06-C-Omb-I.01, R.01 (30 Aug 24)

THAI SEAPLANE
OPERATIONS MANUAL
PART B
[OM-B]
ISS. 01 REV. 01
APPROVED DATE: 27 AUG 24
EFFECTIVE DATE: 30 AUG 24
UNCONTROLLED COPY WHEN PRINT OUT

06-C-OMB
OPERATIONS MANUAL PART B Issue: 01 Revision: 01
CHAPTER 0 Effective Date: 30 AUG 24
ADMINISTRATION & CONTROL
Pages: 0-1
0.1 TABLE OF CONTENTS

Chapter 0 Administration & Control Page
0.1 TABLE OF CONTENTS 0-1
0.2 AMENDMENT & REVISION 0-13
0.3 DISTRIBUTION LIST 0-15
0.4 ABBREVIATION & DEFINITION 0-16
0.4.1 ABBREVIATIONS 0-16

0.4.2 DEFINITIONS 0-26
0.5 PAGINATION 0-43
0.5.1 TABLE OF CONTENT 0-43
0.5.2 FORMAT SPECIFICATIONS 0-43
0.5.3 PAGE SETUP 0-44
0.5.4 PAPER COLOR REGULATION 0-44
0.5.5 HEAD TEXT 0-44

0.5.6 COMPANY LOGO 0-44
0.5.7 MANUAL CONTROL BLOCK (CENTER) 0-44
0.5.8 MANUAL CONTROL BLOCK (RIGHT) 0-45
0.5.9 PAGE DESIGNATION 0-45
0.6 MANAGE OF REVISION 0-46
0.6.1 RECORD OF REVISION 0-46

0.6.2 RECORD OF TRANSMITTAL 0-47
0.7 LIST OF EFFECTIVE PAGES 0-48
Chapter 1 General Limitation Page

1.1 GENERAL AND CESSNA GRAND CARAVAN (C208) LIMITATION 1-1
1.1.1 AIRCRAFT TECHNICAL INFORMATION & WEIGHT LIMITS 1-1
1.1.2 OPERATING CREW AND SEAT NUMBER 1-1
1.1.3 AIRSPEED LIMITATIONS 1-2
1.1.4 SPEED LIMITATION 1-2

1.1.5 MAXIMUM OPERATING LIMIT SPEED 1-2
1.1.6 FLAP LIMITATIONS 1-3
1.1.7 WIND LIMITS FOR DRY OR WET 1-3

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CHAPTER 0 Effective Date: 26 MAR 24
ADMINISTRATION & CONTROL Pages: 0-2
1.2 COMPANY SPECIFIC LIMITATIONS 1-4

1.2.1 ENGINE POWER SETTINGS 1-4
1.2.2 GFC 700 AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS) 1-6
1.2.3 FLAP SYSTEM 1-6
1.2.4 MAXIMUM OPERATING ALTITUDE LIMITS 1-7
1.2.5 MAXIMUM OPERATING ALTITUDE LIMITS (COMPANY LIMITATION) 1-7
1.2.6 FLIGHT IN TUBULENCE 1-7

1.2.7 FLIGHT IN ICING LIMITS 1-7
1.2.8 ICING CONDITIONS 1-7
1.3 SYSTEM 1-8
1.3.1 ENGINE 1-8
1.3.2 PROPELLER 1-10
1.3.3 FUEL 1-10
1.3.4 OIL 1-11

1.3.5 MAXIMUM CERTIFICATED WEIGHTS 1-12
1.3.6 CENTER OF GRAVITY LIMITS 1-13
1.3.7 MANEUVER LIMITS 1-13
1.3.8 FLIGHT LOAD FACTOR LIMITS 1-13
1.4 OPERATION LIMITATIONS 1-14
1.4.1 KIND OF OPERATION LIMITS 1-14

1.4.1.1 Day VFR 1-14
1.4.1.2 Night VFR 1-15
1.4.1.3 IFR 1-15
1.4.2 FLIGHT INTO KNOWN ICING CONDITIONS 1-16
1.4.3 OUTSIDE AIR TEMPERATURE LIMITS 1-16
1.4.4 MAXIMUM PASSENGER SEATING LIMITS 1-16

1.5 GENERAL 1-17
1.5.2 PROCEDURE 1-17
1.5.3 CHECKLIST 1-18
1.5.4 EMERGENCY & ABNORMAL SITUATION 1-19
1.5.4.1 Emergency Situation 1-19

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1.5.4.2 Abnormal Situation 1-20

1.5.5 CREW CO-ORDINATION 1-21
1.5.5.1 Task Sharing 1-21
1.5.6 SAFETY RECOMMENDATIONS 1-24
1.5.6.1 Executing Given Commands 1-24
1.5.6.2 Collision Avoidance 1-24
1.5.6.3 Communication in the Cockpit 1-24

1.5.6.4 Headset Operations 1-24
1.5.6.5 Safety Belts and Harnesses 1-24
1.5.7 CROSS CONTROL 1-25
1.5.8 METHODOLOGY 1-25
1.5.8.1 CHECKLIST PRIORITIES 1-25
1.5.9 NORMAL PROCEDURES 1-25
1.5.9.1 Initiating Procedures 1-25

1.5.9.2 Procedures Methodology 1-25
1.5.9.3 Checklist Methodology 1-26
1.5.10 EMERGENCY & ABNORMAL PRODEDURE 1-26
1.5.10.1 Types of Checks 1-26
1.5.10.2 PF and PM Duties During an Emergency Situation 1-27
1.5.11 FLOWS (PROCEDURES) 1-29

1.5.12 DIMENSION AIRCRAFT CHARACTERIZES 1-30
Chapter 2 The Normal Procedure Page

2.1 GENERAL 2-1
2.1.1 BRIEFING 2-2
2.1.1.1 Fuel Planning 2-2
2.1.1.2 Crew Daily and Pre-flight Briefing 2-3
2.1.1.3 Crew Briefings 2-4
2.2 AIRCRAFT PREPARATION 2-5

2.2.1 EXTERNAL INSPECTION (WALK - AROUND) 2-5
2.2.1.1 Walkaround 2-5
2.2.1.2 Fueling 2-9

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2.2.1.3 Fuel Draining 2-9

2.2.1.4 Aircraft Doors 2-10
2.2.1.5 Door Operation 2-10
2.2.2 COCKPIT PREPARATION 2-11
2.2.2.1 Cockpit Preflight Inspection Flow Items (Procedure) 2-12
2.2.2.2 Map Displays 2-13
2.2.2.3 Multi Function Display 2-13

2.3 BEFORE START 2-14
2.3.1 BEFORE START PROCEDURE (FLOW) 2-15
2.3.2 BEFORE START CHECKLIST. 2-17
2.3.3 ENGINE STARTING 2-17
2.3.4 ENGINE STARTING TABLE 2-19
2.3.5 STARTING AND AFTER START CHECKLIST 2-21
2.4 BEFORE TAXI 2-23

2.4.1 INSTRUMENT CHECK 2-23
2.5 TAXI 2-24
2.5.1 BEFORE FIRST FLIGHT CHECKS (SYSTEM CHECK) 2-24
2.5.2 SEAPLANE RAMP WATER ENTRY 2-25
2.5.3 TAXIING 2-27
2.5.4 CREW AND PASSENGERS BRIEF 2-28

2.5.5 RECEIVING AN ATC DEPARTURE OR ARRIVAL CLEARANCE 2-29
2.5.6 TAXI PROCEDURE (FLOW) 2-30
2.5.6.1 Taxiing On Land 2-30
2.5.6.2 Taxiing On Water 2-30
2.5.7 TAXI CHECKLIST 2-30
2.6 BEFORE TAKE-OFF 2-31

2.6.2 NAVIGATION SET UP FOR TAKEOFF 2-31
2.6.3 FLIGHT DIRECTOR USE FOR TAKE OFF 2-31
2.6.4 LINE-UP PROCEDURE (FLOW) 2-32
2.6.5 LINE-UP CHECKLIST 2-33
2.7 TAKE-OFF 2-34

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2.7.1 NORMAL TAKEOFF FROM LAND PROCEDURE 2-34

2.7.2 SHORT FIELD TAKEOFF FROM LAND PROCEDURE 2-34
2.7.3 WATER TAKEOFF PROCEDURE 2-35
2.7.4 DEPARTURE CALLOUT TABLES 2-37
2.8 AFTER TAKE-OFF 2-38
2.8.1 AFTER TAKE-OFF CHECKLIST OPERATION 2-38
2.8.2 CLIMB PROCEDURE (FLOW) 2-38

2.8.3 AFTER TAKE-OFF CHECKLIST 2-39
2.8.4 DEPARTURE CALLOUT TABLES 2-40
2.9 CLIMB 2-42
2.9.1 CLIMB AIRSPEED 2-42
2.9.2 RATE OF CLIMB 2-42
2.10 CRUISE 2-43
2.10.1 CRUISE POWER SETTING 2-43

2.10.2 ENGINE TREND MONITORING 2-44
2.10.3 CRUISE CHECKLIST 2-44
2.11 BEFORE DESCENT 2-45
2.11.1 USE OF VNAV 2-45
2.11.2 PRIOR TO DESCENT 2-45
2.11.3 TOP OF DESCENT 2-45

2.12 DESCENT 2-46
2.12.1 DURING DESCENT 2-46
2.12.2 RATE OF DESCENT 2-46
2.12.3 DESCENT POWER SETTING 2-46
2.12.4 DESCENT PROCEDURE (FLOW) 2-47
2.12.5 BEFORE DESCENT CHECKLIST 2-47

2.13 APPROACH 2-48
2.13.1 APPROACH CATEGORY 2-48
2.13.2 PANS OPS APPROACH CATEGORY TABLE 2-48
2.13.3 NAVIGATION SETUP FOR APPROACHES 2-48
2.13.4 MINIMUMS 2-49
2.13.5 APPROACH BRIEFING 2-49

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2.13.6 PROCEDURE TURN AND INITIAL APPROACH 2-49

2.13.7 APPROACH PROCEDURE (FLOW) 2-50
2.13.8 APPROACH CHECKLIST 2-51
2.14 BEFORE LANDING 2-52
2.14.1 ILS PRECISION APPROACH 2-53
2.14.2 NON-ILS APPROACH 2-54
2.14.3 CIRCLE-TO-LAND 2-60

2.14.4 STANDARD TRAFFIC PATTERN (VISUAL APPROACH) 2-64
2.15 FINAL 2-65
2.15.1 FINALS PROCEDURE (FLOW) 2-65
2.15.2 FINAL CHECKLIST 2-66
2.16 LANDING 2-67
2.16.1 NORMAL LANDING ON LAND PROCEDURE 2-67
2.16.2 OBSTACLE LANDING ON LAND 2-67

2.16.3 WATER LANDING 2-68
2.17 GO-AROUND 2-69
2.17.1 MANDATORY MISSED APPROACH 2-69
2.17.2 REJECTED LANDING PROCEDURE 2-69
2.17.3 LIMIT OF APPROACH ATTEMPTS 2-70
2.17.4 MISSED APPROACH CALLOUT TABLE 2-70

2.18 AFTER LANDING 2-71
2.18.1 AFTER LANDING CHECKLIST 2-72
2.18.2 AFTER LANDING CALL OUT TABLE 2-72
2.19 TAXI AFTER LANDING THE PF IS TO TAXI THE AIRCRAFT. 2-73
2.19.1 MOORING OF AIRCRAFT TO FLOATING DOCK OR MOORING BUOY 2-73
2.20 ENGINE COOL DOWN 2-74

2.21 PARKING 2-75
2.21.1 SHUTDOWN PROCEDURE (FLOW) 2-75
2.21.2 SHUT DOWN CHECKLIST (CAPT) 2-76
2.22 LEAVING THE AIRCRAFT 2-77

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Chapter 3 Emergency Procedures and Abnormal Page

3.1 GENERAL 3-1
3.1.1 AIRSPEEDS FOR EMERGENCY OPERATION 3-2
3.2 EMERGENCY PROCEDURES EMERGENCY PROCEDURE (MEMORY ITEMS) 3-3

3.2.1 REJECTED TAKEOFF 3-3
3.2.2 ENGINE FIRE DURING START ON GROUND 3-3
3.2.3 STARTER CONTACTOR DOES NOT DISENGAGE AFTER ENGINE START 3-3
3.2.4 ENGINE FAILURE DURING TAKEOFF ROLL 3-3
3.2.5 ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF 3-3

3.2.6 ENGINE FAILURE DURING FLIGHT 3-3
3.2.7 ENGINE FLAMEOUT DURING FLIGHT 3-4
3.2.8 ENGINE FIRE IN FLIGHT 3-4
3.2.9 ELECTRICAL OR CABIN FIRE IN FLIGHT 3-4
3.2.10 WING FIRE 3-4
3.2.11 CABIN FIRE DURING GROUND OPERATIONS 3-5
3.3 ON GROUND EMERGENCY 3-6
3.3.1 ENGINE FAILURE DURING TAKEOFF ROLL 3-6

3.3.2 LANDING WITH FLAT MAIN TIRE 3-6
3.3.3 LANDING WITH FLAT NOSE TIRE 3-6
3.3.4 STARTER CONTACTOR DOES NOT DISENGAGE AFTER START AMBER 3-6
STARTER ON CAS MSG
3.4 LANDING GEAR MALFUNCTIONS 3-7
3.4.1 LANDING GEAR FAILS TO RETRACT OR EXTEND 3-7

3.4.2 GEAR UP OR PARTIALLY EXTENDED LANDING (ON LAND) (ON GRASS 3-7
IF POSSIBLE)
3.4.3 LANDING GEAR PUMP LIGHT ILLUMINATES 3-8
3.5 EMERGENCY EXITS 3-9
3.5.1 EMERGENCY EVACUATION PROCEDURES (FORCED LANDING & DITCHING 3-10
ON WATER)
3.5.2 EMERGENCY EVACUATION CHECKLIST 3-10
3.6 ABNORMAL SITUATIONS 3-14
3.6.1 WAKE TURBULENCE 3-14

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3.6.2 VORTEX GENERATION 3-14

3.6.3 VORTEX STRENGTH 3-14
3.6.4 INDUCED ROLL 3-15
3.6.5 SEPARATIONS 3-15
3.6.6 WINDSHEAR 3-16
3.7 OPERATING PROCEDURES 3-17
3.7.1 APPROACH TO STALL AND STALL RECOVERY 3-18

3.8 UNSUAL ATTITUDE RECOVERY 3-19
3.8.1 BOUNCE LANDING 3-19
3.8.2 UPSET 3-19
3.9 MANAGING TERRAIN AWARENESS AND WARNING SYSTEM (TAWS) 3-21
3.9.1 RADAR ALTIMETER 3-21
3.9.2 TERRAIN AWARENESS 3-21
3.10 MANAGING TAS WARNINGS 3-24

3.10.1 TRAFFIC ANNUNCIATION 3-25
3.11 OPERATING PROCEDURES 3-27
3.11.1 RESOLUTION ADVISORY GIVE WAY RULES 3-27
3.11.2 TURBULENT AIR PENETRATION 3-27
3.11.3 AVOIDANCE OF THUNDERSTORMS AND ASSOCIATED HAZARDS 3-28
Chapter 4 Flight Performancel Page

4.1 PERFORMANCE OPERATING 4-1
4.1.1 GENERAL 4-1
4.1.2 NORMAL CLIMB 4-2
4.1.3 MAXIMUM PERFORMANCE CLIMB 4-2
4.2 ABBREVIATION AND EXPLANATION 4-3

4.2.1 GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS 4-3
4.2.2 ENGINE POWER TERMINOLOGY 4-4
4.2.3 MISCELLANEOUS 4-5
4.3 FLIGHT PLAN DATA FOR PRE-FLIGHT AND IN-FLIGHT PLANNING WITH 4-6
DIFFERENCE THRUST/POWER AND SPEED SETTINGS
4.3.1 FLIGHT PLAN DATA/ TAKE OFF DISTANCE 4-7

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4.3.2 FLIGHT PLAN DATA/TIME, FUEL, DISTANCE TO CLIMB 4-9

4.3.3 FLIGHT PLAN DATA/ CRUISE PERFORMANCE 4-10
4.3.4 FUEL FLOW FOR A GIVEN TORQUE SETTING WILL BE 7 PPH OR HIGHER 4-11
4.3.5 FLIGHT PLAN DATA/ TIME, FUEL, DISTANCE TO DESCENT 4-13
4.3.6 FLIGHT PLAN DATA/ LANDING DISTANCE 4-14
4.4 PERFORMANCE DATA FOR WEIGHT AND BALANCE CALCULATION 4-15
4.4.1 GENERAL 4-15

4.4.2 TERMINOLOGY 4-16
4.4.3 WEIGHT AND BALANCE COMPUTATION FORM 4-17
4.4.4 FUEL WEIGHT AND MOMENT CORRECTION FOR NON-STANDARD 4-20
TEMPERATURE
4.5 INSTRUCTION FOR AIRCRAFT LOADING AND SECURING OF THE LOAD 4-21
4.5.1 GENERAL 4-21
4.5.2 CREW/ PASSENGER LOADING 4-23

4.5.3 AIRCRAFT SYSTEM, ASSOCIATED CONTROL AND INSTRUCTIONS FOR 4-24
THEIR USE
4.6 THE MINIMUM EQUIPMENT LIST AND CONFIGURATION DEVIATION LIST 4-25
4.6.1 CONFIGURATION DEVIATION 4-25
Chapter 5 Flight Planning Page

5.1 PRE-FLIGHT PLANNING 5-1
5.1.1GENERAL 5-1
5.1.2 APPLICATION OF WEATHER FORECAST 5-1
5.1.3 DESTINATION ALTERNATE AIRPORT 5-1
5.1.4 DESTINATION ALTERNATE AIRPORT – PLANNING MINIMA 5-2
5.1.5 MINIMUM FUEL REQUIREMENT 5-3

5.2 TAKEOFF OPERATING MINIMA 5-8
5.3 COMPANY FLIGHT PLAN 5-10
5.4 RE-PLANNING DURING FLIGHT 5-12
5.4.1 GENERAL 5-12
5.4.2 DIVERSION 5-12
5.4.3 COORDINATION REQUIREMENT 5-13

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5.4.4 DIVERSION AIRPORT 5-13

5.4.5 DEPARTURE FROM DIVERSION AIRPORT 5-13
5.4.6 EMERGENCY AUTHORITY 5-14
5.4.7 EXERCISING AUTHORITY 5-14
5.4.8 COMPLIANCES WITH STATE LAWS 5-14
Chapter 6 Weight & Balance Page

6.1 GENERAL 6-1
6.1.1 THE AIRCRAFT DIMENSION 6-2
6.1.2 STRUCTURE WEIGHT LIMITATION 6-2
6.1.3 PERFORMANCE LIMITATION 6-2
6.1.5 AIRCRAFT DIMENSION 6-3
6.1.6 BASIC LOAD REQUIREMENT 6-5
6.2 WEIGHT 6-6

6.2.1 BALANCE 6-7
6.3 PREPARATION AND ACCEPTANCE OF WEIGHT AND CG CALCULATIONS 6-12
6.4 WEIGHT LIMITATIONS 6-13
6.4.1 BASIC AIRPLANE WEIGHT 6-13
6.4.2 DRY OPERATING WEIGHT (DOW) 6-13

6.4.3 MAXIMUM ZERO FUEL WEIGHT 6-14
6.4.4 MAXIMUM TAKEOFF WEIGHT 6-14
6.4.5 MAXIMUM LANDING WEIGHT 6-15
6.4.6 TRAFFIC LOAD OR PAYLOAD 6-15
6.5 WEIGHT CALCULATIONS 6-18
6.6 APPROVED LOADING ENVELOPE 6-20
Chapter 7 Loading Page

7.1 GENERAL 7-1
Chapter 8 Minimum Equipment List Page

8.1 THE MINIMUM EQUIPMENT LIST (MEL) 8-1

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Chapter 9 Survival and Emergency Equipment Page

9.1 GENERAL 9-1
9.2 EMERGENCY EVACUATION PROCEDURES FOR COCKPIT CREW 9-2
9.2.1 THE NORMAL, ABNORMAL AND EMERGENCY PROCEDURES USED BY 9-2

CABIN CREW AND CO-ORDINATION BETWEEN FLIGHT AND CABIN CREW
9.3 LAND EMERGENCY EVACUATION PROCEDURES 9-3
9.3.1 EMERGENCY LANDING ON LAND WITHOUT ENGINE POWER 9-3
9.3.2 EMERGENCY LANDING ON WATER WITHOUT ENGINE POWER 9-4
9.3.3 POWERED PRECAUTIONARY LANDING ON LAND 9-5

9.3.4 POWERED PRECAUTIONARY LANDING ON WATER 9-6
9.3.5 LANDING GEAR FAILS TO RETRACT OR EXTEND 9-7
9.3.6 GEAR UP OR PARTIALLY EXTENDED LANDING (ON LAND) (ON GRASS 9-8
IF POSSIBLE)
9.3.7 LANDING GEAR PUMP LIGHT ILLUMINATES 9-8
9.4 THE GROUND TO AIR VISUAL SIGNAL CODE FOR USE BY SURVIVORS 9-9
9.4.1 GENERAL 9-9
9.5 GROUND TO AIR VISUAL SIGNAL CODE 9-10

9.5.1 GROUND TO AIR VISUAL SIGNAL CODE USED BY SURVIVORS 9-10
9.5.2 GROUND TO AIR VISUAL SIGNAL CODE USED BY RESCUE UNITS 9-11
9.5.3 SYMBOLS SHALL BE AT LEAST 2.5 METERS (8 FEET (LONG AND SHALL 9-11
BE MADE AS CONSPICUOUS AS POSSIBLE.
9.5.4 AIR TO GROUND SIGNALS 9-12
9.5.5 COMMUNICATIONS FAILURE 9-12

9.5.6 RULES OF THE AIR 9-12
9.5.7 SIGNALS 9-12
9.5.8 RADIO 9-12
9.5.9 SMOKES 9-13
9.5.10 MIRRORS 9-13
9.5.11 GROUND SIGNALS 9-13

9.6 AIRCRAFT EMERGENCY EQUIPMENT 9-16
9.6.1 LIFE VEST 9-16
9.7 OXYGEN BOTTLE 9-17

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9.7.1 OXYGEN BOTTLE (POB) 9-17

9.7.2 OXYGEN MASKS (INFANT / SPARES) 9-18
9.8 FLASHLIGHTS 9-19
9.9 BCF FIRE EXTINGUISHER TYPE 2 9-20
9.10 EMERGENCY LOCATOR TRANSMITTER (ELT) “RESCU 406 (SE)” 9-22
9.11 PASSENGER SAFETY INFORMATION CARD 9-24
9.11.1 CESSNA C208 (HS-TSP) 9-24
Chapter 10 Aircraft System Page

10.1 SYSTEM DESCRIPTION 10-1

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0.2 AMENDMENT & REVISION

(a) The Operations Manual Part B [OM-B] is issued on Thai Seaplane Co,. Ltd.
[TSP]’s authority and the Head of Flight Operations [FM] (Manual custodian) is
authorized and responsible all amendments as complied with regulations by the
Civil Aviation Authority of Thailand [CAAT].
(b) Any proposed amendment should be forwarded through the [QM] & [SM] on
a Document Change Request Form(1701-C-DCR). All amendments will be in the
form of printed. Manuscript amendments is NOT acceptable. Revision pages will be
annotated to show the effective date. the amendment list number and the portion
of the text which has been revised, as indicated by vertical marginal lines adjacent
to the changes. Each amendment will be accompanied by a revised list of effective
pages, with the effective date and will be maintained at the front pages of each
manual.
(c) The system of amendment and revision apply to entire TSP manuals. Revision
is numbered in sequence and may be carried out a long-term application regularly
and permanently incorporated into the manual.
(d) All intended amendments must be informed to Head of relevant department

who is responsible to review and correct on his/her consideration, If the Document
Change Request (DCR) is accepted by Head of relevant department and send to
[SM], [QM] and Copy [QDC].
(e) The Normal Revision time frame to review and revise TSP’s manuals is 12
calendar months or sooner in case of reasonable cause.
(f) Document Control Officer [QDC] shall process and submit to CAAT for
approval or acceptance. After [QDC] has been receiving the approval or acceptance
manuals from CAAT. The new revision or updated manual are classified as the new
in-coming document from external of CAAT. The FSDS begins by QDC is issuing
control number/date before distributing to responsible post holders.
(g) Head of Quality [QM] shall submit all approved or accepted manuals into
CAAT’s database after QDC has distributed to his / her manual.

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(h) The Amendment Flowchart of TSP is depicted the details to FSM Clause 2.5.3.
(i) All intended amendments and revisions must be submitted to the CAAT in
advance. Any part of this manual amendment / revision concerned must be
accepted/approved.

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0.3 DISTRIBUTION LIST

The Operations Manual Part [OM-B] shall be compulsorily divided to availability
source formats such as soft file (Shared drive); except to the Civil Aviation Authority
of Thailand [CAAT] will be distributed via FOSD or applicable. Pursuant to each post-
holder shall have been respectively distributed as listed in order to current version
receipt on hands.
Post-holder / Staff Format Remark

Chief Executive Officer [AM] Soft-file Shared Drive
Head of Flight Operations [FM] Soft-file Shared Drive
Head of Ground Operations [GM] Soft-file Shared Drive
Head of Safety [SM] Soft-file Shared Drive
Head of Security [CM] Soft-file Shared Drive
Head of Quality [QM] Soft-file Shared Drive
Head of Training [TM] Soft-file Shared Drive
Head of Engineering and
Soft-file Shared Drive
Maintenance [EM]
Document Control Officer [QDC] Soft-file Shared Drive
Chief of Pilot [CEP] Soft-file Shared Drive
Flight Operations Assistant [DIA] Soft-file Shared Drive
CAAT’s
Civil Aviation Authority of Thailand Soft-file
database

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0.4 ABBREVIATION & DEFINITION

0.4.1 ABBREVIATIONS
A
A/P Auto Pilot

AAL Above Aerodromes Level
ACAS Airborne collision avoidance systems
A/C Aircraft
ACFT Aircraft
AD Airworthiness Directive
ADF Automatic Direction Finding
ADS-B Automatic Dependent Surveillance - Broadcast
ADS-C Automatic dependent surveillance-contract
AFCS Automatic flight control system
AFM Aircraft Flight Manual
AGL Above Ground Level
AIP Aeronautical Information Publication
AIR Airborne image recorder
AIREP Air Report
AME Authorized Medical Examiner
AMP Aircraft Maintenance Program
AOC Air Operator Certificate
AOCR Air Operator Certificate Requirements
AOG Aircraft on Grounded
APCH Approach
APU Auxiliary Power Unit
AR Authorization required
ASDA Accelerate Stop Distance Available
ATA Actual Time of Arrival
ATC Air Traffic Controller

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ATM Air traffic Management

ATN Aeronautical Telecommunication Network
ATP Airline Transport Pilot
ATS Air Traffic Services
C
CAAT Civil Aviation Authority of Thailand

CAT Category Clear Air Turbulence
CAT I Category I
CAT II Category II
CAT III Category III
CAT IIIA Category IIIA
CAT IIIB Category IIIB
CAT IIIC Category IIIC
CDL Configuration Deviation List
CDI Course Deviation Indicator
CFP Computer Flight Plan
CFIT Controlled flight into terrain
CG Center of Gravity
cm Centimetre
C of A Certificate of Airworthiness
C of R Certificate of Registration
CRM Crew Resource Management
CTAF Common Traffic Advisory Frequency
CVR Cockpit voice recorder
CVS Combined vision system
E
EFB Electronic flight bag

EFIS Electronic flight instrument system

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EGT Exhaust gas temperature

ELT Emergency Locator Transmitter
ELT(AD) Automatic deployable ELT
ELT(AF) Automatic fixed ELT
ELT(AP) Automatic portable ELT
ERM Emergency Response Manual
ERP Emergency Response Plan
ETA Estimated Time of Arrival
ETD Estimated Time of Departure
EVS Enhanced vision system
F
FAF Final Approach Fix

FANS Future air navigation system
FAP Final Approach Point
FATO Final approach and take-off area
FD Flight Director
FDR Flight data recorder
FDM Flight Dispatch Manual
FI Flight Instructor
FO First Officer
FOO Flight Operation Officer
FM Frequency modulation
FSDS Flight Safety Documentation System
FSM Flight Safety Documentation System Manual
ft Foot; Feet
G
G Normal acceleration
GMM General Maintenance Manual

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GOM Ground Operations Manual

GP Glide path
G/S Glide Slope
H
hPa Hectopascal
HAT Height Above Touchdown
HF High Frequency (3-30 MHz)
HIRL High Intensity Runway Edge Lights
I
IA Intermediate Alternate
IAF Intermediate Approach Fix
IAS Indicated Airspeed
IATA International Air Transport Association
ICAO International Civil Aviation Organization
ID Identity
IF Initial Approach Fix
IFR Instrument Flight Rules
ILS Instrument landing system
IMC Instrument meteorological conditions
inHg Inch of mercury
IOE Initial Operating Experience
ISO International Organization for Standardization
ISS Issue
K
Kg Kilogram
kHz Kilohertz
Km Kilo Meter
Kts Knots

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Lbs Pounds(s)
LDA Landing distance available
LDP Landing decision point
LDR Landing distance required
LED Light emitting diode
LH Left Hand
LLZ Localizer
LOPA Layout of Passenger Accommodation
M
m Meter(s)
M Mach number
MAC Mean Aerodynamic Chord
MAP Minimum Approach Point
MAX, Max Maximum
Mb Millibars
MDA Minimum Descent Altitude
MDA/H Minimum descent altitude/height
MDH Minimum Descent Height
MEA Minimum Enroute Altitude
MEL Minimum Equipment List
MHz Megahertz mm Millimeter
MLS Microwave landing system
MMEL Master minimum equipment list
MOCA Minimum Obstacle Clearance Altitude
MORA Minimum Off Route Altitude
MOPS Minimum operational performance specification
MSA Minimum Safe Altitude

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MTOW Maximum Take-off Weight

N
NDB Non-Directional Beacon

NM Nautical Mile(s)
NOTAM Notice to Airman
NOTOC Notification to Captain
O
OAT Outside Air Temperature

OBS Observation
OCA Obstacle Clearance Altitude
OCA/H Obstacle clearance altitude/height
OCH Obstacle Clearance Height
OJT On-the-job training
OM Operations Manual
OPS Operations, Operational
P
PA Public Address
PANS Procedures for Air Navigation Services
PANS-OPS Procedures for Air Navigation Services–Aircraft
Operations
PAPI Precision Approach Path Indicator
PAR Precision Approach Radar
PAX Passenger
PBC Performance-based communication
PBN Performance-based navigation
PBS Performance-based surveillance
PIC/P-I-C Pilot in Command
PF Pilot Fly

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PM Pilot Monitor
PNR Point of no return
psi Pound per square inch
Q
QFE Height above airport elevation (or runway threshold

elevation) based on local station pressure
QMM Quality Management Manual
QMS Quality Management System
QNE Altimeter Setting 29.92’ Hg or 1013.2 Mb
QNH Altitude above sea level based on local station Pressure
R
R Rotor/ Radius
R/T Radio Telephony
RA Radio Altimeter
RCAB Regulations of the Civil Aviation Board
RCP Required communication performance
REF Reference
REG Registration
REV Revision
RH Right Hand
RNAV Area Navigation
RNP Required Navigation Performance
ROC Rate of Climb
RPL Repetitive Flight Plan
RSP Required surveillance performance
RTB Return to Base
RVR Runway Visual Range
RVSM Reduced Vertical Separation Minima

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SATCOM Satellite Communications

SB Service Bulletin
SBAS Satellite-based augmentation system
SEM Security Program Manual
SELCAL Selective Call System
SI International System of Units
SIC Second In Command
SID Standard Instrument Departure
SMS Safety Management System
SMM Safey Management Manual
SOP Standard operating procedure
SRE Surveillance Radar Element
SSR Secondary Surveillance Radar
SVS Synthetic vision system
TAF Tabular Aerodrome Forecast

TAS True Air Speed
TAT Total Air Temperature
TAWS Terrain awareness warning system
TCAS Traffic alert and collision avoidance system
TCH Threshold Crossing Height
TDP Take-off decision point
TDZ Touchdown Zone
TGT Turbine Gas Temperature
TIT Turbine inlet temperature
TLOF Touchdown and lift-off area
TLS Target level of safety

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TMA Terminal Control Area

TODA Take-off distance available
TODR Take-off distance required
TOW Take-off Weight
TSP Thai Seaplane
U
UTC Coordinated Universal Time
VAR Volcanic Activity Reporting

VASI Visual Approach Slope Indicator
VFR Visual Flight Rules
VHF Very High Frequency (30-300 MHz)
VIS Visibility
VMC Visual meteorological conditions
VNAV Vertical navigation
VOR VHF omnidirectional radio range
VS0 Stalling speed or the minimum steady flight speed in
the landing configuration
VSM Vertical separation minima
VTOSS Take-off safety speed
Vy Best rate of climb speed
W/V Wind Velocity

WXR Weather radar

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Symbols
°C Degrees Celsius
% Per cent

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0.4.2 DEFINITIONS
A
Accelerate-Stop Distance Available (ASDA) means the length of the take-off run
available plus the length of Stopway, if provided.
Acts of Unlawful Interference means acts or attempted acts such as to jeopardise
the safety of civil aviation and air transport, i.e.
(a) Unlawful seizure of aircraft in flight;
(b) Unlawful seizure of aircraft on the ground;
(c) Hostage-taking on board an aircraft or on aerodromes;
(d) Forcible intrusion on board an aircraft, at an airport or on the premises of an
aeronautical facility;
(e) Introduction on board an aircraft or at an airport of a weapon or hazardous
device or material intended for criminal purposes; and
(f) Communication of false information as to jeopardise the safety of an aircraft in
flight or on the ground, of passengers, crew, ground personnel or the general
public, at an airport or on the premises of a civil aviation facility.
Aerodrome means a defined area on land (including any building, installation and
equipment) used or intended to be used either wholly or in part for the arrival,
departure and surface movement of aircraft.
Aerodrome Operating Minima in relation to the operation of an aircraft at an
aerodrome, means the limits of usability of an aerodrome for:
(a) Take-off, expressed in terms of runway visual range or visibility, or both, and
cloud conditions where necessary;
(b) Landing in 2D instrument approach operations, expressed in terms of visibility
or runway visual range, or both, minimum descent altitude/height (MDA/h) and, if
necessary, cloud conditions; and
(c) Landing in 3D instrument approach operations, expressed in terms of visibility
and/or runway visual range and decision altitude/height (DA/H) as appropriate to
the type or category of operations, or both.
Aerial work means an aircraft operation in which an aircraft is used for specialized
services such as agriculture, construction, photography, surveying, observation and
patrol, search and rescue, aerial advertisement, etc.
Agreement means a formal agreement, between an operator and an external
services provider, that identify the document of measurable specifications that can
be monitored by the operator to ensure requirements that affect the quality, safety

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and security are being fulfilled by the service provider or contracted organization or
outsourcing.
Alternate Aerodrome means 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 and which meets all of the following requirements:
(a) The necessary services and facilities are available;
(b) The aircraft performance requirements can be met;
(c) The aerodrome is operational at the expected time of use. Alternate aerodromes
include the following:
Take-off Alternate means an alternate aerodrome at which an aircraft would be
able to land should this become necessary shortly after take-off and it is not possible
to use the aerodrome of departure.
En-Route Alternate means an alternate aerodrome at which an aircraft would be
able to land in the event that a diversion becomes necessary while en-route.
Destination Alternate means an alternate aerodrome at which an aircraft would
be able to land should it become either impossible or inadvisable to land at the
aerodrome of intended landing.
Note:- The aerodrome from which a flight departs may also be an en route or a
destination alternate aerodrome for that flight.
Altimetry System Error (ASE) means the difference between the altitude indicated
by the altimeter display, assuming a correct altimeter barometric setting, and the
pressure altitude corresponding to the undisturbed ambient pressure
Aeroplane means a power-driven heavier-than-air aircraft, deriving its lift in flight
chiefly from aerodynamic reactions on surfaces which remain fixed under given
conditions of flight.
Aircraft means any machine that can derive support in the atmosphere from the
reactions of the air other than the reactions of the air against the earth’s surface.
Aircraft Operating Manual means a manual, acceptable to the State of the
Operator, containing normal, abnormal and emergency procedures, checklists,
limitations, performance information, details of the aircraft systems and other
material relevant to the operation of the aircraft.
Note:- The aircraft operating manual is part of the operations manual.
Aircraft Tracking means a process, established by the operator, that maintains and
updates, at standardized intervals, a ground based record of the four-dimensional
position of individual aircraft in flight.

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Air Operator Certificate (AOC) means a certificate authorizing an operator to carry

out specified commercial air transport operations.
Air Traffic Services (ATS) means a generic term meaning variously, flight
information service, altering service, air traffic advisory service, air traffic control
service (area control service, approach control services or aerodrome control
service).
Airworthy means the status of an aircraft, engine, propeller or part when it
conforms to its approved design and is in a condition for safe operation.
Area Navigation (RNAV), A method of navigation which permits aircraft operation
on any desired flight path within the coverage of ground- or space-based
navigation aids or within the limits of the capability of self-contained aids, or a
combination of these.
Note:- Area navigation includes performance-based navigation as well as other
operations that do not meet the definition of performance-based navigation.
Approval means an authorisation granted by the Authority for:
(a) The transport of dangerous goods forbidden on passenger and/or cargo aircraft
where the Technical Instructions state that such goods may be carried with an
approval; or
(b) Other purposes as provided for in the Technical Instructions.
Note:- In the absence for a specific reference in the Technical Instructions allowing
the granting of an approval, an exemption may be sought.
Appropriate Airworthiness Requirements means the comprehensive and
detailed airworthiness code established, adopted or accepted by the CAAT for the
class of aircraft, engine or propeller under consideration.
Authority means The Civil Aviation Authority of Thailand (CAAT).
C
Crew Member means a person assigned by an operator to duty on an aircraft
during a flight duty period.
COMAT means operator material carried on an operator’s aircraft for the operator’s
own purposes.
Combined Vision System (CVS) means a system to display images from a
combination of an Enhanced Vision System (EVS) and a Synthetic Vision System
(SVS).
Commercial Air Transport Operation means an aircraft operation involving the
transport of passengers, cargo or mail for remuneration or hire. This could also be
interpreted as ‘public transport’ in this document.

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Contract see definition in Agreement.

Contracted Organization see definition in Service Provider.
Configuration Deviation List (CDL) means a list established by the organization
responsible for the type design with the approval of the State of Design which
identifies any external parts of an aircraft type which may be missing at the
commencement of a flight, and which contains, where necessary, any information
on associated operating limitations and performance correction.
Congested Area in relation to a city, town or settlement, means any area which is
substantially used for residential, commercial or recreational purposes.
Contaminated Runway means a runway is contaminated when a significant
portion of the runway surface area (whether in isolated areas or not) within the
length and width being used is covered by one or more of the substances listed in
the runway surface condition descriptors.
Note:- Further information on runway surface condition descriptors can be found
in the Annex 14, Volume I: Definitions
Continuing Airworthiness means the set of processes by which all aircraft comply
with the applicable airworthiness requirements and remain in a condition for safe
operation throughout their operating life.
Continuing Airworthiness Records means records which are related to continuing
airworthiness status of an aircraft, engine, propeller or associated part.
Continuous Descent Final Approach (CDFA) means a technique, consistent with
stabilized approach procedures, for flying the Final Approach Segment (FAS) of an
instrument Non-Precision Approach (NPA) procedure as a continuous descent,
without level-off, from an altitude/height at or above the final approach fix
altitude/height to a point approximately 15 m (50 ft) above the landing runway
threshold or the point where the flare manoeuvre begin for the type of aircraft
flown; for the FAS of an NPA procedure followed by a circling approach, the CDFA
technique applies until circling approach minima (circling OCA/H) or visual flight
manoeuvre altitude/height are reached.
Cruising Level means a level maintained during a significant portion of a flight.
D
Dangerous Goods means articles or substances which are capable of posing a
hazard to health, safety, property or the environment and which are shown in the
list of dangerous goods in the Technical Instructions or which are classified
according to those Instructions.
Dangerous Goods Accident means an occurrence associated with and related to
the transport of dangerous goods by air which results in fatal or serious injury to a
person or major property or environmental damage.

