew
may be detailed on duty during the
same calendar day after minimum
rest.
Captain may delay a flight en-route
for the purpose of rest even with out
exceeding the flight duty time
limitation, if in his opinion
continuation of flight may endanger
the safety of operation.
No Flight Crew will be scheduled to
fly for more then two local
consecutive nights.
23.3.5 WAKE-UP CALLS
Crew hotels normally provide wake-up
calls. These are normally adjusted for
delayed flights. However, the hotels do not
accept any responsibility for any failure in
the system. Since crew are responsible for
reporting on time, it is advisable to carry an
alarm clock or arrange for some other back-
up system.

23.3.6 Extension of FDTL and excess
duty.
To avoid inconvenience to passengers, duty
period as given on page 6 of this chapter
may be extended by a maximum of 4 Hours
in the case of un anticipated technical snags,
adverse weather conditions or any other
unforeseen circumstances beyond the
control of the operator. This provision of
FDTL extension shall not be used for crew
planning and scheduling purposes.

Edition 1
Chapter 23
Page 8
Rev: 00
25
th
Mar, 2008


Any variation to this scheme of flight and
duty time limitation beyond the scope of an
operator may only be permitted by Civil
Aviation Authority Pakistan.


Edition 1
Chapter 23
Page 9
Rev:07
11
th
June, 2010


23.4 CREW TRANSPORTATION,
REST PERIOD, DAYS-OFF AND
STANBY DUTY
23.4.1 Transportation
The PIAC will arrange air-
conditioned transportation to cover
flight duty travel from the residence
of the Flight crew to the airport,
before a flight duty, and from the
airport to residence, and incase of
outstation from airport to hotel and
return to airport.
Flight crew will not be provided PIA
transport for their medical checkups,
refreshers and CSS/SIM at their base
stations
After operating a domestic flight ex-
base and crew attending refresher,
medical, CSS/SIM or any other
ground duty, a flight crew may be
scheduled to return supy to base by
the first available flight provided the
total duty operation-com supy does
not exceed twelve (12) hours. This
shall enable the Crew to be available
with their families at their base. Under
this clause, the Flight crew will be
entitled to payment of excess duty
flight expense of any time in excess of
ten (10) as applicable to operating
Flight crew.

Two Flights a Day: Flight Crew may be
scheduled for two consecutive flights on a
day provided.

- Maximum schedule flight time (block
time) of 9 hours and four sectors are
not exceeded.
- The maximum flight duty time of 12
hours is not exceeded.
- One of such flights shall not fall
between 2200 to 0600 hrs local time.

23.4.2 Rest Period
23.4.2.1 At Base Station
Minimum rest period at base will be twelve
(12) hours or double the flight duty time,
which ever is more.

23.4.2.2 Minimum Rest Period En-
route at Layover/Crew
Change Station
Rest period will be double the flight
duty time or twelve (12) hours
whichever is more. In case of
unforeseen circumstances such period
may only be reduced provided that , at
least the following rest is
allowed/availed:

Minimum Rest

12 hrs International
Stations

10 hrs Domestic
Stations

Note: 1 The PIAC has the right to change
crew if the rest period at crew change
station will involve delay in the scheduled
departure of the subsequent flights due to
rest period.
Note: 2 Incase of a combination of
International /Domestic flight, the duty will
commence sixty (60) minutes prior to the
scheduled departure time and will end
fifteen (15) after the actual block on. In
case of combination of
domestic/international flight, the duty will
commence forty five (45 minutes prior to
the scheduled departure and will end thirty
(30) minutes after actual block-on.
Note: 3 A rest period of 24 consecutive
hours after necessary rest at slip stations
will be considered as relieved from all duty
for operating the subsequent flight.

Edition 1
Chapter 23
Page 10
Rev:07
11
th
June, 2010


23.4.2.3 Rest Period En-route (un-
scheduled Layover)
When a flight is delayed en-route and
flight times/flight duty time
limitations are likely to be exceeded,
the Captain may declare a minimum
layover period consistent with clause
above, for reasons of flight safety,
convenience of passengers and other
operational considerations. If such
layover period is 12 hours
(international)/ 10 hours (domestic) or
more, then the flight will be deemed
to have commenced afresh for the
purpose of flight duty time and flight
time limitations. In such event during
a layover period, the crew shall be
provided hotel accommodation.

23.4.2.4 Minimum Rest at Out Stations
(Domestic Stations)
For operating flight crew rest at outstation
for planning purposes within the country
will be double the flight duty time or twelve
(12) hours, which ever is more. However, in
case of unforeseen circumstances crew will
be required to operate after availing rest of
ten (10) hours.

