Страницы Из Ism-17-En Eff.. Jan 2025_ - Flt

Section 2 — Flight Operations (FLT)
Applicability
Section 2 addresses safety and security requirements for flight operations, and is applicable to an operator
that uses two-pilot, multi-engine aircraft with a maximum certificated takeoff mass in excess of 5,700 kg
(12,566 lbs.) to conduct:
• Passenger flights with or without cabin crew;
• Cargo flights with or without the carriage of passengers or supernumeraries.
Additionally, the IOSA standards and recommended practices (ISARPs) in Section 2 are applicable only to
those aircraft that are of the type authorized in the Air Operator Certificate (AOC) and used in commercial
passenger and/or cargo operations unless applicability is extended to encompass non-commercial
operations as stated in a note immediately under the body of the provision.
Individual FLT provisions or sub-specifications within a FLT provision that:
• Do not begin with a conditional phrase are applicable unless determined otherwise by the Auditor.
• Begin with a conditional phrase (“If the Operator...”) are applicable if the operator meets the
condition(s) stated in the phrase.
Certain flight crew training ISARPs in sub-section 2 contain a Conformance Applicability (CA) table, which
is an integral part of the standard or recommended practice. Refer to the ISM Introduction for a description
of a Conformance Applicability (CA) table.
Where an operator outsources flight operations functions to external service providers, an operator retains
responsibility for ensuring the management of safety in the conduct of such operations and must
demonstrate processes for monitoring applicable external service providers in accordance with
FLT 1.11.2.
Some cabin safety specifications applicable to functions or equipment within the scope of flight operations
are located in Section 5 (CAB) of this manual.
General Guidance
The definitions of technical terms used in this ISM Section 2, as well as the list of abbreviations and
acronyms, are found in the IATA Reference Manual for Audit Programs (IRM).
1 Management and Control
1.1 Management System Overview
FLT 1.1.1
The Operator shall have a management system for the flight operations organization that ensures
control of flight operations and the management of safety and security outcomes. (GM) ◄
Auditor Actions
 Identified/Assessed management system structure for flight operations.
 Interviewed manager(s) of flight operations.
 Assessed status of conformity with all other FLT management system ISARPs.
 Other Actions (Specify)
Guidance
Refer to the IRM for the definitions of Operations and Operator.
The specifications of this provision ensure the management system for the flight operations
organization addresses the elements of operational safety and security specifically related to flight
operations. Safety and security management at this operational level typically occurs within the
greater context of the operator's overall or corporate safety and/or security management plan. For
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IOSA Standards Manual
example, the overall requirements for security of the flight deck would typically be specified in an
operator's security plan, but the actual operational management of flight deck security would occur
under the supervision of flight operations and flight operations personnel (e.g., development of
procedures, training of personnel, following procedures).
Refer to Guidance associated with ORG 1.1.1 located in ISM Section 1.
FLT 1.1.2
The Operator shall have one or more designated managers in the flight operations organization that,
if required, are post holders acceptable to the Authority, and have the responsibility for ensuring:
(i) The management and supervision of all flight operations activities;
(ii) The management of safety and security risks to flight operations;
(iii) Flight operations are conducted in accordance with conditions and restrictions of the Air
Operator Certificate (AOC), and in compliance with applicable regulations and standards of
the Operator. (GM) ◄
Auditor Actions
 Identified designated/nominated managers for flight operations.
 Examined job description of manager for flight operations (focus:
authority/accountabilities/responsibilities for flight operations organization).
 Interviewed responsible manager of flight operations.
 Interviewed other managers in flight operations.
Guidance
Refer to the IRM for the definitions of Accountability, Authority, Post Holder and Responsibility.
The term “manager” is generic; the actual title associated with such positions will vary with each
operator.
In some states the individual that fills certain key managerial positions within the flight operations
organization must be nominated and then either accepted or approved by the Authority as specified
in ORG 1.1.3. Managers in such positions might be referred to as post holders, directors or another
title as specified by each State. The specification in item ii) ensures the manager for the flight
operations organization is accountable to senior management for the elements of operational safety
and security specifically related to the conduct or supervision of flight operations. Safety and security
management at this operational level typically occurs within the greater context of the operator's
overall or corporate safety and/or security management plan. For example, the overall requirements
for security of the flight deck would typically be specified in an operator's security plan, but the actual
operational management of flight deck security would occur under the supervision of flight operations
and flight operations personnel (i.e. development of procedures, training of personnel, following
procedures). In this example, in order to conform to the specifications of item ii), the manager of the
flight operations organization would be accountable to senior management for ensuring the day to
day security of the flight deck.
Refer to ORG 1.1.3 located in ISM Section 1.
1.2 State Requirements
FLT 1.2.1
The Operator shall have a valid Air Operator Certificate (AOC) or equivalent document issued by the
State of the Operator (hereinafter, the State) that authorizes the Operator to conduct commercial air
transport operations in accordance with specified conditions and limitations. The AOC and/or
associated documents shall include:
(i) Operator identification (name and location);
(ii) Date of issue and period of validity;
(iii) Description of types of operations authorized;
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Standards and Recommended Practices
(iv) Type(s) of aircraft authorized for use;

(v) Authorized areas of operation or routes;
(vi) Exemptions, deviations and waivers (listed by name);
(vii) Special authorizations/approvals as required by the Authority, to include, as applicable:
(a) Low visibility operations (LVO);
(b) CAT II and/or III approaches;
(c) Automatic landing, head-up display (HUD) or equivalent displays, vision systems
operations and associated operational credit(s) granted (if such systems are used to
gain operational benefit);
(d) Use of GPS to conduct any approach;
(e) ETOPS/EDTO, as applicable, including the applicable threshold/maximum diversion
times established for each particular aircraft and engine combination;
(f) RVSM operations;
(g) MNPS/NAT HLA operations;
(h) Area of Magnetic Unreliability (AMU);
(i) Basic RNAV/RNP operations;
(j) AR navigation specifications for PBN operations;
(k) Performance-Based Communication and Surveillance (PBCS) operations;
(l) Transport of dangerous goods as cargo;
(m) Electronic Flight Bag (EFB) operations. (GM)
Auditor Actions
 Identified the documents that authorize the Operator to conduct commercial air transport
operations in accordance with conditions and limitations specified by the State.
 Interviewed responsible manager(s) in flight operations.
 Examined AOC (focus: information is current and relevant to the Operator).
 Crosschecked AOC against OM (focus: authorizations/limitations consistent with operations
conducted by Operator).
Guidance
Refer to the IRM for the definitions of Low Visibility Operations (LVO) and North Atlantic Track High
Level Airspace (NAT HLA).
Refer to the IRM for the definitions of Electronic Flight Bag (EFB), Vision Systems, ETOPS, Extended
Diversion Time Operations (EDTO), Head-up Display (HUD), Minimum Navigation Performance
Specifications (MNPS/NAT HLA), PBN Navigation Specification AR (Authorization Required),
Reduced Vertical Separation Minima (RVSM), Required Navigation Performance (RNP) and State.
The specifications of this provision require the conditions and limitations of any State-approved or
State-accepted air transport operations, conducted by the operator, to be described in the AOC, AOC
equivalents and/or associated documents.
The AOC is produced (by the State) in a manner consistent with local conditions for State approval or
acceptance. This should not preclude the operator from describing authorized operations, including
conditions and limitations for such operations, in associated documents and in a manner consistent
with the specifications of this provision. Such documents typically include the OM or any operational
document that describes the conditions and limitations of authorized operations.
The exemptions, deviations, waivers and special authorizations in specifications vi) and vii) may be
described in State-approved or State-accepted documents other than the AOC.
Operators subject to laws or regulations of the State that prevent the issuance of an AOC consistent
with the specifications of this provision and/or prohibit the description of authorized operations in a

manner consistent with the specifications of this provision may demonstrate an equivalent method of
ensuring the specifications of this provision are satisfied.
The period of validity is designated on the AOC or determined by reference to the dates of issuance
and expiration.
The specification in item vii) e) refers to aircraft operated on routes where the diversion time from any
point on the route to an enroute alternate airport exceeds the threshold time but is within the
maximum diversion time as established by the State.
1.3 Accountability, Authorities and Responsibilities
FLT 1.3.1
The Operator shall ensure the flight operations management system defines the safety
accountability, authorities and responsibilities of management and non-management personnel that
perform functions relevant to the safety or security of aircraft operations in areas of the flight
operations organization specified in FLT 1.3.2. The management system shall also specify:
(i) The levels of management with the authority to make decisions regarding risk tolerability
with respect to the safety and/or security of flight operations;
(ii) Responsibilities for ensuring operations are conducted in accordance with applicable
regulations and standards of the Operator;
(iii) Lines of accountability throughout flight operations, including direct accountability for safety
and/or security on the part of flight operations senior management. [SMS] (GM) ◄
Auditor Actions
 Identified/Assessed defined safety/security accountability/authorities/responsibilities for
management/non-management personnel in flight operations (focus: definitions apply to
personnel throughout flight operations).
 Interviewed responsible manager in flight operations.
 Examined job descriptions of selected management/non-management personnel (focus:
definition of accountability/authorities/responsibilities for roles/positions in flight operations).
Guidance
The intent of this provision is to ensure operational personnel required to perform functions relevant
to the safety and security of aircraft operations are identified, their accountability, authorities and
responsibilities are defined by the operator and communicated throughout the flight operations
organization. Additionally, the provision addresses, as a minimum, the accountability, authorities and
responsibilities of the relevant management and non-management flight operations personnel
specified in FLT 1.3.2.
Refer to Guidance associated with ORG 1.3.1, located in ISM Section 1, for expanded information
regarding accountability, authority and responsibility as applicable to management and non-
management personnel.
FLT 1.3.2
The Operator shall delegate authority and assign responsibility for the management and supervision
of specific areas of the organization relevant to the flight operations management system, to include,
as a minimum:
(i) Fleet operations;
(ii) Line operations;
(iii) Documentation control;
(iv) Flight crew training;
(v) Operations engineering;
(vi) Flight crew scheduling;
(vii) Accident prevention and flight safety;

(viii) Human resources;

(ix) Quality assurance;
(x) Security. (GM)
Auditor Actions
 Identified positions with authority/responsibility for management/supervision of the specified
areas of flight operations.
 Examined job description for selected management positions (focus: authority/responsibility for
management of the specified areas of flight operations).
Guidance
Refer to the IRM for the definition of Flight Crew and Operations Engineering.
The specification in:
• Item i) refers to the management of policies, rules, procedures and instructions governing
specific aircraft.
• Item ii) refers to the management of policies, rules, procedures and instructions governing
flight crew.
• Item vii) could also be referred to as the flight safety program.
• Item viii) refers to the provision of Human Resources including management staff, support
staff, administrative staff and flight crew.
FLT 1.3.3
The Operator shall have a process or procedure for the delegation of duties within the flight
operations management system that ensures managerial continuity is maintained when operational
managers including, if applicable, post holders are unable to carry out work duties. (GM) ◄
Auditor Actions
 Identified/Assessed processes for flight operations management system delegation of duties
(focus: processes maintain managerial continuity during periods when managers are absent).
 Examined example(s) of delegation of duties due to absence of managers.
Guidance
The operational managers subject to the specifications of this provision include, as a minimum,
managerial personnel, as defined by the operator or Authority, required to ensure control and
supervision of flight operations.
The intent of this provision is for an operator to have a process or procedure that ensures a specific
person (or perhaps more than one person) is identified to assume the duties of any operational
manager that is or is expected to be, for any reason, unable to accomplish assigned work duties.
For the purpose of this provision, the use of telecommuting technology and/or being on call and
continually contactable are acceptable means for operational managers to remain available and
capable of carrying out assigned work duties.
Refer to the guidance associated with ORG 1.3.2, located in ISM Section 1, which addresses the
performance of work duties and the use of telecommuting technology and/or being on call and
continually contactable.
FLT 1.3.4
The Operator shall ensure a delegation of authority and assignment of responsibility within the flight
operations management system for liaison with regulatory authorities, original equipment
manufacturers and other external entities relevant to flight operations. (GM) ◄

Auditor Actions
 Identified positions within flight operations with authority/responsibility for liaison with
regulators/other external entities.
 Interviewed selected flight operations manager(s) with authority for liaison external entities.
 Examined job description for selected management positions (focus: authority/responsibility for
liaison with external entities).
Guidance
Refer to Guidance associated with ORG 1.3.3 located in ISM Section 1 regarding the need to
coordinate and communicate with external entities.
The specifications of this provision are intended to ensure ongoing compliance with regulations,
organizational standards and other applicable rules and requirements.
FLT 1.3.5 (Intentionally open)
FLT 1.3.6
The Operator shall assign responsibility to the pilot-in-command (PIC) for:
(i) The safety of all crew members, passengers and/or cargo on board the aircraft when the
doors are closed;
(ii) The operation and safety of the aircraft from the moment the aircraft is ready to move for the
purpose of taking off until the moment it finally comes to rest at the end of the flight and the
engine(s) are shut down;
(iii) Ensuring checklists are complied with. (GM)
Auditor Actions
 Identified/Assessed documents that assign responsibilities to the PIC.
 Interviewed flight/cabin crew members.
 Observed line flight and flight simulator operations (focus: PIC demonstrates responsibility for
safety of flight; ensures compliance with checklists).
Guidance
The intent of this provision is to ensure that the specified responsibilities are assigned to the PIC and
such assignment is evident in Operator policies or procedures.
Specifications in item i) and ii) may be satisfied by policies documented in, or referenced in, the OM
that assign responsibilities to the PIC in a manner consistent with regulations of the State and the
intent of the provision. Slight variations in the wording of policies are permissible if the periods of
responsibility as specified in each item are addressed by the operator's policies.
For example, an operator could assign responsibility to the PIC for the safety of passengers from the
time they board the aircraft until they deplane. Such policy would satisfy this provision because it
exceeds the period of PIC responsibility as specified in this provision.
The specification in item iii) may be satisfied by any policy or combination of policies that assign the
responsibility for compliance with standard operating procedures to the PIC.

FLT 1.3.7
The Operator shall ensure, for the duration of each flight, one pilot is designated to act as PIC. (GM)
Auditor Actions
 Identified/Assessed documents that describe flight crew composition and/or succession of
command.
 Interviewed flight crew members.
 Observed line flight operations (focus: designation of primary PIC).
 Other Action (Specify)
Guidance
The specification of this provision is satisfied if one pilot is designated to act as PIC, regardless of
crew configuration or en route crew changes.
The operator may choose to address the specification of this provision as part of a plan for
succession of command in accordance with FLT 1.3.8.
FLT 1.3.8
The Operator shall ensure the duties and responsibilities of flight crew members, to include a plan for
succession of command, are defined and described in the OM. (GM)
Auditor Actions
 Identified/Assessed OM description of flight crew composition and/or succession of command.
 Interviewed flight crew members.
 Observed line flight operations (focus: flight crew responsibilities/duties performed as defined).
Guidance
Refer to the IRM for the definition of Flight Crew Member.
FLT 1.3.9
The Operator shall have a policy to address willful and deliberate violation of flight operations
organizational policies and/or procedures by flight operations personnel. (GM)
Auditor Actions
 Identified policy that addresses willful/deliberate violation of flight operations policies/procedures
by flight operations personnel.
 Examined selected records of willful/deliberate violations (focus: policy is implemented in a
consistent manner).
Guidance
Refer to the IRM for the definition of Controlled Document.
Appropriate policy regarding procedure violations typically includes NAA intervention, committee for
case review (operator, trade union or mixed) and/or equivalent types of action.
The specification of this provision is applicable to flight operations personnel and is not restricted only
to flight crew.
The policy may be documented or referenced in the OM or reside in another controlled document
that is available to the flight crew.

FLT 1.3.10
If the Operator uses supernumeraries in the passenger cabin or supernumerary compartment of an
aircraft that are required for the safety of operations, the Operator should have policies and
procedures that:
(i) Define and describe duties or responsibilities assigned to such personnel that are related to
safety;
(ii) Ensure such supernumeraries do not impede flight crew members in the performance of
their duties;
(iii) If a cabin crew is used, ensure supernumeraries do not impede cabin crew members in the
performance of their duties. (GM)
Auditor Actions
 Identified/Assessed policies/procedures that define and address the use of supernumeraries.
 Examined defined duties and responsibilities for supernumeraries.
 Examined selected supernumerary training curricula and records.
 Observed line flight operations (focus: control/role/use of supernumeraries).
Guidance
Refer to the IRM for the definitions of Cabin Crew, Cabin Crew Member, Passenger, Supernumerary
and Supernumerary Compartment. The definition of Supernumerary further defines and includes
examples of supernumeraries, including those that are required for the safety of operations.
This provision is applicable only to supernumeraries that are required for safety of operations in
accordance with FLT 2.2.44, which would include appropriately qualified fire watch/firefighting
personnel in the cabin of aircraft being used to transport cargo in the passenger cabin, without
passengers. The intent is to ensure:
• Supernumeraries required for the safety of operations on board an aircraft during commercial
or non-commercial operations are aware of (through training, briefing or other means) safety
roles, responsibilities and duties;
• Specific duties and responsibilities assigned to supernumeraries that are related to safety
are appropriately defined;
• Supernumeraries are prepared to assist, but will not interfere with, qualified crew members in
the performance their duties.
Supernumeraries that are not required for the safety of operations would typically be made aware of
safety-related roles or responsibilities via a briefing, announcement or other applicable means as
specified in subsections 3.8, 3.13 and 3.14.
1.4 Communication and Coordination
FLT 1.4.1
The Operator shall have a system that enables effective communication of relevant safety and
operational information throughout the flight operations management system and in all areas where
flight operations are conducted. Such system shall ensure:
(i) Personnel maintain an awareness of the SMS;
(ii) Safety-critical information is conveyed;
(iii) If applicable, external service providers are provided with information relevant to operations
conducted. [SMS] (GM) ◄

Auditor Actions
 Identified/Assessed communication system(s) in flight operations (focus: capability for
communicating information relevant to operations within the flight operations organization).
 Examined examples of information communication/transfer in flight operations.
 Interviewed selected non-management operational personnel in flight operations.
Guidance
FLT 1.4.2
The Operator shall have a process to ensure issues that affect operational safety and security are
coordinated among personnel with expertise in the appropriate areas within the flight operations
organization and relevant areas outside of flight operations, to include, as appropriate:
(i) Accident prevention and flight safety;
(ii) Cabin operations;
(iii) Engineering and maintenance;
(iv) Operations engineering;
(v) Operational control/flight dispatch;
(vi) Human resources;
(vii) Ground handling, cargo operations and dangerous goods;
(viii) Manufacturers, (AFM/AOM, operational and safety communication);
(ix) Regulatory agencies or authorities. (GM)
Auditor Actions
 Identified/Assessed operational safety and security coordination process(es).
 Examined selected evidence of internal/external coordination.
Guidance
Refer to the IRM for the definitions of Aircraft Operating Manual (AOM) and Approved Flight Manual.
Some examples of issues that could affect operational safety and security include aircraft
modifications, new equipment, new destinations/routes, or regulatory changes.
The specifications of this provision are satisfied if an operator can demonstrate that a process exists
within the flight operations organization that ensures necessary internal and external coordination.
The coordination processes specified in this provision may occur during meetings or other means of
liaison (e.g. email, memos, conference call).
The specification in item iv) refers to coordination with the following or other appropriate categories of
personnel:
• The operations engineering manager or other person responsible for defining, producing,
customizing and distributing aircraft performance data;
• The manager responsible for defining, producing, customizing and/or distributing route and
airport instructions or information, Notices to Airmen (NOTAMs) and Flight Management
System (FMS) databases, if applicable;
• The operations engineering manager or other person in charge of aircraft equipment
specification.

The specification in item iv) typically includes coordination on the following operational safety issues:
• Fleet and cross-fleet standardization;
• Flight deck layout;
• Aircraft avionics, instrumentation, equipment and/or components in accordance with the
provisions of FLT 4.3.1.
The specification in item vi) refers to coordination with respect to staffing necessary to meet operator
requirements.
FLT 1.4.3
The Operator shall have a process to ensure the dissemination of safety-critical operational
information to appropriate personnel within and external to the flight operations organization, to
include:
(i) Airworthiness Directives (ADs);
(ii) Manufacturer bulletins;
(iii) Flight crew bulletins or directives;
(iv) NOTAMs. (GM)
Auditor Actions
 Identified/Assessed process that ensures the dissemination of safety-critical operational
information.
 Interviewed frontline personnel.
 Examined selected evidence of information dissemination.
Guidance
Refer to the IRM for the definitions of Airworthiness Directive, Flight Crew Bulletin and NOTAM.
The intent of this provision is to ensure a process is in place to disseminate safety critical information
to personnel that require it.
1.5 Provision of Resources
FLT 1.5.1
The Operator shall have the necessary facilities, workspace, equipment and supporting services, as
well as work environment, to satisfy flight operations safety and security requirements. (GM) ◄
Note: Conformity with this provision does not require specifications to be documented by the
Operator.
Auditor Actions
 Observed/Assessed physical resources and services (focus: adequacy to meet flight operations
needs).
Guidance
The specifications of this provision refer to the infrastructure and resource requirements that would
be necessary to deliver safe and secure flight operations, to include flight operations and support
facilities, services and equipment.


The specifications of this provision do not apply to the aircraft interior.
Implementation of this standard (i.e. adequacy of physical resources, work environment) is typically
assessed through observations made by the auditor(s) during the course of the on-site audit.
FLT 1.5.2
The Operator shall have a selection process for management and non-management positions within
the organization that require the performance of functions relevant to the safety or security of aircraft
operations. Such process shall ensure candidates are selected on the basis of knowledge, skills,
training and experience appropriate for the position. (GM) ◄
Auditor Actions
 Identified/Assessed standards and processes for selection of flight operations personnel in
functions relevant to safety and security of aircraft operations.
 Interviewed personnel that perform flight functions relevant to the safety or security of aircraft
operations.
Guidance
The operational positions subject to the specifications of this provision typically include:
• Management personnel required to ensure control and supervision of flight operations in
accordance with FLT 1.1.1 as defined by the operator or Authority;
• Management personnel assigned the responsibility for the management and supervision of
specific areas of the organization relevant to flight operations in accordance with FLT 1.3.2.
Flight crew member knowledge, skill and experience requirements are in accordance with FLT 1.5.3,
1.5.4, and 1.5.5.
Flight crew member training requirements are in accordance with the applicable provisions contained
in Subsection 2, Training and Qualification.
FLT 1.5.3
The Operator shall have a process to ensure candidates, prior to being employed as flight crew
members, are screened for the purpose of determining if they possess the requisite certifications,
skills, competencies and other attributes required by the Operator and/or State. Such process, as a
minimum, shall include procedures for reviewing and/or assessing:
(i) Technical and non-technical competencies and skills, to include interpersonal skills;
(ii) Aviation experience;
(iii) Credentials and licenses;
(iv) Medical fitness;
(v) Security background;
(vi) Common language(s) fluency. (GM)
Auditor Actions
 Identified/Assessed the process/criteria used for pre-employment screening of flight crew
member candidates.
 Examined selected flight crew candidate screening records.
Guidance
Refer to the IRM for the definition of Air Traffic Control (ATC).

The specification in:

• Item i) refers to technical competencies and skills that will vary with the requirements of the
position in which the flight crew member will be employed. For example, an ab initio pilot will
not necessarily have flying skills but will possess other skills and/or attributes necessary to
succeed in training.
• Item iii) typically includes verification of authenticity of licenses.
• Item iv) could be assessed by a flight operations management interview, Human Resource
interview and/or the conduct of a psychological analysis.
• Item vi) is applicable unless such check is performed or prohibited by the State.
• Item vii) refers to aviation English language fluency (where required for Air Traffic Control
(ATC) communications) and sufficient fluency in the designated common language(s)
necessary for ensuring effective communication (see FLT 3.1.1).
FLT 1.5.4
The Operator shall have a process for screening candidates for the position of PIC, to include, if
applicable, ensuring a prerequisite minimum level of line experience that is acceptable to the
Authority. (GM)
Auditor Actions
 Identified/Assessed the processes used for screening of candidates for the position of PIC.
 Examined selected PIC candidate screening records.
Guidance
The specifications of this provision refer to a screening process for direct hire or upgrade to PIC.
Such screening occurs prior to a pilot being assigned duties as PIC and typically includes:
• Training records review;
• Management recommendations and/or review board;
• Training department recommendations and/or review board;
• Verification of minimum experience acceptable to the Authority;
• Any other screening requirements in accordance with the needs of the operator or
requirements of the Authority.
FLT 1.5.5
The Operator shall have criteria and processes for the selection of instructors, evaluators and line
check airmen, to include a minimum experience level in line operations that is acceptable to the
Operator and/or the State. (GM)
Auditor Actions
 Identified/Assessed instructor/evaluator/line check airman selection criteria and processes.
 Examined selected instructor/evaluator/line check airman candidate screening records.
Guidance
The intent of this provision is to ensure instructors and evaluators are selected in a manner
consistent with the overall objectives of an operator's training program. To achieve this aim, selection
criteria and processes would typically include:
• Confirmation that a minimum level of experience has been attained;
• A review of the training records of potential selectees;
• Recommendations from Flight Operations management and/or the training department.

1.6 Documentation System
FLT 1.6.1
The Operator shall have a system for the management and control of documentation and/or data
used directly in the conduct or support of operations. Such system shall ensure documentation:
(i) Meets all required elements specified in Table 1.1;
(ii) Contains legible and accurate information;
(iii) Is presented in a format appropriate for use in operations. (GM) ◄
Auditor Actions
 Identified/Assessed system(s) for management and control of documentation/data used in flight
operations (focus: applicable system elements as specified in ORG Table 1.1;
management/control of OM, Training Manual, other specified documents and the onboard
library).
 Examined selected parts of the OM/other documents/data used in flight operations.
 Interviewed person(s) responsible for flight operations documentation management/control
process(es).
 Traced life of selected OM or Training Manual revision from inception to publication to
obsolescence.
Guidance
Refer to the IRM for the definitions of Documentation, Electronic Documentation, Ground Proximity
Warning System (GPWS), Master Minimum Equipment List (MMEL), Minimum Equipment List
(MEL), Onboard Library and Operations Manual (OM) and Paper Documentation.
Refer to ORG 2.5.1 and associated Guidance and Table 1.1, located in ISM Section 1.
Internal operational documents are subject to management, and control.
External documents that are customized and redistributed for use by an operator are subject to
management and control. One such example is the MMEL produced by an aircraft manufacturer and
subsequently customized by the operator and distributed to operational personnel as the MEL.
Documents received from external sources:
• Are managed by the operator and controlled by the issuing entity;
• Include applicable regulations and associated documents, original manufacturer's manuals
and documents and/or data produced externally for the operator;
• Typically include dangerous goods documents, route and airports charts, FMS databases,
GPWS terrain and obstacle databases, airport analysis data, weight/mass and balance data
and performance data.
Refer to FLT 1.6.3 for the description of additional external documents subject to management
and/or control.
Required manuals and documents may be carried on board by the flight crew. Also, maintenance of
the manuals and documents carried on board by the flight crew may be delegated to the flight crew.
Required onboard manuals and documents may also be contained in an EFB device or system used
in accordance with FLT 3.5.3.
This provision refers to any organized system for documentation retention that contains current
manuals, regulatory publications and other essential documents associated with flight operations.

FLT 1.6.3
The Operator shall ensure the system for the management and control of flight operations
documentation as specified in ORG 2.5.1 and Table 1.1 addresses, as a minimum, the following
documents from external sources:
(i) As applicable, regulations of the State and of the other states or authorities relevant to
operations;
(ii) As applicable, relevant ICAO Standards and Recommended Practices (SARPS), manuals,
regional supplementary procedures and/or circulars;
(iii) Airworthiness Directives (ADs);
(iv) As applicable, Aeronautical Information Publications (AIP) and NOTAMS;
(v) State-approved or State-accepted Aircraft Flight Manuals (AFM);
(vi) Manufacturer's Aircraft Operating Manuals (AOMs), including performance data, weight and
balance data/manuals, checklists and MEL/CDL;
(vii) As applicable, other manufacturer's operational communications. (GM)
Auditor Actions
 Identified/Assessed system(s) for management and control of documentation and data used in
flight operations (focus: system includes management/control of specified documents from
external sources).
 Examined selected documents from external sources (focus: application of management/control
elements).
Guidance
Refer to the IRM for the definitions of Aeronautical Information Publication (AIP), Aircraft Operating
Manual (AOM), Approved Flight Manual (AFM), Airworthiness Directive (AD), Configuration Deviation
List (CDL), Master Minimum Equipment List (MMEL), Minimum Equipment List (MEL), State
Acceptance and State Approval.
The specification in item i) refers to applicable regulations imposed on an operator by the State,
which issues the Air Operator Certificate (AOC), and other states and/or authorities that actively
regulate foreign operators or have jurisdiction over international operations conducted by the
operator. This may be done through the issuing of an Operational Specification (OPS SPEC) or
specific state legislation.
The specification in item ii) refers to applicable ICAO standards, recommended practices,
supplemental procedures and/or guidance material made applicable to the operations of the operator
by any states or authority with jurisdiction over the operations of the operator. Applicable authorities
typically include those authorities that have jurisdiction over international operations conducted by an
operator over the high seas or over the territory of a state that is other than the State of the Operator.
The specification in item ii) also refers to applicable ICAO standards and/or recommended practices
that are referenced in the operator's documentation.
The specification for the manufacturer's AFM in item v) may be replaced by an Aircraft Operating
Manual (AOM) customized by the manufacturer for the specific use in flight operations by an
operator.
The specification in item vi) refers to bulletins or directives distributed by the manufacturer for the
purposes of amending aircraft technical specifications and/or operating procedures.
The specification in item vii) refers to operational communications received from the manufacturer of
equipment that is installed on the airplane, typically from the manufacturers of the engines,
components and safety equipment.

FLT 1.6.6
The Operator shall ensure documents that comprise the onboard library, as specified in Table 2.1,
are carried on board the aircraft for each flight and located in a manner that provides for access by
the flight crew. (GM)
Auditor Actions
 Identified/Assessed the document that describes the onboard library.
 Observed line flight operations (focus: content/accessibility of onboard library).
Guidance
Refer to Table 2.1 for specifications related to accessing performance calculations via telecom
systems (e.g. ACARS) in lieu of onboard documentation.
1.7 Operations Manual
FLT 1.7.1
The Operator shall have an Operations Manual (OM) for the use of personnel in the flight operations
organization, which may be issued in separate parts, and which contains or references the policies,
procedures, checklists and other guidance or information necessary for compliance with applicable
regulations, laws, rules and Operator standards. As a minimum, the OM shall be managed and
controlled in accordance with FLT 1.6.1, define the content of the onboard library and be in
accordance with specifications contained in Table 2.2. (GM)
Auditor Actions
 Identified/Assessed operational documents that comprise the OM.
 Identified external documents referenced in the OM that contain operational information used by
flight crew.
 Examined selected parts of OM (focus: contents in accordance with Table 2.2).
 Observed line flight and flight simulator operations (focus: flight crew use/interpretation of OM
and related checklists).
Guidance
The intent of this provision is to ensure the flight crew will find all information necessary to perform its
functions within the OM, or within another document that is referenced in the OM. The OM is
identified as a source of operational information approved or accepted for the purpose by the
operator or the State.
Guidance and procedures in the OM enable the flight crew to comply with the conditions and
limitations specified in the AOC.
FLT 1.7.2
The Operator shall ensure information in the OM pertaining to flight crew duties and responsibilities is
published in the designated common language(s), as specified in FLT 3.1.1. (GM)
Auditor Actions
 Identified common language(s) designated in accordance with FLT 3.1.1.
 Examined selected parts of OM that address flight crew duties.
 Observed line flight operations (focus: OM crew duties/responsibilities published in designated
common language).

Guidance
The intent of this provision is that the OM is published in a common language designated by the
operator, which ensures all flight crew members are able to understand information that pertains to
their duties and responsibilities. Additionally, if the OM is published in more than one designated
language, to ensure there is harmonization between language versions of the OM pertaining to flight
crew duties and responsibilities, which eliminate the possibility of differences in understanding or
interpretation.
FLT 1.7.4
The Operator shall have a process to develop and establish procedures and checklists for use by the
flight crew. Such process shall ensure:
(i) Human factors principles are observed in the design of the OM, checklists and associated
procedures;
(ii) The specific parts of the OM relevant to flight crew are clearly identified and defined;
(iii) If applicable, any differences from procedures and checklists provided by the
manufacturer(s) are based on operational considerations. (GM)
Auditor Actions
 Identified/Assessed process used to develop flight crew checklists and procedures.
 Identified specific parts of OM relevant to flight crew.
 Interviewed responsible manager(s) ) in flight operations.
 Observed line flight operations (focus: flight crew use/interpretation of OM and related
checklists).
Guidance
Refer to the IRM for the definition of Human Factors Principles.
The intent of this provision is to ensure procedures and checklists are developed in a manner that
ensures they are useable, identifiable and consistent with manufacturer specifications. Any
deviations from manufacturer procedures or checklists are typically based on operational concerns
identified by the operator.
Human factors principles in document design and checklist usage typically address the following:
• Preparation of documentation in a useable format for information presentation, at the
appropriate reading level and with the required degree of technical sophistication and clarity.
• Improving user performance through the use of effective and consistent labels, symbols,
colors, terms, acronyms, abbreviations, formats and data fields.
• Ensuring the availability and usability of information to the user for specific tasks, when
needed, and in a form that is directly usable.
• Designing operational procedures for simplicity, consistency and ease of use.
• Enabling operators to perceive and understand elements of the current situation and project
them to future operational situations.
• Minimizing the need for special or unique operator skills, abilities, tools or characteristics.
• Assessing the net demands or impacts upon the physical, cognitive and decision-making
resources of the operator, using objective and subjective performance measures.
• The specification in item ii) ensures the relevant sections of the OM are clearly identified as
the OM can, in some instances, include sections published for flight operations personnel
other than flight crew. As such, all OM sections need not be provided to the flight crew (e.g.,
training syllabi are usually restricted to training/checking personnel).
Refer to FLT 1.6.1 for specifications applicable to all flight operations documentation, including the
OM.

1.8 Records System
FLT 1.8.1
The Operator shall have a system for the management and control of flight operations records to
ensure the content and retention of such records is in accordance with requirements of the Authority,
as applicable, and to ensure operational records are subjected to standardized processes for:
(i) Identification;
(ii) Legibility;
(iii) Maintenance;
(iv) Retrieval;
(v) Protection, integrity and security;
(vi) Disposal, deletion (electronic records) and archiving. (GM) ◄
Auditor Actions
 Identified/Assessed system for management/control of operational records in flight operations
(focus: system includes standardized processes as specified in standard).
 Examined selected flight operations records.
Guidance
Refer to guidance associated with ORG 2.6.1 located in ISM Section 1.
FLT 1.8.2
The Operator shall ensure the system for the management and control of flight operations records as
specified in FLT 1.8.1 includes retention, for a period of time determined by the Operator or the
Authority, of records that document:
(i) The fulfillment of flight crew qualification requirements, as specified in Table 2.3;
(ii) Successful and unsuccessful flight crew evaluations, as specified in FLT 2.1.28. (GM)
Auditor Actions
 Identified/Assessed the management and control system for operational records in flight
operations.
 Interviewed the responsible manager(s) in flight operations.
 Examined selected flight crew qualification records (focus: fulfilment of requirements in
Table 2.3, successful/unsuccessful flight crew evaluations).
Guidance
The intent of this provision is for an operator, as a minimum, to record completion of the flight crew
qualification activities specified in i) and ii), and to retain the specified records for a period of time
acceptable to the Authority.
FLT 1.8.3
If the Operator uses an electronic system for the management and control of flight operations
records, the Operator shall ensure the system provides for a scheduled generation of backup record
files. (GM) ◄

Auditor Actions
 Identified/Assessed process for backup of electronic flight operations records (focus: system
defines schedule for periodic file backup).
 Examined selected record(s) of backup files for electronic records.
Guidance
1.9 (Intentionally open)
1.10 Quality Assurance Program
FLT 1.10.1
The Operator shall have a quality assurance program that provides for the auditing and evaluation of
the flight operations management system and operational functions at planned intervals to ensure
the organization is:
(i) Complying with applicable regulations and standards;
(ii) Satisfying stated operational needs;
(iii) Identifying areas requiring improvement;
(iv) Identifying hazards to operations;
(v) Assessing the effectiveness of safety risk controls. [SMS] (GM) ◄
Auditor Actions
 Identified/Assessed quality assurance program in flight operations (focus: role/purpose within
organization/SMS; definition of audit program scope/objectives; description of program
elements/procedures for ongoing auditing of management/operational areas).
 Interviewed responsible quality assurance program manager.
 Interviewed selected operational managers (focus: interface with quality assurance program).
 Examined selected flight operations audit reports (focus: audit scope/process/organizational
interface).
Guidance
Refer to the IRM for the definition of Quality Assurance (QA).
The specifications of this provision would typically apply to periodic audits of the training organization
and program, whether training is conducted by the operator or outsourced to an external service
provider.
Audits would normally be conducted at intervals that meet the requirements of the operator and/or
the Authority.
Refer to Guidance associated with ORG 2.1.1 located in ISM Section 1 for typical audit program
requirements.
FLT 1.10.2
The Operator shall have an audit planning process and sufficient resources to ensure audits of flight
operations functions are:
(i) Scheduled at intervals to meet regulatory and management system requirements;
(ii) Conducted within the scheduled interval. (GM) ◄

Auditor Actions
 Identified/Assessed quality assurance audit planning process in flight operations (focus: audits
planned/scheduled/conducted in accordance with applicable internal/external requirements).
 Identified/Assessed audit resources (focus: availability of sufficient auditors/other resources to
accomplish audit plan).
 Interviewed Quality Assurance Program Manager.
 Crosschecked audit plan with selected audit reports, to verify adherence to plan (focus: audits
conducted in accordance with audit plan).
Guidance
Intervals of surveillance activities typically vary, depending on the operator.
Previous outcomes would typically be considered by the operator when determining audit intervals.
FLT 1.10.3
The Operator shall have a process to ensure significant issues arising from flight operations quality
assurance and risk management are subject to management review in accordance with ORG
4.1.1. [SMS] (GM) ◄
Auditor Actions
 Identified/Assessed process for management review of flight operations quality assurance
issues (focus: continual improvement of quality assurance program).
 Examined selected records/documents of management review of flight operations quality
assurance program issues (focus: specific issues/changes identified and implemented to
improve quality assurance program).
Guidance
Significant issues are typically defined by the operator and are regarded as those issues that could
impact the safety, security and/or quality of flight operations.
Refer to ORG 4.1.1, ORG 4.1.2 and associated guidance located in ISM Section 1.
FLT 1.10.4
The Operator shall have a process for addressing findings that result from audits conducted under
the quality assurance program, which ensures:
(i) Identification of root cause(s);
(ii) Development of corrective action as appropriate to address findings;
(iii) Implementation of corrective action in appropriate areas of flight operations;
(iv) Evaluation of corrective action to determine effectiveness. (GM) ◄
Auditor Actions
 Identified/Assessed process for addressing/closing flight operations audit findings.
 Examined selected audit reports/records (focus: identification of root cause,
development/implementation of corrective action, follow-up to evaluate effectiveness).
Guidance

1.11 Quality Control of Outsourced Operations and Products
FLT 1.11.1A
If the Operator has external service providers conduct outsourced flight operations functions, the
Operator shall ensure a service provider selection process is in place that ensures:
(i) Relevant safety and security selection criteria are established;
(ii) Service providers are evaluated against such criteria prior to selection. (GM) ◄
Auditor Actions
 Identified/Assessed selection process for external service providers.
 Examined selected records/documents that demonstrate application of the selection process.
 Other Actions (specify)
Guidance
The intent of this provision is for an operator to define relevant safety and security criteria for use in
the evaluation and potential selection of flight operations service providers. This is the first step in the
management of external service providers and would take place prior to the operator signing an
agreement with a provider. The process needs to be applied only once leading up to the selection of
an individual service provider.
FLT 1.11.1B
Operator shall have a process to ensure a contract or agreement is executed with such external
service providers. Contract(s) or agreement(s) shall identify the application of specific documented
requirements that can be monitored by the Operator to ensure requirements that affect the safety or
security of flight operations are being fulfilled by the service provider. (GM) ◄
Auditor Actions
 Identified/Assessed processes for contract/agreement production/execution with external
service providers that conduct outsourced flight operations functions.
 Examined selected flight operations outsourcing contracts/agreements (focus: inclusion of or
reference to specific requirements applicable to external service providers).
Guidance
Refer to the IRM for the definitions of Operational Function (Aircraft Operations) and Outsourcing.
This provision only addresses flight operations functions that are outsourced to external service
providers. An example of an operational function relevant to flight operations that could be conducted
by external organizations is flight crew training.
FLT 1.11.2
Operator shall have a process to monitor such external service providers to ensure requirements that
affect the safety or security of flight operations are being fulfilled. (GM) ◄
Note: IOSA registration as the only means to monitor is acceptable provided the Operator obtains
the latest of the applicable audit report(s) through official program channels and considers the
content of such report(s).

Auditor Actions
 Identified/Assessed processes used for monitoring external flight operations service providers
(focus: monitoring process ensures provider fulfils applicable safety/security requirements).
 Examined selected records/reports resulting from monitoring of flight operations service
providers (focus: monitoring process ensures provider fulfils applicable safety/security
requirements).
Guidance
The intent of this provision is to ensure operators that outsource flight operations functions) to
external service providers as specified in FLT 1.11.1A have processes in place to monitor such
providers in accordance with the specifications of this provision.
An example of an operational function relevant to flight operations that could be conducted by
external organizations is flight crew training.
Examples of outsourced security functions related to flight operations include aircraft/flight deck
security sweeps and the transmission of threat information to operators or aircraft.
Auditing is typically a preferred process for the monitoring and control of external organizations.
FLT 1.11.3
If the Operator utilizes products for flight operations relevant to the safety and security of aircraft
operations that are purchased or otherwise acquired from an external vendor or supplier (other than
electronic data products as specified in FLT 4.2.6 and FLT 4.2.7), the Operator should have
processes to ensure such products meet the technical requirements specified by the Operator prior
to being used in the conduct of operations. (GM) ◄
Auditor Actions
 Identified/Assessed acceptance processes for ensuring acquired products used in flight
operations meet technical requirements.
 Examined selected product acceptance records (focus: products meet flight operations technical
requirements).
Guidance
The specifications of this provision address data, equipment or products that directly affect aircraft,
flight deck, or cabin operational safety. Such data or products typically include airport analysis data,
weight/mass and balance data and performance data.
The intent of the monitoring and control specifications of this provision pertaining to data is to ensure
operational data acquired from external suppliers and used for the support of flight operations are
current, accurate and complete.
Terrain and obstacle data product integrity is addressed in FLT 4.2.7.
Further guidance can be found at
https://www.iata.org/contentassets/06377898f60c46028a4dd38f13f979ad/enhance-access-to-
egpws-information---final-version.pdf
FLT 1.11.5
Operator should include auditing as a process for the monitoring of external service providers in
accordance with FLT 1.11.2. (GM) ◄

Auditor Actions
 Identified/Assessed auditing processes used for monitoring external flight operations service
providers.
 Examined selected records/reports resulting from auditing of flight operations service providers
(focus: audit process ensures provider is fulfilling applicable safety/security requirements).
Guidance
Monitoring and control of external organizations typically include random samplings, product audits,
supplier audits, or other similar methods.
1.12 Safety Management
Risk Management
FLT 1.12.1
The Operator shall have a hazard identification program in the flight operations organization that
includes a combination of reactive and proactive methods of hazard identification. [SMS] (GM) ◄
Auditor Actions
 Identified/Assessed safety hazard identification program in flight operations (focus: program
identifies hazards to aircraft operations; describes/defines method(s) of safety data
collection/analysis).
 Identified/Assessed role of flight operations in cross-discipline safety hazard identification
program (focus: participation with other operational disciplines).
 Interviewed person(s) that perform flight operations data collection/analysis to identify hazards
to aircraft operations.
 Examined selected examples of hazards identified through flight operations data
collection/analysis.
Guidance
Refer to the IRM for the definitions of Hazard (Aircraft Operations) and Safety Risk.
Hazard identification is an element of the Safety Risk Management component of the SMS
framework.
FLT 1.12.2
The Operator shall have a safety risk assessment and mitigation program in the flight operations
organization that specifies processes to ensure:
(i) Hazards are analyzed to determine the corresponding safety risks to aircraft operations;
(ii) Safety risks are assessed to determine the requirement for risk mitigation action(s);
(iii) When required, risk mitigation actions are developed and implemented in flight
operations. [SMS] (GM) ◄
Auditor Actions
 Identified/Assessed safety risk assessment and mitigation program in flight operations (focus:
hazards analyzed to identify/define risk; risk assessed to determine appropriate action; action
implemented/monitored to mitigate risk).