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Dangerous Goods Incident means an occurrence, other than a dangerous goods

accident, associated with and related to the transport of dangerous goods by air,
not necessarily occurring on board an aircraft, which results in injury to a person,
property or environmental damage, fire, breakage, spillage, leakage of fluid or
radiation or other evidence that the integrity of the packaging has not been
maintained. Any occurrence relating to the transport of dangerous goods which
seriously jeopardizes the aircraft or its occupants is also deemed to constitute a
dangerous goods incident.
Decision Altitude (DA), or Decision Height (DH), in relation to the operation of an
aircraft at an aerodrome, means a specified altitude or height in a 3D instrument
approach operation at which the pilot-in-command must initiate a missed
approach if the visual reference to continue the approach has not been established.
Note 1:- Decision Altitude (DA) is referenced to mean sea level and Decision Height
(DH) is referenced to the threshold elevation.
Note 2:- The required visual reference means that section of the visual aids or of
the approach area which should have been in view for sufficient time for the pilot
to have made an assessment of the aircraft position and rate of change of position,
in relation to the desired flight path. In Category III operations with a decision
height the required visual reference is that specified for the particular procedure
and operation.
Note. 3:- For convenience where both expressions are used they may be written in
the form “Decision Altitude/Height” and abbreviated “DA/H”.
Dry Runway means a runway is considered dry if its surface is free of visible
moisture and not contaminated within the area intended to be used.
Duty means any task that flight or cabin crew members are required by the
operator to perform, including, for example, flight duty, administrative work,
training, positioning and standby when it is likely to induce fatigue.
Duty Period means a period which starts when a flight or cabin crew member is
required by an operator to report for or to commence a duty and ends when that
person is free from all duties.
E
Electronic Flight Bag (EFB) means an electronic information system, comprised of
equipment and applications, for flight crew which allows for storing, updating,
displaying and processing of EFB functions to support flight operations or duties.
Emergency Locator Transmitter (ELT) means a generic term describing
equipment which broadcasts distinctive signals on designated frequencies and,
depending on application, may be automatically activated by impact or be
manually activated. An ELT may be any of the following;

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(a) Automatic fixed ELT (ELT(AF)). An automatically activated ELT which is

permanently attached to an aircraft.
(b) Automatic portable ELT (ELT(AP)). An automatically activated ELT which is
rigidly attached to an aircraft but readily removable from the aircraft.
(c) Automatic deployable ELT (ELT(AD)). An ELT which is rigidly attached to an
aircraft and which is automatically deployed and activated by impact, and, in some
cases, also by hydrostatic sensors. Manual deployment is also provided.
(d) Survival ELT (ELT(S)). An ELT which is removable from an aircraft, stowed so as to
facilitate its ready use in an emergency, and manually activated by survivors.
Engine means a unit used or intended to be used for aircraft propulsion. It consists
of at least those components and equipment necessary for functioning and control,
but excludes the propeller/rotors (if applicable).
En Route Phase means that part of the flight from the end of the take-off and initial
climb phase to the commencement of the approach and landing phase.
Note: - Where adequate obstacle clearance cannot be guaranteed visually, flights
must be planned to ensure that obstacles can be cleared by an appropriate
margin. In the event of failure of the critical power-unit, operators may need to
adopt alternative procedures.
Evaluator means a person authorized to conduct the formal and final summative
assessment of a trainee’s performance.
Exception means a provision which excludes a specific item of dangerous goods
from the requirements normally applicable to that item.
Exemption means an authorization granted by the Authority providing relief from
the provisions of Technical Instructions.
F
Fatigue means a physiological state of reduced mental or physical performance
capability resulting from sleep loss, extended wakefulness, circadian phase, and/or
workload (mental and/or physical activities) that can impair a person’s alterness and
ability to perform safety related operational duties.
Fatigue Risk Management System (FRMS) means a data-driven means of
continuously monitoring and managing fatigue-related safety risks, based upon
scientific principles and knowledge as well as operational experience that aims to
ensure relevant personnel are performing at adequate levels of alertness.
Final Approach Segment (FAS) means the segment of an instrument approach in
which alignment and descent for a landing are accomplished.

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Flight Crew means a crew member, including the pilot, flight engineer, flight
navigator and flight radio operator who is charged with duties essential to the
operation of an aircraft during a flight duty period.
Flight Crew Member means a licensed crew member charged with duties essential
to the operation of an aircraft during a flight duty period.
Flight Data Analysis means a process of analysing recorded flight data in order to
improve the safety of flight operations.
Flight Dispatcher/Flight Operations Officer means a suitably qualified person
designated by the operator of the aircraft to provide:
(a) briefing and/or assistance to the Pilot-in-Command in the safe conduct of the
flight, including pre-flight preparation for the dispatch release; and
(b) control and supervision of flight while acting as a close link between the aircraft
inflight and the ground services, and between the flight crew and the operator’s
ground staff.
Flight Duty Period means a period which commences when a flight or cabin crew
member is required to report for duty that includes a flight or a series of flights and
which finishes when the aeroplane finally comes to rest and the engines are shut
down at the end of the last flight on which he/she is a crew member.
Flight Manual means a manual, associated with the certificate of airworthiness,
containing limitations within which the aircraft is to be considered airworthy, and
instructions and information necessary to the flight crew members for the safe
operation of the aircraft.
Flight Plan means specified information provided to air traffic services units
relating to an intended flight or portion of a flight of an aircraft.
Flight Recorder means any type of recorder installed in the aircraft of the purposes
of complementing accident/incident investigation.
Flight Safety Documents System A set of interrelated documentation established
by the operator, compiling and organizing information necessary for flight and
ground operations, and comprising, as a minimum, the operations manual and the
operator’s maintenance control manual.
Flight Simulator means a type of apparatus that provides an accurate
representation of a flight deck of a particular aircraft type to the extent that the
mechanical, electrical, electronic and other aircraft systems control functions, the
normal environment of flight crew members, and the performance and flight
characteristics of that aircraft type are realistically simulated;
Flight Simulation Training Device means an apparatus in which flight conditions
are simulated on the ground and includes a flight simulator, a flight procedures
trainer and a basic instrument flight trainer.

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Flight Time - Aeroplanes means 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.
Flight Time - Helicopters means the total time from the moment a helicopter’s
rotor blades start turning until the moment the helicopter finally comes to rest at
the end of the flight, and the rotor blades are stopped.
Note:- This definition is intended only for the purpose of flight and duty time
regulation.
G
General Aviation Operation means an aircraft operation other than a commercial
air transport operation or an aerial work operation.
Ground Handling means services necessary for an aircraft’s arrival at, and
departure from, an airport, other than air traffic services.
General Maintenance Manual means a document which describes the operator’s
procedure necessary to ensure that all scheduled and unscheduled maintenance
is performed on the operator’s aircraft on time and in a controlled and satisfactory
manner.
H
Human Performance means human capabilities and limitations which have an
impact on the safety and efficiency of aeronautical operations.
I
Incompatible means in relation to dangerous goods, if mixed, would be liable to
cause a dangerous evaluation of heat or gas or produce a corrosive substance.
Instrument Approach Operations means an approach and landing using
instruments for navigation guidance based on an instrument approach procedure,
executed either by a 2D or 3D instrument approach operation.
(a) A Two-Dimensional (2D) instrument approach operation means an
instrument approach operation using lateral navigation guidance only; and
(b) A Three-Dimensional (3D) instrument approach operation means an
instrument approach operation using both lateral and vertical navigation guidance.
Note:- Lateral and vertical navigation guidance refers to the guidance provided
either by:

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(a) A ground-based radio navigation aid; or

(b) Computer-generated navigation data from ground-based, space-based,
selfcontained navigation aids or a combination of these.
Instrument Approach Procedure (IAP) means a series of predetermined
manoeuvres by reference to flight instruments with specified protection from
obstacles from
(a) The initial approach fix; or
(b) The beginning of a defined arrival route, where applicable to a point from which
a landing can be completed and thereafter, if a landing is not completed, to a
position at which holding or en-route obstacle clearance criteria apply.
Instrument approach procedures are classified as follows:
(a) Non-Precision Approach (NPA) procedure. An instrument approach procedure
designed for 2D instrument approach operations Type A.
Note:- Non-precision approach procedures may be flown using a Continuous
Descent Final Approach (CDFA) technique. CDFA with advisory VNAV
guidance calculated by on-board equipment (see PANS-OPS (Doc 8168),
Volume I, Part I, Section 4, Chapter 1, paragraph 1.8.1) are considered 3D
instrument approach operations. CDFA with manual calculation of the
required rate of descent are considered 2D instrument approach operations.
For more information on CDFA refer to PANS-OPS (Doc 8168), Volume I,
Section 1.7 and 1.8.
(b) Approach Procedure with Vertical Guidance (APV)”. A Performance-Based
Navigation (PBN) instrument approach procedure designed for 3D instrument
approach operations Type A.
(c) Precision Approach (PA) procedure. An instrument approach procedure based
on navigation systems (ILS, MLS, GLS and SBAS CAT I) designed for 3D instrument
approach operations Type A or B
Note:- Refer to paragraph 13.1.3 in Chapter 2 for instrument approach operation
types. Instrument Meteorological Conditions (IMC) means meteorological
conditions expressed in terms of visibility, distance from cloud, and ceiling, less
than the minima specified for visual meteorological conditions.
Note:- The specified minima for visual meteorological conditions are contained in
Chapter 4 of Annex 2. Isolated Aerodrome means a destination aerodrome for
which there is no destination alternate aerodrome suitable for a given
aeroplane type.

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L
Landing Distance Available (LDA) means the length of runway which is declared
available and suitable for the ground run of an aeroplane landing. Large Aeroplane
means an aeroplane of a maximum certificated take-off mass of over 5,700 kg.
M
Maintenance means the performance of tasks on an aircraft, engine, propeller or
associated part required to ensure the continuing airworthiness of an aircraft,
engine, propeller or associated part including any one or combination of overhaul,
inspection, replacement, defect rectification, and the embodiment of a
modification or repair.
Maintenance Programme means the maintenance schedule and related
procedures, such as a reliability programme, necessary for the safe operation of
those aircraft to which it applies.
Maintenance Release means a document which contains a certification
confirming that the maintenance work to which it relates has been completed in a
satisfactory manner in accordance with appropriate airworthiness requirements.
Maintenance Schedule means a document which describes the specific scheduled
maintenance tasks and their frequency of completion necessary for the safe
operation of those aircraft to which it applies.
Master Minimum Equipment List (MMEL) A list established for a particular aircraft
type by the organization responsible for the type design with the approval of the
State of Design containing items, one or more of which is permitted to be
unserviceable at the commencement of a flight. The MMEL may be associated with
special operating conditions, limitations or procedures.
Maximum Diversion Time means the maximum allowable range, expressed in
time, from a point on a route to an en-route alternate aerodrome.
Maximum Mass means maximum certificated take-off mass.
Minimum Equipment List (MEL), A list which provides for the operation of aircraft,
subject to specified conditions, with particular equipment inoperative, prepared by
an operator in conformity with, or more restrictive than, the MMEL established for
the aircraft type.
Meteorological Information means a meteorological report, analysis, forecast, and
any other statement relating to existing or expected meteorological conditions.
Minimum Descent Altitude (MDA) or Minimum Descent Height (MDH) means a
specified altitude or height in a non-precision 2D instrument approach operation
or circling approach operation below which the pilot-in-command must not
continue the descent without the required visual reference.

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Note 1:- Minimum Descent Altitude (MDA) is referenced to mean sea level and
Minimum Descent Height (MDH) is referenced to the aerodrome elevation or
to the threshold elevation if that is more than 2 m (7 ft) below the aerodrome
elevation.A minimum descent height for a circling approach is referenced to
the aerodrome elevation.
Note 2:- The required visual reference means that section of the visual aids or of
the approach area which should have been in view for sufficient time for the
pilot to have made an assessment of the aircraft position and rate of change
of position, in relation to the desired flight path. In the case of a circling
approach the required visual reference is the runway environment.
Note 3:- For convenience when both expressions are used they may be written in
the form “Minimum Descent Altitude/Height” and abbreviated “MDA/H”.
N
Navigation Specification A set of aircraft and flight crew requirements needed to
support performance-based navigation operations within a defined airspace. There
are two kinds of navigation specifications:
RNP Specification A navigation specification based on area navigation that
includes the requirement for performance monitoring and alerting, designated by
the prefix RNP, e.g. RNP 4, RNP APCH.
RNAV Specification A navigation specification based on area navigation that does
not include the requirement for performance monitoring and alerting, designated
by the prefix RNAV, e.g. RNAV 5, RNAV 1.
Note:- The Performance-based Navigation Manual (Doc 9613), Volume II contains
detailed guidance on navigation specifications
Night means the hours between the end of evening civil twilight and the beginning
of morning civil twilight or such other period between sunset and sunrise, as may
be prescribed by the appropriate authority.
O
Obstacle Clearance Altitude (OCA) or “Obstacle Clearance Height (OCH) means
the lowest altitude or the lowest height above the elevation of the relevant runway
threshold or the aerodrome elevation as applicable, used in establishing
compliance with appropriate obstacle clearance criteria.
Note 1:- Obstacle clearance altitude is referenced to mean sea level and obstacle
clearance height is referenced to the threshold elevation or in the case of non-
precision approaches procedures to the aerodrome elevation or the threshold
elevation if that is more than 2 m (7 ft) below the aerodrome elevation. An obstacle
clearance height for a circling approach is referenced to the aerodrome elevation.
Operating Base means the location from which operational control is exercised.

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Note:- An operating base is normally the location where personnel involved in the
operation of the aircraft work and the records associated with the operation are
located. An operating base has a degree of permanency beyond that of a regular
point of call.
Operation An activity or group of activities which are subject to the same or similar
hazards and which require a set of equipment to be specified, or the achievement
and maintenance of a set of pilot competencies, to eliminate or mitigate the risk of
such hazards.
Note:- Such activities could include, but would not be limited to, offshore
operations, HELI-hoist operations or emergency medical service.
Operational Control means the exercise of authority over the initiation,
continuation, diversion or termination of a flight in the interest of the safety of the
aircraft and the regularity and efficiency of the flight.
Operational Flight Plan means the operator’s plan for the safe conduct of the flight
based on considerations of aeroplane performance, other operating limitations and
relevant expected conditions on the route to be followed and at the aerodromes
concerned.
Operations Manual means a manual containing procedures, instructions and
guidance for use by operational personnel in the execution of their duties.
Operator means the person, organization or enterprise engaged in or offering to
engage in an aircraft operation.
Operations Specifications means the authorizations including specific approvals,
conditions and limitations associated with the air operator certificate and subject
to the conditions in the operations manual
Outsourcing see definition in Service Provider
P
Passenger Aircraft means an aircraft that carries any person other than a crew
member, employee of the operator in an official capacity, an Authorised Officer or
a person accompanying a consignment or other cargo.
Performance-Based Communication (PBC) means communication based on
performance specifications applied to the provision of air traffic services.
Note:- An RCP specification includes communication performance requirement
that are allocated to system components in terms of the communication to
be provided and associated transaction time, continuity, available, integrity,
safety and functionality needed for the proposed operation in the context of
a particular airspace concept.

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Performance-Based Navigation (PBN) Area navigation based on performance

requirements for aircraft operating along an ATS route, on an instrument approach
procedure or in a designated airspace.
Note:- Performance requirements are expressed in navigation specifications
(RNAV specification, RNP specification) in terms of accuracy, integrity,
continuity, availability and functionality needed for the proposed operation in
the context of a particular airspace concept.
Performance-Base Surveillance (PBS) means surveillance based on performance
specifications applied to be the provision of air traffic service.
Note:- An RSP specification includes surveillance performance requirements that
are allocated to system components in terms of the surveillance to be provide
and associated data delivery time, continuity, availability, integrity, accuracy
of the surveillance data, safety and functionality needed for the proposed
operation in the context of the particular airspace concept.
Pilot-In-Command The pilot designated by the operator, or in the case of general
aviation, the owner, as being in command and charged with the safe conduct of a
flight.
Point of No Return (PNR) means the last possible geographic point at which an
aircraft can proceed to the destination aerodrome as well as to an available enroute
alternate aerodrome for a given flight.
Pressure-Altitude An atmospheric pressure expressed in terms of altitude which
corresponds to that pressure in the Standard Atmosphere.
Note:- The Standard Atmosphere as defined in ICAO Annex 8 means:
(a) The air is a perfect dry gas;
(b) The physical constants are:
— Sea level Mean Molar Mass:
M0 = 28.964420×10-3 kg mol-1
— Sea level Atmospheric Pressure: P0 = 1013.250 hPa
— Sea level temperature:
t0 = 15°C
T0 = 288.15 K
— Sea level atmospheric density: ρ0= 1.2250 kg m-3
— Temperature of the ice point: Ti = 273.15 K
— Universal gas constant:

06-C-OMB
Pages: 0-39
R* = 8.31432 JK1mol-1
Psychoactive Substances means alcohol, opioids, cannabinoids, sedatives and
hypnotics, cocaine, other psychostimulants, hallucinogens, and volatile solvents,
but excludes coffee and tobacco.
Public Transport has the same interpretation as commercial air transport.
Q
Qualification Test Guide (QTG) The primary reference document used for the
evaluation of a FSTD. It contains test results, statements of compliance and the
other prescribed information to enable the evaluator to assess if the FSTD meets
the test criteria.
Quality Management System (QMS) means a management system that directs
and controls an organization with regard to quality activities generally include the
following:
(a) Establishment of A Quality Policy and Quality Objectives;
(b) Quality planning;
(c) Quality control;
(d) Quality assurance; and
(e) Quality improvement.
R
Required Communication Performance (RCP) Specification means a set of
requirements for air traffic service provision and associated ground equipment,
aircraft capability, and operations needed to support performance-based
communication.
Required Surveillance Performance (RSP) Specification means a set of
requirements for air traffic services provision and associated ground equipment,
aircraft capability, and operations needed to support performance-based
surveillance.
Repair means the restoration of aircraft, engine, propeller or associated part to an
airworthy condition in accordance with the appropriate airworthiness
requirements, after it has been damaged or subjected to wear.
Rest Period means a continuous and defined period of time, subsequent to and/or
prior to duty, during which flight or cabin crew members are free of all duties.
Runway Visual Range (RVR) means the range over which the pilot of an aircraft on
the centre line of a runway can see the runway surface markings or the lights
delineating the runway or identifying its centre line.

06-C-OMB
Pages: 0-40
S
Safe Forced Landing means unavoidable landing or ditching with a reasonable
expectancy of no injuries to persons in the aircraft or on the surface.
Safety Management System means a systematic approach to managing safety,
including the necessary organizational structures, accountabilities, responsibilities,
policies and procedures.
Serious injury. An injury which is sustained by a person in an accident and which:
(a) Requires hospitalization for more than 48 hours, commencing within seven days
from the date the injury was received; or
(b) Results in a fracture of any bone (except simple fractures of fingers, toes or nose);
or
(c) Involves lacerations which cause severe haemorrhage, nerve, muscle or tendon
damage; or
(d) Involves injury to any internal organ; or
(e) Involves second or third degree burns, or any burns affecting more than 5 per
cent of the body surface; or
(f) Involves verified exposure to infectious substances or injurious radiation.
Service Level Agreement (SLA) means a formal agreement, usually as part of a

contract, between an operator and an external services provider, or in some cases,
and internal services provider, that:
(a) Specifies, in measurable terms, the services the external provider is expected to
perform;
(b) Becomes the basis for monitoring of the performance of the external services
provider by the operator; and
(c) Defined and agreed as the impact of poor service can also affect the airport
which may suffer reputational damage or loss of revenue.
Service Provider means the business practice whereby one party (e.g. an operator
or provider) transfers, usually under the terms of a contract or binding agreement,
the conduct of an operational function to a second party (e.g. an external service
provider). Under outsourcing, the first party retains responsibility for the output or
results of the operational function even though it is conducted by the second party.
Shall means a procedure is mandatory as necessary for the safety or regularity of
international civil aviation to comply with all standards at all times.

06-C-OMB
Pages: 0-41
Should means a procedure is recommended in the interests of safety, regularity, or

efficiency of international civil aviation with recommended practices.
Small Aeroplane means an aeroplane of a maximum certificated take-off mass of
5 700 kg or less.
Special Categories Passengers means persons who need special conditions,
assistance, or equipment when travelling by air. These may include but are not
limited to:
(a) Infants;
(b) Unaccompanied children;
(c) Persons with disabilities;
(d) Persons with mobility impairments;
(e) Persons on stretchers; and
(f) Inadmissible passenger, deportees, or persons in custody.
Specific Approval means an approval which is documented in the Operations
Specifications for commercial air transport operations or in the list of specific
approvals for non-commercial operations.
Note:- The terms authorization, specific approval, approval and acceptance are
further described in ICAO Annex 6 Part I Attachment D.
State of Design refers to the State having jurisdiction over the organization
responsible for the type design.
State of Destination means the State in the territory of which the consignment is
finally to be unloaded form an aircraft.
State of Origin means the state in the territory of which the consignment is first to
be loaded on aircraft.
State of Registry means the State on whose register the aircraft is entered.
State of the Aerodrome means the State in whose territory the aerodrome is
located.
State of the Operator means the State in which the operator’s principal place of
business is located or, if there is no such place of business, the operator’s permanent
residence.
Synthetic Vision System (SVS) means a system to display data-derived synthetic
images of the external scene from the perspective of the flight deck.

06-C-OMB
Pages: 0-42
T
Target Level of Safety (TLS) means a generic term representing the level of risk
which is considered acceptable in particular circumstances.
Technical Instructions (TI) means the technical instructions for the safe transport
of dangerous goods by air (Doc 9284), approved and issued periodically in
accordance with the procedure established by the ICAO Council.
Threshold Time means the range, expressed in time, established by the State of
the Operator, to an en-route alternate aerodrome, whereby any time beyond
requires a specific approval for EDTO from the State of the Operator
Total Vertical Error (TVE) means the vertical geometric difference between the
actual pressure altitude flown by an aircraft and its assigned pressure altitude (flight
level).
V
Visual Meteorological Conditions (VMC) means meteorological conditions
expressed in terms of visibility, distance from cloud, and ceiling, equal to or better
than specified minima.
W
Wet Runway means the runway surface is covered by any visible dampness or
water up to and including 3 mm deep within the intended area of use.

06-C-OMB
Pages: 0-43
0.5 PAGINATION
The following illustration shows the typical style and setting of a manual page.
17 CM
0.5.1 TABLE OF CONTENT

The information in Table of Content consists of:
1. Section, Clause and Sub-Clause number.
2. This information is located on the left side of Table of Content body.
3. The number format is “Chapter-Section-Clause-Sub-Clause”.
1. Title of each section, Clause and Sub-Clause.

a. These titles are placed after the Section, Clause and Sub-Clause
number.
2. Page number
a. Page number of each Section, Clause and Sub-Clause found on the
right side of Table of Content body.
b. Page number format is “Chapter - Page number of this Chapter”.
0.5.2 FORMAT SPECIFICATIONS
Program: Microsoft Word.

Page size: A4
Font Type: Montserrat.
Font Size: 12 points for standard & 10 point for inadequate space.

06-C-OMB
Pages: 0-44
0.5.3 PAGE SETUP
Top: 1.27 cm.

Bottom: 1.27 cm.
Left: 1.50 cm.
Right: 2.00 cm.
Gutter: 0.76 cm.
0.5.4 PAPER COLOR REGULATION
Regular revision: White.

Bulletin: White.
0.5.5 HEADER TEXT
Font Type: Montserrat.

Font Size: 12 points for standard.
Type Style: Bold with Upper Case.
0.5.6 COMPANY LOGO
Hight: 1.5 cm.

Width: 2.52 cm.
0.5.7 MANUAL CONTROL BLOCK (CENTER)
Manual Title : Uppercase Bold.

Chapter Number : Uppercase Bold.
Sub section Title : Uppercase.

06-C-OMB
Pages: 0-45
0.5.8 MANUAL CONTROL BLOCK (RIGHT)
Document Code : Department Code - FSDS Groped Code

- Manual Name (XX-X-XXX)
Issue Number : Sentence case with number 2 digit.
Revision Number : Sentence case with number 2 digit.
Effective Date : DD MMM YY (Sentence case).
Page Number : Chapter No. - Page number (X-XX)
0.5.9 PAGE DESIGNATION
• Denote a blank page with "intentionally left blank".

06-C-OMB
Pages: 0-46
0.6 MANAGE OF REVISION

0.6.1 RECORD OF REVISION
Issue Revision Eff. Inserted
Action Subject
No. No. Date by
00
01
(Initial Added 26 MAR 24 - FM
(Original)
Issue)
0.1 TABLE OF CONTENTS
0.2 AMENDMENT & REVISION
0.3 DISTRIBUTION LIST
0.4.1 ABBREVIATIONS
0.4.2 DEFINITIOINS
0.6.1 RECORD OF REVISION
0.6.2 RECORD OF TRANSMITTAL
0.7 LIST OF EFFECTIVE PAGES
2.2.1.1 Walkaround
2.5.4 CREW AND PASSENGERS
BRIEF
3.5 EMERGENCY EXITS
3.5.1 EMERGENCY EVACUATION
PROCEDURES (FORCED
LANDING & DITCHING ON
Revised WATER)
01 01 & 30 AUG 24 3.5.1 EMERGENCY EVACUATION FM
Added PROCEDURES (FORCED
LANDING & DITCHING ON
WATER)
4.4.3 WEIGHT AND BALANCE
COMPUTATION FORM
5.1.5 MINIMUM FUEL
REQUIREMENT
7.1 GENERAL
9.1 GENERAL
9.6 AIRCRAFT EMERGENCY
EQUIPMENT
9.6.1 LIFE VEST
9.10 EMERGENCY LOCATOR
TRANSMITTER (ELT) “RESCU 406
(SE)”
9.11.1 CESSNA C208 (HS-TSP)

06-C-OMB
Pages: 0-47
0.6.2 RECORD OF TRANSMITTAL

Manual Name: OPERATIONS MANUAL PART B
Issue No.: 01
Revision No.: 01
Manual No.: 06-C-OMB
Issue/ Revise Date: 26 AUG 24
Action Chapter - Page No. Outline of Revision and Reason
Revised 0-1 0.1 TABLE OF CONTENTS to new revision
Revised 0 - 13 to 14 0.2 AMENDMENT & REVISION to reflect an actual
process.
Revised 0 - 15 0.3 DISTRIBUTION LIST to reflect an actual process.
Revised 0 - 16 to 25 0.4.1 ABBREVIATIONS to refer a minimum standard
template.
Revised 0 - 26 to 42 0.4.2 DEFINITIOINS to refer a minimum standard
template.
Revised 0 - 46 0.6.1 RECORD OF REVISION add new revision
Revised 0 - 47 0.6.2 RECORD OF TRANSMITTAL add action
Revised 0 - 48 to 52 0.7 LIST OF EFFECTIVE PAGES to new revision
Revised 2-5 2.2.1.1 Walkaround to LEFT SIDE (AIRCRAFT & FLOAT) (6)
water pump plug out
Revised 2-7 2.2.1.1 Walkaround added RIGHT SIDE (AIRCRAFT &
FLOAT)
Revised 2 - 28 2.5.4 CREW AND PASSENGERS BRIEF added the refer
manual (SOP).
Revised 3-9 3.5 EMERGENCY EXITS edit the figure to consist with
the actual company aircraft seat lay out.
Revised 3 - 10 3.5.1 EMERGENCY EVACUATION PROCEDURES
(FORCED LANDING & DITCHING ON WATER) the
content
Revised 3 - 11 to 13 3.5.1 EMERGENCY EVACUATION PROCEDURES
(FORCED LANDING & DITCHING ON WATER) to made
more concise and consistent to actual operation.
Revised 4 - 18 4.4.3 WEIGHT AND BALANCE COMPUTATION FORM to
update form in TABLE 3: COMPANY’S AMPHIBIAN C208
WEIGHT AND BALANCE REPORT
Revised 5-3 5.1.5 MINIMUM FUEL REQUIREMENT to changed Final
Reserve Fuel 45 min to 30 min
Revised 5-6 5.1.5 MINIMUM FUEL REQUIREMENT to changed Final
Reserve Fuel 45 min to 30 min
Revised 7-1 7.1 GENERAL to reflect actual operation and correct
positions
Revised 9-1 9.1 GENERAL revised to be more concise.

06-C-OMB
Pages: 0-48
Revised 9 - 16 9.6 AIRCRAFT EMERGENCY EQUIPMENT in (2) changed

from life jackets to life vest and in (3) added 1 Infant life
vest ...
Added 9 - 16 9.6.1 LIFE VEST to added picture of Adult and Infant life
vest
Revised 9 - 22 9.10 EMERGENCY LOCATOR TRANSMITTER (ELT)
“RESCU 406 (SE)” to changed from life jacket to life vest
Revised 9 - 24 9.11.1 CESSNA C208 (HS-TSP) to new Passenger Safety
Briefing Card

06-C-OMB
Pages: 0-54
Intentionally left blank

06-C-OMB
GENERAL LIMITATION
Pages: 1-1
1.1 GENERAL AND CESSNA GRAND CARAVAN (C208) LIMITATION

The purpose of Operations Manual Part B is to explain performance
requirements in accordance with specific types of aircraft used and operated by
THAI SEAPLANE. These requirements meet at least the requirements set up by
the CAAT on the basis of the ICAO recommendations.
The performance data valid for each aircraft type, including speeds, weight
limitations etc., are published in the respective POH approved by CAAT.
Unless specifically mentioned in these SOPs the aircraft limitations apply as per
the C208 G1000 with Wipline model 8750 amphibious floats POH.
1.1.1 AIRCRAFT TECHNICAL INFORMATION & WEIGHT LIMITS

Max.
Standard Basic Max. Take Off
Registrati Landing
Aircraft Type Empty Weight Operating Weight
on Weight
(SEW) Weigh (BOW) (MTOW)
(MLW)
Cessna Caravan
C208
HS-TSP 5,600.0 Lbs. 6029.1 Lbs. 8,750 Lbs. 8,750 Lbs.
1.1.2 OPERATING CREW AND SEAT NUMBER

Number of
Aircraft Type Registration Number of Crew
Passenger
Cessna Caravan
HS-TSP 2 9
C208

06-C-OMB
GENERAL LIMITATION
Pages: 1-2
1.1.3 AIRSPEED LIMITATIONS

SPEED KIAS REMARK
VMO Maximum Operating 175 Do not exceed this speed in any
Speed operation.
VLO Maximum Landing Gear 175 Do not extend or retract the landing
Operating Speed gear above this speed.
VLE Maximum Speed with 175 Do not exceed this speed with the
Landing Gear Extended landing gear extended.
VA Maneuvering Speed:
8,750 lbs. 154 Do not make full or abrupt control
8,360 lbs. 148 movements above this speed.
8,000 lbs. 143
6,400 lbs. 130
5,200 lbs. 117
VFE Maximum Flap Extended
Speed:
UP – 10° Flaps 175 Do not exceed these speeds with the
10° – 20° Flaps 150 given flap settings.
20° – FULL 125
1.1.4 SPEED LIMITATION

Note: All airspeed markings and placards in the airplane are shown as
indicated (IAS)
values, based on the primary static pressure source. The Air Data Computer
(ADC) corrects for the primary static source position error, and assuming zero
instrument error, essentially displays knots CAS in-flight. Vmo/ Mmo. VLE or flap
placard speed (whichever is lower) is indicated by the lower edge of the red
and
black colored region of the speed tape on the Primary Flight Displays (PFD).
1.1.5 MAXIMUM OPERATING LIMIT SPEED

The maximum operating limit speed shall not be deliberately exceeded in any
regime of flight

06-C-OMB
GENERAL LIMITATION
Pages: 1-3
1.1.6 FLAP LIMITATIONS
Approved Take off range………………………0 to 20 degrees

Approved Landing range………………………0 to 30 degrees
1.1.7 WIND LIMITS FOR DRY OR WET

Tailwind
Maximum demonstrate tail wind velocity for takeoff, landing……………………10 Kts.
Crosswind
Maximum demonstrate crosswind velocity for Takeoff & landing……………….15 Kts.
(not limitations)

06-C-OMB
GENERAL LIMITATION
Pages: 1-4
1.2 COMPANY SPECIFIC LIMITATIONS

Company Specific Limitations Company Specific limitations have been created
to extend the life of the engine and other aircraft components and ensure safe
operating procedures. Company limitations are void for Performance limiting,
Non-Normal, or Emergency situations requiring flight up to the POH limitations.
1.2.1 ENGINE POWER SETTINGS

Takeoff: Maximum 1,800 Foot-Pounds torque (not exceeding 805 degrees ITT)
on all runways at least 50% longer than distance required for takeoff roll and
clear a 50 feet obstacle. Maximum 1,865 Foot-Pounds torque (not exceeding 805
degrees ITT) on all other runways.
Climb: After setting the inertial separator to NORMAL, maximum 1,865 Foot-
Pounds at 1,900 RPM or maximum 1,950 Foot-Pounds at 1,750 RPM, refer to the
standard settings as per POH (summarized below) with standard temperatures
in Thailand.
Figure 2-1: Maximum Climb Torque

06-C-OMB
GENERAL LIMITATION
Pages: 1-5
Cruise: Conservative cruise torque settings shall be used at all times. The
“middle” settings as per the AFM Cruise torque settings are preferred. Max
Cruise torque shall only be used when the aircraft is behind schedule.
Cruise propeller RPM settings are as follows:

Cargo and empty flights: 1900 RPM
Regular passenger flights: 1750 RPM
Flights with VIP passengers on board: 1600 RPM
Maximum cruise ITT shall be 700 degrees. If the maximum cruise settings as
per the AFM would cause ITT to be exceeding 700 degrees, maintenance must
be notified.
Descent: Throughout descent the power lever shall be left at the cruise power
setting, until within 5 knots of the maximum speed or the speed trend vector
exceeds 175 KIAS or less to prevent an overspeed. If the aircraft encounters
moderate or stronger turbulence the aircraft shall be flown at the maneuvering
speed appropriate for the weight.

06-C-OMB
GENERAL LIMITATION
Pages: 1-6
1.2.2 GFC 700 AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS)

Climb: Autopilot is not to be used in VS mode during climb. The only acceptable
modes are Pitch and Flight Level Change. Flight Level Change is the preferred
mode once the flaps have been retracted. There is no need to use VS for a
smooth level off as the ALT capture logic allows for high rates of climb and
descent.
Flap Extension: Flaps are to be extended and retracted in increments of 10°
while the AP is engaged.
Minimum Engagement Altitude: The autopilot is not to be engaged until the
flaps are retracted after takeoff at a minimum of 400 feet. The Autopilot must
be disengaged below MDA, and DA respectively. For visual approaches the AP
must be disengaged below 800 feet AGL.
Low Bank should not be used in an ATC controlled environment. ATC expects
Rate 1 turns when you are being radar vectored and the low bank will only give
you rate 1 up to 80 knots airspeed (15 degrees).
1.2.3 FLAP SYSTEM

Flap Extension shall be limited to the following speeds:
Flaps 10 135KIAS
Flaps 20 125KIAS
Flaps Full 100KIAS
Notes:
(1) When there is a good chance of having to divert (i.e. weather below non
precision minima or no weather forecast available) fuel should be loaded
to land with no less than 400lbs at the alternate.
(2) The above are minimum fuel requirements and must be applied with
discretion.
(3) All flights arriving within 30 minutes of official night must carry IFR fuel.
(4) Once the aircraft has dispatched the fuel may be used @ the discretion of
the PIC
.I.e. The PIC may elect to use alternate fuel to hold at destination if it is
obvious the airport will be available for landing in a safe amount of time.

06-C-OMB
GENERAL LIMITATION
Pages: 1-7
1.2.4 MAXIMUM OPERATING ALTITUDE LIMITS

Certificated maximum operating altitudes:
Any conditions with any ice on the airplane: 20,000 feet.
1.2.5 MAXIMUM OPERATING ALTITUDE LIMITS (COMPANY LIMITATION)

Company’s maximum operating altitudes:
Any conditions with any ice on the airplane: 10,000 feet.
1.2.6 FLIGHT IN TUBULENCE

Adverse weather conditions shall be avoided during take – off and landing.
When flying through turbulence, VA limitations shall be strictly adhered to.
1.2.7 FLIGHT IN ICING LIMITS

Flight into known icing is prohibited when floats are installed.
1.2.8 ICING CONDITIONS
WARNING
THAI SEAPLANE Caravans are NOT authorized to operate in icing conditions.
Icing conditions are defined as: Visible moisture: clouds, rain, snow, ice crystals
with an OAT of 5°C or less. This temperature is likely to occur at flight altitudes
approaching 14,000 ft. in Thailand

06-C-OMB
GENERAL LIMITATION
Pages: 1-8
1.3 SYSTEM
THAI SEAPLANE CO., LTD. shall ensure that all aircraft in the fleet are equipped
with all requirements and conditions of the company’s AOC
(1) Instrumentation, and or avionics readily visible to the intended pilot and
appropriate flight crew and that are necessary to conduct operations and
meet applicable flight parameters, maneuvers and limitations.
(2) Equipment necessary to satisfy applicable operational communications
requirements including emergency communications.
(3) Avionics, equipment and/or components necessary to satisfy applicable
navigational requirements, provide necessary redundancy and as
applicable and where authorized by the State.
(4) Avionics, instrumentation and/or radio equipment necessary to satisfy
applicable approach & landing requirements.
(5) Other components and/or equipment necessary to conduct operations
under applicable flight conditions including Instrument Meteorological
Conditions (IMC).
1.3.1 ENGINE
• Engine type: Turbo Prop Engine Pratt & Whitney model PT6A-114A with
Free turbine, two shafts engine utilizing, a compressor section having
three axial stages and one centrifugal stage, an annular reverse flow
combustion chamber, a one stage compressor turbine, and a single
exhaust. The power turbine drives the propeller through a two stages
planetary gearbox at the front of engine.\
• Engine control operating limits: Flight operation with the power lever
retard below the IDLE position is prohibited.
• Engine starting cycle limits: Using the airplane battery, the starting cycle
shall be limited to the following interval and sequence:
30 seconds on, 60 seconds off.
30 seconds on, 60 minutes off.
*Repeat the above cycle as required.
• Using the external power, the starting cycle shall be limited to the
following intervals and sequence:
20 seconds on, 60 minutes off.
*Repeat the above cycle as required.

06-C-OMB
GENERAL LIMITATION
Pages: 1-9
TABLE-1 ENGINE OPERATING LIMITS

SHAFT
MAX OIL OIL
PHASE OF TORQUE N2 RPM PROPELOR HORSE
ITT PRESURE TEMP
FLIGHT (FT-LB) (% N2) (2) RPM POWER
(C) (PSI) (3) (C) (7)
(9)
10 TO
Take Off 1865 (1) 805 101.6 1900 85 TO 105 675
99
Maximum 1865
Climb
765 101.6 1900 85 TO 105 0 TO 99 675
1970 (4)
Maximum 1865
740 101.6 1900 85 TO 105 0 TO 99 675
cruise 1970 (4)
-40 TO
Idle - 685 52 (MIN) - 40 (MIN) -
99
Maximum
1865 805 101.6 1826 85 TO 105 0 TO 99 675
Reverse (5)
Transient 2400 (6) 850 (6) 102.6 (6) 2090 - 0 TO 99 -
1090 - 40
Starting - - - - -
(6) (MIN)
Max
10 TO
Continuous 1865 805 101.6 1900 85 TO 105 675
(8) 99
(1) Per the Engine Torque for take off figure of section 5
(2) For every 10 C (18 F) below -30C (-22 F) ambient temperature, reduce maximum allowable N
(3) Normal oil pressure is 85 to 105 psi at gas generator speed above 72% with oil temperature between 60
and 70 C (140 and 185 F). Oil pressure below 85 psi is undesirable and should be tolerated only for the
completion of the flight, preferably at the reduced power setting. Oil pressure below normal should be
reported as an engine discrepancy and should be corrected before next take off. Oil pressures below 40
psi are unsafe and require that either the engine be shut down or landing be made as soon as possible
using the minimum power required to sustain the flight.
(4) Propeller rpm must be set so as not to exceed 675 hp with torque above 1865 ft-lbs. Full 675 hp rating
is available only at rpm setting of 1800 or greater.
(5) Reverse power operation is limited to one minute.
(6) These values are time limited to 2 seconds.
(7) For increase oil service life, an oil temperature between 74 and 80 C (165 to 176 F) is recommended. A
minimum oil temperature of 55 C (130 F) is recommended for fuel heater operation at take-off power.
(8) Use of this rating is intended for abnormal situations ( i.e. maintain altitude or climb out of icing
condition) The maximum allowable hp is 675. Less than 675 hp is available under certain temperature and
altitude conditions as reflected in take-off, climb and cruise performance chart.