23.4.2.5 Minimum Rest at Outstations
(International Flights)
For crew slipping within the country after
operating an international flight, or at
international stations, rest period for
planning purposes will be double the flight
duty time or twelve hours, which ever is
more. However, in case of unforeseen
circumstances crew will be required to
operate after availing rest as per clause for
minimum Rest Period Enroute at Layover /
crew change station.

23.4.2.6 Controlled Rest on the flight
deck during flight
Controlled rest on the flight deck may be
and should be used on flights where
experience has shown or where it is
expected that crew alertness may be
improved, especially for the final part of a
flight. Concerning its application, the
following points have to be observed:
Coordination with and information to
Cabin Attendant should be arranged
in due time so that a Cabin Attendant
is available in the cockpit, while
controlled rest is taking place in a 2
and 3-man cockpit, Cabin Attendant
is to ensure that pilot at controls does
not go to sleep.
Controlled rest may be used in a 2 and
3-man cockpit during single crew
operation.
Only one crew member at a time shall
make use of controlled rest. During
this time all crew members have to
stay at their stations, including the
resting crew member.
Controlled rest should be used only
during the cruise phase of the flight
until 30 minutes prior planned top of
descent.
The maximum time for an
individual rest period shall not exceed
40 minutes. This time limitation
serves the purpose not to fall into
deep sleep with resulting increased
sleep inertia.
More than one rest period is permitted
per individual Flight crew member if
required.
Personnel equipment, which may
facilitate rest, is permitted, such as
eye shades, neck supports, earplugs.
The available alert systems (alarm
clock/timer) have to be integrated as
back-up systems.

Edition 1
Chapter 23
Page 11
Rev:00
25
th
Mar, 2008


23.4.2.7 Rest Period for Dead Heading
(Excluding Seminars Crew)
Duration of Duty Minimum Rest
Required
Up to 8 hours 12 hours (Intl)
12 Hours (Dom)
More Than 8
Hours
Double the Flight
Duty Time.
12 Hours (Dom)
More Than 8 Hours Double the Flight
Duty Time.

23.4.2.8 Rostering/Scheduling
Flight crew will be rostered/
scheduled according to the following
conditions;
Duty Roster
The corporation shall prepare
monthly duty roster for each
equipment based on crew slips/
operating patterns so as to ensure
that crews fly their share of
flight. Such rosters shall be
provided at least five (5)
working days before the
effectivity.
When operational requirements
so warrant, the monthly roster
maybe revised to
reflect/accommodate in the final
crew position as necessary.
Normally no changes will be made in
duty roster. However if due to
unforeseen circumstances, any change
in the planned roster is considered
necessary, prior approval of the SVP
Flight Operations or in his absence his
nominee, will be obtained. SVP Flight
Operations may schedule any crew on
any flight on account of corporation
requirement. Flight crew will not be
rostered for any standby duties in that
week/month/year in which they have
completed their weekly /monthly
/yearly flying quota. Nevertheless
they maybe scheduled for flights in
such periods, provided that it is with
their consent, and provided no other
crew who has not reached his
weekly/monthly/yearly flying quota
due operational requirement, is
available for that flight.
In case a flight crew is required for a
flight for which, he/she is not rostered,
advance notice of at least twelve (12)
hours will be given and
acknowledgement obtained.
A reserve flight crew shall be given an
advance notice of 12 Hours prior to
commencement of assigned duty.
A flight crew reserves the option not
to operate a flight if the required quota
is completed.
Days Off
All flight crew will be entitled
for ten days off at base each
month, free from all duties.
These days will be counted after
giving double the flight duty
time rest or 12 hour rest, which
ever is more and will be counted
as shown below;
25 to 35 Hours Equal to One Day
36 to 48 Hours i. Equal to two days
if such period
includes two night
(2200 to 0600
L.T.)
ii. Equal to one day
in other cases.
49 to 60 Hours
61 to 72 Hours
73 to 84 Hours
85 to 96 Hours
97 to 108 Hours
Equal to 2 Days
Equal to 2.5 Days
Equal to 3 Days
Equal to 3.5 Days
Equal to 4 Days.
He/she may be utilized for Corporation
duty on any off days. He/she will be
credited for any P/L for each such day.
Entitlement of days off a month will be
reduced by the number of days for Flight
crew in that Month on pro-rata

Edition 1
Chapter 23
Page 12
Rev:00
25
th
Mar, 2008


basis. A flight crew will be scheduled to
have at least one (1) day off at base each
week in case of domestic flights only.
However when required to be away from
base for three (3) days or more, the crew
will be entitled to the following days off,
immediately upon his arrival at base, after
availing rest.