 Identified/Assessed role of flight operations in cross-discipline safety risk

assessment/mitigation program (focus: participation with other operational disciplines).
 Interviewed person(s) that perform flight operations risk assessment/mitigation.
 Examined selected records/documents that illustrate risk assessment/mitigation action.
Guidance
Refer to the IRM for the definitions of Risk Register, Safety Risk, Safety Risk Assessment (SRA),
Safety Risk Management and Safety Risk Mitigation.
Risk assessment and mitigation is an element of the Safety Risk Management component of the
SMS framework.
Hazards relevant to the conduct of aircraft operations are potentially associated with:
• Weather (e.g. adverse, extreme and space);
• Geophysical events (e.g. volcanic ash, earthquakes, tsunamis);
• Operations in airspace affected by armed conflict (i.e. Conflict Zones);
• ATM congestion;
• Mechanical failure;
• Geography (e.g. adverse terrain, large bodies of water, polar);
• Airport constraints (e.g. isolated, runway closure, RFFS capability);
• Alternate airport selection, specification and availability at the estimated time of use;
• Preflight fuel planning and in-flight fuel management;
• Critical fuel scenarios;
• ETOPS/EDTO;
• Performance-based compliance to prescriptive regulations;
• Operational considerations (e.g. area of operations, diversion time);
• The capabilities of an individual aircraft (e.g. cargo smoke detection and fire suppression
systems, open MEL items);
• The properties of items to be transported as cargo;
• The quantity and distribution of dangerous goods items to be transported;
• Criminal, dangerous, and/or unauthorized activities directed at manned aircraft or in the
vicinity of manned aircraft operations (e.g. laser pointing, unauthorized UAS/RPAS
operations);
• Flights using aircraft to transport cargo in the passenger cabin, without passengers;
• Any other condition(s) that would pose a safety risk to aircraft operations.
Operational Reporting
FLT 1.12.3
The Operator shall have an operational safety reporting system in the flight operations organization
that:
(i) Encourages and facilitates flight crew members and other flight operations personnel to
submit reports that identify safety hazards, expose safety deficiencies and raise safety
concerns;
(ii) Ensures mandatory reporting in accordance with applicable regulations;
(iii) Includes analysis and flight operations management action as necessary to address safety
issues identified through the reporting system. [SMS] (GM) ◄

Auditor Actions
 Identified/Assessed operational safety reporting system in flight operations (focus: system
urges/facilitates reporting of hazards/safety concerns; includes analysis/action to
validate/address reported hazards/safety concerns).
 Interviewed person(s) that perform operational safety report review/analysis/follow-up in flight
operations.
 Interviewed selected flight crew members.
 Examined selected data that confirm an effective flight operations safety reporting system
(focus: quantity of reports submitted/hazards identified).
 Examined records of selected flight operations safety reports (focus: analysis/follow-up to
identify and address reported hazards/safety concerns).
Guidance
Safety reporting is a key aspect of SMS hazard identification and risk management.
FLT 1.12.4
The Operator should have a confidential safety reporting system in the flight operations organization
that encourages and facilitates the reporting of events, hazards and/or concerns resulting from or
associated with human performance in operations. (GM) ◄
Auditor Actions
 Identified/Assessed confidential safety reporting system in flight operations (focus: system
urges/facilitates reporting of events/hazards/safety concerns caused by humans; report/reporters
are de-identified; includes analysis/action to validate/address reported hazards/safety concerns).
 Examined records of selected flight operations confidential safety reports (focus: report/reporter
de-identification; analysis/follow-up to identify/address reported hazards/safety concerns).
Guidance
Safety Performance Monitoring and Management
FLT 1.12.5
The Operator shall have processes in the flight operations organization for setting safety
performance indicators (SPIs) and, as applicable, safety performance targets (SPTs) as means to
monitor its safety performance, the achievement of its safety objectives and to validate the
effectiveness of safety risk controls. [SMS] (GM) ◄
Auditor Actions
 Identified/Assessed processes for setting SPIs and SPTs in flight operations (focus: processes
define the development and implementation of SPIs and SPTs that are aligned with safety
objectives).
 Examined selected SPIs and SPTs (focus: SPIs and SPTs are being used to monitor operational
performance toward effectiveness of risk controls and achievement of safety objectives).
 Examined records/documents that identify tracking of flight operations SPIs and SPTs (focus:
tracking used to assess/monitor operational safety performance, assess/validate risk control
effectiveness).

Guidance
Refer to the IRM for the definitions of Safety Assurance, Safety Objective, Safety Performance
Indicator (SPI) and Safety Performance Target (SPT).
Setting SPIs and SPTs that are consistent with the operator's safety objectives is an element of the
Safety Assurance component of the SMS framework.
SPIs are used by an operator to track and compare its operational performance against the
achievement of its safety objectives and to focus attention on the performance of the organization in
managing operational risks and maintaining compliance with relevant regulatory requirements.
SPIs are usually specifically identified occurrences, conditions or parameters used for monitoring and
assessing safety performance, Examples in flight operations could include the number of takeoff or
landing tail strikes, unsatisfactory line or training evaluations, unstabilized approaches, runway
incursions, or any other measurable occurrences that are managed by the SMS.
SPTs define short-term and medium-term safety performance management desired achievements.
They act as ‘milestones’ that provide confidence that the organization is on track to achieving its
safety objectives and provide a measurable way of verifying the effectiveness of safety performance
management activities. The setting of SPTs is normally accomplished after considering what is
realistically achievable and, where historical trend data are available, the recent performance of the
particular SPI.
It is not always necessary or appropriate to set or define SPTs as there could be some SPIs that are
better monitored for trends rather than against a targeted number. Safety reporting is an example of
when having a target could either discourage people not to report (if the target is not to exceed a
number) or to report trivial matters to meet a target (if the target is to reach a certain number).
Refer to Guidance associated with ORG 1.4.1 (safety objectives) and ORG 1.4.2 (SPIs and SPTs)
located in ISM Section 1.
2 Training and Qualification

General Guidance
Many provisions in this subsection specify traditional training program requirements that may be
replaced by an equivalent requirement as part of an Advanced Qualification Program (AQP),
Alternative Training and Qualification Program (ATQP) or Evidence-based Training (EBT) program in
accordance with FLT 2.1.1A and FLT 2.1.1B. AQP, ATQP and EBT are contemporary data-driven
training programs that allow for variations in the manner and method by which training and, when
applicable, an evaluation is conducted. Additionally, traditional recurrent training intervals may be
replaced in accordance with intervals specified in the continuing qualification curriculum that is
defined in an operator's AQP, ATQP or EBT (as applicable).
Most provisions contain specifications related to the recurring frequency of training and evaluation
events for flight crew members. Such provisions, with a few exceptions, define cycles or intervals for
the completion of recurrent training and/or evaluation expressed in months since training was first
completed or qualification was first established. It is important to note, however, that for the purpose
of conformance with these provisions, such intervals are nominal and that the actual interval may
vary slightly. For example, an operator may adjust the frequency of evaluations to minimize overlap,
provide scheduling flexibility, preserve the original qualification date, and/or ensure evaluations are
consistently completed in accordance with the nominal cycle set forth by the State and/or applicable
authorities. Accommodations of this nature are commonplace and vary widely by regulatory
jurisdiction. In all cases, however, the auditor will make the determination of whether or not such
accommodations fit within the nominal cycles established in each provision.
Conformance Applicability (CA) Tables embedded in certain provisions indicate how aspects or
factors relevant to flight crew training and qualification must be addressed or satisfied for an operator
to be in conformity with the provision. Each CA table contains four columns that address the following
relevant aspects/factors:
• Specific to Aircraft Type: Indicates whether the training specified in the provision must
account for or be tailored to aircraft type or crew position.

• Included in Initial/Transition/Conversion Training: Indicates whether the training specified in

the provision must be included as part of initial, transition or conversion training.
• Included in Recurrent Training/Continuing Qualification: Indicates whether the training
specified in the provision must be included as part of recurrent training/continuing
qualification and, as applicable, specifies the maximum recurrent interval.
• Conformance through AQP/ATQP/EBT: Indicates whether the specified training and/or
evaluation, including the associated recurrent training/continuing qualification interval, if any,
may be replaced by equivalent requirements as part of, as applicable, the operator's AQP,
ATQP or EBT program.
2.1 Training and Evaluation Program
General
FLT 2.1.1A
The Operator shall have a training and evaluation program, approved or accepted by the Authority,
that consists of ground and flight training and, when applicable, evaluations to ensure flight crew
members are competent to perform assigned duties. The program shall address traditional and, if
applicable, advanced, alternative or evidence-based training and qualification, and ensure training
and evaluation is conducted for each type of aircraft in the fleet. Such program shall also, as a
minimum, address:
(i) Initial qualification;
(ii) Continuing qualification;
(iii) Re-qualification;
(iv) As applicable, aircraft transition or conversion;
(v) Upgrade to PIC;
(vi) As applicable, other specialized training requirements, including those associated with
operations authorized in the AOC;
(vii) As applicable, each traditional training program requirement that is replaced by a
requirement under an Advanced Qualification Program (AQP), Alternative Training and
Qualification Program (ATQP) or Evidence-based Training (EBT) program. [MA] (GM)
Auditor Actions
 Identified/Assessed flight crew training/qualification program (focus: program includes each
type of aircraft in the fleet).
 Identified/Assessed AQP/ATQP/EBT elements/regulatory approval (as applicable).
 Examined training/qualification course curriculum for selected aircraft types (focus: inclusion of
applicable training/qualification courses for each aircraft type).
 Examined training/qualification records of selected flight crew members (focus: completion of
applicable training/qualification courses).
Guidance
Refer to the IRM for the definitions of Advanced Qualification Program (AQP), Alternative Training
and Qualification Program (ATQP) and Evidence-based Training (EBT).
The intent of this provision is to ensure an operator's training program contains the elements
necessary to ensure flight crew members are continuously competent to perform assigned duties.
The initial qualification process provided to newly hired crew members typically includes company
indoctrination and initial endorsement on company aircraft types. This presupposes that the newly
hired crew member already holds a commercial flying license.

Initial endorsement training may not be required as part of initial qualification if a newly hired crew
member already holds a type endorsement acceptable to both the State and the Operator. Company
indoctrination training, however, is considered a part of initial qualification.
Continuing qualification includes recurrent or refresher training and also includes any training
necessary to meet recency-of-experience requirements.
Transition (conversion) training refers to an aircraft type qualification training and evaluation program
for each type of aircraft in the fleet and is not required when an operator only uses one type of
aircraft.
Specialized training could also include training on a specific type of new equipment (e.g., ACAS).
AQP/ATQP incorporate the elements and specifications contained in FLT 2.1.1B, Table 2.6 and
Table 2.7.
EBT incorporates the elements and specifications contained in FLT 2.1.1B, Table 2.6 and Table 2.8.
Training could be outsourced, in which case services typically range from simple dry lease of a
training device to delegation of all training to an external organization (e.g., Authorized Flight Training
School).
FLT 2.1.1B
If the Operator conducts training and evaluation in accordance with an AQP, ATQP or EBT program,
such program shall be approved or accepted by the Authority and incorporate all of the elements and
specifications contained in Table 2.6 and, as applicable, Table 2.7 or Table 2.8. (GM)
Auditor Actions
 Identified/Assessed flight crew AQP/ATQP/EBT (focus: regulatory approval; requirements for
elements/specifications in accordance with Tables 2.6, Table 2.7 or Table 2.8.
 Examined selected training/qualification course curricula/syllabi for different aircraft types.
 Examined selected flight crew member training/qualification records (focus: completion of
AQP/ATQP/EBT elements).
Guidance
AQP/ATQP incorporate the elements and specifications contained in FLT 2.1.1B, Table 2.6 and
Table 2.7.
EBT incorporates the elements and specifications contained in FLT 2.1.1B, Table 2.6 and Table 2.8.
An operator, in accordance with the requirements of the Authority, typically uses technical guidance
for the development of an AQP, ATQP or EBT program. Such guidance might be derived from one or
more of the following source references, as applicable:
• Office of the Federal Register, (2 October 1990), Special Federal Aviation Regulation 58 -
Advanced Qualification Program, Federal Register, Vol. 55, No. 91, Rules and Regulations
(pp. 40262-40278).
• FAA 14 CFR Part 121, Subpart Y.
• FAA Advisory Circular 120–54A, Change 1, Advanced Qualification Program (31 January
2017).
• Advisory Circular 120–35D (13 March 2015), Flightcrew Member Line-Operational
Simulations: Line-Oriented Flight Training, Special Purpose Operational Training, Line
Operational Evaluation, Federal Aviation Administration, Washington D. C.: U. S.
Department of Transportation.
• FAA Advisory Circular 120–51E (22 January 2004), Crew Resource Management Training,
Federal Aviation Administration, Washington D. C.: U. S. Department of Transportation.
• Commission Regulation (U) No. 965/2012 of 05 October 2012 ORO.FC.A.245 Alternative
Training and Qualification Programme (ATQP) including associated GM and AMC.

• Mangold, S., and Neumeister, D. (1995). CRM in the model AQP: A preview. In R. S. Jensen
and L.A. Rakovan (Eds.), Proceedings of the Eighth International Symposium on Aviation
Psychology (pp 556-561), Columbus; the Ohio State University.
• ICAO Doc 9995 Manual of Evidence-based Training.
• IATA Evidence-Based Training Implementation Guide July 2013.
• IATA Data Report for Evidence-Based Training August 2014.
• Any equivalent reference document approved or accepted by the Authority for the
development of an advanced training and qualification program designed to conform to the
specifications of Table 2.6, Table 2.7 and Table 2.8.
FLT 2.1.2
The Operator shall ensure objectivity is maintained in the training and evaluation program, and that
instructors, evaluators and line check airmen are permitted to perform assigned activities without
inappropriate interference from management and/or external organizations. [MA] (GM)
Auditor Actions
 Identified/Assessed requirement for objectivity in flight crew training/evaluation program.
 Interviewed selected instructors/evaluators (focus: evaluation criteria/methodology).
 Examined selected instructor/evaluator job descriptions.
 Observed flight simulator operations (focus: objectivity; no undue external interference in
training/evaluation).
Guidance
The intent of this provision is to ensure an absence of bias in the training and evaluation program that
permits trainees to be objectively assessed against the operating standards set forth by the operator
and/or authority without undue internal or external interference.
Policies and/or procedures used to address objectivity do not apply to ground training courses and
evaluations, but do typically address one or more of the following:
• If applicable, the organizational structure of an operator's training program that ensures flight
crew members are trained and evaluated by separate and distinct departments or individuals
within the training organization;
• The requirements of the State related to the evaluation of pilots to whom an evaluator may
have given flight instruction for a license or rating during Type qualification, Transition
(conversion), Upgrade to PIC and/or Re-qualification;
• The proper conduct of evaluations administered in conjunction with simulator, aircraft and/or
line training, whether conducted or administered by any of the following:
○ Different organizations, or
○ Different individuals than those that conducted the majority of the training, or
○ A common instructor and check airman (e.g. training to proficiency).
• Exceptions that may be appropriate under extenuating circumstances, such as the
introduction of new aircraft types or the management of very small fleets.
FLT 2.1.3
The Operator shall ensure flight crew members receive training that supports the introduction of:
(i) New policies, rules, instructions and procedures;
(ii) New aircraft types, systems and fleet modifications/upgrades. (GM)
Auditor Actions
 Identified/Assessed methodology for introduction of specified new elements into flight crew
training/evaluation program.


 Examined selected training/qualification course curricula/syllabi (focus: examples of new
elements as specified).
 Observed flight simulator operations (focus: training/evaluation reflects current
policies/procedures/equipment/aircraft modifications).
Guidance
This provision is satisfied if a process exists for the introduction into the training program of each
specification that results from the coordination processes required by FLT 1.4.2. Such coordination
processes typically occur:
• Within the training program;
• Between those responsible for the training program and the relevant areas of the
organization in accordance with FLT 1.4.2.
FLT 2.1.4
If the Operator uses distance learning and/or distance evaluation in the flight crew training and
qualification program, the Operator shall ensure such training and/or evaluation is monitored in
accordance with FLT 2.1.28 and, if required, is approved or accepted by the State. (GM)
Auditor Actions
 Identified/Assessed regulatory approval, process for monitoring/continual improvement of
distance learning in flight crew training/evaluation program.
 Examined selected distance learning/qualification course development records (focus:
monitoring/continual improvement).
Guidance
Refer to the IRM for the definition of Distance Learning.
Distance learning refers to flight crew training or evaluation that is not conducted in a classroom or
face-to-face with an instructor or evaluator, but rather is conducted through the use of distributed
printed material or electronic media (e.g., Internet, compact disc, etc.).
FLT 2.1.5–2.1.9 (Intentionally open)
Training Manual
FLT 2.1.10
The Operator shall have a Training Manual for the use of flight operations personnel, which may be
issued in separate parts, that contains the details of all relevant training programs, policies,
procedures, requirements and other guidance or information necessary to administer the Operator's
Training Program. The Training Manual shall, as a minimum, be managed and controlled as
specified in FLT 1.6.1, and be in accordance with specifications contained in Table 2.2. (GM)
Auditor Actions
 Identified/Assessed flight crew training manual, regulatory approval, content in accordance with
Table 2.2.
 Examined selected parts of training manual (focus: content includes policies/procedures/
requirements, other guidance/information necessary to administer the training/evaluation
program.
 Observed flight simulator operations (focus: simulator training consistent with Training Manual).

Guidance
The training manual typically applies to instructors, evaluators, line check airmen, flight crew
members, training schedulers, simulator operations personnel, administrative support personnel and
other applicable flight operations personnel.
The training manual may be split among several publications with the relevant parts made easily
accessible to the appropriate personnel.
FLT 2.1.12
The Operator shall ensure the Training Manual contains standards for flight crew training and
evaluation that have been approved or accepted by the State and include, as a minimum:
(i) Standardized procedures for training and the conduct of evaluations;
(ii) Standards that ensure piloting technique and the ability to execute normal and non-normal
procedures are checked in a way that demonstrates each pilot's competence;
(iii) A requirement that simulated aircraft, weather and environmental conditions are
standardized and appropriate for the training/evaluation being administered;
(iv) If the Operator conducts training flights, a definition of the conditions and/or maneuvers that
can be safely simulated in the aircraft, as well as the minimum weather and environmental
conditions required to ensure the training/evaluation being administered can be safely and
effectively conducted;
(v) Limits for the number of times maneuvers may be repeated and the evaluation still be
considered acceptable;
(vi) Procedures for remedial training and subsequent evaluation of a flight crew unable to
achieve or maintain required standards. (GM)
Auditor Actions
 Identified/Assessed flight crew training manual, regulatory approval of standards.
 Examined selected parts of training manual (focus: content includes specified
standards/requirements).
 Examined training/qualification records of selected flight crew members (focus: application of
training manual standards/requirements in flight crew training).
Guidance
Refer to the IRM for the definitions of Maneuver Tolerances and Training Flights.
The intent of this provision is to ensure that the standards for flight crew training and evaluation are
published or referenced in the Training Manual.
The specifications in item ii) of this provision are normally satisfied by the application of tolerances to
normal and non-normal maneuvers during training and evaluations for the following flight
parameters:
• Heading
• Airspeed
• Height/altitude
• Course tracking
With respect to item iv), operators that conduct training flights and cannot safely train/evaluate a non-
normal maneuver or procedure in an aircraft or in a representative flight simulator as specified in
FLT 2.2.38 may demonstrate an alternative means of conformance in accordance with FLT 2.2.41.
For training and/or evaluations conducted in an aircraft during line operations, maneuver tolerances
normally include allowances for turbulence, aircraft characteristics and passenger comfort.

Remedial training and subsequent evaluation of flight crew unable to achieve or maintain required
standards can be tailored to the needs of the individual concerned.
The terms “normal” and “non-normal/emergency” typically refer to AOM checklists, procedures
and/or maneuvers. The term “non-normal” includes AOM emergency checklists and/or procedures
(i.e. an emergency procedure is a subset of non-normal).
The terms can also be used to describe an event, situation or operation that would be addressed by
normal or non-normal/emergency procedures or checklists. When used in this manner, the terms
may be separated by forward slash marks (e.g. normal/non-normal/emergency).
FLT 2.1.14
The Operator shall ensure instructors, evaluators, line check airmen and flight crew members use
only those documents for the conduct of training and evaluation that are authorized by the Operator
for such use. (GM)
Auditor Actions
 Identified/Assessed requirement for use of authorized documents by instructors/evaluators/line
check airmen/flight crew members in flight crew training/evaluation program.
 Examined selected training/qualification course curricula/syllabi (focus: identification/use of
authorized documents).
 Observed flight simulator operations (focus: use of authorized documents in training/evaluation).
Guidance
The intent of this provision is to ensure unauthorized training materials (e.g., handouts, training aids)
are not distributed to or used for the training or evaluation of flight crew members.
Resources
FLT 2.1.19
The Operator shall have standards that ensure training facilities, devices, equipment and course
materials (whether owned or contracted) are standardized and:
(i) As applicable, have the required certification(s) and approval or acceptance from the State;
(ii) Are periodically evaluated to ensure compliance with applicable training resource standards.
Auditor Actions
 Identified/Assessed standards for training facilities/devices/equipment/course materials (focus:
standards ensure training resources are appropriately certified and approved, periodically
evaluated to ensure compliance with training resource standards).
 Examined selected records associated with specific training resources (focus: training resources
are certified and approved, evaluated to ensure compliance with applicable standards).
 Observed flight simulator operations (focus: specified training resources meet required
standards).

FLT 2.1.20
The Operator shall have processes that ensure instructors, evaluators, and line check airmen
(whether employed or contracted) are standardized and:
(i) As applicable, have the required certification(s)/approval(s) from the State;
(ii) As applicable, meet the required qualification and performance standards of the Operator
and/or the State;
(iii) Are periodically evaluated to ensure compliance with required qualification and performance
standards. (GM)
Auditor Actions
 Identified/Assessed flight crew training/evaluation program (focus: includes qualification and
performance standards that ensure standardization and appropriate certification/
acceptance/approval/evaluation of instructors/evaluators/line check airmen).
 Identified/Assessed processes for the standardization of instructors/evaluators/line check
airmen in the flight crew training/qualification program.
 Examined selected qualification records for training/evaluator/line check personnel (focus:
certification/approval in accordance with applicable regulations/standards; periodically evaluated
against qualification/performance standards).
 Observed flight simulator operations (focus: Instructors/evaluators/meet required standards).
Guidance
The intent of this provision is to ensure instructors, evaluators, and line check airmen are
standardized and meet the knowledge, skill, experience and flight instruction requirements of the
State and/or the Operator.
Refer to ICAO Annex 1, 2.8 for the knowledge, skill, experience and flight instruction requirements
typical of state flight instructor licensing/certification programs.
Specific provisions for flight instructors carrying out instruction for the multi-crew pilot license exist in
Chapter 6 of the Procedures for Air Navigation Services — Training (PANS-TRG, Doc 9868).
FLT 2.1.21
The Operator shall have sufficient instructors, evaluators, line check airmen and support personnel to
administer the training and evaluation programs in accordance with requirements of the Operator
and/or the State, as applicable.
Auditor Actions
 Identified/Assessed staffing requirements for instructor/evaluator/line check airman/support
personnel in flight crew training/evaluation program.
 Examined selected personnel staffing records (focus: staffing in accordance with required
levels).

Program Improvement
FLT 2.1.27
The Operator shall ensure formal and regular communication occurs between and among flight
operations management, instructors, evaluators, line check airmen and flight crew members to
achieve continual improvement of ground, simulator and aircraft training and line operations. [MA]
(GM)

Auditor Actions
 Identified/Assessed requirements for communication among management/training
personnel/flight crew members for continual improvement in flight crew training/evaluation
program.
 Interviewed selected flight training personnel/flight crew members.
 Examined selected communication media including, as applicable, meeting minutes, bulletins,
surveys, questionnaires, other communication evidence (focus: regular communication occurs
among all stakeholders for continual improvement of operations).
Guidance
The intent of this provision is for the operator to ensure a mandate exists, as well the means and
opportunity, for the conduct of regular communications between and among the operational
personnel, including flight crew members, for the purpose of achieving continual program
improvement. This typically includes general training bulletins, instructor/check airman meetings,
surveys/questionnaires, and other feedback methods.
FLT 2.1.28
The Operator shall have processes for ensuring continual improvement of the flight crew training and
evaluation program, to include, as a minimum, the monitoring, recording and evaluation of results of
successful and unsuccessful flight crew evaluations. (GM)
Auditor Actions
 Identified/Assessed processes for program monitoring, continual improvement of flight crew
 Examined selected records of program monitoring (focus: improvements resulting from
monitoring).
Guidance
Flight crew operational non-compliances, training deficiencies and evaluation trends (simulator,
aircraft and line operations) are typically used by the training organization for trend analysis and
program improvement.
Grading scale criteria (e.g. numerical, letter grade) provides a means to accurately identify areas for
improvement.
Instructors, Evaluators, and Line Check Airmen
FLT 2.1.35
The Operator shall have an initial training program for instructors, evaluators and line check airmen,
to include:
(i) An instructor course that addresses as a minimum:
(a) The fundamentals of teaching and evaluation;
(b) Lesson plan management;
(c) Briefing and debriefing;
(d) Human performance issues;
(e) Company policies and procedures;
(f) Simulator serviceability and training in simulator operation;

(g) If the Operator conducts training flights, dangers associated with simulating system
failures in flight;
(h) As applicable, the simulated or actual weather and environmental conditions
necessary to conduct each simulator or aircraft training/evaluation session to be
administered.
(ii) A formal observation program consisting of:
(a) The observation by the candidate of experienced instructors administering the
course and syllabus lessons;
(b) The observation of the candidate during supervised practical instruction.
(iii) A seat-specific (right or left seat, as applicable) qualification program for instructors,
evaluators, line check airmen and any other pilots, so designated by management, who
perform duties from either seat;
(iv) If non-line qualified instructors are used, a jump seat observation program or equivalent for
non-line qualified instructors to provide familiarity with current and type-related line
operations. [MA] (GM)
Auditor Actions
 Identified/Assessed requirement for initial training program for instructors/evaluators/line check
airmen in flight crew training/evaluation program.
 Examined selected initial training course curricula/syllabi for instructors/evaluators/line check
airmen (focus: specified elements are addressed in initial training for instructors/evaluators/line
check airmen).
 Observed flight simulator operations (focus: Instructor/evaluator demonstrates competence to
administer flight training).
Guidance
The specification in item iv) of this provision may be satisfied by an equivalent program that includes
line-oriented simulator sessions and/or completion of the company recurrent training program
administered to line pilots.
The specification in item i), sub-item g), is applicable to operators that conduct training flights.
The specification in item i), sub-item h), would typically require operators that conduct training flights
to specify the actual conditions that will permit such training to be accomplished safely and effectively
FLT 2.1.36
The Operator shall have a recurrent qualification program for instructors, evaluators, and line check
airmen that, as a minimum, requires participation in:
(i) Standardization meetings as defined by the Operator or the State;
(ii) Training or evaluation sessions (simulator or aircraft) conducted while supervised by an
individual approved by the Operator;
(iii) A State-approved or State-accepted minimum number of training events and/or evaluations
per 12-month period or required participation in a supplementary re-qualification/
recertification program if the minimum number of events are not completed;
(iv) A seat-specific (right or left seat, as applicable) recurrent program for instructors, evaluators,
Line Check Airmen, who perform duties from either pilot station;
(v) If non-line qualified instructors are used, a jump seat observation program or equivalent
approved or accepted by the State for non-line qualified instructors to provide familiarity with
current and type-related line operations. [MA] (GM)

Auditor Actions
 Identified/Assessed requirement for recurrent training program for instructors/evaluators/line
check airmen in flight crew training/evaluation program.
 Interviewed selected instructors/evaluators/line check airmen.
 Examined selected recurrent training course curricula/syllabi for instructors/evaluators/line
check airmen (focus: specified observations/events/seat-specific training are included in
recurrent training).
 Examined selected instructor/evaluator/line check airman training/qualification records (focus:
completion of applicable formal observations/required events/seat-specific training).
Guidance
The operator could have different recurrent qualification programs for line check airmen authorized to
conduct line flying under supervision and those who conduct simulator and/or aircraft evaluations.
Instructors, evaluators and line check airmen typically attend a standardization meeting at least once
within the preceding 12 months. Minutes of standardization meetings are normally distributed to
instructors, evaluators and line check airmen.
The observations required in conjunction with item ii) are typically conducted at least within the
preceding 12 months for each instructor, evaluator and line check airman, unless a longer interval is
approved or accepted by the Authority.
Simulator observations in conjunction with item ii) typically entail an assessment of the individual
while carrying out the duties for which highest qualified (e.g., instructor or evaluator).
The specification in item v) of this provision may be satisfied by an equivalent program that includes
line-oriented simulator sessions and/or completion of the company recurrent training program
administered to line pilots.
Facilities, Training Aids and Equipment
FLT 2.1.45
The Operator shall ensure training aids and equipment, to include mock-ups, flight deck procedure
trainers and other devices and/or course materials used in the flight crew training and evaluation
program, reasonably reflect the configuration of the fleet(s) for which the respective training is being
conducted. (GM)
Auditor Actions
 Identified/Assessed standards/requirements for course materials/training
aids/devices/equipment in flight crew training/evaluation program.
 Observed/Assessed selected course materials/training aids/devices/equipment (focus:
consistency with configuration of fleet(s)).
 Observed flight simulator operations (focus: simulator configuration consistent with aircraft type).
Guidance
Differences in equipment configuration are normally acceptable, provided the differences are clearly
identified in the training manual or other training program documents available to instructors,
evaluators, line check airmen and flight crew members.

FLT 2.1.46
The Operator shall have published guidance for instructors and evaluators, approved or accepted by
the State, if applicable, that specifies minimum serviceability levels of training devices and/or training
aircraft to ensure serviceability does not adversely affect training, evaluation and/or safety, as
applicable. (GM)
Auditor Actions
 Identified/Assessed guidance for instructors/evaluators that specifies minimum required
serviceability levels for training devices in flight crew training/evaluation program.
 Interviewed selected instructors/evaluators.
 Observed flight simulator operations (focus: documentation that specifies minimum simulator
serviceability levels for type of training/evaluation to be conducted).
Guidance
Minimum serviceability guidance for training devices typically takes into account, among other things,
simulator motion, visual systems, or instrumentation.
Minimum serviceability guidance for aircraft used for Training Flights would typically take into account
MEL allowances that are permissible under passenger operations, but unsuitable for the conduct of
the training/evaluation to be conducted.
The specification of this provision is satisfied if an operator provides guidance to instructors and
evaluators when critical components of a training device are fully or partially inoperative. For
example, simulator minimum serviceability requirements typically refer instructors or evaluators to
published company guidance to determine if a certain type of training (such as LOFT/LOS) can be
conducted with simulator components inoperative.
FLT 2.1.47
If the Operator has a zero flight time training (ZFTT) program, the Operator shall ensure such training
program is approved or accepted by the State and:
(i) Is conducted using flight simulators representative of the aircraft flown by the Operator and
qualified to Level C, D or an equivalent;
(ii) Specifies minimum pilot experience requirements for entry into each ZFTT
qualification/training course;
(iii) Each ZFTT qualification/training course is customized as necessary to address pilot
experience, flight crew position and simulator level;
(iv) A demonstration of competency is completed in a flight simulator conforming to the
specifications in item i) under the supervision of an evaluator;
(v) A final demonstration of competency is completed in an aircraft during actual line operations
under the supervision of an evaluator, instructor or current and qualified Pilot-in-Command
(PIC) designated for the purpose by the Operator and/or State. (GM)
Auditor Actions
 Identified/Assessed program elements for ZFTT in flight crew training/evaluation program;
approval by State.
applicable ZFTT program elements).
 Observed flight simulator operations (focus: simulators at level to support ZFTT).

Guidance
Refer to the IRM for the definitions of Zero Flight Time Training (ZFTT), Instructor and Flight
Simulator. The latter definition includes descriptions of simulator qualification levels.
The intent of this provision is to define the elements of a ZFTT program, which may be used by an
Operator in conjunction with other training programs to qualify flight crew members (e.g. ZFTT could
be approved for a specific fleet type but not for all fleets).
The specification in item iv) refers to the demonstration of competencies that must be completed in a
qualified simulator as designated for completion during simulator training in an operator's State-
approved or State-accepted ZFTT qualification course.
The specification in item ii) may be satisfied by the operator’s minimum pilot hiring criteria.
The specification in item v) refers to the final demonstration of competencies that must be completed
in an aircraft as designated for completion during actual line operations in an operator's State-
approved or State-accepted ZFTT qualification course. Such final demonstration is typically tailored
to account for competencies previously demonstrated as part of simulator training in accordance with
item iv).
The combination of competencies demonstrated in a qualified simulator plus competencies
demonstrated in the aircraft during actual line operations encompasses all of the competencies,
designated for demonstration in an operator's State-approved or -accepted ZFTT qualification
course, as necessary for the release of a ZFTT candidate to unsupervised flying.
2.2 Training Elements

FLT 2.2.7
The Operator shall ensure flight crew members complete Operator familiarization training prior to
being assigned to duties in line operations. Such training shall ensure familiarity with:
(i) Duties and responsibilities;
(ii) Relevant state regulations;
(iii) Authorized operations;
(iv) Relevant sections of the OM. (GM)
Conformance Applicability
Specific to Aircraft Included in Initial/ Included in Recurrent Conformance
Type Transition/Conversion Training/Continuing through
Training Qualification AQP/ATQP/EBT
Yes* Yes No No
* This training may be provided as a complete package included in a company indoctrination course
or, if applicable, tailored to address requirements that are different from the individual’s previous
training.
Auditor Actions
 Identified/Assessed initial training/qualification course curriculum/syllabus (focus: operator
familiarization training; definition of subjects addressed).
operator familiarization training prior to assignment to line duties).
 Observed line flight operations (focus: flight crew demonstrates familiarity with operational
responsibilities and requirements).

Guidance
This provision and many of the ensuing flight crew training provisions contain a Conformance
Applicability (CA) Table. Refer to the General Guidance at the beginning of this Subsection 2,
Training and Qualification, for a detailed description of the CA Table.
Training is applicable to all flight crew members.
Many operators refer to this training course as Basic Company Indoctrination.
FLT 2.2.8
The Operator shall ensure flight crew members complete practical training exercises:
(i) In the use of emergency and safety equipment required to be on board the aircraft;
(ii) That address emergency evacuation and coordination among flight crew members and, as
applicable, cabin crew members and/or supernumeraries required for the safety of
operations. (GM)
Sub-spec Specific to Included in Included in Recurrent Conformance
Aircraft Initial/Transition/ Training/Continuing through
Type Conversion Qualification AQP/ATQP/EBT
Training
(i) Yes Yes Yes (every 12 months) Yes
(ii) Yes Yes Yes (every 36 months) Yes
Auditor Actions
 Identified/Assessed requirement for practical training exercises in flight crew training/evaluation
program.
 Identified/Assessed flight crew AQP/ATQP/EBT, if applicable (focus continuing qualification
recurrent schedule for practical training exercises).
 Examined selected initial/recurrent training/qualification course curricula/syllabi (focus: inclusion
of initial/recurrent practical training exercises as specified).
practical training exercises in initial/recurrent training).
Guidance
Refer to the IRM for the definition of Supernumerary, which defines and includes examples of
supernumeraries, including those that are required for the safety of operations.
The principal intent of the specifications of this provision is to ensure flight crew members have a
working knowledge of the emergency and safety equipment required to be on board an aircraft.
Training exercises typically address the operation of safety and emergency equipment carried on the
flight deck, emergency exits and slides, flotation devices (e.g. life rafts, life vests) and locating
equipment (e.g. ELT).
The extent to which training exercises must include the actual use or manipulation of such equipment
is typically determined by the operator in conjunction with requirements of the Authority. Additionally,
since the routine manipulation or use of certain required items may pose an occupational health
hazard, such training is typically accomplished using mock-ups or non-functioning replicas.
Supernumeraries as specified in item ii) are those that are required for the safety of operations in
accordance with FLT 2.2.44.
FLT 2.1.1B addresses overall AQP/ATQP/EBT elements and specifications, as well as Authority
approval/acceptance requirements.

Refer to General Guidance at the beginning of this Subsection 2, Training and Qualification, for
explanatory information regarding traditional training program requirements and, if applicable,
recurrent training/continuing qualification intervals that may be replaced by equivalent requirements
as part of an AQP, ATQP or EBT program in accordance with FLT 2.1.1B.
FLT 2.2.9
If the Operator conducts passenger flights with cabin crew, the Operator should ensure flight crew
members participate in joint training activities or exercises with cabin crew members for the purpose
of enhancing onboard coordination and mutual understanding of the human factors involved in
addressing emergency situations and security threats. (GM)
Specific to Aircraft Initial/Transition/ Recurrent Conformance
Type Conversion Training Training/Continuing through
Qualification AQP/ATQP/EBT
Yes* Yes* Yes (every 36 months) Yes
* This training may be provided as a complete package or, if applicable, tailored to address aircraft
type or crew position requirements that are different from the individual's previous joint training with
cabin crew members.
Auditor Actions
 Identified/Assessed requirement for flight-cabin crew joint training activities/exercises in flight
crew training/evaluation program.
 Identified/Assessed flight crew AQP/ATQP/EBT (if applicable): (focus continuing qualification
recurrent schedule for flight-cabin crew joint training activities/exercises).
 Examined selected initial/recurrent training/qualification course curricula/syllabi (focus inclusion
of initial/recurrent flight-cabin crew joint training in activities/exercises as specified).
 Examined selected flight crew member training/qualification records (focus: completion of flight-
cabin crew joint training activities/exercises).
Guidance
Refer to the IRM for the definition of Passenger Flight.
The intent of this provision is that the specified training is delivered jointly to flight and cabin crew
members together in a common location. However, under certain specific conditions, conformity with
this provision may be accomplished through training delivered independently to flight and cabin crew
members under either of the following conditions:
• When approved by the Authority under an AQP, ATQP or EBT program, or
• When the flight crew training and cabin crew training occur at different geographical
locations.
When training is delivered independently under the above conditions, learning objectives are
normally determined jointly through interdepartmental coordination and subsequently incorporated
into the respective flight crew and cabin crew training curricula. It is possible that, although the
learning objectives are determined jointly, the development of curricula and administration of the
training occurs independently within each department.

FLT 2.2.10
The Operator shall ensure flight crew members receive training in all aspects of aircraft performance.
Such training shall include:
(i) Weight/mass and balance;
(ii) Takeoff, climb, cruise, approach and landing performance;
(iii) Obstacle clearance;
(iv) Fuel planning;
(v) Diversion planning;
(vi) Effect of inoperative or missing components (MEL/CDL);
(vii) If applicable, engine-out driftdown. (GM)
Yes Yes No No
Auditor Actions
 Identified/Assessed requirement for training in aircraft performance in flight crew
 Examined selected initial training/qualification course curricula/syllabi (focus: aircraft
performance training; definition of aspects/subjects addressed).
 Examined selected flight crew member training/qualification records (focus: completion of initial
aircraft performance training).
Guidance
The specification in item vi) might not apply to ferry flights or maintenance flights.
The specification in item vii) is applicable when engine-out performance is operationally limiting.
FLT 2.2.11
The Operator shall ensure flight crew members complete training and an evaluation in aircraft
systems and limitations, to include a demonstration of competence in the operation of aircraft
systems. (GM)
Yes Yes Yes (every 36 months) Yes
Auditor Actions
 Identified/Assessed requirement for training/evaluation in aircraft systems/limitations in flight
recurrent schedule for training/evaluation in aircraft systems/limitations).
 Examined selected initial/recurrent training/qualification course curricula/syllabi (focus:
training/evaluation in aircraft systems limitations/operation).


training/evaluation in aircraft systems limitations/operation).
 Observed flight simulator operations (focus: training/evaluation in flight crew operation of aircraft
systems/limitations).
Guidance
Training and evaluation is applicable to all flight crew members.
FLT 2.2.12
If the Operator transports dangerous goods as cargo, the Operator shall ensure flight crew members
complete training and an evaluation in dangerous goods. (GM)
type or crew position requirements that are different from the individual's previous training in
dangerous goods.
Auditor Actions
 Identified/Assessed requirement for training/evaluation in dangerous goods in flight crew
recurrent schedule for training/evaluation in dangerous goods).
dangerous goods training/evaluation; definition of specific aspects/subjects addressed).
training/evaluation in dangerous goods in initial/recurrent training).
Guidance
Refer to the IRM for the definition of Dangerous Goods Regulations (DGR).
The curriculum for dangerous goods training is determined by the operator and may vary depending
on specific responsibilities and duty function(s).
Recurrent training in dangerous goods is typically completed within a validity period that expires
24 months from the previous training to ensure knowledge is current, unless a shorter period is
defined by a competent authority. However, when such recurrent training is completed within the final
3 months of the 24-month validity period, the new validity period may extend from the month on
which the recurrent training was completed until 24 months from the expiry month of the current
validity period. If such recurrent training is completed prior to the final three months (or 90 days) of
the validity period, the new validity period would extend 24 months from the month the recurrent
training was completed.

Refer to DGR 1.5 and Appendix H.6 for guidance that includes adapted task lists for well-defined job
functions.
FLT 2.2.13
If the Operator does not transport dangerous goods as cargo, the Operator shall ensure flight crew
members complete training and an evaluation in dangerous goods. (GM)
dangerous goods.
Auditor Actions
 Identified/Assessed requirement for training/evaluation in dangerous goods in flight crew
recurrent schedule for training/evaluation in dangerous goods).
dangerous goods training/evaluation; definition of aspects/subjects addressed).
training/evaluation in dangerous goods in initial/recurrent training).
Guidance
The curriculum for dangerous goods training is determined by the operator and may vary depending
on specific responsibilities and duty function(s).
Recurrent training in dangerous goods is typically completed within a validity period that expires
24 months from the previous training to ensure knowledge is current, unless a shorter period is
defined by a competent authority. However, when such recurrent training is completed within the final
3 months of the 24-month validity period, the new validity period may extend from the month on
which the recurrent training was completed until 24 months from the expiry month of the current
validity period. If such recurrent training is completed prior to the final three months (or 90 days) of
the validity period, the new validity period would extend 24 months from the month the recurrent
training was completed.
Refer to DGR 1.5 and Appendix H.6 for guidance that includes adapted task lists for well-defined job
functions.


FLT 2.2.14
The Operator shall ensure flight crew members complete training and, when applicable, an
evaluation in crew resource management (CRM), including Threat and Error Management, using
facilitators that have been trained in human performance and human factors principles. (GM)
type or crew position requirements that are different from the individual's previous CRM training.
Auditor Actions
 Identified/Assessed flight requirements for training/evaluation in CRM, use of CRM facilitators
trained in human performance/factors principles in crew training/evaluation program.
recurrent schedule for training/evaluation in CRM, use of CRM facilitators).
training/evaluation in CRM, threat/error management).
training/evaluation in CRM in initial/recurrent training).
 Observed line flight operations (focus: application of CRM/TEM principles/skills to flight
management).
Guidance
Refer to the IRM for the definitions of Crew Resource Management (CRM), CRM Facilitator, Human
Performance, Human Factors Principles and Threat and Error Management.
CRM training is applicable to all flight crew members.
FLT 2.1.1B addresses overall AQP/ATQP elements and specifications, as well as Authority
approval/acceptance requirement.
FLT 2.2.15
If the Operator uses FOO personnel and the Operator's method of Operational Control requires
shared responsibility between an FOO and the PIC, the Operator should ensure flight crew members
complete resource management training that addresses issues of mutual concern to flight crew
members and FOO personnel. Such training should be conducted for the purposes of enhancing
coordination, ensuring a mutual understanding of the human factors involved in joint operational
control and achieving common learning objectives as set out by the appropriate flight operations and
operational control management personnel. (GM)
Auditor Actions
 Identified/Assessed requirement for resource management training that addresses issues of
mutual concern to flight crew/FOO personnel.


 Examined flight crew/FOO training curriculum/syllabus (focus: inclusion of subjects that address
coordination/human factors involved in joint operational control).
resource management training for flight crew/FOO personnel).
Guidance
The intent of this provision is to ensure that resource management issues of mutual concern to both
FOO personnel and flight crew members are addressed for the purposes of enhancing coordination
and to foster a mutual understanding of the human and other factors involved in joint operational
control.
Such training is typically accomplished using common learning objectives determined during
interdepartmental coordination meetings, which are subsequently incorporated into the respective
training curricula. Although the learning objectives are determined jointly, it is possible that the
development of curricula and administration of the training occurs independently within each
department.
The training specified in this provision does not require the physical presence of flight crew members
and FOO personnel at a common training location.
FLT 2.2.16A
The Operator shall ensure flight crew members complete training and an evaluation in subjects
associated with adverse weather and/or environmental conditions. Such training and evaluation shall
address, as applicable:
(i) Cold weather operations;
(ii) De-/anti-icing policies and procedures as specified in FLT 3.9.6;
(iii) Contaminated runway operations;
(iv) Thunderstorm avoidance. (GM)
subjects associated with adverse weather and/or environmental conditions.
Note: Item ii) is applicable if the Operator conducts flights from any airport when conditions are
conducive to ground aircraft icing.
Auditor Actions
 Identified/Assessed requirement for training/evaluation in adverse weather/environmental
conditions in flight crew training/evaluation program.
recurrent schedule for training/evaluation in adverse weather/environmental conditions).
training/evaluation in adverse weather/environmental conditions; definition of aspects/subjects
addressed).


training/evaluation in adverse weather/environmental conditions in initial/recurrent training).
 Observed flight simulator operations (focus: training/evaluation in operations in adverse
weather/environmental conditions).
Guidance
Refer to the IRM for the definition of Contaminated Runway.
The specifications in this provision are related to the prevention of runway excursions and in-flight
loss of control.
The intent of this provision is to ensure flight crew members receive recurrent training and an
evaluation in the subjects associated with the adverse weather or environmental conditions they may
encounter in operations.
FLT 2.2.16B
If the Operator conducts operations on routes that traverse active volcanic areas or in the terminal
areas of airports in the vicinity of active volcanoes, the Operator shall ensure flight crew members
complete training and an evaluation in such operations. (GM)
Yes* Yes* No No
operations on routes that traverse active volcanic areas or in the terminal areas of airports in the
vicinity of active volcanoes.
Auditor Actions
 Identified/Assessed requirement for training/evaluation in operations associated with potential
volcanic ash in flight crew training/evaluation program.

 Examined selected initial/recurrent training/qualification course curricula/syllabi (focus: training
in operations associated with potential for volcanic ash).
training/evaluation in operations associated with potential for volcanic ash in initial/recurrent
training).
Guidance
The intent of this provision is to ensure flight crew members receive training and an evaluation in the
subjects associated with the adverse environmental conditions they might encounter in operations, to
include the consequences of an inadvertent entry into a volcanic ash cloud or unanticipated volcanic

eruptions along the route of flight. Such training and evaluation is designed to increase flight crew
awareness and vigilance related to volcanic activity and emphasize the possibility that they may be
the first to observe an eruption or be required to pass information related to a new eruption to the
appropriate authorities for dissemination.
Additional information related to the risk management of flight operations with known or forecast
volcanic ash contamination is contained in ICAO Doc 9974, Flight Safety and Volcanic Ash.
FLT 2.2.17
The Operator shall ensure flight crew members complete upset prevention and recovery training
(UPRT). (GM)
type or crew position requirements that are different from the individual's previous UPRT.
Auditor Actions
 Identified/Assessed requirement for training in procedures for aircraft upset recovery in flight
recurrent schedule for training in procedures for aircraft upset recovery).
in procedures for aircraft upset recovery).
 Examined selected flight crew member training/qualification records (focus: completion of upset
recovery training/evaluation in initial/recurrent training).
 Observed flight simulator operations (focus: training in upset recovery).
Guidance
Training is applicable to all pilot crew members and typically addresses pilot flying (PF) and pilot
monitoring (PM) duties.
Aircraft upset recovery training typically includes:
• Upset prevention;
• Factors leading to an upset or loss of control situation;
• Upset situation identification;
• Recovery techniques;
• Emphasis on aerodynamic factors present during the upset and the recovery.
Acceptable means of ground training may include video presentation(s), verbal instruction and/or
group discussion.

as part of an AQP, ATQP or EBT program in accordance with FLT 2.1.
FLT 2.2.19
The Operator shall ensure flight crew members, including instructors and evaluators whose native
language is not the same as the designated common language specified in FLT 3.1.1, complete an
evaluation prior to being assigned to operational duties to demonstrate a level of proficiency in the
designated common language that ensures such flight crew members are able to:
(i) Effectively communicate during the performance of operational duties;
(ii) Understand information in the OM pertaining to duties and responsibilities. (GM)
Auditor Actions
 Identified/Assessed requirement for common language evaluation prior to assignment of
operational duties for flight crew members/instructors/evaluators whose native language is not
the common language.
 Examined common language evaluation syllabus (focus: inclusion of demonstration of common
language proficiency consistent with use in operations/operational duties).
 Examined selected flight crew member/instructor/evaluator training/qualification records (focus:
completion of common language evaluation by applicable personnel prior to assignment to
operational duties).
 Observed line flight and flight simulator operations (focus: instructor/crew use of designated
common language).
Guidance
Refer to the IRM for the definitions of Evaluator and Instructor.
Evaluation is applicable to all flight crew members including foreign nationals and expatriates used
as flight crew members, as well as instructors and evaluators used by the operator in the ground and
flight training program.
Such evaluation of proficiency is typically part of the flight crew selection process but may occur
during initial training or at any other point prior to the individual being assigned to duties as a flight
crew member, instructor or evaluator for the operator.
FLT 2.2.20
The Operator shall require flight crew members, who conduct flights into areas where English is the
primary language of Air Traffic Control (ATC) and whose duties include communication with ATC to
complete an evaluation during initial ground training to demonstrate a sufficient level of English
language proficiency that will ensure effective communication during the performance of such duties.
(GM)
Auditor Actions
 Identified/Assessed requirement for English language evaluation for flight crew members that
will operate flights/communicate with ATC in areas where the primary language of ATC is
English.
 Examined initial training/qualification course curriculum/syllabus (focus: demonstration of
English language proficiency level necessary for effective ATC communications).
demonstration of English language proficiency).