06-C-OMB
GENERAL LIMITATION
Pages: 1-10
1.3.2 PROPELLER
• Propeller System Operating Limits: An over speed governor check
shall be performed before the first flight of the day, after engine
control maintenance, or if adjustment has been made.
1.3.3 FUEL
• Approved fuel grades (specifications):
MINIMUM FUEL
FUEL GRADE FUEL
TEMPERATURE
SPECIFICATION SPECIFICATION
FOR TAKE OFF
JET A ASTM-D1655 - 35 °C
JET A-1 ASTM-D1655 - 40 °C
JET B ASTM-D1655 - 45 °C
JP-1 MIL-L 5616 - 35 °C
JP-4 MIL-T 5624 - 54 °C
JP-5 MIL-T 5624 - 40 °C
JP-8 MIL-T 83133A - 40 °C
AVIATION
MIL-G-5572
GASOLINE (ALL - 54 °C
ASTM-D910
GRADES)
• Alternate Emergency Fuels: Aviation gasoline is restricted to

emergency use and shall not be used for more than 150 hours in one
overhaul period, a mixture of one parts aviation gasoline and three parts
of JET A, JET A-1, JP-1, JP-5 may be used for emergency purposes for a
maximum of 450 hours per overhaul period.
• Approved Fuel Additives: The following additives are required for anti-
icing protection;
• Phillips PFA 55 MB
Ethylene Glycol Monomethyl Ether (MIL-I-27686) If additional anti-static
protection is desired, the following additives are approved for use. Shell
ASA 3 Dupont Stadis 450 If additional anti-static protection is desired,
the following additive is permitted for use in certain conditions Sohio
Biobor JF.

06-C-OMB
GENERAL LIMITATION
Pages: 1-11
Fuel Capacity:
Total Capacity 335.6 U.S. gallons (1270 Liters)

Total Capacity each tank 167.8 U.S. gallons (635 Liters)
Total Usable 332 U.S. gallons (1256 Liters)
Fuel Capacity:
Two standard tanks 167.8 U.S. gallons each
Total fuel 335.6 U.S. gallons
Usable fuel:
Both tanks on 332 U.S. gallons
Single tank on 165 U.S. gallons
Unusable fuel:
Both tanks on 3.6 U.S. gallons (14 Liters)
Single tank on 2.8 U.S. gallons (11 Liters)
With low fuel reserves (FUEL LOW annunciator on), continuous

uncoordinated flight with the turn-and-bank “ball” more than one quarter
ball out of center position is prohibited Unusable fuel quantity increase
when more severe slide slip is maintained. Due to possible fuel starvation,
maximum full rudder side slip duration is three minutes. Maximum fuel
imbalance in flight is 200 pounds.
1.3.4 OIL
- Oil Grade (specification): Oil conforming to Pratt and Whitney Engine
Service bulletin No. 1001, and all reservations or supplements there to,
must be used.
- Total oil capacity: 14 U.S. quarts (including oil in filter, cooler and hoses)
- Drain and Refill Quantity: Approximately 9.5 U.S. quarts.
- Oil Quantity Operating Range: Fill to within 2 quarts of MAX HOT or MAX
COLD (as appropriate) on dipstick. Quart marking indicates U.S. quarts
low if oil is hot. For example, a dipstick reading of 3 indicates the system
is within 2 quarts of MAX if the oil is cold and within 3 quarts of MAX if the
oil is hot.

06-C-OMB
GENERAL LIMITATION
Pages: 1-12
1.3.5 MAXIMUM CERTIFICATED WEIGHTS
HS - TSP
LIMIT WEIGHT LBS KGS
BASIC OPERATING WEIGHT 7,232 3,280
DRY OPERATING WEIGHT 6,382 2,895
MAX RAMP WEIGHT 8,750 3,969
MAX TAKEOFF WEIGHT 8,750 3,969
MAX LANDING WEIGHT 8,750 3,969

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1.3.6 CENTER OF GRAVITY LIMITS

Center of gravity range:
Forward C.G. Limit (5,200 lb or less) ...................................... 165.47 inches aft of
datum (11.90% MAC)
Forward C.G. Limit (8,750 lb) ................................................... 176.36 inches aft of datum
(Linear variation from 5,200 lb to 8,750 lb) (28.30% MAC)
Aft Limit, up to 8,750 lb ............................................................. 182.68 inches aft of datum
(37.82% MAC)
Reference Datum ............................................ 100 inches forward of front face of firewall.
Mean Aerodynamic Chord (MAC)

Leading Edge MAC ................................................................. 157.57 inches aft of datum MAC
Length ................................................................................................... 66.40 inches
1.3.7 MANEUVER LIMITS

This airplane is certificated under the normal category. The normal category is
applicable to aircraft intending to non-aerobatic operations. These include any
maneuver identical incidental to normal flying, stall, lazy eights, chandelles and
turns in which angle of bank is not more than 60 degrees. Aerobatic maneuvers,
including spin, are not approved.
1.3.8 FLIGHT LOAD FACTOR LIMITS

• Flap up……………………………..+3.6 g to – 1.44 g
• Flap down (all setting)……………+2.0 g

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1.4 OPERATION LIMITATIONS

1.4.1 KIND OF OPERATION LIMITS
This airplane is equipped for day VFR and may be equipped for night VFR and/or
IFR operations and for flight into known icing conditions. The operating
limitations placard reflects the limit applicable at the time of Airworthiness
Certificate issuance.
The following equipment lists identify the system and equipment upon which
type certification for each kind of operation was predicated. These systems and
equipment items must be installed and operable for the particular kind of
operation indicated.
Reference should also be made to the equipment list furnished with the
airplane for the equipment information. The pilot is responsible for determining
the airworthiness of this airplane for each flight and for assuring compliance
with current operating FARs.
1.4.1.1 Day VFR
• Airspeed indicator (1)
• Altimeter (1)
• Auxiliary boost pump system
• BATTERY HOT and BATTERY OVERHEAT
• Annunciators (NiCad battery only)
• Elevator trim system (manual)
• Engine ignition system
• Flap motor (1)
• Flap position indicator
• FUEL PRESS LOW INDICATOR annunciator
• Fuel quantity indicators (2)
• Fuel-selector-off warning system
• Generator
• Inertial separator system
• ITT indicator
• Magnetic compass
• NG % RPM indicator
• OIL PRESS LOW annunciator
• Oil pressure gage
• Oil temperature gage
• Outside air temperature gage
• Over speed warning system
• Over speed governor
• Pilot Operating Handbook/ AFM
• Pitot-static system (1)
• Propeller RPM indicator
• Seat belts (each occupant)

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• Shoulder harnesses (front seats)

• Slip-skid indicator (1)
• Stall warning system
• Torque indicator
• Trim position indicators (3)
• Volt-amp meter
* When a servo altimeter is installed, a functioning pneumatic altimeter is also
required.
1.4.1.2 Night VFR
• All equipment required for day VFR
• Instrument lights
• Navigation lights (3)
• Strobe lights (2)
1.4.1.3 IFR
• All equipment required for day VFR
• All equipment required for night VFR (if a night flight)
• Attitude indicator (gyro stabilized) (1)
• Clock
• Communications radio (VHF) (1)
• Directional indicator (gyro stabilized) (1)
• Navigation radios (as required)
• Sensitive altimeter (1)
• Suction gage (if gyros are vacuum-powered)
• Turn and bank indicator or turn coordinator (1)
* When a servo altimeter is installed, a functioning pneumatic altimeter is also
required.
The Kinds of Operation Limits for the amphibian are the same as those shown
in Section 2 of the landplane POH/AFM, except as noted below.
The following list summarizes the equipment required by FAR
23 for airworthiness for the particular kind of operation. Those
minimum items of equipment necessary under the operating
rules are defined in FAR 91 and FAR 135 as applicable.
INSTRUMENT, SYSTEM, KINDS OF OPERATION
or EQUIPMENT VFR, DAY VFR, IFR, DAY IFR, NIGHT
NIGHT
Cessna 208 POH/AFM – 1 1 1 1
Basic Aircraft
Approved Amphibian 1 1 1 1
POH & Airplane Flight
Manual Supplement
Landing gear, light, gear 4 4 4 4
down

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Landing gear, light, gear 4 4 4 4

up
Landing gear, light, 1* 1* 1* 1*
pump running
Landing gear, retraction 1 1 1 1
system, primary
Landing gear, retraction 1 1 1 1
system, emergency
Auxiliary Vertical Fins 2 2 2 2
Water rudders 2 2 2 2
Water rudder retraction 1 1 1 1
system
* Two (2) indicator lights required for unidirectional hydraulic pumps
1.4.2 FLIGHT INTO KNOWN ICING CONDITIONS

Flight into known icing is prohibited when floats are installed.
1.4.3 OUTSIDE AIR TEMPERATURE LIMITS
Cold Day:
-54°C from sea level to 20,000 feet.
Hot Day:
Ground Operations: +53°C from sea level to 5000 feet; ISA +37°C from 5000
feet to 12,000 feet; ISA +35°C above 12,000 feet.
Water Operations:
Idle Power Taxi: +53°C from sea level to 5000 feet; ISA +37°C from 5000 feet
to 12,000 feet; ISA +35°C above 12,000 feet.
Prolonged Step Taxi: +37°C from sea level to 6600 feet; ISA +37°C from
6600 feet to 12,000 feet; ISA 35°C above 12,000 feet.
Flight Operations: ISA +35°C from sea level to 20,000 feet.
1.4.4 MAXIMUM PASSENGER SEATING LIMITS

A maximum of one seat may be installed to the right of the pilot’s seat for use
by a second crew member. In the C208, up to 9 seats may be installed. The right
front seat is occupied by the passenger. Only eight (8) seats in the aft cabin can
be occupied.

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1.5 GENERAL
This chapter covers:
• An introduction to the normal procedures philosophy and assumptions
• Step by step normal procedures
This section, in conjunction with the rest of the Cessna Operations Manual and
Flight Crew Training Manual is intended to provide the necessary techniques
and system handling information needed by the flight crew to safely and
efficiently operate the airplane during normal operations. Where there is a
difference between the normal procedures and other Cessna Operations
Manual or the Flight Crew Training Manual, the normal procedures reflect
company policies.
The Normal, Abnormal and Emergency checklist being used by the flight crew
is in POH. However, for convenience, A laminated normal checklist is available,
must be the same revision with normal checklist in POH or SOP and with
authority stamp
1.5.1 DEFINITIONS
Crew Responsibilities
CAPT is the captain, sat in the left-hand seat .Designated by the company for
flights requiring more than one pilot, Responsible for conduct and safety of the
flight .
FO is First Officer in the right-hand seat
PF is the Pilot Flying, Controls the aircraft with respect to assigned airway,
course, altitude, airspeed, etc., during normal and emergency conditions,
accomplishes other tasks as directed by the captain.
PM is the Pilot Monitoring .Maintains ATC communications, copies clearances,
accomplishes checklists and other task as directed by the captain.
1.5.2 PROCEDURE
Procedure (Flow) Introduction
This term is used to describe crew action sequences which shall be carried out
at prescribed stages of the operation .Procedures (flows) are a logical way of
completing tasks BEFORE the respective checklist is called for, thereby allowing
the checklist to serve as a backup .Each phase of flight has a flow shown .Flows
may vary from those shown as long as they are logical and carried out in a
consistent manner commensurate with safety.

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1.5.3 CHECKLIST
Checklist Format
Checklists are presented in three formats as follows:
Preflight internal and external checks are designed to be carried out by one
crewmember working independently.
The Before Start and Shutdown Checklists are to be carried out by the
Captain independently.
The After-Takeoff Checklist is to be carried out by the PM as CHALLENGE /
RESPONSE silently.
The flight checklist is presented in a CHALLENGE/RESPONSE format for

coordinating crew checks .Designation of the crewmember is inserted in the
response column as:
1 .Captain.................................................CAPT
2 .First Officer.................................. ......FO
3 .Both....................................................BTH
4 .Pilot Flying......... ....................... ........PF
5 .Pilot Monitoring………………............ PM
Where both) BTH (crewmembers are to respond, the PF shall respond first
followed by the PM.

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1.5.4 EMERGENCY & ABNORMAL SITUATION

1.5.4.1 Emergency Situation
ICAO definition: A condition of being threatened by serious and/or imminent
danger and requiring immediate assistance
WARNING – A WARNING alert, which is accompanied by a continuous chime,
requires immediate
attention, it will show red color in Crew Alert System (CAS) messages.

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1.5.4.2 Abnormal Situation

ICAO definition :A condition involving an aircraft or other vehicle safety, or some
onboard or insight person but not requiring immediate assistance
CAUTION – A CAUTION alert, which is accompanied by a single chime, indicates
abnormal conditions that can require intervention, it will shows amber color in
Crew Alert System (CAS) messages.

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1.5.5 CREW CO-ORDINATION

1.5.5.1 Task Sharing
Any particular item in the cockpit shall generally be operated by the same crew
member throughout a flight as laid out in the division of workload diagrams .
Exceptions to this are:
The Power lever is to be operated by the PM from 1500 ft/lbs to takeoff torque,
throughout the climb until the setting of cruise power is completed.
The Prop lever is to be operated by the PM when “climb power” and “cruise
power” are called for.
The AFCS mode selector panel is to be controlled by the PF when the autopilot
is engaged and by the PM when the Autopilot is not engaged.
Engine Instruments must continuously be monitored by both pilots.

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Figure 3-1 Area of responsibility
Captain is PF unshaded /FO is PM in grey
Captain is PM in grey /First Officer is PF unshaded

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NOTE
In low workload environments i.e) .cruise with the autopilot engaged (it is
acceptable for the PF to make selections with the avionics.
For example: using the weather radar to better interpret the weather, route
modifications, etc. This however must not be at the expense of monitoring the
flight path.

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1.5.6 SAFETY RECOMMENDATIONS

1.5.6.1 Executing Given Commands
Crew members must keep each other informed of any performed action, PF
commands, PM performs and calls completed action.
1.5.6.2 Collision Avoidance
No flight crewmember may engage in any activity which would distract any
flight crewmember from the performance of his/her duties or which could
interfere in any way with the conduct of those duties.
Activities such as eating meals, paperwork and engaging in non-essential
conversations during critical phases of flight are not permitted .Both pilots
should be “heads up.” Critical Phases of Flight include all ground operations,
taxi, takeoff, landing, flight conducted below 5,000 feet above aerodrome
elevation.
Flight crews are not to read publications not related to the proper conduct of
the flight.
1.5.6.3 Communication in the Cockpit
Unnecessary chats must be banned while requests and call outs must be
limited to pertinent and relevant technical communications between ground
and flight below 5,000 feet above aerodrome elevation.
1.5.6.4 Headset Operations
Crew members must wear headsets:
• Before engine start up to altitude 5,000 ft AAL
• From altitude 5,000 ft AAL to engine shut down.
• On any necessary occasion, following Captain’s decision.
1.5.6.5 Safety Belts and Harnesses
During take-off and landing, and whenever deemed necessary by the
commander in the interest of safety, each crew member shall be properly
secured by all safety belts and harnesses provided.

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1.5.7 CROSS CONTROL

Cross check is a key safety factor.
Any pilot action which influences flight parameters (flight path, speed or a
system status) must be called out loud by any pilot and cross-checked by the
other one.
To allow an efficient cross check:
• Each Pilot must be familiar with the other crew member procedures.
• Procedures must be entirely and accurately followed.
If an indication is not in compliance with a performed action, crew members

must check that involved system is correctly set and/or take any necessary
action to correct the applicable discrepancy.
PM can be temporarily busy (ATC message, listening to weather, reading POH,
performing related procedure action, etc.) Any significant status change (AFCS,
system, …) must be reported to PM when his attention is restored.
1.5.8 METHODOLOGY
1.5.8.1 CHECKLIST PRIORITIES
Procedures are classified in three parts: Emergency, Abnormal and Normal
while performing procedures, crew will comply with the following hierarchy
- EMERGENCY
- ABNORMAL
- NORMAL
1.5.9 NORMAL PROCEDURES

1.5.9.1 Initiating Procedures
At the appropriate time the PF shall call for the checklist by name .The only
exception to this is the first flight of the day when the Captain shall be PF during
the “First Flight of Day” checks because certain checks must be done from the
Captain‘s side of the aircraft .Once the first flight of the day checklist is complete
the First Officer may then become the PF again. The checklist shall then be
carried out as follows:
1.5.9.2 Procedures Methodology
Prior to the formal completion of the checklist, the actions of procedures
shall have already been carried out during the execution of the scan/flow.

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1.5.9.3 Checklist Methodology

At all times the PM shall read the checklist on request from the PF, except the
“Before Start” and “Shutdown” and checklists which shall be completed
independently done by the Captain but still FO read checklist.
Use of the checklist is mandatory for all operations.
Operating the Checklist
- The challenge shall be called aloud by the PM.
- The PF / PM shall check that the item has been carried out and give the
prescribed response.
- As far as practicable, the Pilot not required to respond shall also check that
the required action has taken place.
- Where the checklist response is nominated as “Set” or “As Required”, the
response shall be appropriate to the situation .Responding “As Required”
is an inappropriate response.
- Strict adherence to the checklist is required at all times, and the checklist
must not be read past an item until it is complete in both action and
response .The finals checks are the only ones which are completed without
direct reference to the checklist) memory items.(
Checklists cannot be held at a particular point if interrupted .The checklist
must be started again from the beginning to ensure nothing has been missed.
1.5.10 EMERGENCY & ABNORMAL PRODEDURE

1.5.10.1 Types of Checks
1) Immediate Action
Procedures found on the emergency checklist which are BOLD FACED type
are immediate action items which should be committed to memory.
2) Checklist Items
Follow up checks carried out with reference to the emergency checklist.

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1.5.10.2 PF and PM Duties During an Emergency Situation

The following information is to supplement information already available in
the amplified procedures of Section 3 of POH. It gives suggestions for flight
procedures and crew coordination for selected emergencies .The Captain;
however, has the overall authority as to how non-normal situations are handled .
NOTE
The most important thing to remember is to Aviate, Navigate, Communicate
in that order.
AVIATE
1) Fly the aircraft

a) Normally PF will continue flying at discretion of the Captain.
b) Consider using the Autopilot if available to assist in reducing workload .
2) Identify the problem
a) Most checklists correspond to a CAS message .A CAS message is the

cue to select and do the checklist .Others do not have annunciators, which
is why familiarity with all checklists is so important.
NOTE
All system alerts must be acknowledged and read aloud .For Warning Alerts,
you must acknowledge the alert by pressing the WARNING softkey to cancel
the continuous chime.
3) Announce the problem
a) Either pilot shall clearly announce the CAS message or

unannunciated item (such as smoke in the cabin).
b (i.e .“RESERVOIR FUEL LOW”) Red RESERVOIR FUEL LOW CAS
message ON (
NOTE
Even CAS messages can give you incorrect information due to sensor faults
etc .Before actioning any checklist; investigation) time permitting (is essential .
I.e .ENGINE FIRE CAS MESSAGE.
4) Call for the appropriate memory items /checklist time permitting
NOTE
When actioning checklist items remember that you should action only those
items in your area of responsibility as outlined in Figure 3-1 Area of
responsibility, Section 3.5.1 Task Sharing

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• The PF shall then call for the appropriate Memory Items followed by the
appropriate checklist .If there are no memory items he /she shall call for the
checklist.
• i.e . PF :“Fuel Flow Interruption Memory Items”.

PM shall then call out the Memory Items.
PM :“Fuel Tank Selectors, Left on Right on”, then place his /her
hand on the fuel tank selectors, ensure they are on and repeat
“Left On, Right On”.
PM :“Ignition Switch On”, to which the Captain shall respond “On” .
PM :“Fuel Boost Switch On”, Captain :“On.
PM :“Memory Items Complete”.
The PF should check the actions of the PM wherever practicable.
If an incorrect action is being made the other pilot shall call “Negative”.
When safe to do so the PF will call for the appropriate checklist .When actioning
the checklist, the PM shall announce the name of the checklist
PM :“Fuel Flow Interruption Checklist”
The PM shall then read all items as a challenge (including memory items in
BOLD) and the pilot whose item is located in his/her area of responsibility shall
respond as outlined above.

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1.5.11 FLOWS (PROCEDURES)

During their mission, crew members have several sequences of tasks to
perform .These sequences are defined by the manufacturer to:
- Fit the design of the aircraft,
- Prioritize the tasks,
- Organize the workload on board.
When a sequence of tasks is necessary to complete the requirements of a flight

phase, they are organized in Standard Operational Procedures (SOP).
Example :Before Taxi Procedure
In order to achieve the procedures, the SOPs tasks are organized in an
ergonomic and logical order with regard to the instruments and the systems
the pilots have to use .The physical progression to achieve this procedure is
called “Flow”.
The completion of these flows facilitates the pilot activity and the memorization
of the procedures.

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1.5.12 DIMENSION AIRCRAFT CHARACTERIZES

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THE NORMAL PROCEDURE
Pages: 2-1
2.1 GENERAL
In order to ensure a safe, correct and fast handling and operation under different
conditions, flight crew members shall use the latest normal, abnormal and
emergency checklists from the aircraft manufacturers or modified normal
checklists approved by the CAAT. Normal checklist shall be used on all flights and
non-normal checklist when situation so required.
If a situation is not covered in the checklist of the POH, the course of action is left
with the commander.
The checklist items shall be read in chronological order. Some items may be read
and not preformed. This requires that the checklist is placed in a conspicuous place
and that the pilot reading the checklist calls “Checklist to … e.g. altimeter”. When
completing the checklist, it must be reread with the required action to ensure that
it is completed.
All items from “Preflight Inspection” until “Securing Airplane” read/reviewed and
ensure that all items are carried out, as appropriate.
When a check item is called a concerned shall look at the switch, control lever, gage
etc. set it and read it as appropriate and ensure actions have been taken as required.
The action relating to an item may, for practical reasons, be performed in advance
and when later that check item is called, the appropriate setting or action shall be
ascertained.
It is necessary take time to check each item properly.
After each “Checklist completed”, the checklist shall be returned to the appropriate
checklist holder.
*Refer to Company SOP C208B, Chapter 3 Normal Procedures and POH section
3.
The Normal Procedures are comprised of the following:
● Pre-flight inspection
● Before start engine
● Starting engine
● Taxiing
● Before Take off
● Take off
● En route Climb
● Cruise
● Descent
● Before Landing
● Landing
● After Landing
● Shutdown and securing the airplane
● System checks

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2.1.1 BRIEFING
2.1.1.1 Fuel Planning
The Pilot-in-command can request extra fuel for any reasons which conduct flight
to safety (see Notes below) but the Pilot-in-command has to confirm that
calculated minimum fuel from FOO plus extra fuel must not be over MTOW.
Notes:
(1) When there is a good chance of having to divert i.e., weather below non-
precision minima or no weather forecast available fuel should be loaded to
land with no less than 400lbs at the alternate.
(2) The above are minimum fuel requirements and must be applied with
discretion.
(3) All flights arriving within 30 minutes of official night must carry IFR fuel.
(4) Once the aircraft has dispatched the fuel may be used at the discretion of the
PIC.
i.e., The PIC may elect to use alternate fuel to hold at destination if it is obvious
the airport will be available for landing in a safe amount of time.
● Requests For Fuel

Requests for fuel shall be in written format and given to the ramp coordinator or
fuller directly. Both pilots shall confirm the fuel load request before submitting
when possible.
● Gross Fuel Error Check

Every flight leg the crew must ensure the gage accurately reflects the correct
amount of fuel on board. Any discrepancies beyond 100 lbs. require a dip to be
conducted.
For example: After fueling, fuel dip conducted. Fuel quantity 1300 lbs.
Flight conducted,
Calculated fuel burns 300 lbs.
Landing fuel 850 lbs.
Discrepancy 150 lbs.;
Therefore, a dip must be conducted
When refueling, conduct a gross error check using the following formula.
Total fuel after fueling - arrival fuel = fuel uplift (lbs.).

Unit conversion: 100 lbs. = 60 liters (56.17)
Example:
Aircraft fueled to 650 a side (1300 lbs.) Fuel on arrival 600 lbs.

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Total uplift = 700 lbs.

7 X 60 = 420 liters (approximately)
Fuel uplift receipt should indicate approximately 420 liters or match with the fuel
you requested.
2.1.1.2 Crew Daily and Pre-flight Briefing

The intention of these briefings is to ensure that all crew members are aware of all
pertinent factors which may affect the conduct of the flights. By discussing these
factors early in the duty period and before flights, there is ample time to revise plans
and straighten out misconceptions. This will enable each Takeoff Brief to be a
concise statement rather than a discussion.
The daily briefing should cover a discussion of:

• Crew Introduction / Experience Level / Currency
• General flight schedule for the day
• General weather
• NOTAMS
• Aircraft serviceability and readiness.
A particularly important item to be included in the daily briefing is the roles of the
pilots during an emergency. The captain should decide and define if he will
automatically take immediate control as PF in an emergency situation (if first officer
lacks sufficient experience) or if first officer can continue as PF in such a case.
The pre-flight briefing should cover a discussion of:

• Flight plan, departure route, takeoff weight, flight route
• Weather.
• NOTAMS.
• Fuel requirements.
• Operational Flight Plan

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2.1.1.3 Crew Briefings
(1) EMERGENCY BRIEF

On the first flight of the day the crew is to do an emergency brief which can be
completed anytime from dispatch until prior to takeoff.
Emergency Brief
PF PM
PF: Emergencies during the PM: Advise ATC “…c)all sign(…
takeoff stopping”.
prior to being committed and I
will call
"Reject" and simultaneously
select Beta, apply max braking
and Reverse as required. You will?
PF: Engine Failure after airborne PM: Call the memory items and
with Advise ATC call
flaps 20 I will pitch the nose “Mayday Mayday Mayday..…..”
forward
for 85 knots and feather the prop.
You will?
Any special procedures for the airport and runway

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THE NORMAL PROCEDURE Pages: 2-5
2.2 AIRCRAFT PREPARATION

The aircraft is prepared by both pilots simultaneously. Preferably the PF on the first
sector will do the cockpit inspection while the PM on the first sector will do the
external walkaround. After each sector of the day a brief walkaround should be
done by PM to check for obvious signs of damage. At the end of each flying day an
external inspection should be done by PM prior to leaving the aircraft or signing off
the logbook.
2.2.1 EXTERNAL INSPECTION (WALK - AROUND)

2.2.1.1 Walkaround
The pilot carrying out the walkaround shall leave the left side of the cowling open.
The pilot who carried out the interior (Cabin) inspection shall then ensure the oil
cap had been properly secured and he/she shall then close the cowling.
Additionally the fuel cap must be checked on and properly secured by the pilot
conducting the external walkaround by one of the two methods detailed below in
“Fueling”
When the pilot conducting the external walkaround reaches the stall warning strip
he/she shall use the pitot cover to lift it while the other pilot in the cockpit turns the
battery on and pulls the control column aft to test the stall warning system
LEFT SIDE (AIRCRAFT & FLOAT)

(1) Wing Light - CHECK (verify condition)
(2) Fuel Reservoir Quick Drain Valve (located on bottom of fuselage) – DRAIN
(3) Bow Landing Gear - CHECK TYRE & GENERAL CONDITION
(4) Float Compartments - CHECK FOR WATER; PUMP DRY if needed
(5) Float Baggage Doors – LATCHED
(6) Pump-out Plugs – SECURE & Not missing more than 2 plugs
(7) Main Landing Gear - CHECK TYRES & GENERAL CONDITION
(8) Keel Water Skimmers (if installed) - CHECK condition and security
(9) Afterbody Suction Breakers - CHECK condition and security (Qty 4)
(10) Water Rudder - CHECK CONDITION, POSITION
(11) Inboard Fuel Tank Sump and External Sump Quick-Drain Valves - DRAIN

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LEFT WING Leading Edge

(1) Wing Tie Down – DISCONNECT
(2) Stall Warning Vane - CHECK (verify freedom of movement)
NOTE: Make sure elevator control is off the forward stop in order to check
audible warning.
(3) Pitot/Static Tube - CHECK (verify security, openings for stoppage and warmth)
(4) Landing & Taxi/Recognition Lights - CHECK (condition and cleanliness of
cover)
(5) Wing Leading Edge Vortex Generators - CHECK for security (Qty 10)
(6) Fuel Quantity - VISUALLY CHECK (see figure 4-2 in landplane POH for fuel
quantity versus depth)
(7) Fuel Filler Cap – SECURE
(8) Outboard Fuel Tank Sump Quick-Drain Valve –DRAIN
(9) Nav & Strobe Lights - CHECK (verify condition and cleanliness)
LEFT WING Trailing Edge

(1) Fuel Tank Vent Opening - CHECK (verify opening is clear)
(2) Aileron & Servo Tab - CHECK (verify condition and security)
(3) Static Wicks (4 total) - CHECK (verify condition)
(4) Spoiler - CHECK (verify condition and security)
(5) Aileron and Spoiler Stall Fences - CHECK condition and security
(6) Flap Leading Edge Vortex Generators - CHECK (verify condition and security)
(7) Flap - CHECK (verify condition and security)
EMPENNAGE
(1) Baggage - CHECK SECURE (through cargo door)
(2) Gear Hydraulic Fluid Level - CHECK (check every 25 hours)
(3) Cargo Door - CLOSED & LATCHED
(4) Horizontal Stabilizer Leading Edge - CHECK (verify condition, security and
verify 18 vortex generators on the upper side of each horizontal stabilizer)
(5) Control Surfaces and Elevator Trim Tabs - CHECK (verify condition, security,
freedom of movement and tab position)
(6) Static Wicks (14 total) - CHECK (verify condition and security; verify 4 static
wicks per elevator half, 5 on the rudder, and 1 on the stinger)
(7) Auxiliary Finlets - CHECK security and condition
(8) Rudder Gust Lock – UNLOCK
(9) Tail Tie Down – DISCONNECT
(10) Oxygen Filler Door (if installed) – SECURE
(11) Passenger Entry Door - CHECK (closed and latched)

06-C-OMB
RIGHT WING Trailing Edge

(1) Flap - CHECK (verify condition and security)
(2) Flap Leading Edge Vortex Generators - CHECK (verify condition and security)
(3) Spoiler - CHECK (verify condition and security)
(4) Aileron & Trim Tab - CHECK (verify condition and security)
(5) Aileron and Spoiler Stall Fences - CHECK condition and security
(6) Static Wicks (4 total) - CHECK (verify condition)
(7) Fuel Tank Vent - CHECK (verify opening is clear)
RIGHT WING Leading Edge

(1) Navigation & Strobe Lights - CHECK (verify condition and cleanliness)
(2) Fuel Quantity - VISUALLY CHECK (see figure 4-2 in landplane POH for fuel
quantity versus depth)
(3) Fuel Filler Cap – SECURE
(4) Outboard Fuel Tank Sump Quick-Drain Valve- DRAIN (if airplane parked with
one wing low on a sloping ramp)
(5) Landing and Taxi/Recognition Lights – CHECK (condition and cleanliness of
cover)
(6) Wing Leading Edge Vortex Generators - CHECK for security (Qty 10)
(7) Pitot/Static Tube - CHECK (verify security, openings for stoppage and warmth)
(8) Radome (if installed) - CHECK (verify condition and security)
(9) Wing Tie Down – DISCONNECT
(10) Inboard Fuel Tank Sump and External Sump Quick-Drain Valves - DRAIN
RIGHT SIDE (AIRCRAFT & FLOAT)

(1) Water Rudder - CHECK CONDITION, POSITION.
(2) Afterbody Suction Breakers - CHECK condition and security (Qty 4)
(3) Keel Water Skimmers (if installed) - CHECK condition and security
(4) Main Landing Gear - CHECK TYRES & GENERAL CONDITION.
(5) Float Compartments - CHECK FOR WATER; PUMP DRY if needed
(6) Float Baggage Doors –LATCHED
(7) Pump-out Plugs – SECURE & Not missing more than 2 plugs
(8) Bow Landing Gear - CHECK TYRE & GENERAL CONDITION
(9) Right Side Crew Door - CLOSED and LATCHED
NOSE
(1) Propeller Anchor –REMOVE
(2) Air Inlet Covers – REMOVE

06-C-OMB
(3) Air Inlets - CHECK (check starter/generator blast tube opening and oil cooler
inlet (right) and engine induction air inlet (left) for condition, restrictions and
debris)
(4) Propeller - CHECK (inspect blades for nicks, gouges, looseness of material,
erosion, cracks and lightning strike (darkened area near tips); inspect boots
for security, condition and evidence of grease and oil leaks)
(5) Propeller Spinner - CHECK (verify condition and security)
(6) Air Conditioning Louvers (if installed) - CHECK (clear of obstructions)
(7) Engine (left side) - CHECK (verify general condition, security, fuel, no oil
leakage, and no damage to any components)
(8) INERTIAL SEPARATOR Bypass Outlet - CHECK CLOSED (verify duct free of
debris)
(9) Engine Oil:
(a) Oil Level Sight Glass - CHECK (verify oil level within green band range)
(b) Dipstick/Filler Cap – SECURE
Fill to within 1 ½ quarts of MAX HOT or MAX COLD (as appropriate)
on dipstick. Markings indicate U.S. quarts low if oil is hot.
WARNING!!
MAKE SURE THE OIL DIPSTICK CAP IS SECURELY LATCHED DOWN.
OPERATING THE ENGINE WITH LESS THAN THE RECOMMENDED OIL
LEVEL AND WITH THE DIPSTICK CAP UNLATCHED WILL RESULT IN
EXCESSIVE OIL LOSS AND EVENTUAL ENGINE STOPPAGE.
(10) Electrical Power Box Circuit Breakers and Diodes - CHECK (verify all circuit
breakers, including standby alternators are IN and diodes are clear)
(11) Standby Alternator and Belt - CHECK (verify condition and security)
(12) Air Conditioner (if installed)
(a) Compressor - CHECK (verify condition and security)
(b) Drive Belt - CHECK (verify condition and security)
(c) Hoses - CHECK (check hoses for evidence of damage or leaks from
compressor to the condenser and evaporators)
(d) Condenser Inlet/Outlet - CHECK (lower left side of cowling) (check
installation, condition and blockage)
(13) Brake Fluid Reservoir - CHECK (fluid level and cap secured)
(14) Oil Breather Drain Can – DRAIN (until empty)
(15) External Power Receptacle - CHECK (condition and security)

06-C-OMB
2.2.1.2 Fueling
General guidelines on fueling procedures can be found in the Company Operations
Manual. The following is to supplement those existing policies and procedures for
the G1000 Caravan.
● If the crew is present when fueling is taking place, they shall ensure they
check the fuel cap security (preferably while the ladder is still present). If a
ladder is not available; by standing in the captain’s doorway and grabbing the
handle on the inside of the cabin above the door.
● Fuel dips shall be conducted by aircraft mechanic on the first flight of the day
and after every refueling. If fuel burn does not correspond to gage readings, a
dip must be conducted (see gross error check).
2.2.1.3 Fuel Draining

Fuel must be drained from ALL drain points after EVERY refueling and EVERY initial
walkaround of the day. If contaminants are found, EVERY drain point must be
drained until there is no evidence of contamination.
If ground crews are conducting fuel draining, it must be in the presence of one of
the pilots to ensure:
(1) All drain points have been checked
(2) No contaminants exist

06-C-OMB
Pages: 2-10
2.2.1.4 Aircraft Doors

The engine shall not be started with the First Officer or any passenger or cargo
doors open. Force should not be used in any attempt to close the doors. If a door
shall not close under gentle pressure the cause must be investigated before
subsequent attempts are made.
The lower half of the cargo door may not be open during boarding or disembarking
of the passengers.
It is important to ensure all the doors are unlocked prior to flight.
2.2.1.5 Door Operation

When lowering the rear door, take the weight off the door and assist the function
of the actuators by ensuring the door does not lower too rapidly. When closing the
door, ensure the restraining cables are clear of door edges to prevent damage to
the cables and door seal.
The First Officer is to ensure all doors including the cargo pod doors (for C208B
version) are closed prior to being seated even if ground crews are available. Before
the engine is started the DOOR UNLATCHED CAS message must be extinguished
to ensure the cabin doors have been properly closed.

06-C-OMB
Pages: 2-11
2.2.2 COCKPIT PREPARATION

The pilot carrying out the cockpit preflight inspection by PF shall carry out a flow of
the cockpit as shown in the picture and detailed thereafter. The Preflight Checklist
shall then be completed. Either crewmember may carry this out from the left seat.
The cabin should then be inspected by PF ensuring the seats are correctly
positioned and secured, life vests and briefing cards are present, the seat belt and
no smoking signs are working and the aircraft is presentable to passengers.
Figure 2-1 Preflight Inspection Flow Diagram

06-C-OMB
Pages: 2-12
2.2.2.1 Cockpit Preflight Inspection Flow Items (Procedure)
POH AND G1000 CRG ACCESSIBLE

DOCUMENTS ON BOARD
FLOAT HATCHES SECURE
ALL SWITCHES OFF
FUEL SELECTOR BOTH ON
RED FLASHING BEACON LIGHT ON
GEAR SELECTION POSITION AS PROPER
BATTERY ON
AVIONICS NO.1 SWITCH ON
PFD1 VERIFY PFD1 ON
AVIONICS NO.2 SWITCH ON
PFD2 VERIFY PFD2 AND MFD ON
FUEL QUANTITY CHECK AND RST
WING FLAP HANDLE FULL DOWN
PITOT COVERS REMOVED
PIT/STAT STLL HT -ON 30 SEC OFF
AV’S NO.1 AND NO.2 SWITCHES OFF
BATTERY SWITCH OFF
EMERG PWR LVR NORM (W/WIRE)
CNTRL LOCK REMOVED (diseng.rdr lock)
ALT STATIC DRAIN OFF
WATER RUDDER AS REQ’D
OXY SUPPRESS CHECK
STBY FLAP MTR SW NORM

06-C-OMB
Pages: 2-13
2.2.2.2 Map Displays

The map mode should be used to the maximum extent practicable. The map
display provides a plan view of the approach, including final approach and missed
approach routing. The map increases crew awareness of progress and position
during departure and approaches.
The map is particularly useful when the inbound course does not align with the
runway centerline and allows the pilot to clearly determine the type of alignment
maneuver required.
2.2.2.3 Multi Function Display

The TFC shall be left ON at all times. This is especially useful to avoid a runway
incursion on line up. The above below mode is at the discretion of the pilots;
however, above is normally used when climbing, below when descending.
The WX radar shall be selected to standby before commencing taxi. The WX radar
shall be turned to standby whenever not required (VMC). When using the weather
radar, enable WATCH® and Weather Alerts. For more information on these features
refer to the G1000 Cockpit Reference Guide.
The map display with TAWS overlay shall be selected whenever in IMC and not
using the weather radar.
NOTE
Selecting the WX Radar and TAWS to the same range and cycling back and forth
between the displays is an effective way of distinguishing weather from ground
returns.