Consecutive Days
Away from Base
Entitled Days Off
2 1
3-4 2
5 days or More 3
When exigencies demand the above
days-off maybe reduced by twenty four
hours (e.g 2 days to 1 day), provide that
the crew is so informed at least twelve
(12) hours before flight/standby, and
acknowledgement obtained from him,
and also provided that the duration of
the subsequent flight so scheduled does
not exceed two (2) days away from
base.
If more than ten (10) days off are
available at base, in a month, such
days in excess will be open for duty
and suitably indicated in the roster.

Standby Duty
Flight crew will not be rostered
for standby duty on consecutive
days.
Flight crew will not be
rostered/planned on standby
p.m. (Post Meridian) if they are
rostered for a flight the next day.
Standby AM will cover the
flights departing between 0001-
1200 LT and standby PM will
cover the flights departing
between 1201-2359 LT. Pilots
would be detailed at an out
station after availing necessary
rest.
Dead
Heading/Supernumerary
Travel (Supy)/Interline Travel
Flight crew when dead heading,
for the purpose of operating
flights ex-outstations, or
returning after operating a flight
will not be detailed (Supy) for
more than 16 hours of flight
duty). However, in case the
flight on which they are
traveling is delayed they may
exceed the limit with their
consent.
Club class will be arranged for built in
Supy travel, on Supernumerary
patterns including dead heading. For
non built in Supy travel, if club class
seat is not available economy class
travel will be arranged.
If the aircraft is all economy
configuration the crew will travel in
economy class.
If there is a combination of
supernumerary-cum-operating on any
flight, flight duty limits will be
applicable.
Flight crew operating layover
international flights will return
Supernumerary to base on the
domestic/international sector of the
same flight, provided it is with in
Flight Duty Time Limitations. He/she
will be entitled to excess duty
allowance for all hours exceeding 10
hours upto 30 minutes after blocks on
of operating flight at double the rate of
trip flying allowance and the
supernumerary hours till blocks on at
single rate of trip flying allowance.

Missing of Assigned Duty/Sick
Reports
In circumstances where
manipulation of the safeguards
provided to pilots/flight

Edition 1
Chapter 23
Page 13
Rev:00
25
th
Mar, 2008


engineers missing their flights
due to genuine and unavoidable
reasons could occur, leading to
disruption of roster of other
flight crew, the flight crew who
habitually and unreasonably
miss assigned duties shall be
liable to penalties described
below;
If a flight crew misses a particular
flight or a flight pattern habitually
(twice in three months), then the
number of hours involved in the tour
of duty will be deducted from his/her
guaranteed flying hours payment.
When a flight crew habitual status is
established as per para above, then
he/she will be rostered for such flights
in the subsequent months for the
number of flights so missed.
The list of such crew will be
submitted by Chief Pilot Planning and
Scheduling.
No cr edit for deadheading will be
given for a flight while returning to
base after reporting sick at an
outstation. Not withstanding any thing
contained in this chapter no slip will
be allowed between the station where
the crew reported sick and his base.

23.4.2.9 Productivity/Regularity Record
Corporation shall maintain detailed record
of the productivity and regularity of each
flight crew, balance hard/non slip flying
hours and number of days out (international
and domestic separately)

23.4.2.10 Flight Crews Whereabouts
Flight Crew is only allowed to leave the
base station without submitting any leave
application if it is on their off days after an
international flight. Flight crew not
operating long layover flights will also be
allowed to leave the base in their 36
consecutive off hours in every 7 days. It
will be the sole responsibility of the flight
crew to report back for the next roster duty
(any excuse of non availability of seat,
cancellation or delay of flight will not be
acceptable). In the days, besides above, the
flight crew may leave the station after
obtaining station leave from the designated
authority if they are not required to operate
any flight.

Edition 1
Chapter 23
Page 14
Rev: 07
11
th
June, 2010


23.5 MAXIMUM FLIGHT TIME /FLIGHT DUTY TIME LIMITATION FOR
LONG RANGE OPERATIONS (LR)/ULTRA LONG RANGE
OPERATIONS (ULR)
As per CAA ANO 91:0012 issue Four Dated 20
th
April, 2010.

Flight Crew Complement Flight Time Flight Duty Time
(a) 2 Sets of Crew 16:00 Hrs 18:00 Hrs
(b) 2 Sets of Crew+1Crew
member
18:00 Hrs 21:00 Hrs
Rest requirements

1. Rest period prior to LR Flights shall be 24 Hours prior to the scheduled departure.

2. Rest period prior ULR flights shall be 24 Hrs including 1 local night prior to the schedule
departure.
3. At destinations outside Pakistan a minimum of 24 hrs rest shall be provided.

4. Rest after return to home base on completion of LR/ULR flights shall be 48 hours, which
shall include 2 clear nights. This rest period shall commence after the completion of double
the flight duty time rest. However, after completion of LR/ULR flight if a domestic
layover is involved, then the crew will be given 36 hours rest at domestic station and
remaining rest shall be provided at crew home base or the flight crew may continue dead
head to base. In all cases rest period shall include three clear nights in Pakistan.