 Observed line flight operations (focus: English language proficiency in communication with
ATC).
Guidance
The intent of this provision is to ensure a pilot who is required to communicate with air traffic control
in English demonstrates a sufficient level of English language proficiency to ensure effective
communication during the performance of duties.
Such evaluation applies to each operating member of the flight crew, as required by the AFM, whose
duties require communication in English with ATC.
English proficiency requirements do not apply to flight engineers or flight navigators unless their
duties include air/ground communication in English.
A State requirement, as part of flight crew licensing, for an individual to demonstrate expert English
language proficiency may be used to satisfy the specifications of this provision.
FLT 2.2.22
The Operator shall have a process to ensure flight crew members who conduct flights into areas
where English is required for Air Traffic Control (ATC) communications, and who have not previously
demonstrated expert English language proficiency, receive a periodic evaluation to demonstrate a
minimum level of English language proficiency that is sufficient, as defined by the Operator and/or
the State, to ensure effective communication during the performance of duties. Such evaluation shall
be completed during initial ground training and subsequently once every three (3) to six (6) years
based on the proficiency level of the applicant. (GM)
Auditor Actions
 Identified/Assessed requirement for English language evaluation for flight crew members that
have not previously demonstrated expert English language proficiency and operate
flights/communicate with ATC in areas where the primary language of ATC is English.
 Examined initial training/continuing qualification course curriculum/syllabus (focus:
demonstration of English language proficiency necessary for effective ATC communications,
periodic demonstration every 3-6 years based on demonstrated proficiency level).
initial/periodic demonstration of English language proficiency).
Guidance
The intent of this provision is to ensure a pilot who is required to communicate with air traffic control
in English, periodically demonstrates a sufficient level of English language proficiency to ensure
effective communication during the performance of duties.
Such evaluation applies to each operating pilot member of the flight crew, as required by the AFM.
English proficiency requirements do not apply to flight engineers or flight navigators unless their
duties include air/ground communication.
Periodic demonstration of language proficiency is not required of individuals who have previously
demonstrated an expert level of English language proficiency. Such individuals are those whose
native language is English and those whose native language is not English, but who understand
English and speak English that is easily understood, even if spoken with a dialect or accent.
A State requirement, as part of flight crew licensing, for an individual to demonstrate expert English
language proficiency can be used to satisfy the specifications of this provision.
In order to conform to these specifications, an operator may periodically evaluate Individuals that
have not previously demonstrated expert English language proficiency in accordance with either:

• ICAO Annex 1.2.9.6, 1.2.9.7 and ICAO Annex 1, Attachment 1.1 (ICAO Language
Proficiency Rating Scale), or
• Any State-approved or State-accepted method of English language proficiency evaluation
that establishes a minimum proficiency level, defines an evaluation interval and requires pilot
flight crew members to demonstrate a level of English language proficiency sufficient to
ensure effective communication during the performance of duties.
Guidance for the development of language proficiency plans and associated interim risk mitigation
measures related to delayed implementation may be found in ICAO Resolution A36-11 dated
26 October 2007.
FLT 2.2.24
If the Operator transports dangerous goods on cargo aircraft and assigns flight crew members duties
and responsibilities related to the preflight inspection of accessible dangerous goods, the Operator
shall ensure applicable flight crew members complete training and an evaluation in the preflight
inspection of accessible dangerous goods during initial ground training. (GM)
Auditor Actions
 Identified/Assessed requirement for flight crew training in preflight inspection of accessible
dangerous goods.
 Examined selected initial training/qualification course curricula/syllabi (focus: ground training in
preflight inspection of dangerous goods).
 Examined selected flight crew member training/qualification records (focus: completion of initial
ground training in preflight inspection of dangerous goods).
Guidance
Refer to the IRM for the definition of Cargo Aircraft.
Training and evaluation is applicable to all flight crew members that would be assigned duties and
responsibilities as specified.
Accessible dangerous goods are those items accessible to the flight crew that could require flight
crew action to ensure:
• Accessible dangerous goods are visually intact;
• If applicable, the securing and preflight of any fire protection equipment;
• Accessible dangerous goods are loaded properly, to include the proper segregation of
dangerous goods.
FLT 2.2.25
If the Operator delegates the accomplishment of the exterior aircraft inspection (walkaround) to
qualified individuals as specified in FLT 3.8.6A (iii), the Operator shall ensure such individuals
complete training, as well as an evaluation, to ensure competence in the performance of any
assigned duties or functions related to the exterior aircraft inspection. (GM)
Yes Yes Yes* No
* Recurrent/Continuing qualification interval as defined by the Operator.

Auditor Actions
 Identified/Assessed training program for individuals (other than flight crew members or licensed
maintenance technicians) that perform exterior aircraft exterior inspections (focus: program
includes initial/recurrent training and evaluation; includes type-specific training in the exterior
aircraft inspection).
 Examined selected initial/recurrent training course curricula/syllabi (focus: training addresses
exterior inspection of aircraft types in operator’s fleet; includes training in visual inspection of
safety-critical areas of each aircraft type).
 Examined selected training/qualification records (focus: completion of initial/recurrent training
and evaluation; applicable to aircraft types and individual duties/functions associated with
exterior inspection).
Guidance
Refer to the IRM for the definition of Exterior Aircraft Inspection (Walkaround).
Exterior aircraft inspection training and evaluation is aircraft type-specific and typically addresses the
following safety-critical areas:
• Blocked or damaged pitot/static ports;
• Locked or disabled flight controls (as applicable depending on aircraft type);
• Locked or disabled steering and/or landing gear systems;
• Landing gear strut compression;
• Tire pressure, wear and/or damage;
• Fluid leaks;
• Unlatched/open doors and access panels;
• Presence of frost, snow or ice on critical surfaces;
• Aircraft structural integrity (damage);
• Flight crew notification procedures;
• Any other safety-critical and/or aircraft type-specific items as defined by the aircraft
manufacturer or operator.
FLT 2.2.26
The Operator shall ensure flight crew members complete training in normal and non-normal
procedures and maneuvers. Such training shall address, as a minimum:
(i) Pilot Monitoring (PM) Pilot Flying (PF) and other flight crew division of duties (task sharing);
(ii) Positive transfer of aircraft control;
(iii) Consistent checklist philosophy;
(iv) Emphasis on a prioritization of tasks (e.g. “aviate, navigate, communicate”);
(v) Proper use of all levels of flight automation. (GM)
Auditor Actions
 Identified/Assessed requirement for training in normal/non-normal procedures/maneuvers in
flight crew training/evaluation program.

 Identified/Assessed in flight crew AQP/ATQP/EBT (if applicable): (focus continuing qualification

recurrent schedule for training in normal/non-normal procedures/maneuvers).
in normal/non-normal procedures/maneuvers; definition of specific elements/subjects
addressed).
initial/recurrent training in the specified normal/non-normal procedures/maneuvers).
 Observed flight simulator operations (focus: training in normal/non-normal
procedure/maneuvers).
Guidance
Refer to the IRM for the definitions of Pilot Flying (PF) and Pilot Monitoring (PM).
The intent of this provision is to set a training interval for normal and non-normal procedures, and
additionally to ensure the training manual, curricula, lesson plans, or other guidance associated with
such training addresses the specifications in items i) through v).
Division of flight crew duties, transfer of aircraft control, checklist use and prioritization of tasks are in
accordance with the operator's policies for task sharing and as specified in FLT 3.11.18.
Proper use of automation levels is in accordance with the operator's automation policy and as
specified in FLT 3.11.22.
Elements of training may be accomplished as part of ground, simulator, aircraft or line training.
The term Pilot Monitoring (PM) has the same meaning as the term Pilot Not Flying (PNF) for the
purpose of applying the specifications of this provision.
The specification in item iv) refers to the following prioritization of tasks during any normal or
abnormal situation or maneuver:
• Aviate: fly the aircraft in accordance with restrictions and limitations set forth in the OM;
• Navigate: guide the aircraft along the intended or appropriate route;
• Communicate: verbalize intentions to other crew members and ATC, as applicable.
The term “abnormal” is used to describe a condition or situation (e.g. abnormal airframe vibration,
abnormal landing configuration).
The term “emergency” used alone refers to declarations and non-AOM procedures.
FLT 2.2.27
evaluation, that includes a demonstration of competence in normal and non-normal procedures and
maneuvers, to include, as a minimum, rejected takeoff, emergency evacuation, engine failure and/or
those procedures and maneuvers specified in the Operator's AQP/ATQP/EBT as approved or
accepted by the Authority. (GM)

Auditor Actions
 Identified/Assessed requirement for training/evaluation including a demonstration of
competence in normal/non-normal procedures/maneuvers in flight crew training/evaluation
program.
recurrent schedule for training/evaluation in normal/non-normal procedures/maneuvers).
training/evaluation in specified normal/non-normal procedures/maneuvers).
initial/recurrent training/evaluation in the specified normal/non-normal procedures/maneuvers).
 Observed flight simulator operations (focus: training/evaluation in performance of normal/non-
normal procedures/maneuvers).
Guidance
The intent of this provision is to define the basic initial and subsequent recurrent training and
evaluation cycles that ensure flight crew members are competent to perform normal and non-normal
procedures and maneuvers. It is understood that competence in all potential normal and non-normal
procedures may not be demonstrated annually but in accordance with a schedule that is acceptable
to the Authority.
The modification of qualification intervals in accordance with an AQP, ATQP or EBT program
requires conformity with FLT 2.1.1B.
Training and, when applicable, a demonstration of competence in specified normal and non-normal
procedures and maneuvers is applicable to all pilot crew members.
Training and, when applicable, evaluation is accomplished as part of ground, simulator/aircraft and
line training;
Line training is in normal procedures/maneuvers only.
An evaluation of competence in the normal and non-normal procedures and maneuvers specified is
applicable when such procedures and/or maneuvers are stipulated by the operator and/or State in
conjunction with State-approved or State-accepted training courses that require a method of
evaluation. Such courses typically include:
• Type qualification;
• Transition (conversion);
• Upgrade to PIC;
• Re-qualification;
• Recurrent training.
Operators that conduct training flights and cannot safely train/evaluate a non-normal procedure or
maneuver in an aircraft or in a representative flight simulator as specified in FLT 2.2.38 may
demonstrate an alternative means of conformance in accordance with FLT 2.2.41.
All pilot flight crew members who receive training in the normal and non-normal procedures and
maneuvers specified in this provision also demonstrate competence in such procedures and
maneuvers in accordance with the applicable specifications of FLT 2.3.2.


FLT 2.2.28
The Operator shall ensure flight crew members, prior to an evaluation, are familiar with those
maneuvers and/or malfunctions that might be presented during the evaluation but are not given
information that reveals the exact sequence and the circumstances under which such maneuvers or
malfunctions will be presented. (GM)
Auditor Actions
 Identified/Assessed philosophy/requirements for preparing flight crew members for an
evaluation in flight crew training/evaluation program.
 Examined guidance for instructors/evaluators (focus: methodology for providing information to
flight crew members in preparation for an evaluation).
 Observed flight simulator operations (focus: information provided to flight crew members in
preparation for an evaluation).
Guidance
The specification of this provision is not intended to preclude flight crews from knowing the city pairs
to be flown or the general maneuver requirements prior to the evaluation; however, flight crews would
typically not be provided with the exact evaluation scenario.
Operators that conduct training flights in an aircraft may divulge as much information about the
intended training/evaluation as is necessary to ensure the safety of the planned operation.
FLT 2.2.29
The Operator shall ensure flight crew members, before starting line training, have successfully
completed an Operator proficiency evaluation administered by an Evaluator of the Operator or a
representative of the Authority, and have demonstrated the skill and knowledge level adequate for
operating the aircraft at or above the standards stipulated in the training syllabus. (GM)
Auditor Actions
 Identified/Assessed requirement for a final evaluation prior to a flight crew member
commencing line flight training.
 Examined syllabus for final evaluations of flight crew members prior to line flight training (focus:
demonstration of skill/knowledge adequate to operate the aircraft at or above the standards
stipulated in the training syllabus; definition of evaluation criteria).
 Examined selected flight crew member training/qualification records (focus: successful
completion of final evaluation conducted by an evaluator prior to commencing line flight training).
Guidance
An evaluation in conjunction with Initial Type Qualification satisfies the specifications in this provision.
FLT 2.2.30
The Operator shall ensure flight crew members complete training in CRM skills, which may be
accomplished as part of simulator, aircraft and/or line training, as applicable. (GM)

Yes* Yes Yes (every 12 months) Yes
type or crew position requirements that are different from the individual's previous training in CRM
skills.
Auditor Actions
 Identified/Assessed requirements for training in CRM skills in flight crew training/evaluation
program.
recurrent schedule for CRM training).
of CRM training in simulator/aircraft or during line flight training).
initial/recurrent CRM training).
 Observed line flight and flight simulator operations (focus: training in application of CRM/TEM
principles/skills).
Guidance
This specification is intended to ensure CRM skills are emphasized during and integrated into
simulator or aircraft training, as applicable, and line training.
FLT 2.2.31
The Operator shall ensure flight crew members complete a Line Operational Simulation (LOS)
profile. Such training and/or evaluation shall be:
(i) Approved or accepted by the State;
(ii) A planned scenario administered in a line environment setting with specific CRM objectives
where such non-technical skills are observed, debriefed upon completion and used for the
performance assessment of the flight crew. (GM)

Auditor Actions
 Identified/Assessed requirement for approved LOS in flight crew training/evaluation program.
recurrent schedule for LOS).
 Examined criteria for administration of LOS (focus: conducted as uninterrupted scenario in real-
time line environment with planned CRM objectives, CRM skills observed/briefed at completion).
of LOS in simulator/aircraft or during line flight training).
 Examined selected flight crew member training/qualification records (focus: completion of LOS
in initial/recurrent training).
 Observed flight simulator operations (focus: training using LOS profile).
Guidance
Refer to the IRM for the definition of Line Operational Simulation (LOS), Line Oriented Evaluation
(LOE), Line-Oriented Flight Training (LOFT) and Special Purpose Operational Training (SPOT).
Training and/or evaluation is applicable to flight crew members.
LOS includes SPOT, LOE, and LOFT. Such scenarios incorporated into the training program satisfy
the specifications of this provision.
LOS scenarios are conducted in a simulated “line environment” setting and are as standardized and
scripted as possible. A simple menu of expected weather conditions and/or normal/non-normal
procedures/maneuvers would not be acceptable as this would increase the subjectivity of the
presentation.
In the absence of a representative flight simulator, such alternatives typically employ:
• LOS profiles conducted in a generic simulation device or representative flight training device;
• An uninterrupted planned scenario in the aircraft with specific CRM objectives that include
behavioral observation and assessment of crew performance, where such skills are
observed and debriefed upon completion. This requires an operator to specify how the CRM
objectives are set, evaluated and debriefed in a line environment.
FLT 2.2.32
evaluation, that includes a demonstration of competence, in wind shear avoidance and recovery from
predictive and actual wind shear. (GM)

Auditor Actions
 Identified/Assessed requirement for training/evaluation/demonstration of competence in wind
shear avoidance/recovery from predictive/actual wind shear in flight crew training/evaluation
program.
recurrent schedule for wind shear training/evaluation).
 Examined selected initial/recurrent training/qualification course curricula/syllabi (focus: wind
shear training/evaluation/demonstration of competence).
initial/recurrent wind shear training/evaluation).
 Observed flight simulator operations (focus: training/evaluation in wind shear
avoidance/recovery from predictive/actual wind shear).
Guidance
Refer to the IRM for the definition of Wind Shear.
The intent of this provision is to ensure training and evaluation occurs, as applicable, in the
maneuvers specified within the intervals specified. Such training and evaluation can occur in
conjunction with any State-approved or State-accepted training course.
Training and, when applicable, an evaluation in the specified normal and non-normal procedures and
maneuvers is applicable to all pilot crew members.
Training is accomplished in a representative flight simulator approved for the purpose by the State.
Such evaluation of competence in the normal and non-normal procedures and maneuvers specified
is applicable when such procedures and/or maneuvers are stipulated by the operator and/or State in
• Upgrade to PIC;
• Recurrent training.
Training and evaluation of the non-normal procedures and maneuvers specified in this provision
cannot be safely accomplished in an aircraft on a training flight (see FLT 2.2.38).
Operators that cannot conform to the specifications of this provision due to the non-existence of a
representative flight simulator may demonstrate an alternative means of conforming to these
specifications in accordance with FLT 2.2.41.
The additional ground and line training and evaluation used to satisfy the specifications of this
provision and of FLT 2.2.41 in the absence of a representative flight simulator typically include a
review of:
• Conditions conducive to wind shear;
• Effects on aircraft performance;

• Indications of wind shear presence;

• Avoidance and recovery techniques;
• Wind shear case studies or scenarios.
FLT 2.2.33
The Operator shall ensure flight crew members complete training and an evaluation, which includes
a demonstration of competence in terrain awareness procedures and maneuvers. Such training and
evaluation shall include:
(i) Knowledge and conduct of associated procedures;
(ii) Response to GPWS alerts and warnings;
(iii) The avoidance of Controlled Flight Into Terrain (CFIT). (GM)
Auditor Actions
 Identified/Assessed requirement for training/evaluation/demonstration of competence in terrain
awareness procedures/maneuvers in flight crew training/evaluation program.
recurrent schedule for training/evaluation in terrain awareness procedures/maneuvers).
training/evaluation in terrain awareness procedures/maneuvers; definition of subjects
addressed).
initial/recurrent training/evaluation in terrain awareness procedures/maneuvers).
 Observed line flight and flight simulator operations (focus: terrain awareness
procedures/maneuvers).
Guidance
Refer to the IRM for the definition of Controlled Flight into Terrain (CFIT).
The specifications in this provision are directly related to the prevention of controlled flight into terrain
(CFIT).
The intent is to ensure training and evaluation occurs, as applicable, in the maneuvers specified
within the intervals specified. Such training and evaluation can occur in conjunction with any State-
approved or State-accepted training course.
Training and evaluation in the specified normal and non-normal procedures and maneuvers in a
representative flight simulator approved for the purpose by the State is applicable to pilot crew
members.

provision and of FLT 2.2.41 in the absence of a representative flight simulator typically includes a
review of:
• CFIT avoidance techniques;
• CFIT recovery techniques and maximizing aircraft performance;
• GPWS alerts and warnings;
• CFIT case studies or scenarios.
Further information may be found at
FLT 2.2.34
If the Operator conducts low visibility operations (LVO), the Operator shall ensure flight crew
members complete training and an evaluation that includes a demonstration of competence in such
operations, as well as operations with inoperative ground based and/or aircraft equipment. (GM)
type or crew position requirements that are different from the individual's previous training in LVO.
Auditor Actions
 Identified/Assessed requirement for training/evaluation/demonstration of competence in LVO
and/or operations with inoperative ground based/aircraft equipment in flight crew
recurrent schedule for training/evaluation in LVO and/or operations with inoperative ground
based/aircraft equipment).
training/evaluation in LVO and/or operations with inoperative ground based/aircraft equipment).
initial/recurrent training/evaluation in LVO and/or operations with inoperative ground
based/aircraft equipment).
 Observed flight simulator operations (focus: training in LVO).
Guidance
Refer to the IRM for the definition of Low Visibility Operations (LVO).
Training and evaluation in low visibility operations is applicable to all pilot crew members.

For the purposes of this provision, low visibility operations are considered in effect when the Runway
Visual Range (RVR) is below 400 m for takeoff and/or below Category I limits for landing.
Operators that conduct training flights and cannot safely train/evaluate the specified procedures in an
aircraft or in a representative flight simulator as specified in FLT 2.2.38 may demonstrate an
alternative means of conformance in accordance with FLT 2.2.41.
FLT 2.2.35
The Operator shall ensure flight crew members with duties and responsibilities related to
TCAS/ACAS alerting equipment complete training and an evaluation that includes a demonstration of
competence in maneuvers and procedures for the proper response to TCAS/ACAS alerts. (GM)
Auditor Actions
 Identified/Assessed requirement for training/evaluation/demonstration of competence in
procedures for proper response to TCAS/ACAS alerts in flight crew training/evaluation program.
 Identified/flight crew AQP/ATQP/EBT (if applicable): (focus continuing qualification recurrent
schedule for training/evaluation in response to TCAS/ACAS alerts).
training/evaluation in procedures for proper response to TCAS/ACAS alerts).
initial/recurrent training/evaluation in procedures for proper response to TCAS/ACAS alerts).
 Observed flight simulator operations (focus: training/evaluation in response to TCAS/ACAS
alerts).
Guidance
The intent of this provision is to ensure training and evaluation occurs, as applicable, in the
maneuvers specified within the intervals specified. Such training and evaluation can occur in
conjunction with any State-approved or State-accepted training course.
TCAS training may be performed without demonstrating capability in a simulator (since many
simulators do not have TCAS capability).

provision and of FLT 2.2.41 in the absence of a representative flight simulator typically include a
review of:
• TCAS procedures and alert responses;
• TCAS alerts;
• TCAS case studies or scenarios.
FLT 2.2.37
If the Operator uses pilot flight crew members designated to perform duties from either control seat,
the Operator shall have seat-specific qualification for such flight crew members, to include training
and an evaluation. (GM)
Auditor Actions
 Identified/Assessed requirement for seat-specific qualification of pilot flight crew members
designated to perform duties from either control seat.
recurrent schedule for seat-specific qualification).
 Examined selected initial/recurrent training/qualification course curricula/syllabi (focus: seat-
specific training/evaluation for flight crew members designated to perform duties from either
control seat).
 Examined selected flight crew member training/qualification records (focus: completion of seat-
specific evaluation in initial/recurrent training).
 Observed flight simulator operations (focus: training/evaluation in performing duties from either
control seat)
Guidance
The intent of this provision is to ensure that any pilot designated to perform duties from either control
seat, including takeoffs and landings, completes seat specific qualification.
The specifications of this provision typically apply to pilot flight crew members, such as:
• Type Rating Instructors (TRIs)
• Type Rating Examiners (TREs)
• Pilots who are authorized to conduct takeoff and landings from either control seat.
Cruise relief pilots may meet the seat-specific requirements of this provision as part of a State-
approved or State-accepted (cruise relief pilot) qualification program.

Cruise relief pilots are not required to receive recurrent training in both control seats once every
12 months unless required as part of a State-approved or -accepted (cruise relief pilot) qualification
program.
FLT 2.2.38
If the Operator conducts training flights, the Operator shall specify those required maneuvers and
procedures that cannot be safely accomplished in an aircraft, and ensure such maneuvers and
procedures are either trained and evaluated in a representative flight simulator or, if such a synthetic
device does not exist, ensure a demonstration of pilot competence in those maneuvers and
procedures using an alternative means in accordance with FLT 2.2.41. Maneuvers and procedures
that cannot be safely accomplished in an aircraft shall include, as a minimum:
(i) Wind shear avoidance and recovery;
(ii) Response to GPWS alerts and warnings and the avoidance of Controlled Flight Into Terrain
(CFIT);
(iii) Response to TCAS/ACAS alerts. (GM)
Note: If a representative flight simulator exists, conformity with FLT 2.2.32, FLT 2.2.33 and
FLT 2.2.35 is required for the Operator to be in conformity with this provision.
Note: If a representative flight simulator does not exist, conformity with FLT 2.2.41 is required for the
Operator to be in conformity with this provision.
Auditor Actions
 Identified/Assessed designation of required maneuvers/procedures that cannot be
accomplished in an aircraft, requirement for flight crew training/evaluation in such
maneuvers/procedures in an approved representative flight training device or using alternative
means in accordance with FLT 2.2.41.
 Examined aircraft training/qualification curriculum/syllabus (focus: exclusion of specified
maneuvers from aircraft training).
specified maneuvers in an approved representative training device or via alternative means).
Guidance
Refer to the IRM for the definition of Flight Simulator.
The intent of this provision is to ensure both of the following:
• The maneuvers and procedures that cannot be safely accomplished in an aircraft are
specified by the operator and include, as a minimum, those maneuvers specified in i), ii)
and iii);
• A demonstration of pilot competence in the specified maneuvers and procedures using either
a representative flight simulator or an alternative means (as specified in FLT 2.2.41) if such
flight simulator does not exist.
Refer to FLT 2.2.41 if no representative flight simulator exists for the aircraft type.
Refer to FLT 2.2.32, FLT 2.2.33, FLT 2.2.35 and associated Guidance for additional specifications
and information related to the training and evaluation on the specified maneuvers.

FLT 2.2.39
If the Operator conducts training flights and accomplishes training or evaluation related to a failed or
inoperative engine during such flights, the Operator shall ensure engine failures are simulated for the
purpose of accomplishing any maneuvers that involve a failed or inoperative engine. (GM)
Auditor Actions
 Identified/Assessed requirement for only simulated engine failure during aircraft training flights.
 Examined instructor guidance for aircraft training flights (focus: instructions for simulation of
engine failure for maneuvers that involve failed/inoperative engine).
Guidance
The intent of this provision is to ensure maneuvers that involve a failed or inoperative engine are
safely accomplished when training in such maneuvers is performed in the aircraft (as required by the
Authority or due to the unavailability of a representative flight simulator approved for the purpose by
the State). In order to ensure maneuvers that involve a failed or inoperative engine are accomplished
safely during training flights, engine failures are typically simulated in a manner that would not
prevent the flight crew from recovering immediate and full control of an engine.
FLT 2.2.40
evaluation that includes a demonstration of competence in duties and procedures related to flight
crew incapacitation. (GM)
type or crew position requirements that are different from the individual's previous training in duties
and procedures related to flight crew incapacitation.
Auditor Actions
 Identified/Assessed requirement for demonstration of competence in duties/procedures related
to flight crew incapacitation in flight crew training/evaluation program.
recurrent schedule for demonstration of competence in duties/procedures related to flight crew
incapacitation).
evaluation in duties/procedures related to flight crew incapacitation).
demonstration of competence in duties/procedures related to flight crew incapacitation in
initial/recurrent training).
 Observed flight simulator operations (focus: training in flight crew incapacitation)
Guidance
The specification of this provision is applicable to all flight crew members.

A demonstration of competence in the crew member duties and procedures related to flight crew
incapacitation is applicable when such a demonstration is required by the operator and/or State in
• Upgrade to PIC;
• Recurrent.
FLT 2.2.41
If the Operator conducts training flights and is unable to train and evaluate the required maneuvers
and procedures specified in FLT 2.2.38 due to the non-existence of a representative flight simulator,
the Operator shall use an alternative means for ensuring a demonstration of pilot competence in such
maneuvers and procedures. Any alternative means shall be approved or accepted by the State, and
require a demonstration of competence through a combination of means, to include:
(i) The use of generic flight simulators;
(ii) The use of representative and/or generic flight training devices;
(iii) Additional ground and line training and evaluation;
(iv) As applicable, any other means that ensures a demonstration of pilot competence in the
applicable maneuvers and procedures. (GM)
Auditor Actions
 Identified/Assessed requirement for flight crew demonstration of competence using alternative
means for required maneuvers/procedures that cannot be accomplished in an aircraft or due to
the non-availability of a representative flight training device.
 Examined applicable training/qualification curriculum/syllabus (focus: training/evaluation in
designated maneuvers accomplished; definition of acceptable alternative means of training).
 Examined selected flight crew member training/qualification records (focus: demonstration of
competence in designated maneuvers completed using alternative means).
Guidance
Refer to the IRM for the definition of Flight Training Device (FTD).
The intent of this provision is for the operator to ensure, in the absence of a representative flight
simulator necessary to conform to FLT 2.2.38, that suitable and effective alternatives are used for the
training and evaluation of maneuvers and procedures that cannot be safely conducted in an aircraft.
It is important to note that conformity with this provision requires a combination of alternative training
and evaluation methods to ensure a demonstration of pilot competence (i.e. generic simulators
and/or flight training devices, ground training/evaluation, line training/evaluation, other). This
requirement is based on the presumption that any one method when used alone would be
inadequate to ensure competence in the specified maneuvers as well as associated procedures.
Wind shear, GPWS, and TCAS training maneuvers and procedures, as specified in FLT 2.2.38,
cannot be safely accomplished in an aircraft during a training flight or line training.

Refer to FLT 2.2.32, FLT 2.2.33, FLT 2.2.35 and associated Guidance for additional specifications
and information related to the required training and evaluation associated with:
• Wind shear avoidance and recovery;
• Response to GPWS alerts and warnings and the avoidance of Controlled Flight Into Terrain
(CFIT);
• Response to TCAS/ACAS alerts.
FLT 2.2.42
If the Operator transports passengers or supernumeraries, the Operator shall ensure flight crew
members complete security training as approved or accepted by the State, and in accordance with
the Operator's security training program as specified in SEC 2.1.1. Flight crew security training shall
address the following subject areas:
(i) Determination of the seriousness of the occurrence;
(ii) Crew communication and coordination;
(iii) Policy and procedures associated with flight deck access;
(iv) Appropriate self-defense responses;
(v) Use of non-lethal protective devices assigned to crew members for use as authorized by the
State;
(vi) Understanding the behavior of terrorists so as to facilitate the ability to cope with hijacker
behavior and passenger responses;
(vii) Situational training exercises regarding various threat conditions;
(viii) Flight deck procedures to protect the aircraft;
(ix) Aircraft search procedures;
(x) As practicable, guidance on least-risk bomb locations. (GM)
type or crew position requirements that are different from the individual's previous flight crew
security training.
Note: Flight crew members shall complete initial security training prior to being assigned to
operational duties.
Note: The specifications of this provision are applicable to flight crew members used on board an
aircraft during commercial and/or non-commercial operations.
Auditor Actions
 Identified/Assessed flight crew security training program (focus: approval/acceptance by the
State; meets applicable requirements of other states).
recurrent schedule for flight crew security training).
 Examined selected initial/recurrent training/qualification course curricula/syllabi (focus: security
training is included; required subjects are addressed).
security training).

Guidance
Refer to the IRM for the definitions of Air Operator Security Program (AOSP) and Non-Lethal
Protective Device.
Flight crew members are directly involved in the implementation of security measures and thereby
require an awareness of obligations to the Security Program of the operator.
Crew security training would normally be in accordance with applicable regulations and/or the civil
aviation security program of the State, and where no regulatory guidance exists, in accordance with
the policy of the operator.
Security training for flight crew members typically focuses on the need for the flight crew to maintain
control of the flight deck.
Specific subject areas included in recurrent security training are typically identified and derived from
an analysis of actual or likely situations or trends experienced during line operations.
Fight deck access as specified in item (iii) would typically include persons authorized for flight deck
access as well as procedures for flight deck entry/exit.
Flight crew training in self-defense responses as specified in item (iv) typically focuses on ensuring
the security of the flight deck and takes into consideration relevant operational factors (e.g. type of
operation, phase of flight, aircraft type/configuration, responses by cabin crew members or, if
applicable, supernumeraries).
Training as specified in item (vi) typically addresses topics or tactics as appropriate for the operator
that might be associated with or could be used to facilitate crew-passenger reaction to or interaction
with hijackers (e.g. conflict management, use of passive or non-passive cooperation, understanding
Stockholm Syndrome, identification of and response to hijacker types/motives).
Training exercises as specified in item (vii) are typically interactive in nature, and scenarios or
situations (e.g. bomb threat, hijacking, unruly passenger) may be presented using various accepted
training methods (e.g. live role playing, table top, computer-based training).
Training as specified in item (x) is applicable to aircraft types that have designated least-risk bomb
locations. Least-risk bomb locations are typically not identified on all-cargo aircraft.
FLT 2.2.43
If the Operator conducts passenger flights without cabin crew, the Operator shall ensure flight crew
members, complete training and demonstrate competence in the performance of any assigned duties
and functions related to passenger cabin safety. (GM)
and functions related to passenger cabin safety.
Auditor Actions
 Identified/Assessed requirement for flight crew training in the performance of assigned
duties/functions related to passenger cabin safety.
recurrent schedule for crew training in the performance of assigned duties/functions related to
passenger cabin safety).


in performance of assigned duties/functions related to passenger cabin safety).
training in performance of assigned duties/functions related to passenger cabin safety).
Guidance
The training specified in the provision is to be accomplished as part of initial ground, simulator/aircraft
or line training.
Cabin safety training would typically address:
• Aircraft systems and emergency equipment including:
○ Aircraft interior, passenger seats and restraints;
○ Aircraft-specific cabin duties and responsibilities;
○ Emergency exit locations and operation;
○ Emergency equipment locations and operation;
○ Slides, rafts, slide/rafts, ramp slide/rafts, life vests and other flotation devices as
applicable.
• Cabin safety duties and responsibilities including:
○ Mandatory passenger briefings;
○ Passenger acceptance and handling;
○ The stowage of carry-on baggage;
○ The use of personal electronic devices;
○ Fueling with passengers on board;
○ Cabin safety checks.
• Emergency procedures including:
○ Cabin duties assumed in the event of an emergency;
○ Cabin smoke, fumes and fires;
○ Emergency landing (land and water);
○ Planned and unplanned cabin emergency evacuations (land and water);
○ Oxygen administration;
○ Medical emergencies and first aid.
Cabin safety training elements incorporated into other curricula of the flight crew member training
program may satisfy the specifications of this provision.
FLT 2.2.44
If the Operator uses supernumeraries in the passenger cabin or supernumerary compartment of an
aircraft that are required for the safety of operations, the operator should ensure such
supernumeraries receive training and an evaluation to demonstrate competence in the performance
of any assigned duties or functions related to passenger cabin or cargo compartment safety. (GM)

Yes* Yes* No No
or functions related to passenger cabin or cargo compartment safety.
Note: The specifications of this provision are applicable to supernumeraries used on board an
Auditor Actions
 Identified/Assessed requirement for aircraft type-specific supernumerary training/evaluation in
performance of assigned duties/functions related to passenger cabin/cargo compartment safety.
 Examined selected supernumerary training course curricula/syllabi (focus: as applicable, aircraft
type-specific training/evaluation in performance of assigned duties/functions related to
passenger cabin/cargo compartment safety).
 Examined selected supernumerary training records (focus: completion of aircraft type-specific
training/evaluation in performance of assigned duties/functions related to passenger cabin/cargo
compartment safety).
Guidance
Refer to the IRM for the definition of Supernumerary, which further defines and includes examples of
supernumeraries, including those that are required for the safety of operations.
This provision is applicable only to supernumeraries that are required for safety of operations, and
the intent is to ensure such supernumeraries used in the passenger cabin or supernumerary
compartment in accordance with the specifications of this provision are competent to perform any
assigned duties or functions related to passenger cabin or cargo compartment safety.
An aircraft type-specific training course would typically address any cabin or supernumerary
compartment actions to be taken during normal, abnormal or emergency situations.
2.3 Line Qualification
FLT 2.3.1
The Operator shall have a line qualification program consisting of line training and, where applicable,
evaluations, approved or accepted by the State, which ensures flight crew members are qualified to
operate in areas, on routes or route segments and into the airports to be used in operations for the
Operator. Such program shall:
(i) Be published in the Training Manual or equivalent documents;
(ii) Ensure each pilot flight crew member has adequate knowledge of the elements specified in
Table 2.5, as applicable to the areas, routes and route segments of intended operation;

(iii) Specify qualification requirements for operations in all areas, on all routes or route
segments, and into all airports of intended use;
(iv) Ensure each pilot flight crewmember, prior to entering the line qualification program, has
satisfied the applicable recency-of-experience requirements specified in FLT 3.3.7 (i) under
the supervision of an instructor or evaluator authorized for the purpose by the Operator
and/or State;
(v) Ensure line training and evaluation for each pilot crew member is completed during initial
qualification and, if applicable, in accordance with the continuing qualification curriculum as
defined in the Operator's AQP/ATQP/EBT that conforms to the specifications of FLT 2.1.1B;
(vi) Ensure line training and evaluation is completed prior to a pilot crew member being used as
a PIC in operations. (GM)
Auditor Actions
 Identified/Assessed flight crew line qualification training/evaluation program,
approved/accepted by the State, specifies qualification requirements for operations associated
with areas/routes/route segments/airports used in operations.
schedule for line training/evaluation).
 Identified/Assessed the requirement for recency-of-experience prior to entry into the line
qualification program.
 Examined flight crew line qualification initial/recurrent curricula/syllabi (focus: line
training/evaluation in areas/airports of operations; program elements consistent with
specifications in Table 2.5).
initial/recurrent line qualification training/evaluation).
 Examined selected flight crew member training/qualification records (focus: assessment of
recency-of-experience for pilots entering line qualification).
 Observed line flight operations (focus: flight crew demonstrates knowledge of relevant
operational requirements).
Guidance
Refer to the IRM for the definition of Zero Flight Time Training (ZFTT).
The intent of this provision is to ensure flight crew members are qualified to conduct routine
operations within each theater of operation as defined by the operator. It does not address the
additional and specialized knowledge required to conform to FLT 2.4.1.
Refer to FLT 2.4.1 and associated Guidance for additional specifications and information that
addresses special areas, routes route segments and special airports.
FLT 2.1.1B addresses overall AQP/ATQP/EBT elements and specifications, as well as
approval/acceptance requirements of the Authority.
The specification in item (iv) ensures that a qualifying pilot has the necessary experience to operate
as a required crewmember in the line training qualification program. Recency-of-experience would
typically be established during simulator training in a ZFTT training program or during base training
associated with initial aircraft qualification and/or type rating. If there are delays between simulator
and/or type qualification training and the commencement of line qualification, recency-of-experience
may be lost and would need to be re-established by the operator.
The specification in item (iv) may be satisfied by a process integral to the line qualification program or
be in accordance with the process defined by FLT 3.3.7.
This specification in item (v) applies to all candidates for the position of PIC, to include SIC upgrade
candidates and pilots hired directly into PIC positions in operations for the operator.

The training and evaluation specified in this provision is accomplished by pilot flight crew members
as part of; ground training, simulator/aircraft training or line training.
FLT 2.3.2
The Operator shall ensure each pilot flight crew member, in order to maintain qualification, receives
training and, when applicable, successfully completes an evaluation at or above the standards
stipulated in the training syllabus and administered by an Evaluator of the Operator or a
representative of the Authority, and demonstrates piloting technique and competence to execute
emergency procedures and comply with instrument flight rules. Such training and, when applicable,
evaluation shall be conducted in accordance with the requirements of the State and applicable
authorities to ensure evaluations for all pilot flight crew members are conducted using one or more of
the following intervals, as applicable:
(i) For the PIC, twice within any period of one year plus or minus one calendar month from the
original qualification anniversary date or base month, and/or
(ii) For pilot crew members other than the PIC, in accordance with i), or once within any period
of one year plus or minus one calendar month from the original qualification anniversary
date or base month, and/or
(iii) For any pilot crew member participating in an AQP, ATQP or EBT program, once within any
period of one year, or other period approved or accepted by the State, provided such
training and qualification program incorporates all elements and specifications contained in
Table 2.6, Table 2.7 and Table 2.8. (GM)
Auditor Actions
 Identified/Assessed requirement for flight crew continuing qualification that includes a
demonstration of piloting technique and competence to execute emergency procedures and
comply with instrument flight rules; definition of continuing training/evaluation interval(s).
schedule for demonstration of piloting technique and competence to execute emergency
procedures and comply with instrument flight rules).
 Examined selected recurrent training/qualification course curricula/syllabi (focus:
training/evaluation in emergency procedures/compliance with instrument flight rules).
 Examined selected flight crew training/qualification records (focus: completion of continuing
qualification training/evaluation at intervals as specified).
Guidance
Refer to the IRM for definitions of Base Month, Calendar Month, LOE and Training to Proficiency.
The modification of qualification intervals in accordance with an AQP, ATQP or EBT program
requires conformity with FLT 2.1.1B.
The intent of this provision is to define the conditions necessary for a pilot crewmember to maintain
qualification and to set a basic qualification interval, which may be slightly modified in accordance
with the specifications of the provision or conditions stipulated in guidance material.
The specifications of this provision are minimum requirements and might be exceeded by
requirements of the State or other applicable authorities. The applicable authorities specified in this
provision typically refer to authorities that have jurisdiction over international operations conducted by
an operator over the high seas or the territory of a state that is other than the State of the Operator.
An operator, in accordance with the requirements of the State and other applicable authorities, may
adjust the frequency of evaluations specified in item i) of this provision to minimize overlap, preserve
the original qualification date, and ensure evaluations are completed within the annual cycle set forth
by the operator, State and/or applicable authorities.
Providing a minimum of two simulator training sessions within a thirteen-month period typically
satisfies the requirements of item i) if the interval between training sessions is not less restrictive than
what is specified by the operator, State and/or applicable authorities.

The evaluation cycles specified in items i) and ii) of this provision may be completed in 13 months in
accordance with State requirements that allow such cycle to be adjusted a maximum of plus or minus
one calendar month from the original qualification anniversary date or base month. Such flexibility is
normally incorporated in the training and evaluation program to allow for latitude in the trainee
scheduling process.
The evaluation cycles specified in item i) of this provision may also be adjusted in accordance with
State requirements that flight crew members undergo training and, when applicable, an evaluation at
least every 6 calendar months. If the training and evaluation, however, is conducted within 3 calendar
months prior to the expiry of the 6-calendar month period in the case of item i) or the 12 calendar
months period in the case of item ii), the next training and evaluation must be completed within 6 or
12 calendar months, respectively, of the original expiry date of the previous training and evaluation.
Training and evaluation specified in items i) and ii) may be anticipated and conducted within 3
calendar months prior to the expiry date.
Accommodations made to adjust evaluation cycles or frequency may not affect the original
anniversary date or base month when flight crew member qualification was either:
• First established, or
• Re-established following a period of extended absence, and subject to the satisfactory
completion of a training program designed specifically for the re-qualification of flight crew
members following an extended absence.
One of the evaluations specified in item i), in a 12-calendar month period, may be administered by an
instructor, trained and authorized by the operator and the Authority, during the conduct of a simulator
or aircraft training course, approved or accepted by the Authority, for the purpose of maintaining
piloting technique and competence.
One of the evaluations specified in item ii), in a 24-calendar month period, may be administered by
an instructor, trained and authorized by the operator and the Authority, during the conduct of a
simulator or aircraft training course, approved or accepted by the Authority, for the purpose of
maintaining piloting technique and competence.
Simulator or aircraft training courses approved or accepted by the Authority for the purpose of
maintaining piloting technique and competence typically include one or more of the following
elements:
• Training-to-proficiency at the pilot controls of an aircraft or aircraft simulator;
• Appropriate briefings before and after the training;
• LOE using a complete flight crew;
• Maneuvers and procedures (abnormal and emergency) that may occur in line operations.
explanatory information regarding specified intervals associated with recurrent training/continuing
qualification.
FLT 2.3.3
The Operator shall ensure line training for the second-in-command (SIC) includes an amount of Pilot
Monitoring (PM) and Pilot Flying (PF) duties sufficient to develop and demonstrate proficiency in
such duties. (GM)

Auditor Actions
 Identified/Assessed requirement for SIC training in PM/PF duties in flight crew line qualification
 Examined selected SIC training/qualification records (focus: completion of training/evaluation in
PM/PF duties).
Guidance
FLT 2.3.4
The Operator shall ensure pilot flight crew members complete an evaluation that includes a
demonstration of knowledge of the operations approved as part of the Air Operator Certificate (AOC).
Such evaluation shall include a demonstration of knowledge of:
(i) Approaches authorized by the Authority;
(ii) Ceiling and visibility requirements for takeoff, approach and landing;
(iii) Allowance for inoperative ground components;
(iv) Wind limitations (crosswind, tailwind and, if applicable, headwind). (GM)
* This evaluation may be provided as a complete package or, if applicable, tailored to address
aircraft type or crew position requirements that are different from the individual's previous
evaluation in the knowledge of AOC-approved operations.
Auditor Actions
 Identified/Assessed requirement for flight crew initial/continuing qualification that includes a
demonstration of knowledge of operations approved as part of the AOC.
recurrent schedule for demonstration of knowledge of AOC operations).
 Examined flight crew line qualification initial/recurrent curricula/syllabi (focus: evaluation of
relevant operational knowledge; definition of operational areas addressed).
 Examined selected flight crew training/qualification records (focus: completion of
initial/continuing qualification training/evaluation).
Guidance
The training and evaluation specified in this provision is accomplished by pilot flight crew members
as part of ground, simulator/aircraft or line training.
The specifications of this provision are normally satisfied during line training but can occur elsewhere
in the training program.