06-C-OMB
Pages: 2-14
2.3 BEFORE START

The Before Start Checks are normally carried out by the Captain without the First
Officer being present. The aircraft propeller should be parked over a hardstand prior
to engine start if possible to avoid propeller damage after engine start.
The engine should be started as soon as possible after boarding passengers to

provide environmental control for passenger comfort.
Figure 2-2 Before Start Flow Diagram

06-C-OMB
Pages: 2-15
2.3.1 BEFORE START PROCEDURE (FLOW)

1. Preflight Inspection & Weight and Balance Check COMPLETE
2. All Key Locking Cabin Doors UNLOCKED
3. Passenger Briefing COMPLETE
4. Cabin Doors LATCHED (check aft doors)
5. Left Crew Door Lock Override Knob and Right Crew Door Inside Lock
UNLOCKED
6. Parking Brake SET (pull control out and depress brake pedals)
7. Control Lock REMOVED and DISENGAGE
8. Seats, Seatbelts, Shoulder Harnesses ADJUST and SECURE (crew seat lock
indicator pin(s) extended)
WARNING!!
FAILURE TO CORRECTLY USE SEAT BELTS AND SHOULDER HARNESSES
COULD RESULT IN SERIOUSOR FATAL INJURY IN THE EVENT OF AN
ACCIDENT.
9. Switches OFF
10. Confirm Gear Selector Position (DOWN - Land, UP - Water)
11. Ignition Switch NORM
12. Circuit Breakers CHECK IN
13. Fuel Tank Selectors LEFT ON, RIGHT ON
14. Radar (if installed} OFF
15. Air Conditioner (if installed} OFF
16. Bleed Air Heat Switch OFF
CAUTION!!
LEAVING THE BLEED AIR HEAT SWITCH ON MAY RESULT IN A HOT START OR
ABNORMAL ACCELERATION TO IDLE.
17. Cabin Heat Mixing Air Control FLT·PUSH

18. Emergency Power Lever NORMAL

06-C-OMB
Pages: 2-16
IF PROPELLER IS FEATHERED:
Power Lever – IDLE
CAUTION!!
IF THE PROPELLER IS FEATHERED AND THE PROP CONTROL IS IN THE
FORWARD POSITION WHEN THE ENGINE IS STARTED, THE FLOATPLANE
MAY MOVE FORWARD UNCONTROLLED AS THE PROPELLER BLADES MOVE
FROM FEATHERED TO FLAT PITCH.
IF PROPELLER IS FLAT PITCH:

Power Lever - DO NOT MOVE from position it was left When engine was
shutdown
19. Propeller Control Lever MAX RPM (full forward)

20. Fuel Condition Lever CUTOFF
21. Rudder Lock (if installed) TURN and PUSH to unlock
22. Fuel Shutoff ON (push in)
23. Battery Switch ON
24. Wing Flaps UP
25. No Smoking/Seat Belt Sign Switches (if installed) ON as required/desired
26. Fire Detector Test Switch PRESS-TO· TEST

06-C-OMB
Pages: 2-17
2.3.2 BEFORE START CHECKLIST.

PASSENGER BRIEF COMPLETED
SWITCHES & CIRCUITS BREAKERS OFF & IN
NO SMOKING & SEATBEILT SIGNS ON
PARKING BRAKE SET
FUEL TANK SELECTORS BOTH ON
FIREWALL & FUEL SHUTOFFS 2 IN
EMERGENCY POWER LEVER NORMAL
POWER/PROP/FUEL CONDITION IDLE/FWD/CUT
BLEED AIR & CABIN HEAT MIX OFF & IN
EXTERNAL POWER SW OFF
BATTERY & AVIONICS 1 ON
BUS VOLTAGE CHECKED (24V)
FIRE DETECTOR & FUEL WARNING TESTED
FUEL QUANTITY REQ’D
EIS NO RED X'
2.3.3 ENGINE STARTING

Where possible, a GPU should be used to provide power for engine starting. The
pilots are to ensure that it is properly connected. Pilots are to ensure the area
around the propeller is clear before starting. The Captain shall call “clear left” to
which the FO shall reply “clear right” or “standby”. If the FO calls “standby”, the start
may not be accomplished and the FO shall then inform the Captain of the reason.
If Possible a ground crew member or marshaller shall give a thumb up or give the
standard engine start signal before starting.
When practical, try to park the aircraft into the wind. Strong tailwinds during a
ground start can create excessive propeller loads. In addition, tailwinds may cause
the ingestion of exhaust gases causing higher start temperatures.
NOTE
If the propeller is in flat pitch before start-up, the propeller blades are held in
position by the start-locks and the power control lever is aft of the IDLE position.
The power lever must be moved slightly farther aft Into the REVERSE range after
engine start to assure that the blades become unlatched before moving the power
lever to IDLE or forward.
CAUTION!!
IF THE POWER LEVER IS MOVED INTO THE FORWARD THRUST RANGE WITH
THE START LOCKS STILL ENGAGED, DAMAGE TO THE LOCK MECHANISMS
MAY OCCUR.

06-C-OMB
Pages: 2-18
NOTE
If the propeller is feathered and the propeller control is in the feathered position,
move the propeller control forward to allow the propeller to move into flat pitch
before moving the power lever forward. This allows the propeller to move into the
flat position when the engine is only developing idle power. which prevents the
airplane from surging forward rapidly as the propeller pitch changes.
Starts should be aborted when:

(1) The propeller fails to rotate.
(2) % Ng does not reach 12%.
(3) No light-off within 10 seconds of introducing fuel.
(4) ITT approaches 900 degrees and keeps moving up.
(5) No oil pressure indication when passing 12% Ng.
(6) GPU falls out.
(7) Any unusual noise or vibration occurs.
(8) Engine instruments indicate abnormal conditions.
(9) Ground Crew gives signal to abort start.

06-C-OMB
Pages: 2-19
2.3.4 ENGINE STARTING TABLE

Engine Start Procedure (Battery)
Action Verify
Both fuel selectors – ON
Battery switch – ON
Avionics No. 1 Switch – ON
EIS – CHECK PARAMETERS No red X’s
Engine Start Procedure (Ground Power)

Action Verify
Both fuel selectors – ON
Auxiliary power Unit – ENGAGE; then
ON
External power switch – BUS
AVIONICS No.1 – ON No red X’s
BUS VOLTS– CHECK (24-28.5 V)
Battery switch – ON
External power switch - STARTER
BUS VOLTS – CHECK (20 V minimum)
The remainder is the same as with a battery start

06-C-OMB
Pages: 2-20
CAUTION
Monitor the STARTER ON CAS message because that will be the first
indication of the GPU dropping off line followed by possible high ITT and a
hung start prior to reaching 46% when it is automatically cut out by the GCU.
NOTE
With external power available, the fans and avionics can be left on.
NOTE
When starting using a battery pack, the starting time limitations with a battery
apply.
In case Use Inertial Separator on Ground Operation, Inertial Separator will be set to
Normal for engine start. Captain will immediately set to bypass after the start is
complete before reading any checklist. Inertial Separator will remain in Bypass for
all ground operations until engine is shut down.

06-C-OMB
Pages: 2-21
2.3.5 STARTING AND AFTER START CHECKLIST

STARTING AND AFTER START CALL OUT
Situation CAPT FO
Passenger Require Call&Read
Boarding “Before Starting “Before Starting
Checklist” Checklist”
refer to normal checklist
*wait for when ready

start
Do
- Listen&Record ATIS
- Request Departure &
Start-UP clearance
Boarding Do Do
Completed “Clear Left” “Clear Right” or
“Standby”
Engine Starting Do Do
- Continue Before - Monitor Engine
starting checklist Parameter
- “Starting Engine”
Complete Engine require

Start “After Start Checklist” Call&Read
“After Start Checklist”
refer Normal Checklist
“After Start Checklist

Completed”

06-C-OMB
Pages: 2-22
STARTING CHECKLIST
FOR EXTERNAL POWER START

EXTERNAL POWER UNIT CONNECTED then ON
EXT POWER SWITCH BUS
BUS VOLTS CHECK 24V to 28V
EXTERNAL POWER SWITCH STARTER
AIR CONDITION OFF
FUEL BOOST PUMP ON
OBSERVE a. Fuel Pressure Low CAS MSG OFF
b. Aux Fuel Pump CAS MSG ON
c. Zero Fuel Flow Indication ON
PROPELLER CLEAR LEFT/RIGHT
CARRIED OUT BY MEMORY ITEMS
STARTER SWITCH START
OBSERVE a. Starter Energised CAS MSG ON
b. IGNITION CAS MSG ON
c. Engine Oil Pressure RISING
d. %Ng above 12% and stable
FUEL CONDITION LEVER LOW IDLE
OBSERVE a. Fuel Flow 90-140 lb/hr
b. ITT Rising & Monitor
c. 46% Ng – Starter Energised CAS MSG OFF
d. %Ng 55%
STARTER SWITCH OFF– CHECK CAS MSG OUT
EIS CHECK PARAMETERS
AFTER START CHECKLIST

FOR EXTERNAL POWER START
EXTERNAL POWER SWITCH CPT OFF
EXTERNAL POWER UNIT CPT OFF then DISENGAGE
FUEL BOOST PUMP CPT NORM
FUEL BOOST ON CAS MSG FO OFF
AVIONICS 2 CPT ON
GENERATOR CPT CHECK CAS MSG OUT
STANDBY POWER CPT ON
AIR CON CPT COOL/VENTILATE
EIS & CAS MSG CPT CHECK NORMAL
TRANSPONDER (XPDR) FO STBY
WX RADAR FO STBY MODE

06-C-OMB
Pages: 2-23
2.4 BEFORE TAXI

2.4.1 INSTRUMENT CHECK
Prior to commencing taxi, ensure AHRS alignment is complete and no flags are
present, altimeters cross-checked and headings set and cross-checked.
Instrument Check Callouts

PF PM
"QNH ____ read 50 ft., QNH____ 50 "Crosschecked" Or says
ft. differences.
On the standby, heading 130 e.g. "QNH____ altitude 70 ft."
compass 133 no flags,
Comparator messages nil,
Reversionary messages
Both on GPS1 "
NOTE
The only indication of a suction failure on the G1000 Caravan is the GYRO flag on
the standby AI.
Both the CAPT and FO PFD’s must be on independent AHRS and ADC’s prior to taxi.
Refer to the POH for guidance on resolving these issues.
Once taxi is commenced instruments should be checked during a turn if possible

and the calls should be as follows.

06-C-OMB
Pages: 2-24
2.5 TAXI
2.5.1 BEFORE FIRST FLIGHT CHECKS (SYSTEM CHECK)
The before first flight checks are to be carried out before the first flight of the day or
after maintenance.
SYSTEM CHECKS
PROPELLER OVER SPEED GOVERNOR
Propeller Control Lever FULL FORWARD
Overspeed Governor Test Switch PRESS and HOLD
Power Lever ADVANCE
Propeller should stabilise at 1750 ± 60 RPM
Power Lever IDLE
Overspeed Governor Test Switch RELEASE
STANDBY POWER CHECK
Engine Softkey SELECT SYSTEM
STBY ALT PWR Switch ON
GEN AMPS LOAD TO 30-60 AMPS
ALT AMPS CHECK ZERO
Generator Switch TRIP
ALT AMPS CHECK - Verify Load
White STBY PWR On Annunciator ON
Amber GENERATOR OFF ON
Annunciator
Generator Switch RESET
White STBY PWR On Annunciator OFF
STBY ALT PWR Switch OFF
Amber STBY PWR INOP ON
Annunciator
STBY ALT PWR Switch ON
MANUAL ELECTRIC PITCH TRIM
Push Both Sides of Trim Switch TRIM DOWN
VERIFY Correct Trim Wheel & Pointer Movement
AP DISC/TRIM INTER Button PRESS

06-C-OMB
Pages: 2-25
Confirm Movement Stops

Push Both Sides of Trim Switch TRIM UP
VERIFY Correct Trim Wheel & Pointer Movement
AP DISC/TRIM INTER Button PRESS
Confirm Movement Stops
Verify Pilots Trim Switch Command Over-rides Co-pilots Trim Switch
Command
TRIM SET Within Take Off Band
The aircraft is normally to be stationary and the PARK BRAKE – SET prior to
conducting the checks.
CAUTION
(1) Ensure the aircraft is moved to a position where the propeller will not be
damaged by loose debris.
(2) Other aircraft, or ground equipment will not be damaged by prop wash.
(3) Ground personnel are not in danger of prop wash.
(4) The aircraft could safely be stopped in the event of a brake failure.
2.5.2 SEAPLANE RAMP WATER ENTRY

Prior to commencing an approach to the ramp, the PF shall confirm that the area
of water at the foot of the ramp is of sufficient depth to accommodate the aircraft
fully laden with the landing gear extended , that the proposed initial water taxy path
is clear and that no obstructions are evident on the ramp itself.
Approach to the head of the ramp should be made at a normal taxy speed, not
greater than a fast walking pace, power should be at just above idle power and
water rudders retracted. Forward speed on the downward slope of the ramp may
be controlled by the judicious use of power or beta/ reverse power settings. Entry
to the water should be made with a positive forward rate of speed. As soon as the
rear of the floats is clear of the ramp water rudders shall be lowered by the PM to
provide directional control and the landing gear retracted by the PM.
Further taxi shall be in accordance with water taxiing instructions below. Pre Ramp
Entry Flow Items PF/PM
(1) Water depth Sufficient

06-C-OMB
Pages: 2-26
(2) Initial Taxy Path Clear

(3) Ramp Surface Clear Confirmed
(4) Water rudders retracted Confirmed
After Water Entry

(1) Water Rudders Down
(2) Landing Gear Selected and checked UP

06-C-OMB
Pages: 2-27
2.5.3 TAXIING
The PF is to taxi the aircraft.
When ready to taxi, ensure that the Parking Brake is released. As the aircraft begins
to move forward, test the brakes by pressing each brake pedal and checking travel,
feel the performance. PF shall call “Brake Check”, the PM shall test the brakes not
bringing the aircraft to a stop but just checking stopping ability followed by the PF.
Taxi at a moderate speed and avoid making sharp turns, as this will put unnecessary
side loads on the undercarriage. Taxi speeds shall be moderate. The GS on the GPS
can be used as a reference. Turning speed shall not exceed 10 knots. Taxi speed on
long straight taxiways or runways shall not compromise controllability of the
aircraft, not to exceed 15 knots. When maneuvering to park or in the vicinity of
obstacles, limit speed to below 5 knots. Use of Beta will greatly reduce the need for
braking and extend brake life.
Instrument Check Callouts

PF PM
“Wings level on horizon on PFD and “Cross checked” or variations as
appropriate.
the standby, ball right (left)

decreasing (increasing)(DG)
decreasing free and floating
(compass)
CAUTION
Using Reverse Power to back the aircraft up is strictly prohibited.
NOTE
Due to the design of the braking system, it is more difficult to taxi from the right
seat due to brake effectiveness. In tight areas it is recommended the Captain taxi.

06-C-OMB
● Taxiing On Water
Pilots shall have regard to the right of way rules When ready to taxi, ensure that the
water rudders are extended.
If pitch locks have not been set , then there will be a delay before forward or reverse
thrust is available ( as the propeller comes out of ‘feather’).
Once clear of obstacles , water rudder authority for turns both left and right should
be checked.
Taxiing should be done at a moderate speed so as to give appropriate water rudder

authority. Tight turns requiring full rudder deflection should be avoided.
The aircraft should take a taxi path which takes it clear of all obstacles and clear of
other vessels. At no time should the aircraft be placed in a position where it is relying
upon another vessel to give way in order to provide adequate clearance from that
vessel.
Use of beta or reverse thrust should be used as necessary to provide a safe taxi path.
Pilots should anticipate the required position of the aircraft and make turns at a
rate which does not require full rudder deflection , particularly approaching a dock
or vessel
● Operations on Unsealed Surfaces

Taxiing is to be done with minimal power to minimize propeller damage. Parking
the aircraft with the nose wheel straight or straightening with tow bar prior to taxi
also minimizes power required. The aircraft should be kept moving unless it is
absolutely necessary to stop. Turns of 180 degrees should be made into the wind if
practicable.
Rolling takeoff’s are to be used unless necessary for performance considerations.
2.5.4 CREW AND PASSENGERS BRIEF

See details in item SOP 2.1.6.3 Crew Briefings, SOP 2.1.6.4 Passenger Briefings

06-C-OMB
Pages: 2-29
2.5.5 RECEIVING AN ATC DEPARTURE OR ARRIVAL CLEARANCE

Generally a brief will be carried out prior to receiving and ATC clearance as
clearances are generally not given until taxiing for departure or when approaching
the airport for arrival. This is to allow for a more thorough brief in a low workload
environment. Due to possible changes. It is important that both pilots check ATC
Route clearance against GPS route, Altitude Selector, FD mode, heading bug and
transponder code when a clearance is received to avoid mistakes.
Figure 2-4 Taxi Flow Diagram

06-C-OMB
Pages: 2-30
2.5.6 TAXI PROCEDURE (FLOW)

PF/PM:
2.5.6.1 Taxiing On Land
1. Propeller Control - MAX RPM (full forward)
2. Water Rudders - UP
3. Brakes - CHECK
4. Flight Controls - POSITIONED ACCORDING TO WIND DIRECTION
5. Flight Instruments - CHECK
NOTE
For Improved brake life. propeller BETA range may be used during ground
operations with minimum blade erosion up to the point where Ng Increases
(against beta range spring).
2.5.6.2 Taxiing On Water
1.Propeller Control - MAX RPM (full forward)
2.Water Rudders - DOWN
3.Water Rudders – CHECK
4.Flight Controls - POSITIONED TO WIND DIRECTION ACCORDING
5.Flight Instruments - CHECK
2.5.7 TAXI CHECKLIST

TAXI LIGHT CPT ON
FLIGHT INSTRUMENT BTH CHECKED
STANDBY INSTRUMENT BTH CHECKED
GEAR POS INDICATING LIGHT PF CHECKED
BRAKES PF CHECKED
FLIGHT CONTROLS PF FREE & CORRECT
ALTIMETERS BTH QNH ______ SET
RADIO & NAVIGATION PM CHECKED
FUEL SELECTOR PF BOTH ON
AUTO PILOT & TRIMS BTH TESTED
TRIM CPT 3 SET FOR T/O
FLAPS 20° PF CHECKED
CAS MASSGES PF CHECKED
WATER RUDDER PM AS REQ’D then UP
DEPARTURE BRIEFING PF COMPLETED

06-C-OMB
Pages: 2-31
2.6 BEFORE TAKE-OFF

2.6.1 DEFINITIONS
● Terrain Switch: Must always be in NORMAL except in airports which are not
in the database and would thus cause an immediate TERRAIN warning after
liftoff.
● Navigation:
CDI................... (GPS/ VOR) and Intial Course
BRG 1.............. (NAV 1/ 2/ GPS/ None) and frequency if app
BRG 2................ (NAV 1/ 2/ GPS/ None) and frequency if app
Initial Alt............. clearance altitude which received from ATC
Squawk............. as filed in FPLN
2.6.2 NAVIGATION SET UP FOR TAKEOFF

Although GPS is the primary method of navigating, all applicable navigation aids
should be tuned. It is recommended to have the appropriate VOR of the departing
airport or appropriate NAV aid for the departure procedure. The ILS frequency in
case of an emergency return should be set on the Standby (if available). By selecting
the bearing pointers to the appropriate NAV 1 and NAV 2 raw data can be
monitored.
2.6.3 FLIGHT DIRECTOR USE FOR TAKE OFF

Use of the Flight Director for takeoff is recommended. Before entering the runway,
the heading bug shall be set to the heading of the runway to be used. The Altitude
Selector should be selected to the cleared altitude, or in absence of that, the
planned cruising altitude. To use the Flight Director for take off select by pressing
the TOGA button on the power lever, and select HDG (ensuring bug is set to runway
heading) for the roll mode.
NOTE
Anytime the flight director guidance is not being followed, it must be turned off.

06-C-OMB
Pages: 2-32
Figure 2-5 Line up Flow Diagram
2.6.4 LINE-UP PROCEDURE (FLOW)

Captain: First Officer:
1. Flaps..........................................................20 1. Flaps...........................................................20
2. Condition Lever......................High 2. Condition Lever.......................High Idle
Idle 3. Air Conditioning....................................Set
3. Air Conditioning................................Set 4. CAS MSG..........................IGNITION ON
4. Lights......................................................Set 5. HDG Bug and CRS Selector..........Set
5. Ignition Sw.............................................ON 6. FD / Altitude Selector..........................Set
6. CAS MSG.......................IGNITION ON
7. HDG Bug and CRS
Selector......Set
8. FD / Altitude
Selector.....................Set
NOTE
At or above 5,000 feet elevation the air conditioning MUST BE OFF

06-C-OMB
Pages: 2-33
2.6.5 LINE-UP CHECKLIST

STROBE LIGHT CPT ON
IGNITION CPT NORM/ON
FUEL CONDITION LEVER PF HIGH IDLE
TCAS PM CHECKED
TRANSPONDER PM CHECKED
AIR CONDITION PM OFF
RWY HEADING & COMPASSES PM CHECKED

06-C-OMB
Pages: 2-34
2.7 TAKE-OFF
2.7.1 NORMAL TAKEOFF FROM LAND PROCEDURE
(1) Water Rudders - UP (retraction lever full aft)
(2) Wing Flaps - 0°-20° (20° recommended)
(3) Elevator Trim - RECHECK set for takeoff
(4) Rudder Trim - SET at Floatplane Takeoff index
(5) Power - SET FOR TAKEOFF (Observe Takeoff ITT and Ng limits) (refer to
Section 5 for takeoff power)
(6) Annunciators - CHECK
(7) Rotate 70-75 KIAS
(8) Climb Speed - 85-95 KIAS
(9) Wing Flaps - RETRACT alter reaching 90 KIAS
(10) Landing Gear - RETRACT
(11) Gear Lights - 4 BLUE, (Red OFF)
2.7.2 SHORT FIELD TAKEOFF FROM LAND PROCEDURE

(2) Wing Flaps – 20°
(3) Elevator Trim. RECHECK set for takeoff
(5) Brakes - APPLY
(6) Power - SET FOR TAKEOFF (Observe Takeoff ITT and Ng Limits) (refer to
(7) CAS MSG - CHECK
(8) Brakes - RELEASE
(9) Rotate - 70 KIAS
(10) Climb Speed - 80 KIAS until all obstacles are cleared. Refer to Section 5 for
speeds at reduced weights.
(11) Wing Flaps - RETRACT after reaching 90 KIAS
(12) Landing Gear - RETRACT

06-C-OMB
Pages: 2-35
2.7.3 WATER TAKEOFF PROCEDURE

(1) Landing Gear - UP
(3) Wing Flaps – 20°
(5) Controls - FULL AFT (NOSE UP)
(6) Power - SET FOR TAKEOFF (Observe Takeoff ITT and Ng Limits) (refer to
(8) Control Wheel - MOVE FORWARD when the nose stops rising to attain
planning attitude (on the step)
(9) Airspeed - 50-60 KIAS
(10) Control Wheel - APPLY LIGHT BACK PRESSURE to lift off
(11) Climb Speed - 85-95 KIAS; with obstacles use 80 KIAS until obstacles are
cleared.
(12) Wing Flaps - RETRACT after reaching 90 KIAS
Rolling takeoffs are preferred for passenger comfort and to minimize propeller
chips if ample runway is available. Advance the power levers smoothly ensuring
that the oil temperatures and pressures are rising normally, the propeller rpm
stabilizes at 1900 RPM, and that the Torque, ITT and the %Ng remain within limits.
Water Take Off
Once the aircraft has been taxied to the desired position for take off and line up
checks completed ; both pilots shall :-
Determine an aiming point on the horizon and scan the proposed take off path and
an arc 45o each side of the nose of the aircraft , to ensure that the proposed take off
path is and will remain clear of obstacles during the take off. Once the PF is satisfied
that the take off area is clear , he shall say the words :-

06-C-OMB
Pages: 2-36
NOTE
During takeoff, torque increases by 30-40 ft/lbs from 0 to 60 knots. An increase in
torque at a fixed power lever position is normal and need not be reduced provided
the torque limit (1865 ft/lbs) is not exceeded. (i.e. If the power is set below 1830
initially, there should be no reason to have to move it aft during the takeoff roll to
compensate).
CAUTION
The EIS torque gage on the G1000 lags behind the commanded setting. To
prevent over torque conditions, slowly advance the power lever and allow
time for stabilization.
Conservative power settings in takeoff, climb, and cruise, still assuring safe mission
accomplishment, will increase engine reliability and save in long-term operational
costs.
The PF shall line the aircraft up with the runway ensuring the nosewheel is straight
and slowly advance the power lever until the prop RPM reaches 1900 RPM. The PF
will then call “set power” while advancing the power lever faster to about 1500 ft/lbs.
Once approaching 1500 ft/lbs. the PM shall gently bump the PF‘s hand from below
at which point the PF will raise his/ her hand from the power lever and hold it above
the power lever in case of a rejected takeoff. After bumping the hand of the PF, the
PM shall set takeoff power using the stem of the power lever and call “power set”,
Once the airspeed shows a positive indication the PM calls: “airspeed alive”.
On passing 60 knots IAS, the PM shall call “sixty” at which point the PF shall check
his/ her airspeed indicator and confirm the IAS by calling “checked”. A difference of
10 or more knots at this point requires the takeoff to be aborted. The PM shall keep
his/ her hand on the power lever until the flap retraction sequence has begun.
When reaching 70 KIAS PM call “Seventy” then PF reply and action “Rotate”.

06-C-OMB
Pages: 2-37
2.7.4 DEPARTURE CALLOUT TABLES

On the ground
Condition Caller Call Action Responder Response

Setting PF "Set Power" Advances PM "Power Set"
Power for power to
Takeoff takeoff
setting, once
set calls.
Airspeed Alive PM “Airspeed PF checks PF “Check”
Alive” onside
airspeed alive
Airspeed/ PM "60 knots" When the PM PF “Check”
Incapacitatio airspeed
n check on reaches 60
Takeoff* knots, make
the call. If the
PF notices his
airspeed is
more than 10
KIAS off, reject
the takeoff
and an
investigation
is required
Rotate PM “70 knots” PF reply and PF “Rotate”
rotate the
aircraft
Rejected PF/PM "Reject" Power Lever PM "…(call

to beta, brakes sign)…
Takeoff
and reverse as Stopping"
required call to ATC
*NOTE – On some runways it is unsafe to reject the takeoff at 60 knots.

06-C-OMB
Pages: 2-38
2.8 AFTER TAKE-OFF

Initial climb is to 400 feet AAE, during which time no turns or changes to the aircraft
configuration shall be made, except absolutely required by terrain, weather or ATC
considerations. Initial climb speed is 85 KIAS for a normal takeoff. PM will call out
airspeed for retracting flaps 85 KIAS for flaps 20 to 10 and 95 KIAS for flaps 10 to UP
(0).
2.8.1 AFTER TAKE-OFF CHECKLIST OPERATION

The After Take-off checklist should normally be completed after the departure
workload has reduced to an acceptable level, normally after flaps are retracted to
UP (0).
Figure 2-6 Climb Flow Diagram

2.8.2 CLIMB PROCEDURE (FLOW)
Captain(PM) First Officer(PM)

1. Flaps......................................................UP 1. Flaps.............................................................UP
2. Ignition.........................................NORM 2. IGNITION ON CAS MSG................OFF
3. IGNITION ON CAS MSG.......OFF 3. MFD/ MAP/ TERRAIN..........................ON
4. LANDING Lights..........................OFF
5. MFD/MAP/TERRAIN...................ON

06-C-OMB
Pages: 2-39
2.8.3 AFTER TAKE-OFF CHECKLIST
LANDING GEARS BTH UP or SELECTED UP

FLAPS (RETRACTED ABOVE 90 KIAS) PM UP
POWER PF SET
LANDING LIGHTS CPT OFF
TAXI/RECOGNITION LIGHTS CPT AS REQ’D
IGNITION CPT NORMAL
INERTIAL SEPERATOR PM NORMAL
EIS PF CHECKED NORM
AIR CONDITION PM AS REQ’D
WATER RUDDER PM RETRACTED
* After finished After Take-off Checklist PM will report

● Block off time
● Air borne time
● ETA
● Fuel on board
Send to dispatcher via Company frequency (or other method).

06-C-OMB
Pages: 2-40
2.8.4 DEPARTURE CALLOUT TABLES

Receipt of new PF "altimeter 1012, PM ensures PM "1012, 4500

altimeter 4500 feet" 1012 is set, feet checked"
setting or climb checks or differences
or descent altitude
through
transition
altitude
Pilot stops PF/PM "Off Air"
monitoring
active
frequency
Pilot returns to PF/PM "On Air"

monitoring
active
frequency
Bank angle PM "Bank Angle" PF shall PF "Correcting"
greater than return the
30 Degrees bank angle to
within 30
degrees
Aircraft leaves PM “Altitude” PF shall PF “Correcting”
assigned return the
altitude by more aircraft to
than 200 ft assigned
level
Transfer of PF "You have Other pilot PM "I have
Control of control" takes control control"
Aircraft* and responds
*NOTE – If the AP or FD is in use, press the XFR Button. The other pilot
will then need to reselect modes as the AF/ FD will default to ROL and
PIT.
PF makes AP PF "Heading, PM checks PM "Check"
mode Flight Level AP mode
Change, ALT annunciation
selections
armed" after as called out
(AP engaged) ensuring
AFCS
annunciation
s correct

06-C-OMB
Pages: 2-41
PF requests PF "Select PM selects PM "Check"

mode selections Heading, V/S - Heading and
(AP disengaged, 200" V/S -200. PF
FD only) calls out
annunciations:
"Heading, V/S
-200"
Autopilot PF "Autopilot PM checks AP PM "Check"
engaged Engaged" Annunciation
400 feet with PF "Flaps 10" Ensure speed PM "Speed

85 KIAS is 85 KIAS, Checked,
move flaplever Flaps10
to flap selected"
10 detent
Flap indicator PF "Check"
reaches flaps 10
Aircraft PF "Flaps UP" Ensure speed PM "Speed

accelerates to 95 is 95 KIAS, Checked,
knots with flaps move flap Flaps UP
10 lever to flaps selected"
UP
Flap indicator PF "Check"
reaches flaps UP
Power reduction PF "Set Power for PM reduces

for inertial Inertial" power by
separator to be approx
stowed 200ft/lbs, Capt
then stows
inertial
separator.
Inertial Separator PF "Set Climb PM adjusts PM "ClimbPowerSe

stowed Power" torque whilst t"
monitoring
engine
limitations
Clearance to PF "4000 feet set" PF sets 4000' PM "Check"
400 feet issued on Altitude
Selector,
PM verifies
correct
altitude set
*note this is
only if AP is
engaged

06-C-OMB
Pages: 2-42
1000 feet from PF/PM "3000 climbing Ensure ALT is PF/PM "Check"
cleared altitude 4000" armed if AP
engaged
2.9 CLIMB
2.9.1 CLIMB AIRSPEED
Cruise climb airspeed is 105 to 110 knots. The speed may be varied for reasons of
terrain, weather, ATC, or time saving.
If climbing towards rising terrain requiring a steeper climb angle, 80 knots climb
airspeed should be used.
To avoid obstacles or terrain posing an immediate threat, 83 knots climb airspeed

with flaps 20 should be used.
WARNING
The stall warning is designed to go off between 5 and 10 knots before the stall.
The stall warning must be respected at all times.
2.9.2 RATE OF CLIMB

Whenever passengers are carried, the rate of climb should not exceed 800 fpm.

06-C-OMB
Pages: 2-43
2.10 CRUISE
2.10.1 CRUISE POWER SETTING
Standard Cruise Torque Settings

Normal - 1750RPM VIP - 1600RPM
4000ft. 1600ft/lbs 4000ft. 1650ft/lbs
6000ft. 1550ft/lbs 6000ft. 1600ft/lbs
8000ft. 1470ft/lbs 8000ft. 1550ft/lbs
10000ft. 1400ft/lbs 10000ft. 1500ft/lbs
11000ft. 1350ft/lbs 11000ft. 1450ft/lbs
12000ft. 1300ft/lbs 12000ft. 1420ft/lbs
Ferry - 1900RPM
4000ft. 1500ft/lbs
6000ft. 1450ft/lbs
8000ft. 1400ft/lbs
10000ft. 1380ft/lbs
11000ft. 1340ft/lbs
12000ft. 1280ft/lbs
14000ft. 1230ft/lbs
16000ft. 1200ft/lbs
18000ft. 1150ft/lbs
NOTES:
(1) ITT shall not exceed 700 °C (see company limitations)
(2) 2. Ng shall not exceed 101.6% Ng
(3) The above settings are for standard temperatures in Thailand. It is the crew
responsibility to ensure max cruise torque is not exceeded.
(4) Refer to the POH for more information on cruise power settings.

06-C-OMB
Pages: 2-44
When crews have a strong tailwind, they are encouraged to use the Max Economy
setting to save on fuel costs as long as the schedule is not compromised.
When crews are behind schedule, Max Cruise may be used to make up time. The
POH cruise charts in section 5 must be referred to when selecting max cruise power.
2.10.2 ENGINE TREND MONITORING

Regular trend monitoring during stabilized flight is an essential part of the
company’s maintenance program. The early detection of changes in engine
parameters can prevent more costly repairs being necessary at a later time.
Trend capturing is automatic. If desired you can manually select a trend by pressing
the TRND/ACK softkey which monitors EIS trends for 5 seconds and saves the
average and maximum values (if no ADASd - generated alerts exist). If ADASd alerts
exist it acknowledges generated alerts.
If the engine readings are abnormal use the CAPTURE softkey. This captures EIS
data for the previous 2 minutes of ADASd history and continues capturing EIS data
for 2 minutes after softkey selection.
2.10.3 CRUISE CHECKLIST
PROPELLER RRM PF SET AS REQ’D

CRUISE POWER PF SET
EIS PF CHECKED NORM
FUEL BALANCE PF CHECKED
LANDING GEARS BTH UP FOR CRUSE

06-C-OMB
Pages: 2-45
2.11 BEFORE DESCENT

2.11.1 USE OF VNAV
Use of VNAV is recommended to help reduce workload and provide an efficient
descent profile.
2.11.2 PRIOR TO DESCENT

As per the briefing guidelines, crews must crosscheck all altitude constraints.
2.11.3 TOP OF DESCENT

Crews may arm VPTH at any time or wait for the “TOD within 1 minute” message to
appear. If VPTH is already armed the crew must complete one of the following
within 1 minute of descent:
● Set a lower altitude; or if this is already completed
● Press the VNV key

06-C-OMB
Pages: 2-46
2.12 DESCENT
2.12.1 DURING DESCENT
If descent clearance is delayed or VPTH wasn’t acknowledged in time, VPTH
remains armed and can be recaptured using V/S, PIT, or FLC as appropriate. If there
is any ambiguity or confusion as to what the VNAV function is doing, crews
must not hesitate to revert to conventional means of profile management.
It is recommended that the VNAV function be used to cross the IAF at the
prescribed altitude allowing for time to decelerate if required for instrument
approaches and from the airport - 2 miles at 1000 ft. AAE for visual conditions.
NOTE
When be vectored to final has been selected, VNAV, VSR (vertical speed required) is
no longer available.
2.12.2 RATE OF DESCENT

Rate of descent should not normally be scheduled to be 500 fpm. Up to 700 fpm is
acceptable on a normal descent. On an instrument approach, a descent of up to
1000 fpm is acceptable, but only when required.
2.12.3 DESCENT POWER SETTING

Throughout descent the power lever shall be left at the cruise power setting. As the
aircraft descends the torque increases and the airspeed can quite easily exceed the
maximum speed at lower altitudes. Do not exceed 170 knots or allow the airspeed
trend vector to exceed 175 knots.

06-C-OMB
Pages: 2-47
Figure 3-7 Descent Flow Diagram
2.12.4 DESCENT PROCEDURE (FLOW)

Captain and FO:
(1) Air Conditioning...........................................Set
(2) Altimeters................Set PF sets standby
(3) Navigation.....................Set and Checked
(4) Minimums.........................................................Set
2.12.5 BEFORE DESCENT CHECKLIST

ATIS INFORMATION PM RECIEVED
ALTIMETERS BTH QNH____SET
ALTITUDE SELECT BTH SET
NAV SOURCE (GPS & NAV) BTH SET GPS/NAV
INSTRUMENT/ RADIO PF SET AS REQ’D
NAV AIDS PF SET & IDENT
MINIMUMS BTH BARO____SET
APPROACH BRIEFING PF COMPLETED

06-C-OMB
Pages: 2-48
2.13 APPROACH
2.13.1 APPROACH CATEGORY
All approaches for the Caravan are CAT A
2.13.2 PANS OPS APPROACH CATEGORY TABLE
Range of
V at Range of final
speed for Max speed
Category (Threshold approach
initial for circling
speed) speed
approach
A <91 90/150 (110*) 70/100 100
*Max speed for reversal and racetrack procedure
2.13.3 NAVIGATION SETUP FOR APPROACHES
● Garmin 1000:
Whenever approaches are in the database they shall be loaded to aid in situational
awareness. Additionally GPS guidance can be used for procedure turns, holds
(procedural, otherwise use OBS function), distance from threshold and missed
approach point as long as raw data is monitored. Aside from NDB approaches the
Final approach course must be flown with the CDI selected to NAV 1 or NAV 2 and
the appropriate navaid. NDB approaches may be flown using either a loaded
approach or in absence of that by using the OBS function.
Whenever being radar vectored, select the vectors to final function to aid in
situational awareness of the final approach course.
● VOR:
For VOR approaches, it is recommended GPS guidance is used until on an intercept
heading to the final approach course while bearing 1 or 2 are used to monitor raw
data. Once on an intercept heading Select the CDI to NAV 1 or NAV 2 confirm the
inbound course is set.

06-C-OMB
Pages: 2-49
● ADF:
The G1000 does not have an ADF. To simulate an ADF needle, select direct to the
appropriate NDB on the flight plan and select BRG 1 or BRG 2 to GPS. OBS mode
using the GPS is highly recommended for accuracy and reduced workload.
2.13.4 MINIMUMS
For every instrument approach the barometric minimums must be set. Select
TMR/REF softkey and under minimums ensure BARO and select:
● For ILS approaches set MDA.
● For Non precision approaches set MDA.
● For visual approaches follow from approaches chart.
2.13.5 APPROACH BRIEFING

See detail in item 2.1.1.3 Crew Briefings
2.13.6 PROCEDURE TURN AND INITIAL APPROACH

Cross the procedure turn fix at flaps 10 and below 130 KIAS and the prop full forward.
If a complete arrival procedure has been selected via the GPS, the initial approach
phase may be completed using the GPS for guidance (if the approach is in the
database). Raw data must be monitored.

06-C-OMB
Pages: 2-50
Figure 2-8 Approach Flow Diagram
2.13.7 APPROACH PROCEDURE (FLOW)
Captain(PF) First Officer (PF)
1.Fuel Condition Lever.................High Idle 1.Fuel Condition Lever...............High Idle
2.Prop...........................................Full Forward 2.Prop..........................................Full Forward
3.Brakes....................................................Check 3.Brakes...................................................Check
4.Lights............................................................Set 4.TAWS .........................................................Set
5.TAWS...........................................................Set 5.Fuel Selectors.............................On Both
6.Fuel Selectors................................On Both

06-C-OMB
Pages: 2-51
2.13.8 APPROACH CHECKLIST

Challenges called by PM – prio 10NM from destination
LANDING GEARS BTH

SELECT UP FOR WATER
SELECT DOWN FOR WATER
TAXI/LANDING LIGHTS CPT ON/STBY ON
BRAKE PRESSURE PF CHECKED
FUEL TANK SELECTORS PM BOTH ON
FUEL CONDITION LEVER PF HIGH IDLE
WATER RUDDER PM CHECK UP
GEAR POS INDICATING LIGHT PF CHECK UP FOR WATER
CHECK DOWN FOR LAND
After complete Approach Checklist, PM should contact Flight Dispatcher via

company frequency (or other method). to inform Estimate Landing time (Can use
Calculated Landing time in MFD).