5. After pickup of flight crew if long delay is involved due any operational reasons, which
may infringe into FDTL of the crew, the LR/ULR flight may be rescheduled with the same
crew after providing 12 hours of rest at crew rest place.
6. After One LR/ULR flight the subsequent flight shall be separated by 07 days, which will be
applicable after completion of post flight required rest.

23.5.1 Extension to FDTL for LR/ULR Operations

1. If the flight is delayed, including ramp return due technical or any other unforeseen
circumstances (such as weather, immigration, missing pax, ATC etc..) FDTL may be extended by a
maximum of 04 hours.

NOTE:-
Crew rest bunks with fresh linen shall be provided on all LR/ULR flights.

Edition 1
Chapter24
Page 1
SAFETY PERFORMANCE MONITORING &
MANAGEMENT
Rev: 08
22
nd
Nov, 2010


CHAPTER 24: SAFETY PERFORMANCE MONITORING &
MANAGEMENT
TABLE OF CONTENTS

24.0 General...................................................................................................
24.0.1 Reactive Means to Report Safety Data.................................
24.0.2 Proactive Means to Report Safety Data................................
24.0.3 Safety Risk Assessment & Mitigation Program....................
24.0.4 Safety Performance Monitoring & Management...................

2
2
2
2
2-3

Edition 1
Chapter24
Page 2
MANAGEMENT
Rev: 08
22
nd
Nov, 2010


24.0 General
Flight Operations shall follow the
procedures as laid down in the Corporate
Safety Manual for Safety Performance
Monitoring and Management of Flight
Operations Functions. All flight operations
personnel are encouraged to report safety
hazards, expose safety deficiencies and
raise safety or security concerns. GM Crew
Training shall ensure that flight operations
personnel receive training on SMS
awareness and channels of reporting safety
& security concerns.

24.0.1 Reactive Means to Report Safety
Data
Flight Crew shall report occurrences using
approved standard forms as per respective
SOPs. Other than mandatory occurrence
reporting (ref OM Part A Chapter 5 &
Corporate Safety, Flight Crew and Flight
Operations Personnel may also report any
safety & security related occurrences using
Flight Crew Confidential Reporting Form,
SAFE Cards and/or pksms@piac.aero. The
Flight Operations personnel may also
submit this information to in-charge of
DQC (Departmental Quality Control) DGM
QA Flight Ops.

24.0.2 Proactive Means to Report Safety
Data
On a regular basis, proactive identification
of operational safety hazards and related
risk assessments shall be carried out by
Flight Operations Safety Action Group
(SAG). As a minimum, Safety Action
Group should include representation from
all functions of flight operations. Safety &
Security Concerns by flight crew and other
flight operation personnel can be
communicated to DGM QA Flight
Operations, Nominated SMS Coordinator or
to any of the SAG members for review.
Flight Crew and Flight Operations
Personnel may also report any potential
safety & security related concern using
Flight Crew Confidential Reporting Form,
SAFE Cards and/or pksms@piac.aero. The
Flight Operations personnel may also
submit this information to in-charge of
DQC (Departmental Quality Control) DGM
QA Flight Ops.

24.0.3 Safety Risk Assessment &
Mitigation Program
Issues identified through reactive and
proactive channels shall be reviewed by
Safety Action Group on regular basis under
the frame work as defined in the Corporate
Safety Manual. SAG meetings shall be held
on at least monthly basis review and initiate
actions necessary for improvement in
operational safety & security. Safety
Information Management System SIMS
shall be used for recording the safety data.
Typically SAG shall
Analyze Safety Data and determine
existing and potential safety risks to
aircraft operations
Assess the level of Safety Risks to
ascertain the risk control actions
Solicit necessary approvals and ensure
provisioning of resources for
implementation of approved controls .
Review and analyze safety reports to
address operational deficiencies, hazards,
incidents and concerns using risk
assessment methodology.

23.0.4 Safety Performance Monitoring &
Management
Based on the Safety Data and base line
information, respective functional /
equipment General Managers shall set
safety performance measures to monitor
their safety performance and to validate the
effectiveness of risk controls. For guidance
on setting Performance Targets refer to

Edition 1
Chapter24
Page 3
MANAGEMENT
Rev: 08
22
nd
Nov, 2010


Corporate Safety Manual. For example
takeoff and landing tail strikes,
unsatisfactory line or training evaluations,
un-stabilized approaches, runway incursions
or any other measurable occurrences are
some examples of performance measures.
SIMS Reports, Flight Data Analysis
Reports and Flight Safety Performance
Reports should also be used for
setting performance targets.

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Flight Operations Manual (Part-A)

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