The wind limitations specified in item iv) refer to maximum limits that have been demonstrated for
takeoff and landing, as well as limits that have been established for the type of operation being
conducted (e.g., as applicable, automatic landing, HUD/EVS guided, or contaminated runway).
FLT 2.3.6
The Operator shall ensure pilot flight crew members complete a Command Training and Evaluation
program during initial training and qualification and, if applicable, in accordance with the continuing
qualification curriculum as defined in the Operator's AQP/ATQP/EBT that conforms to the
specifications of FLT 2.1.1B. Such training and evaluation shall be completed prior to a pilot flight
crew member being assigned as PIC in operations. (GM)
Auditor Actions
 Identified/Assessed requirement for PIC command training/evaluation program.
recurrent schedule for PIC command training/evaluation).
 Examined selected flight crew training/qualification records (focus: completion of command
training/evaluation prior to assignment to PIC duties).
 Other Actions (Specify).
Guidance
Refer to the IRM for the definition of Operational Flight Plan (OFP).
The specifications of this provision apply to all candidates for the position of PIC, to include SIC
upgrade candidates and pilots hired directly into PIC positions in operations for the operator.
Command training and evaluation is accomplished by pilot flight crew members as part of ground,
simulator/aircraft or line training.
Command training and evaluation programs may be conducted in addition to, and/or in conjunction
with, one or more of the training programs specified in FLT 2.1.1.
The program specified in this provision addresses the technical and non-technical aspects of
command relevant to the operations of the operator, and typically includes:
• Technical seat-specific aircraft training for the aircraft type;
• Basic operator familiarization training in subjects relevant to the PIC;
• Human performance and CRM skill training relevant to command, the relationship with other
crew members and the operation as a whole (e.g. leadership, team building, conflict
resolution, etc.);
• Training in the sections of the OM relevant to command, to include:
○ Authority and responsibilities of the PIC in operations for the operator;
○ Adherence to the limitations of the AOC;
○ Responsibilities relevant to the OFP and ATL;
○ Responsibilities relevant to the reporting of accidents and incidents.

2.4 Special Qualification
FLT 2.4.1
If the Operator conducts flights in areas or on routes or route segments over difficult terrain and/or
into special airports as designated by the State or by the Operator, the Operator shall ensure each
PIC completes training and, if required, an evaluation in the special skills and/or knowledge required
to qualify or requalify for such operations. The content of training shall ensure the PIC has adequate
knowledge of the elements specified in Table 2.5 as applicable to the areas, routes, route segments
and special airports of intended operation. (GM)
Auditor Actions
 Identified/Assessed requirement for training to qualify/requalify a PIC in special
skills/knowledge needed for operations associated with specific areas/routes/route
segments/difficult terrain/airports as designated by State or operator.
 Examined training curriculum/syllabus used to qualify/requalify PIC to operate over/into special
routes/areas/airports (focus: training in special skills/knowledge required for certain operations;
program elements consistent with specifications in Table 2.5).
 Examined selected PIC training/qualification records (focus: completion of training for operations
associated with designated special areas/routes/route segments/terrain/airports).
Guidance
This provision applies to candidates for the position of PIC, to include SIC upgrade candidates and
pilots hired directly into PIC positions in operations for the operator.
Training as specified in this provision may include aircraft type-specific elements as applicable to
areas of operations, routes, airports, and equipment operated.
The specifications of this provision address the training required to operate over difficult terrain
and/or into special airports based on a determination, by the operator and/or State, that pilots require
special skills or knowledge for such operations. Such training typically addresses routes and/or
airports that are over or in areas:
• With mountainous terrain, including high terrain, rapidly rising terrain or terrain with steep
gradients;
• With terrain that contributes to the existence of mountain waves, turbulence, high surface
winds, sudden wind changes and/or other atmospheric phenomena that could affect the
performance of the aircraft;
• Containing topographical variations such as ridgelines, valleys, ravines, fjords or other areas
where downdrafts on the leeward or downwind side can make traversing the area or
accomplishing a crosswind landing hazardous;
• Where the airport, runway and/or approach environment is difficult to identify at night due to
surrounding lights;
• Where featureless or expansive terrain could contribute to optical illusions during the day or
at night;
• That are devoid of lighting where airport, runway and/or approach area identification is
difficult at night due to lack of visible landmarks;
• That are devoid of lighting and sole reference to external or visual cues is insufficient for the
maintenance of proper aircraft attitude control;
• That require the application of any other specific skills or knowledge, as determined by the
operator and/or State.
The specified training may be included as part of initial or continuing qualification under FLT 3.3.10 or
conducted independently.

FLT 2.4.2
If the Operator engages in specialized operations, the Operator shall ensure flight crew members,
prior to being used in such operations, complete training and/or an evaluation in the operating
practices and procedures for the following special operations, as applicable to the Operator:
(i) Performance-Based Navigation (PBN), training and evaluation required.
(ii) Performance-Based Communication and Navigation Surveillance System (PBCS).
(iii) Reduced Vertical Separation Minima (RVSM).
(iv) Minimum Navigation Performance Specifications (MNPS/NAT HLA).
(v) Areas of Magnetic Unreliability (AMU). (GM)
Sub-spec Specific to Included in Included in Recurrent Conformance
Aircraft Initial/Transition/ Training/Continuing through
Type Conversion Qualification AQP/ATQP/EBT
Training
(i) Yes* Yes* Yes (every 12 months) Yes
(ii)–(v) Yes* Yes* No Yes
type or crew position requirements that are different from the individual's previous training in PBN,
PBCS, RVSM, MNPS/NAT HLA and/or AMU practices and procedures.
Auditor Actions
 Identified/Assessed requirement for training in PBN/PBCS/RVSM/MNPS/NAT HLA/AMU
procedures in flight crew training/evaluation program.
 Identified/Assessed flight crew AQP/ATQP/EBT (if applicable): (focus continuing
qualification/recurrent schedule for training and evaluation in PBN/PBCS/RVSM/MNPS/NAT
HLA/AMU).
 Examined selected initial/recurrent training/other qualification course curricula/syllabi (focus:
training in PBN/PBCS/RVSM/MNPS/NAT HLA/AMU procedures.
PBN/PBCS/RVSM/MNPS/NAT HLA/AMU procedures in initial training).
Guidance
Refer to the IRM for the definitions of Areas of Magnetic Unreliability (AMU), Minimum Navigation
Performance Specifications (MNPS), North Atlantic Track High Level Airspace (NAT HLA),
Performance-Based Communication and Navigation Surveillance System (PBCS), Performance-
Based Navigation (PBN) and Specialized Operations.
Training is applicable to all pilot crew members and, if used in conjunction with such special
operations, flight navigators.

FLT 2.4.3
If the Operator uses flight crew members to concurrently operate aircraft of different types, or operate
variants within one type, the Operator shall have qualification processes that are approved or
accepted by the State and ensure such flight crew members complete training and an evaluation that
emphasizes the differences between aircraft types and variants. (GM)
Auditor Actions
 Identified/Assessed requirement for flight crew training/evaluation in differences between
aircraft types/variants (as applicable).
recurrent schedule for training/evaluation in differences between aircraft types/variants).
 Examined flight crew line qualification initial/recurrent curricula/syllabi (focus: training/evaluation
in differences between relevant aircraft types/variants).
training/evaluation in differences between aircraft types/variants).
Guidance
Refer to the IRM for the definitions of Aircraft Type and Aircraft Variant (within Type).
The intent of this specification is to ensure flight crew members are familiarized with the significant
differences in equipment and/or procedures between concurrently operated types or variants.
The determination of variant within type is within the domain of the State as part of flight crew
licensing.
Qualification processes are applicable to all flight crew members used in such operations and as
defined in the IRM.
Aircraft differences that require emphasis typically include level of technology, ergonomics,
operational differences and handling characteristics.

2.5 SMS Training
FLT 2.5.1
The Operator shall have a program that ensures its flight operations personnel are trained and
competent to perform SMS duties. The scope of such training shall be appropriate to each
individual's involvement in the SMS. [SMS] (GM) ◄
Note: The specifications of this provision are applicable to personnel of the Operator that perform
flight operations functions.
Auditor Actions
 Identified/Assessed SMS training program for flight operations (focus: program ensures training
for the operator’s flight operations personnel as appropriate to individual SMS involvement).
 Examined selected initial/recurrent training curricula/syllabi for management/non-management
personnel (focus: training in individually relevant SMS duties/responsibilities).
 Examined selected management/non-management personnel training records (focus:
completion of SMS training).
Guidance
SMS training is an element of the Safety Promotion component of the SMS framework.
FLT 2.5.2
If the Operator outsources flight operations functions to external service providers, the Operator
should have a program that ensures personnel of external service providers are trained and
competent to perform SMS duties. The scope of such training should be appropriate to individual
involvement in the Operator’s SMS. [SMS] (GM) ◄
Auditor Actions
 Identified/Assessed SMS training program for flight operations (focus: program ensures training
for flight operations personnel of external service providers as appropriate to individual SMS
involvement).
 Interviewed SMS manager and/or designated management representative(s).
 Examined selected outsourcing contracts/agreements (focus: inclusion of requirement of SMS
training for applicable service provider personnel).
 Examined selected records/reports resulting from monitoring of service providers (focus:
monitoring process ensures applicable personnel of service providers have completed SMS
training).
Guidance
SMS training is an element of the Safety Promotion component of the SMS framework.

3 Line Operations
3.1 Common Language
FLT 3.1.1
The Operator shall ensure the designation of a common language(s) for use by all flight crew
members for communication:
(i) On the flight deck during line operations;
(ii) If the Operator conducts passenger flights with cabin crew, between the flight crew and
cabin crew during line operations;
(iii) During flight crew training and evaluation activities. (GM)
Auditor Actions
 Identified/Assessed requirement for use of common language(s) by flight/cabin crew members.
 Interviewed selected flight/cabin crew members (focus: awareness/use of designated common
language in operations).
 Observed line flight and flight simulator operations (focus: instructor/crew use of designated
common language).
Guidance
More than one common reference language might be designated.
Communication in the designated common language is applicable to all flight crew members,
including foreign nationals and expatriates used as flight crew members, instructors or evaluators by
the operator.
The operator is expected to be in compliance with the common language requirements of the State
(e.g. mandatory for operations, a condition for employment or a condition for airman certification), if
such requirements exist. If no State requirements exist, the operator is expected to designate an
appropriate common operational language for use by flight crew members, as specified in this
provision.
The existence (and application) of a State common language requirement that satisfies the
specifications of this provision relieves the operator of such a designation in operational
documentation.
FLT 3.1.2
If the Operator designates more than one common language in accordance with FLT 3.1.1, the
Operator shall have procedures to ensure effective communication is established and maintained
between flight crew members and, if applicable, with cabin crew members:
(i) During normal, abnormal and emergency operations;
(ii) In the event of incapacitation of any crew member. (GM)
Auditor Actions
 Identified/Assessed requirement for use of multiple common languages by flight/cabin crew
members.
 Identified/Assessed procedures for flight/cabin crew member communication in the event of
crew incapacitation.
 Interviewed selected flight/cabin crew members (focus: awareness/use of designated common
languages in operations).
 Observed line flight operations (focus: flight/cabin crew use of designated common languages).

Guidance
The intent of this provision is to ensure, when an operator has more than one designated common
language, that operational communication among crew members is maintained and, in the case of
incapacitation of any crew member, does not result in a loss of verbal communication among the
remaining crew members.
3.2 Flight Crew Responsibilities
FLT 3.2.1
The Operator shall ensure the PIC is assigned the responsibility for recording the following
information for each flight:
(i) Aircraft registration;
(ii) Date;
(iii) Flight number;
(iv) Flight crew names and duty assignment;
(v) Departure and arrival airports;
(vi) ATD, ATA, flight time. (GM)
Auditor Actions
 Identified/Assessed assignment of responsibility for PIC to record flight information; definition of
information to be recorded.
 Observed line flight operations (focus: recording of flight information).
Guidance
The specifications of this provision could be recorded by electronic means (e.g., ACARS) or manually
by PIC or his/her designee.
The specification in item iv) refers to the designation of crew duty assignments as specified in the
AFM or by the operator (e.g. Captain, First Officer, Flight Engineer, Navigator, Radio Operator, Load
Master).
3.3 Flight Crew Qualifications
FLT 3.3.1
The Operator shall specify the composition and required number of flight crew members taking into
account the type of aircraft, flight crew qualification requirements and flight/duty time limitations. (GM)
Auditor Actions
 Identified/Assessed requirement/methodology for determining flight crew composition/number
of crew members based on aircraft type/crew qualification/flight-duty time limitations.
 Examined selected flight crew pairing records (focus: crew composition/number consistent with
aircraft type/qualifications/limitations).
 Observed flight crew scheduling operations (focus: scheduling complies with defined flight crew
composition/number of flight crew members based on mission factors).
Guidance
The intent of this provision is to ensure flight crews are composed of the flight crew members
appropriate for the aircraft type and planned operation.
As applicable to an operator, crew composition requirements would typically also address the use of
relief pilots and/or augmented crews.

FLT 3.3.2
The Operator shall have guidance and criteria that address the pairing of inexperienced pilot crew
members and ensure scheduling processes prevent inexperienced pilot flight crew members, as
defined by the Operator or the State, from operating together. (GM)
Auditor Actions
 Identified/Assessed guidance/criteria that prohibit pairing of inexperienced pilot flight crew
members.
 Identified/Assessed tracking/scheduling processes that prevent pairing of inexperienced pilot
flight crew members.
 Examined selected flight crew pairing records (focus: inexperienced flight crew members not
paired together).
 Observed flight crew scheduling operations (focus: scheduling uses guidance/criteria that
prevent pairing of inexperience flight crew members).
Guidance
The definition of inexperienced pilot flight crew member typically varies depending on the operator or
the State and generally refers to a minimum number of hours in aircraft type after the completion of
initial training/qualification.
The specifications of this provision are intended to preclude two newly trained or inexperienced pilots
from operating together in an aircraft type until they each achieve a level of experience defined by the
operator or the State.
FLT 3.3.3
If the Operator conducts low visibility approaches, the Operator shall define a minimum level of
command experience required for a pilot to be authorized to conduct such approaches as PIC to
approved Operator minima. (GM)
Auditor Actions
 Identified/Assessed defined minimum level(s) of command experience required for PIC to be
authorized to conduct low visibility approaches to approved minima.
 Examined OM guidance/procedures (focus: defined PIC minimum level of command experience
to conduct low visibility approaches to approved minima).
 Examined selected flight crew training/qualification records (focus: low visibility approach
authorization based on experience level).
Guidance
For those flight crew members qualified as PIC on aircraft types equipped for low visibility
approaches, the specification for a minimum level of command experience may be replaced by a
State-approved or State-accepted training program on low visibility operations conducted in a
simulator suitable for the purpose.
FLT 3.3.4
The Operator shall ensure flight crew members will not operate an aircraft unless issued a medical
assessment in accordance with requirements of the State; such assessment shall not be valid for a
period greater than 12 months. (GM)
Note: If authorized by the State, it is permissible to extend the validity beyond 12 months (to preserve
the original expiry date) when the medical assessment is renewed up to 45 days prior to its expiry
date.

Auditor Actions
 Identified/Assessed requirement for flight crew members to have valid medical assessment in
accordance with requirements of the State, maximum 12 months validity.
 Identified/Assessed tracking/scheduling processes that prevent flight crew members from
assignment to flight duty without valid medical assessment.
 Examined selected flight crew training/qualification records (focus: existence of valid medical
assessment).
 Observed flight crew scheduling operations (focus: scheduling tracks/accounts for valid flight
crew member medical assessment).
Guidance
Requirements of the State and/or an applicable authority that are associated with medical
classifications, aircraft types, flight crew positions and/or licensing could require a more restrictive
assessment interval than specified in this provision. An applicable authority is one that has
jurisdiction over international operations conducted by an operator over the high seas or the territory
of a state that is other than the State of the Operator.
The “class” of medical assessment required to conform to the specifications of this provision, typically
“class 1”, is defined by the State and/or an applicable authority.
FLT 3.3.5
If the Operator conducts international flight operations, the Operator shall ensure either of the
following apply to flight crew members that operate such flights:
(i) The Operator has a method to prevent such crew members from acting as a pilot after
having attained their 65th birthday, or
(ii) Where laws or regulations of the State do not permit maximum age limits, the Operator has
a method, which is acceptable to the State and other applicable states, for making a
determination that pilot flight crew members are no longer permitted to exercise the
privileges of their pilot license in international operations for the operator. (GM)
Auditor Actions
 Identified/Assessed requirements/restrictions applicable to use of pilot flight crew members that
have attained 65 years of age.
 Identified/Assessed tracking/scheduling processes that ensure assignments of PIC and crew
pairing for international flights are in accordance with age limitations/restrictions.
 Examined selected flight crew training/qualification records (focus: retention of age
imitations/restrictions).
 Observed flight crew scheduling operations (focus: scheduling accounts for/complies with
age/other restrictions that prohibit assignment of flight crew member as pilot in international flight
operations).
Guidance
The intent of this provision is to address pilot flight crew member duty assignments for international
operations when the flight crew includes at least one pilot that has attained 65 years of age.
The specifications of this provision refer to the maximum age(s), as specified by an operator or the
Authority, beyond which pilot privileges are curtailed or cancelled. Such curtailment or cancellation of
privileges is generally associated with flight crew member position and/or flight crew composition.
The specifications in item ii) refer to operators that are subject to laws or regulations of the State that
preclude the specification of maximum age limits for flight crew members to exercise the full
privileges of their pilot license in operations for the operator.

The specifications of this provision may be satisfied by an operator's process for tracking pilot flight
crew member age, if age requirements or limits are specified by the operator or Authority. Such
tracking might be necessary to conform to State requirements when a pilot crew member changes
position or reaches a mandatory age limit.
FLT 3.3.7
The Operator shall have a process to ensure flight crew member recency-of-experience
requirements are satisfied as follows:
(i) A pilot does not act as PIC or SIC of an aircraft unless either:
(a) On the same type or variant of aircraft within the preceding 90 days (120 days if
under the supervision of an instructor or evaluator), that pilot has operated the flight
controls during at least three takeoffs and landings in the aircraft type or in a flight
simulator approved for the purpose by the appropriate authority, or
(b) On the same type or variant of aircraft within a time period acceptable to the State
and applicable authorities, that pilot has operated the flight controls during the
number of takeoffs and landings in the aircraft type or in a flight simulator approved
for the purpose by the appropriate authority, necessary to conform to a defined
recency of experience schedule approved or accepted by the State and applicable
authorities.
(ii) A pilot does not act in the capacity of a cruise relief pilot unless, within the preceding
90 days, that pilot has either:
(a) Operated as PIC, SIC or cruise relief pilot on the same type or variant of aircraft, or
(b) Completed flying skill refresher training to include normal, abnormal and emergency
procedures specific to cruise flight on the same type of aircraft or in a flight simulator
approved for the purpose, and has practiced approach and landing procedures,
where the approach and landing procedure practice may be performed as the PM.
(iii) A flight engineer does not perform duties in an aircraft unless either:
(a) Within the preceding 6 months, that individual has had at least 50 hours of flight
time as a flight engineer on that aircraft type aircraft, or
(b) Within the preceding 90 days, that individual has operated as a flight engineer on
board that aircraft type or in a simulator of the aircraft type.
(iv) A flight navigator or radio operator does not perform duties in an aircraft unless recency-of-
experience requirements of the Operator and the State have been satisfied.
(v) If a flight crew member does not satisfy recency-of-experience requirements in accordance
with i), ii), iii) or iv), such flight crew member completes re-qualification in accordance with
the Operator's training and evaluation program. (GM)
Auditor Actions
 Identified/Assessed tracking/scheduling processes that prevent flight crew members from flight
duty assignment unless recency-of-experience qualification requirements are met.
 Examined OM guidance/procedures (focus: definition of recency-of-experience qualification
requirements).
 Examined selected flight crew training/qualification records (focus: satisfaction of recency-of-
experience qualification requirements).
 Observed flight crew scheduling operations (focus: scheduling tracks/accounts for flight crew
member recency-of-experience qualification requirements).
 Observed flight simulator operations (focus: simulators are representative of aircraft flown and
are approved for the purpose of satisfying recency-of-experience requirements).

Guidance
Refer to the IRM for the definition of Cruise Relief Pilot.
The specification in item i) requires the pilots to operate the flight controls: PM duties do not satisfy
recency-of-experience requirements for this specification.
The specifications in item (i) also ensure that newly qualifying pilots have the necessary experience
to operate as a required crewmember in the line training qualification program. The process to
ensure such pilots meet recency-of-experience requirements may be integral to the line qualification
program in accordance with FLT 2.3.1.
The specification in item i) b) may stipulate the number of takeoffs and landings to be performed
according to a defined schedule in order to establish an equivalent level of recency experience. Such
schedule would not have to adhere exactly to the specification in item i) a) of this provision if the level
of recent experience is acceptable to the State and applicable authorities, and the PIC or SIC, as
applicable, is required to operate the flight controls in order to satisfy recency-of-experience
requirements.
Item v) specifies that a flight crew member whose recency has lapsed for any reason becomes
unqualified and must be re-qualified by the operator. The requalification program for such a flight
crewmember need not specify the same number of takeoffs and landings as the recency
requirements.
Applicable authorities include those authorities that have jurisdiction over international operations
conducted by an operator over the high seas or the territory of a state that is other than the State of
the Operator.
FLT 3.3.9
The Operator shall have an airport qualification process that ensures a PIC has made an actual
approach and landing at each airport within the Operator's route system accompanied by a pilot,
either as a crew member or flight deck observer, that is qualified for that airport, unless:
(i) The approach to the airport is not over difficult terrain and the instrument approach
procedures and aids available are similar to those with which the pilot is familiar, and the
normal operating minima are adjusted by the addition of a margin of safety that is approved
or accepted by the State, or there is reasonable certainty that approach and landing can be
made in visual meteorological conditions (VMC), or
(ii) The descent from the initial approach altitude can be made by day in VMC, or
(iii) The Operator has qualified the PIC for operations into the airport by means a pictorial
representation that is approved or accepted the Authority, or
(iv) The airport is adjacent to another airport into which the PIC is currently qualified to operate.
(GM)

Auditor Actions
 Identified/Assessed tracking/scheduling/pairing processes for ensuring PICs will meet
qualification requirements for airports/areas/routes to be used in operations.
 Examined OM guidance/procedures (focus: definition of crew member qualification criteria for
operations into airports/areas/routes used in operations).
 Observed flight crew scheduling operations (focus: scheduling and crew pairing accounts for
PIC qualification for operations into airports of intended landing).
Guidance
The specification in item (i) may be satisfied by a process, approved or accepted by the State, that:
• Identifies instrument approach procedures that require the application of margins to
operating minima;
• Specifies the operating margin to be applied.
The specification in item (iii) may be satisfied by any pictorial representation approved or accepted
for the purpose by the Authority, such as an instrument approach plate or chart.
addresses training for operations associated with special areas, routes, route segments and special
airports.
FLT 3.3.10
The Operator shall have a process to ensure a pilot is not used as a PIC in operations that require
the application of special skills or knowledge within areas, on routes over difficult terrain and/or into
special airports, as designated by the State or by the Operator, unless, within the preceding 12
months, that pilot has either:
(i) Made at least one trip as a pilot flight crew member, line check airman or observer on the
flight deck on a route in close proximity and over similar terrain within the specified area(s),
on the specified route and/or into the special airport, as applicable, or
(ii) Completed training and an evaluation in the special skills and/or knowledge required to
qualify or requalify for such operations. The content of training shall ensure the PIC has
adequate knowledge of the elements specified in Table 2.5 as applicable to the areas,
routes, route segments and special airports of intended operation. (GM)
Auditor Actions
 Identified/Assessed tracking/scheduling processes that prevent PICs from flight duty
assignment into airports/areas and on routes/route segments that require special
skills/knowledge, unless qualification requirements have been satisfied.
 Examined OM guidance/procedures (focus: definition of PIC qualification criteria for operations
into airports/areas/routes that require special knowledge/skills).
 Observed flight crew scheduling operations (focus: scheduling tracks/accounts for PIC
qualification for routes/airports that require special knowledge/skills).
Guidance
Special airport and/or route/area re-qualification (if applicable) could take the form of pictorial review,
simulator training, line check airmen briefing or operation into the airport accompanied by a line
check airman or other qualified airman and could include exemptions for VFR operations.

The intent of this provision is to ensure the PIC has a level of knowledge of terrain, minimum safe
altitudes, seasonal meteorological conditions, communication and air traffic facilities, services and
procedures, search and rescue services and navigational facilities and procedures, including any
long-range navigation procedures, required for safe operations.
addresses training for operations associated with special areas, routes route segments and special
airports.
3.4 Flight Crew Scheduling
FLT 3.4.1
The Operator shall have a means to ensure flight crew members are qualified and current prior to
accepting and/or being assigned to duty. Such means shall consist of:
(i) A requirement that prohibits flight crew members from operating an aircraft if not qualified for
duty in accordance with requirements contained in Table 2.3;
(ii) A scheduling process that ensures flight crew members, prior to being assigned to duty, are
qualified and current in accordance with the applicable flight crew qualification requirements
contained in Table 2.3 and, if applicable, additional requirements of the State. (GM)
Auditor Actions
 Identified/Assessed tracking/scheduling processes that prevent flight crew members from flight
duty assignment unless currently qualified in accordance with Table 2.3 or other applicable
requirements of the State.
 Examined process for determining additional flight crew qualification requirements of the State.
 Examined selected flight crew duty assignment records (focus: satisfaction of applicable
qualification requirements).
 Observed flight crew scheduling operations (focus: scheduling requires flight crew member
qualification in accordance with Table 2.3 and requirements of State).
Guidance
The intent of this provision is to ensure flight crew member requirements and related scheduling
processes preclude operation of an aircraft by a flight crew member that is not qualified and current in
accordance with the specifications of the provision.
FLT 3.4.2
The Operator shall have a scheduling policy that ensures flight crew members, prior to being
assigned to duty, will not be adversely affected by factors that could impair human performance, to
include, as a minimum:
(i) Pregnancy;
(ii) Illness, surgery or use of medication(s);
(iii) Blood donation;
(iv) Deep underwater diving;
(v) Fatigue whether occurring in one flight, successive flights or accumulated over a period of
time. (GM)
Auditor Actions
 Identified/Assessed scheduling policy/process that takes into account factors that could impair
flight crew human performance prior to flight duty assignment.
 Examined OM guidance/procedures (focus: definition of factors that impair flight crew human
performance).

 Examined selected flight crew duty assignment records (focus: examples of application of
factors that could impair crew member performance).
 Observed flight crew scheduling operations (focus: scheduling accounts for factors that could
impair crew member performance).
Guidance
The intent of this provision is to ensure an operator's policies address flight crew member “fitness for
duty.” Such policies typically assign the responsibility to the flight crew member to report and remain
“fit for duty” in accordance with the list of specifications in this provision.
FLT 3.4.3A
The Operator shall have a methodology for managing fatigue-related safety risks to ensure fatigue
occurring in one flight, successive flights or accumulated over a period of time does not impair a flight
crewmember's alertness and ability to safely operate an aircraft or perform safety-related duties.
Such methodology shall consist of:
(i) Flight time, flight duty period, duty period limitations and rest period requirements that are in
accordance with the applicable prescriptive fatigue management regulations of the State
while managing fatigue hazards using the SMS processes that are in place for managing
safety hazards in general, and/or
(ii) If applicable, the Operator's Fatigue Risk Management System (FRMS) approved or
accepted by the State and established in accordance with FLT 3.4.3B. (GM)
Auditor Actions
 Identified/Assessed requirements/methodology for flight crew fatigue management and/or
FRMS in accordance with regulations of the State.
 Identified/Assessed FRMS (if applicable) (focus: approved/accepted by State, incorporates
elements as specified in FLT 3.4.3B).
 Identified/Assessed tracking/scheduling processes (focus: processes take into account flight
time/flight duty period/duty period/rest period limitations in the duty assignment of flight crew
members).
 Interviewed selected scheduling personnel.
 Examined selected flight crew duty assignment records (focus: examples of application of flight
crew fatigue management limitations/mitigations).
 Observed flight crew scheduling operations (focus: scheduling includes management of fatigue-
related safety risk).
Guidance
Refer to the IRM for the definitions of Fatigue and Fatigue Risk Management System (FRMS).
The intent of this provision is to ensure an operator establishes a methodology for the management
of flight crew member fatigue in a manner that:
• Is based upon scientific principles and knowledge;
• Is consistent with the prescriptive fatigue management and/or FRMS regulations of the State;
• Precludes fatigue from endangering safety of the flight.
Where authorized by the State, the operator may use a Fatigue Risk Management System (FRMS) in
accordance with FLT 3.4.3B alone or in combination with prescriptive flight time, flight duty period,
duty period limitations and rest period requirements as the means for managing fatigue-related risks.
Guidance for the implementation of an FRMS is contained in the IATA/ICAO/IFALPA Fatigue
Management Guide for Airline Operators and, as applicable, in other reference documents approved
or accepted by the State for the purpose of FRMS implementation (e.g., FAA, AC 120-103A-Fatigue
Risk Management Systems for Aviation Safety)

FLT 3.4.3B
If the Operator uses an FRMS to manage flight crew fatigue-related safety risks, the Operator shall
incorporate scientific principles and knowledge within the FRMS, comply with any applicable
requirements for managing flight crew fatigue as established by the State or Authority and, as a
minimum:
(i) Define and document the FRMS policy;
(ii) Incorporate risk management processes for fatigue hazard identification, risk assessment
and risk mitigation;
(iii) Develop and maintain effective FRMS safety assurance processes;
(iv) Establish and implement effective FRMS promotion processes. [MA] (GM)
Auditor Actions
 Identified/Assessed FRMS policy/components/elements, compliance with fatigue risk
management requirements of State/Authority.
 Identified/Assessed FRMS processes for flight crew fatigue risk management data
collection/analysis/hazard identification, safety risk assessment, safety risk mitigation/control.
 Interviewed selected personnel that perform flight crew fatigue-related safety risk management
functions.
 Examined selected examples of fatigue risk management (focus: hazard identified, risk
assessed, mitigation action developed and implemented).
 Observed flight crew scheduling operations (focus: scheduling includes management of fatigue-
related safety risk in accordance with an approved FRMS).
Guidance
The intent of this provision is to ensure fatigue occurring either in one flight, successive flights or
accumulated over a period of time does not impair a crew member's alertness and ability to safely
operate an aircraft or perform safety-related duties.
Where authorized by the State, the operator may use an FRMS as a means to determine that
variations from prescriptive fatigue management policies demonstrate an acceptable level of safety.
Guidance for the implementation of an FRMS is contained in the IATA/ICAO/IFALPA Fatigue
Management Guide for Operators and, as applicable, other reference documents approved or
accepted by the State for the purpose of FRMS implementation (e.g. FAA, AC
120-103A–Fatigue Risk Management Systems for Aviation Safety).
The applicability of this provision is limited to those operations wherein fatigue is managed in
accordance with the FRMS as defined in the operator's FRMS documentation. It is important to note,
however, that an FRMS may be used alone or in combination with prescriptive flight time, flight duty
period, duty period limitations and rest period requirements as the means for managing fatigue
related risks.

The components of an effective FRMS as specified in this provision are described in the following
table.
FRMS Component Item Description

FRMS policy and (i) Policy:
documentation • Defines FRMS Terms of Reference
• Identifies scope of FRMS operations
• Identifies FRMS elements
• Reflects shared responsibility
• States safety objectives
• Declares management commitment
• Identifies lines of accountability
Documentation:
• Policy and objectives
• Processes and procedures
• Accountabilities, responsibilities and authorities
• Mechanism for involvement of all stakeholders
• FRMS training records
• Planned and actual times worked
• Outputs (findings, recommendations, actions)
Fatigue risk management (ii) • Fatigue hazard identification
processes (reactive/proactive/predictive processes)
• Safety risk assessment
• Safety risk mitigation
FRMS safety assurance (iii) • FRMS performance monitoring
processes • Operational and organizational change
management
• Continual FRMS improvement
FRMS promotion processes (iv) • Training programs (for management, crew
members and all other involved personnel under
the FRMS)
• Communication plan (explains FRMS policies,
procedures and responsibilities to all relevant
stakeholders and also describes communication
channels)
FLT 3.4.3C
If the Operator uses an FRMS to manage flight crew fatigue-related safety risks, the Operator should
ensure the organizational activities specified in FLT 3.4.3B related to the management of flight crew
fatigue-related risks are integrated with the Operator's organizational safety management system
(SMS). (GM)
Auditor Actions
 Identified/Assessed integration of FRMS elements in organizational SMS.
 Interviewed selected personnel that perform flight crew fatigue-related safety risk management
functions.
 Examined selected examples of flight crew fatigue-related hazards addressed/analyzed under
organization-wide safety risk assessment/mitigation program.
 Other Action (Specify).

Guidance
The intent of this provision is to ensure the “tactical” organizational activities specified in FLT 3.4.3B
interface with organizational safety risk management activities. This includes interfaces with SMS
and Quality systems to ensure operational systems and processes are subjected to the
organization's overarching safety and quality assurance processes.
Guidance for the integration of FRMS and SMS is described in the IATA/ICAO/IFALPA Fatigue
Management Guide for Airline Operators.
FLT 3.4.4
The Operator shall consider the following as duty time for the purposes of determining required rest
periods and calculating duty time limitations for operating flight crew members:
(i) Entire duration of the flight;
(ii) Pre-operating deadhead time;
(iii) Training periods prior to a flight;
(iv) Administrative or office time prior to a flight (for flight crew members that serve in a
management function);
(v) If required by the State, flight time accrued by flight crew members in operations other than
those of the Operator. (GM)
Auditor Actions
 Identified/Assessed requirements/criteria used for determination of required rest
periods/calculation of duty time limitations for operating flight crew members.
 Identified/Assessed processes used to track flight crew compliance with duty time/rest period
limitations.
 Examined selected flight crew duty assignment records (focus: application of duty time/rest
period limitations).
 Observed flight crew scheduling operations (focus: scheduling uses defined criteria for
determining required flight crew rest periods/calculating duty time limitations).
Guidance
Refer to the IRM for the definition of Deadheading.
The intent of this provision is to ensure an operator considers non-flight duty time, or flight time
accrued in operations other than those of the operator, that is likely to induce fatigue into the
calculation of duty time limitations and the determination of required rest periods.
FLT 3.4.6
If the Operator uses flight crew members that are concurrently qualified to operate aircraft of different
types, or operate variants within one type, and the State specifies unique training and/or recency
requirements for such flight crew members to remain concurrently qualified, the Operator shall have
a scheduling process that addresses such unique requirements, to include, as a minimum:
(i) Required differences training (between type or variants);
(ii) Recency of experience necessary to maintain currency on all types or variants. (GM)
Auditor Actions
 Identified/Assessed scheduling processes that address flight crew members concurrently
qualified to operate aircraft of different types/variants within one type.
 Interviewed flight crew scheduling personnel.

 Examined requirements/criteria applicable to concurrently qualified flight crew members (focus:

differences training, recency of experience).
Guidance
The intent of this provision is to ensure scheduling processes address the unique State requirements
(e.g. recency on each type or variant, or training on each type or variant), if any, that are necessary
for flight crew members to remain concurrently qualified to operate multiple types or variants within
type.
The determination of variant within type is within the domain of the State as part of flight crew
licensing.
3.5 Flight Preparation
FLT 3.5.1
The Operator shall have procedures that describe flight crew member duties and responsibilities for
flight preparation and ensure flight crew members, prior to the commencement of each flight,
complete a review of:
(i) The Aircraft Technical Log (ATL) and the MEL/CDL;
(ii) The OFP;
(iii) Weather information to include en route and departure, destination and alternate airports;
(iv) NOTAMS applicable to the en route phase of flight and to departure, destination and
alternate airports;
(v) Aircraft performance;
(vi) Aircraft weight/mass and balance. (GM)
Auditor Actions
 Identified/Assessed OM guidance/procedures for flight crew preflight preparation (focus:
description of duties/responsibilities; definition of information required to be reviewed).
 Observed line flight operations (focus: preflight preparation duties/responsibilities).
Guidance
Refer to the IRM for the definition of Aircraft Technical Log (ATL).
FLT 3.5.2
If the Operator uses aircraft with electronic navigation data capabilities, the Operator shall have
guidance and procedures for flight crew members to ensure the validity of any electronic navigation
database installed into aircraft navigation equipment. (GM)
Auditor Actions
 Identified/Assessed OM guidance/procedures for flight crew preflight of aircraft navigation
equipment (focus: validation of any installed navigation databases; definition of validation
criteria).
 Observed line flight operations (focus: flight crew preflight navigation database validation).
Guidance
Where more than one database is available for use in the aircraft navigation system, an operator can
ensure database validity by providing guidance for the flight crew to select the new database for use
prior to the first flight on the effective date for the new database.

The operator may provide relief in the MEL, permitting flight crew use of a non-current database for a
specified period of time due to database errors or faults.
FLT 3.5.3
If the Operator uses electronic flight bag (EFB) devices or systems, the Operator shall, in accordance
with requirements of the Authority, have one or more processes to ensure the appropriate
management, control, maintenance and use of EFBs. Such process shall ensure, as a minimum:
(i) Portable EFBs, if used, do not affect the performance of aircraft systems, equipment or the
ability to operate the aircraft;
(ii) Assessment of the safety risks associated with each EFB function used in operations in
accordance with FLT 1.12.2;
(iii) Establishment of procedures for the use, management and maintenance of the device, each
EFB function and any database the device may use;
(iv) Establishment of training requirements for the use of the device and each EFB function;
(v) In the event of an EFB failure, sufficient information is readily available to the flight crew for
the flight to be conducted safely. (GM)
Auditor Actions
 Identified/Assessed process(es) for management/control of EFB systems/devices (focus:
device distribution/serviceability (as applicable)/process for data maintenance/timely update,
data limitations).
 Observed line flight operations (focus: implementation of relevant process(es)/procedures).
Guidance
Refer to the IRM for the definition of Electronic Flight Bag (EFB).
The specification in item ii) refers to risk assessment and mitigation action. Such process considers
an EFB system, its software applications, and its integration inside a specific aircraft, to identify the
potential malfunctions and failure scenarios, analyze their operational effects, and, if necessary,
propose mitigation means. An effective risk assessment includes:
• Evaluation of the risks associated with the use of an EFB;
• Definition of appropriate risk mitigation measures;
• Identification of potential losses of function or malfunctions (detected and undetected
erroneous output) and associated failure scenarios;
• Analysis of the operational consequences of identified failure scenarios;
• Establishment of mitigating measures;
• Assurance that the EFB system (hardware and software) achieves at least the same level of
accessibility, usability, and reliability as the means of presentation it replaces;
• The possibility of redundant portable EFBs to reduce the risk of exhausted batteries.
The specification in item v) refers to reliability of EFB use. Consideration is given to establishing a
reliable alternative means of providing the information available on the EFB system. For example,
alternative means could include one or a combination of the following:
• System design (including hardware and software);
• Alternative EFB possibly supplied from a different power source;
• EFB applications hosted on more than one platform;
• Paper backup (e.g. Quick Reference Handbook (QRH));
• Procedural means; and
• Administration.

3.6 Route and Airport Planning

FLT 3.6.2
The Operator shall have guidance that enables the flight crew to determine if airports of intended use
meet operational requirements, to include:
(i) Applicable performance requirements;
(ii) Runway characteristics;
(iii) Air Traffic Services and associated communications;
(iv) Navigation aids and lighting;
(v) Weather reporting;
(vi) Emergency services. (GM)
Auditor Actions
 Identified/Assessed OM guidance that specifies operational requirements for airports of
intended use (focus: availability to flight crew; instructions for information in operations).
 Observed line flight operations (focus: determination of airport operational requirements).
Guidance
Refer to the IRM for the definition of Air Traffic Services.
FLT 3.6.3
The Operator shall have guidance that enables the flight crew to determine operating minima for
airports of intended use. (GM)
Auditor Actions
 Identified/Assessed OM guidance that specifies operating minima for airports of intended use
(focus: availability to flight crew; instructions for use of information in operations).
 Observed line flight and flight simulator operations (focus: determination of airport operating
minima).
Guidance
Operating minima refer to the limits of usability of an airport for takeoff or landing expressed in terms
of RVR, visibility, cloud condition or decision altitude/height. Operating minima could be affected by
aircraft equipment, flight crew qualifications and airport facilities/environment.
The specification of this provision only refers to the determination of minima related to airport
facilities/environment.
The specification of this provision also applies to the modification of takeoff and approach minima to
allow for airport equipment outages. Examples of airport equipment outages include runway edge
lights inoperative, center line lights inoperative, etc.
Airports of intended use include departure alternate, en route alternate, destination and destination
alternate.

FLT 3.6.4
The Operator shall have guidance that enables the flight crew to determine Runway Visual Range
(RVR) requirements for runways of intended use, to include, as a minimum:
(i) Requirement for the availability of RVR reporting in order for CAT II and CAT III approach
and landing operations to be authorized;
(ii) Required minimum RVR values for takeoff and authorized approaches;
(iii) Required minimum RVR values that consider inoperative approach/runway lighting,
inoperative transmissometers or inadequate visual reference. (GM)
Auditor Actions
 Identified/Assessed OM guidance that specifies takeoff/landing runway visual range (RVR)
requirements/associated limitations for runways of intended use (focus: availability to flight crew;
instructions for use of information in operations).
 Observed line flight and flight simulator operations (focus: determination of airport RVR
requirements/associated limitations).
Guidance
The means of RVR measurement typically varies depending on the State.
The specification in item iii) may be satisfied by a corrections table or manual corrections for
inoperative equipment applied to published minima.
FLT 3.6.5
The Operator should have guidance that ensures approach and landing operations are not
authorized when the prevailing visibility is below 800 meters or the Converted Meteorological
Visibility (CMV) is below 800 RVR unless RVR reporting is available for the runway of intended
use. (GM)
Auditor Actions
 Identified/Assessed OM guidance that requires RVR reporting for approach/landing operations
when prevailing visibility is below 800 meters/CMV below 800 RVR (focus: availability of
guidance to flight crew; statement of prohibition).
 Observed line flight and flight simulator operations (focus: determination of approach/landing
RVR requirements).
Guidance
Refer to the IRM for the definition of Converted Meteorological Visibility (CMV).
The intent of this provision is to ensure:
• A conversion of meteorological visibility to RVR (CMV) is not used to establish any required
approach and landing RVR minimum less than 800 meters;
• RVR reporting is required for approach and landing operations to be conducted with any
RVR minima less than 800 meters.

3.7 Fuel, Weight/Mass and Balance, Flight Plans
FLT 3.7.1
The Operator shall have a fuel policy and guidance that enables the flight crew to determine the
minimum dispatch/departure fuel for each phase of flight in accordance with DSP 4.3.1. (GM)
Auditor Actions
 Identified/Assessed policy/OM guidance that requires flight crew to determine minimum
dispatch/departure fuel. (focus: availability to flight crew; minimum dispatch/departure fuel
includes fuel for phases of flight specified in DSP 4.3.1).
 Observed line flight and flight simulator operations (focus: determination of minimum
dispatch/departure fuel).
Guidance
DSP 4.3.1 specifies the fuel categories that are typically used when defining regulatory and/or
operational requirements during the flight planning process and on the OFP.
Individual aircraft fuel consumption, MEL/CDL adjustments, anticipated operational constraints
(weather, de-icing, slots, etc.) are all factors normally to be considered in calculating minimum
dispatch/departure fuel required.
Fuel calculations are typically made by a flight crew member, a Flight Operations Officer/Flight
Dispatcher, or both.
FLT 3.7.2
The Operator shall delegate the authority to the PIC to ensure:
(i) A flight is not commenced unless the usable fuel required in accordance with DSP 4.3.1 is
on board the aircraft and is sufficient to complete the planned flight safely;
(ii) If fuel is consumed during a flight for purposes other than originally intended during pre-flight
planning, such flight is not continued without a re-analysis and, if applicable, adjustment of
the planned operation to ensure sufficient fuel remains to complete the flight safely. (GM)
Auditor Actions
 Identified/Assessed OM requirement for PIC to ensure required safe usable fuel on board prior
to flight (focus: delegation of authority to PIC; instructions for determination of safe usable fuel).
 Observed line flight operations (focus: determination of usable safe fuel prior to flight).
Guidance
Refer to the IRM for the definition of Discretionary Fuel.
The intent of this provision is for the PIC to have the authority to ensure sufficient fuel is on board the
aircraft to commence or continue the planned flight safely, and to be able to authorize the loading of
Discretionary Fuel if such fuel is required for the safe conduct of the flight and will not cause
operating limits to be exceeded.
In a shared system of operational control, the PIC and the Flight Dispatcher/Flight Operations Officer
share the responsibility to ensure operating limitations are not exceeded and sufficient fuel is on
board to commence or continue the planned flight safely.
The extent of the re-analysis or adjustment specified in item ii) is commensurate with the scope and
complexity of the planned operation.

FLT 3.7.3
The Operator shall have guidance that enables the flight crew to prepare and/or accept a load sheet
with accurate aircraft weight/mass and balance calculations for each flight. Such guidance shall:
(i) Assign responsibility to the PIC for ensuring the load sheet content is satisfactory prior to
each flight;
(ii) Incorporate flight crew procedures for preparing or accepting last minute changes (LMC) to
the load sheet, to include guidance for the maximum allowable difference between planned
and actual weights.
Auditor Actions
 Identified/Assessed OM guidance/procedures for PIC/flight crew preparation/acceptance of
load sheet (focus: instructions for determination of accurate load sheet, preparing/accepting
LMCs, maximum allowable difference between planned/actual weights).
 Observed line flight operations (focus: flight crew preparation/acceptance of accurate load
sheet).

FLT 3.7.5
The Operator shall have a description of the Air Traffic Services (ATS) Flight Plan, as well as
guidance and instructions for its use, that is accessible to the flight crew during flight preparation and
in flight. (GM).
Auditor Actions
 Identified/Assessed OM description/guidance for preflight use of ATS flight plan (focus:
availability to flight crew; instructions for use of ATS flight plan in preflight preparation).
 Observed line flight operations (focus: accessibility/use of ATS flight plan during flight
preparation).
Guidance
Refer to the IRM for the definitions of ATS Flight Plan and Air Traffic Services (ATS).
FLT 3.7.6
The Operator shall have a description of the Operational Flight Plan (OFP) or equivalent document in
the OM that includes an outline of OFP content as well as guidance and procedures that require:
(i) The OFP to be accessible to the flight crew during flight preparation and in flight;
(ii) The flight crew to:
(a) Verify that relevant information in the OFP is consistent with the filed ATS flight
plan;
(b) Verify that relevant information in the OFP is consistent with data programmed into
the navigation system;
(c) In flight, monitor flight time and fuel burn to identify trends and for comparison with
the OFP. (GM).