06-C-OMB
Pages: 2-52
2.14 BEFORE LANDING

On intercept PF “IMDN PF selects APR PM “Check”
heading and when identified, on AP and
cleared for the correct verifies correct
approach sensing LOC, annunciation
GS armed” the
ILS frequency
visually
identified
Localizer moves off PM “LOC alive” Nil PF “Check”
full deflection
LOC moves from PF “LOC Captured” Crew checks PF “Check”
armed to active (left correct
to right and turns annunciation of
green) LOC capture
PF selects HDG
bug to runway
heading
GS moves off full PM “Glideslope Crew ensures GS PF “Check”
deflection moving” armed
Crew checks PF “Glideslope PF selects PM “Check”
annunciation of GS captured, missed
right to left and missed approach
turns green approach altitude on
altitude set” Altitude Selector
Aircraft passes PM “4.6 miles, PM checks PF “Check”

Glideslope Crossing glideslope glideslope
Height. (Identifiable checks” crossing height
by DME, Marker, or is correct
NAVAID)
Aircraft passes PM “1000 to PF crosschecks PF “Check”

within minima”
1000 ft. Of MDA
Aircraft passes PM “Approaching PM searches for PF “Check”
within minima” visual cues
100 ft. of MDA
Aircraft at MDA PM Auto callout PF initiates go PF “Continue
“Minimums, around or ” or “Go
Minimums” landing Around
Or depending on Set Power,
PM whether Visual Flaps 20”
“Minimums” reference
acquired

06-C-OMB
Pages: 2-53
The PM shall call out exactly what he/ she sees when visual contact is established with the
runway environment. e.g. Runway lights in sight, threshold in sight, approach lights in
sight, markings etc.
2.14.1 ILS PRECISION APPROACH

The following table depicts an ILS with the AP in use.
● AP/FD Use on ILS Approaches
When on an intercept heading and cleared for the approach, select APR and
observe the LOC and GS AFCS annunciations.
APR mode should not be selected until:

o The ILS is tuned and identified
o The aircraft is on an inbound intercept heading
o Both localizer and glide slope pointers appear on the PFD display in the
proper position (correct sense)
o Clearance for the approach has been received.
● If cleared to intercept the localizer only

The crew must select NAV mode. Selecting APR arms the GS.
● Capturing the Glideslope from above

Due to radar vectors, wind, late approach clearance, etc. It may be necessary to
intercept the glideslope from above.
● Procedure:
o Set 1000 ft on the Altitude Selector
o Select V/S -900 FPM
o Once GS captures, set missed approach altitude
If GS isn‘t captured by 1000ft and in IMC, carry out a missed approach.
If GS hasn‘t captured by 1000ft. and VMC, the approach may be
continued to 300ft; however, if not stable by then the approach must be
discontinued.
o Reducing speed to minimum approach speed will help increase the descent
angle.
o The PM must crosscheck the next crossing altitude to prevent a false GS
capture.

06-C-OMB
Pages: 2-54
o
NOTE
In IMC, descent below the last ATC cleared altitude shall be commenced only if
established on the localizer.
● Altitude Selector Use on ILS Approaches
On procedure turns, the next limiting altitude may be set once ALT annunciates as
the active pitch mode while using either the AP or FD. If using raw data, the next
limiting may not be set until reaching the next stepdown fix on the approach
procedure.
Once the GS has been captured the missed approach altitude shall be set by PF.
2.14.2 NON-ILS APPROACH

Non-Precision approaches are defined as:
● GPS approach
● VOR approach
● NDB approach
● LOC, LOC-BC
Non-ILS approaches are normally flown using V/S.
Recommended roll modes will be discussed separately.
● Non-ILS Approaches General

Over the past several decades there have been a number of CFIT and unstabilized
approach incidents and accidents associated with non-ILS approaches and
landings. Many of these could have been prevented by the use of constant angle
approach methods. Traditional methods of flying non-ILS approaches involve
setting a vertical speed on final approach, leveling off at step-down altitudes (if
applicable) and at MDA (H), followed by a transition to a visual final approach
segment and landing.
These traditional methods involve changing the flight path at low altitudes and are
not similar to methods for flying ILS approaches. Further, these traditional methods
often require of the crew a higher level of skill, judgment and training than the
typical ILS approach.
The following sections describe methods for flying constant angle non precision
approaches (CANPA). These methods provide a constant angle approach, which

06-C-OMB
Pages: 2-55
reduces exposure to crew error and CFIT accidents. These methods also make it
much easier for the crew to achieve a stabilized approach to a landing once suitable
visual reference to the runway environment has been established.
A typical Instrument Approach using V/S assumes all preparations for the approach;
such as review of the approach procedure and setting of minima and radio tuning
have been completed.
The procedures illustrated focus generally on crew actions and avionics systems
information. The flight pattern may be modified to suit local traffic and air traffic
requirements. The following discussions assume a straight-in instrument approach
is being flown.
● Approach Preparations for CANPA

In addition to normal approach preparations conduct the following:
o Compute the expected groundspeed
o Confirm the published vertical speed or computed vertical speed for the final
descent
NOTE
If the descent profile is approximately 3 degrees,
Take your ground speed X 5 to calculate your required rate of descent.
e.g. GS 100 knots; required ROD = GS x 5 = 100 x 5 = 500 fps.
● AP/FD Use on CANPA Approaches

Automatic flight is the preferred method of flying non-ILS approaches. If this is not
possible (i.e. AP unserviceable) use of the flight director is recommended.
When on an intercept heading and cleared for the approach, select APR and
observe the VAPP mode annunciation is armed (for VOR approaches).
APR mode should not be selected until:

o The VOR is tuned and identified
o The aircraft is on an inbound intercept heading

06-C-OMB
Pages: 2-56
o CDI is in the proper position (correct sense).

o Clearance for the approach has been received.
For NDB Approaches using either OBS, or a loaded approach, ensure CDI is set to
GPS and the NDB is the active waypoint. Follow the same procedure as outlined
above.
● Altitude Selector Use On CANPA Approaches

AP/FD in use: once inbound to the FAF and in ALT hold mode, set the MDA. If the
MDA is not at an even 100 ft. increment, set the ALTITUDE SELECTOR altitude to the
nearest 100 ft. increment above the MDA (H). Once commencing the missed
approach set the missed approach altitude.
● Final Approach Using V/S

o Approaching the FAF (approximately 1-2 NM), select flaps 20 and adjust speed
to 90 KIAS.
o At or after the FAF or once established inbound on an approach with no FAF:

commence descent and do the Finals checklist. Select VS mode and descend
at appropriate vertical speed, to arrive at the MDA (H) at a distance from the
runway (VDP) to allow a normal landing profile.
o If no recommended vertical speeds are available, set .approximately 400 to

500 fpm.
● When stabilized in a descent on final approach

Use one of the following techniques to make small incremental changes to the
resulting vertical speed to achieve a constant angle descent to minimums.
Several techniques may be used to achieve a constant angle path that arrives at
MDA (H) at or near the VDP:
o Desire Descend rate is calculated by your groundspeed x 5 (for a 3° slope).
o Using 300 ft. per 1 NM for a 3° glide path, determine the desired HAA which
corresponds to the distance in NM from the runway end. The PM can then
call out recommended altitudes as the distance to the runway changes, for
example: at 3 NM desired HAA = (300 x 3) = 900 ft, 2 NM desired HAA = (300 x
2) = 600 ft., etc.

06-C-OMB
Pages: 2-57
The descent rate should be adjusted in small increments for significant deviations
from the nominal path.
Be prepared to land or go-around from the MDA (H).
NOTE
A normal landing cannot be completed from the published missed approach point
on many instrument approaches.
Leaving the MDA (H), disengage the autopilot. Complete the landing.
● Minimum Descent Altitude MDA (H)

Approaches should be flown to a published MDA (H) used as a decision altitude. The
PF should expand the instrument scan to include outside visual cues when
approaching MDA (H). Do not continue the approach below MDA (H) unless the
aircraft is in a position from which a normal approach to the runway of intended
landing can be made and suitable visual reference can be maintained. Upon arrival
at MDA (H) or any time thereafter, if any of the above requirements are not met,
immediately execute the missed approach procedure.
When suitable visual reference is established, maintain the descent path to the
flare. Do not descend below the visual glide path.
NOTE
Crews should initiate the missed approach at MDA (H) to prevent descent below
MDA (H).
Figure 2-9 Published Vertical Speeds and Glideslope Angle

06-C-OMB
Pages: 2-58
● Canpa Callout Table

Intercept heading PF Correct PF selects APR, PM “Check”
to final approach sensing ,“MDN confirms
course identified ,VN correct
AV annunciation
APPROACH
armed”
CDI moves off full PM “Course Alive” Nil PF “Check”

scale deflection
VNAV PF “VNAV Captain sets PM “Check”

annunciates as Approach heading bug to
the active roll captured” final approach
mode course
Approaching PF “Flaps 20” PM selects PM “Speed

FAF (1.0 NM) flaps 20 Check, Flaps
20”
At FAF (0.5NM) PF Minimums set PF selects PM “Check”
(Altitude minimums on
Selector) Altitude
“Flaps Full Selector and
V/S-400” V/S-400,
PM crosschecks
PM selects
full flaps
Aircraft descends PM “Next PF PF “Check”
from the FAF restriction crosschecks
1500 ft. at 5
Miles”
1000 to minima PM “1000 to PF PF “Check”
minima” Crosschecks
*note, The
Altitude
Selector
should keep
when within
1000 ft. Of
minima
The following table shows a VOR CANPA approach.

06-C-OMB
Pages: 2-59
NOTE
The table assumes the Autopilot is in use.

Aircraft passes PM “Approaching PF begins PF “Check,
within 100 ft. of stepdown” to level the leveling”
stepdown altitude aircraft
prior to reaching 5
miles
Aircraft passes 5 PM “Stepdown PF PF “Check,

miles at 1550 ft. made, next crosschecks continuing
restriction and descent”
minimums” continues
*Note, you descent
would call the
next stepdown
if applicable
100 ft. From MDA PM “Approaching PF prepares PF “Check”
minimums” for a go
around if
not visual
MDA+50 PM Auto callout PF PF “Go around,
“Minimums conducts go set power,
Minimums” around or flaps 20 or
continues Continuing”
NOTE
If descent is flown correctly, the aircraft should not have to level and all restrictions
should be made.

06-C-OMB
Pages: 2-60
2.14.3 CIRCLE-TO-LAND
● AP/FD use On a Circling Approach

Ensure MDA is set on the Altitude Selector. ALT will capture. Once within the circling
area select HDG mode for the circling procedure.
NOTE
Use the RWY XX waypoint on the FPL if available to give you distance from
threshold.
Example: Using Cat A minimums, do not start the turn to downwind until the RWY
XX waypoint shows 1.68 miles or less.
● Altitude Selector Use On a Circling Approach

Altitude selections should be made in accordance with the procedures laid out for
the CANPA approach procedure.
● Obstruction Clearance for a Circling Approach

For circling approaches, maximum airplane speeds are shown on the approach
plate instead of airplane approach categories. Circling approach minimums for
both FAA and ICAO criteria are based on obstruction clearance for approach
maneuvering within a defined region of airspace. This region of airspace is
determined by maximum IAS. This region gets larger with higher speed, which may
result in higher approach minimums depending on the terrain characteristics
surrounding the airport.
Similarly, lower airspeed may result in a lower approach minimum.

Additionally; circling restrictions are placed under the CIRCLE-TO-LAND title.

06-C-OMB
Pages: 2-61
Figure 2-10 Circling speeds and circling restrictions
● Circling Category
Circling approaches can be either Cat A or B for THAI SEAPLANE Aircraft. If Cat B is
used, ensure the Cat B minimums are used (which may be more restrictive. See
figure 2-11 for an example of this). Additionally the intended Category shall be
included in the approach brief. Categories are based on PANS OPS criteria as
indicated on the bottom left corner of the approach chart.
Figure 2-11 Circling radius (Cat A shown)

1.68NM Cat A PANS

06-C-OMB
Pages: 2-62
Figure 2-12 PANS-OPS shown on bottom left corner of approach chart along
with categories
Adjust airplane heading and timing so that the airplane ground track does not
exceed the obstruction clearance distance from the runway at any time during the
circling approach.
It is recommended that at minimums turn 45° left or right as appropriate and time
for 30 seconds before turning to the downwind heading. Once abeam the landing
threshold time for 20 seconds before beginning the turn to base. This should ensure
the aircraft stays within the protected area. Before turning base or when initiating
the turn to base leg, select flaps full and begin decelerating to the approach speed
plus wind correction. Complete the Finals checklist. Do not descend below MDA (H)
until intercepting the visual profile to the landing runway. Leaving MDA (H),
disengage the autopilot (if engaged).
It is recommended that pilot with the runway on his/her side maintains visual
contact with the runway while providing instructions to the other pilot. The PF
should stay mostly “inside” and fly the vectors, speeds and altitudes provided. If the
FO is PM, he/she shall use the TMR on the PFD to assist in determination of turns
while the Captain as PF shall use the timer to the left of the flight instruments.
When turning base and the “original PF“(the pilot who was PF during the initial
phase of the approach) has the runway in sight, he/she may take control and
continue the approach and land.
NOTE
For circling procedures, DO NOT press the XFR key when transferring control
temporarily as this will add to workload and could lead to errors.

06-C-OMB
Pages: 2-63
● Missed Approach-Circling
If a missed approach is required at any time while circling, make a climbing turn in
the shortest direction toward the landing runway. This may result in a turn greater
than 180° to intercept the missed approach course. Continue the turn until
established on an intercept heading to the missed approach course corresponding
to the instrument approach procedure just flown. Maintain the missed approach
flap setting (20) until close-in maneuvering is completed. Different patterns may be
required to become established on the prescribed missed approach course. This
depends on aircraft position at the time the missed approach is started. The
following figure illustrates the maneuvering that may be required. This ensures the
aircraft remains within the circling and missed approach obstruction clearance
areas.
In the event that a missed approach must be accomplished from below the MDA
(H), consideration should be given to selecting a flight path which assures safe
obstacle clearance until reaching an appropriate altitude on the specified missed
approach path.
Figure 3-13 Circling Missed Approach

06-C-OMB
Pages: 2-64
2.14.4 STANDARD TRAFFIC PATTERN (VISUAL APPROACH)

Whenever a visual approach and landing is to be initiated or accepted the pilot
must have the required visual meteorological conditions prior to descending below
the MSA such that a visual circuit may be flown at all times with the airport runway
in full unobstructed view of the PF.
The visual approach must be backed up by all relevant navigational aids relative to
any associated instrument approach if applicable. All minimum instrument
approach altitudes must be respected.
An altitude of 1,000 ft above aerodrome elevation is used for the downwind leg for
Caravan. On selection of flaps Full the finals checks shall be completed. To
compensate for winds, half the wind gust speed, not to exceed 15 KIAS will be added
to finals speed. Any adjustment to the glide path should be made as early as
possible to avoid high rates of descent close to the ground.

06-C-OMB
Pages: 2-65
2.15 FINAL
Figure 2-14 Finals Flow Diagram
2.15.1 FINALS PROCEDURE (FLOW)

Captain(PF) First Officer (PF)
1. Flaps....................................Full (as required) 1. Flaps..................................Full (as required)
2. Inertial Separator...............................Bypass 2. Inertial Separator...........................Bypass
3. Ignition Sw......................................................ON 3. IGNITION ON CAS MSG...................ON
4. IGNITION ON CAS MSG.......................ON 4. Yaw Damper...........................................OFF
5. Yaw Damper................................................OFF 5. Fuel Selectors.............Confirm On
6. Fuel Selectors...............Confirm On Both

Both 6. Groundspeed.....................................Check
7. Groundspeed.........................................Check

06-C-OMB
Pages: 2-66
2.15.2 FINAL CHECKLIST

When landing flap is extended the final checks shall be initiated. The ONLY item
the PF is to respond to is the flaps to allow for more concentration on flying the
aircraft and not putting his/her head down during this critical phase of flight.
He/she shall however, ensure the items called for are checked as practicable.
FINAL CHECKLIST (BY 300 FT)
INERTIAL SEPERATOR PM AS REQ’D

GEAR POS INDICATING LIGHT PM WATER – 4 BLUE LIGHTS
LAND – 4 AMBER LIGHTS
GEAR POS – VISUAL CHECK CPT VISUAL CHECK – LEFT
FO VISUAL CHECK – RIGHT
FLAPS PM ___°, 30°/ AS RED’D
AURAL GEAR POSITION ADVISORY PF CONSIDER & CANCEL
IGNITION PM ON
AIR CONDITION PM VENTILATE
LANDING LIGHTS CPT ON
PROP CONTROL PF MAX
WX RADAR PM STBY MODE
AURAL GEAR POSITION WARNING
As the airspeed reduces toward landing speed the landing gear advisory
system will advise two alternate messages :-
“ Landing Gear is DOWN for runway landing” “ Landing Gear is UP for water
landing” Message will repeat until cancelled by the PM .
Prior to cancelation of the warning announcement – the PF will consider the
message and the position of the landing gear. ; then confirm the gear
selection with the PM before cancellation of the warning by the PM.
WARNING
Failure to ensure the Yaw Damper is disengaged prior to landing can result in
loss of directional control on landing.
The Airspeed/Groundspeed check must be done at unattended fields and where

wind conditions given by ATC may be doubtful to avoid landing with an unexpected
high tail wind component.
The PF may also call for the wind component from the PFD to be read. Option 1
allows for direct headwind/tailwind and crosswind readings.

06-C-OMB
Pages: 2-67
2.16 LANDING
As the threshold is crossed the power lever should slowly be reduced toward
idle and the pitch attitude adjusted to effect a smooth touchdown on the main
gear. The nose gear should be lowered to the runway before elevator control is lost.
Immediately BETA range shall be selected, and if landing on a limiting runway,
immediately select reverse. As soon as a safe stop is assured, the PF will move the
power lever out of reverse to minimize debris damage to the propeller.
For all normal operations, landings are to be made with Flaps 30.
2.16.1 NORMAL LANDING ON LAND PROCEDURE
(1) Landing Gear - DOWN
(2) Gear Lights - 4 GREEN
(3) Water Rudder Position - UP
(4) Wing Flaps - FULL DOWN
(5) Airspeed - 80-85 KIAS
(6) Touchdown - SLIGHTLY NOSE UP
(7) Control Wheel - EASE FORWARD to lower bow wheels gently to runway
(8) Power Lever - BET A RANGE after touchdown
(9) Brakes - AS REQUIRED
2.16.2 OBSTACLE LANDING ON LAND

(1) Landing Gear - DOWN.
(2) Gear Lights - 4 GREEN
(4) Wing Flaps - FULL DOWN
(5) Airspeed - 79 KIAS
(6) Power Lever - REDUCE to IDLE after clearing obstacles
(7) Touchdown - MAIN WHEELS FIRST
(8) Power Lever - BETA RANGE after touchdown
NOTE
Further reduction of landing roll will result from use of reverse thrust.
(9) Brakes - APPLY HEAVY PRESSURE
(10) Elevator Control - FULL AFT
(11) Wing Flaps - RETRACT for maximum brake effectiveness

06-C-OMB
Pages: 2-68
2.16.3 WATER LANDING

(1) Landing Gear - UP.
(2) Gear Lights - 4 BLUE
WARNING!!
DO NOT ATTEMPT A WATER LANDING WITH ANY OF THE FOUR LANDING
GEAR NOT FULLY UP AND LOCKED.
(4) Wing Flaps - AS DESIRED {Flaps Down preferred)
(5) Airspeed - 80-85 KIAS, Obstacle Landing Airspeed - 79 KIAS; power idle
crossing obstacles
(6) Touchdown - SLIGHTLY NOSE UP
(7) Elevator Control - FULL AFT TO SLOW AIRCRAFT
(8) Power Lever - BETA RANGE after touchdown

06-C-OMB
Pages: 2-69
2.17 GO-AROUND
Should it be necessary to carry out a rejected landing, the PF should announce “Go
Around, set power, flaps 20” while simultaneously advancing the power lever
toward takeoff power and rotating the aircraft to a normal takeoff attitude (initially
8° nose up). The PM shall ensure that maximum power is set and call “power set”,
retract the flaps to 20 and call “flaps 20”.
After a safe altitude is reached and all obstacles cleared the flaps shall be retracted
as per the normal schedule outlined in the normal take off.
After a Go Around the “Climb”, “Approach” and “Final” Checklists all need to be
completed. The Captain may elect to fly the circuit with flaps set at 10 degrees.
2.17.1 MANDATORY MISSED APPROACH

On all instrument approaches, where suitable visual reference has not been
established and maintained, execute an immediate missed approach when:
● A navigation radio or flight instrument failure occurs which affects the ability
to safely complete the approach.
● The navigation instruments show significant disagreement.
● On ILS approach and the localizer or the glide slope indicator shows full
deflection.
● On a VOR approach and the course shows full deflection.
● On an NDB approach and the aircraft is beyond 5 degrees of the final
approach course.
● On a precision approach radar (PAR, usually limited to military aerodromes)
approach and radio communication is lost.
2.17.2 REJECTED LANDING PROCEDURE

(1) Power Lever - ADVANCE for takeoff power
(2) Wing Flaps - RETRACT to 20°
(3) Climb Speed - 75 KIAS MINIMUM until obstacles are cleared
(4) Wing Flaps -RETRACT after reaching safe altitude and airspeed

06-C-OMB
Pages: 2-70
2.17.3 LIMIT OF APPROACH ATTEMPTS

If an approach was discontinued for any reason, it may only repeated if the crew
can identify factors affecting the first approach attempt which if improved, will
make a second attempt more likely to succeed (e.g. an improved weather report
from the ground, lack of precision flying the first approach etc.). If the likely outcome
of the second approach is not considered to be different than the first, no second
approach may be attempted.
Under no circumstances may a third approach be attempted. After two
unsuccessful approach attempts, the flight must be diverted to the alternate
airport.
2.17.4 MISSED APPROACH CALLOUT TABLE

Aircraft at DA PM “Minimums, PF initiates go around PF "Go Around
or MDA + 50 No Contact” Advances power Set Power,
towards 1800 ft./ lbs. Flaps 20"
and pitches
Approximately 8
degrees
up initially
Aircraft PM “Power Set, PM sets go around PF “Check”
beginning Flaps 20”* power, then selects
missed flaps 20
approach
procedure
400 ft. PF “Select HDG” PF selects HDG, PM “Heading…”

confirms missed
approach altitude
Flaps retracted and inertial separator stowed as per normal takeoff
If the approach is in the database, the GPS can be used to fly the Missed approach
procedure:
NOTE the waypoints will suspend once crossing the missed approach point, therefore
you will need to select the OBS button to sequence waypoints, select CDI to NAV 1 or
NAV 2, then select NAV mode on the AP
*If approach was conducted with less than flaps 20, flaps stay where they are until
passing 400 ft. AGL. PM then sets Missed Approach Altitude

06-C-OMB
Pages: 2-71
2.18 AFTER LANDING

Runway Landing
As the threshold is crossed the power lever should slowly be reduced toward idle
and the pitch attitude adjusted to effect a smooth touchdown on the main gear.
The nose gear should be lowered to the runway before elevator control is lost.
Immediately BETA range shall be selected, and if landing on a limiting runway,
immediately select reverse. As soon as a safe stop is assured, the PF will move the
power lever out of reverse to minimize debris damage to the propeller.
Water Landing
As the aircraft approaches the water surface the aircraft shall be rotated to the
landing attitude and ‘flown‘ onto the water surface.
As soon as the aircraft has slowed to taxi speed the PM shall lower the water rudders
and advise the PF “Water Rudders extended”
Once the aircraft is slowed to taxi speed the condition lever should be set to low
idle. The PF shall place his/her finger over the cut off gate for the fuel condition lever
and then call for “low idle, flaps 20”. The PM shall then select low idle and flaps 20
and respond “low idle, flaps 20”.
On the last flight of the day, the flaps shall be selected UP.
CAUTION
Great care must be taken by the PM to avoid placing the condition in the
CUTOFF position when moving it to LOW IDLE. If this ever happens, the
condition lever MUST be left in the CUTOFF position and in no circumstance
may be placed back into LOW IDLE because this will cause extensive engine
damage.

06-C-OMB
Pages: 2-72
2.18.1 AFTER LANDING CHECKLIST

Challenges called by PM
WATER RUDDERS PF DOWN IF REQ’D
WHEN LEAVING ACTIVE RUNWAY
STROBE LIGHTS CPT OFF
FUEL CONDITION LEVER PF LOW IDLE
TRANSPONDER PM STBY & CODE
TRAFFIC ADVISOR PM STBY
FLAPS PM SET AS REQ’D
WX RADAR PM OFF
LANDING LIGHTS CPT OFF
RECOG. TAXI LIGHT CPT AS REQ’D
2.18.2 AFTER LANDING CALL OUT TABLE
situation PF PM
Landed Call
“low idle, flaps 20” Do
Condition lever …...…. Lo idle
Flap ………………………. 20
Landing time………checked
Air Con....…Cool or Ventilate
Vacate runway Do (* is done by CAPT)
Standby Power*….OFF
Landing Light*……OFF
Strobe Light*……..OFF
Do
ATC……………….Contact
Transponder……ON/STBY
Require
“After Landing
Checklist” Call&Read
“After Landing Checklist”
refer to Normal Checklist
“After Landing Checklist
completed”
Taxi to Bay Do
Passenger Annoucement

06-C-OMB
Pages: 2-73
2.19 TAXI AFTER LANDING THE PF IS TO TAXI THE AIRCRAFT.

Taxiing On Land
Taxi at a moderate speed and avoid making sharp turns, as this will put unnecessary
side loads on the undercarriage. Taxi speeds shall be moderate. The GS on the GPS
can be used as a reference. Turning speed shall not exceed 10 knots. Taxi speed on
long straight taxiways or runways shall be a such as speed as to not compromise
controllability of the aircraft, with a maximum of 15 knots. When manoeuvring to
park or in the vicinity of obstacles, limit speed to below 5 knots. Use of Beta will
greatly reduce the need for braking and extend brake life.
Taxiing on Water
Pilots shall have regard to the right of way rules as defined in rules of the air (annex
2; Rules of the Air).
After landing and once the aircraft has slowed to taxi speed , water rudder authority
for turns both left and right should be checked.
2.19.1 MOORING OF AIRCRAFT TO FLOATING DOCK OR MOORING BUOY

Permanent moorings lines are attached to the floats. Spare lines and an anchor line
are carried in the LH float compartment.
If the aircraft is to be secured to a floating dock, the aircraft is to be secured by at
least two ropes to prevent fore/ aft movement, water rudders up and with the tail
of the aircraft clear of the dock to allow pitching of the aircraft without the
possibility of the aircraft tail touching the dock.
Where the aircraft is to be moored on the water for an extended period,
consideration with regard to securing the aircraft, must be given to the possibility
of wind shifts, tide or wave condition changes and the wash of passing vessels.
Extended mooring to an inadequately fended pontoon or vessel must be avoided
due to the possibility of damaging the floats.
If an aircraft is to be secured to a floating buoy, then it shall be attached to the
mooring by the use of a rope ‘bridle’ secured to the forward float attach points,
passed around the forward float cleats and passed through a loop on the main
mooring rope, In addition an independent safety rope should be attached to the
main mooring rope and to a float attach point. Flaps and water rudders should be
up. The aircraft should have enough clearance from other vessels / obstacles at the
mooring point to swing into wind.
Company aircraft are not to be left unattended on the water if there is only one
anchor, anchor line or mooring line available to secure the aircraft.

06-C-OMB
Pages: 2-74
If the aircraft is to be moored on water for an extended period, any slight weight
asymmetry will cause one float to be lower in the water and therefore may induce
fuel transfer from the higher to the lower side wing tank. This transfer will occur at
an increasing rate as the asymmetric weight condition increases. At least one fuel
selector and preferably both selectors should be selected off while the aircraft is
moored.
2.20 ENGINE COOL DOWN

The aircraft is to be stabilized at Low Idle for 1 minute prior to engine shutdown. If
the aircraft can be taxied to the parking position without the power lever coming
out of the idle detent then this time may be counted towards the one minute. By
stabilizing the engine for 1 minute, all the inner engine components can achieve a
similar temperature thus reducing engine maintenance costs.

06-C-OMB
Pages: 2-75
2.21 PARKING
Figure 2-15 Shutdown Flow Diagram
2.21.1 SHUTDOWN PROCEDURE (FLOW)

(1) Park Brake .........................................................................SET
(2) Air Conditioner.....................................................Ventilate
(3) Pitot/Static Heat.............................................................OFF
(4) Standby Power ...............................................................OFF
(5) Fuel Condition Lever....................................Cutoff
(6) Propeller Control Lever...........................Feather
(7) Boost Pump................OFF (when Ng below 6%)
(8) Fuel Quantity...................Check (note in tech log)
(9) Avionics Switches........................................................OFF
(10) One Fuel Tank Selector..........................................OFF
(11) Battery Switch..................................................................OFF
(12) Other Fuel Tank Selector....................................OFF
CAUTION
To prevent damage to the propeller, the fuel condition lever shall first be
selected to cutoff followed immediately by the prop lever to feather.

06-C-OMB
Pages: 2-76
2.21.2 SHUT DOWN CHECKLIST (CAPT)

Carried out independently by CAPTAIN
PARKING BRAKE SET/AS REQ’D
RECOG. TAXI LIGHT OFF
FLAPS UP
STANDBY POWER OFF
POWER LEVER IDLE
ITT STABILISED AT MINIMUM OR 1 MINUTE
AIR CONDITIONER/BLEED AIR/FANS OFF
TEMP CONTROL KNOB CLOSED
AIRCRAFT – ON LAND
POWER/PROP/FUEL CONDITION IDLE/FTHR/CUT OFF
AIRCRAFT – ON WATER SECURED
PROPELLER CONTROL LEVER FTHR OF MAX RPM**
POWER LEVER BETA
FUEL CONDITION LEVER CUT OFF
POWER LEVER REVERSE then BETA
BELOW 10% Ng
FUEL BOOST PUMP OFF
AVIONICS 1 & 2 OFF
SEAT BELT SIGN OFF
LIGHTS OFF
BATTERY SWITCH OFF
FUEL SELECTORS BOTH OFF
CONTROL LOCKS INSTALLED

06-C-OMB
Pages: 2-77
2.22 LEAVING THE AIRCRAFT

When no ground crew is present, the First Officer shall leave his seat after the
engine exhaust has dissipated and promptly insert the tail stand. Once inserted the
First Officer shall open the passenger door and supervise the unloading of
passengers and offer assistance where required.
Where the aircraft is to be secured to an unattended dock/pontoon the First Officer

shall dismount the floats once the aircraft is stable at the docking position and;
using float attach ropes; secure the aircraft to the dock/pontoon.
The Captain must remain seated until the aircraft is secured and should exit the
aircraft after the last passenger has disembarked to assist with unloading. Before
leaving the aircraft after the last flight of the day when away from main
maintenance base (or anytime when leaving the aircraft unattended) the Captain
shall ensure that the following has been completed:
o Chocks set or aircraft properly secured

o Control Lock inserted
o Rudder Gust Lock engaged
o Engine intake and oil cooler inlet covers placed (when ITT is off scale).
o Pitot covers placed
o Tail stand removed
o All doors and engine cowlings locked.
o Water rudders up/down as required (preferred up)

06-C-OMB
Pages: 2-78

06-C-OMB
EMERGENCY PROCEDURES AND ABNORMAL
Pages: 3-1
3.1 GENERAL
The emergency checklist has priority over the normal checklist. If a situation arises
during the normal operations, the emergency procedures shall have higher priority.
The emergency procedures shall be followed before reverting to the one of lower
priority. The emergency procedures determine the position of a switch, selector,
lever or control and this position cannot be changed by subsequent, normal
procedures. A “memory” item shall be performed without reference to the checklist,
normally not below 500 ft AGL.
The pilot shall follow the emergency procedures at the following situation:
(a) Engine Failures
(b) Engine Failure During Takeoff Roll
(c) Engine Failure Immediately After Takeoff
(d) Engine Failure During Flight (Restart Procedures)
(e) Forced Landing
(f) Emergency Landing without Engine Power
(g) Precautionary Landing with Engine Power
(h) Ditching
(i)Fires
(j)During Start on the Ground
(k) Engine Fire in Flight
(l)Cabin Fire
(m) Wing Fire
(n) Landing with a Flat Main Tire
(o) Landing with a Flat Nose Tire
(p) Electrical Power Supply System Malfunctions
(q) Ammeter Shows Excessive Rate of Charge (Full Scale Deflection)
(r) Low Voltage Annunciator (VOLTS) Illuminated During Flight (Ammeter
indicates Discharge)
(s) Vacuum System Failure
The details of listed items above or more emergency/abnormal procedures in

responding to each type of aircrafts operated by THAI SEAPLANE is described in
EMERGENCY/ABNORMAL PROCEDURE FOR MODEL 208 675 SHP GARMIN G1000
SA1311GL-A.

06-C-OMB
Pages: 3-2
3.1.1 AIRSPEEDS FOR EMERGENCY OPERATION

Engine Failure After Takeoff:
WING FLAPS Handle UP......................................................................................100 KIAS
WING FLAPS Handle FULL....................................................................................80 KIAS
Maneuvering Speed:
8750 lbs.................................................................................................................154 KIAS
7750 lbs.................................................................................................................145 KIAS
6750 lbs.................................................................................................................135 KIAS
Maximum Glide:
8750 lbs 105 KIAS
7750 lbs 99 KIAS
6750 lbs 92 KIAS
Precautionary Landing (Engine Power/Flaps FULL) ..............................................80 KIAS
Landing Without Engine Power:

WING FLAPS Handle UP......................................................................................100 KIAS
WING FLAPS Handle FULL....................................................................................80 KIAS

06-C-OMB
Pages: 3-3
3.2 EMERGENCY PROCEDURES EMERGENCY PROCEDURE (MEMORY ITEMS)

3.2.1 REJECTED TAKEOFF
1. POWER LEVER ………………….………………….........………………… BETA RANGE
2. BRAKES…………………………………………………..........…….………............ APPLY
3.2.2 ENGINE FIRE DURING START ON GROUND

1. FUEL CONDITION LEVER ………………………….................………………... CUTOFF
2. FUEL BOOST SWITCH ……………….....................……………………………….… OFF
3. STARTER SWITCH ……………………..............………………………….……... MOTOR
3.2.3 STARTER CONTACTOR DOES NOT DISENGAGE AFTER ENGINE START

1. BATTERY SWITCH ………………….............………….….………………..……… OFF
2. EXTERNAL POWER UNIT ……………………..….............…… OFF, then DISENGAG
3. FUEL CONDITION LEVER ……………………………….............….………..…CUTOFF
3.2.4 ENGINE FAILURE DURING TAKEOFF ROLL

1. POWER LEVER …………………………………………………..….............BETA RANGE
2. BRAKES………………………...……………………..……………...........………… APPLY
3.2.5 ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF

1.AIRSPEED …………….…………….………………………………............……… 85 KIAS
3.2.6 ENGINE FAILURE DURING FLIGHT

1.AIRSPEED …………………………………………………............……………….. 95 KIAS
2.POWER LEVER ……………………….…………………………………............…….. IDLE
3.PROP RPM LEVER……………..………………………………..…….…........... FEATHER
4.FUEL CONDITION LEVER……………………………..………………..........….. CUTOFF

06-C-OMB
Pages: 3-4
3.2.7 ENGINE FLAMEOUT DURING FLIGHT

IF Ng IS ABOVE 50%
1. POWER LEVER ….……………………………………..…………….......….…. IDLE
2. IGNITION SWITCH ………………………..…………..................…………..…. ON
IF Ng IS BELOW 50%
1. FUEL CONDITION LEVER ……………….………………….………........… CUTOFF
2. For engine restart, refer to Airstart Starter Assist Procedure or Wind
milling Airstart Procedure
3.2.8 ENGINE FIRE IN FLIGHT

1.POWER LEVER ……………………………………………..................……..………. IDLE
2.PROP RPM LEVER ……………………………………..................….…………. FEATHER
3.FUEL CONDITION LEVER…………………………………….….....................…. CUTOFF
4.FUEL SHUTOFF KNOB …………………………….………....................…… PULL OFF
5.CABIN HEAT FIREWALL SHUTOFF CONTROL……………….................... PULL OFF
3.2.9 ELECTRICAL OR CABIN FIRE IN FLIGHT

1.STBYALTPWR SWITCH…………………………………….…................…………….. OFF
2.GENERATOR SWITCH…………...…………………….…................………..….…… TRIP
3.BATTERY SWITCH………………………………….…………….....................………..OFF
4.VENTS………………………………..………….................……… CLOSE (to avoid drafts)
5.BLEED AIR HEAT SWITCH ……………...……………................…………….…….. OFF
6.FIREEXTINGUISHE……………………….………………………….................………. USE
3.2.10 WING FIRE

1.PILOT STATIC HEAT SWITCH ……………................……….….….…………….. OFF
2.STALL HEAT SWITCH ………………………............…..……………….…..……….. OFF
3.STROBESWITCH………...…………………….…....................…….………….…..… OFF
4.NAVSWITCH………………..…………………….…………….…...........……..…….... OFF
5.LANDING &TAXILIGHTSSWITCH…………………...………..….……...........…..…. OFF
6.FUEL QUANTITY CIRCUIT BREAKERS …………..………….….………............. OFF
7.RADAR R/T CIRCUIT BREAKER .…………..…………………..............…...…… PULL
8.VENT AIR FAN………..………………………….……………………….............….. OFF
9.AIR CONDITION…………………………..………..…………………….…..…............ OFF

06-C-OMB
Pages: 3-5
3.2.11 CABIN FIRE DURING GROUND OPERATIONS

1.POWER LEVER …………………..…………….…..…….............……………..……. IDLE
2.BRAKES ………………………………………………….............….…….…….. AS REQ’D
3.PROP RPM LEVER…………………………………………..……................…. FEATHER
4.FUEL CONDITION LEVER……………...……………………………….............. CUTOFF
5.BATTERY SWITCH …………………………………….…………..……..............…… OFF
6.AIRPLANE….…………………………………………….…….............………. EVACUATE

06-C-OMB
Pages: 3-6
3.3 ON GROUND EMERGENCY

3.3.1 ENGINE FAILURE DURING TAKEOFF ROLL
(1) POWER Lever ....................BETA RANGE
(2) Brakes............................................................APPLY
(3) Wing Flaps Handle................. RETRACT
(4) Fuel Condition Lever ............. CUT OFF
(5) Fuel Shut Off Knob.......................PULL OFF
(6) Fuel Tank Selectors .................................OFF)warning horn will sound
(7) BATTERY Switch ....................................OFF
3.3.2 LANDING WITH FLAT MAIN TIRE

(1) Airplan.............................................................FLY ) as desired to lighten fuel load
(2) FUEL SELECTORS ........................POSITION ONE SIDE OFF
(3) Approach ..................................................... NORMAL )FLAPS FULL
(4) Touchdown.................................................. INFLATED TIRE FIRST Hold airplane off flat
tire as long as possible with aileron control.
(5) Directional Control ......................... MAINTAIN
3.3.3 LANDING WITH FLAT NOSE TIRE

(1) Passengers and Baggage......................MOVE AFT
(2) Approach.................................NORMAL )FLAPS FULL(
(3) Touchdown...............................................................NOSE HIGH
(4) Brakes.........................................MINIMUM NECESSARY
3.3.4 STARTER CONTACTOR DOES NOT DISENGAGE AFTER START AMBER

STARTER ON CAS MSG
(1) Battery Switch..................................................OFF
(2) External Power Unit.................................OFF, then DISENGAGE
(3) Fuel Condition Lever...................CUTOFF
(4) Engine Shutdown...................COMPLETE

06-C-OMB
Pages: 3-7
3.4 LANDING GEAR MALFUNCTIONS

3.4.1 LANDING GEAR FAILS TO RETRACT OR EXTEND
(1) Battery Switch - ON
(2) Landing Gear Handle - CHECK pull up or down.
(3) Landing Gear Pump 1 and 2 Circuit Breakers - CHECK IN (on circuit
breaker panel).
(4) Annunciator Panel Circuit Breaker - IN
(5) Mechanical Gear Indicators - CHECK (Indication on float and by
observing nose wheels on bow)
(6) Landing Gear Switch - RE-CYCLE
(7) Gear Lights - CHECK BULBS, replace Inoperative bulb with known
good bulb
(8) Landing Gear Pump Motor Light - CHECK ILLUMINATED (red)
(9) Airspeed - REDUCE to minimize airloads on gear
If landing gear still does not retract or extend:

(10) Landing Gear Pump 1 and 2 Circuit Breakers - PULL OFF
(11) Emergency Gear Position Valve (near handpump) - SELECT DESIRED
GEAR POSITION
(12) Emergency Hand Pump - EXTEND AND PUMP VERTICALLY until
resistance becomes heavy (may require as many as 150 complete
strokes).
(13) Landing Gear Position Lights -CHECK ILLUMINATED.
WARNING!!
DO NOT LAND ON WATER UNLESS GEAR IS FULLY RETRACTED.
3.4.2 GEAR UP OR PARTIALLY EXTENDED LANDING (ON LAND) (ON GRASS IF

POSSIBLE)
(1) Seats. Seat Belts and Shoulder Harnesses - SECURE
(2) Runway-SELECT longest smooth ground or grass surface available
(3) Landing Gear Handle - UP to permit a partially extended gear to retract
and maintain a level attitude during the ground run
(4) Flaps - FULL DOWN
(6) Crew Doors - UNLATCH PRIOR TO TOUCHDOWN
(7) Generator Switch - TRIP and release
(8) Standby Power Switch (if installed) - OFF
(9) Battery Switch - OFF
(10) Touchdown - LEVEL ATTITUDE.