Auditor Actions
 Identified/Assessed description of OFP or equivalent document in OM.
 Identified/Assessed requirements for availability/accessibility/use of OFP or equivalent
document by flight crew prior to/during flight.
 Identified/Assessed OM requirement/guidance for verifying consistency between OFP and ATS
Flight Plan/navigation system data.
 Identified/Assessed OM requirement/guidance for monitoring of flight time/fuel burn to identify
trends, for comparison to OFP.
 Examined selected OFPs.
 Observed line flight and flight simulator operations (focus: use of the OFP; verification of
consistency between OFP and ATS Flight Plan/data entered into navigation system (FMS); en
route fuel monitoring/tracking).
Guidance
Refer to the IRM for the definitions of ATS Flight Plan and Operational Flight Plan (OFP).
Material that is readily available in other documentation, obtained from another acceptable source or
irrelevant to the type of operation, may be omitted from the OFP.
The specification in item (ii) (a) typically requires the operator to identify a suitable ATS flight plan
source reference for OFP verification (e.g. filing strip, flight plan form or other source as defined by
the operator).
The specifications in item (ii) (b) of this provision refer to navigation data manually programmed by
the flight crew or directly downloaded into the navigation system.
The specifications in item (ii) (c) of this provision ensure fuel and time trends are monitored by the
flight crew and compared against the OFP. OFP guidance and procedures typically address or
include:
• An interval, in accordance with operator and/or State requirements, for the flight crew to
record on the OFP the fuel quantity and time over waypoints;
• A description of any equivalent means for monitoring flight progress and/or recording the fuel
quantity over waypoints;
• Equivalent means of recording fuel and time data include FMS, ACARS or other automated
data recording methods.
Refer to DSP 1.7.2 in ISM Section 3 for an outline of the OFP content.
FLT 3.7.7
The Operator shall ensure the OFP or equivalent document is accepted and signed, using either
manuscript or an approved electronic method, by the PIC during flight preparation. (GM)
Auditor Actions
 Identified/Assessed OM guidance/procedures for PIC preflight acceptance of OFP (focus:
instructions for PIC acceptance; requirement for signature/approved electronic method of
acceptance).
 Observed line flight operations (focus: acceptance of OFP during flight preparation).
 Examined selected OFP records.
Guidance
In a shared system of operational control, the signatures of both the PIC and the FOO are required
on the OFP or equivalent document (e.g. dispatch release).

FLT 3.7.8
The Operator shall have guidance that enables the flight crew to identify appropriate en route
alternate airports. (GM)
Auditor Actions
 Identified\Examined OM guidance/procedures for flight crew identification of en route alternate
airports (focus: availability to flight crew; instructions for identifying en route alternate airports).
 Observed line flight operations (focus: identification of en route alternate airports).
Guidance
Refer to the IRM for the definition of Alternate Airport, which includes a definition for En Route
Alternate Airport.
FLT 3.7.9
If the Operator conducts isolated airport operations, the Operator shall have guidance and
instructions for the flight crew to:
(i) Practically calculate or determine a point of safe return (PSR) for each flight into an isolated
airport;
(ii) Ensure the flight does not continue past the actual PSR unless a current assessment of
meteorological conditions, traffic, and other operational conditions indicate that a safe
landing can be made at the estimated time of use. (GM)
Auditor Actions
 Identified aircraft fleets used in isolated aerodrome operations.
 Identified/Assessed OM guidance/procedures for flight crew calculation/consideration of PSR
for isolated airport operations (focus: instructions for calculation/re-calculation of PSR; definition
of conditions that permit continuation beyond PSR).
 Observed line flight operations (focus: calculation/use of PSR).
Guidance
Refer to the IRM for the definitions of Isolated Airport and Point of Safe Return (PSR).
This provision, in combination with the fuel carriage requirements of DSP 4.3.11, is intended to
mitigate some of the risks associated with operations to isolated airports that preclude the selection
and specification of a destination alternate.
A PSR is the point of last possible diversion to an en route alternate. While this point can be
calculated and specified on the OFP during the flight planning stage in accordance with DSP 4.1.7,
such a calculation does not typically take into account discretionary fuel or the real-time changes in
fuel consumption that will occur after departure. These factors typically result in an actual PSR that
will be reached later in the flight than the point originally calculated on the OFP.
In order to conform to item i), an operator would provide practical instructions for the flight crew to re-
calculate the position of the PSR while en route. These instructions usually involve using a fuel
plotting chart or the calculating capabilities of the Flight Management System (FMS). Alternatively,
the position of the actual PSR can be re-calculated by operational control personnel and relayed to
the en route aircraft, which also satisfies the specification in item i).
A PSR may coincide with the Final Decision Point used in Decision Point Planning or the Pre-
determined Point used in Pre-determined Point planning.
Guidance on flight planning methods including planning operations to isolated airports and guidance
related to the determination of a PSR is contained in the ICAO Flight Planning and Fuel Management
Manual (Doc 9976).

FLT 3.7.10
The Operator should have guidance for use by the flight crew to increase fuel state awareness. Such
guidance should include one or more of the following:
(i) An approximate final reserve fuel value applicable to each aircraft type and variant in the
Operator's fleet.
(ii) A final reserve fuel value presented on the OFP for each flight.
(iii) A display in the FMS of the planned or actual final reserve fuel for each flight. (GM)
Auditor Actions
 Identified/Examined OM guidance on fuel state awareness (focus: provides a final reserve fuel
value for each aircraft type and variant; presented for use by the flight crew in flight).
 Observed line flight operations (focus: presentation of final reserve fuel value, use by flight
crew).
Guidance
The intent of this provision is for an operator to provide the means for flight crew members to quickly
determine an approximate final reserve fuel value for each aircraft type and variant in its fleet. Fuel
values determined in accordance with this provision are not intended to be substitutes for the exact
values calculated in accordance with DSP 4.3.12, but rather as a quick reference to heighten flight
crew awareness during fuel planning and in-flight fuel management activities.
The specifications of this provision may be satisfied through the use of tables or charts that represent
fuel in the unit of measure appropriate for the operation and based on data derived from the
Approved Flight Manuals (AFM) for all aircraft types and variants used in operations. Alternatively,
the specifications of this provision may be satisfied by Flight Management Systems that can display
the actual final reserve fuel figure.
Refer to the ICAO Flight Planning and Fuel Management Manual (Doc 9976) for examples of final
reserve fuel tables or charts.
3.8 Aircraft Preflight and Airworthiness
FLT 3.8.1
The Operator shall have guidance and procedures that describe flight crew duties and
responsibilities for the use and/or application of the ATL, MEL and CDL. Such guidance and
procedures shall be included in the OM or in other documents that are available to the flight crew
during flight preparation and accessible to the flight crew during flight, and shall address, as a
minimum, PIC responsibilities for:
(i) Determining the airworthiness status of the aircraft;
(ii) Ensuring, for each flight, a description of known or suspected defects that affect the
operation of the aircraft is recorded in the ATL;
(iii) Precluding a flight from departing until any defect affecting airworthiness is processed in
accordance with the MEL/CDL;
(iv) Ensuring the aircraft is operated in accordance with any applicable MEL/CDL Operational
Procedure. (GM)
Auditor Actions
 Identified/Assessed OM guidance/procedures for flight crew use of ATL/MEL/CDL (focus:
availability/accessibility to flight crew prior to/during flight; instructions for use of ATL/MEL/CDL,
application of limitations).
 Observed line flight operations (focus: use/application of ATL/MEL/CDL).

Guidance
The intent of this provision is for the operator to have guidance that ensures the proper use and
application of the ATL, MEL and CDL. Such guidance typically addresses:
• Flight crew responsibilities related to a review of the ATL and the application of the
MEL/CDL;
• Instructions for when to reference the MEL/CDL regarding a malfunctioning system or
component;
• Instructions for the completion of log book entries that ensure defects are properly recorded
for the purpose of remediation and processing in accordance with the MEL/CDL, as
applicable;
• If applicable, the fault identification codes, trouble codes or other entries that ensure defects
are appropriately identified, categorized and tracked for the purposes of remediation and/or
to identify chronic or repetitive unserviceable items;
• Flight crew responsibilities related to the repetitive system or component checks that are
required to conform to the MEL (e.g. verifying a redundant system is operable in the case of
a single system failure);
• Any additional guidance necessary to ensure the ATL, MEL and CDL are used and applied in
accordance with operator requirements.
The specifications of this provision also apply to equivalents for the MEL and CDL.
FLT 3.8.2
The Operator shall have guidance that is published in the OM or other document(s) and is available
to the flight crew to ensure information entered in the ATL:
(i) Is up to date;
(ii) Legible;
(iii) Cannot be erased;
(iv) Is correctable in the case of an error provided each correction is identifiable and errors
remain legible.
Auditor Actions
 Identified/Assessed OM guidance/procedures for use of ATL by flight crew (focus: availability to
flight crew; instructions for entering information in ATL).
 Observed line flight operations (focus: use of ATL).
FLT 3.8.3
The Operator shall assign the PIC the authority to reject an aircraft prior to departure
of a flight if dissatisfied with any aspect of the airworthiness and/or maintenance status of the
aircraft. (GM)
Auditor Actions
 Identified/Assessed OM guidance/procedures for acceptance/rejection of aircraft based on
airworthiness assessment (focus: delegation of authority to PIC; instructions for assessment of
airworthiness).
 Observed line flight operations (focus: use of ATL).
Guidance
The intent of this provision is to ensure that PIC acceptance of an aircraft is based on a review of the
MEL/CDL, ATL and/or any other operator or State-approved sources of technical information
attesting to the mechanical state of the aircraft.


FLT 3.8.6A
The Operator shall ensure, prior to each flight, the satisfactory accomplishment of an exterior aircraft
inspection (walkaround). This inspection shall be:
(i) Performed by a member of the flight crew, or
(ii) Delegated to a licensed aircraft maintenance technician, or
(iii) Delegated to another individual qualified in accordance with FLT 2.2.25. (GM)
Note: The specifications of this provision are applicable to the exterior aircraft inspection
(walkaround) typically defined by an aircraft manufacturer in the AOM and normally accomplished by
the flight crew. The specifications are not applicable to an engineering airworthiness inspection, daily
Inspection or any other inspection required by regulation, which must be carried out by a licensed
aircraft maintenance technician.
Note: Operators that choose to delegate the exterior aircraft inspection to a licensed aircraft
maintenance technician or another qualified individual shall ensure the flight crew is notified prior to
flight that the inspection has been completed.
Auditor Actions
 Identified/Assessed OM guidance/procedures for exterior aircraft inspection prior to each flight.
(focus: requirement to be conducted by flight crew or delegated to licensed maintenance
technician or another qualified individual; requirement for flight crew notification of completion if
conducted by maintenance technician or other qualified individual).
 Identified/Assessed process to ensure non-flight crew members are trained and qualified
(focus: training and checking requirements).
 Coordinated with GRH and/or MNT auditors.
 Observed line flight operations (focus: aircraft exterior inspection).
Guidance
Refer to the IRM for the definition of Exterior Aircraft Inspection (Walkaround).
Refer to the guidance associated with FLT 2.2.25 for a list of safety critical items typically addressed
during an exterior aircraft inspection (walkaround).
FLT 3.8.6B
If the Operator delegates the accomplishment of the exterior aircraft inspection (walkaround) to
qualified individuals as specified in FLT 3.8.6A (iii), the Operator shall ensure such delegation was
subjected to safety risk assessment and mitigation performed in accordance with SMS principles as
specified in FLT 1.12.2. (GM)
Auditor Actions
 Identified/Assessed safety risk assessment and mitigation program in flight operations (focus:
delegated exterior aircraft inspection activity performed by other than a flight crew member or
licensed aircraft maintenance technician has been justified by performance of an SRA in
accordance with operator’s SMS).
 Interviewed person(s) that perform flight operations SRAs.
 Examined record of SRA having been performed (focus: hazards were identified; results of SRA
indicate an acceptable level of risk associated with such delegation).

Guidance
Risk assessment and mitigation is an element of the Safety Risk Management component of the
SMS framework.
The intent of this provision is to ensure the hazards relevant to the conduct of the exterior aircraft
inspection (walkaround) to individuals other than a member of the flight crew, or to a licensed aircraft
maintenance technician, are considered by the operator.
See guidance associated with FLT 2.2.25.
FLT 3.8.7A
The Operator shall have guidance, published in the OM or other document(s) available to the flight
crew during flight preparation, that requires an exterior aircraft inspection (walk-around) that focuses
on safety-critical areas of the aircraft and ensures, as a minimum:
(i) Pitot and static ports are not damaged or obstructed;
(ii) Flight controls are not locked or disabled (as applicable, depending on aircraft type);
(iii) Frost, snow or ice is not present on critical surfaces;
(iv) Aircraft structure or structural components are not damaged. (GM)
Auditor Actions
 Identified/Assessed OM guidance/procedures for aircraft exterior inspection prior to each flight
(focus: instructions for conduct of inspection; definition of safety-critical areas that must be
included).
 Observed line flight operations (focus: aircraft exterior inspection).
Guidance
If the exterior aircraft inspection is delegated in accordance with FLT 3.8.6, conformity with this
provision would require that guidance is contained in documents accessible to licensed maintenance
technicians.
FLT 3.8.7B
The Operator shall have a procedure to ensure the availability, accessibility and serviceability of
aircraft flight deck systems and emergency equipment. Such procedure shall include an interior
preflight inspection of systems and equipment, which, as a minimum, is conducted by the flight crew
prior to the first flight:
(i) Of the flight crew on an aircraft during a duty period;
(ii) On an aircraft after it has been left unattended by the flight crew, unless the Operator has a
process or a procedure that ensures flight deck systems and emergency equipment remain
undisturbed. (GM)
Note: The specifications of this provision are applicable to commercial and/or non-commercial
operations.
Auditor Actions
 Identified/Assessed OM guidance/procedures for flight crew preflight inspection of flight deck
emergency systems/equipment (focus: instructions for conduct of inspection; definition of
emergency systems/equipment to be included).
 Observed line flight operations (focus: flight deck preflight inspection).
Guidance
The intent of this provision is for the flight crew to ensure the availability, accessibility and
serviceability of aircraft flight deck systems and emergency equipment prior to flight.

Serviceability is typically assessed by checking fire extinguisher pressures, oxygen bottle pressures,
PBE humidity indicators and/or other preflight checks specified by the aircraft or equipment
manufacturers and documented in the operator's procedures.
An operator typically includes associated guidance to ensure action is taken to address a condition
where systems or equipment are discovered as faulty, missing or does not satisfy operational
requirements.
Discrepancies involving systems or equipment are normally documented in a technical log book or
equivalent recording medium.
FLT 3.8.8
If the Operator conducts passenger flights or transports supernumeraries in the passenger cabin with
or without cabin crew, the Operator shall have a procedure to ensure the availability, accessibility and
serviceability of aircraft cabin emergency systems and equipment. Such procedure shall include a
preflight inspection of such systems and equipment, which, as a minimum, shall be conducted by the
flight crew or, if applicable, delegated to the cabin crew prior to the first flight:
(i) After a new cabin crew or, if no cabin crew is used, a new flight crew has assumed control of
the aircraft cabin;
(ii) After an aircraft has been left unattended by a flight crew or cabin crew unless the Operator
has a process or procedure that ensures aircraft cabin emergency systems and equipment
remain undisturbed. (GM)
operations.
Auditor Actions
 Identified/Assessed OM guidance/procedure for flight/cabin crew preflight inspection of cabin
emergency systems/equipment (focus: instructions for conduct of inspection; requirement for
systems/equipment to be serviceable and available/accessible to passengers/supernumeraries;
if applicable, process or procedure that ensures systems/equipment remain undisturbed when no
flight or cabin crew on board).
 Observed line flight operations (focus: cabin preflight inspection).
Guidance
The intent of this provision is for a preflight inspection of cabin emergency systems and equipment to
be accomplished by either the flight crew or cabin crew, as applicable, under the circumstances
specified.
Serviceability is typically assessed by checking fire extinguisher pressures, oxygen bottle pressures,
PBE humidity indicators and/or other items specified by the aircraft or equipment manufacturers and
documented in the operator's preflight inspection procedures.
FLT 3.8.9
If the flight crew is required to conduct a preflight interior inspection of the cargo compartment and/or
supernumerary compartment on cargo aircraft, or the passenger cabin of an aircraft being used to
transport cargo without passengers, the Operator shall have guidance, published in the OM or other
document available to the flight crew during the flight preparation, for the conduct of such inspection
to ensure the availability, accessibility and serviceability of restraint systems and emergency
equipment.
operations.
Auditor Actions
 Identified/Assessed OM guidance/procedures for ensuring the 9G restraint system and smoke
barrier are secured for the specified phases of flight.


 Observed line flight operations (focus: preflight inspection of cargo/supernumerary compartment
or, if applicable, passenger cabin).
 Examined selected ATL records or other records (of completed cargo compartment and/or
supernumerary compartment).
FLT 3.8.10
If the Operator transports passengers and/or supernumeraries without cabin crew, the Operator shall
have procedures to ensure, prior to departure of a flight, passengers and/or supernumeraries, as
applicable, have been briefed and are familiar with the location and use of safety equipment, to
include:
(i) Seat belts;
(ii) Emergency exits;
(iii) Life jackets (individual flotation devices), if required
(iv) Lifesaving rafts, if required
(v) Oxygen masks;
(vi) Emergency equipment for collective use. (GM)
operations.
Auditor Actions
 Identified/Assessed OM guidance/procedures for preflight briefing for passengers/
supernumeraries; orientation as to location/use of safety equipment (focus: instructions of
conduct of briefing; definition of safety equipment to be addressed/included).
 Observed line flight operations (focus: preflight briefing/orientation for
passengers/supernumeraries).
Guidance
The briefing related to the specification in item ii) also typically addresses any applicable
requirements and restrictions for personnel seated adjacent to cabin emergency exits.
3.9 Ground Handling
FLT 3.9.1
If the Operator conducts passenger flights without cabin crew, the Operator shall have a procedure to
ensure verification that:
(i) Passenger and crew baggage in the passenger cabin is securely stowed;
(ii) If applicable, cargo packages and/or passenger items being transported in passenger seats
are properly secured. (GM)
Auditor Actions
 Identified procedure for flight crew to verify cabin security (focus: baggage and cargo
packages/passenger items are stowed or properly secured).
 Observed line cabin operations (focus: flight crew procedure to verify baggage and cargo
packages/passenger items are stowed or properly secured).

Guidance
The intent of this provision is for an operator to have a procedure for verification by the flight crew that
all baggage and, if applicable, cargo packages and/or passenger items being transported in
passenger seats are stowed or properly secured.
Some operators might transport smaller cargo packages (e.g. mail, COMAT items) secured in cabin
passenger seats.
Some operators might transport certain passenger items secured in cabin passenger seats. These
types of items are typically large, valuable or fragile articles belonging to passengers that are not
conducive to transport as checked baggage or appropriate for stowage in overhead bins/lockers (e.g.
large musical instruments, certain electronic equipment, prominent trophies, works of art). Such
items might thus be secured and carried in a dedicated cabin passenger seat (which might be
purchased by the passenger-owner for the purpose of transporting the item).
Loading procedures and limitations for securing such items are defined in GRH 3.4.12, which is
located in Section 6 (GRH).
FLT 3.9.2
If the Operator conducts passenger flights without cabin crew, the Operator shall have a process
and/or procedures to ensure a coordinated and expeditious cabin evacuation during aircraft fueling
operations with passengers embarking, on board or disembarking. Such procedures shall require:
(i) Cabin exits are designated for rapid deplaning or emergency evacuation, and routes to such
exits are unobstructed;
(ii) The area outside designated emergency evacuation exits is unobstructed;
(iii) Qualified persons trained in emergency procedures are positioned near aircraft boarding
door(s) or are otherwise in a position to monitor passenger safety and, if required, execute a
cabin evacuation;
(iv) A suitable method of communication is established between qualified persons in a
position to monitor passenger safety and personnel that have responsibility for fueling
operations. (GM)
Auditor Actions
 Identified/Assessed OM process/procedures for coordinated cabin evacuation during aircraft
fueling operations with passengers embarking/on board/disembarking (focus: description of
required flight crew actions; description of required aircraft system configuration/exterior
conditions/personnel positioning/method of communication).
 Coordinated with cabin/ground operations (focus: complementary processes/procedures for
cabin evacuation).
 Observed line flight operations (focus: coordination for potential cabin evacuation).
Guidance
The principal intent of this provision is to ensure an expeditious and coordinated passenger
evacuation regardless of the aircraft type, crew complement or complexity of the fueling operation.
For example, the specifications of the provision could be implemented procedurally and exclusively
by a flight crew supervising the refueling of a small aircraft. Complex air carrier fueling operations, on
the other hand, may call for a process-based approach involving numerous appropriately positioned
and qualified individuals that can collectively ensure conformity with the specifications of the
provision as well as its principal intent.
The specification in item i) refers to the designation of exits for rapid deplaning or emergency
evacuation, which typically considers:
• Aircraft type (e.g. some aircraft types might require the designation of over-wing exits for an
emergency evacuation);

• The method being used for passenger boarding and/or deplaning (e.g. boarding bridge, air
stairs);
• Exterior or interior obstructions that might render an exit unusable for an emergency
evacuation.
The specifications in items i) and ii) refer to obstructions that would render an exit or area outside an
exit unusable during an emergency evacuation.
The specification in item iii) refers to the positioning of persons trained and qualified to monitor
passenger safety and execute a rapid deplaning or cabin evacuation. Such persons are typically
positioned near the boarding door(s) when a passenger boarding bridge is being used or, when a
boarding bridge is not in use, in the location(s) most suitable for monitoring the safety of passengers
that are embarking, on board or disembarking the aircraft. Certain aircraft might be small enough to
permit a qualified person to monitor the safety of passengers embarking, on board or disembarking
from outside the aircraft.
The specification in item iv) refers to the procedures for establishing a suitable method of
communication, which may be initiated by any applicable person. Acceptable procedural methods of
initiating and maintaining communication may include one or more of the following:
• The use of the aircraft inter-communication system, or
• Direct person-to-person contact, or
• Any other method of communication that ensures the flight crew or other suitably qualified
persons are able to expeditiously direct personnel to discontinue fueling operations for any
reason.
The specification in item iv) may be fulfilled by a flight crew member or other suitably qualified person
when aircraft refueling.
FLT 3.9.3
If the Operator conducts passenger flights without cabin crew and transports passengers that require
special handling, the Operator shall have a policy and procedures for the acceptance or non-
acceptance, as well as onboard handling, of such passengers by the flight crew. The policy and
procedures shall be in accordance with applicable regulations and as a minimum address, as
applicable:
(i) Intoxicated and/or unruly passengers;
(ii) Passengers with disabilities or reduced mobility;
(iii) Passengers with injuries or illness;
(iv) Infants and unaccompanied children;
(v) Inadmissible passengers;
(vi) Deportees;
(vii) Passengers in custody. (GM)
Auditor Actions
 Identified/Assessed OM policy/procedures for passengers that require special handling (focus:
description of flight crew actions; definition of types of passengers that require special handling).
 Coordinated with cabin/ground operations (focus: complementary policy/procedures for
treatment of special handling passengers).
 Observed line flight operations (focus: treatment of special handling passengers).

Guidance
The principle intent of this provision is to ensure the appropriate acceptance or non-acceptance,
as well as onboard, handling of passengers regardless of aircraft type, crew complement or
complexity of the operation. An operator typically provides guidance to the flight crew, commensurate
with any assigned responsibilities relative to passenger handling, to address the acceptance or
non-acceptance of passengers requiring special handling as defined by this provision. Such
guidance also typically defines the conditions necessary to accept or deny boarding to a passenger.
For intoxicated and/or unruly passengers as specified in item (1), the PIC typically has the authority
to refuse carriage, order in-flight restraint or, depending on the severity of circumstances, divert a
flight to an alternate airport for disembarkation and handover to authorities.
The specifications in items i), v), vi) and vii) might require guidance in the OM that addresses the
proper use of restraint devices, unless such devices are prohibited by the Authority or their use is
impractical due to lack of appropriate crew members.
FLT 3.9.4
If the carriage of weapons on board an aircraft is approved as specified in SEC 3.3.1, the Operator
shall have a procedure to ensure the PIC is notified prior to the departure of a flight. Such notification
shall include the number and seat locations of authorized armed persons on board the aircraft. (GM)
Note: The content of the notification to the PIC may vary as specified in SEC 3.3.1.
Auditor Actions
 Identified/Assessed OM policy/procedures for carriage of weapons by law enforcement/other
persons as approved by State (focus: flight crew duties/responsibilities; requirement for/content
of notification to flight crew).
 Coordinated with cabin/ground operations (focus: complementary policy/procedures for
notification of onboard weapons).
 Observed line flight operations (focus: notification of onboard weapons).
Guidance
The term ‘weapon’ in the context of this provision is normally a firearm legally in the possession of a
law enforcement officer or other authorized individual (e.g. an inflight security officer acting in the
performance of his or her duties as an armed officer).
An agreed procedure with the relevant law enforcement agency is typically in place that permits the
operator to notify the PIC (and other crew members as required by local requirements) of the
presence of armed persons on board.
Operators will have differing methods to accomplish the booking, seating and notification to the flight
crew of armed individuals on board. A clear communication protocol by the operator ensures a
consistent booking-to-boarding process for such individuals. The content of the flight crew notification
will differ among operators but will always include the number and seat assignment of armed persons
on board.
In accordance with ICAO standards, states that could be relevant to an individual flight (i.e. states of
departure, transit, arrival, potential diversion) will have laws that require special authorization for the
carriage of weapons on board an aircraft.
Each Contracting State ensures that the carriage of weapons on board aircraft by law enforcement
officers and other authorized persons acting in the performance of their duties requires special
authorization in accordance with the laws of the States involved.

FLT 3.9.6
If the Operator conducts flights from any airport when conditions are conducive to ground aircraft
icing, the Operator shall have de-/anti-Icing policies and procedures published in the OM or in other
documents that are available to the flight crew during flight preparation and accessible to the flight
crew during flight. Such policies and procedures shall address any flight crew duties and
responsibilities related to de-/anti-Icing and include:
(i) Holdover Time tables;
(ii) A requirement for a member of the flight crew or qualified ground personnel to perform a
visual check of the wings before takeoff, if any contamination is suspected;
(iii) A requirement that takeoff will not commence unless the critical surfaces are clear of any
deposits that might adversely affect the performance and/or controllability of the aircraft;
(iv) A statement that delegates authority to the PIC to order De-/Anti-icing whenever deemed
necessary. (GM)
operations.
Auditor Actions
 Identified/Assessed OM policy/procedures for aircraft de-/anti-icing of aircraft (focus:
availability/accessibility to flight crew prior to/during flight; description of flight crew
authority/duties/responsibilities; statement that requires critical surfaces to be clear of ice prior to
takeoff).
 Observed line flight operations (focus: operations in ground icing conditions; de-/anti-icing
operations).
Guidance
Refer to the IRM for the definitions of De-/Anti-icing Program and Holdover Time.
The intent of this provision is to ensure flight crew members comply with the clean aircraft concept
prior to takeoff anytime there is a potential for the accretion of ice on aircraft critical surfaces during
ground operations.
Refer to GRH 4.2.1 located in ISM Section 6 for specifications and associated guidance related to the
establishment and maintenance of a De-/Anti-icing Program.
Qualified ground personnel specified in item ii) are typically used to perform a visual wing check in
instances when the wings are not visible to the flight crew from the interior of the aircraft (e.g., cargo
aircraft operations).
The surfaces specified in item iii) include wings, flight controls, engine inlets, fuselage surfaces in
front of engines or other areas defined in the AOM.
Additional guidance may be found in ICAO Doc 9640-AN/940, Manual of Aircraft Ground De-
icing/Anti-icing Operations.
FLT 3.9.7
If the Operator does not conduct flights from any airport when conditions are conducive to ground
aircraft icing, the Operator shall have guidance published in the OM or other document that is
available to the flight crew during flight preparation and accessible to the flight crew during flight.
Such guidance shall include:
(i) A description of meteorological and other conditions that are conducive to ground aircraft
icing and/or the formation of ice on aircraft critical surfaces;
(ii) A prohibition from operating an aircraft from any airport when conditions conducive to
ground aircraft icing exist. (GM)
operations.

Auditor Actions
 Identified/Assessed OM guidance that addresses/prohibits operations in ground icing
conditions (focus: availability/accessibility to flight crew prior to/during flight; description of
conditions conducive to ground aircraft icing; statement that prohibits aircraft operations in
conditions conducive to ground icing).
 Observed line flight operations (focus: operations in ground icing conditions).
Guidance
The intent of this provision is to preclude flight operations from airports when conditions conducive to
ground aircraft icing exist and there is an absence of de-/anti-icing capability and/or appropriate
policies and procedures that will ensure compliance with the clean aircraft concept prior to takeoff.
FLT 3.9.8
If the Operator transports dangerous goods, the Operator shall ensure information and guidance that
enable the flight crew to carry out duties and responsibilities related to the transport of dangerous
goods is published or referenced in the OM and included in the onboard library. Such guidance shall
(i) General policies and procedures;
(ii) Duties and responsibilities;
(iii) As applicable, preflight acceptance requirements;
(iv) Flight crew written notification requirements;
(v) Dangerous goods incident and/or emergency response procedures. (GM)
Auditor Actions
 Identified/Assessed OM guidance/procedures associated with transport of dangerous goods
(focus: included in onboard library; description of flight crew duties/responsibilities;
acceptance/notification requirements).
 Observed line flight operations (focus: provision/receipt/acknowledgement of onboard
dangerous goods).
Guidance
Refer to the IRM for the definitions of Dangerous Goods Regulations (DGR) and NOTOC
(Notification to Captain).
An operator, in accordance with requirements of the Authority, typically develops flight crew guidance
related to the transport of dangerous goods based on technical information from one or more source
reference documents, to include:
• Dangerous Goods Regulations (DGR);
• ICAO Doc. 9481 AN/928, Emergency Response Guidance for Aircraft Incidents Involving
Dangerous Goods;
• An equivalent dangerous goods manual, dangerous goods emergency response guide or
other reference document approved or accepted by the Authority for the development of
flight crew guidance related to the transportation of dangerous goods by air.
The specification in item iii) refers to procedures and information formulated to assist each applicable
flight crew member in performing or directly supervising the acceptance of dangerous goods for
transport on an aircraft. Such information might include, but not limited to:
• Details and locations of cargo compartments;
• The maximum quantity of dry ice permitted in each compartment;

• If radioactive materials are to be carried, instructions on loading;

• Dangerous goods reporting requirements.
Item iii) is only applicable to flight crew members assigned such responsibilities by the State or the
operator.
The specification in item iv) refers to PIC and/or flight crew duties and responsibilities related to the
acquisition and review of the NOTOC (Notification to Captain).
FLT 3.9.9
If the Operator does not transport dangerous goods as cargo, the Operator shall have guidance for
the flight crew that includes procedures for response to dangerous goods incidents.
Auditor Actions
 Identified/Assessed OM guidance/procedures that address response to dangerous goods
incidents (focus: description of flight crew duties/responsibilities in the event of dangerous goods
incidents).
 Examined selected flight crew dangerous goods incident reports.
3.10 Airspace Rules
FLT 3.10.1
The Operator shall require all commercial flights to be conducted under an IFR Flight Plan in
accordance with an IFR clearance and, if an instrument approach is required, in accordance with the
approach procedures approved or accepted by the state in which the airport of intended landing is
located. (GM)
Auditor Actions
 Identified/Assessed OM requirement for all flights to be conducted under IFR flight plan/in
accordance with IFR clearance (focus: flight crew filing of IFR flight plan, acceptance
of/adherence to IFR clearance).
 Observed line flight operations (focus: IFR flight plan/clearance; IFR operations).
Guidance
Refer to the IRM for the definition of Instrument Flight Rules (IFR) and Visual Flight Rules (VFR).
The intent of this provision is for an operator to file an IFR flight plan with the appropriate ATS unit
and obtain an IFR clearance in order to ensure its flights are afforded all of the air traffic services
applicable to aircraft operating under IFR within controlled airspace. Such services typically include:
• Maintenance of minimum separation standards;
• Traffic advisory information;
• Terrain or obstruction alerting;
• Low altitude alerting;
• Strategic route planning;
• Automatic flight plan closure at airports with functioning control towers.
The specifications of this provision do not preclude an operator from:
• Operating certain portions of a commercial flight under VFR (visual flight rules) as specified
in FLT 3.10.2 and DSP 3.2.9A;
• Where possible, identifying portions of flights to be flown under VFR, as permissible in
accordance with DSP 3.2.9A, on the ATS flight plan (in lieu of filing a purely IFR Flight Plan);
• Operating non-commercial flights (e.g. maintenance, repositioning flights) under VFR.

FLT 3.10.2
If the Operator is authorized to conduct certain portions of a commercial flight under VFR, the
Operator shall have a policy and procedures that describe how an IFR clearance is to be obtained
(departures) and/or cancelled (arrivals). (GM)
Auditor Actions
 Identified authorization for portions of flights to be conducted under VFR.
 Identified/Assessed OM policy/procedures/limitations for portions of flights to be conducted
under VFR (focus: operating under VFR for portion of flight; obtaining/cancelling IFR flight plan).
 Observed line flight operations (focus: partial VFR operations; obtaining/cancelling IFR flight
plan).
Guidance
The intent of this provision is to afford an operator some latitude in obtaining an IFR clearance or
closing an IFR flight plan when originating or terminating a flight operated in accordance with
DSP 3.2.9A, which specifies how certain portions of a flight may be conducted under VFR. Such
latitude is typically required when flights that have filed an IFR Flight Plan depart from uncontrolled
airports, transit uncontrolled airspace and/or arrive at uncontrolled airports or airports without an
operating control tower.
The specifications of DSP 3.2.9A also refer to the type of flight plan to be filed in instances where
certain portions of a flight will be conducted under VFR. In some cases, it may be possible to identify
VFR portions in a predominantly IFR flight plan (e.g. Y for IFR first, then VFR or Z for VFR first, then
IFR as designated on an ICAO flight plan). In other cases, an IFR Flight Plan must be filed for all
flights and an instrument clearance obtained or cancelled en route.
FLT 3.10.4
The Operator shall have guidance that addresses the use of standard radio phraseology when
communicating with ATC, the acceptance and readback of ATC clearances and, when necessary,
the clarification of such clearances to ensure understanding. Such guidance shall include, as a
minimum:
(i) A requirement for the use of the call sign;
(ii) A requirement for at least two flight crew members to monitor and confirm clearances to
ensure a mutual (flight crew) understanding of accepted clearances under circumstances,
as determined by the operator or flight crew, when a missed or misunderstood clearance
could pose a safety risk to the flight;
(iii) A requirement to clarify clearances with ATC whenever any flight crew member is in doubt
regarding the clearance or instruction received. (GM)
Auditor Actions
 Identified/Assessed OM requirement/guidance for standard radio phraseology in
communication with ATC (focus: instructions/procedures for flight crew communications with
ATC; definition/use of standard phraseology).
 Observed line flight operations (focus: ATC communications; use of standard phraseology).
Guidance
The intent of this provision is for an operator to have policies and procedures that ensure:
• The use of standard radio phraseology;
• ATC clearances are clearly understood during times of increased operational risk.

The specification in item ii) refers to situations when a missed or misunderstood clearance could
pose a safety risk to the flight (e.g. inadequate terrain clearance, runway incursion, loss of
separation). ATC clearances that have the potential to pose such safety risks, if misunderstood by
the flight crew, typically include the following:
• Heading, altitude/flight level, assigned route/waypoint changes;
• Frequency changes during critical phases of flight;
• Instructions for any operation on or near a runway.
FLT 3.10.5
The Operator shall have a policy and/or procedures that require the flight crew to maintain a radio
listening watch on the frequencies appropriate for the area of operation and as required by the
applicable authorities. Such guidance shall include, as a minimum, an additional requirement for the
flight crew to monitor:
(i) VHF emergency frequency (121.5 MHz):
(a) On long-range over-water flights or on flights that require the carriage of an
emergency locator transmitter (ELT), except during those periods when aircraft are
carrying out communications on other VHF channels, or when airborne equipment
limitations or flight deck duties do not permit simultaneous guarding of two
channels;
(b) If required by the applicable authorities, in areas or over routes where the possibility
of military intercept or other hazardous situations exist.
(ii) If required by the applicable authorities, the appropriate common frequency used for in-flight
communication in designated airspace without ATC coverage. (GM)
Auditor Actions
 Identified/Assessed OM policy/procedures for monitoring of radio frequencies appropriate to
areas of operations (focus: instructions for flight crew monitoring of radio frequencies; definition
of frequencies to be monitored).
 Observed line flight operations (focus: monitoring of radio frequencies).
Guidance
Refer to the IRM for definitions of In-flight Broadcast Procedures (IFBP), Long-range Over-water
Flights, Selective Calling (SELCAL) and Satellite Communications (SATCOM).
The intent of this provision is to ensure flight crews maintain a radio listening watch on those VHF
and/or HF frequencies that are appropriate for the area of operation and are in accordance with the
requirements of the applicable authorities.
The specification in item ii) refers to the monitoring of the IFBP frequency in areas of the world where
such procedures are required.
The use of SELCAL or SATCOM could relieve the radio listening watch responsibility of this
provision, but not the requirement for VHF emergency and/or IFBP frequency monitoring.
The continuous monitoring of a company discrete frequency or exclusive dedication of a secondary
radio to ACARs does not take precedence over the monitoring of requirements specified in this
provision.
the Operator.
FLT 3.10.6
The Operator shall have procedures and/or limitations that address operations into and out of
uncontrolled airspace and/or airports, to include, if applicable, a prohibition if such operations are not
permitted in accordance with restrictions of the AOC or equivalent documents. (GM)

Auditor Actions
 Identified/Assessed OM procedures/limitations for operations into/out of uncontrolled
airspace/airports (focus: flight crew actions/responsibilities for airspace/airport operations with no
ATC).
 Observed line flight operations (focus: uncontrolled airspace/airport operations).
Guidance
The intent of this provision is to ensure procedures and limitations address operations in uncontrolled
airspace or at uncontrolled airports and include a prohibition for such operations if not authorized by
either the Authority or the operator.
An uncontrolled airport is an airport without an operating control tower.
A controlled airport is an airport with a manned and operating control tower surrounded by controlled
airspace.
Procedures and limitations typically include aircraft position radio broadcast procedures, VFR
weather requirements and the ability to receive ATC clearance within a specified time/distance from
the departure airport.
FLT 3.10.7
The Operator shall have guidance that enables the flight crew to determine differences in rules and
procedures for any airspace of intended use, to include, as a minimum, an explanation
of the differences between prevailing or local airspace rules and ICAO airspace rules, where
applicable. (GM)
Auditor Actions
 Identified/Assessed OM requirement/guidance for determining differences in rules/procedures
in airspace of intended use (focus: instructions for flight crew determination of airspace
rules/procedures, differences between prevailing/local and ICAO rules).
Guidance
The specification of this provision ensures flight crews that operate in airspace(s) with different rules
have those differences explained in the OM.
Airspace(s) of intended use typically includes ICAO, FAA, State or any other local airspace subject to
the operations of the operator.
FLT 3.10.8
If the Operator conducts operations in en route remote airspace for which Strategic Lateral Offset
Procedures (SLOP) are published in the relevant AIP, the Operator shall have guidance that enables
the flight crew to implement SLOP when operating in such airspace. (GM)
Auditor Actions
 Identified/Assessed OM guidance for implementation of SLOP for operations in en route
remote airspace (focus: guidance enables flight crew to implement SLOP where applicable).
Guidance
Refer to the IRM for the definition of Aeronautical Information Publication (AIP).
The intent of this provision is to ensure flight crew implement SLOP in accordance with applicable
requirements.

General guidance regarding the implementation of SLOP may be derived from:

• ICAO Doc 4444 – Procedures for Air Navigation Services, Air Traffic Management;
• ICAO Circular 331 - Implementation of Strategic Lateral Offset Procedures;
• FAA AC 91-70 B Change 1 - Oceanic and Remote Continental Airspace Operations.
Region-specific guidance regarding the implementation of SLOP may be derived from:
• State Aeronautical Information Publications (e.g., Australia, Canada, Ireland, United States);
• ICAO oceanic area guidance material (e.g., ICAO Nat Doc 007, North Atlantic Operations
and Airspace Manual);
• ICAO Regional Supplementary Procedures, ICAO Doc 7030;
• State specific oceanic area resource guides (e.g., FAA WATRS, GOMEX, Caribbean
Resource Guide for U.S. Operators, FAA North Atlantic Resource Guide for U.S. Operators,
FAA Pacific Guide for U.S. Operators);
• State and/or Flight Information Region (FIR) specific advisory information (e.g., NOTAMS);
• Jeppesen Airway Manual country specific guidance.
3.11 In-Flight Operations
Navigation
FLT 3.11.1
The Operator shall have guidance that includes a description of flight crew duties and
responsibilities, as well as procedures, for monitoring navigation performance, verifying present
position and, if applicable, maintaining a particular RNP/RNAV. (GM)
Auditor Actions
 Identified/Assessed OM requirement/guidance for monitoring navigation performance/verifying
present position/maintaining RNP (focus: description of flight crew actions/responsibilities for
monitoring position/navigation performance).
 Observed line flight operations (focus: monitoring of navigation performance).
Guidance
Refer to the IRM for the definition of Receiver Autonomous Integrity Monitoring (RAIM).
There are various means to verify navigation accuracy, for example FMC display, “High Accuracy”
FMS alerts, navigation radio accuracy checks (radial/DME).
Generally, navigation systems based on GPS with Receiver Autonomous Integrity Monitoring (RAIM)
will not require accuracy checks.
FLT 3.11.2
If the Operator uses navigation systems that are subject to degradation over time, the Operator shall
have procedures to ensure navigation accuracy is checked after prolonged in-flight operation when
ground-based or space-based navigation facilities become available for such checks. (GM)
Auditor Actions
 Identified/Assessed OM requirement/guidance for verification of navigation accuracy after
prolonged in-flight operation (focus: procedure/instructions for flight crew checking of navigation
accuracy using ground-based or space-based facilities).
 Observed line flight operations (focus: verification of navigation accuracy).

Guidance
Prolonged operation may be defined by the operator or manufacturer and refers to navigation
systems with accuracy that could degrade over time or are affected by the presence of external
navigation aids.
Navigation accuracy may be established with DME/DME, VOR/DME, or VOR/VOR within the service
volume of the applicable navaids.
The specifications of this provision may be satisfied by guidance that describes flight crew actions
related to Flight Management Computer (FMC) automated navigational accuracy messages (e.g.,
UNABLE REQD NAV PERF or equivalent) or that instructs flight crews to compare Actual Navigation
Performance (ANP) with Required Navigation Performance (RNP).
FLT 3.11.3
The Operator shall have a collision avoidance policy that encourages the flight crew to maintain
vigilance for conflicting visual traffic (“see and avoid”). (GM)
Auditor Actions
 Identified/Assessed collision avoidance policy that encourages vigilance for conflicting visual
traffic (i.e. “see and avoid”) (focus: availability to flight crew; instructions for flight crew traffic
identification/avoidance).
 Observed line flight operations (focus: visual vigilance for conflicting traffic).
 Other Actions (Specify).
Guidance
This policy complements TCAS collision avoidance procedures.
FLT 3.11.4
The Operator shall ensure minimum flight altitude information applicable to all phases of a flight,
including guidance that specifies when descent below any applicable prescribed minimum altitude is
permissible, is made available to the flight crew along with instructions for the use of such
information. (GM)
Auditor Actions
 Identified/Assessed OM guidance that specifies when descent below applicable prescribed
minimum altitude is permissible (focus: availability of minimum altitude information to flight crew
during flight; instructions/procedures for adherence to/descent below minimum altitudes all
phases of flight).
 Observed line flight and flight simulator operations (focus: adherence to minimum altitudes).
Guidance
Minimum prescribed safety altitudes typically include:
• Minimum Safety Altitude (MSA);
• Minimum Descent Altitude/Height (MDA/H);
• Minimum En route Altitude (MEA);
• Minimum Obstruction Clearance Altitude (MOCA);
• Minimum Off-Route Altitude (MORA);
• Minimum Vectoring Altitude (MVA);
• Any other minimum altitudes prescribed by the Authority.

FLT 3.11.5
The Operator shall have a policy and/or procedures that require flight crews to monitor
meteorological conditions during the en route phase of flight, to include current weather and
forecasts for:
(i) Destination airport;
(ii) Destination alternate airport(s), if applicable;
(iii) En route alternate airports(s), if applicable. (GM)
Auditor Actions
 Identified/Assessed OM requirement/guidance for monitoring meteorological conditions during
the en route phase of flight (focus: instructions for flight crew monitoring of en route
meteorological conditions, current/forecast weather for destination/alternate airports).
 Observed line flight operations (focus: monitoring en route/airport weather conditions).
Guidance
The intent of this provision is to ensure flight crews monitor meteorological conditions at the
destination airport and at each required alternate airport, and that current meteorological reports or a
combination of current reports and forecasts indicate that the meteorological conditions will be, at the
estimated time of use (ETU), at or above the operator's established airport operating minima for that
operation. To fulfill monitoring requirements, flight crews may acquire meteorological information
from approved ground sources or such information may be provided to the aircraft by the operator as
specified in DSP 3.2.9A or DSP 3.2.9B.
FLT 3.11.7
The Operator shall have a policy and/or procedures that require the flight crew to monitor fuel during
flight to ensure a fuel quantity upon landing that is not less than final reserve fuel. (GM)
Auditor Actions
 Identified/Assessed OM requirement/guidance for monitoring en route fuel to ensure landing
with not less than final reserve fuel (focus: instructions/procedure for flight crew fuel monitoring to
ensure landing with final reserve fuel as specified in DSP 4.3.12).
 Observed line flight operations (focus: en route fuel monitoring/tracking).
Guidance
Refer to FLT 3.14.16 and FLT 3.14.17 for actions to be taken by the PIC in the event the final reserve
minimum fuel quantity specified in DSP 4.3.12 cannot be protected in flight and preserved upon
landing.
FLT 3.11.8A
If the Operator is authorized to conduct RVSM operations, the Operator shall have guidance that
includes procedures to ensure the proper conduct of such operations. Such guidance shall address,
as a minimum:
(i) Required airborne equipment;
(ii) Operating limitations and procedures. (GM)

Auditor Actions
 Identified authorization to conduct RVSM operations.
 Identified/Assessed OM guidance/procedures for the conduct of RVSM operations (focus:
definition of required ground/airborne equipment; operating limitations/procedures).
 Observed line flight operations (focus: conduct of RVSM operations).
Guidance
Refer to the IRM for the definition of Reduced Vertical Separation Minima (RVSM).
FLT 3.11.8B
If the Operator is authorized to conduct PBN operations in airspace that requires the maintenance of
a particular navigation specification for PBN, the Operator shall have guidance that includes
procedures to ensure the proper conduct of such operations. Such guidance shall address, as a
minimum:
(i) Required ground and airborne equipment;
(ii) Operating limitations and procedures;
(iii) As applicable, operating minima. (GM)
Auditor Actions
 Identified authorization to conduct PBN operations in airspace that requires maintenance of
defined navigation performance.
 Identified/Assessed OM guidance/procedures for the conduct of PBN operations (focus:
definition of required ground/airborne equipment, operating limitations/procedures, applicable
operating minima).
 Observed line flight operations (focus: conduct of PBN operations).
Guidance
Refer to the IRM for the definition of Performance-based Navigation (PBN).
FLT 3.11.8C
If the Operator is authorized to conduct PBCS operations, the Operator shall have guidance that
includes procedures to ensure the proper conduct of such operations. Such guidance shall address,
as a minimum:
(i) Required airborne equipment;
Auditor Actions
 Identified authorization to conduct PBCS operations.
 Identified/Assessed OM guidance/procedures for the conduct of PBCS operations (focus:
definition of required airborne equipment and operating limitations/procedures).
 Observed line flight operations (focus: conduct of PBCS operations).
Guidance
Refer to the IRM for the definition of Performance-based Communication and Navigation
Surveillance (PBCS).

FLT 3.11.9
If the Operator is authorized to conduct LVO, the Operator shall have guidance to ensure the proper
conduct of such operations. Such guidance shall address, as a minimum:
(ii) Operating limitations and procedures;
(iii) Crew qualifications;
(iv) Operating minima (RVR). (GM)
Auditor Actions
 Identified authorization to conduct low visibility operations.
 Identified/Assessed OM guidance/procedures for the conduct of low visibility operations (focus:
procedures/limitations for conduct of operations; requirements for ground/airborne equipment,
crew qualifications, operating minima).
 Observed line flight and flight simulator operations (focus: conduct of low visibility operations).
Guidance
The operating limitations specified in item (ii) typically address crosswinds, runway condition and
aircraft equipment capability.
FLT 3.11.10
If the Operator conducts flight operations beyond 60 minutes from a point on a route to an en route
alternate airport, including ETOPS/EDTO, the Operator shall have guidance that includes:
(i) Procedures to ensure proper conduct of such operations;
(ii) For all aircraft, a requirement for flight crews to monitor meteorological information for any
en route alternates during the en route phase of a flight;
(iii) Procedures to ensure, for aircraft with two-engines engaged in ETOPS/EDTO, the most up-
to-date information provided to the flight crew indicates that conditions at identified en route
alternate airports will be at or above the operator's established airport operating minima for
the operation at the estimated time of use. (GM)
Auditor Actions
 Identified authorization to conduct ETOPS/EDTO/operations beyond 60 minutes from an
alternate airport.
 Identified/Assessed OM guidance/procedures for the conduct of ETOPS/EDTO/operations
beyond 60 minutes from alternate airport (focus: procedures/limitations for conduct of operations;
requirements for monitoring en route alternate airport meteorological information; for two-engine
aircraft, requirements for en route alternate airports).
 Observed line flight and flight simulator operations (focus: conduct of ETOPS/EDTO/operations
beyond 60 minutes from alternate airport).
Guidance
The intent of item ii) of this provision is to ensure flight crew are knowledgeable about diversion
airport options and prevailing weather conditions appropriate for the type of operation conducted.
The intent of item iii) of this provision is to ensure a larger strategy exists to protect a diversion
regardless of whether the diversion is for technical (airplane system- or engine-related) or non-
technical reasons.
An operator, in accordance with requirements of the Authority, typically uses technical guidance for
the conduct of operations beyond 60 minutes, from a point on a route to an en route alternate airport,

including ETOPS/EDTO. Such guidance might be derived from one or more of the following source
references, as applicable:
• ICAO Annex 6, Amendment 36, Attachment D: Guidance for Operations by Turbine Engine
Aeroplanes Beyond 60 minutes to an En-route Alternate Aerodrome Including Extended
Diversion Time Operations (EDTO);
• ICAO Flight Planning and Fuel Management Manual (Doc 9976);
• FAA Advisory Circular - AC No: 120-42B: Extended Operations (ETOPS and Polar
Operations), Effective 6/13/08;
• EASA Air OPS (regulation 965/2012) ANNEX V (Part-SPA) Subpart F: Extended Range
Operations with Two-Engine Aeroplanes (ETOPS);
• EASA AMC 20-6, Rev 2 to Air OPS (regulation 965/2012): Extended Range Operation with
Two-Engine Aeroplanes ETOPS Certification and Operation;
• Any equivalent reference document approved or accepted by the Authority for the purpose of
providing guidance for the conduct of flight operations by turbine engine aircraft beyond
60 minutes to an en route alternate airport including ETOPS/EDTO.
FLT 3.11.11
If the Operator engages in MNPS/NAT HLA and/or AMU operations, the Operator shall have
guidance that includes procedures to ensure the proper conduct of such operations and addresses,
as a minimum:
Auditor Actions
 Identified authorization to conduct MNPS/NAT HLA/AMU operations.
 Identified/Assessed OM guidance/procedures for the conduct of MNPS/NAT HLA/AMU
operations (focus: procedures/limitations for conduct of operations; requirements for
ground/airborne equipment).
 Observed line flight and flight simulator operations (focus: conduct of MNPS/NAT HLA/AMU
operations).
Guidance
Refer to the IRM for the definitions of Areas of Magnetic Unreliability (AMU) and Minimum Navigation
Performance Specifications (MNPS/NAT HLA).
Flight Management and General Procedures
FLT 3.11.16
The Operator shall publish Crew Resource Management (CRM) principles in the OM or in other
documentation available to the flight crew and have a requirement in the OM for the application of
such principles by the flight crew during line operations.
Auditor Actions
 Identified/Assessed principles of CRM published in OM/other document (focus: availability to
flight crew; requirement for application of CRM in line operations).
 Observed line flight and flight simulator operations (focus: application of CRM principles).

FLT 3.11.17
The Operator shall have a policy and procedures that define a sterile flight deck during critical phases
of flight, to include:
(i) A protocol for intra-flight deck communication;
(ii) If the Operator conducts passenger flights with cabin crew, a protocol for communication
between the flight crew and cabin crew;
(iii) The mandatory use of headsets and boom or throat microphones for communication with
ATC below the transition level/altitude or 10,000 ft AGL, whichever is higher;
(iv) A restriction of flight crew activities to essential operational matters. (GM)
Auditor Actions
 Identified/Assessed OM policy/requirement/procedures for sterile flight deck (focus: procedures
associated with sterile flight deck; definition of protocols/requirements/restrictions).
 Observed line flight operations (focus: adherence to sterile flight deck).
Guidance
Refer to the IRM for the definition of Sterile Flight Deck and Critical Phase of Flight.
The specifications of this provision require an operator to ensure the OM defines the specific phases
of flight when the operational state of the flight deck is to be “sterile.”
FLT 3.11.18
The Operator shall have policies and guidance that define and address the division of duties related
to the performance and prioritization of flight crew member operational tasks, to include, as a
minimum:
(i) A requirement and procedures for the use of checklists prior to, during and after all phases
of flight, and in abnormal and emergency situations;
(ii) PM/PF duties for all phases of flight, to include normal, abnormal and emergency situations;
(iii) PM/PF actions during manual and automatic flight;
(iv) Flight and cabin crew duties during situations that require coordination, to include, as a
minimum, emergency evacuation, medical emergency and incapacitated flight crew
member. (GM)
Auditor Actions
 Identified/Assessed OM policy/requirement/guidance for sharing/prioritization in performance of
flight crew operational tasks (focus: guidance that addresses use of checklists; defines PF/PM
duties/task sharing; defines flight/cabin crew duties/task sharing).
 Observed line flight and flight simulator operations (focus: application of flight crew task
sharing/prioritization).
Guidance
The intent of this provision is to ensure flight crew duties are defined and appropriately divided, and
that compliance with all applicable checklists contained in the AOM, MEL and CDL occurs in
accordance with the operator's task sharing policy.

Elements of task sharing are described in the following table.
Task sharing is observed during most phases of flight and addresses areas such as:
• Philosophy for the use of checklists;
• Performance calculations;
• Automated flight procedures for flight crew;
• Manual flight procedures for flight crew;
• Flight crew briefings;
• Administrative duties at the appropriate times (such as top of descent and prior to
commencing approach).
Task sharing is applicable during emergency situations such as:
• Rejected takeoff;
• Engine failure or fire at V1;
• TCAS/ACAS resolution advisory (RA);
• GPWS Alert;
• Emergency descent.
Task sharing is applicable during emergency situations that require coordination with the cabin crew
such as:
• Emergency evacuation;
• Medical emergency;
• Flight crew member incapacitation.
FLT 3.11.20
The Operator shall have a policy and procedures that require flight crew members to crosscheck and
confirm critical actions during normal, abnormal and emergency situations, to include:
(i) Aircraft configuration changes including landing gear, wing flaps and speedbrakes;
(ii) Altimeter bug and airspeed bug settings;
(iii) Altimeter subscale settings;
(iv) Altitude (window) selections;
(v) Transfer of control of the aircraft;
(vi) Changes to the Automated Flight System (AFS)/Flight Management System (FMS) and
radio navigation aids during the departure and or approach phases of flight;
(vii) Weight/mass and balance calculations and associated AFS/FMS entries;
(viii) Performance calculations or inputs, including AFS/FMS entries. (GM)

Auditor Actions
 Identified/Assessed OM policy/requirement/procedures for crosscheck/confirmation in
performance of critical actions during normal/abnormal/emergency situations (focus: procedures
for flight crew crosscheck/confirmation when performing critical actions; definition of critical
actions in normal/abnormal/emergency situations).
 Observed line flight and flight simulator operations (focus: flight crew crosscheck/confirmation
when performing critical actions).
Guidance
The intent of this provision is to ensure flight crew actions, when considered critical to the safety of
flight, are crosschecked and confirmed.
The specification in item (i) addresses the risk of a misconfiguration by requiring the flight crew to
crosscheck and confirm certain critical manual and/or automatic configuration changes. It is
important to note that the criticality of certain actions may be dependent on phase of flight (e.g.
landing gear down before landing, correct flap selection before takeoff and landing, speedbrakes
extended for a rejected takeoff (RTO) and after landing, speedbrakes retracted for takeoff, go-around
and rejected landing).
The specification in item ii) applies to reference bugs that are set externally on the instrument face,
manually using a control panel, or automatically/manually through the FMS.
The specification in item iii) refers to the barometric pressure setting to which altitude is referenced.
FLT 3.11.21
The Operator shall have a policy and procedures that define and specify the requirements for
standardized verbal callouts (standard callouts) by the flight crew during each phase of flight. (GM)
Auditor Actions
 Identified/Assessed OM policy/procedures for standardized callouts (focus: procedures for
flight crew use of standardized verbal callouts during all phases of flight).
 Observed line flight and flight simulator operations (focus: flight crew use of standardized verbal
callouts).
Guidance
Refer to the IRM for the definition of Standard Callout.
Standard callouts are used to improve crosscheck, coordination and mutual crew member
awareness and are typically used to:
• Give commands, delegate a task;
• Acknowledge a command or confirm receipt of information;
• Challenge and respond to checklist items;
• Call a change of an indication;

• Identify a specific event;

• Identify exceedences.
A silent flight deck philosophy typically limits verbal callouts to the identification of exceedences and
other items as determined by the operator.
FLT 3.11.22
The Operator shall have an automation policy with associated guidance and procedures that address
the use of aircraft automated flight and navigation systems, to include:
(i) Flight crew monitoring of the automated flight and navigation systems (AFS) to ensure
appropriate aircraft response to inputs by:
(a) Cross-checking mode control panel status;
(b) Observing the results of any mode changes;
(c) Supervising the resulting guidance and aircraft response.
(ii) The use of a level of automation appropriate for the task, to include manual flight when
aircraft response is not appropriate or adequate.
Auditor Actions
 Identified/Assessed OM policy/guidance/procedures for use of aircraft automated
flight/navigation systems (focus: instruction/procedures for flight crew use/monitoring of
automation, selection of appropriate mode of flight/navigation automation).
 Observed line flight and flight simulator operations (focus: management of flight automation; use
of level appropriate for conditions).
FLT 3.11.23
The Operator shall have guidance that defines and specifies the requirements for the conduct and
content of the briefings to be accomplished by the flight crew prior to departure and approach. Such
required briefings shall address, as a minimum:
(i) The technical status of the aircraft unless reviewed in conjunction with another checklist or
procedure;
(ii) Normal and non-normal departure and approach considerations;
(iii) When applicable, flight deck jump seat occupant safety. (GM)
Note: The briefing specified in item (iii) occurs prior to departure and as necessary for the remainder
of the flight.
Auditor Actions
 Identified/Assessed requirement/guidance for conduct of departure/approach briefing (focus:
instruction/procedures for flight crew departure/approach briefing; definition of purpose/content
of briefings).
 Observed line flight and flight simulator operations (focus: departure/approach briefings).
Guidance
Refer to the IRM for the definition of Jump Seat.
Normal and non-normal departure and approach considerations applicable to flight crew typically
include, as appropriate for each phase and each flight:
• Fuel status;
• Airport/taxi diagrams;
• Meteorological conditions;

• NOTAMS;
• LVO procedures;
• Departure/approach charts;
• Minimum safe altitudes and terrain;
• Use of automation;
• Takeoff/landing (flaps, autobrakes and stopping distances);
• Missed approach/go-around and alternates;
• Special conditions and operations (e.g., crew familiarization with the route or airport flown,
hazardous materials, environmental, non-standard noise abatement, etc.).
Non-normal departure/approach considerations applicable to the flight crew typically include items
such as engine-out procedures, mountainous terrain and/or airspace constraints.
Briefings can be structured in order to encourage crew member and, as applicable, jump seat
occupant feedback/participation.
Altitude Awareness and Altimetry
FLT 3.11.28
The Operator shall have policies, procedures and guidance that address altitude awareness, to
include:
(i) Instructions for the use of automated or verbal flight crew altitude callouts and any other
actions to be taken by the flight crew to maintain altitude awareness;
(ii) Policies and/or procedures for the avoidance of altitude deviations;
(iii) Policies and/or procedures that address call sign confusion during altitude clearance
acceptance and readback;
(iv) Instructions for the flight crew to report the cleared flight level on first contact with ATC,
unless specifically requested not to do so by ATC. (GM)
Auditor Actions
 Identified/Assessed OM policies/guidance/procedures that address altitude awareness (focus:
instruction/procedures for flight crew focus on altitude awareness; definition of strategies for
avoidance of altitude deviations).
 Observed line flight and flight simulator operations (focus: application of altitude awareness
procedures).
Guidance
Refer to the IRM for the definition of Altitude Deviation.
The intent of this provision is for the operator to provide policies, procedures and guidance in the OM
designed to manage or mitigate potential risks related to the acceptance and maintenance of
assigned altitudes.
As an example, OM guidance to address altitude awareness can include instructions for:
• A crosscheck that the assigned altitude is above the minimum safe altitude;
• “1000 to go” standard callout;
• Dual pilot response for ATC altitude clearance;
• “Double point” to altitude window (both pilots physically point to and confirm the new altitude
set).

FLT 3.11.29
The Operator shall have guidance and procedures that include instructions for the use of barometric
altimeter reference settings appropriate for the area of operation (QNE, QFE, QNH). (GM)
Auditor Actions
 Identified/Assessed OM guidance/procedures for use of the barometric altimeter (focus:
instructions/procedures for flight crew use of barometric altimeter, altimeter reference setting
appropriate for area of operations).
 Observed line flight and flight simulator operations (focus: use/setting of barometric altimeter).
Guidance
Refer to the IRM for the definition of Altimeter Reference Setting, which includes definitions for QNE,
QFE and QNH.
Information related to barometric reference setting instructions appropriate for specific areas of
operation can be found in one or more of the following documents:
• ICAO Doc 8168–Procedures for Air Navigation Services–Aircraft Operations (PANS-OPS),
Volume 1, Flight Procedures, Part III, Section 1;
• U.S. Department of Transportation–Federal Aviation Administration–Aeronautical
Information Manual (AIM)–Official Guide to Basic Flight Information and ATC Procedures,
Section 2. Altimeter Setting Procedures;
• The Aeronautical Information Publication (AIP) of the State;
• Any other State-approved or State-accepted altimetry reference.
FLT 3.11.30
The Operator should have guidance and procedures that include a requirement for barometric
altimeters, referenced to QNH, to be used as the sole barometric altitude reference for the takeoff,
approach and landing phases of flight.
Auditor Actions
 Identified/Assessed OM requirement/guidance/procedures for barometric altimeter referenced
to QNH for takeoff/approach/landing phases of flight (focus: instructions/procedures for flight
crew to set QNH for takeoff/approach/landing).
 Observed line flight and flight simulator operations (focus: use/setting of QNH for
takeoff/approach/landing).
FLT 3.11.31
If the Operator engages in operations that require metric/imperial (ft) conversions for barometric
altimeter readings, the Operator shall have guidance and procedures that ensure the proper
computation and application of such conversions. (GM)
Auditor Actions
 Identified/Assessed OM guidance/procedures for metric/imperial (ft) conversions for barometric
altimeter readings (focus: instructions/procedures for flight crew use/application of barometric
altimeter conversions).
 Observed line flight operations (focus: application of barometric altimeter conversion).
Guidance
The operator may provide tables, charts or other means for completing the required conversion.

FLT 3.11.32
The Operator shall have guidance that enables the flight crew to correct for potential errors in
altimetry and that addresses:
(i) The effects of Outside Air Temperature (OAT) that is significantly lower than standard
temperature;
(ii) Maximum allowable barometric altimeter errors:
(a) Referenced to field elevation;
(b) Compared to other altimeters;
(c) Permissible to meet RVSM limitations. (GM)
Auditor Actions
 Identified/Assessed OM guidance that addresses avoidance of potential altimetry errors (focus:
instructions/procedures for flight crew avoidance of barometric altimeter errors; definition of
maximum allowable barometric altimeter errors).
 Observed line flight operations (focus: avoidance of barometric altimeter errors).
Guidance
The intent of this provision is to ensure that potential errors in altimetry are identified and corrected
when necessary.
The specification in item i) refers to temperature compensation corrections applied to ensure
obstacle clearance in conditions of extreme cold (typically starting at -10 C). Such corrections may be
applied manually by the flight crew (e.g. temperature correction charts) or automatically by onboard
systems (e.g. Air Data Computer).
The operator may provide tables, charts or other means to address potential errors in altimetry.
Meteorological Conditions and Environment
FLT 3.11.38
The Operator shall have policies and procedures for operations in the proximity of adverse weather
and/or environmental conditions to include:
(i) Thunderstorms;
(ii) Turbulence;
(iii) Contaminated runways, including the effect of type and depth of contaminants on
performance;
(iv) Cold weather;
(v) Volcanic ash, if the Operator conducts operations on routes that traverse large active
volcanic areas or in the terminal areas of airports in the vicinity of active volcanoes. (GM)
Auditor Actions
 Identified/Assessed OM policies/procedures for operations in proximity of adverse
weather/environmental conditions (focus: flight crew adverse weather/environmental conditions
operating procedures; definition of adverse weather/environmental conditions).
 Observed line flight operations (focus: operations in proximity of adverse weather/environmental
conditions).

Guidance
The intent of this provision is to ensure flight crew members have access to policies and procedures
associated with the adverse weather or environmental conditions they might encounter in operations.
Active volcanic areas specified in item v) normally include the following: Pacific Ring of Fire, the Rift
Valley in Africa, North and South America, Indonesia, Japan and Iceland.
Operators may complement their procedures with the use of technologies and solutions that support
avoiding and mitigating the impacts of turbulence, such as IATA Turbulence Aware (ITA).
FLT 3.11.39
The Operator shall have guidance that includes policies and procedures for:
(i) Wind shear avoidance;
(ii) Wind shear encounter recovery;
(iii) As applicable, response to predictive and/or reactive alerts. (GM)
Auditor Actions
 Identified/Assessed OM policy/guidance for wind shear avoidance/encounter
recovery/response to predictive/reactive alerts (focus: flight crew wind shear avoidance/recovery
procedures).
 Observed line flight and flight simulator operations (focus: wind shear
awareness/avoidance/recovery).
Guidance
Refer to the IRM for the definition of Airborne Wind shear Warning System, which includes definitions
for Predictive Alert and Reactive Alert.
FLT 3.11.40
The Operator shall have guidance that addresses wake turbulence, to include procedures for
encounter avoidance. (GM)
Auditor Actions
 Identified/Assessed OM guidance for wake turbulence avoidance/encounter recovery (focus:
flight crew wake turbulence avoidance/recovery procedures).
 Observed line flight operations (focus: wake turbulence awareness/avoidance/recovery).
Guidance
Refer to the IRM for the definition of Wake Turbulence.
Limitations and Performance
FLT 3.11.46
The Operator shall provide, and require compliance with, operating limitations, as defined by the
original equipment manufacturer (OEM) and established by the State of Registry for each aircraft
type used in operations.
Auditor Actions
 Identified/Assessed OM provision of/requirement for compliance with operating limitations as
defined by OEM (focus: guidance/procedures for flight crew compliance with operating
limitations).

 Observed line flight and flight simulator operations (focus: compliance with operating limitations).
FLT 3.11.47
The Operator shall have wind component limitations for takeoff, approach and landing that do not
exceed the values demonstrated or recommended by the OEM and also address operations when
the:
(i) Runway is contaminated;
(ii) Visibility is degraded;
(iii) Aircraft stopping capability is degraded. (GM)
Auditor Actions
 Identified/Assessed OM procedures for compliance with takeoff/approach/landing wind
component limitations that do not exceed OEM limitations (focus: requirement/procedures for
flight crew compliance with wind component limitations).
 Observed line flight and flight simulator operations (focus: compliance with wind component
limitations).
Guidance
Refer to the IRM for the definition of Runway Excursion.
The specifications of this provision are directly related to the prevention of runway excursions.
The intent is to ensure the operator provides wind component limitations for the phases of flight
specified in the body of the provision (e.g. maximum crosswind component for landing). Additionally,
the provision ensures the operator provides wind component limitations under the conditions
specified in the sub-specifications (e.g. maximum crosswind component for landing on a
contaminated runway). In either case such values cannot exceed those demonstrated or
recommended by the OEM.
Contaminated runways are typically defined by a specific contaminant type/depth or equivalent
braking action report.
FLT 3.11.48
The Operator shall have guidance that specifies a minimum aircraft height above ground level (AGL)
or above airport level (AAL) for commencing a turn after takeoff. (GM)
Auditor Actions
 Identified/Assessed OM guidance that specifies a minimum aircraft height above ground level
(AGL)/above airport level (AAL) for commencing a turn after takeoff (focus: requirement/
procedures for flight crew compliance with minimum altitude limitations for turn after takeoff).
 Observed line flight and flight simulator operations (focus: compliance with turn-after-takeoff
altitude limitations).
Guidance
Values typically vary depending on the operator or could include exceptions covering special airport
operations.

FLT 3.11.49
The Operator shall have guidance for the use of oxygen masks, to include a requirement for the flight
crew to use supplemental oxygen whenever, either:
(i) The cabin altitude exceeds 10,000 ft, or
(ii) If permitted by the State and applicable authorities, the cabin altitude exceeds 10,000 ft. for
a period in excess of 30 minutes and for any period the cabin altitude exceeds 13, 000 ft.
(GM)
Auditor Actions
 Identified/Assessed OM requirement/guidance for flight crew use of supplemental oxygen
(focus: requirement/procedures for flight crew use of oxygen masks; definition of conditions that
require use of oxygen).
 Observed line flight and flight simulator operations (focus: flight crew use of oxygen
masks/supplemental oxygen).
Guidance
the Operator.
FLT 3.11.50A
The Operator shall have a policy and/or procedures that require flight crews, when operating an
aircraft at low heights AGL, to restrict rates of descent for the purposes of reducing terrain closure
rate and increasing the recognition/response time available in the event of an unintentional conflict
with terrain. (GM)
Auditor Actions
 Identified/Assessed OM requirement/guidance for restricting descent rates when operating at
low altitudes (focus: requirement/procedures for flight crew to restrict descent rates at low
altitudes).
 Observed line flight and flight simulator operations (focus: compliance with descent rate
restriction at low altitudes).
Guidance
The specifications of the provision are directly related to the prevention of CFIT.
The intent is to preclude CFIT situations when a crew, operating an aircraft at high rates of descent
and temporarily distracted from altitude monitoring by unexpected events, would not have:
• Sufficient recognition or alert time to realize that terrain is rapidly approaching or;
• Sufficient response time to accomplish an aircraft escape maneuver once potential terrain
conflict is recognized.
The low heights AGL specified in this provision are those altitudes where high descent rates can
result in excessive rates of terrain closure.
The specified guidance may be based on a Threat and Error Management (TEM) approach, a height
versus vertical rate values (formula/table) or any other means that mitigates the risk of terrain closure
rates that could significantly reduce recognition and response.
Stabilized approach criteria provide conformity with the specifications of this provision for the
approach phase of flight only. The specifications of this provision also require descent rate guidance
be provided for other descents where terrain closure rate could significantly reduce recognition and
response time.

The description of GPWS sink rate mode does not address the specifications of this provision.
Guidance associated with published minimum safe altitudes (MSAs) does not address or satisfy the
specifications of this provision.
FLT 3.11.50B
The Operator should have procedures to limit the vertical speed of an aircraft to no more than 1,500
feet per minute for the last 1,000 feet climbing or descending to an assigned altitude or flight level
when the pilots are aware of another aircraft at or approaching an adjacent altitude or flight level,
unless otherwise instructed by air traffic control. (GM)
Auditor Actions
 Identified/Assessed OM requirement/guidance for restricting vertical speed when climbing or
descending to an assigned altitude/flight level (focus: requirement/procedures for flight crew to
restrict vertical speed to 1500 fpm or less).
 Observed line flight and flight simulator operations (focus: compliance with vertical speed
restrictions when approaching an assigned altitude).
Guidance
The intent of this provision is the avoidance of unnecessary airborne collision avoidance system
(ACAS/TCAS) resolution advisories when the aircraft is at or approaching adjacent altitudes or flight
levels, especially with autopilot engaged.
Guidance concerning the development of the specified procedures is contained in the PANS-OPS
(Doc 8168) Volume I, Part III, Section 3, Chapter 3.
FLT 3.11.50C
The Operator should have a policy and/or procedures that address flight crew use of EGPWS terrain
displays for the purposes of increasing terrain/obstacle awareness and the avoidance of Controlled
Flight into Terrain (CFIT). (GM)
Auditor Actions
 Identified/Assessed OM requirement/guidance for the use of terrain mode displays (focus:
requirement/procedures for flight crew to use terrain displays).
 Observed line flight and flight simulator operations (focus: compliance with terrain display policy
and procedures).
Guidance
Refer to the IRM for the definitions of Controlled Flight into Terrain (CFIT), EGPWS, EGPWS Terrain
Display, and Ground Proximity Warning System (GPWS) with a Forward-looking Terrain Avoidance
(FLTA) Function.
For more information regarding access to the EGPWS database, refer to
The specifications in this provision are directly related to the prevention of CFIT.
Terrain display policy and/or procedures typically recommend at least one pilot selects the terrain
display mode during phases of flight when altitude and terrain awareness is critical such as:
• during climb and descent below MSA.
• when the flight crew accepts responsibility for terrain/obstacle clearance.
• during the conduct of uncharted visual arrivals and approaches, especially at night and in
mountainous terrain.

• during the conduct of RNAV/RNP approaches, circling approaches and charted visual
approaches.
• in the event a landing at the nearest suitable airport is required.
• in the event of an emergency descent.
FLT 3.11.51
The Operator shall have guidance and applicable data to enable the flight crew to determine or
compute aircraft performance for all phases of the flight. (GM)
Auditor Actions
 Identified/Assessed OM guidance for use of data to determine/compute aircraft performance for
all phases of the flight (focus: instructions/procedures for flight crew use of aircraft performance
data).
 Observed line flight and flight simulator operations (focus: computation of relevant aircraft
performance).
Guidance
The specifications of this provision may be satisfied by an automated or electronic means described
in the OM.
FLT 3.11.52
The Operator shall have guidance that addresses the use of flight recorders (FDR, CVR and, as
applicable, AIR and DLR) to ensure such flight recorders are:
(i) Not intentionally switched off during flight time by the flight crew;
(ii) Only switched off by the flight crew after a flight when required to preserve data in the event
of an accident or serious incident. (GM)
Auditor Actions
 Identified/Assessed OM guidance that addresses the use/control of flight recorders FDR/CVR,
preservation of FDR/CVR data (focus: instructions/procedures for flight crew for ensuring
required preservation of FDR/CVR data).
Guidance
Refer to the IRM for the definitions of Airborne Image Recorder (AIR), Cockpit Voice Recorder
(CVR), Data Link Recorder (DLR), Flight Data Recorder (FDR) and Flight Recorder, and additionally
the definitions of Accident, Incident and Serious Incident.
The definition of accident, incident or serious incident could vary according to the state.
Approach and Landing
FLT 3.11.58
The Operator shall have guidance and procedures that enable the flight crew to determine the
conditions required to commence or continue an approach to a landing, to include, as a minimum:
(i) Crew qualification requirements;
(ii) Onboard equipment requirements;

(iii) Ground based equipment requirements;

(iv) Operating minima.
Auditor Actions
 Identified/Assessed OM requirements/information/guidance/procedures that enables flight crew
to determine conditions required to commence/continue an approach to landing (focus: flight
crew procedures/requirements for commencing/continuing approach to landing).
 Observed line flight and flight simulator operations (focus: determination of conditions for
approach/landing).
FLT 3.11.59
The Operator shall have a stabilized approach policy that is approved or accepted by the Authority
and has associated guidance, criteria, and procedures to ensure the ongoing conduct of stabilized
approaches. Such policy shall include:
(i) Criteria defining the stabilized condition, to include:
(a) Aircraft configuration requirements specific to each aircraft type;
(b) Checklist completion requirements;
(c) Speed and thrust limitations;
(d) Vertical speed limitations;
(e) Acceptable vertical and lateral displacement from the normal approach path.
(ii) Required minimum height(s) AAL to achieve stabilization criteria:
(a) Not lower than 1000 ft. for approaches in IMC or not lower than 500 ft. for
approaches in IMC as designated by the operator and/or State where a lower
stabilization height is operationally required, and a minimum stabilization height not
lower than 500 ft. for approaches in VMC; or
(b) Not lower than specific stabilization heights defined by the Operator and supported
by a safety risk assessment in accordance with Table 2.9 demonstrating acceptable
risk for each defined height that is lower than any applicable height(s) specified in
(ii) (a).
(iii) A requirement to abandon an approach or go around in accordance with its go-around policy
as defined in FLT 3.11.60 unless stabilization criteria are met at the relevant heights
specified in (ii) and can be maintained until touchdown;
(iv) A requirement that deviations from stabilized approach criteria must be pre-planned and
require special briefings for designated unique approaches and/or abnormal conditions;
(v) A description of the duties and responsibilities of the PF and PM including countermeasures
to human error. (GM)
Note: The stabilized approach policy and associated implementation shall be subjected to the
Operator's safety risk management (SRM) processes and safety performance monitoring to ensure
an acceptable level of safety risk is achieved and maintained.
Auditor Actions
 Identified/Assessed OM policy/guidance/procedures for the conduct of a stabilized approach
(focus: flight crew procedures/definition of criteria for stabilized approach).
 Examined safety risk assessments and data associated with Operator-specified AAL, as
applicable.
 Examined selected output from FDA/FDM/FOQA program (if applicable) (focus: data that
indicates status of fleet stabilized approach performance).
 Examined relevant safety objectives including SPIs/SPTs (focus: proactive measures in place
for identifying and preventing unstabilized approaches).

 Observed line flight and flight simulator operations (focus: stabilized approach).
Guidance
Refer to the IRM for the definition of Flight Data Analysis (FDA) Program.
The specifications of this provision are directly related to the prevention of controlled flight into terrain
(CFIT), Loss of Control In-flight (LOC-I), and runway-related incidents/accidents.
The intent of this provision is for the operator to implement a stabilized approach policy, as well as
have guidance, criteria and procedures that ensure the maintenance of the intended lateral and
vertical flight path during approaches, including visual approaches and/or as depicted in published
approach procedures, without excessive maneuvering. Such policy also typically provides guidance
for bracketing and correcting deviations during the approach to ensure the aircraft will always be at
the proper speed over the runway threshold and in a position to land in the touchdown zone.
Monitoring of stabilized approach performance through SMS in accordance with the Note is required
for all operators and may be accomplished using FDA or through other reporting systems.
One or more minimum stabilization heights AAL as specified in (ii) may be established for the criteria
defined in (i) (e.g., landing configuration may be required at 1,000 feet AAL while approach speed or
vertical speed limitations may be required at 500 feet AAL). Selection of heights may also vary
depending on aircraft type and operational characteristics (e.g., turbojet vs. turboprop). Finally, some
Operators may choose not to distinguish between VMC and IMC approaches using one set of
stabilization heights and associated criteria for both.
The criteria defining the stabilized condition are listed in item i) of the provision and are considered at
the 1000 ft. AAL and 500 ft. gates as specified in item ii) a). Alternatively, the operator may specify
stabilization heights appropriate to its operation as specified in item ii) b).
Operator stabilized approach policy and associated implementation is subject to SRM processes and
safety performance monitoring. Operator-defined minimum stabilization heights which are lower than
those specified in (ii) (a) require the conduct of a specific safety risk assessment in accordance with
FLT 1.12.2 demonstrating an acceptable risk level for each defined height.
Refer to Table 2.9 for factors related to the consistent conduct of stabilized approaches that would be
taken into account by the operator’s SRM processes (including required SRAs).
An operator conforming to item ii) a), in accordance with operational requirements approved or
accepted by the Authority, to establish stabilization criteria for heights lower than 1000 ft. AAL, but no
lower than 500 ft. AAL (IMC or VMC), for approaches designated by the operator and/or State where:
• Lower minimum approach stabilization heights are authorized for turbo-propeller aircraft
operations (e.g., 500 feet AAL on VMC/IMC approaches), and/or
• Maneuvering at a lower height AAL is required to meet instrument or other charted approach
constraints (e.g., RNAV/RNP approaches, circling approaches and charted visual
approaches), and/or
• Aircraft are required to comply with ATC speed constraints on final approach, and/or
• Deviations from selected approach stabilization criteria at a height lower than 1000 feet AAL,
are operationally required, and the operator can demonstrate pilot adherence to its stabilized
approach policy via a continually monitored, managed and active flight data analysis (FDA)
program. These criteria used also typically address the maneuvering that may be required in
accordance with a charted visual or instrument approach procedure.
The specifications in item (v) address:
• Timely and effective PF briefings;
• PM stabilized approach criteria deviation callouts and compliance checks;
• PF/PM actions in the event of destabilization below stabilization height, to include monitoring
by the PM for possible excessive deviations from flight path, airspeed, vertical speed, pitch or
bank during the approach, during the transition from approach to landing and during flare and
touchdown;

• As applicable, the role of additional flight crew members on the flight deck (e.g., augmented
crew members).
• The Threat and Error Management (TEM) countermeasures to keep threats, errors, and
undesired aircraft states from reducing margins of safety in flight operations. Examples of
countermeasures include CRM training, SOPs, checklists, briefings, callouts, and other
means that assist the flight crew in managing human error.
• OEM aircraft-specific descent and approach profiles can provide helpful guidance for flight
crews to achieve a stabilized approach.
• An operator, in accordance with requirements of the Authority and consistent with OEM
guidance, typically develops a stabilized approach policy, guidance, criteria and procedures
based on one or more of the following source references:
• Global Action Plan for the Prevention of Runway Excursions Coordinated by
EUROCONTROL and the Flight Safety Foundation – January 2021;
• Flight Safety Foundation Reducing the Risk of Runway Excursions – Report of the Runway
Safety Initiative – May 2009;
• Flight Safety Foundation Runway Excursion Risk Awareness Tool;
• Federal Aviation Administration Advisory Circular – AC No. 91-79A – Change 2;
• Federal Aviation Administration - Runway Excursions Support Tool;
• European Action Plan for the Prevention of Runway Excursions (EAPPRE) Edition 1.0;
• ICAO Runway Safety Programme – Global Runway Safety Action Plan First Edition,
November 2017;
• IATA/IFALPA/IFATCA/CANSO Unstable Approaches: Risk Mitigation Policies, Procedures
and Best Practices, 3rd Edition;
• IATA Runway Safety Accident Analysis Report 2010-2014;
development of flight crew guidance related to the prevention of unstable approaches and
runway excursions.
FLT 3.11.60
The Operator shall have a go-around policy with associated procedures and guidance to ensure flight
crews discontinue or go around from an approach or landing in accordance with criteria established
by the Operator. Such policy, procedures and guidance shall, as a minimum, address or define:
(i) Management support for flight crew decision making to discontinue an approach or execute
a go-around;
(ii) Criteria that require a flight crew to discontinue or go around from an approach or landing
(prior to the selection of reverse thrust) including when the aircraft is not stabilized in
accordance with FLT 3.11.59;
(iii) The go-around maneuver;
(iv) Duties and responsibilities of the PF and PM. (GM)
Auditor Actions
 Identified/Assessed OM policy/requirements for execution of a missed approach/go-around
when approach not stabilized in accordance with established criteria (focus: flight crew
guidance/procedures for execution of a missed approach/go-around).
indicates fleet status of missed approach/go-around from unstabilized approach).
 Examined (as applicable) relevant safety objectives including SPIs/SPTs (focus: proactive
measures in place for identifying, assessing and addressing potential/actual go-arounds and
discontinued approaches.

 Observed line flight and flight simulator operations (focus: flight crew awareness of/preparation
for factors that could lead to a go-around or discontinued approach).
Guidance
The specifications of this provision are directly related to the prevention of approach and landing
accidents (ALAs) such as CFIT and runway excursions.
The intent of this provision is to reduce the risk of ALAs by ensuring the flight crew will always
discontinue or go around from an approach or landing (prior to the selection of reverse thrust) when a
safe landing cannot be assured (e.g. aircraft not stabilized in accordance with criteria established by
the operator) or a go-around is otherwise required (e.g. when instructed by ATC)
The specification in item (i) is intended to foster a culture that supports flight crew go-around decision
making. It is typically expressed by senior management in a manner that:
• Promotes the go-around as a normal procedure;
• Encourages go-around preparedness and considers the risk of the go-around maneuver
itself;
• Empowers the PM (or the SIC) to call for a go-around at any time during approach and
landing until the selection of reverse thrust;
• Ensures that go-around decision making does not affect the PIC’s emergency authority in the
event of (impending) abnormal or emergency situations;
• Does not inhibit flight crew reporting of go-around related events.
The criteria referred to in item (ii), which would require a go-around or discontinuation of an
approach, typically Include:
• The specifications for a stable approach defined in accordance with FLT 3.11.59 are not met
at the relevant approach gate(s) or can no longer be maintained until touchdown.
• The visibility or ceiling is below the minimum required for the type of approach at the
specified gates (e.g. outer marker, 1,000’ AAL or at minimums).
• The appropriate visual references are not obtained or are lost at or below MDA (or minimum
descent height) or DA (or decision height) and through flare and touchdown by either pilot.
• Prior to touchdown the wind is above the operational or pre-determined wind limit, or the
runway status is below the limit determined by the flight crew’s landing performance
assessment.
• Technical defects or failures occur during approach that might inhibit a safe continuation of
approach, landing or go-around.
• Doubts by either pilot about the aircraft’s geographic or spatial position.
• Confusion by either pilot about the use or behavior of the automation.
• It is foreseeable that the go-around routing and path will not be sufficiently clear of adverse
weather or restricting traffic.
• If instructed by ATC.
• If required for type-specific reasons as outlined in the respective AOM.
• If required by special considerations associated with a CAT II/III operation.
Note: in establishing criteria for discontinuing or going around from an approach, consideration
would be given to installed equipment (e.g. GPWS, automated callouts) and flight crew procedures to
ensure a timely go-around decision can be made.
The specification in item (iii) refers to the aircraft type-specific maneuver(s) for go around from a
visual approach, an instrument approach or a landing prior to the selection of reverse thrust (i.e.
rejected landing).
The specification in item (iv) typically addresses:
• Timely and effective PF briefings.

• PF/PNF consideration of all relevant aircraft performance guidance and data in accordance
with FLT 4.1.1 and FLT 4.1.2.
• PM stabilized approach criteria deviation callouts and compliance checks.
• PF and/or PM go-around callouts and subsequent execution of the go-around maneuver.
• PF/PM go-around-related memory items.
• PM actions in the event of (subtle) PF incapacitation or delayed response to a go-around
callout.
• PF/PM actions in the event of destabilization below stabilization height including PM
monitoring for possible excessive deviations from flight path, speed, vertical speed, pitch or
bank during the approach, during the transition from approach to landing and during flare and
touchdown.
• As applicable, the role of additional flight crew members on the flight deck (e.g., augmented
crew members).
To support SRM activities an operator would typically:
• Include and monitor aircraft parameters related to CFIT and runway excursions in their flight
data analysis (FDA) program in accordance with provisions in ORG sub-section 3.3.
• Monitor go-around policy compliance through their FDA program and establish go-around
safety performance indicators (SPIs). In addition to monitoring go-arounds, aircraft operators
would also monitor discontinued approaches.
• Include unstable approaches followed by a landing as a reporting event by the flight crew.
• Minimize the need for the flight crew to report a go-around due to an unstable approach
unless there is another significant event associated with the go-around (e.g. flap overspeed,
altitude deviation).
An operator, in accordance with requirements of the Authority and consistent with OEM guidance,
typically develops a go-around policy, guidance, criteria and procedures based on one or more of the
following source references:
• Global Action Plan for the Prevention of Runway Excursions Coordinated by
• Flight Safety Foundation Go-Around Decision-Making and Execution Project Final Report
March 2017;
• IATA/IFALPA/IFATCA/CANSO Unstable Approaches: Risk Mitigation Policies, Procedures
and Best Practices, 3rd Edition.
• BEA Study on Aeroplane State Awareness during Go-Around – August 2013
Any equivalent reference document approved or accepted by the Authority for the development of
flight crew guidance related to the establishment of go-around policy and the prevention of unstable
approaches and runway excursions.
FLT 3.11.61
The Operator shall have a policy and procedures to ensure the flight crew maneuvers the aircraft so
as to touchdown within the touchdown zone or other defined portion of the runway, as specified by
the Operator or the Authority. (GM)
Auditor Actions
 Identified/Assessed OM policy/procedures for landing aircraft in the defined touchdown zone
(focus: flight crew guidance/procedures for landing aircraft in touchdown zone).
indicates fleet status of landings in the defined touchdown zone).
 Observed line flight and flight simulator operations (focus: landing in touchdown zone).


Guidance
The definition of the touchdown zone could vary, depending on the operator.
FLT 3.11.62
The Operator shall have a policy and procedures to ensure the flight crew will not continue an
instrument approach to land at any airport beyond a point at which the limits of the operating minima
specified for the approach in use would be infringed. (GM)
Auditor Actions
 Identified/Assessed OM policy/procedures that address continuation of an instrument approach
to landing beyond limits of specified operating minima (focus: flight crew requirement/procedures
for maintaining adherence to operating minima).
 Observed line flight and flight simulator operations (focus: adherence to approach/landing
operating minima).
Guidance
The intent of this provision is to ensure a transition to the missed approach is initiated at a designated
point or height AAL that prevents infringing on the operating minima specified for the approach.
The standard specifies actions required from the flight crew when reaching the limit of the approach,
(i.e. when reaching the DA(H) or MDA(H) or equivalent).
FLT 3.11.63
The Operator shall have a policy and procedures to ensure the flight crew will not continue an
instrument approach beyond a designated point in the approach unless reported meteorological
conditions, including visibility or controlling RVR, are equal to or above those specified for the
approach in use. (GM)
Auditor Actions
 Identified/Assessed OM policy/procedures that address required meteorological conditions for
continuation of an instrument approach beyond a designated point (focus: flight crew
requirement/procedures for determining/adhering to allowable meteorological conditions for
approach continuation).
 Observed line flight and flight simulator operations (focus: adherence to approach/landing
operating minima).
Guidance
Refer to the IRM for the definition of Approach Ban Point.
Designated points in the approach can be defined by the operator or applicable authority (e.g. initial
approach fix, final approach fix, outer marker, approach ban point, established on final approach
segment, a specified distance to touchdown, a specified height AAL).
the Operator.
FLT 3.11.64
The Operator shall have guidance and procedures for the acceptance of a clearance for a visual
approach and the conduct of a visual approach.

Auditor Actions
 Identified/Assessed OM guidance/procedures for acceptance of clearance and conduct of a
visual approach (focus: flight crew requirements/procedures for accepting/conducting a visual
approach).
 Observed line flight and flight simulator operations (focus: visual approach operations).
FLT 3.11.65
The Operator shall have guidance, criteria, and procedures for the acceptance of a clearance for a
non-ILS (including non-precision) approach and the conduct of such approach, to include:
(i) Minimum weather conditions and visibility required to continue an approach;
(ii) Operating conditions that require a missed approach to be initiated;
(iii) Circling approach minima;
(iv) Approach-related duties of the PF and PM. (GM)
Auditor Actions
 Identified/Assessed OM guidance/procedures/criteria for acceptance of clearance and conduct
of a non-ILS approach (focus: flight crew procedures/definition of criteria for
accepting/conducting a non-ILS approach).
 Observed line flight and flight simulator operations (focus: non-ILS approach operations).
Guidance
FLT 3.11.66
The Operator shall have a policy and procedures that require and ensure the proper use of a
stabilized constant descent profile during the final segment of a non-ILS (including non-precision)
approach. (GM)
Auditor Actions
 Identified/Assessed OM policy/procedures for conduct of stabilized constant descent profile for
final segment of non-ILS approach (focus: flight crew procedures/use of descent profile for
conduct of final segment of non-ILS approach).
 Observed line flight and flight simulator operations (focus: non-ILS approach operations; final
segment profile).
Guidance
The intent of this provision is to ensure, to the extent reasonably practicable, the use of a stabilized
constant descent profile inside the Final Approach Fix (FAF). It does not, however, preclude the
definition of altitude gates such as Visual Descent Point (VDP) or level segments between the FAF
and the runway where such constraints are deemed necessary and reflected in approach design.