06-C-OMB
Pages: 3-8
(11) Control Stick - FULL AFT.

(12) Fuel Condition lever - CUTOFF
3.4.3 LANDING GEAR PUMP LIGHT ILLUMINATES

If landing gear retraction or extension is in progress:
(1) No action required, normal condition
If landing gear retraction or extension is complete:

(1) Landing Gear Pump 1 & 2 Circuit Breaker(s) - PULL (on circuit breaker
panel)
(2) Before landing, Amphibian Pump 1 & 2 Circuit Breaker(s) - PUSH TO
RESET
(3) Landing Gear - SELECT GEAR UP for water landing- SELECT GEAR
DOWN for land landing
(4) Landing Gear Pump 1 & 2 Circuit Breaker(s) - PULL (after gear has
reached desired position)

06-C-OMB
EMERGENCY PROCEDURES AND ABNORMAL Pages: 3-9
3.5 EMERGENCY EXITS

Use of the crew entry doors, the passenger entry doors, and the cargo doors for
emergency ground and water egress from the Standard 208 is illustrated in the
Emergency Exit chart as shown in Figure 3-5.
WARNING
● When exiting the airplane, avoid the propeller area.
FIGURE 3-5 EMERGENCY EXITS (TYPICAL)

06-C-OMB
3.5.1 EMERGENCY EVACUATION PROCEDURES (FORCED LANDING & DITCHING

ON WATER)
If a situation arises shortly after take-off or before forced landing or ditching on

water where crew are aware that impact is imminent, they should:
● Approximately 500 ft. or 30 seconds and assure brace order via PA.
“Brace, Brace, Brace”
Just before impact order via PA.
“Head down, Remain seated”
● Remain in brace position until aircraft comes to a complete stop there may
be several impacts.
● After the aircraft has come to a complete stop and Captain has ordered
evacuation, direct to passengers by shouting:
“Evacuate Evacuate Evacuate”
3.5.2 EMERGENCY EVACUATION CHECKLIST

(1) FUEL CONDITION LEVER…………………………..................………… CUTOFF
(2) PARKING BRAKE…………………………………………………..................… SET
(3) FUEL BOOST SWITCH……………………………………….................………OFF
(4) STARTER SWITCH……………………………………………..................…… OFF
(5) FUEL SHUTOFF KNOB……..…….…………………….................…… PULL OFF
(6) EVACUATION (PA)……………………......…. INITIATE Before leaving aircraft
(7) BATTERY SWITCH …………………………..................……………………… OFF

06-C-OMB
● Captain’s Emergency Announcement Text
Ladies and Gentlemen, This is Your Captain Speaking. I wish to inform You a state
of emergency exists. It will be necessary to make an emergency landing/ ditching
in…mins. I will instruct you to brace for impact just prior to landing. Remain in a
brace position until the aircraft stops. Then, Evacuate to exits as directed. follow
captain instructions carefully. Your co-operation is essential. Thank You.

06-C-OMB
● Post Impact Duties: Captain
FORCED LANDING DITCHING ON WATER

❑ CompletePassenger
❑ Complete Passenger evacuation
evacuation checklist
checklist
Accomplish passenger
Accomplish passenger evacuation
evacuation checklist in the
checklist in the Operations Manual.
Operations Manual.
❑ Initiate Evacuation ❑ Initiate Evacuation
Press EVAC Command to “ON” or Press EVAC Command to “ON” or PA
PA “EVACUATE, EVACUATE, “EVACUATE, EVACUATE,
EVACUATE” EVACUATE”
❑ Proceedto AFT Cabin

❑ Proceed to AFT Cabin Ditching on water
Crash land Confirm all passengers secure with
Checks all occupants left and life vest and ready to inflate Checks
assists passengers evacuate by all occupants left and assist
emergency exit. passengers evacuate by emergency
exit.
❑ Checkthat cabin is cleared of ❑ Checkthat cabin is cleared of

passengers passengers
Ensure that vital safety Ensure that vital safety equipment is
equipment is taken. taken.
❑ Evacuateat the Cargo doors ❑ Evacuate at the Cargo doors &
& Passenger doors Passenger doors
Ditching on water
● Once in the water, passengers
should gather at a safe distance
Forced landing from the aircraft, maintaining
● Supervise on ground visibility for rescue teams.
● Move passengers away at a safe ● In case aircraft is stable floating,
distance from the aircraft. maybe bring passengers grab floats.
● Assist injured passengers. ● flight Crew conduct a headcount to
ensure all passengers are accounted
for
● Assist injured passengers.

06-C-OMB
● Post Impact Duties: First Officer
FORCED LANDING DITCHING ON WATER
❑ Complete Passenger ❑ Complete Passenger evacuation

evacuation checklist checklist
As directed by Captain. As directed by Captain.
❑ Comply with evacuation ❑ Comply with evacuation
instructions instructions
Proceed to AFT Cabin (nose will sink
firstly)
Proceed to FWD Cabin Ditching on water
Forced landing Confirm all passengers secure
direct passengers evacuate by with life vest and ready to inflate
emergency exit. when out from the aircraft ,assist
passengers evacuate by
If Exit is blocked? emergency exit.
Evacuate passengers
through other usable exits If Exit is blocked?
Evacuate passengers
through other usable exits
❑ Evacuate at the Cargo doors ❑ Evacuate at the Cargo doors &
& Passenger doors Passenger doors
Ditching on water
● Once in the water, passengers should
Forced landing gather at a safe distance from the
aircraft, maintaining visibility for
● Supervise on ground
rescue teams.
● Move passengers at a safe
● flight Crew conduct a headcount to
distance from the aircraft.
ensure all passengers are accounted
● Assist injured passengers. for
● Assist injured passengers.

06-C-OMB
Pages: 3-14
3.6 ABNORMAL SITUATIONS

3.6.1 WAKE TURBULENCE
Wake turbulence is the leading cause of aircraft upsets.
3.6.2 VORTEX GENERATION

The phenomenon that creates wake turbulence results from the forces that lift
airplanes. High-pressure air from the lower surface of the wings flows around the
wingtips to the lower pressure region above the wings. A pair of counter rotating
vortices is thus shed from the wings: the rightwing vortex rotates counterclockwise,
and the left-wing vortex rotates clockwise. The region of rotating air behind the
airplane is where wake turbulence occurs.
3.6.3 VORTEX STRENGTH

The strength of the turbulence is determined predominantly by the weight,
wingspan, and speed of the airplane. The greatest vortex strength occurs when the
generating aircraft is heavy-clean-slow.
Generally, vortices descend at an initial rate of about 300 to 500 ft/min for about 30
sec. the descent rate decreases and eventually approaches zero between 500 to 900
ft below the flight path. Flying at or above the flight path provides the best method
for avoidance. Maintaining a vertical separation of at least 1000 ft when below the
preceding aircraft may be considered safe.

06-C-OMB
Pages: 3-15
3.6.4 INDUCED ROLL

An encounter with wake turbulence usually results in induced rolling or pitch
moment; however, in rare instances an encounter could cause structural damage
to the airplane. In more than one instance, pilots have described an encounter to be
like “hitting a wall”. The dynamic forces of the vortex can exceed the roll or pitch
capability of the airplane to overcome these forces. During test programs, the wake
was approached from all directions to evaluate the effect of encounter direction on
response. One item was common to all encounter: without a concerted effort by the
pilot to check the wake, the airplane would be expelled form the wake.
3.6.5 SEPARATIONS
Cessna C208 is in Light aircraft Category
*3 mins if taking off from intermediate position

06-C-OMB
Pages: 3-16
3.6.6 WINDSHEAR
To prevent a wind shear accident from occurring, obey the following wind shear rules.
● Avoidance
o Visual Identification of severe weather
o LLWAS )Low Level Wind Shear Alert System(
o Other aircraft PIREP
o Reported winds on the field
o WX Radar
- Before takeoff
- On approach
o GS monitoring
o Brief wind shear escape maneuver as part of “Threats.”
● Recognition
Indicated airspeed variations in excess of 15 knots
o PM deviation callouts
o Vertical speed excursions of 500 fpm or more
o glideslope deviation of one dot or more
o Pitch attitude excursions of 5 degrees or more
o Unusual power setting/ power lever position )normal fully configured
approach power setting 450 - 500 ft./ lbs.(
o Groundspeed variations
o Heading Variations of 10 degrees or more

06-C-OMB
Pages: 3-17
3.7 OPERATING PROCEDURES
WINDSHEAR
Crew Coordination
PF: PM:
Either pilot announce “WINDSHEAR”
1.MAX Power 1. Ensure MAX Power set
2.Disengage Autopilot 2. CALL OUT OMITTED ITEMS
3. Advise ATC “…)call sign(…

3.Level Wings and simultaneously
WINDSHEAR minus 20 knots
at 400 ft.”
4.Airspeed 72 KIAS or stall warning 4. MONITOR DISPLAY AND RAD

whichever occurs first ALT )if installed( and call trends
5.DO NOT CHANGE

CONFIGURATION
6.CLIMB UNTIL CLEAR OF

WINDSHEAR )positive
ROC( and terrain is not a factor.
If climb is insufficient: increase
power to the firewall and increase
pitch to the stall warning
immediately checking forward on
the first sound of the stall, then
repeat the procedure
NOTE
● Do not use the terms “negative” or “positive” when describing wind shear.
● Negative” has been incorrectly interpreted to mean no wind shear on final.
● State loss or gain of airspeed and the altitudes at which it was encountered.
● Pilots who are not able to report wind shear in these specific terms are
encouraged to make report in terms of the effect upon their aircraft.

06-C-OMB
Pages: 3-18
3.7.1 APPROACH TO STALL AND STALL RECOVERY

Stall occurs when the wing’s critical angle of attack is exceeded and lift is reduced
substantially due to the airflow separation over the upper surface of the wing.
The secondary stall is a premature increase in angle of attack that results in another
stall event during stall recovery, prior to establishing stable flight conditions.
For the Cessna C208 has stall warning at 5-10 knot before the stall occurs.
Detection
Natural or artificial clues maybe detected as a consequence of an approaching or
imminent stall:
● Buffeting
● Reduced roll stability and aileron effectiveness
● Low airspeed visual of aural indications
● Reduced elevator)pitch( authority
● Inability to maintain altitude or rate of descent
Stall recovery
Release back pressure ( nose down), full power apply, then bank correction to wing
level, finally pitch correction to maintain altitude.

06-C-OMB
Pages: 3-19
3.8 UNSUAL ATTITUDE RECOVERY

3.8.1 BOUNCE LANDING
Description
Bounce landing results from either too much speed of too high slope, or both of
them, on final approach.
Defense
To avoid bounce landing, decide to go-around if the plane is not stabilized. Refer to
stabilization policy for detailed stabilization criteria.
Procedure
● Apply an immediate go-around
● Never try to land
● Never push the control column forward
3.8.2 UPSET
Description
An upset is generally defined as unintentionally exceeding the following conditions:
Such situations rarely occur, but maybe encountered when flying into large aircraft
wake vortex, a rotor downwind of a mountain, severe turbulence or mechanical
failure.
Detection
When the aircraft enters an unusual pitch attitude, red extreme pitch warning
chevrons pointing toward the horizon are displayed on the Attitude Indicator,
starting at 50˚ above and 30˚ below the horizon line.

06-C-OMB
Pages: 3-20
NOSE HIGH NOSE LOW
Figure.3-1 Pitch Attitude Warnings
If pitch exceeds +30˚/-20˚ or bank exceeds 65˚, some information displayed on the
PFD is removed. The Altimeter and Airspeed, Attitude, Vertical Speed, and
Horizontal Situation indicators remain on the display and the Bearing Information,
Alerts, and Annunciation windows can be displayed during such situations.
The following information is removed from the PFD )and corresponding soft keys
are disabled( when the aircraft experiences unusual attitudes:
• Traffic Annunciations • System Time • Minimum Descent
• AFCS Annunciations • PFD Setup Menu Altitude/Decision
• Flight director Command • Windows displayed Height readout
Bars in the lower right • Vertical Deviation,
• Inset Map corner of the PFD: Glideslope, and
• Outside air temperature – Timer/References Glidepath Indicators
(OAT) – Nearest Airports • Altimeter Barometric
• DME Information Window – Flight Plan Setting
• Wind data – Messages • Selected Altitude
• Selected Heading Box – Procedures • VNV Target Altitude
• Selected Course Box – ADF/DME Tuning • Selected Heading Box
• Transponder Status Box • Selected Course Box

06-C-OMB
Pages: 3-21
3.9 MANAGING TERRAIN AWARENESS AND WARNING SYSTEM (TAWS)

3.9.1 RADAR ALTIMETER
*THAI SEAPLANE G1000 Caravans are not equipped with Radar Altimeters.
3.9.2 TERRAIN AWARENESS

Although all THAI SEAPLANE Caravan Aircraft are equipped with TAWS, it is
essential crews are aware that this is a tool to increase situational awareness and
NOT to be used for primary terrain avoidance. Awareness of minimum IFR altitudes
and adherence to company procedures should prevent any warnings from
occurring. If warnings do occur it is essential crew members act without hesitation.
WARNING
Do not use TAWS information for primary terrain avoidance. TAWS is
intended only to enhance situational awareness.
NOTE
The TAWS use Geometric Altitude as its reference altitude )GPS calculated
altitude(This reference altitude will often differ from cockpit displayed barometric
altitude.
It is essential crews are aware of the color coding in relation to terrain clearance. )see
below(

06-C-OMB
Pages: 3-22
Figure 3-2 TAWS Legend

TAWS TERRAIN WARNING
● In VMC Conditions
If any terrain warning sounds in VMC conditions, the crew shall determine the cause
for the warning, and visually avoid any terrain or obstacles. If applicable, the terrain
warning may be inhibited if continued VMC flight is to be maintained.
WARNING
NEVER INHIBIT THE TERRAIN WARNING IN IMC CONDITIONS

06-C-OMB
Pages: 3-23
● In IMC Conditions )following page(
A “Caution Terrain” warning may develop into a “Terrain Pull Up” warning. If this
happens you must level your wings and carry out the “Terrain Pull Up” maneuver.
CAUTION TERRAIN AND TERRAIN PULL UP

Crew Coordination
PF: PM:
1. MAX Power 1. Ensure MAX Power set
2. Disengage Autopilot 2. CALL OUT OMITTED ITEMS
3. Level Wings and simultaneously 3. MONITOR DISPLAY AND RAD

ALT (if installed) and call trends
4. Airspeed 72 KIAS
5. DO NOT CHANGE
CONFIGURATION
6. CLIMB UNTIL ABOVE MSA OR

VISUAL AND warnings stop.
If climb is insufficient: increase

power to the firewall and increase
pitch to the stall warning
immediately checking forward on
the first sound of the stall, then
repeat the procedure
WARNING
Additionally, the stall warning may occur before reaching 72 KIAS (Especially
if the aircrafts wings are not level)

06-C-OMB
Pages: 3-24
3.10 MANAGING TAS WARNINGS
Traffic Advisory System (TAS) is designed to help in detection and avoidance of

other aircraft. TAS uses an on-board interrogator-processor and the Mode S
transponder for the air-to-air traffic data link. Traffic is displayed according to TCAS
symbology using four different symbols.
Figure 3-3 TCAS Symbology
A Non-threat Advisory, shown as an open white diamond, indicates that an

intruding aircraft is at greater than ±1200 feet relative altitude or the distance is
beyond 5 nm.
A Proximity Advisory indicates that the intruding aircraft is within ±1200 feet and is
within 5 nm range, but is still not considered a threat.
A Traffic Advisory (TA) alerts the crew to a potentially hazardous intruding aircraft.
Closing rate, distance and vertical separation meet TA criteria. A Traffic Advisory that
is beyond the selected display range is indicated by a half TA symbol at the edge of
the screen at the relative bearing of the intruder.

06-C-OMB
Pages: 3-25
3.10.1 TRAFFIC ANNUNCIATION
Traffic (optional) is displayed symbolically on the Inset Map (PFD), the Navigation
Map Page (MFD), and various other MFD page maps. When a Traffic Advisory (TA)
is detected, the following automatically occurs:
• The PFD Inset Map is enabled, displaying traffic
• A flashing black-on-yellow ‘TRAFFIC’ annunciation (Figure 4-4) appears to the top
left of the Attitude Indicator for 5 seconds and remains displayed until no TAs are
detected in the area
• A single “TRAFFIC” aural alert is generated
If additional TAs appear, new aural and visual alerts are generated.
Figure 3-4 Traffic

Annunciation
Figure 3-5 Inset Map with TIS Traffic

Displayed

06-C-OMB
Pages: 3-26
Figure 3-6 Example Traffic and TAWS Annunciations

06-C-OMB
3.11 OPERATING PROCEDURES
“TRAFFIC TRAFFIC”
Crew Coordination
On Ground
Crews shall look for and identify intruder traffic before lining up or taxiing
on or across an active runway
In Flight
Both pilots shall look outside to
1. All forward lights – ON
attempt to identify the traffic but
2. Do not change configuration
shall not maneuver unless visual.
Reduce the range of the MFD or Garmin map display to gain a more
accurate view of the intruder traffic.
3.11.1 RESOLUTION ADVISORY GIVE WAY RULES

Refer to Operation Manual Part A section 12.11
3.11.2 TURBULENT AIR PENETRATION
Flight through light turbulence can be done without any changes to normal
procedures.
Flight through moderate turbulence should be done at reduced airspeed see

Maneuvering speeds in the POH for passenger comfort and aircraft structural
integrity. Flight through severe turbulence should be avoided. The autopilot should
be disengaged during turbulence penetration.
When turbulence is anticipated or encountered and cannot readily be avoided, the

following techniques should be adhered to:
● Check that passengers, baggage, and freight are secured.
● Select a heading that will take the aircraft through the area in the shortest
possible time.
● Ensure that adequate terrain clearance is maintained by flying at least 2000
ft. above all obstacles within 5 miles of track.

06-C-OMB
● For flight in light or moderate turbulence, the captain may use the autopilot
at own discretion. For flight in severe turbulence, the autopilot must be OFF.
Fly the aircraft manually. Maintain attitude control with the attitude indicator,
accepting altitude changes and speed variations whilst keeping the attitude
within safe limits. Roll must be closely controlled, because if a large bank
angle is allowed to develop, recovery can be delayed by turbulence.
3.11.3 AVOIDANCE OF THUNDERSTORMS AND ASSOCIATED HAZARDS
Company policy is that Captains will try to avoid severe turbulence; particularly that
associated with Cumulonimbus activity whenever possible.
Takeoff and landings should not be attempted when CB activity is present within
5 nm of an airfield. All CB activity should be avoided by at least 5 nm, and this
should be increased to 10 nm for any thunderstorm identified as severe or giving
an intense radar echo. Regard as extremely hazardous any CB with tops higher
than 35000 ft. whether the top is visually sighted or determined by radar.
Vivid and frequent lightning indicates the severity of a thunderstorm. A lightning

strike can puncture the skin of an aircraft and can damage communication and
navigation equipment. In addition, it can damage engine components and has
been suspected of igniting fuel vapors and causing explosion. It can cause
permanent errors in the magnetic compass.
Hail may be encountered in clear air several miles from a thunderstorm, usually on
the downwind side of an anvil. Rain at the surface does not mean the absence of
hail aloft. Anticipate the possibility of hail with any thunderstorm.
Captains must also be aware of the possibility of winds hear associated with
microbursts from large CB’s and large CU’s. If encountered near the ground, these
can have catastrophic results.
WARNING
THAI SEAPLANE aircraft is not to attempt a takeoff or an approach when
there is a winds hear alert or a preceding aircraft has reported winds hear
until the condition causing this condition has ceased (i.e. thunderstorm
over the airport).

06-C-OMB
Pages: 3-29

06-C-OMB
FLIGHT PERFORMANCEL
Pages: 4-1
4.1 PERFORMANCE OPERATING

Performance requirements are obligatory and compliance with the requirements
of CAAT. They are used as limitations for operating and use THAI SEAPLANE
aircrafts. The following performance data in respective of specific types of aircraft is
provided in approved POH.
(a) Take off climb limits: mass, altitude and temperature
(b) Take off field length
(c) Total distance to clear a 50-feet obstacle
(d) Cruise
(e) Landing
(f) Fuel Required
(g) Speeds applicable for the various flight stages
(h) The details of each item above are described as shown in the table below.
Specific types of aircraft Reference
AMPHIBIAN CESSNA 208 POH Section 5
4.1.1 GENERAL
The Company’s aircraft is equipped with one engine and two floats. Thus the
following content is pertaining to one engine operating. When aircraft is line up for
departure, power lever is positioned to GROUND IDLE and condition lever is at HIGH
IDLE, flaps are set for 20 degrees and hold wheel brakes.
After clearance is received, advance power lever to 1,900 RPM or 1,680 LBS. Release
wheel brakes check torque/temp and NG are within limits. Let aircraft accelerate.
At VR of 70-75 KIAS initiate a smooth, positive rotation to initial pitch attitude of 8-
10 degree. Early, abnormally fast, or over rotation could cause the tail to strike the
runway, and also adversely affect the takeoff performance. Maintain airspeed 83
KIAS until clear of obstacle.
Allow the aircraft to accelerate in the initial pitch attitude until the airspeed is
approaching 90 KIAS and retract wing flaps to 10 degrees, at airspeed of 95 KIAS,
retract wing flaps to full up position.
Maintain airspeed of 105-115 KIAS and MAX TORQUE PER RPM at 1,600-1,900 RPM,
check torque/temp and NG are within limits during climb until reaching desired
altitude.
Throughout the initial climb, which should basically be flown on attitude, monitor
the flight instrument avoiding concentration on one instrument. Always check
control position indications (flaps) after making selection.

06-C-OMB
FLIGHT PERFORMANCEL
Pages: 4-2
During the brief period below 500 feet, only an emergency requiring immediate
attention should be allowed to interrupt the close monitoring of the flight
instruments by the Pilot Monitoring (PM).
4.1.2 NORMAL CLIMB

For improved visibility over the nose, a cruise climb speed of 105-115 KIAS may be
desirable at altitudes up to approximately 12,000 feet. Also, for improved passenger
comfort, propeller RPM may be reduced to 1600, if desired. Adjust the power lever
(in accordance with the following table) to prevent exceeding maximum torque for
the corresponding RPM, maximum climb ITT of 765°C, or maximum Ng of 101.6%,
whichever occurs first.
If an obstruction dictates the use of a steep climb angle, climb with flaps retracted
and maximum continuous power at 80 KIAS.
4.1.3 MAXIMUM PERFORMANCE CLIMB

For maximum performance climb, the best rate-of-climb speed should be used
with 1900 RPM and maximum climb power. This speed is 101 KIAS at sea level to 97
KIAS at 10,000 feet to 90 KIAS at 20,000 feet. Set propeller to 1,900 RPM and
maximum torque of 1,895 FT-LBS (observe maximum climb ITT and NG limits) For
increase engine life, do not exceed 740 °C ITT during climb.

06-C-OMB
FLIGHT PERFORMANCEL
Pages: 4-3
4.2 ABBREVIATION AND EXPLANATION

4.2.1 GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS
KCAS Knots Calibrated Airspeed is indicated airspeed corrected for position
and instrument error and is expressed in knots.
KGS Knots Groundspeed is the actual speed over the ground or water and
is expressed in knots.
KIAS Knots Indicated Airspeed is the speed shown on the airspeed indicator
and is expressed in knots.
KTAS Knots True Airspeed is the airspeed relative to undisturbed air which
is KCAS corrected for altitude and temperature and is expressed in knots.
VA Maximum Operating Maneuvering Speed is the maximum speed at
which full or abrupt control movements may be used at a particular weight.
VFE Maximum Flap Extended Speed is the highest speed permissible with
wing flaps extended.
VNE Never Exceed Speed is the speed which should never be exceeded
during flight operations.
VMO Maximum Operating Speed is the maximum speed that may not be
deliberately exceeded in normal flight operations
Vs Stalling Speed or the minimum steady flight speed at which the
airplane is controllable.
Vs0 Stalling Speed or the minimum steady flight speed at which the
airplane is controllable in the landing configuration at the most forward center of
gravity.
Vx Best Angle of Climb Speed is the speed which results in the greatest
gain of altitude in a given horizontal distance.
Vy Best Rate of Climb Speed is the speed which results in the greatest
gain of altitude in a given time.
VREF Landing Reference Speed or threshold crossing speed is the base
speed used for reference and calculations.

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4.2.2 ENGINE POWER TERMINOLOGY

Beta Mode: Beta Mode is the engine operational mode in which propeller blade
pitch is controlled by the power lever. The beta mode may be used during ground
operations only.
Flameout: Flameout is the unintentional loss of combustion chamber flame
during operation.
Flat Rated: Flat Rated denotes constant horsepower over a specific altitude and/or
temperature.
Gas Generator: Gas Generator RPM indicates the percent of gas generator RPM
based on a figure of 100% being 37,500 RPM.
GCU: GCU is the generator control unit.
Hot Start: Hot Start is an engine start, or attempted start, which results in an ITT
exceeding 1090°C.
ITT: ITT signifies inter-turbine temperature and is a measurement of the
temperature between the compressor turbine and the power turbine stator.
Maximum Climb Power: Maximum Climb Power is the maximum power approved
for a normal climb. Use of this power setting is limited to climb operations. This
power corresponds to that developed at the maximum torque limit from Figure 5-
6 in POH, ITT of 765°C or Ng limit, whichever is less.
Maximum Continuous Power: Maximum Continuous Power is the maximum
power rating not limited by time. Use of this power should be limited to those
circumstances which require maximum aircraft performance (i.e., extreme icing
conditions of windshear downdrafts). This power corresponds to that developed at
the maximum torque limit from Figure 5-5, ITT of 805°C or Ng limit, whichever is
less.
Maximum Cruise Power: Maximum Cruise Power is the maximum power
approved for cruise and is not time limited. This power corresponds to that
developed at the maximum specified cruise torque from Figure 5-7 in POH, ITT of
740°C, or Ng limit, whichever is less.
Ng: Ng signifies gas generator RPM. 100% Ng represents 37,500 RPM.
Np: Np signifies propeller RPM.
Reverse Thrust Reverse: Thrust is the thrust produced when the propeller blades
are rotated past flat pitch into the reverse range.
RPM: RPM signifies revolutions per minute.
SHP: SHP is shaft horsepower and is the power delivered to the propeller shaft.
SHP = Prop RPM x Torque / 5252

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Torque: Torque is a measurement of rotational force exerted by the engine on the

propeller.
Windmill: Windmill is propeller rotation from airstream inputs.
4.2.3 MISCELLANEOUS
ACFT Aircraft
OAT Outside Air Temperature is the free air static temperature and is
expressed in either degrees Celsius or degrees Fahrenheit.
Pressure Altitude Pressure Altitude is the altitude read from an altimeter with its
barometric scale set to 29.92 inches of mercury (1013.2 mb).
ISA International Standard Atmosphere is the atmosphere in which:
(1) The air is a perfect dry gas.
(2) The temperature at sea level is 15°C.
(3) The pressure at sea level is 29.92 inches Hg (1013.2 mb).
(4) The temperature gradient from sea level is -1.98°C per 1000 feet of
altitude.
Demon- started Crosswind Velocity: Demonstrated Crosswind Velocity is the
velocity of the crosswind component for which adequate control of the airplane
during takeoff, landing & taxi was demonstrated during certification tests. The value
shown is not considered to be limiting.
g g is the acceleration due to gravity.
NMPG Nautical Miles Per Gallon is the distance which can be expected per
gallon of fuel consumed at a specific engine power setting and/or flight
configuration.
GPH Gallons Per Hour is the amount of fuel consumed per hour.
Unusable Fuel: Unusable Fuel is the quantity of fuel that cannot be safely used in
flight.
Usable Fuel: Usable Fuel is the fuel available for flight planning.

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4.3 FLIGHT PLAN DATA FOR PRE-FLIGHT AND IN-FLIGHT PLANNING WITH
DIFFERENCE THRUST/POWER AND SPEED SETTINGS
The flight plan data for pre-flight and in flight presented in this chapter are
presented so that pilots may know what to expect from the airplane under various
conditions, and also to facilitate the planning of flights in detail and with reasonable
accuracy. The data in charts has been computed from actual flight test with the
airplane and engine in good condition and using average piloting techniques.
It should be noted that the performance information are provided in various graphs
and tables to approximate performance with the inertial separator in BYPASS
and/or cabin heat ON. The effect will vary, depending upon airspeed, temperature
and altitude. At lower altitudes, where the operation on torque limit is possible, the
effect of the inertial separator will be less, depending upon how much power can
be recover after the separator vanes have been extended. In some case,
performance charts in this section include data for temperature which are outside
of the operating limits. This data has been included to aide in interpolation.
The approximation method of solving for data is the easiest and perhaps the most
frequently used method. The concept is to merely round all variable to the next
highest increment. This will naturally yield a conservative value, allowing for
deficiency of equipment, pilot proficiency and change of atmospheric conditions.

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4.3.1 FLIGHT PLAN DATA/ TAKE OFF DISTANCE

Conditions:
(1) Flaps 20,
(2) 1900 RPM, Torque set per 5-5 in section 5, POH/AFM supplement
C208 with wipline 8750 floats.
(3) Heater Off
(4) Paved, Level, Dry Runway
(5) Zero wind
Lift Off Speed: 74 KIAS (approx.) Speed at 50 ft: 83 KIAS
0C 10C 20C 30C 40C 50C
WEIG
PRESS TOTAL TOTAL TOTAL TOTAL TOTAL
HT
ALT FEET FEET FEET FEET FEET
(FEET) TOTAL
(LBS) GRD GRD TO GRD TO GRD TO GRD TO GRD TO
FEET TO
ROLL ROLL CLEAR ROLL CLEAR ROLL CLEAR ROLL CLEAR ROLL CLEAR
CLEAR 50 FT 50 FT 50 FT 50 FT 50 FT
50 FT
OBS OBS OBS OBS OBS
OBS
8750 SL 1307 2236 1389 2359 1473 2485 1560 2613 1648 2743 1894 3157
1000 1376 2366 1463 2496 1552 2629 1643 2765 1748 2925 --- ---
2000 1450 2504 1541 2642 1635 2783 1731 2927 1893 3189 --- ---
3000 1528 2651 1625 2798 1723 2947 1825 3100 2040 3460 --- ---
4000 1611 2808 1713 2964 1817 3123 1928 3293 2200 3758 --- ---
5000 1700 2976 1807 3141 1916 3310 2097 3608 2384 4104 --- ---
6000 1793 3156 1906 3331 2022 3510 2283 3960 --- --- --- ---
7000 1893 3348 2012 3534 2214 3876 2505 4381 --- --- --- ---
8000 1998 3553 2152 3804 2430 4292 2753 4858 --- --- --- ---
9000 2110 3773 2363 4215 2670 4755 3024 5383 --- --- --- ---
1000
0 2307 4159 2601 4681 2939 5281 3329 5979 ---- ---- --- ---
11000 2539 4619 2862 5195 3231 5858 ---- ---- ---- ---- ---- ----
1200
0 2801 5143 3155 5781 3559 6513 ---- ---- ---- ---- ---- ----

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This table is the distance for take off weight 8750 pounds, can see the data for other
take off weights in section 5, POH/AFM supplement C208 with wipline 8750 floats.
NOTES:
(1) Obstacle takeoff technique as described in Section 4 POH/AFM
supplement C208 with wipline 8750 floats.
(2) If brakes are not held, distances are from point where takeoff power
is reached.
(3) Decrease distances 10% for each 13 knots headwind. For operation
in tailwinds up to 10 knots, increase distances by 10% for each 2
knots.
(4) For operation on dry, grass, hard runway, increase distances by 15%
of the “ground roll” figure.
(5) With takeoff power set below the torque limit, increase both ground
roll and total distances by 1% for the inertial separator system in
BYPASS.
(6) For operation in air colder than this table provides, use the coldest
(leftmost) data for takeoff distances.
(7) For operation in air warmer than this table provides, use extreme
caution.
(8) Dashed entries indicate atmospheric temperatures above
limitations on airplane.

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4.3.2 FLIGHT PLAN DATA/TIME, FUEL, DISTANCE TO CLIMB
MAXIMUM RATE OF CLIMB

FROM SEA LEVEL
PRESSURE FUEL
TEMP. CLIMB SPEED RATE OF CLIMB
ALTITUDE TIME MIN. USED
°C KIAS FPM DISTANCE
FT LBS
S.L 15 101 947 0 0 0
2000 11 100 926 2 16 4
4000 7 98 902 4 32 7
6000 3 95 869 7 48 11
8000 -1 92 787 9 65 16
10000 -5 89 675 12 84 21
CRUISE CLIMB
FROM SEA LEVEL
PRESSURE FUEL
TEMP. CLIMB SPEED RATE OF CLIMB
ALTITUDE TIME MIN. USED
°C KIAS FPM DISTANCE
FT LBS
S.L 15 115 884 0 0 0
2000 11 115 864 2 17 4
4000 7 115 840 5 34 9
6000 3 115 808 7 52 14
8000 -1 115 723 10 70 20
10000 -5 115 579 13 91 27

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4.3.3 FLIGHT PLAN DATA/ CRUISE PERFORMANCE

The following general information is applicable to all Cruise Performance Chart in
this section.
(1) The highest torque shown for each temperature and RPM corresponds to
maximum allowable cruise power. Do not exceed this torque, 740 C ITT, or
101.6% NG whichever occurs first.
(2) The lowest torque shown for each temperature and RPM corresponds to the
recommend torque setting for best range in zero wind conditions.
(3) With inertial separator in BYPASS and power set below the torque limit (1865
FT-LBS), decrease the maximum cruise torque by 100 FT – LBS. Do not exceed
740 C ITT. Fuel flow for given torque setting will be 15 PPH or higher.
(4) With the cabin heat on and power set below the torque limit (1865 FT-LBS),
decrease maximum cruise torque by 80 FT-LBS. Do not exceed 740 C ITT.

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4.3.4 FUEL FLOW FOR A GIVEN TORQUE SETTING WILL BE 7 PPH OR HIGHER
PRESSURE ALTITUDE 2000 FEET
1900 RPM 1600 RPM
TEMP FUEL FUEL

TORQUE TAS TORQUE TAS
o
C FLOW
FLOW
LBFT KTS LBFT KTS
(PPH) PPH
1258 346 134 1439 346 132

45 1100 322 124 1300 327 124
945 298 111 1120 303 110
1484 377 145 1689 377 142
1300 356 136 1500 351 134
35
1100 319 124 1300 324 123
930 293 109 1100 298 108
1703 409 152 1926 409 149
1500 377 144 1900 390 148
1300 347 135 1700 361 141
25
1100 316 123 1500 349 133
915 287 107 1300 321 122
1100 293 108

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PRESSURE ALTITUDE 8000 FEET

1900 RPM 1600 RPM
TEMP FUEL FUEL

TORQUE TAS TORQUE TAS
o
C FLOW
FLOW
LBFT KTS LBFT KTS
(PPH) PPH
1220 311 137 1387 311 133

30 1100 293 128 1300 298 127
1030 282 121 1225 286 121
1401 338 147 1583 338 143
1300 322 141 1500 335 139
20
1100 290 127 1300 295 127
1015 277 119 1205 280 119
1575 364 154 1771 364 150
1500 352 151 1700 353 147
10 1300 319 140 1500 322 138
1100 287 127 1300 292 126
1000 271 117 1180 274 116
CONDITION: Maximum Take-off Weight (8,750 LBS) Inertial Separator – Normal

Cruising Altitude 8,000 feet
CAUTION: Do not exceed maximum cruise torque or 740 °C ITT

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4.3.5 FLIGHT PLAN DATA/ TIME, FUEL, DISTANCE TO DESCENT
PRESS DESCENT TO SEA LEVEL

ALT
TIME FUEL DIST
FEET
MIN LBS NM
24,000 30 132 91
20,000 25 113 75
16,000 20 95 59
12,000 15 72 43
8,000 15 48 28
4,000 5 25 14
SL 0 0 0
CONDITION: 8750 LBS. (FLAP UP) 140 KIAS above 16,000 feet and 160 KIAS below
16,000 feet POWER SET FOR 800 FPM RATE OF DESCENT 1900 RPM
NOTE: DISTANCE SHOWN ARE BASE ON ZERO WIND

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4.3.6 FLIGHT PLAN DATA/ LANDING DISTANCE
20 c 30 c 40 c
SPEED TOTAL TOTAL

PRESS TOTAL
WEIGHT AT FEET FEET
ALT GRD FEET TO GRD GRD
LBS 50 FT TO TO
FT ROLL CLEAR ROLL ROLL
KIAS CLEAR CLEAR
FT 50 FT FT FT
50 FT 50 FT
OBS
OBS OBS
SL 930 1765 965 1810 995 1855
2000 1000 1865 1035 1910 1070 1960
4000 1080 1970 1115 2020 1150 2075
8,500 78 6000 1160 2085 1200 2140 1240 2195
8000 1255 2215 1295 2270 1340 2330
10000 1355 2350 1400 2415 - -
12000 1465 2500 1515 2565 - -
CONDITION: FLAP 30, ZERO WIND

- POWER LEVER – idle after clearing obstacle,
- BETA range after touch down PROP CONTROL LEVER
- MAX MAXIMUM BRAKING PAVED, LEVEL, DRY RUNWAY
NOTES:
(1) Decrease distance 10% for each 11 knots headwind. For operation with
tailwind up to 10 knots, increase distance by 10% for each 2 Kts.
(2) For operation on dry, grass runway, increase distance by 40% of the ground
roll figure.
(3) If landing with flap is necessary, increase the approach speed by 15 KIAS and
allow for 40% longer distance.
(4) Use of maximum reverse thrust after touch down reduce ground roll by
approximately 10%
(5) Where distance values have been replaced by dashes, operating
temperature limits of the airplane would be greatly exceeded. Those

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FLIGHT PERFORMANCEL
Pages: 4-15
distances which are included but the operation slightly exceeds the
temperature limit are provided for interpolation purpose only
4.4 PERFORMANCE DATA FOR WEIGHT AND BALANCE CALCULATION

4.4.1 GENERAL
This section will describe the procedure for ensuring that the aircraft is
operated within its weight and center of gravity limitations. Two methods for
determining weight and balance will be shown: the weight and balance
computation form and the load manifest.
In order to achieve the performance and flight characteristics which are
designed into the airplane, it must be flown within the approved weight and center
of gravity limits. Although the airplane offers flexibility of loading, it cannot be flown
with normal crew, full fuel tanks, and both cabin and cargo pod (if installed) loading
zone filled to maximum capacity. The pilot must utilize the loading flexibility to
ensure that the airplane does not exceed its maximum weight limits and is loaded
within the center of gravity range before take-off.
Weight is important because it is the basis for many flight and structural
characteristics. Also, flight at weight over the maximum take-off weight may be a
contributing factor in an accident, especially when combined with other factors
such as temperature, field elevations and runway conditions. As weight increases,
take off speed and stall speed will increase. During take-off, the rate of acceleration
will decrease and the required take off distance will increase. Climb, cruise and
landing performance will also be adversely affected. Flight at excess weight is
possible, and many be within the performance capability of the airplane, but loads
for which the airplane was not designed me be imposed on the structure, especially
during landing.
The pilot should routinely determine the balance of the airplane since it is
possible to be within the maximum weight limit and still exceed the center of
gravity limits. An airplane loading which exceed the forward center of gravity limit
may place heavy loads on the nose wheel and cause the airplane to be more difficult
to rotate for take-off or flare during landing. If the center of gravity is too far aft, the
airplane may rotate prematurely on take-off, depending upon trim settings. A
properly loaded airplane will perform as intended. Before the aircraft is licensed, a
basic empty weight, center of gravity and moment are computed.