Constant descent profiles during the final segment of an approach might be accomplished by various
means to include:
• Vertical Navigation (VNAV);
• Flight Path Angle (FPA);
• Constant Path Angle (CPA);
• Constant Angle Non-Precision Approaches (CANPA);
• Other methods that provide a stabilized constant path angle for the final segment of a
non-ILS approach.
FLT 3.11.67
The Operator shall have guidance, criteria and procedures for the acceptance of a clearance for an
ILS approach and the conduct of any authorized ILS approach, to include:
(i) Minimum meteorological conditions, including the visibility required to continue an approach;
(ii) Operating conditions that require a missed approach to be initiated. (GM)
Auditor Actions
 Identified/Assessed OM guidance/procedures/criteria for acceptance of clearance and conduct
of an ILS approach (focus: flight crew procedures/definition of criteria for accepting/conducting
an ILS approach).
 Observed line flight and flight simulator operations (focus: ILS approach operations).
Guidance
The specifications of the provision refer to ILS approaches authorized by the AOC (e.g. CAT I, II, III).
FLT 3.11.68A
The Operator shall have a policy and/or procedures that require the flight crew to assess landing
performance prior to arrival at the destination or alternate airport in order to determine that sufficient
landing distance exists for a landing to be accomplished with an adequate safety margin:
(i) On the runway of intended use;
(ii) In the conditions existing at the estimated time of arrival (ETA);
(iii) In the aircraft configuration and with the means of deceleration that will be used for the
landing. (GM)
Auditor Actions
 Identified/Assessed OM guidance for determination of landing distance with adequate safety
margin on runway of intended use (focus: flight crew procedures for assessing relevant
factors/computing runway landing distance at expected ETA).
 Observed line flight and flight simulator operations (focus: assessment of factors, computation of
landing distance).
Guidance
The intent of this provision is for an operator to require a landing performance assessment under
conditions distinct from those presumed at time of dispatch. Such an assessment ensures adequate
landing performance under the conditions existing at the ETA, and when necessary enables the flight
crew to make the determination that a landing cannot be accomplished with an appropriate safety
margin.
This provision is not intended to preclude the flight crew from determining the absolute landing
capability of the aircraft during emergencies or abnormal configurations. In these circumstances, the

pilot must calculate and know the actual landing performance capability of the aircraft (without an
added safety margin).
An appropriate safety margin may be defined by the operator or the Authority and can be expressed
as a fixed distance increment or a percentage increase beyond the actual landing distance required.
Factors that may affect landing performance include, but are not limited to:
• Runway contaminants;
• Runway cutback or reduced runway available;
• Environmental conditions at the ETA (crosswind, tailwind, wind gusts, rain, etc.);
• Aircraft equipment outages;
• Flight control malfunctions, engine failures, or other non-normal/emergency events that may
affect landing distance;
• Flap setting to be used;
• The use of manual vs. autobrakes (if available);
• The use of manual vs. auto speed brakes (if available);
• The use/availability of reverse thrust;
• The use of automatic approach and landing (if available);
• Any other event or contingency that degrades stopping ability or increases landing distance
under the conditions present at the ETA.
FLT 3.11.68B
The Operator shall have a policy and procedures to ensure an approach is not continued below 300
m (1 000 ft) AAL unless the PIC is satisfied that, with the runway surface condition information
available, the aircraft landing performance assessment in accordance with FLT 3.11.68A indicates
that a safe landing can be made. (GM)
Auditor Actions
 Identified/Assessed policy/procedures for discontinuing an approach if the runway surface
condition would prevent a safe landing.
 Observed line flight and flight simulator operations (focus: flight crew discontinuing the approach
based on the runway surface condition information).
Guidance
This specifications of this provision are directly related to the prevention of runway excursions.
Refer to the guidance associated with FLT 3.11.68A for factors that can affect landing performance.
FLT 3.11.69
If the Operator is authorized to conduct circling approaches, the Operator shall have guidance and
procedures to ensure the proper conduct of such approaches. Such guidance and procedures shall
address, as a minimum:
(i) Operating limitations and minima;
(ii) Stabilization criteria and go-around requirements in accordance with FLT 3.11.59 and FLT
3.11.60, respectively;
(iii) Obstacle clearance requirements. (GM)
Auditor Actions
 Identified authorization to conduct circling approaches.
 Identified/Assessed OM requirements/guidance/procedures for conduct of circling approaches
(focus: flight crew procedures/definition of criteria for conducting a circling approach).

 Observed line flight and flight simulator operations (focus: circling approach operations).
Guidance
Refer to the IRM for the definition of Circling Approach, PANS-OPS and TERPS.
The specifications of this provision are directly related to the prevention of Controlled Flight into
Terrain (CFIT), Loss of control in Flight (LOC) and runway excursions.
The intent of this provision is for the operator to provide guidance and procedures in the OM or other
controlled document in order to manage or mitigate potential risks related to the conduct of circling
approaches. Circling approaches may require maneuvering at low airspeeds in marginal weather at
or near the minimum descent altitude/height (MDA/H) as established by the state in which an airport
is located.
Circling approach guidance procedures and associated implementation are subjected to the
Operator's safety risk management (SRM) processes and safety performance monitoring.
Guidance and procedures related to circling approaches typically address the following:
• The meteorological conditions (e.g. visibility, and if applicable, ceiling) required for
commencement/continuation of circling;
• Approach category to be used or the maximum speed to be attained throughout the circling
maneuver;
• Aircraft configuration at various stages of a circling approach;
• The use of flight control systems and automation to assist in the positioning of the aircraft
during the approach procedure;
• Required visual references with the runway or runway environment required to descend
below the MDA/H;
• The prohibition of descent below MDA/H until obstacle clearance can be maintained, the
landing runway threshold has been identified and the aircraft is in a position to continue with
a normal rate of descent and land within the touchdown zone;
• Stabilized approach criteria in accordance with FLT 3.11.59;
• Go-around requirements in accordance with FLT 3.11.60;
• The missed approach procedure;
• The size of the containment area based on the criteria used to design the approach and
ensure obstacle clearance (e.g., PANS-OPS, TERPs).
A side-step maneuver that culminates in a straight-in instrument procedure is not considered a

circling approach, and thus is not addressed by this provision.
3.12 Flight Deck Policy and Procedures
FLT 3.12.1
The operator shall have a corrective lenses policy that addresses the need for flight crew members,
who are required to use corrective lenses, to have a spare set of corrective lenses readily available.
(GM)
Auditor Actions
 Identified/Assessed policy/requirement for flight crew members that require use of corrective
lenses to have a spare set readily available (focus: flight crew requirement for availability of spare
corrective lenses).

Guidance
Corrective lens requirements are typically listed on a medical certificate or license issued by the
State.
FLT 3.12.2
The Operator shall have a policy that requires flight crew members to keep their seat belts fastened
when at their assigned stations and:
(i) Those flight crew members occupying a pilot's seat to keep their safety harnesses (shoulder
straps and seat belts) fastened during the takeoff and landing phases of flight;
(ii) Other flight crew members to keep their safety harnesses fastened during the takeoff and
landing phases of flight, unless the shoulder straps interfere with the performance of duties,
in which case the shoulder straps may be unfastened but the seat belts shall remain
fastened.
Auditor Actions
 Identified/Assessed OM policy/requirements for flight crew use of seat belts/safety harnesses
when at their assigned stations (focus: definition of requirements for flight crew members to have
seat belts/safety harness fastened).
 Observed line flight and flight simulator operations (focus: compliance with seat belt/safety
harness requirements).
FLT 3.12.3
The Operator shall have a policy and procedures to ensure, during flight, when a pilot transfers
control of the aircraft or leaves the flight deck, a minimum of one pilot continuously maintains:
(i) Unobstructed access to the flight controls;
(ii) Alertness and situational awareness. (GM)
Auditor Actions
 Identified/Assessed OM policy/procedures for that ensure active aircraft control by one pilot
flight crew member in all situations (focus: flight crew procedures applicable to transfer of aircraft
control/absence of one pilot crew member from flight deck).
 Observed line flight and flight simulator operations (focus: aircraft transfer of control
procedures).
Guidance
The specifications of this provision refer to the transfer of control that occurs during en route crew
changes or in conjunction with a pilot leaving the flight deck in the performance of duties or to meet
physiological needs.
FLT 3.12.4
The Operator shall have a policy and procedures to ensure flight crew members are only permitted to
leave their duty stations during flight in the performance of duties or to meet physiological needs.
(GM)
Auditor Actions
 Identified/Assessed OM policy/procedures that address flight crew members leaving duty
stations during flight (focus: requirement that flight crew member may leave duty station only for
performance of duties/physiological needs).

 Observed line flight operations (focus: crew members leaving duty station).
Guidance
The specifications of this provision do not apply to crew changes that occur in conjunction with relief
and/or augmented crews.
FLT 3.12.5
The Operator shall have a policy and procedures to ensure pilot flight crew members do not vacate
an aircraft control seat below 10,000 feet (AAL) for the purposes of transferring duties to another pilot
flight crew member. (GM)
Auditor Actions
 Identified/Assessed OM policy/procedures that prohibit pilot flight crew members from leaving
aircraft control seat below 10,000 ft for the purpose of transferring duties to another pilot flight
crew member (focus: requirement that vacating control seat for transfer of duties must occur
above 10,000 ft).
 Observed line flight operations (focus: flight crew members transfer of duties).
Guidance
The specifications of this provision refer to the transfer of duties associated with augmented crews or
crews with multiple pilot flight crew members.
FLT 3.12.6
The Operator should have guidance published or referenced in the OM that addresses runway
excursions, to include a description of the policies, processes, procedures, and flight crew actions
necessary to prevent, or reduce the risk of a runway excursion occurring during takeoff or landing.
(GM)
Auditor Actions
 Identified/Assessed OM guidance for runway excursion prevention/risk reduction during
taxi/takeoff/landing phases of flight (focus: definition of flight crew duties/responsibilities/
procedures/actions for runway excursion prevention/risk reduction).
 Examined selected output from FDA program (if applicable) (focus: data that indicates efficacy
of fleet runway excursion mitigation).
 Observed line flight and flight simulator operations (focus: runway excursion prevention/risk
reduction).
Guidance
The intent of this provision is to ensure the Operator provides flight crews with guidance to identify
risks associated with runway excursions and strategies to mitigate those risks. Mitigations that
address the factors or combination of factors that could pose a higher risk of a runway excursion
typically include the following, as applicable:
• Identification of critical runways and the definition of critical runway operations;
• Definition and implementation of runway excursion prevention training;
• Use of relevant aircraft onboard equipment to prevent runway excursions (e.g., HGS, EVS,
SVS or CVS and, if available, ROAAS and runway veer off awareness and alerting systems);
• Definition and consistent use of: CRM, TEM, standard operating procedures, briefings,
standard call-outs, and PF/PNF monitoring duties;

• Acquisition – via data-link systems, if feasible – of the latest weather, wind, and runway
surface condition reports;
• Non-acceptance of ATC practices, procedures and/or clearances that have the potential to
decrease safety margins and/or prevent adherence to published approach procedures or
stabilized approach policy (e.g., late runway changes);
• Reporting to operator SMS and ANSPs of ATC practices, procedures and/or clearances that
have the potential to decrease safety margins;
• Definition of crosswind/tailwind takeoff and landing limitations applicable under various
conditions (e.g. contaminated runway operations);
• Use of relevant aircraft takeoff and landing techniques under varying conditions (e.g.,
crosswind takeoff and landing, touch down, use of all stopping devices including reverse
thrust, recovery from hard and bounced landings and change of control during landing roll
out;
• Definition of takeoff policies or procedures, which address lining up on the correct runway,
accepting line-up, takeoff or backtrack clearances and rolling take-offs,
• Accurate completion of: aircraft performance calculations, mass and balance calculations,
FMC data input and flight crew crosscheck before takeoff, landing and in the event of a
runway change, as applicable;
• Definition of and consistent adherence to critical operating policies and procedures including:
RTO, stabilized approach, go-around, contaminated runway and any other critical operating
policies or procedures that, if improperly executed, could pose a greater risk of an excursion;
• In-flight assessments of: landing performance, policy/procedures for landing in the
touchdown zone;
• Appropriate runway and approach type selection considering weather, runway condition,
inoperable equipment, and visibility;
• Appropriate use of all stopping devices including reverse thrust under varying conditions
(e.g. contaminated runway operations);
Additional risks and mitigations may result from the application of safety risk assessment and
mitigation program in accordance with FLT 1.12.2. To support SRM activities an operator would
typically include and monitor aircraft parameters related to potential runway excursions in their flight
data analysis (FDA) program. Operators would also consider using observational procedures (e.g.
Line Operations Safety Audits) to identify runway excursion safety risks precursors and best
practices that cannot be captured by safety reporting or flight data analysis/monitoring.
ISARPs in this section with applicable runway excursion mitigations contain a sentence in related GM
(e.g., “The specifications in this provision are related to the prevention of runway excursions.”)
An operator, in accordance with requirements of the Authority, typically develops flight crew
guidance.
• Related to the prevention of runway excursions based on one or more of the following source
references;
• Global Action Plan for the Prevention of Runway Excursions (GAPPRE), coordinated by
• Flight Safety Foundation Runway Excursion Risk Awareness Tool;
• Federal Aviation Administration Advisory Circular, AC No. 91-79A;
• Federal Aviation Administration - Runway Excursions Support Tool;
• European Action Plan for the Prevention of Runway Excursions (EAPPRE) Edition 1.0;
• ICAO Runway Safety Programme – Global Runway Safety Action Plan First Edition,
November 2017;
• IATA Runway Safety Accident Analysis Report 2010-2014;

development of flight crew guidance related to the prevention of runway excursions.
FLT 3.12.7
The Operator shall have guidance published or referenced in the OM that addresses runway
incursions, to include a description of the policies, processes, procedures and flight actions
necessary to prevent or reduce the risk of a runway incursion occurring during taxi, takeoff, and
landing. Such guidance shall include:
(i) Instructions for the maintenance of situational awareness by the flight crew while operating
in the airport environment, on the ground and in the air, to ensure an awareness of the
aircraft position relative to the airport surface;
(ii) Operating policies and procedures for use during periods when there is a high risk of an
incursion;
(iii) Specific instructions for the use of onboard equipment and aircraft lighting as a means to
mitigate the risk of an incursion;
(iv) The identification, in documentation available to the flight crew, of areas on the airport
surface that could pose a higher risk of an incursion;
(v) Specific reduced visibility and relevant LVO policies and procedures that minimize the risk of
an incursion. (GM)
Auditor Actions
 Identified/Assessed OM guidance for runway incursion prevention/risk reduction during
taxi/takeoff/landing phases of flight (focus: definition of flight crew duties/responsibilities/
procedures/actions for runway incursion prevention/risk reduction).
 Examined selected output from FDA program (if applicable): (focus: data that indicates efficacy
of fleet runway incursion mitigation).
 Observed line flight and flight simulator operations (focus: runway incursion prevention/risk
reduction).
Guidance
Refer to the IRM for the definition of Runway Incursion.
The intent of this provision is to ensure an operator provides flight crews with guidance to identify
risks associated with runway incursions and strategies to mitigate those risks. Mitigation strategies
would address the factors or combination of factors that could pose a higher risk of a runway
incursion occurring during taxi, takeoff and landing.
Other ISARPs in this section with applicable runway incursion mitigations contain a sentence in
related GM (e.g. “The specifications in this provision are related to the prevention of runway
incursions”).
Additional risks and mitigations may result from the application of a safety risk assessment and
mitigation program in accordance with FLT 1.12.2. To support SRM activities, an operator would
typically include and monitor aircraft parameters related to potential runway incursions in their flight
data analysis (FDA) program. Operators would also consider using observational procedures (e.g.,
Line Operations Safety Audits) to identify runway incursion safety risks precursors and best practices
that cannot be captured by safety reporting or flight data analysis/monitoring.
It is also the intent of this provision for an operator to ensure the OM incorporates an error mitigation
strategy for reducing the risk of a runway incursion occurring during taxi, takeoff, and landing. Such
error mitigation strategy would address each of the elements specified in this provision.
The specification in item i) refers to instructions that typically address:
• Specific methods used by the flight crew to maintain situational awareness in order to
prevent or minimize the risks of runway incursions;

• The use of all available resources (heading indicators, airport diagrams, airport signs,
markings lighting and air traffic control) to keep an aircraft on its assigned flight and/or taxi
route;
• Reference to the airport diagram and airport signage;
• Taxi progress monitoring and/or verbal call-outs after taxiway passage;
• The development and/or discussion of a pre-taxi plan and taxi route briefing;
• The transcription of complex ATC taxi instructions;
• Not stopping on a runway and, if possible, taxiing off an active runway and then initiating
communications with ATC to regain orientation;
• Visually clearing the final approach path prior to taxiing into the takeoff position on the
runway.
The specification in item ii) refers to operating policies and procedures that typically address:
• Managing flight crew workload prior to takeoff and before landing;
• Procedures for deferring administrative tasks until non-critical phases of flight;
• Identifying checklist items that must be re-accomplished in the event of a runway change;
• Maintaining a “Sterile Flight Deck”;
• The use of standard R/T phraseology;
• Clearance read-back and confirmation of changes;
• Monitoring clearances given to other aircraft;
• Obtaining directions or progressive taxi instructions when taxi route in doubt;
• Takeoff and landing runway verification and crosscheck;
• Takeoff and landing clearance verification;
• Questioning clearances when holding or lined up in position for takeoff on the runway, and
takeoff clearance has not been received within a specified period of time.
The specification in item iii) refers to instructions that typically address:
• Use of aircraft of lighting during taxi, runway crossing, takeoff, and landing;
• Appropriate transponder use at airports with ground surveillance radar;
• Appropriate use of TCAS when on the runway and holding in the takeoff position (e.g. center
mode on Navigation Display to display traffic on final approach).
The specification in item iv) refers to areas on the airport that could be identified through:
• Delineation of potential incursion areas or points (e.g. hot spots) on airport diagrams;
• Use of operator data collection programs to identify potential incursion areas in other
documentation available to the flight crew;
• The presence of Land and Hold Short Operations (LAHSO).
The specification in item v) refers to the provision of reduced visibility and relevant LVO policies and
procedures, regardless of LVO authorization, such as:
• Methods for maintaining situational awareness at night and during times of reduced visibility;
• A recommendation that checklists be suspended or delayed until the aircraft is stopped;
• If authorized for LVO, methods for maintaining situational awareness during LVO;
• If authorized for LVO, CAT II/III Surface Movement Guidance System (SMGS) procedures.
An operator, in accordance with requirements of the Authority, typically develops flight crew guidance
related to the prevention of runway incursions based on one or more of the following source
references:
• ICAO Document 9870, Manual on the Prevention of Runway Incursions;
• European Action Plan for the Prevention of Runway Incursions (EAPPRI), Edition 1.0;
• FAA Advisory Circular AC No: 120–74B;

• Runway Safety; A Pilot's Guide to Safe Surface Operations, published by FAA Air Traffic
Organization (ATO), Office of Safety Services;
• Communications; A key Component of Safe Surface Operations, published by FAA Air
Traffic Organization (ATO), Office of Safety Services;
development of flight crew guidance related to the prevention of runway incursions.
3.13 Flight Deck, Passenger Cabin, Supernumerary Compartment Coordination

FLT 3.13.2
The Operator shall have guidance that defines persons authorized to use flight deck jump seat(s).
Such guidance shall, if applicable, be in accordance with the requirements of the Authority.
Auditor Actions
 Identified/Assessed OM guidance that addresses persons authorized to occupy the flight deck
jump seat (focus: definition of authorized persons; compliance with regulations).
 Observed line flight operations (focus: flight deck jump seat occupancy).
FLT 3.13.3
If the Operator conducts passenger flights with cabin crew, the Operator shall have procedures for
communication and coordination between the flight crew and the cabin crew to ensure a combined
and coordinated process in addressing:
(i) Passenger safety information;
(ii) Cabin readiness prior to first aircraft movement, takeoff and landing;
(iii) If applicable, arming or disarming of cabin door slides;
(iv) Preparation for an encounter with turbulence;
(v) Flight or cabin crew member incapacitation;
(vi) Emergency evacuation;
(vii) Abnormal situations;
(viii) Emergency situations. (GM)
Auditor Actions
 Identified/Assessed OM procedures for flight/cabin crew communication/coordination in
addressing situations that require combined/coordinated action (focus: procedures for
flight/cabin crew communication/coordination; definition of situations that require
combined/coordinated action).
 Coordinated with cabin operations (focus: complementary procedures for
communication/coordination).
 Observed line flight operations (focus: flight/cabin crew communication/coordination).
Guidance
Refer to the Guidance associated with CAB 3.3.3 located in ISM Section 5.
Communication and coordination may be verbal or accomplished by an alternative means (e.g.
chimes, lights).
Cabin crew coordination briefings could include security issues, aircraft technical issues affecting
cabin service, en route weather, use of seat-belt sign, meal service.

Procedures defining communication/coordination could be part of specific non-normal/emergency

procedures.
First aircraft movement as specified in item ii) is defined as pushback, powerback and/or taxi.
The operator may specify a non-communication period during critical phases of flight (e.g. during
takeoff roll or during landing).
Refer to FLT 3.13.4 for operations that do not use cabin crew members.
FLT 3.13.4
If the Operator transports passengers and/or supernumeraries in the passenger cabin or
supernumerary compartment without cabin crew, the Operator shall have guidance and procedures
for communication by the flight crew with, as applicable, passengers and/or supernumeraries to
address:
(i) The dissemination of passenger/supernumerary safety information;
(ii) Restrictions pertaining to onboard smoking;
(iii) Compliance with the Fasten Seat Belt sign and, if applicable, the No Smoking sign;
(iv) Cabin or supernumerary compartment readiness prior to first aircraft movement, takeoff and
landing;
(v) If applicable, the arming or disarming of door slides;
(vi) Preparation for and an encounter with turbulence;
(vii) Medical situations;
(viii) Emergency evacuation;
(ix) Abnormal situations;
(x) Verification that baggage is stowed;
(xi) If applicable, information relevant to cargo being transported in the passenger cabin;
(xii) If applicable, verification that the 9G rigid barrier or 9G cargo net is secured. (GM)
operations.
Auditor Actions
 Identified/Assessed OM procedures for flight crew communication with
passengers/supernumeraries when there is no cabin crew (focus: procedures for flight crew
communication with passengers/supernumeraries; definition of situations that require flight crew
communication).
 Observed line flight operations (focus: flight crew communication with
Guidance
Refer to the IRM for the definition of Cargo Restraint System, which addresses the 9G cargo net and
9G rigid barrier/bulkhead.

The intent of this provision is to ensure communication and coordination with passengers, and/or
supernumeraries to address relevant safety subjects (e.g., sterile flight deck, security, aircraft
technical issues, flight crew incapacitation, cabin depressurization, onboard fire, emergency
evacuation, forced landing, ditching, etc.)
Item (xi) refers to communication with appropriately qualified supernumeraries on an aircraft that is
transporting cargo in the passenger cabin, without passengers.
The specification in item iii) refers to appropriate communication from the flight crew to address the
arming and disarming of door slides, if installed.
FLT 3.13.5
If the Operator conducts passenger flights with cabin crew, the Operator should have a policy and
procedures that define and specify the requirements for standard verbiage, terminology, signals
and/or verbal commands used for communication between flight crew and cabin crew during normal,
abnormal and emergency situations. (GM)
Auditor Actions
 Identified/Assessed OM policy/procedures that address standardized communications between
flight/cabin crew in normal/abnormal/emergency situations (focus: definition of standard
verbiage/terminology/signals/verbal commands for flight/cabin crew communication).
 Coordinated with cabin operations (focus: complementary verbiage/terminology/signals/verbal
commands for cabin/flight crew communication).
 Observed line flight and flight simulator operations (focus: standardized flight/cabin crew
communication).
Guidance
The intent of this provision is to ensure communication between flight crew and cabin crew during
abnormal and emergency situations is conducted using standardized methods of communication
identified and defined in documentation available to applicable crew members.
Examples of such situations include:
• Cabin depressurization;
• Severe turbulence;
• Emergency evacuation;
• “Before impact” notification (forced/emergency landing or ditching);
• Crew member incapacitation;
• Unlawful interference.

FLT 3.13.6
If the Operator transports passengers and/or supernumeraries, the Operator shall have a policy
and/or procedures that provides for announcements to, as applicable, passengers and/or
supernumeraries by either the flight crew or cabin crew to address matters related to safety, including
turbulence and abnormal and emergency situations. (GM)
operations.
Auditor Actions
 Identified/Assessed OM policy/procedure for announcements to passengers/supernumeraries
to address safety matters (focus: procedure for flight/cabin crew safety announcements;
definition of situations that require safety announcements).
 Coordinated with cabin operations (focus: complementary procedure for safety
announcements).
 Observed line flight operations (focus: flight/cabin crew safety announcements).
Guidance
The intent of this provision is to ensure passengers and/or supernumeraries are made aware of
matters related to safety.
FLT 3.13.8
If the Operator transports passengers and/or supernumeraries, the Operator shall have procedures
that ensure the preparation of the cabin or supernumerary compartment prior to takeoff and landing,
and provide for notification to, as applicable, passengers and/or supernumeraries by either the flight
crew or cabin crew:
(i) To prepare for takeoff;
(ii) When in the descent phase of flight;
(iii) To prepare for landing. (GM)
operations.
Auditor Actions
 Identified/Assessed OM procedures for preparation of cabin/supernumerary compartment and
notification to passengers/supernumeraries prior to takeoff/landing (focus: flight/cabin crew
procedures for cabin/supernumerary compartment preparation; definition of situations that
require flight/cabin crew notification).


 Coordinated with cabin operations (focus: complementary procedures for compartment
preparation/notifications).
 Observed line flight operations (focus: flight/cabin crew notification prior to takeoff/landing).
Guidance
The intent of this provision is to ensure cabin or supernumerary compartment readiness under the
conditions specified. Additionally, the provision requires that all applicable personnel are notified
when in the specified phases of flight.
If cabin crew members are not used, preparation of the cabin prior to takeoff and landing would
normally require the flight crew to verify certain conditions are in effect. Items checked by the flight
crew will vary according to aircraft type and equipment carried, but might typically include:
• Passenger seat belts fastened;
• Tray tables and seat backs in a stowed and upright position;
• Cabin baggage and other carry-on items secure in designated areas;
• As applicable, in-flight entertainment system viewing screens off and stowed;
• Galleys and associated equipment stowed or restrained.
FLT 3.13.9
If the Operator carries cargo on the same deck as the flight deck and/or supernumerary
compartment, the Operator shall have procedures to ensure the cargo restraint system and, if
applicable, smoke barrier are closed/secured for:
(i) Taxi operations;
(ii) Takeoff;
(iii) Landing. (GM)
Note: The specifications of this provision are also applicable to procedures for ensuring cargo
restraint is secured on an aircraft that is being used to transport cargo in the passenger cabin, without
passengers.
Auditor Actions
 Identified/Assessed OM procedures for ensuring the 9G restraint system and smoke barrier are
secured for the specified phases of flight.
 Observed line flight operations (focus: procedures implemented to ensure cargo restraint system
and, if applicable, smoke barrier are secured).
Guidance
Refer to the IRM for the definitions of Cargo Restraint System and Smoke Barrier.
FLT 3.13.11
If the Operator conducts cargo and/or passenger flights without cabin crew, the Operator shall have
flight crew procedures for:
(i) Opening and closing of aircraft cabin access doors;
(ii) As applicable, arming and disarming of door systems equipped with an automatic slide or
slide/raft deployment system. (GM)

Auditor Actions
 Identified/Assessed OM procedures for cabin access door operations (focus: procedures
address opening/closing and, if applicable, arming/disarming of cabin access doors in
conjunction with GRH 3.2.5 and, as applicable CAB 4.2.1).
 Observed line flight operations (focus: flight crew procedures for opening/closing and
arming/disarming of cabin access doors).
Guidance
This standard addresses procedures for the normal, abnormal and emergency operation of cabin
access doors by the flight crew. This includes door systems that are designed to deploy a slide or
slide/raft for emergency evacuation if the door is opened with the system in the armed mode. Such
systems are typically armed once the door has been closed for flight and disarmed at the end of a
flight and prior to the door being opened for passenger and/or crew deplaning. Depending on the
type of aircraft and door system, the pack that contains the slide or slide/raft might be mounted in the
door itself, or might be mounted in the fuselage, tail cone or other location.
Procedures would be designed to address and mitigate safety hazards such as fall from height,
entrapment and personnel injury that could occur during door operation.
FLT 3.13.12
If the Operator transports passengers and/or supernumeraries, without cabin crew, the Operator
shall have flight crew procedures that ensure, as applicable, passengers and/or supernumeraries
have ready access to emergency oxygen. (GM)
operations.
Auditor Actions
 Identified/Assessed OM procedures that address passenger/supernumerary ready access to
emergency oxygen (focus: flight crew procedures for ensuring access to oxygen).
 Observed line flight operations (focus: flight crew procedures for ensuring
passenger/supernumerary access to oxygen).
Guidance
FLT 3.13.13
shall have flight crew procedures that ensure, as applicable, passengers and/or supernumeraries are
seated with their seat belts (or, as available, harness or other restraint) fastened:
(i) During the taxi phases of a flight;
(ii) During the takeoff and landing phases of flight;
(iii) Prior to and/or during turbulence;
(iv) During an emergency situation, if considered necessary. (GM)
operations.
Auditor Actions
 Identified/Assessed OM procedures for ensuring passengers/supernumeraries are seated with
seat belts/safety harness/other restraint device fastened for defined situations/phases of flight

(focus: flight crew procedures for ensuring passengers/supernumeraries are seated/restrained;

definition of situations/phases of flight that require seating/restraint).
 Observed line flight operations (focus: passengers/supernumeraries seated/restrained).
Guidance
FLT 3.13.14
If the Operator transports supernumeraries in the passenger cabin or cargo compartment, the
Operator shall have guidance and procedures to ensure:
(i) All seats in the cargo compartment are considered emergency exit row seats;
(ii) Supernumeraries meet applicable requirements and restrictions.
Auditor Actions
 Identified/Assessed OM guidance/requirements/procedures for transport of supernumeraries in
passenger cabin/cargo compartment (focus: requirement/procedure for all cargo compartment
seats to be treated the same as emergency exit row seats; definition of requirements/restrictions
that must be met by supernumeraries).
 Observed line flight operations (focus: procedures for transport of

FLT 3.13.16
If the Operator uses aircraft equipped with a flight deck door, the Operator shall have policies and/or
procedures that are in accordance with the requirements of the Authority and, as a minimum, define:
(i) When the flight deck door must remain locked;
(ii) If the Operator conducts passenger flights with cabin crew, the means used and actions
necessary for cabin crew members to:
(a) Notify the flight crew in the event of suspicious activity or security breaches in the
cabin;
(b) Gain entry to the flight deck. (GM)
Auditor Actions
 Identified/Assessed OM policies/procedures that address flight deck security (focus:
requirements for door being locked/unlocked; methods for cabin crew to provide security
notifications; process for cabin crew entry to flight deck).
 Coordinated with cabin operations (focus: complementary procedures for security
communication/flight deck entry).
 Observed line flight operations (focus: flight deck door operation; cabin crew entry).
Guidance
The principal intent of this provision is to ensure the security of the flight deck by providing the flight
crew and cabin crew with complementary policies and/or procedures for use when a lockable flight
deck door is installed. Such policies and/or procedures define the means used and actions
necessary to address the specifications of this provision.

Policies and/or procedures related to flight deck security may be considered sensitive information
and provided to relevant personnel in a manner that protects the content from unnecessary
disclosure.
FLT 3.13.17
If the Operator uses aircraft equipped with an approved flight deck door as specified in (MNT) Table
4.11 (xxvi) (c) (d) and/or Table 4.14 (v), the Operator shall provide guidance, procedures
and instructions for the use of such door by the flight crew to ensure the security of the flight deck.
Such guidance shall include, as a minimum, the procedural means by which the crew:
(i) Prevents access to the flight deck by unauthorized personnel;
(ii) Identifies authorized personnel requesting entry into the flight deck. (GM)
Auditor Actions
requirements/procedures for flight crew use of door; procedures for identification of persons
requesting flight deck entry).
 Coordinated with cabin operations (focus: complementary procedures for gaining flight deck
entry).
 Observed line flight operations (focus: flight deck door operation; identification of persons
requesting entry).
Guidance
crew with appropriate guidance, procedures and instructions for use when a reinforced flight deck
door is installed, regardless of the aircraft configuration (passenger, cargo, combi).
Guidance, procedures and instructions related to flight deck security are considered sensitive
information and are normally provided to relevant personnel in a manner that protects the content
from unnecessary disclosure.
Tables 4.11 and 4.14 in ISM Section 4 (MNT) contain specifications related to requirements and
recommendations for the installation of reinforced flight deck doors. This provision, however,
contains specifications only related to the use of such doors when installed.
FLT 3.13.18
If the Operator conducts international passenger flights using aircraft equipped with an approved
flight deck door as specified in (MNT) Table 4.11 (xxvi) (c) (d) and/or Table 4.14 (v), the Operator
shall have procedures to:
(i) Ensure the flight deck door is closed and locked from the time of engine start or
commencement of pushback until engines are shut down or any external aircraft door is
opened for disembarkation except when necessary to permit access or egress by
authorized persons;
(ii) Monitor, using visual or procedural means, the entire area outside the flight deck door to
identify persons requesting entry and to detect suspicious behavior or potential threat. (GM)
Auditor Actions
requirements for door being locked/unlocked; procedures for monitoring area outside door).
 Observed line flight operations (focus: door locked/unlocked; monitoring area outside door).

Guidance
crew with appropriate procedures for use when a reinforced flight deck door is installed.
Procedures related to flight deck security may be considered sensitive information and provided to
relevant personnel in a manner that protects the content from unnecessary disclosure.
For monitoring the area outside the flight deck door, a closed-circuit television (CCTV) system is an
acceptable method of conformance. However, a CCTV system is not required in order to conform to
this provision. Implementation of other procedural methods in accordance with applicable regulations
is also considered acceptable.
Any means used by an operator for such monitoring ensures that the cabin area outside the flight
deck door, and any persons that might be in that area, would be identifiable to the extent necessary
to meet the requirements of this standard.
FLT 3.13.19
If the Operator conducts passenger operations and does not use a flight deck door, the Operator
shall have measures in place to ensure unauthorized persons are prevented from entering the flight
deck. (GM)
Auditor Actions
 Identified/Assessed OM guidance/procedures that address flight deck security (focus:
measures/procedures for flight deck entry control/prevention).
 Observed line flight operations (focus: prevention of unauthorized flight deck entry).
Guidance
The principal intent of this provision is to ensure the security of the flight deck, and refers specifically
to aircraft that:
• Do not have a flight deck door, or
• Are equipped with flight deck door that cannot be locked, or
• Are equipped with a smoke barrier.
Measures referred to in this provision are in place to address the potential for unauthorized personnel
to gain entry to the flight deck or gain access to the control seats and/or flight controls. Such
measures may include, but are not limited to:
• Defining authorized personnel (e.g. jump-seat occupants, supernumeraries);
• Authorizing personnel for flight deck access;
• Airline Security programs (as defined by the authority);
• Briefings, announcements, placards;
• Any other measure designed to ensure unauthorized personnel are not permitted access to
the flight deck, control seats, or flight controls.
3.14 Non-Normal/Abnormal and Emergency Operations

FLT 3.14.2
The Operator shall have a policy that prohibits the in-flight simulation of emergencies while
passengers and/or cargo are being transported on board the aircraft.
Auditor Actions
 Identified/Assessed OM policy that prohibits in-flight simulated emergencies with
passengers/cargo on board the aircraft.

 Examined training/qualification program for instructors/evaluators/line check airmen (focus:

prohibition of in-flight simulated emergencies with passengers/cargo on board the aircraft).
FLT 3.14.3
The Operator shall have a policy and guidance that defines the execution of abnormal/non-normal
and emergency procedures and that ensures a crosscheck and verbal confirmation by two flight crew
members (dual response) occurs before the actuation of any critical aircraft system controls. Such
guidance shall identify critical systems, as defined by the OEM, and address, as a minimum:
(i) Engine thrust levers;
(ii) Fuel master or control switches;
(iii) Engine fire handles or switches;
(iv) Engine fire extinguisher discharge switches (if not automatically armed in conjunction with
the associated fire handle or switch);
(v) IDG/CSD disconnect switch. (GM)
Auditor Actions
 Identified/Assessed OM policy/guidance that addresses execution of abnormal/non-
normal/emergency procedures (focus: procedures for dual flight crew crosscheck/verbal
confirmation prior to actuation of critical aircraft system controls; definition of critical aircraft
systems).
 Observed line flight and flight simulator operations (focus: execution of abnormal/non-
normal/emergency procedures).
Guidance
The intent of this provision is to ensure the operator's policy and guidance defines how
abnormal/non-normal and emergency procedures are executed, and additionally ensures that the
critical actions taken during the execution of such procedures are crosschecked and verbally
confirmed by at least two flight crew members. Such critical actions are defined by the OEM and
typically addressed in operating policy and guidance associated with the use of abnormal/non-normal
and emergency checklists. This does not preclude, however, an OEM or operator from procedurally
addressing critical actions in the checklists themselves.
The specification in item iv) need only be addressed if required by the OEM when the arming of a fire
extinguisher discharge switch (or button) is not linked to the actuation of the associated fire handle or
switch.
FLT 3.14.4
If the Operator conducts passenger flights with cabin crew, the Operator shall have procedures in
accordance with FLT 3.11.18, applicable to each aircraft type, that specify the flight and cabin crew
member functions and actions to be executed during a situation requiring an emergency evacuation.

Auditor Actions
 Identified/Assessed OM procedures for aircraft emergency evacuation (focus: procedures for
each aircraft type; definition of flight/cabin crew member functions/actions during emergency
evacuation; procedures include sharing/prioritization of tasks).
 Coordinated with cabin operations (focus: complementary procedures for emergency
evacuation).
 Observed line flight and flight simulator operations (focus: flight/cabin crew emergency
evacuation procedures).
FLT 3.14.5
shall have procedures that are applicable to each aircraft type and:
(i) Specify flight crew functions and actions to be executed during an emergency evacuation;
(ii) Address, as applicable, passengers and/or supernumeraries.
Note: The specifications of this provision are applicable to flight crew members used on board an
Auditor Actions
 Identified/Assessed OM procedures for aircraft emergency evacuation (focus: procedures for
each aircraft type; definition of flight crew member functions/actions during emergency
evacuation; procedures for treatment of passengers/supernumeraries).
 Observed line flight operations (focus: flight crew emergency evacuation procedures).
FLT 3.14.6
The Operator shall have policies and procedures in accordance with FLT 3.11.18, applicable to each
aircraft type, that are to be applied during a situation requiring a rejected takeoff and address the
operational considerations for low speed and high speed rejected takeoffs.
Auditor Actions
 Identified/Assessed OM policies/procedures that address rejected takeoff (focus: procedures
for each aircraft type; definition of considerations associated with low/high speed rejected
takeoff; procedures include flight crew sharing/prioritization of tasks).
 Observed line flight and flight simulator operations (focus: rejected takeoff
procedures/considerations).
FLT 3.14.7
The Operator shall have policies and associated procedures accordance with FLT 3.11.18,
applicable to each aircraft type, that are to be applied when an engine failure or fire occurs after V1.
Auditor Actions
 Identified/Assessed OM policies/procedures that address engine fire/failure after V1 (focus:
procedures for each aircraft type; flight crew procedures that address engine fire/failure after
takeoff; procedures include flight crew sharing/prioritization of tasks).
 Observed line flight and flight simulator operations (focus: engine fire/failure after V1
procedures).

FLT 3.14.8
aircraft type, that are to be applied when a TCAS/ACAS resolution advisory (RA) is displayed by
onboard equipment. Such guidance shall, as a minimum:
(i) Specify a TCAS escape maneuver;
(ii) Require flight crews to follow a TCAS RA guidance even if it conflicts with ATC instructions.
Auditor Actions
 Identified/Assessed OM policies/procedures that address reaction to display of TCAS/ACAS
resolution advisory (RA) (focus: procedures for each aircraft type; requirement for flight crew to
follow TCAS/ACAS guidance; definition of/procedure for TCAS/ACAS escape maneuver;
procedures include flight crew sharing/prioritization of tasks).
 Observed line flight and flight simulator operations (focus: TCAS/ACAS RA procedures).
FLT 3.14.9
aircraft type, that are applied during a GPWS or other terrain avoidance alert provided by onboard
equipment. Such guidance shall, as a minimum, define a CFIT escape maneuver as an aggressive
pitch up maneuver that maximizes the performance of the aircraft. (GM)
Auditor Actions
 Identified/Assessed OM policies/procedures that address reaction to GPWS/terrain avoidance
alert/warning (focus: procedures for each aircraft type; definition of/procedure for aggressive
pitch-up escape maneuver; procedures include flight crew sharing/prioritization of tasks).
 Observed line flight and flight simulator operations (focus: GPWS/terrain alert/warning
procedures).
Guidance
The specifications in this provision are directly related to the prevention of CFIT.
FLT 3.14.10
The Operator shall have procedures in accordance with FLT 3.11.18, applicable to each aircraft type
that are to be applied in the event of an emergency descent.
Auditor Actions
 Identified/Assessed OM procedures that address emergency descent (focus: procedures for
each aircraft type; definition of/procedure for emergency descent maneuver; procedures include
flight crew sharing/prioritization of tasks).
 Observed line flight and flight simulator operations (focus: emergency descent procedure).
FLT 3.14.11
The Operator shall have guidance and procedures that address abnormal and/or emergency
communication, to include the:
(i) Appropriate use of “PAN PAN” and/or “MAYDAY;”
(ii) Actions to be taken in the event of a complete radio failure (lost communication);
(iii) Interception protocol for civil aircraft intercepted by military aircraft, to include a description
of visual signals used by intercepting and intercepted aircraft. (GM)

Auditor Actions
 Identified/Assessed OM guidance/procedures that address communications during
abnormal/emergency situations (focus: definition of communication terminology; procedures for
radio failure/lost communication; protocols for intercept by military aircraft).
 Observed line flight and flight simulator operations (focus: abnormal/emergency communication
procedures).
Guidance
FLT 3.14.12
The Operator shall have procedures in accordance with FLT 3.11.18 that are to be applied by the
flight crew in the event of a medical emergency on board the aircraft. If a cabin crew is used, such
procedures shall also address cabin crew duties and ensure flight deck-to-cabin communication and
coordination occurs in accordance with FLT 3.13.3.
Auditor Actions
 Identified/Assessed OM procedures that address onboard medical emergencies (focus:
procedures include flight/cabin crew communication/coordination, flight crew
sharing/prioritization of tasks).
 Coordinated with cabin operations (focus: complementary procedures for onboard medical
emergency).
 Observed line flight operations (focus: medical emergency procedures).
FLT 3.14.13
The Operator shall have procedures in accordance with FLT 3.11.18 that are to be applied by the
flight crew in the event of flight crew member incapacitation on board the aircraft. If a cabin crew is
used, such procedures shall also address cabin crew duties and ensure flight deck-to-cabin
communication and coordination occurs in accordance with FLT 3.13.3.
Auditor Actions
 Identified/Assessed OM procedures that address flight crew incapacitation (focus: procedures
include flight/cabin crew communication/coordination, flight crew sharing/prioritization of tasks).
 Coordinated with cabin operations (focus: complementary procedures for flight crew
incapacitation).
 Observed line flight and flight simulator operations (focus: flight crew incapacitation).

FLT 3.14.14
The Operator shall have guidance and procedures that ensure the proper reset of circuit breakers
after a system malfunction or trip. Such guidance shall, as a minimum, specify when and how often
tripped circuit breakers may be reset.
Auditor Actions
 Identified/Assessed OM guidance/procedures that address reset of circuit breakers after
system malfunction/trip (focus: procedures define when/how often tripped circuit breakers may
be reset).
 Observed line flight operations (focus: circuit breaker re-set procedures).
FLT 3.14.15
The Operator shall have an in-flight fuel management policy that requires the PIC to request air traffic
delay information from ATC when unanticipated circumstances may result in landing at the
destination airport with less than either:
(i) The final reserve fuel plus any fuel required to proceed to an alternate airport, or
(ii) The fuel required to operate to an isolated airport. (GM)
Auditor Actions
 Identified/Assessed OM policy/procedures for in-flight fuel management (focus: flight crew
procedures for monitoring en route fuel usage/identifying trends; requirement for flight crew to
request airport delay information when trend indicates landing with less than final reserve plus
alternate fuel, or isolated airport fuel).
 Observed line flight and flight simulator operations (focus: in-flight fuel management
procedures).
Guidance
Refer to the IRM for the definition of Fuel (Flight Planning), which includes the definition of Final
Reserve Fuel.
The intent of this provision is to ensure an operator defines the conditions that require the PIC to
request air traffic delay information from ATC. Such operator policy is typically part of the overall in-
flight fuel management strategy to ensure planned reserves are used as intended or required. It also
typifies the beginning of a process that could ultimately preclude a landing with less than final reserve
fuel on board.
It should be noted that the request for air traffic delay information is a procedural means for the flight
crew to determine an appropriate course of action when confronted with unanticipated delays. There
is no specific phraseology recommended for use in this type of communication with ATC as each
situation may be very different.
Guidance on in-flight fuel management and requesting delay information from ATC is contained in
the ICAO Flight Planning and Fuel Management Manual (Doc 9976).
FLT 3.14.16
The Operator shall have an in-flight fuel management policy that requires the PIC to advise ATC of a
minimum fuel state:
(i) When, having committed to land at a specific airport, the PIC calculates that any change to
the existing clearance to that airport may result in landing with less than planned final
reserve fuel;
(ii) By declaring “MINIMUM FUEL.” (GM)

Auditor Actions
declare minimum fuel when minimum fuel for landing at destination airport might be less than
planned final reserve fuel).
procedures).
Guidance
The intent of a “MINIMUM FUEL” declaration is to inform ATC that the flight has committed to land at
a specific airport and any change to the existing clearance may result in landing with less than
planned final reserve fuel. This is not an emergency situation, but rather an indication that an
emergency situation is possible should any additional delay occur.
Guidance on in-flight fuel management, including minimum fuel declarations, is contained in the
ICAO Flight Planning and Fuel Management Manual (Doc 9976).
FLT 3.14.17
The Operator shall have an in-flight fuel management policy that requires the PIC to declare a
situation of fuel emergency:
(i) When the calculated usable fuel predicted to be available upon landing at the nearest airport
where a safe landing can be made is less than the planned final reserve fuel;
(ii) By declaring “MAYDAY, MAYDAY, MAYDAY, FUEL.” (GM)
Auditor Actions
declare an emergency when minimum fuel for landing at nearest airport is calculated to be less
than planned final reserve fuel).
procedures).
Guidance
The intent of this provision is to specify the last procedural step in a series of steps to ensure the safe
completion of a flight. The “MAYDAY, MAYDAY, MAYDAY, FUEL” declaration provides the clearest
and most urgent expression of an emergency situation brought about by insufficient usable fuel
remaining to protect the planned final reserve. It communicates that immediate action must be taken
by the PIC and the air traffic control authority to ensure that the aircraft can land as soon as possible.
It is used when all opportunities to protect final reserve fuel have been exploited and in the judgment
of the PIC, the flight will now land with less than final reserve fuel remaining in the tanks. The word
fuel is used as part of the declaration simply to convey the exact nature of the emergency to ATC.
Guidance on in-flight fuel management including emergency fuel declarations is contained in the
ICAO Flight Planning and Fuel Management Manual (Doc 9976).