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4.4.2 TERMINOLOGY
Arm is horizontal distance from the reference datum to the center of gravity of an
item.
Basic Empty Weight is standard empty weight plus weight of optional equipment.
Center of Gravity is the point at which airplane would be balance if suspended. Its
distance from the reference datum is found by dividing the total moment by the
total weight of the airplane.
C.G Arm is the arm obtained by adding the airplane’s individual moments and
dividing the sum by the total weight
C.G. Limits are the extreme centers of gravity locations within which airplane must
be operate at the given weight.
Mean Aerodynamic Chord (MAC) Is the chord of imaginary airfoil which
throughout the flight range will have the same force vector as those of the wing.
Maximum Landing Weight is the maximum weight approved for the landing
touchdown.
Maximum Ramp Weight is the maximum weight approved for ground maneuver.
It includes the weight of start, taxi, and ramp fuel.
Maximum Takeoff Weight is the maximum weight approved for the start of the
takeoff roll.
Moment is the product of weight of an item multiplied by its arm. Moment divided
by the constant 1000 is used in this manual to simplify balance calculations by
reducing the number of digits
Reference Datum is an imaginary vertical plane 100 inches forward of the front face
of the fire wall.
Standard Empty Weight is the weight of the standard airplane including unusable
fuel, full operating fluid, and full engine oil.
Station is a location along the airplane fuselage given in term of the distance from
the reference datum.
Tare is the weight of chocks, blocks, stands, etc. used when weighing the airplane
and it’s included in scale readings. Tare is deducted from scale reading to obtain
the actual net airplane weight.

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Pages: 4-17
4.4.3 WEIGHT AND BALANCE COMPUTATION FORM

The following information can help the pilot to operate the airplane within the
prescribed weight and center of gravity limitations when sign the Amphibian
Cessna C208’s standard loading form.
1. The basic empty weight and moment are entered from the current line of the
Weight and Balance Record.
2. Record the total amount of fuel in pounds on the airplane and determine the
moment by reading directly from the center of gravity limits table. see the table
below.
3. List weight of the pilot, flight case, passengers and cargo including cargo pod, if
installed). Determine the moment (per thousand) for each weight.
4. Total all of the weight and moment/1000. This must not exceed the maximum
Ramp Weight of the aircraft.
6. Allowing 50 pounds of fuel for taxiing, calculate the take-off weight and balance
for takeoff. This must not exceed the Maximum Take-off Weight and the moment
must fall within the center of gravity envelope.
7. Utilizing the appropriate performance charts to determine the fuel burn for the
proposed trip. Then deduct the weight of fuel burned from the take-off weight and
moment figures and determine that the landing weight and center of gravity are
within limitations. See airplane load limitations table below.
Table 2: Airplane Weight Limitations
Type of Operating Weight Weight(pounds(
Maximum Ramp Weight 8785
Maximum Take Off Weight 8750
Maximum Weight /Icing Condition 8750
Maximum Landing Weight 8750

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TABLE 3: COMPANY’S AMPHIBIAN C208 WEIGHT AND BALANCE REPORT

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Figure 1 Optional Seating Arrangement (C208 Caravan)

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4.4.4 FUEL WEIGHT AND MOMENT CORRECTION FOR NON-STANDARD

TEMPERATURE
Information on the Fuel Weight and Moment table in POH is based on
average fuel density at fuel temperature of 15 C or 60 F. However, fuel weight
increases approximately 0.1 pound per gallon for each 25 F decrease in fuel
temperature.
Therefore, when environmental conditions are such that fuel temperature is
different from as shown in the chart headings, a new fuel weight calculation should
be made using the 0.1 pound per gallon increase in fuel weight for each 25 F
decrease in fuel temperature.

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4.5 INSTRUCTION FOR AIRCRAFT LOADING AND SECURING OF THE LOAD

4.5.1 GENERAL
To facilitate the carrying of large or bulky items, a large cargo area is provided
behind a barrier and is divided into six loading zones having total volume of 254
cubic feet. The cargo can be loaded through a large, almost square, two pieces
cargo door. The floor is flat from the firewall at station 100 except in the rudder pedal
area, to the aft side of cargo door at station 284) aft side of the cargo door) is flat
and has a 200 pound per square foot allowable for loading. In zone 6 between
stations 284 and 308, additional cargo space is provided on a raised floorboard
approximately five inches above the main floor board. Plywood flooring is installed
in cargo area for ease of loading and distribution of concentrated loads. From
station 158 aft to the raised cargo floor, tracks are provided and are designed to
received quick release tie down fasteners which can be snapped into the track for
interval of one inch. The raised cargo floor contains eight anchor plates to which
quick release tie down fitting can be attached. Rope, cable or other fittings used for
tie down should be rated at a minimum of 2,100 pounds. Maximum allowable cargo
loads are determined by the individual zone weight limitations and by airplane
weight and CG limitations. The number of tie down required is dependent on the
load to be secured.
Exercise caution when loading or unloading heavy cargo through cargo
doors. An ideal loading in every other respect can still cause tail tipping and
structural damage if proper weight distribution is ignored. For example, heavy
cargo load through the door and placed momentarily in zone 4 and 5, plus the
weight of personal required to move it to the forward zone, could cause an out of
balance condition during loading.
The sidewalls in the cargo area are marked with the vertical lines to facilitate
the identification of the six loading zones. Markings located on the sidewalls
between the lines identify each zone by number and display the maximum load
which can be carried within the zone. The maximum load values marked in each
zone are predicated on all cargo being tied down within the zones.
A horizontal line, label “75%” is prominently marked along each sidewall as a
loading reference. As indicated on a placard on the lower cargo door, zone forward
of the last loaded zone must be at least “75%” full by volume. Whenever possible,
load each zone to its maximum available volume prior to loading the next zone. An
additional placard located on the right sidewall between zone 5 and 6 cautions that
if the load in zone 5 exceeds 400pounds, a cargo partition net is required aft of the
load or the load must be secured to the floor.
A cargo barrier and three barrier nets are installed directly behind the pilot
and front passenger’s seats. The barrier and nets preclude loose cargo from moving
forward into pilot and front passenger’s stations during an abrupt deceleration. The
barrier consists of a U-shape assembly of honeycomb composite construction. The

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Pages: 4-22
assembly attached to the four pilot and front passenger rails at the bottom of
station 153 and to the cabin top structure at approximately station 166. The cargo
barrier net consists of the three nets: one for the left sidewall, one for the right
sidewall and one for the center.
The left and right nets fill in the space between the barrier assembly and the
airplane sidewalls. The side nets are fasten to airplane sidewalls and the edge of the
barrier with six quick release fasteners each, three on each side. The center net fills
in the opening in the top center of the barrier. The center net is fastened with four
fasteners, two on each side. Horizontal lines, labeled” 75% are marked on the aft side
of the cargo barrier. Placards above the horizontal lines caution that the maximum
allowable load behind the barrier is 2,900 pounds for the 208. Also, the zone forward
of the last zone must be at least 75% full by volume.
The load must be tied down if the zones are not at least 75% full. Refer to the
following table 1 for maximum zone loading.
TABLE 1: BAGGAGE/ CARGO LOADING CABIN CARGO AREA
C-208 WEIGHT LIMITS LBS
**UNSECURED
VOLUME C.G.
ZONE/ *SECURED BY USING
CUBIC (STATION
COMPARTMENT TIE-DOWNS PARTITIONS OR
FEET LOCATION)
IN CARGO POD
FUSELAGE 1 40.6 1410 395 168.4
2 49.4 1430 480 194.8
3 48.9 1410 475 221.0
4 43.5 1380 420 246.5
5 40.1 1270 390 271.5
6 31.5 325 (std. C208) 305 296.0
*THIS IS THE MAXIMUM CARGO ALLOWED IN THE BAY INDICATED.

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** DENSITY MUST BE 9.75 LBS/SQ.FOOT OR LESS AND BAY 75% OR MORE FULL.
4.5.2 CREW/ PASSENGER LOADING

Six – way adjustable seats are provided for pilot and front seat passenger, and these
seats slide fore and aft on track having adjustment holes for seat position. On the
Standard 208, aft passenger, seating is available in two configurations, Commuter
seating and Utility seating. In Commuter seating, two individual, fixed-position
passenger seats are located on the left side of the cabin, and three two-place, fixed-
position, bench-type seats are located on the right side of the cabin. An "O" code
marking on the aft seat tracks represents the recommended position for
placement of the front leg plunger of each Commuter seat. In Utility seating, all
seats are individual, fixed-position, collapsible seats which, if removed, can be folded
for storage in the aft baggage area. Four passenger seats are located on the left side
of the cabin, and four seats are located on the right side. An "X" code marking on
the aft ' seat tracks represents the ' recommended position for placement of the
front leg plunger of each Utility seat. Refer to the Internal Cabin Loading
Arrangements diagram for the C.G. arm (fuselage station) of the pilot and all
passenger seating positions.
WARNING:
None of the airplane seats are approved for installation facing aft. Also, the left-hand
one-place seats In the commuter configuration must not be Installed on the
outboard and middle seat tracks used for the right-hand two-place seats of the
commuter configuration, even though the one-place collapsible seats In the utility
configuration are normally installed in this location.

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4.5.3 AIRCRAFT SYSTEM, ASSOCIATED CONTROL AND INSTRUCTIONS FOR

THEIR USE
For the details of particular technical system of Cessna Caravan (C-208),

consult company’s official Aircraft Operating Handbook and/or Pilot Training
Manual.
As per C-208 Caravan, it’s comprised of the following systems:

● Electrical System.
● Lighting System.
● Warning and Annunciator System.
● Fuel System.
● Power Plant System.
● Ice and Rain Protection System.
● Landing Gear and Brake System.
● Flight Control System.
● Oxygen System.

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4.6 THE MINIMUM EQUIPMENT LIST AND CONFIGURATION DEVIATION LIST

4.6.1 CONFIGURATION DEVIATION
The Caravan is produced as model 208, 208 Cargo, 208B, and 208B Super
Cargo. The major differences are the presence or absence of passenger windows
and the length of the fuselage.
The principal configuration deviation of the C-208 model aircraft are as follow;
C-208
- 4 feet or 1.22 meters fuselage shorter.
- Be capable of operating at the higher weight for the purpose of cargo
operation.
FIGURE 2 TURNING RADIUS C-208 AMPHIBIAN.

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FLIGHT PLANNING
Pages: 5-1
5.1 PRE-FLIGHT PLANNING

5.1.1GENERAL
The planning of a flight shall be made with utmost regard to safety and in
compliance with relevant ATS procedures and Company operational
Procedures.
Flight shall normally be planned and operated so that optimum operational
economy is achieved.
Flight should not be planned through areas of forecast intense thunder-storm
activity, unless such areas can be circumnavigated on radar.
The planning phase of a flight is the time before departure when the amount of
fuel to be uplifted is calculated and / or making decision by the PIC. It is ended
at the time when takeoff thrust is applied on the runway for takeoff.
5.1.2 APPLICATION OF WEATHER FORECAST

The flight planning shall normally be based on the latest TAF available, covering
1 HR of the expected time of arrival at intended destination.
5.1.3 DESTINATION ALTERNATE AIRPORT

A flight shall not be planned nor operate over a route, which contains any points
far more than 60 minutes away from an adequate airport.
The weather forecast for destination airport will be used to determine the
number of alternate required for flight planning.
THAI SEAPLANE policy is to have at one destination alternate airport shall be
selected and specified in the operational and ATS flight plans for each flight
conducted in accordance to instrument flight rules.
One Destination Alternate Airport
During the period commencing at the estimated time of use, if reported
meteorological conditions are at or above the planning minima given in table
below, only one destination alternate is required.
Type of approach Weather requirements
Precision approach RVR / VIS as in approach chart

Non-precision approach or RVR / VIS and ceiling at or above the
Circling approach respective minima in approach chart

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Two Destination Alternate Airport

Two destination alternate airports shall be selected and specified in the
operational and ATS flight plans, when for the destination airport:
Meteorological conditions at the estimated time of use will be below the
operating minima for that operation; or Meteorological information is not
available.
All required alternates must be specified in the computer flight plan . The pilot
in command is responsible for the specification and documentation of the
alternate airports.
5.1.4 DESTINATION ALTERNATE AIRPORT – PLANNING MINIMA

The meteorological forecast, for airport(s) planned as destination alternate, en-
route alternate shall indicate that, during the estimated time of use,
meteorological conditions indicate are at or above the applicable planning
minima given in table below.
When selecting a destination alternate airport, the planning minimum for
landing must be established for the approach aid available taking into account
the prevailing wind direction and the serviceability conditions of the approach
aid at the estimated time of use.
Type of approach Weather requirements

RVR / VIS and ceiling at or above the
minima for non-precision as
Precision approach; CAT l published in approach chart LOC
minima is applicable provided ILS
system is operative
RVR / VIS and ceiling at or above the
Non-Precision approach respective minima in approach chart,
plus 200ft/100m.
Circling Circling minimums
NOTE: In case of, at the duration one hour before and one hour after the
estimated time of arrival, the weather conditions at the intended estimation is
below planning minima, or no weather forecast is available, or crosswind exceed
limit, the flights shall be planned with two alternates

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Pages: 5-3
5.1.5 MINIMUM FUEL REQUIREMENT

Trip Fuel = Take off, climb, cruise, descent, approach, landing with
consideration for NOTAM’s, Meteorological reports, Traffic,
and MEL.
+
Contingency Fuel = 5% of trip fuel; but not less than fuel for 5 minutes at
holding speed at 1,500 feet above the ground with
consideration for deviations from individual airplane
consumption, meteorological conditions, routing
conditions.
Alternate Fuel = Missed approach at destination airport, climb, cruise,

descend and conduct approach and landing at
destination alternate airport.
+
Final Reserve Fuel = 30 minutes at holding speed 1,500 feet above

destination airport alternate, or destination airport
without an alternate using the mass on arrival.
Additional Fuel = supplementary amount of fuel required if the

minimum of fuel calculated above is not sufficient to
allow the airplane to descend as necessary to an
alternate airport in the event of engine failure or loss of
pressurization, whichever requires the greater amount
of fuel based upon the assumption such failure occurs
at the most critical point along the route plus fly for 15
minutes at holding speed 1,500 feet above airport
elevation in standard conditions and make
an approach and landing.
= Minimum Usable Fuel Required for Flight
Extra Fuel = Extra amount of fuel carried at the discretion of the

PIC

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= Actual Take off Fuel
+
Taxi Fuel = Amount of fuel expected to be consumed prior to
takeoff
Total Fuel Onboard = Block Fuel
The amount of usable fuel to be carried shall, as minimum, be based on:

• Taxi Fuel
Shall be the amount of fuel expected to be consumed prior to takeoff.
Allowances shall be made for local conditions of operation, including delays due
to VIP movement and other taxi delays, APU fuel consumption and operation of
ice protection systems where applicable. Standard amount of taxi fuel is:
Note: Taxi fuel of Cessna Caravan (C208) = 50 lbs.

• Trip Fuel
Shall be the amount of fuel required to enable the airplane to fly from takeoff,
or the decision point of inflight re-planning, until landing at the destination
airport taking into account the following conditions:
o Take-off and climb to initial cruising level/altitude, taking into
account the expected departure routing;
o Cruise from top of climb (TOC) to top of descent (TOD), including
any step climb/descent;
o Top of Descent to initial approach point, taking into account the
expected arrival routing and procedure;
o Approach and landing at destination.
In addition, operating conditions for the planned flight shall be considered
including:
• Contingency fuel
Shall be the amount of fuel required to compensate for unforeseen factors that
could have an influence on the fuel consumption to the destination airport.
It shall be five percent (5%) of the planned trip fuel or of the fuel required from
the decision point of in-flight re-planning based on the consumption rate used
to plan the trip fuel but in any case shall not be lower than the amount required
to fly for five minutes at holding speed at 1,500 feet above the destination airport
in standard conditions.

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Such factors include, but are not necessarily limited to deviations from flight
plan that could influence the total fuel consumed enroute to the destination
such as:
o Deviations of an individual airplane from the expected fuel
consumption data;
o Deviations from forecast meteorological conditions; and
o Deviations from planned or unanticipated routings and/or cruising
levels.
Note: Unforeseen factors are those which could have an influence on the fuel
consumption to the destination aerodrome, such as deviations of an individual
airplane from the expected fuel consumption data, deviations from forecast
meteorological conditions, extended taxi times before takeoff, and deviations
from planned routing and/or cruising levels/altitudes.
• Destination Alternate Fuel

Shall be the amount of fuel required to enable the airplane to:
(a) Perform a missed approach at the destination airport;
(b) Climb to the expected cruising altitude;
(c) Fly the expected routing;
(d) Descend to the point where the expected approach is initiated, and;
(e) Conduct the approach and landing at the destination alternate airport:
or
Where two destination alternate airports are required, the amount of fuel
required must be sufficient to enable the airplane to proceed to the destination
alternate airport which requires the greater amount of fuel.
• Takeoff Alternate Fuel
The fuel required for diversion after takeoff to an approach and landing at a
designated takeoff alternate whenever the weather conditions at the airport of
departure are at or below the applicable airport operating landing minima or
other operational conditions exist that would preclude a return to the departure
airport.

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• Reroute Alternate Fuel

The fuel required for a diversion to an approach and landing at a designated
enroute alternate after an aircraft experiences an abnormal or emergency
condition while enroute.
• Final Reserve Fuel
Shall be the amount of fuel calculated using the estimated mass on arrival at
the destination alternate airport, or the destination airport when no destination
alternate airport is required. Requires the amount of fuel to fly for 30 minutes at
holding speed at 1,500 feet above airport elevation in standard conditions
For Turboprop Aero plane: fuel to fly for 45 minutes at holding speed at 1500ft
above the alternate under ISA +15 at maximum landing weight and estimated
landing weight.
• Additional fuel
This shall be the supplementary amount of fuel required if the minimum fuel
calculated in Trip Fuel, Contingency Fuel, Destination Alternate Fuel and Final
Reserve Fuel is not sufficient to:
o Allow the aero plane to descend as necessary and proceed to an
alternate aerodrome in the event of engine failure or loss of
pressurization, whichever requires the greater amount of fuel base
on the assumption that such a failure occurs at the critical point
along the route;
o Fly for 15 minutes at holding speed at 1500ft above aerodrome
elevation on standard conditions; and
o Make an approach and landing;
o Meet additional requirements not cover above;
Basic fuel planning represented by the sum of trip fuel + contingency fuel +
destination alternate fuel + final reserve fuel is predicated on the termination of
a flight at the destination or destination alternate. As such, it only takes into
account foreseen and unforeseen factors (excluding system failures) that could
influence fuel consumption to the planned destination or destination alternate.
The “additional fuel” required to protect against the very unlikely event of an
engine failure or de-pressurization at the most critical point in the flight and
presumes that the majority of the fuel used in basic fuel planning will be
available for use in proceeding to the enroute alternate.
The sum trip fuel + contingency fuel + destination alternate fuel + final reserve
fuel forms the equation used for comparison purposes with additional fuel to
determine if indeed the basic flight plan fuel is sufficient to account for the
critical fuel scenario(s) or if “additional fuel” is required.

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FLIGHT PLANNING
Pages: 5-7
The purpose of this comparison is therefore to ensure that “additional fuel” is

uplifted when the basic flight plan fuel is insufficient, considering the most
critical failure at the most critical point, to proceed to an enroute alternate
aerodrome, hold at 1500 feet for 15 minutes, conduct an approach and land. It is
important to note that whilst contingency fuel may be used on the ground, this
would not be the case if some or all contingency fuel is used in the equation to
determine the required additional fuel. In other words, if some or all
contingency fuel is part of the equation to determine the required additional
fuel, it may not be used on the ground and must be available at takeoff.
Additional fuel is not required as basic fuel planning (The sum of trip fuel +
contingency fuel + destination alternate fuel + final reserve fuel) results in
sufficient fuel to account for the critical fuel scenario.
Note: that some of the contingency fuel may be used on the ground.
• Extra Fuel
Shall be the extra amount of fuel to be carried at the discretion of the pilot in
command.

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FLIGHT PLANNING
Pages: 5-8
5.2 TAKEOFF OPERATING MINIMA

Take off minima has been designed to ensure sufficient guidance of the airplane
in case of aborted takeoff as well as during continued take off after loss of the
critical engine. Before commencing a takeoff, the commander assigned to a
flight shall ensure that at the time of takeoff, runway visual range (RVR) and/or
visibility and if necessary, cloud conditions must be equal to or above the
applicable take off minima for the runway being used.
Take off minima normally consist of a visibility and / or RVR element: if an
obstacle exists in the net take off flight path, which must be avoided by a visual
maneuver, the minimum cloud base will also be specified in the approved
navigational chart.
Publication of minimums less than approved by the Authority does not
constitute authority for their use by Company.
The takeoff minima runway visual range (RVR) and/or visibility is the higher
value of any of the following elements:
• Minima approved by the Authority: Company minima;
• Minima published in the approved navigational chart which is higher than
the standard approved by the Authority Airport minima
• National regulations minima as stated in the State AIP; State minima
• Flight crew qualifications: Crew member minima;
• Minima as listed in the table below; Standard minima;
• Landing minima of departure airport if suitable departure alternate is not
available.
In any event, a takeoff is not permitted if:
• The runway is indistinguishable from its surroundings;
• The visibility from the flight deck, assessed by the commander is less than
the required minima;
• A takeoff alternate is not filed when the departure airport visibility is less
than required for an approach if the need to return is required
Standard Minima - Airplanes / Flight Crews without approval for low
visibility take off:
Facilities VIS
Day only: Adequate visual reference Adequate visual 3000 m.

reference means a pilot is able to continuously identify the ceiling is not
takeoff surface and maintain directional control. less than 1,000
ft.
Day: At least one runway edge lights or runway centerline 3000 m.

markings. ceiling is not

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FLIGHT PLANNING
Pages: 5-9
less than 1,000

ft.
Night: At least runway edge lights and runway end lights; or
runway centerline lights and runway end lights are available.
Take off Operating Minima – RVR/Visibility Not Reported

When meteorological visibility or RVR is not reported or available, a takeoff may
be commenced if the commander can determine that sufficient visual
reference exists to permit a safe take off. When the reported meteorological
visibility is below that required for takeoff and RVR is not reported, a takeoff may
be commenced if the commander can determine that the actual visibility along
the takeoff runway is equal to or better than the required minimum.
Utilization of runway edge lights spaced approximately 60 meters apart, and/or
touch down zone lights spaced approximately 30 meters apart can assist in
determining actual visibility.

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FLIGHT PLANNING
Pages: 5-10
5.3 COMPANY FLIGHT PLAN

Flight Operation Officer must record in real time of departure and arrival
messages to ensure that a flight is operating and has arrived at the destination
airport by recording in Dispatch Log. As minimum, the messages must consist
of flight information regarding station departure and arrival, its estimated time
departure / arrival and actual time departure/arrival, airborne and landing time.
The pilot shall notify to Flight Operation Officer within VHF range when the
flight deviates or is not continued towards the airport of landing. In case of out
of radio range or direct communication with the aircraft is not possible, if time
permitted pilot shall contact to ATC to relay the message to Flight Operation
Office or Station.
The procedure to ensure that the inadequacy of any facilities observed during
the course of flight operations is reported from flight crew (e.g. navigation aid
outages, runway closures) ATS units, airport authorities or other credible
sources. Flight Operation Officer would be expected to convey any safety critical
outages to applicable authorities and relevant operational areas within the
organization and reported to the responsible authorities without undue delay.
The Communication for Flight Following within Flight Operation Office:

• Company VHF Radio
• ATC unit (relay message)
• Aeronautical Fix Telecommunication Network (AFTN)
• Walkie Talkie
• Email
• Flight Tracking Program
All communications between flight crews operating such flight and Flight
Operation Office are restricted to topic of operational necessity only.
The Flight Operation Officer / Flight Operation Assistant responsible for a flight
should be recording data but not limited to:
• Aircraft Registration
• Flight number
• Route
• PIC
• Block off time
• Airborne time
• ETA
• Landing time
• Block on time
• Delay time
• Passenger on board
• Baggage, cargo and co-mail on board

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• Operation report such as:

o Significant deviation from the Operation Flight Plan.
o Inadequacy of any facilities observed during the course of flight
operation
These should be reported immediately to the responsible Authority and to
further ensure that information relevant to any such inadequacy is immediately
disseminated to applicable operating areas.

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FLIGHT PLANNING
Pages: 5-12
5.4 RE-PLANNING DURING FLIGHT

5.4.1 GENERAL
In case of flight cancellation, the PIC and the Station Supervisor or his delegate
must ensure that the needs of the passengers are looked after in the best way
possible. Passengers need to be provided with as much information as possible
with regards to the plans being made by the company with regards to their
travel plans, accommodation and personal comfort. The company needs to
explore all options available to ensure the schedule disruption can be
minimized at reasonable cost.
The PIC, at the first available opportunity, shall inform Flight Operation Office
using any available means of communication. The Flight Operation Officer will
then act as the conduit to disseminate the information to all departments
(Engineering, Commercial, Air Traffic Services etc.).
After takeoff, preplanning may be done throughout the flight as the planned
operating conditions may have changed at any portion of flight. Replanting
during flight is the responsibility of the PIC, using the same criteria as pre-flight
planning. It shall be carried out when:
• The weather conditions make a landing uncertain.
• Fuel penalties due to ATC restrictions.
• The aircraft performance is seriously impaired by malfunctions.
5.4.2 DIVERSION
A diversion is a flight to any airport that is not the destination originally
designated in the flight plan or dispatch release. The airport to which such a
flight is diverted is the diversion airport. Each employee involved in a diversion,
must be concerned with providing our customers the best service possible
under the circumstances,
Diversion shall be made early enough to ensure that the flight arrives over the
initial approach fix at the alternate with sufficient fuel for a safe approach and
landing plus at least final reserve fuel.

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Pages: 5-13
5.4.3 COORDINATION REQUIREMENT

Communication between PIC and Flight Operation Officer / Station Supervisor
are the best means of coordinating the aircraft in-flight and the requirements
regarding disposition of the passengers, crew and aircraft after the flight's
arrival at the diversion airport. At remote stations where such communications
may be difficult, the PIC must assume an active role in coordinating these
requirements.
Early recognition of a diversion potential is important in dealing with a diversion.
The diversion airport is alerted to ensure adequate ground personnel and
facilities to handle the diversion. Flight Operation Officer must be advised when
the flight diverts, and concurrence must be assumed unless he indicates
otherwise.
5.4.4 DIVERSION AIRPORT

The diversion airport should be selected based on the remaining fuel range of
the diverting aircraft, airport facilities and weather conditions, passenger service
capabilities, crew and aircraft scheduling requirements. If the diversion is the
result of an aircraft malfunction or an incident, safety factors May limit the above
considerations. The airport selected as the diversion airport May not be
designated as an alternate on the dispatch release (flight plan).
5.4.5 DEPARTURE FROM DIVERSION AIRPORT

A dispatch release is required to authorize the flight departure. It should be
obtained from OPS in whose area the departure airport is located. If
communications with OPS is not possible, the PIC May depart to complete the
flight to its intended destination as soon as conditions permit.

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Pages: 5-14
5.4.6 EMERGENCY AUTHORITY

In an emergency situation that requires immediate decision and action, the PIC
may take any action that he considers necessary under the circumstances, with
safety being the paramount factor for decision.
The process to be used in the event of an emergency situation that endangers
the safety of the aircraft or persons, including those situations that become
known. Such process shall ensure the Flight Operation Officer:
• Initiates emergency procedures, as outlined in the OM, while avoiding
taking any action that would conflict with ATC procedures;
• Notifies the appropriate authorities, without delay, of the nature of the
situation;
• Requests assistance, if required;
• Conveys, by any available means, safety related information to PIC that
may be necessary amendments to the flight plan.
5.4.7 EXERCISING AUTHORITY

In exercising the authority of flight operational control, the PIC shall be
ultimately responsible for safe and secure operations of the flight under his
control and the Flight Operations Officer shall be responsible for smooth and
effective supports with a full knowledge of the flight and its environment from
initiation to termination.
The PIC responsible to conduct all flights under their control in full compliance
with Thai Air Navigation Act and relevant Company operational manuals.
5.4.8 COMPLIANCES WITH STATE LAWS

For Company registered aircraft the jurisdiction of the Company will apply with
respect to flight crew licensing, safety of operation and airworthiness even
whilst operating in foreign territory. During operation on the ground and in the
airspace controlled by a foreign State, Company aircraft and personnel must
also comply with the laws, regulations and procedures in those States in which
operations are conducted. The pilot on command must notify the appropriate
local Authority without delay in the event of any emergency situation that
necessitated action in violation of local regulations and/or procedures and if
required by the State of occurrence to submit a report to the appropriate local
Authority and to Company.

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FLIGHT PLANNING
Pages: 5-15

06-C-OMB
WEIGHT & BALANCE
Pages: 6-1
6.1 GENERAL
This section contains weight and balance information to be use for preparing
load sheet. The information presented in compliance with the relevant
regulations and requirements is to enable pilot as well as operations staff to
operate the aircraft safety and efficiently.
(a) The aircraft must be loaded in accordance with an approved loading
schedule (Load Sheet) based upon authorized weights and associated
Centre of Gravity limits.
(b) Special attention should be paid to ensure that the loading limitations in
relations to the floor and compartment strength for the configuration
concerned are not exceeded.
(c) Ensure a planned flight does not exceed maximum performance takeoff
and landing weight limits, based upon environmental conditions
expected at the times of departure and arrival.
(d) Ensure a planned flight does not exceed maximum aircraft structural
takeoff reroute and landing weight limits.
(e) Ensure the weight and balance calculations are performed.
(f) The maximum traffic load an aircraft can carry is determined by the
different between:
(i) The maximum allowable taxi weight of the aircraft.
(ii) The weight of the aircraft itself with all its standard and
additional equipment necessary for the flight.
(g) Normally for separated limitation have to be taken into account when
establishing the maximum allowable traffic load:
(i) The maximum design Taxi Weight.
(ii) Maximum weight for ground maneuvers as limited by aircraft
strength and airworthiness requirements. It includes weight of
taxi and run up fuel.
(iii) The maximum design Takeoff Weight.
(iv) Maximum weight for takeoff as limited by aircraft strength and
airworthiness requirements. This is the maximum weight at
start of takeoff.
(v) The maximum design Landing Weight.
(vi) Maximum weight for landing as limited by aircraft strength
and airworthiness requirements.
(vii) The maximum design Zero Fuel Weight.
(viii) Maximum weight allowed before usable fuel and other
specified usable agents must be loaded in defined sections
of the aircraft as limited by strength and airworthiness
requirements.

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WEIGHT & BALANCE
Pages: 6-2
6.1.1 THE AIRCRAFT DIMENSION

AIRCRAFT TYPE
Manufacture Cessna Company
Aircraft Type Cessna Caravan (C208)
Aircraft Reg. HS-TSP
Engine Type Pratt &Whitney
Wing Span 52’-1”
Height 17’-7”
Length 38’-1”
Seat Configuration
• Crew 2 Crews
• Passenger 9 Passengers
6.1.2 STRUCTURE WEIGHT LIMITATION

HS-TSP
Max Ramp Weight 3,985 Kgs
Max Take-off Weight 3,969 Kgs
Max Landing Weight 3,969 Kgs
6.1.3 PERFORMANCE LIMITATION

Stall Speed (KCAS) Flaps Up, Idle power 79 Knots
Flap Full, Idle power 60 Knots
Cruise Speed 159 Knots
Max. Certified Altitude 20,000 Feet
Rate of climb at sea level 939 FPM
Max Fuel Tank Capacity 2,240 Lbs.
Fuel Consumption
Endurance 7.4 Hours
Max Range 1020 NM
Min. Runway Length for Optimum
Take-off Weight

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WEIGHT & BALANCE
Pages: 6-3
6.1.5 AIRCRAFT DIMENSION

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WEIGHT & BALANCE
Pages: 6-4
NOTE
(1) Dimension shown are based on standard empty weight and proper
inflation of nose and main gear tires.
(2) Wing span dimension includes strobe lights.
(3) Maximum height shown with nose gear depressed as far as possible.
(4) Wheel base length is 10’ – 8”.
(5) Wing area is 279.4 square feet.
(6) Minimum turning radius (* pivot point to outboard wing tip strobe lights)
is 31’ – 6”.
(7) Propeller ground clearance: 4’-2”

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WEIGHT & BALANCE
Pages: 6-5
6.1.6 BASIC LOAD REQUIREMENT

It is a basic requirement for any civil commercial air transport aircraft to proceed
safely from the aerodrome of Departure to its planned Destination and/or
Alternate aerodrome. To ensure these safety requirements are met, in term of
fuel requirements, weight requirements and payload requirements, it is normal
practice to accurately consider (at the planning stage of any flight), the
calculation for each of the following (or a combination of them):
(a) Scheduled Aircraft
(b) Performance Requirements.
(c) Fuel Flight Planning Requirements.
(d) Payload (Weight and Balance) Requirements.

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WEIGHT & BALANCE
Pages: 6-6
6.2 WEIGHT
Weight is a measure of the attractive force of the earth's gravity on any material
body, and it is therefore an indication of the heaviness of that body.
The total force of gravity (weight) acting on an aircraft in flight, tends to pull the
aircraft down to the earth, and is only counter-balanced by the total lift
produced by the airfoils. Weight reduces the flying capability of any aircraft. The
heavier the aircraft is, it results in:
(a) Long takeoff distance.
(b) Long landing distance.
(c) Higher takeoff Speed.
(d) Higher Landing Speed.
(e) Lower rate and angle of climb.
(f) Lower maximum operating altitude.
(g) Lower aircraft’s maneuverability.
(h) Shorter range/distance.
(1) Basic Empty Weight: The weight which includes all fixed equipment,
system fluids, unusable fuel and configuration equipment including
galley structure.
(2) Dry Operating Weight (DOW): The basic weight of aircraft plus
operational items, e.g. crew, flight equipment, pantry and standard AMK
and is equivalent to Operational Empty Weight or the aircraft prepared
for service weight.
(3) Landing Weight (LDW): A legal requirement that aircraft will not
normally take off at any weight in excess of that which will permit the
aircraft to land at destination or alternate at weight less than Maximum
Landing Weight. Landing Weight is either Zero Fuel Weight plus Reserve
fuel or Takeoff weight minus Trip Fuel.
(4) Standard Weight: The statistically arrived at weight approved by
government authorities for weight and balance purpose for items of load
regularly carried.
(5) Takeoff Weight (TOW): Zero Fuel Weight +Takeoff Fuel.
(6) Zero Fuel Weight (ZFW): Equivalent to Dry Tank Weight. The
combination of Dry Operating Weight plus Traffic Load or Takeoff Weight
minus Takeoff fuel.
(7) Maximum Ramp Weight: The maximum weight approved for ground
maneuvering. It includes the weight of fuel used for start, taxi and run up.

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WEIGHT & BALANCE
Pages: 6-7
6.2.1 BALANCE
Balance is a prime importance to any aircraft's stability, maneuverability and
safety in flight and in this sense refers to the location of the aircraft's Center of
Gravity (CG). The CG is the actual point where any aircraft is perfectly balanced,
regardless of the actual configuration.
It is a legal certification requirement for every civil commercial transport aircraft

to be tested, and proven, to show the safe range of acceptable balance that may
be accepted both forward and aft of the CG. This range is published in the
Aircraft Flight Manual or Weight and Balance Manual
6.2.2 DEFINITIONS
• Aircraft configuration: Planned utilization layout of aircraft interior
space.
• Aircraft equipment:
Standard equipment: Equipment independent of aircraft version and
route to be flown, but must always be carried, includes e.g.:
o Aircraft document briefcase
o Compartment nets
o Standard Airborne Maintenance Kit (AMK)
Version equipment: Equipment belonging to a certain cabin version,
such as passenger seats
Route equipment: Equipment required for a special route, includes e.g.
additional Airborne Maintenance Kit,
• ARM (Moment ARM): The horizontal distance in inches from the
reference datum line to the center of gravity of the item. The algebraic
sign in plus (+) if measure aft of the datum, and minus (-) if measured
forward of the datum.
• Baggage: Equivalent to the term Luggage. Such articles, effects and
other personal property of a passenger as are necessary or appropriate for
wear, use, comfort, or convenience in connection with the trip.
• Checked baggage (also known as Registered): Equivalent to registered
Luggage means baggage of which the carrier takes sole custody and for
which carrier has issued a baggage check.
• Cabin baggage: A baggage of which the passenger retains custody (also
known as Hand and/ or Unchecked).
Note: Crew baggage is baggage which is the property of operating crew and is
separately identified.

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Pages: 6-8
• Balance condition: A numerical expression of the position of the center

of gravity.
• Balance limit: The end points forward and aft of the range within which
the center of gravity must lie for safe flight.
• Ballast: Dead load weight carried to achieve a particular balance
condition.
• Basic index (BI): A numeric expression of the center of gravity of the
aircraft at its basic weight.
• Basic Empty Weight (BEW): The weight of the aircraft with all optional
equipment included. In most modern aircrafts, the manufacturer
includes full oil in the basic empty weight.
• Bulk: Loading piece by piece.
• Cargo: Any goods carried on an aircraft which are covered by airway bill.
• Center of gravity (CG): The point of the aircraft at which its total weight
may be considered to act as a concentrated force.
• Center of gravity limits: Specified forward and aft or lateral points
beyond which the CG must not be located during takeoff, flight or
landing.
• Center of gravity range: The distance between the forward and aft CG
limits indicated on pertinent aircraft specification.
• Datum (Reference Datum): An imaginary vertical plane or line from
which all measurements of arm are taken. The datum is established by
the manufacturer. Once the datum has been selected, all moment arms
and the location of permissible CG range must be taken with reference to
that point.
• Dead load: Baggage, cargo, mail, ballast and equipment in
compartments not included in Dry Operating Weight of the aircraft.
• Dead load index (DLI): Center of Gravity at Dry Operating Weight plus all
dead load in compartments, used by flight crew to reseat passengers in
case of emergency.
• Dry operating index (DOI): Center of gravity at Dry Operating Weight
(DOW).
• Dry Operating Weight (DOW): The total weight of the airplane ready for
a specific type of operation excluding all usable fuel and traffic load. This
weight includes items such as:
a. Crew and crew baggage;
b. Catering and removable passenger service equipment; and
c. Potable water and lavatory chemicals.
• Equipment in compartment (EIC): Equipment which is carried on the
aircraft but which is not manifested and which is not, elsewhere, included
in the weight composition. EIC includes e.g.
o Additional Airborne Maintenance Kit (AMK)

06-C-OMB
WEIGHT & BALANCE
Pages: 6-9
o Loading Accessories
o Unmanifested catering equipment and food supply loaded in
compartments
o ULDs not belonging to the basic aircraft equipment, e.g. when
forwarded to a station, transported on top of pallets installed in the
loading system (Piggy Back)
Each EIC shipment must be labelled with a complete EIC tag, except
loading accessories and lashing material in use.
• G Forces: Increased/decrease of gravity forces exerted upon load during
flight. Acceleration or deceleration can cause the weight of a load to
increase or decrease and the change is expressed in "G". Thus, 2g would
indicate that an item is, or must be, capable of withstanding, double the
weight.
• Load index zero fuel weight (LIZFW): An expression of the CG of an
aircraft after it has been loaded and passenger weight included.
• Loading accessories: Includes tie down equipment, seat container (for
the carriage of load on passenger seats in the cabin of the aircraft),
containers for carriage of load which have been installed after removal of
seats, ballast bags, stretchers, any containers used for isolation or
protection of goods e.g. plastic bowls or plastic bags, garment racks,
supporting planks and platforms, equipment for valuable cargo
(pouches), collecting nets and bags, kennels for live animals, covers of any
kind.
Note: Unit Load Devices are not loading accessories.
• Maximum Structural Landing Weight: The maximum permissible total
airplane weight upon landing under normal circumstances.
• Maximum Gross Weight: The maximum permissible weight of the
aircraft.
• Maximum Take-off Weight: The maximum permissible total airplane
weight at the start of the takeoff run.
• Maximum Ramp Weight: The maximum weight approved for ground
maneuvering. It includes the weight of fuel used for start, taxi and run up.
• Maximum Zero Fuel Weight: The maximum permissible weight of an
airplane without usable fuel. The weight of unusable fuel contained in
particular tanks must be included in the zero-fuel weight when it is
explicitly mentioned in the Airplane Flight Manual limitations.
• Mail: Goods carried under the terms of an international postal convention.
o Diplomatic Mail: Governments' property carried under special
agreements.
o Service Mail: Correspondence inter-airline or intra-airline which is
carried on an aircraft under special permission from postal
authorities.

06-C-OMB
WEIGHT & BALANCE
Pages: 6-10
• Mean aerodynamic chord (MAC): The average distance from the leading
edge to the trailing edge of the wing. The MAC is specified for the aircraft
by determining the average chord of an imaginary wing which has the
same aerodynamic characteristics as the actual wing.
Note: LEMAC is the leading edge of the mean aerodynamic chord.
• Moment: The product of the weight of an item multiplied by its arm.
Moments are expressed in pound-inches or inch-pounds. Total moment
is the weight of the aircraft multiplied by the distance between the datum
and the CG.
• Moment index: A moment divided by a constant such as 100, 1,000 or
10,000. The purpose of using a moment index is to simplify weight and
balance computations of large aircraft where heavy items and long arms
result in large, unmanageable numbers.
• Operational Weight Empty: The basic empty weight of the airplane plus
the weight of the pilot. It excludes payload and usable fuel.
• Operational Gross Weight: The weight of the aircraft loaded for take-off.
It includes the basic weight empty plus the useful load.
• Payload: The load available as passengers, baggage, freight, etc., after the
weight of pilot, crew, usable fuel has been deducted from the useful load
capacity.
• Standard Weight Empty: The weight of the airframe and engine with all
standard equipment installed. It also includes the unusable fuel and oil.
• Station: A location in the aircraft which is identified by a number
designating its distance in inches from the datum. The datum is,
therefore, identified as station zero. The station and arm are usually
identical, an item located at station plus 50 would have an arm of 50
inches.
• Traffic load (Payload): The total weight of all passengers, baggage, cargo,
mail and extra equipment that may be carried on the aircraft, and also the
difference in weight between. Dry Operating Weight and Zero Fuel
Weight.
• Tare Weight: The weight of empty unit load device. It includes all liners
and/or fittings, etc., when these are required by the specification or as
registered with IATA as integral components.
• Useful Load (or Disposable Load): The difference between gross take-off
weight and basic weight empty. It is, in other words, all the loads which
part of the aircraft is not permanently. It includes the usable fuel, the pilot,
crew, passengers, baggage, freight, etc.
• Usable Fuel: Fuel available for flight planning.
• Unusable Fuel: Fuel remaining in the tanks after a run-out test has been
completed in accordance with government regulations.
• Version: The designator used to indicate the aircraft configuration
together with the details of the equipment carried.

06-C-OMB
WEIGHT & BALANCE
Pages: 6-11
• Zero Fuel Weight (ZFW): The combination of Dry Operating Weight plus
traffic load or Take-off Weight minus take-off fuel.

06-C-OMB
WEIGHT & BALANCE
Pages: 6-12
6.3 PREPARATION AND ACCEPTANCE OF WEIGHT AND CG CALCULATIONS

The weight and balance sheet for each flight will be prepared by flight
crewmember, Company Loadmaster, and after being cross checked, must be
signed by the PIC. The weight and balance sheet are part of the flight
documentation and has to be returned in the
Trip Envelope to Operations Control Center.
Take-off is prohibited until the PIC has verified that:
(a) The take-off and landing weight are within authorized limits;
(b) The number of passengers on board is identical with the figures indicated
on the weight and balance sheet;
(c) The center of gravity is within authorized limits.

06-C-OMB
WEIGHT & BALANCE
Pages: 6-13
6.4 WEIGHT LIMITATIONS

Weight limitations
In order to get the aircraft, the right weight at its most safety, the values of
weight, as stated below, must be adhered to:
6.4.1 BASIC AIRPLANE WEIGHT

Basic Airplane Weight known also as Airplane Empty Weight or Empty
Operating Weight which consisting of the total weight of the airplane structure,
power plants and all permanent fixtures and equipment plus the weight of any
unusable fuel, undrainable oil, the hydraulic system, any other undrainable
fluids (water injection, anti-ice) and any undrainable water systems.
In the above configuration the airplane must be weighed by the manufacturer
before initial delivery to any operator. Under certification requirements it must
be re-weighted at regular intervals and a revised BASIC AIRPLANE WEIGHT
SCHEDULE must be published, normally in the operator's Operations or weight
and balance manuals. Any modification or installations of additional permanent
equipment in an airplane require the immediate re-issue of a revised Basic
Airplane Weight schedule.
6.4.2 DRY OPERATING WEIGHT (DOW)

Airplane Prepared for Service Weight (APSW) or Adjusted Operating Weight.
In addition to know the airplane's basic weight, it is also necessary to calculate
the total weight of the many variable items that are necessary to be carried on
any public transport airplane for any particular flight. Such items are collectively
known as OPERATING ITEMS and may vary between individual operators and
may also vary for each individual flight.
OPERATING ITEMS include the total weight of technical and cabin crew with
their baggage, food and drink, oil, all full fluid systems, water and all other
removable equipment (spare parts, emergency equipment, life rafts and
ballast).
It is normal airline practice to publish the total weight of the OPERATING ITEMS
as one weight, in order to simplify weight calculations prior to any particular
flight.
Dry Operating Weight (DOW) = Basic Airplane Weight + Operating Items

06-C-OMB
WEIGHT & BALANCE
Pages: 6-14
6.4.3 MAXIMUM ZERO FUEL WEIGHT

It is the value of weight that must not be exceeded by the weight of the aircraft
with all loads except fuel. This is the weight beyond which any increase in load
must consist entirely of fuel to avoid undue stress on the wing structure.
The Maximum Certificated Zero Fuel Weight is therefore based upon the
strength of the wing joint points (the points where the wings are connected to
the aircraft body).
It is normal practice for airplanes to have only one MCZFW, however because it
is a structure design limitation, certain states of manufacture permit the use of
a limited
range of MCZFWS, always provided the airplane operating within the published
limiting design VMO/MMO speeds.
Zero Fuel Weight (ZFW) = DOW + Traffic Load or Takeoff Weight – Takeoff fuel
6.4.4 MAXIMUM TAKEOFF WEIGHT

This is the maximum permitted weight at brake release at takeoff. It is the value
of weight that must not be exceeded by the weight of the aircraft with all loads
and the amount of fuel at the time of taking off. It is a legal requirement that no
public transport airplane may takeoff at a weight in excess of the Regulated
Takeoff Weight (RTOW) for the departure aerodrome.
Furthermore, the RTOW may be a lower weight than Maximum Certificate
Takeoff Weight (MCTOW) for the airplane.
Thus, on occasions it may be necessary to reassess the original desired Takeoff
fuel and or desire traffic load in order to ensure the airplane complies with the
certification and operating regulations. In such cases it is normal to first try to
reduce the total takeoff fuel requirement (by adopting a different legal
operating/cruise procedure) and then, generally only as a last resort, is any
reduction of traffic load considered.
Takeoff Weight (TOW) = ZFW + Takeoff Fuel

06-C-OMB
WEIGHT & BALANCE
Pages: 6-15
6.4.5 MAXIMUM LANDING WEIGHT

It is the value of weight that must not be exceeded by the weight of the aircraft
with all loads and the amount of fuel at the time of landing.
It is a legal requirement that a public transport airplane will not normally takeoff
at any weight in excess of that, which will permit the airplane to land at either
the planned destination or alternate aerodromes, at a weight which is the lesser
of either, Maximum Certificated Landing Weight (MCLW) or Regulated Landing
Weight (RLW).
The landing gear is required to cushion the impact sufficiently at touchdown so
as to prevent excessive loads being transmitted into the aircraft structure. The
force of impact can be kept within the capabilities of the landing gear if the
downward velocity is sufficiently reduced by the pilot and the weight of the
aircraft is within the permissible weight.
By its nature, an aircraft has its own weight as Basic Weight of Aircraft. The
aircraft with only its basic weight is inoperative and not ready to service yet
unless it is equipped with crews and pantry of food.
The weight of crews and pantry are varied in accordance with the aircraft type
and flight routing. With the combination value of aircraft's basic weight, crew
and pantry weight, we can have the value of Dry Operating Weight which is the
weight of the aircraft ready for service.
Landing Weight = TOW – Trip Fuel or ZFW + Reserve Fuel
6.4.6 TRAFFIC LOAD OR PAYLOAD

This is the total weight of all passengers, passenger baggage and cargo (freight)
that may be carried on an airplane and is also the difference in weight between
the DOW/APSW and the ZFW, therefore the weight that should be considered
on each flight will be the kind of load on board which is called Traffic Loads such
as:
(a) Passengers: The seat capacity of passengers will be varied in
accordance with the cabin configuration of each aircraft type.
(b) Baggage: All passengers’ baggage of which the actual weight can
be obtained from the check- in counter will be loaded onto the
aircraft in accordance with the load plan.
(c) Cargo: According to its nature, the goods accepted on board as
cargo may be loaded separate with baggage in other compartment
of aircraft.
(d) Mail: Most of mail or postal matter in a small number can be loaded
in bulk compartment in accordance with the load plan.
By combining the weight value of passengers, baggage, cargo, mail and ULD
together, the Traffic Load or Payload can be obtained.

06-C-OMB
WEIGHT & BALANCE
Pages: 6-16
If we add the weight of Traffic Load to the Dry Operating Weight, we will get the
value of Zero Fuel Weight which must not exceed the Maximum Zero Fuel
Weight.
As Dry Operating Weight is fixed for each flight, the actual traffic load may be
limited by any or either of
(a) Maximum Zero Fuel Weight.
(b) Maximum Take off Weight.
(c) Maximum Landing Weight.
(d) Maximum Tank capacity.
(e) Aircraft compartment loading limitation.
The Zero Fuel Weight is the weight of the aircraft with all loads except fuel.
When the aircraft is filled up with the Takeoff fuel, we will get the value of the
Takeoff Weight which must not exceed the Maximum Takeoff Weight.
To fly from one place to another, a certain amount of fuel call Trip Fuel will be
used. To get the value of Landing Weight, we have to subtract the Actual Takeoff
Weight with the Trip Fuel. From this calculation, the Actual Landing Weight
obtained must not exceed the Maximum Landing Weight.
All mentioned above is the Weight Control. For Balance Control, the
concentrated area should be in the lower part of the aircraft which is
compartment area. Since all loads in the cabin tend to be the same for every
flight, therefore, we have to make pre-loading before so as to gain the Balance
Control of the aircraft before the departure time.
Empty Weight
+ Standard Items
= Basic Empty Weight
+ Operational Items
= Operational Empty Weight
+ Block Fuel
= Operational Weight
+ Payload
= Taxi Weight

06-C-OMB
WEIGHT & BALANCE
Pages: 6-17
- Taxi Fuel
= Takeoff Weight
- Trip Fuel
= Landing Weight
- Reserve Fuel
= Zero Fuel Weight
- Payload
= Operational Empty Weight

06-C-OMB
WEIGHT & BALANCE
Pages: 6-18
6.5 WEIGHT CALCULATIONS
OPERATING WEIGHT
DRY OPERATING WEIGHT

+
TAKEOFF FUEL
TRAFFIC LOAD
PASSENGER WITH THEIR CABIN

BAGGAGE
+
CHECKED BAGGAGE
+
CARGO
+
POST MAIL AND COMPANY MAIL
+
ROUTE EQUIPMENT AND EXTRA
LOADING EQUIPMENT
ZERO FUEL WEIGHT
DRY OPERATING WEIGHT TAKEOFF WEIGHT

+ -
TRAFFIC LOAD TAKEOFF FUEL

06-C-OMB
WEIGHT & BALANCE
Pages: 6-19
TAKEOFF WEIGHT
OPERATING WEIGHT ZERO FUEL WEIGHT LANDING WEIGHT

+ + -
TRAFFIC LOAD TAKEOFF FUEL TRIP FUEL
LANDING WEIGHT
ZERO FUEL WEIGHT TAKEOFF WEIGHT

+ -
REMAIN FUEL TRIP FUEL

06-C-OMB
WEIGHT & BALANCE
Pages: 6-20
6.6 APPROVED LOADING ENVELOPE

06-C-OMB
WEIGHT & BALANCE
Pages: 6-21

06-C-OMB
LOADING
Pages: 7-1
7.1 GENERAL
As it is impracticable for the PIC to check all details of the loading, he/she is
entitled to make the following assumptions:
(a) That the aircraft weight schedule showing the weight and basic
index of the empty aircraft has been correctly compiled by the
ground staff concerned;
(b) The baggage has been correctly weighed and the actual weight
passengers weight has been made by ground operations;
(c) That the load has actually been loaded in accordance with the load
distribution of Balance Chart issued by ground operations.
If satisfying him/herself that the loading is correct, the PIC is however personally
responsible for checking that:
(a) Sufficient fuel and oil the correct grade is onboard;
(b) The load sheet produced and signed by flight crews does in fact
correctly include the items referred to above;
If an error is discovered in a load sheet or balance chart (or if a loading

irregularity is discovered), after the aircraft doors have been closed, the
following action is to be taken:
(1) The PIC is to be informed at once if:
(a) The maximum authorized take-off weight for the flight is exceeded
(b) The maximum authorized zero fuel weight for the aircraft is
exceeded
(c) The maximum permissible weight in the compartment or in
particular compartment is exceeded
(d) The appropriate balance limits are exceeded.
(2) The PIC is to decide what rectification action is to be taken, if any is to be
taken.
(3) The Head of Ground Operations is to report the fact to higher authorities
as appropriate.
(4) In the case of any other type of error, the Head of Ground Operations is to
report it together with a note of action taken as an attachment to Thai
Seaplane Co., ltd. Head Office copy of the load sheet.
(5) Correction to the station and head office copies of load sheet and balance
charts is only permissible when the aircraft copy has also been altered.

06-C-OMB
LOADING
Pages: 7-2
(6) PIC may be asked to make necessary alterations to the aircraft copy when,
by this action is a late departure may be avoided.

06-C-OMB
LOADING Pages: 7-3

06-C-OMB
MINIMUM EQUIPMENT LIST
Pages: 8-1
8.1 THE MINIMUM EQUIPMENT LIST (MEL)

In principle, MEL means all equipment included in the type-certificate
configuration must be operative before dispatch of an aircraft. However, with
the high degree of redundancy that is available in a modern aircraft, some
deviation from the type-certificate configuration may, under certain conditions,
be accepted without sacrificing a safe operation.
A Minimum Equipment List (MEL) is established for each aircraft type specifying
the equipment, systems and components which must be operative in order
that the aircraft may be considered airworthy for dispatch.
The MEL reflects the Company's policy for safe and efficient operation based on
the Master Minimum Equipment List (MMEL) and approved by CAAT. The MEL
may be more conservative than the authority requirements but must never be
less restrictive.
Emergency equipment list and emergency procedures. THAI SEAPLANE
provides a list of emergency equipment list and procedures of emergency in
OM-B CHAPTER 9.
Checklists for emergency and safety equipment and instruction for its use.
Taking into account of the airplane types, operating variants and the types(s)
area(s) of operations. The MEL must include the navigational equipment and
take into account the required navigation performance for the route and area
of operation.
The Regulations require that all equipment installed on an aircraft in
compliance with the Airworthiness Standards and the Operating Rules must be
operative. However, the Rules also permit the publication of a Minimum
Equipment List (MEL) where compliance with certain equipment requirements
is not necessary in the interests of safety under all operating conditions.
Experience has shown that with the various levels of redundancy designed into
aircraft, operation of every system or installed component may not be necessary
when the remaining operative equipment can provide an acceptable level of
safety.
A Minimum Equipment List (MEL) is developed by the FAA, with participation

by the aviation industry, to improve aircraft utilization and thereby provide more
convenient and economic air transportation for the public.
The FAA approved MEL includes those items of equipment related to

airworthiness and operating regulations and other items of equipment which
the Administrator finds may be inoperative and yet maintain an acceptable
level of safety by appropriate conditions and limitations; it does not contain
obviously required items such as wings, flaps, and rudders.

06-C-OMB
MINIMUM EQUIPMENT LIST
Pages: 8-2

06-C-OMB
SURVIVAL AND EMERGENCY EQUIPMENT Pages: 9-1
9.1 GENERAL
Leadership is one of the keypoints of survival a good leadership is able to double
the chances of survival
(1) The pilot should keep commands simple and concise, since it is likely that
passengers will cease to listen much beyond the initial order to evacuate.
Passengers respond to very short instructions, i.e., “stop,” “leave it,” and “come
here.” Pilots should issue commands and make decisions in a positive,
confident, and expeditious manner.
(2) After completion of the emergency landing, the first important point is the
evacuation of the aircraft. The time it takes to evacuate all occupants of an
aircraft should not be underestimated. Particularly when a fire breaks out
after the landing, a speedy evacuation is of prime importance. Although a
ditched aircraft may float for a while.
(3) After an emergency landing on terrain, all occupants shall leave the vicinity
of the aircraft.
(4) Although panic may occur, experience has shown that shock is a more
important factor to be dealt with. Shock makes people apathetic and makes
them react slowly. but they will usually defer to what the pilot instructs. In
their eyes, the pilot knows what to do.
(5) When all occupants of the aircraft have been evacuated and collected at a
safe distance, cared must be taken of the wounded.
The phase of SURVIVAL really begins, if no immediate HELP from outside is

available. An important factor is the will to live.
The following is a list of factors that may have an important bearing on the question
of survive or death.
PROBABLE SURVIVAL PROBABLE DISASTER

● discipline and leadership ● lack of discipline and
● will to live leadership
● aggressiveness ● fear of climate and unknown
● ingenuity ● despair
● survival training ● lack of imagination
● availability of equipment ● lack of proper training
● general knowledge. ● unavailability or unusable
equipment
● ignorance of vital survival
information

06-C-OMB
SURVIVAL AND EMERGENCY EQUIPMENT
Pages: 9-2
9.2 EMERGENCY EVACUATION PROCEDURES FOR COCKPIT CREW

9.2.1 THE NORMAL, ABNORMAL AND EMERGENCY PROCEDURES USED BY
CABIN CREW AND CO-ORDINATION BETWEEN FLIGHT AND CABIN CREW
Since C-208 does not require the cabin crew for the flight operation, thus, this
regulation does not apply to Company’s Flight Operation.

06-C-OMB
Pages: 9-3
9.3 LAND EMERGENCY EVACUATION PROCEDURES

9.3.1 EMERGENCY LANDING ON LAND WITHOUT ENGINE POWER
(1) Radio - TRANSMIT MAYDAY ON 121.5 MHZ OR WITH ATC
(2) Heavy Objects in Cabin - SECURE
(3) Seat Belt and Shoulder Harness – SECURE
(4) Landing Gear - UP (on soft or rough ground) - DOWN (on firm or smooth
ground)
(5) Airspeed – 100 KIAS (Flaps Up) OR 85 KIAS (Flaps Down)
(6) Power Lever – IDLE
(7) Prop Control Lever – FEATHER NOTE Significantly improved glide
performance will be available with the propeller feathered. Be aware of
this to avoid overshoot of planned landing area.
(8) Fuel Condition Lever – CUTOFF
(9) Fuel Boost Switch – OFF
(10) Ignition Switch – NORM
(11) Standby Power Switch (if installed) – OFF
(12) Nonessential Equipment – OFF
(13) Fuel Shutoff – OFF
(14) Fuel Tank Selectors – OFF (warning horn will sound)
(15) Landing Gear – CHECK (UP soft ground, DOWN firm ground)
(16) Flaps – AS REQUIRED (FULL recommended)
(17) Crew Doors – UNLATCH PRIOR TO TOUCHDOWN
(18) Battery Switch – OFF when landing is assured
(19) Touchdown – LEVEL ATTITUDE (if gear is up) – SLIGHTLY TAIL LOW (if
gear is down)
(20) After Touchdown, Control Stick – FULL AFT (after contact if gear is up)
(21) Brakes – APPLY HEAVILY (if gear is down)

06-C-OMB
Pages: 9-4
9.3.2 EMERGENCY LANDING ON WATER WITHOUT ENGINE POWER

(1) Radio – TRANSMIT MAYDAY ON 121.5 MHZ OR WITH ATC
(2) Heavy Objects in Cabin - SECURE
(3) Seat Belt and Shoulder Harness – SECURE
(4) Landing Gear - UP
(5) Airspeed – 100 KIAS (Flaps Up) OR 85 KIAS (Flaps Down)
(6) Power Lever – IDLE
(7) Prop Control Lever – FEATHER NOTE Significantly improved glide
performance will be available with the propeller feathered.
(8) Fuel Condition Lever – CUTOFF
(9) Fuel Boost Switch – OFF
(10) Ignition Switch – NORM
(11) Standby Power Switch (if installed) – OFF
(12) Nonessential Equipment – OFF
(13) Fuel Shutoff – OFF
(14) Fuel Tank Selectors – OFF (warning horn will sound)
(15) Landing Gear – CHECK UP; Blue Lights – 4 ON
(16) Flaps – AS REQUIRED (FULL recommended)
(18) Battery Switch – OFF when landing is assured
(19) After Touchdown, Control Stick – FULL AFT
(20) Water Rudders – DOWN as needed

06-C-OMB
Pages: 9-5
9.3.3 POWERED PRECAUTIONARY LANDING ON LAND

(1) Heavy Objects in Cabin – SECURE
(2) Seat Belt and Shoulder Harness – SECURE.
(3) Landing Gear – DOWN
(4) Flaps – 10°
(5) Airspeed – 90 KIAS
(6) Landing Area - FLY OVER (check terrain and obstructions)
(7) All Electrical Switches (except Battery and Generator) – OFF
(8) Landing Gear – Check DOWN; Green Lights – 4 ON.
(9) Flaps – FULL DOWN (on final approach)
(12) Generator Switch – TRIP and release
(13) Battery Switch – OFF (when landing is assured)
(14) Touchdown – SLIGHTLY TAIL LOW, as slow as possible
(15) Fuel Condition Lever - CUTOFF
(16) Brakes – APPLY HEAVILY

06-C-OMB
Pages: 9-6
9.3.4 POWERED PRECAUTIONARY LANDING ON WATER

(1) Heavy Objects in Cabin -- SECURE
(2) Seat Belt and Shoulder Harness – SECURE.
(3) Landing Gear – UP
(4) Flaps – 10°
(6) Landing Area - FLY OVER (check water for obstructions)
(7) All Electrical Switches (except Battery and Generator) – OFF
(8) Landing Gear – Check UP; Blue Lights – 4 ON.
(9) Flaps – FULL DOWN (on final approach)
(12) Generator Switch – TRIP and release
(13) Battery Switch – OFF (when landing is assured)
(14) Touchdown –TAIL LOW, as slow as possible
(15) Fuel Condition Lever - CUTOFF
(16) After Touchdown, Control Stick – FULL AFT

06-C-OMB
Pages: 9-7
9.3.5 LANDING GEAR FAILS TO RETRACT OR EXTEND

(1) Battery Switch - ON
(2) Landing Gear Handle - CHECK pull up or down.
(3) Landing Gear Pump 1 and 2 Circuit Breakers - CHECK IN (on circuit
breaker panel).
(4) Annunciator Panel Circuit Breaker - IN
(5) Mechanical Gear Indicators - CHECK (Indication on float and by
observing nose wheels on bow)
(6) Landing Gear Switch - RE-CYCLE
(7) Gear Lights - CHECK BULBS, replace Inoperative bulb with known
good bulb
(8) Landing Gear Pump Motor Light - CHECK ILLUMINATED (red)
(9) Airspeed - REDUCE to minimize airloads on gear
If landing gear still does not retract or extend:

(10) Landing Gear Pump 1 and 2 Circuit Breakers - PULL OFF
(11) Emergency Gear Position Valve (near handpump) - SELECT
DESIRED GEAR POSITION
(12) Emergency Hand Pump - EXTEND AND PUMP VERTICALLY until
resistance becomes heavy (may require as many as 150 complete
strokes).
(13) Landing Gear Position Lights -CHECK ILLUMINATED.
WARNING!!
DO NOT LAND ON WATER UNLESS GEAR IS FULLY RETRACTED.

06-C-OMB
Pages: 9-8
9.3.6 GEAR UP OR PARTIALLY EXTENDED LANDING (ON LAND) (ON GRASS IF

POSSIBLE)
(1) Seats. Seat Belts and Shoulder Harnesses - SECURE
(2) Runway-SELECT longest smooth ground or grass surface available
(3) Landing Gear Handle - UP to permit a partially extended gear to
retract and maintain a level attitude during the ground run
(4) Flaps - FULL DOWN
(6) Crew Doors - UNLATCH PRIOR TO TOUCHDOWN
(7) Generator Switch - TRIP and release
(8) Standby Power Switch (if installed) - OFF
(9) Battery Switch - OFF
(10) Touchdown - LEVEL ATTITUDE.
(11) Control Stick - FULL AFT.
(12) Fuel Condition lever – CUTOFF
9.3.7 LANDING GEAR PUMP LIGHT ILLUMINATES

If landing gear retraction or extension is in progress:
(1) No action required, normal condition
If landing gear retraction or extension is complete:

(1) Landing Gear Pump 1 & 2 Circuit Breaker(s) - PULL (on circuit breaker
panel)
(2) Before landing, Amphibian Pump 1 & 2 Circuit Breaker(s) - PUSH TO
RESET
(3) Landing Gear - SELECT GEAR UP for water landing- SELECT GEAR
DOWN for land landing
(4) Landing Gear Pump 1 & 2 Circuit Breaker(s) - PULL (after gear has
reached desired position)

06-C-OMB
Pages: 9-9
9.4 THE GROUND TO AIR VISUAL SIGNAL CODE FOR USE BY SURVIVORS
9.4.1 GENERAL
The air-to-surface and surface-to-air visual signals. They shall be used only for the
purpose indicated and no other signals likely to be confused with them shall be
used.
Upon observing any of the signals aircraft shall take such action as may be required
by the interpretation of the signal given in next section.

06-C-OMB
Pages: 9-10
9.5 GROUND TO AIR VISUAL SIGNAL CODE

9.5.1 GROUND TO AIR VISUAL SIGNAL CODE USED BY SURVIVORS
Code
No. Message
Symbol
1 Require assistance V
2 Require medical assistance X
3 No or Negative N
Yes or Affirmative Y
4
5 Proceeding in this direction ↑

06-C-OMB
Pages: 9-11
9.5.2 GROUND TO AIR VISUAL SIGNAL CODE USED BY RESCUE UNITS
Code
No. Message
symbol
1 Operation completed LLL
2 We have found all personnel LL
3 When have found some personnel ++
We are not able to continue. Returning to

4 XX
base
Have divided into two groups. Each

5 ⭍
proceeding in direction indicated
Information received that aircraft is in this

6 � �
direction.
7 Nothing found. Will continue to search N N
9.5.3 SYMBOLS SHALL BE AT LEAST 2.5 METERS (8 FEET (LONG AND SHALL BE
MADE AS CONSPICUOUS AS POSSIBLE.
Note 1 – Symbols may be formed by any means such as: strips of fabric, parachute
material, pieces of wood, stones or such like material; marking the surface by
tramping or staining with oil.
Note 2 – Attention to the above signal may be attracted by other means such as
radio, flares, smoke and reflected light.

06-C-OMB
Pages: 9-12
9.5.4 AIR TO GROUND SIGNALS

The following signal by aircraft means that the ground signals have been
understood:
During the hour of daylight:
● By rocking the aircraft’s wings; During the hour of darkness:
● Flashing on and off twice the aircraft’s landing lights or, if not so equipped, by
switching on and off twice its navigation lights.
● Lack of the above signal indicates that the ground signal is not understood.
9.5.5 COMMUNICATIONS FAILURE

In the event of communications failure, proceed with procedures outlined in the
AIP of the concerning state. If the failure occurs in international airspace, follow
procedures outlined by ICAO Communications failure procedure
9.5.6 RULES OF THE AIR

Follow procedures outlined in the AIP of the concerning state. If flying in
international airspace, follow procedures outlined by ICAO.
9.5.7 SIGNALS
Rescue is largely dependent on the effort and ingenuity in surviving until the
rescuers have arrived. However, you must be spotted by the rescuers first. It is
therefore mandatory that you ease the task of spotting the place where you are.
There are many ways of attracting the attention of the search parties.
Try to put as many into operation as possible. Some of the methods of signaling are
described below. If local circumstances make other signals more effective, do not
fail to use them. All available signaling devices shall be put to readiness immediately
after landing.
9.5.8 RADIO
Try to get a fix and transmit your position using the aircraft's radio equipment if the
radio is still serviceable. However, do not waste the battery on long transmissions.
Use the emergency radio. For better radar detection, erect the corner reflector, if
available. Use the transmitter at 15 past or before the hour when all radio stations
should listen on the emergency frequency for emergency calls for 3 minutes (radio
silence for ships).

06-C-OMB
Pages: 9-13
9.5.9 SMOKES
Fire and smoke make good signals. Have fires ready to light when search aircraft
are heard or sighted. Keeps some fire going all the time. Use smoke by day, bright
flame by night. Engine oil, rags soaked in oil, pieces of rubber or insulation material
produce black smoke, green leaves, or a little water produce white smoke.
9.5.10 MIRRORS
Mirrors and bright pieces of metal make good signals that can be seen for many
miles.
9.5.11 GROUND SIGNALS

Ground signals have been internationally agreed upon and many serve as a means
of contact between the ground and rescue aircraft when no radio contact is
available. As far
as possible, the following instructions shall be adhered to:
(1) Form symbols by any available means.
(2) Make symbols not less than 3 meters in size.
(3) Take care to lay out symbols exactly as depicted to avoid confusion with other
symbols.
(4) Provide as much color contrast as possible between material and the
background.
(5) Make every effort to attract attention by other means such as radio, flares, and
smokes.

06-C-OMB
Pages: 9-14
Visual ground-air signal for use by survivors
Ground-air visual signal code for use by rescue units.

06-C-OMB
Pages: 9-15
Air/Ground Signals
When it is necessary for an aircraft to convey information to survivors or to ground
search parties, and two-way radio communication is not available, it shall, if
practicable convey the information by dropping a message or by dropping
communication equipment that would enable direct contact to be established.
When a ground signal has been displayed and is understood, the aircraft shall
acknowledge the signal by the means described above or, if that is not possible, by
rocking the wings of the aircraft. When a ground signal has been displayed and is
not understood, the survivors or ground search party shall be so informed by a
direct message except that, if that course is not practicable, failure to rock the wings
will indicate that the message is not understood.

06-C-OMB
9.6 AIRCRAFT EMERGENCY EQUIPMENT

The following emergency equipment must be installed on all Company's aircraft:
(1) Portable fire extinguisher 1 bottle on Left Pilot’s door.
(2) 11 Adult Life vests are located under the seat.
(3) 1 Infant Life vest is located under between the seat number 3B and 3C
(4) 1 ELT in the rear of aircraft
(5) Emergency Medical Supply (First Aid Kit) containing a list is described in the
First Aid Kit Checklist which is inspected by the Maintenance and
Engineering Department once a year or when the First Aid Kit is used.
The information pertaining the types, number, location of aircraft emergency
equipment is published in the LOPA document which are responded to and
inspected by the Maintenance and Engineering Department.
9.6.1 LIFE VEST

The company aircraft is equipped with two types of life vest, as detailed below.
AdultLife Vest Infant Life Vest
Note: Note:
An adult life vest may be This is a preparation for when the company
used for a child, provided the starts allowing infants to fly with company
straps are securely fastened flights in the future.
to the child's body.

06-C-OMB
Pages: 9-17
9.7 OXYGEN BOTTLE

9.7.1 OXYGEN BOTTLE (POB)
For Company aircraft is not permitted to operate at altitudes above 10,000 ft so the
oxygen bottle is removed.
(1) Features
● ON/OFF Knob
● Shoulder strap
● Pressure gauge
● Two constant flow outlets

06-C-OMB
Pages: 9-18
9.7.2 OXYGEN MASKS (INFANT / SPARES)

There is no requirement for respiratory protection oxygen on board Company C208
aircraft.

06-C-OMB
Pages: 9-19
9.8 FLASHLIGHTS
It is used in a smoke-filled cabin or in darkness.
(1) Pre-flight Check

● Secured in proper location.
● Check in good condition and working well.
(2) Operation
● LED - Remove from bracket, light illuminates as required.
(3) Duration
● LED - Approximately 8 hours

06-C-OMB
Pages: 9-20
9.9 BCF FIRE EXTINGUISHER TYPE 2

This type of fire extinguisher type 2 has the same function as the Halon 1211.BCF.
(BROMOCHLORODIFLUOROMETHANE)
(1) Features
The extinguisher is fitted with an assembly head, which is made up of a discharge
nozzle, pressure gauge, safety pin, seal and a handle/trigger.
● Ensure plastic seal across the safety pin intact.
● Pressure gauge needle in green zone.
● Check Validity.
(3) Operation
● Remove extinguisher from bracket.
● Pull safety pin out to break seal.
● Hold extinguisher in the upright position.
● Aim nozzle to the base of fire.
● Squeeze trigger to discharge.
● Fight fire in sweeping motion.

06-C-OMB
Pages: 9-21
(4) Effective Range/Duration

The discharge range is approximately 03 - 05 meters (12-15 feet) for approximately
09 - 12 seconds.
(5) Precautions
Use PBE in confined areas as some toxic vapours may be created during the
extinguishing process.

06-C-OMB
9.10 EMERGENCY LOCATOR TRANSMITTER (ELT) “RESCU 406 (SE)”

The RESCU 406(SE) is the enhanced version of RESCU 406. It does not have a salt-
bag. It can be activated automatically in fresh or salt water.
(1) Features

● Ensure the White Switch Window shows OFF.
● Check Validity.
(3) Sea Operation
● Remove ELT from brackets.
● Tie lanyard to life vest or floatation device.
● Ensure the White Switch window shows ARM
● Place ELT in the sea
● After approximately 10 seconds, the flashing LED light will be visible at
the transparent bushing cover located on top of the transmitter
● After approximately five minutes, the antenna will automatically deploy
to the upright position.

06-C-OMB
Pages: 9-23
(4) Land Operation

● Manually set the White Switch to XMT
● Break Water Soluble tape holding antenna and allow antenna to erect
● Place ELT in the upright position and secure it on clear, open ground to
ensure maximum transmission.
(5) Duration
● 121.5 MHz and 243 MHz –50 hours minimum
● 406.025 MHz –24 hours minimum.
(6) Temporary Deactivation

Set the White Switch to OFF to interrupt transmission.

06-C-OMB
9.11 PASSENGER SAFETY INFORMATION CARD

9.11.1 CESSNA C208 (HS-TSP)

06-C-OMB
Pages: 9-25

06-C-OMB
AIRCRAFT SYSTEM
Pages: 10-1
10.1 SYSTEM DESCRIPTION

Refer to Cessna Model C208 G1000 with WIPLINE 8750 FLOATS Pilot's Operating
Handbook (POH) Section 7

06-C-OMB
AIRCRAFT SYSTEM
Pages: 10-2

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0.1 TABLE OF CONTENTS

0.2 AMENDMENT & REVISION 0-13

0.3 DISTRIBUTION LIST 0-15

0.4 ABBREVIATION & DEFINITION 0-16

0.4.1 ABBREVIATIONS 0-16

0.5 PAGINATION 0-43

0.5.1 TABLE OF CONTENT 0-43

0.5.2 FORMAT SPECIFICATIONS 0-43

0.5.3 PAGE SETUP 0-44

0.5.4 PAPER COLOR REGULATION 0-44

0.5.5 HEAD TEXT 0-44

0.5.7 MANUAL CONTROL BLOCK (CENTER) 0-44

0.5.8 MANUAL CONTROL BLOCK (RIGHT) 0-45

0.5.9 PAGE DESIGNATION 0-45

0.6 MANAGE OF REVISION 0-46

0.6.1 RECORD OF REVISION 0-46

0.7 LIST OF EFFECTIVE PAGES 0-48

Chapter 1 General Limitation Page

1.1.1 AIRCRAFT TECHNICAL INFORMATION & WEIGHT LIMITS 1-1

1.1.2 OPERATING CREW AND SEAT NUMBER 1-1

1.1.3 AIRSPEED LIMITATIONS 1-2

1.1.4 SPEED LIMITATION 1-2

1.1.6 FLAP LIMITATIONS 1-3

1.1.7 WIND LIMITS FOR DRY OR WET 1-3

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1.2 COMPANY SPECIFIC LIMITATIONS 1-4

1.2.2 GFC 700 AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS) 1-6

1.2.3 FLAP SYSTEM 1-6

1.2.4 MAXIMUM OPERATING ALTITUDE LIMITS 1-7

1.2.5 MAXIMUM OPERATING ALTITUDE LIMITS (COMPANY LIMITATION) 1-7

1.2.6 FLIGHT IN TUBULENCE 1-7

1.2.8 ICING CONDITIONS 1-7

1.3 SYSTEM 1-8

1.3.1 ENGINE 1-8

1.3.2 PROPELLER 1-10

1.3.3 FUEL 1-10

1.3.4 OIL 1-11

1.3.6 CENTER OF GRAVITY LIMITS 1-13

1.3.7 MANEUVER LIMITS 1-13

1.3.8 FLIGHT LOAD FACTOR LIMITS 1-13

1.4 OPERATION LIMITATIONS 1-14

1.4.1 KIND OF OPERATION LIMITS 1-14

1.4.1.2 Night VFR 1-15

1.4.1.3 IFR 1-15

1.4.2 FLIGHT INTO KNOWN ICING CONDITIONS 1-16

1.4.3 OUTSIDE AIR TEMPERATURE LIMITS 1-16

1.4.4 MAXIMUM PASSENGER SEATING LIMITS 1-16

1.5.1 DEFINITIONS 1-17

1.5.2 PROCEDURE 1-17

1.5.3 CHECKLIST 1-18

1.5.4 EMERGENCY & ABNORMAL SITUATION 1-19

1.5.4.1 Emergency Situation 1-19

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1.5.4.2 Abnormal Situation 1-20

1.5.5.1 Task Sharing 1-21

1.5.6 SAFETY RECOMMENDATIONS 1-24

1.5.6.1 Executing Given Commands 1-24