3.15 Flight Crew Reporting Requirements

FLT 3.15.2
The Operator shall have a policy that requires the PIC to report any hazardous flight condition to the
appropriate ATC facility without delay. (GM)
Auditor Actions
 Identified/Assessed policy for flight crew ATC hazard reporting (focus: flight crew procedures
for reporting occurrences that could potentially have adverse effect on safety of flight operations).
Guidance
The intent of this provision is to ensure hazards with the potential to pose safety risks to the reporting
aircraft or flight operations are appropriately identified and reported to the applicable ATS unit as
soon as possible. Such required reports are typically defined by the State or applicable authorities
and may include types of hazards as described in the following table.
Generic Hazard Report Description

Meteorological Conditions Un-forecast or severe weather, icing, wind shear, severe turbulence
Geophysical Events Volcanic ash observed or encountered
Air Piracy or other hostile acts that threaten the safety of the aircraft
Security Breaches
or its passengers
Wildlife Birds or large animals in the vicinity of the airport or runways
Inadequacy of navigational facilities or undesirable navigational aid
Facilities and Infrastructure
performance or other irregularity in navigational or ground facilities
Unable to accept or maintain RVSM and reason (e.g. turbulence,
Aircraft Performance
mountain wave, wake turbulence, etc.), loss of navigational capability
Lasers Illumination activities, events or exposure
Dangerous goods on board the aircraft in the case of an in-flight
Dangerous Goods
emergency and for the information of airport authorities.
GPS Anomalies Locations of GPS interference/jamming
Note: Previously promulgated hazard information (e.g., via NOTAM) would not typically require
additional reporting by the PIC.
FLT 3.15.3
The Operator shall have a policy that assigns responsibility to the PIC for notifying the nearest
authority, by the quickest available means, of any accident or serious incident resulting in injury,
death, or substantial aircraft damage. (GM)
Auditor Actions
 Identified/Assessed policy for flight crew accident/incident reporting (focus: flight crew
responsibility/procedures for reporting accidents/serious incidents to the nearest authority by the
quickest available means).

Guidance
The intent of this provision is to ensure the appropriate authority in the state where an event occurred
and any other organization required by such state are expeditiously informed of any accident or
serious incident resulting in injury, death, or substantial aircraft damage. Such authority and
organization(s) are typically defined in the applicable Aeronautical Information Publication (AIP) and
may refer to one or more entities including but not limited to local law enforcement agencies,
emergency service providers, the Civil Aviation Authority (CAA) and related air accident branches,
safety bureaus or boards (e.g., NTSB).
The PIC, if able, typically reports an applicable event to the operator who then forwards it to the
appropriate authority and other relevant organization(s).
FLT 3.15.4
The Operator shall have a policy that assigns responsibility to the PIC for:
(i) Notifying the appropriate local authority without delay in the event of any emergency
situation that necessitated action in violation of local regulations and/or procedures;
(ii) Submitting, if required by the state of occurrence, a report to the appropriate local authority
and also to the Authority of the State of the Operator. (GM)
Auditor Actions
 Identified/Assessed policy for flight crew emergency action reporting (focus: flight crew
responsibility/procedures for reporting to the appropriate authorities any emergency situation that
necessitated action in violation of local regulations and/or procedures).
Guidance
The intent of item (i) is to ensure the appropriate authority, as specified in local instructions, is notified
when an in-flight emergency requires the PIC to deviate from a local rule or procedure to the extent
required to meet that emergency. Such notifications are typically made through the appropriate air
traffic services (ATS) unit and involve a deviation from an assigned clearance or instrument
procedure.
The intent of item (ii) is to ensure required occurrence/incident reporting takes place in accordance
with local regulations or procedures. This includes reports submitted to the ATS unit concerned for
occurrences/incidents specifically related to the provision of air traffic services.
FLT 3.15.5
The Operator shall have a policy that requires the PIC to report the runway braking action special air-
report (AIREP) when the runway braking action encountered is not as good as reported. (GM)
Auditor Actions
 Identified/Assessed OM policy for runway braking action reporting by the flight crew.
 Observed line flight and flight simulator operations (focus: flight crew reporting of the runway
braking action).
Guidance
Refer to the IRM for the definition of Air-report (AIREP).
Refer to ICAO PANS-ATM (Doc 4444), Chapter 4 and Appendix 1, for reporting instructions and
guidance that addresses special air-reports regarding runway braking action and the format for
transmitting such reports by voice or data link.
Refer to ICAO Circular 355 AN/211 for ATS actions when receiving AIREPs concerning braking
action that is not as good as that reported.

4 Operations Engineering Specifications
4.1 Aircraft Performance
FLT 4.1.1
The Operator shall have a process, performed by Operations Engineering, to determine and maintain
guidance, procedures and performance data in the OM, applicable to each aircraft type, for
applicable departure, destination and alternate airports. Such guidance and data shall enable the
flight crew to determine or compute:
(i) Maximum structural weights (taxi, takeoff, landing);
(ii) Takeoff performance (accelerate - stop, close-in obstacles) that also ensures charting
accuracy is accounted for, when necessary, in assessing takeoff performance in the event
of a critical power unit failing at any point in the takeoff;
(iii) Maximum brake energy and minimum cooling time;
(iv) Climb performance (distant obstacles);
(v) Landing performance (minimum landing distance, go-around). (GM)
Auditor Actions
 Identified/Assessed OM guidance/procedures/data for flight crew calculation of aircraft
performance for taxi/takeoff/climb/landing at departure/destination/alternate airports (focus:
performance data provided for all aircraft types; OM contains performance data as specified in
standard).
 Interviewed selected operations engineering personnel (focus: process for development of OM
performance information/data).
 Observed line flight operations (focus: use of taxi/takeoff/climb/landing performance
information/data).
Guidance
The specifications in this provision are related to the prevention of CFIT and runway excursions.
The intent is to ensure the operator has a process or processes to obtain or determine the specified
performance data for use by flight crew. Such process(s) also address the maintenance and
publication of guidance, procedures, and performance data in the OM.
Data may be tailored for airports of intended use (e.g. runway analysis).
The specifications in items ii) and v) may necessitate the inclusion of guidance and/or patterns to be
followed in case of engine failure during takeoff, approach and go-around.
Tailored data is not always available for emergency alternate airports.
FLT 4.1.2
guidance, data and procedures in the OM, applicable to each aircraft type, that enable the flight crew
to determine and/or compute aircraft performance for all phases of flight. Such guidance and data
shall ensure the flight crew considers all relevant factors affecting aircraft performance, to include:
(i) Aircraft weight (mass);
(ii) Operating procedures;
(iii) Pressure altitude appropriate to the airport elevation;
(iv) Temperature;
(v) Wind;
(vi) Runway gradient (slope);
(vii) Runway surface condition at the expected time of use;

(viii) Obstacle data;

(ix) NOTAMs (including airport NOTAMs);
(x) As applicable, MEL/CDL information;
(xi) Aircraft configuration (wing flap setting);
(xii) Anti-ice usage and, when applicable, ice accretion;
(xiii) As applicable, runway length used for aircraft alignment prior to takeoff;
(xiv) As applicable, fuel freeze considerations during extended operations. (GM)
Auditor Actions
 Identified/Assessed OM guidance/procedures/data for flight crew calculation of aircraft
performance for all phases of flight (focus: performance data provided for all aircraft types; OM
guidance/data incorporates relevant factors/limitations as specified in standard).
 Observed line flight operations (focus: determination of relevant factors affecting aircraft
performance).
Guidance
The specifications in this provision are related to the prevention of CFIT, runway excursions and in-
flight loss of control.
The intent is to ensure the operator has a process or processes to obtain or determine the specified
performance data for use by flight crew. Such process(s) also address the maintenance and
publication of guidance, procedures, and performance data in the OM.
The specification in item vii) could be defined by a specific contaminant type/depth (e.g. snow, slush,
water, ice) or an equivalent braking action report.
The specifications in xiii) refers to a determination of the length of the runway available, taking into
account the loss, if any, of runway length due to alignment of the aircraft prior to takeoff.
The specifications in xiv) apply to considerations regarding the use of standard fuel freeze
temperatures, fuel temperature analysis and en route fuel temperature monitoring for the specific
fuels used in operations. Such considerations allow the flight crew to determine the actual fuel freeze
temperature during extended operations (e.g. polar operations) in order to prevent in-flight freezing of
fuel.
FLT 4.1.3
guidance, data and procedures in the OM, applicable to each aircraft type, that enable the flight crew
to determine and/or compute en route aircraft engine-out performance. Such guidance, data and
procedures shall include, as a minimum, aircraft engine-out:
(i) Service ceiling;
(ii) Drift down altitudes, as well as specific guidance and procedures that assure terrain
clearance along the route to the destination airport or to an en route alternate airport. (GM)
Auditor Actions
 Identified OM guidance/procedures/data for flight crew calculation of en route aircraft engine-out
performance (focus: performance data provided for all aircraft types; OM contains engine-out
performance data as specified in standard).

 Observed line flight operations (focus: use of en route engine-out performance

information/data).
Guidance
The intent of this provision is to ensure an operator has a process or processes to obtain or
determine the specified performance data for use by flight crew. Such process(s) also address the
maintenance and publication of guidance, procedures, and performance data in the OM.
The specification in item ii) refers to those areas were adequate terrain clearance cannot be assured
at the engine-out service ceiling of the aircraft without following specific guidance and procedures for
drift down.
FLT 4.1.4
The Operator should provide operating instructions, applicable to each aircraft type, that enable the
PIC to determine if the required all-engine climb performance can be achieved during the departure
phase of flight under the existing conditions. (GM)
Auditor Actions
 Identified/Assessed OM instructions/data for use by flight crew to determine/achieve safe all-
engine departure climb performance (focus: performance data provided for all aircraft types).
 Observed line flight operations (focus: use of all-engine climb performance information/data).
Guidance
The intent of this provision is for the operator to provide instructions for the PIC to determine if all
engine takeoff and departure climb performance is adequate for the planned operation under the
existing conditions. Such instructions typically contain one or more of the following elements:
• Assurances that automated performance and flight planning systems account for minimum
takeoff and departure path climb performance;
• Tailored (e.g. Jeppesen) takeoff performance charts that assure aircraft meet all-engine
minimum climb performance requirements;
• Aircraft manufacturer climb performance charts and instructions for their use;
• A requirement for the PIC to monitor and adjust vertical speed to maintain minimum climb
performance);
• Specific thrust and/or flight control configuration settings to exceed the minimum climb
performance at airports requiring different climb performance due to terrain, traffic or other
considerations.
In the absence of manufacturer all-engine climb performance data, the specifications of this provision
may be satisfied if the operator provides:
• Guidance that enables the PIC to determine that the aircraft climb performance, in the event
of a critical power unit failure at any point in the takeoff, is sufficient to meet ATC or obstacle
clearance constraints (e.g. minimum vertical speed required to meet climb performance
specified in a SID), or
• Instructions for the PIC to use FMC predicted altitude information for the purpose of
determining all-engine climb performance, or
• Instructions for the PIC to monitor and adjust vertical speed as necessary to comply with the
departure path.
If available from the manufacturer, the operator would normally include all-engine takeoff climb
performance information or guidance for calculations in the documentation carried on board the
aircraft for each flight.

4.2 Navigation and Facilities

FLT 4.2.2
The Operator shall have a process, performed by Operations Engineering, to ensure completion of
an analysis that addresses relevant operational factors prior to operating over any new route or into
any new airport. Such analysis shall take into account:
(i) Obstacle clearance for all phases of flight (minimum safe altitudes);
(ii) Runway (width, length and pavement loading);
(iii) Navigation aids and lighting;
(iv) Weather considerations;
(v) Emergency services;
(vi) Fuel burn calculations;
(vii) As applicable, fuel freeze considerations;
(viii) As applicable, ETOPS/EDTO requirements;
(ix) Air Traffic Services;
(x) Critical engine inoperative operations;
(xi) Depressurization over critical areas;
(xii) (Special) airport classification. (GM)
Auditor Actions
 Identified/Assessed process for analysis to identify/address relevant operational factors prior to
conducting operations over new routes/into new airports (focus: analysis includes/addresses
factors as specified in standard).
 Interviewed selected operations engineering personnel (focus: process for analysis of new
routes/airports).
 Examined selected examples of new route/airport analyses.
Guidance
The specifications are related to the prevention of CFIT and runway excursions.
The specifications in:
• Item vii) refers to a determination if the occurrence of fuel freeze during extended operations
is operationally relevant when planning a new route. If operationally relevant, the
specification vii) of this provision requires the operator to determine and designate the
methods used by the flight crew to determine fuel freeze points in accordance with the
specifications of FLT 4.1.2.
• Item xi) refers to carriage of fuel to respect oxygen requirement after depressurization.
• Item xi) may be satisfied by depressurization routes, charts and/or tables that consider
oxygen requirements over high terrain and fuel burn over remote areas.
• Item xii) may be satisfied by standardized criteria for the determination and classification of
special airports (e.g., EU-OPS).
FLT 4.2.3
If the Operator conducts operations over remote or sparsely populated land areas, the Operator
should provide information in the OM that identifies and describes en route emergency airports
associated with operations over such areas. (GM)

Note: The en route emergency airports specified in this provision refer to airports that are applicable
to the operation being conducted (i.e. within flying range from the route being flown and potentially
usable for the aircraft type).
Auditor Actions
 Identified operational routes over remote/sparsely populated areas.
 Identified/Assessed OM information that identifies en route emergency airports associated with
operations over remote or sparsely populated areas (focus: description of en route emergency
airports).
Guidance
The specifications of this provision refer to emergency airports identified and described by the
operator in the OM that are not subject to the acceptability specifications of the new airport analyses
specifications of FLT 4.2.2.
Such information is provided for consideration by the PIC in the event that an emergency over a
remote or sparsely populated land area precludes continuation to an en route alternate airport
(appropriate for the aircraft type). Any deficiencies in airport(s) with respect to the specifications of
FLT 4.2.2 are identified and described.
FLT 4.2.4
The Operator shall have guidance, data and procedures to enable operations engineering personnel
to determine minimum safe altitudes for all phases of flight. (GM)
Auditor Actions
 Identified OM information that specifies minimum safe altitudes for all phases of flight (focus:
information addresses all areas/airports used in operations).
 Interviewed selected operations engineering personnel (focus: guidance/procedures/data used
to determine minimum safe altitudes).
Guidance
Minimum safe altitudes (MSAs) are typically established by the states over which flights are
conducted.
MSAs are typically established by the operator through specified methods approved by the State and
included in the OM.
FLT 4.2.5
The Operator shall establish operating minima for each airport of intended use, which shall not be
lower than those established by the state in which the airport is located. (GM)
Auditor Actions
 Identified/Assessed OM information that specifies operating minima for all airports used in
operations (focus: operating minima not lower than minima specified by state of airport location).
 Interviewed selected operations engineering personnel (focus: sources of airport operating
minima).

Guidance
In establishing operating minima for any particular operation, an operator typically takes into account
the following factors (relevant ISARPs):
• Type, performance and handling characteristics of the aircraft and any conditions or
limitations stated in the AFM.
• Composition of the flight crew, their competence and experience.
• Dimensions and characteristics of the runways which may be selected for use.
• Adequacy and performance of the available visual and non-visual ground aids.
• Equipment available on the aircraft for the purpose of navigation, acquisition of visual
references and/or control of the flight path during the approach, landing and the missed
approach.
• Obstacles in the approach and missed approach areas and the obstacle clearance
altitude/height for the instrument approach procedures.
• Means used to determine and report meteorological conditions.
• Obstacles in the climb-out areas and necessary clearance margins.
• Conditions prescribed in the operations specifications and FLT 1.1.2, FLT 1.2.1, FLT 1.7.1,
DSP 1.7.1.
• Minima that may be promulgated by the State of the Airport.
Guidance on the establishment of airport operating minima is contained in ICAO Doc 9365, Manual
of All-Weather Operations (Doc 9365).
FLT 4.2.6
If the Operator uses aircraft with electronic navigation data capabilities, the Operator shall have
processes, approved or accepted by the State, if required, which ensure electronic navigation data
products acquired from suppliers, prior to being used as a means for navigation in operations:
(i) Are assessed for a level of data integrity commensurate with the intended application;
(ii) Are compatible with the intended function of equipment in which it is installed;
(iii) Are distributed in a manner to allow insertion of current and unaltered electronic navigation
data into all aircraft that require it. (GM)
Auditor Actions
 Identified/Assessed processes for acceptance/internal distribution of electronic navigation data
products.
 Identified suppliers of electronic navigation data products (focus: suppliers accredited in
accordance with approved/accepted standards of data integrity/quality).
 Examined selected product acceptance records (focus: products assessed for data integrity,
currency and compatibility with intended function).
 Examined selected aircraft data insertion records (focus: current/unaltered data inserted on all
applicable aircraft).
 Coordinated with MNT auditor (focus: verification of currency of aircraft navigation databases).
Guidance
Refer to the IRM for the definition of Navigation Data Integrity.
The responsibility of ensuring that electronic navigation data is assessed for integrity and is
compatible with its intended application rests with the operator.

Navigation database integrity can be assured by obtaining data from a supplier accredited in
accordance with approved or accepted standards of data integrity and quality. Such standards
include:
• RTCA/DO-200A, Standards for Processing Aeronautical Data, issued 09/28/98;
• RTCA/DO-201A, Standards for Aeronautical Information, issued 04/19/00;
• Advisory Circular (AC) 20-153A, Acceptance of Data Processes and Associated Navigation
Databases, issued 09/20/10;
• Any other State-approved or State-accepted standards of data integrity and quality that
assure navigation database integrity.
The specifications in items i) and ii) may be satisfied by the operator, in accordance with State-
approved or State-accepted methods for assuring data integrity and compatibility, such as:
• Obtaining a letter of acceptance from an applicable authority stating the data supplier
conforms to a recognized standard for data integrity and compatibility that provides an
assurance level of navigation data integrity and quality sufficient to support the intended
application; or
• The existence of operator and flight crew validation processes to determine navigation data
compatibility and accuracy that provide an assurance level of navigation data integrity and
quality sufficient to support the intended application.
Letters of acceptance are approved by the applicable authority (the state where data is sourced or
supplied) and approved or accepted by the State (state in which the data is applied). For example,
the FAA, via a letter of acceptance, attests to the integrity of data from a U.S. supplier. The State
would subsequently approve or accept the FAA letter as the operator's means to assure data
integrity.
The specification in item iii) refers to processes that ensure timely insertion of data and mitigate the
introduction of aeronautical information errors related to the content of navigation databases. The
physical insertion of navigation data into applicable aircraft is addressed in ISM Section 4 (MNT),
Subsection 2, Maintenance Control.
Monitoring and control of electronic navigation data products acquired from suppliers would also be
FLT 4.2.7
If the Operator uses aircraft equipped with a GPWS with a Forward-looking Terrain Avoidance
Function, the Operator shall have a process and/or procedures to ensure terrain and, if applicable,
obstacle data acquired from an external vendor or supplier are:
(i) Periodically reviewed for currency and applicability to the Operator's routes and airports,
and updated as required;
(ii) Distributed in a manner to allow the insertion of unaltered data into all aircraft for which it is
required. (GM)
Auditor Actions
 Identified/Assessed processes for internal distribution of terrain/obstacle data acquired for use
on aircraft with GPWS with FLTA function.
 Identified suppliers of terrain/obstacle data.
 Examined selected terrain/obstacle data insertion records (focus: insertion of unaltered data into
all applicable aircraft).
Guidance
Refer to the IRM for the definition of Ground Proximity Warning System (GPWS) with a Forward-
looking Terrain Avoidance (FLTA) Function.

The intent of this provision is to ensure operators develop the means to update GPWS terrain and, if
applicable, obstacle databases, for the purposes of reducing false warnings and ensuring actual
hazards are properly identified.
The specifications of this provision refer to:
• Terrain database(s) for all areas of potential operations and surrounding airports of intended
use;
• If an obstacle database is commercially available and obstacle detection/display functionality
is installed, obstacle databases for all areas of potential operations.
4.3 Aircraft Systems and Equipment Specifications
FLT 4.3.1
The Operator shall ensure all aircraft in its fleet have the following systems and equipment as
necessary to satisfy operational requirements for the routes and/or airspace of intended operations
including, as applicable, PBN, MNPS/NAT HLA, RVSM and PBCS:
(i) Instrumentation and/or avionics, readily visible to the intended pilot flight crew member,
necessary to conduct operations and meet applicable flight parameters, maneuvers and
limitations;
(ii) Equipment necessary to satisfy applicable operational communication and surveillance
requirements, including emergency communication;
(iii) Avionics, equipment and/or components necessary to satisfy applicable navigation
requirements and provide necessary redundancy;
(iv) Avionics, instrumentation and/or radio equipment necessary to satisfy applicable approach
and landing requirements;
(v) Other components and/or equipment necessary to conduct operations under applicable
flight conditions, including instrument meteorological conditions.
Auditor Actions
 Identified/Assessed fleet installation of aircraft instrumentation/navigation/communication
systems and equipment (focus: installation on all aircraft; aircraft configured/equipped as
necessary to meet operational requirements for intended areas of intended operations).
 Coordinated with maintenance operations (focus: verification that instrumentation/navigation/
communication systems and equipment are in accordance with certification/regulatory
requirements).
 Observed line flight operations or inspected static aircraft (focus: flight deck
instrumentation/navigation/communication systems and equipment).

FLT 4.3.5
If the Operator uses aircraft operated at flight altitudes greater than 10,000 feet, but pressurized to
maintain a cabin altitude of less than 10,000 feet, the Operator shall have guidance and procedures
to ensure flights are not commenced unless all such aircraft can descend to an altitude after a loss of
pressurization that will allow continued safe flight and landing and are equipped with oxygen storage
and dispensing apparatus in accordance with requirements of the Authority and, as a minimum, also
ensures:
(i) The aircraft can continue at a pressure altitude that will allow continued safe flight and
landing;
(ii) An amount of stored supplemental oxygen, in accordance with the requirements of the
Authority and, as a minimum, to supply:
(a) The flight crew for any period the cabin altitude would be above 10,000 feet;

(b) All aircraft occupants for any period the cabin altitude would be above 15,000 feet;
(c) The flight crew and all aircraft occupants in accordance with a) and b) as
appropriate for the route to be flown.
(iii) For aircraft that do not operate above 25,000 feet, the amount of stored oxygen for aircraft
occupants specified in ii) b) above may be reduced, in accordance with the requirements of
the Authority, if at all points along the route to be flown, the aircraft is able to descend safely
within 4 minutes to a cabin pressure altitude of 15,000 ft. or less. (GM)
Note: Supplemental oxygen guidance and procedures shall take into account, as applicable, any
additional supplemental oxygen requirements and/or escape routes necessary when operating over
areas of high terrain.
Auditor Actions
 Identified/Assessed oxygen systems for aircraft operated at flight altitudes greater than
10,000 ft but pressurized to maintain cabin altitude of less than 10,000 ft (focus: applicable
aircraft carry stored supplemental oxygen as specified in standard).
 Coordinated with maintenance operations (focus: verification that oxygen systems are in
accordance with certification/regulatory requirements).
Guidance
The intent of this provision is to define a minimum amount of oxygen supply and should not be
confused with requirements for the use of oxygen as specified in FLT 3.11.49.
Additionally, conformity with the specifications of this provision ensures flight crew and, as applicable,
other operational control personnel with oxygen carriage responsibilities related to flight planning or
aircraft scheduling are provided with the necessary information regarding oxygen carriage
requirements. Such information is necessary to appropriately match an aircraft to a planned route.
This would include information referring to the supplemental oxygen requirements necessary in the
case of a decompression that takes into account the escape routes necessary in areas of high
terrain.
The operator, in accordance with the requirements of the Authority, typically uses technical guidance
for the computation of sufficient stored breathing oxygen for pressurized aircraft derived from any
one of the following sources, as applicable:
• ICAO Annex 6, 4.3.9;
• EASA Air Ops CAT.IDE.A.235 Supplemental oxygen—pressurized aeroplanes and
associated AMC/GM;
• FAR 135.157 (b), FAR 121.329, 121.331, and 121.333;
computation of sufficient stored breathing oxygen for pressurized aircraft that conforms to the
specifications of this provision.
The specifications of this provision require a minimum amount of oxygen supply be determined
and/or designated by the operator or the Authority.
The descent specified in item ii) is in accordance with emergency procedures specified in the AFM to
a safe altitude for the route to be flown that will allow continued safe flight and landing.

Table 2.1–Onboard Library Specifications

The following documents shall be included in the Onboard Library:
General Operating Information
(i) General operating information to include:
(a) A copy of the air operator certificate (AOC);
(b) A copy of the operations specifications relevant to the aircraft;
(c) If applicable, a copy of the Article 83 bis agreement summary (including an English version);
(d) The Operations Manual (OM).
Note: Refer to the IRM for the definitions of Article 83 bis, Article 83 bis Agreement and Article 83 bis
Agreement Summary.
Aircraft Operating Information
(ii) Applicable Aircraft Operating Manual (AOM) and, as a minimum:
(a) Normal and Emergency Checklists for each operating flight crew member as required by the
AFM;
(b) Performance tables or access to performance calculations via telecom systems (e.g.
ACARS) is acceptable, if completed with appropriate backup procedures;
(c) Takeoff performance deviations (e.g. due to inoperative equipment or abnormal situations).
(iii) Minimum Equipment List (MEL) and Configuration Deviation List (CDL);
(iv) Aircraft-specific weight/mass and balance instructions/data (including load sheet).
Areas, Routes and Airport Information
(v) Flight Plans (OFP and ATS) for each flight;
(vi) The applicable departure, navigation and approach charts for use by each operating flight crew
member as required by the AFM;
(vii) Route and airport instructions and information (flight crew member route guide) for each flight to
(a) Departure airport;
(b) Destination airport;
(c) En route alternate airports;
(d) Emergency airports.
(viii) If applicable, the escape routes used in case of decompression or engine failure in an area of high
terrain.
Other Information
(ix) Cabin safety and emergency procedures relevant to the flight crew;
(x) Dangerous Goods manual or parts relevant to the flight crew, to include information and instructions
on the carriage of dangerous goods and action to be taken in the event of an emergency;
(xi) Security Manual or parts relevant to the flight crew, including bomb search procedures;
(xii) Ground Handling Manual or parts relevant to the flight crew, if required for flight crew to accomplish
assigned duties (recommendation only and only applicable to cargo aircraft operations).

Table 2.2–Operations Manual (OM) Content Specifications

This table contains the fundamental OM content specifications required to achieve conformance with
FLT 1.7.1 and FLT 2.1.10. The table also specifies Section 3 (DSP) provisions that must be addressed in
the sections of the OM relevant to flight crew.
Note: Specific flight crew policies, guidance, data and/or procedures that must also be addressed in the
sections of the OM relevant to flight crew can be found in individual Section 2 provisions and are not
duplicated in the table.
General Information DSP ISARP
(i) General Information, to include: None
(a) Non-aircraft type related and/or standard operating procedures for each
phase of flight, policies, procedures, checklists, descriptions, guidelines, None
emergency procedures and other relevant information;
(b) Authorities, duties and responsibilities associated with the operational control DSP 1.3.1,
of flights; 1.3.4, 1.3.5,
1.3.6, 1.3.7
(c) If applicable, guidance that identifies and defines the common flight
documents used by the flight crew, the FOO, FOA and/or other personnel DSP 3.2.2
responsible for operational control.
Aircraft Operating Information DSP ISARP
(ii) Aircraft Operating Manual (AOM), to include: None
(a) Normal, abnormal/non-normal and emergency procedures, instructions, and
None
checklists;
(b) Aircraft systems descriptions, limitations and performance data. None
(iii) Minimum Equipment List (MEL) and Configuration Deviation List (CDL); None
(iv) Aircraft specific weight/mass and balance instructions/data (including load sheet); DSP 3.3.3
(v) Instructions for the computation of the quantities of fuel and oil (if required) to be
DSP 4.3 (all)
carried.
Areas, Routes and Airport Information DSP ISARP
(vi) Route and airport instructions and information (departure, destination, en route and
None
destination alternates, to include:
(a) Airway manuals and charts, including information regarding communication
None
facilities, navigation aids and minimum flight altitudes;
(b) Airport charts, including the method for determining airport operating minima; None
(c) FMS databases; None
(d) Airport and runway analysis manual or documents; None
(e) If applicable, supplemental oxygen requirements; None
(f) If applicable, escape routes used in the event of a decompression or engine
None
failure in an area of high terrain;
(g) If applicable, procedures for loss of communication between the aircraft and
DSP 3.6.1
the FOO;
(h) Instructions for the selection, designation (on the OFP) and protection of DSP 4.1 (all),
departure, en route and destination alternate airports. 3.6.5B, 4.5.2,
4.5.3
Areas, Routes and Airport Information DSP ISARP
(i) Instructions to address departure if current meteorological reports and
forecasts indicate that the destination airport or destination alternate will not DSP 3.2.9B
be at or above operating minima;

Table 2.2–Operations Manual (OM) Content Specifications

(j) Instructions to address the continuation of a flight towards an airport of
DSP 3.2.9B,
intended landing if the latest available information indicates a landing cannot
3.6.5A
be accomplished at that airport or at least one destination alternate;
(k) If applicable, flight monitoring requirements and instructions to ensure the
DSP 3.6.2,
PIC notifies the operator of en route flight movement or deviations from the
3.6.3
OFP;
(l) If applicable, flight planning considerations that address the continuation of a
DSP 4.2.2,
flight after the failure of the critical engine on a two-engine aircraft and/or the
4.2.3
second engine on a three or four engine aircraft;
(m) The essential information concerning the search and rescue services in the
None
area over which the aircraft will be flown.
(n) Information regarding RFFS capability available at airports of intended use. None
Training Information DSP ISARP
(vii) Training Manual, to include: None
(a) Details of all relevant training programs, policies, directives and
requirements, including curricula and syllabi, as applicable, for basic operator
familiarization, initial qualification, continuing qualification (including recency- None
of-experience), re-qualification, aircraft transition or conversion, upgrade to
PIC and other specialized training requirements, as applicable;
(b) Curricula to include: ground training, simulator training, aircraft training,
evaluation and certification, line flying under supervision, and any specialized None
training;
(c) Comprehensive syllabi to include lesson plans, procedures for training and
None
the conduct of evaluations;
(d) The training program for the development of knowledge and skills related to
human performance (Crew Resource Management/Dispatch Resource None
Management, CRM/DRM).
Other Information DSP ISARP
(viii) Cabin safety and emergency procedures relevant to the flight crew. None
(ix) Dangerous Goods manual or parts relevant to the flight crew, to include information
and instructions on the carriage of dangerous goods and action to be taken in the None
event of an emergency.
(x) Security Manual or parts relevant to the flight crew, including bomb search
None
procedures.
(xi) Ground Handling Manual or parts relevant to the flight crew, if required for flight
crew to accomplish assigned duties (recommendation only and only applicable to None
cargo aircraft operations).

Table 2.3–Flight Crew Qualification Requirements

Fulfillment of the following flight crew certifications, qualifications, training and currency requirements shall
be recorded and retained in accordance with FLT 1.8.2, and monitored and considered when assigning flight
crew members to duty in accordance with FLT 3.4.1.
(i) Licenses/certification, including eligibility to exercise privileges of pilot license/certificate in
international operations in accordance with FLT 3.3.5;
(ii) Specific pilot license/certification limitations (First Officer, relief pilot);
(iii) Specific qualifications (LVP, RVSM, ETOPS/EDTO);
(iv) Equipment qualifications (TCAS/ACAS, GPWS/EGPWS, HGS, HUD/EVS, PBN, PBCS);
(v) Recency-of-experience;
(vi) Medical status, including Medical Certificate;
(vii) Initial training and checking/line check/proficiency check/recurrent training and checking results;
(viii) Right seat qualification;
(ix) Type(s) qualification;
(x) Airport and route competence (including special airports);
(xi) Instructor/evaluator/line check airman qualification;
(xii) CRM/Human Factors training;
(xiii) Dangerous goods training;
(xiv) Security training;
(xv) Accrued flight time, duty time, duty periods and completed rest periods for the purposes of fatigue
risk management and compliance with operator or State flight and/or duty time limitations.

Table 2.4–(Intentionally open)

Table 2.5–Route and Airport Knowledge Requirements

Each pilot crew member, in order to conform to the specifications of FLT 2.3.1, and/or the PIC, in order to
conform to the specifications of FLT 2.4.1, shall have adequate knowledge of the following elements related
to areas, routes or route segments, and airports to be used in operations:
(i) Terrain and minimum safe altitudes;
(ii) Seasonal meteorological conditions;
(iii) Meteorological, communication and air traffic facilities, services and procedures;
(iv) Search and rescue services for the areas over which the aircraft will be flown;
(v) Navigational facilities and procedures, including any long-range navigation procedures associated
with the route along which the flight is to take place;
(vi) Procedures applicable to flight paths over heavily populated areas and areas of high air traffic
density;
(vii) Airport obstructions, physical layout, lighting, approach aids and arrival, departure, holding and
instrument approach procedures and applicable operating minima.
Note: That portion of an evaluation relating to arrival, departure, holding and instrument approach
procedures may be accomplished in an appropriate training device that is adequate for this purpose.

Table 2.6–Elements Common to an Advanced Qualification Program (AQP), an Alternative Training

and Qualification Program (ATQP) or an Evidence-based Training (EBT) Program
The following elements shall be included as part of an AQP, ATQP or EBT program as specified in
FLT 2.1.1B.
(i) Training program and curricula approved or accepted by the State.
(ii) Training and evaluation which is conducted to the maximum extent possible in a full flight deck
crew environment (e.g. Captain and First Officer). Qualification and continuing qualification
curricula must include a line operational evaluation (LOE), which consists of a full flight scenario
systematically designed to target specific technical and crew resource management (CRM) skills.
(iii) Mandatory evaluation of CRM proficiency and substandard performance on CRM factors shall be
corrected by additional training. A demonstration of proficiency in maneuver oriented technical
skills is a necessary but insufficient condition for pilot qualification. For pass/fail purposes, pilots
must also demonstrate proficiency in LOE's, which test both technical and CRM skills together.
(iv) Specific training for instructors and evaluators, together with explicit training and evaluation
strategies to verify the proficiency and standardization of such personnel for crew oriented,
scenario-based training and evaluation tasks.
(v) Integrated use of advanced flight training equipment, including full flight simulators. Operators are
encouraged to use a suite of equipment matched on the basis of analysis to the training
requirements at any given stage of a curriculum.
(vi) Curriculum elements that are:
(a) Defined;
(b) Crew member-specific or personnel-specific;
(c) Aircraft-specific. (See Note 1)
Note 1: Each curriculum must specify the make, model and series aircraft (or variant) and each
crew member position or other positions to be covered by that curriculum. Positions to be covered
by the program must include all flight crew member positions, instructors and evaluators and could
include other positions, such as flight attendants, aircraft dispatchers and other operations
personnel.
(vii) Separate curricula for indoctrination, qualification and continuing qualification.
(viii) CRM Training/Evaluation and Data Collection (feedback) to determine program effectiveness to
include:
(a) State-approved or -accepted Crew Resource Management (CRM) Training applicable to
each position for which training is provided under the program;
(b) State-approved or -accepted training on and evaluation of skills and proficiency of each
person being trained under the program to use their crew resource management (CRM)
skills and their technical (piloting or other) skills in an actual or simulated operations
scenario. For flight crew members, this training and evaluation must be conducted in an
approved flight training device or flight simulator;
(c) Data collection procedures that will ensure the certificate holder provides information from
its crew members, instructors and evaluators that will enable the State to determine
whether the training and evaluations are working to accomplish the overall objectives of the
curriculum;
(d) Performance proficiency data collection on students, instructors, and evaluators and the
conduct of airline internal analyses of such information for the purpose of curriculum
refinement and validation.
(ix) Defined airman certification and licensing requirements.
(x) Training devices and simulators used under the program evaluated against published standards
and be approved or accepted by the State to ensure adequacy for training/qualification performed.

Table 2.6–Elements Common to an Advanced Qualification Program (AQP), an Alternative Training

and Qualification Program (ATQP) or an Evidence-based Training (EBT) Program
(xi) Program approval to include:
(a) A demonstration to the Authority of how the program will provide an equivalent or superior
level of safety for each curriculum item that differs from traditional training programs
approved or accepted by the State.
(b) A demonstration to the Authority for every requirement that is replaced by the program
curriculum, of how the new curriculum provides an equivalent or superior level of safety for
each requirement that is replaced. Each traditional training program requirement that is not
specifically addressed in the program curriculum continues to apply to the Operator.
(c) A requirement that training, qualification, or evaluation by a person who provides training
by arrangement: “Training Centers” must be approved or accepted by the State.
(xii) Records in sufficient detail to establish the training, qualification and certification of each person
qualified under the program in accordance with the approved training, qualification and certification
requirements.

Table 2.7–Requirements Specific to an Advanced Qualification Program (AQP) or an Alternative

Training and Qualification Program (ATQP)
The specifications in this table apply to an AQP/ATQP as specified in FLT 2.1.1B and are in addition to
those delineated in Table 2.6:
(i) Proficiency Objectives
The Operator shall conduct an aircraft-specific job task analysis beginning with the development of
a comprehensive task listing for each duty position. The task listing covers the full range of
conditions and contingencies - internal to the aircraft, external to the aircraft, normal, abnormal, and
emergency - to which the pilot could be exposed within the Operator's sphere of operations.
Proficiency objectives are then extracted from the task and subtask analysis, respectively, for each
duty position, and include identification of applicable performance, standards, and conditions. The
documentation of proficiency objectives also identifies the references used, respectively, in defining
performance, standards, and conditions for each.
An operator may elect to categorize certain proficiency objectives as currency items. Currency
items refer to flight activities on which proficiency is maintained by virtue of frequent exercise during
routine operations. Such items do not need to be addressed for training or proficiency evaluation
purposes in periodic training sessions. However, verification is required that proficiency on such
items is being maintained. Such verification might be obtained during line checks.
An operator could also elect to categorize proficiency objectives, including currency items, as
critical or non-critical, based on operational significance and the consequences of error. This
categorization is employed to determine the time interval within which training and evaluation on
such items must occur for continuing qualification curricula. Critical proficiency objectives are
trained and evaluated during an evaluation period the initial duration of which cannot exceed
thirteen months. Each such evaluation period includes at least one training session. Non-critical
terminal proficiency objectives may be distributed over a continuing qualification cycle the initial
duration of which cannot exceed twenty-six months.
(ii) First Look Evaluations
Performance on selected proficiency items will be evaluated prior to each formal training session
and prior to any pre-briefing or practice. Such pre-evaluation data is used to determine the extent to
which safety-critical skills might have decayed since previous training and/or checking, and
provides a baseline for assessing degree of improvement attributable to subsequent training.
Consistently poor pre-evaluation results occurring within the pilot group might indicate that
curriculum modifications, including potentially the frequency and content of training, are warranted.
(iii) Continuing Qualification Cycles and Evaluation Periods
After initial qualification, which incorporates training and evaluation on all proficiency objectives,
follow-on training will occur within a scheduling interval called a continuing qualification cycle. This
is the time period during which all proficiency objectives are trained, validated, or evaluated for all
crewmembers. The initial approval for a continuing qualification cycle is no more than 26 months in
duration, divided into two 13-month evaluation periods. All critical proficiency objectives are
accomplished during each evaluation period, and all currency proficiency objectives are
accomplished during each continuing qualification cycle.
The initial duration of a continuing qualification cycle is 26 months, but it may be subsequently and
incrementally extended by the Authority to a maximum of 39 months, contingent upon the results of
performance proficiency data from each such cycle.
(iv) Training Sessions
Each evaluation period shall include a minimum of one training session but may include more.
Initially, training sessions cannot be more than 13 months apart.

Table 2.7–Requirements Specific to an Advanced Qualification Program (AQP) or an Alternative

Training and Qualification Program (ATQP)
(v) Proficiency Evaluations
For PICs, SICs, flight engineers, and other persons covered by an AQP/ATQP, a proficiency
evaluation shall be completed during each evaluation period. Typically, the proficiency evaluation
will occur during a required training session; however, if more than one training session is
completed during an evaluation period, the proficiency evaluation may be divided among training
sessions or otherwise allocated to one or more such sessions.

Table 2.8–Requirements Specific to an Evidence-based Training (EBT) Program

The specifications in this table apply to EBT as specified in FLT 2.1.1B and are in addition to those
delineated in Table 2.6.
(i) EBT Framework
The operator shall establish as a minimum:
(a) A core competency framework using behavioral indicators approved or accepted by the
authority;
(b) The means to develop, train and assess competencies using scenarios that are relevant to
the operator's environment;
(c) A malfunction clustering system.
(ii) Baseline EBT
The operator shall ensure the following requirements, as a minimum, are met prior to the
implementation of EBT:
(a) A set of core competencies is developed;
(b) A competency-based assessment and grading system is developed;
(c) Instructors are trained to ensure a standardized approach to EBT. Such instructor training
programs also ensure each instructor's capability to conduct the training and assessment
of the core competencies;
(d) Flight crew members are provided with background knowledge of EBT principles,
methodology and the set of competencies;
(e) A system to measure the effectiveness of EBT is developed;
(f) Training scenarios are developed as provided in the IATA Data Report for Evidence-based
Training or as required by the State.
(iii) Additional Program Requirements (applicable to any EBT)
An EBT program shall be approved or accepted by the Authority and include as a minimum:
(a) The definition of an implementation and operations plan;
(b) Programs as defined in ICAO Doc 9995, Appendices 2 to 7 to Part II, and as required by
the types of operations of the Operator;
(c) Implementation with a limited trial phase;
(d) The review of training effectiveness upon receipt of sufficient training system data;
(e) Adjustment and continuous improvement of the training program according to the training
system feedback;
(f) A risk assessment of any implementation and/or proof of concept trial in accordance with
SMS principles.
(iv) Enhanced EBT Requirements
The difference between the baseline EBT and an enhanced EBT is optimization that, as a
minimum, is based on the following activities:
(a) Collection and analysis of operations data;
(b) Collection and analysis of training data;
(c) Integration of analysis;
(d) Program development;
(e) Risk assessment of enhanced EBT implementation and/or proof-of-concept trial in
accordance with SMS principles.

Table 2.8–Requirements Specific to an Evidence-based Training (EBT) Program

(v) Enhanced EBT Scenarios
Enhanced EBT scenarios shall be based on one or more of the following:
(a) IATA Data Report for evidence-based training;
(b) Flight Data Analysis (FDA) program;
(c) Safety reporting system;
(d) Flight deck observation program;
(e) Training data;
(f) The Operator's specific operational challenges that relate to route network, airports used,
weather, etc.;
(g) World fleet data with an analysis of available safety data from operations with similar
aircraft types and similar operations (e.g. OEM/OSD data).
(vi) Continuing Qualification Cycles and Evaluation Periods
After initial qualification, which incorporates training and evaluation on all proficiency objectives,
follow-on training will occur within a scheduling interval called a continuing qualification cycle. This
is the time period during which all proficiency objectives are trained, validated, or evaluated for all
flight crewmembers. The initial approval is for a continuing qualification cycle that is no more than
26 months in duration and is divided into two 13-month evaluation periods. All critical proficiency
objectives are accomplished during each evaluation period, and all currency proficiency objectives
are accomplished during each continuing qualification cycle.
The initial duration of a continuing qualification cycle is 26 months but it may be subsequently and
incrementally extended by the Authority to a maximum of 39 months, contingent upon the results of
performance proficiency data from each such cycle.
(vii) Training Sessions
Each evaluation period shall include a minimum of one training session but may include more.
Initially, training sessions cannot be more than 13 months apart.
(viii) Proficiency Evaluations
For PICs, SICs, flight engineers, and other persons covered by EBT, a proficiency evaluation shall
be completed during each evaluation period. Typically, the proficiency evaluation will occur during a
required training session. However, if more than one training session is completed during an
evaluation period, the proficiency evaluation may be divided among training sessions or otherwise
allocated to one or more such sessions.
Note: The requirements specified in this table are applicable to an operator that is currently authorized for
AQP/ATQP and is transitioning to EBT. For an operator that is initially implementing EBT, and is not
currently authorized for AQP/ATQP, requirements as specified in items vi), vii) and viii) might vary in
accordance with requirements of the State.

Table 2.9–Risk Assessment Requirements for Stabilized Approach Policy

The specifications in this table apply to the safety risk assessment required by FLT 3.11.59 (ii)(b) to ensure
the Operator's SRM processes take into account the factors related to the consistent conduct of stabilized
approaches in accordance with operator policy.
(i) Precursors of unstable approaches and operational trends that are identified through the collection
and analysis of available de-identified data (e.g., from FDA/FDM/FOQA);
(ii) Precursors of unstable approaches identified through observational procedures which cannot be
captured by the traditional reporting or FDA (e.g., LOSA, line check reports);
(iii) Identification and analysis of hazards associated with human factors and piloting techniques;
(iv) Analysis of aircraft type-specific flight characteristics including energy management in the
approach, landing, and go-around regimes;
(v) Operator's ability to work with ATSUs to implement procedural changes at specific airports with
runways identified as higher risk by data analysis;
(vi) Flight crew training program content related to the implementation of stabilized approach policy;
(vii) Manufacturer's guidance, limitations, and recommendations related to the development and
maintenance of stabilized approach policy.

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Section 2 — Flight Operations (FLT)

1 Management and Control

1.1 Management System Overview

ISM Ed 17, January 2025 FLT 1

FLT 2 ISM Ed 17, January 2025

(iv) Type(s) of aircraft authorized for use;

ISM Ed 17, January 2025 FLT 3

FLT 4 ISM Ed 17, January 2025

(viii) Human resources;

ISM Ed 17, January 2025 FLT 5

FLT 6 ISM Ed 17, January 2025

ISM Ed 17, January 2025 FLT 7

FLT 8 ISM Ed 17, January 2025

ISM Ed 17, January 2025 FLT 9

FLT 10 ISM Ed 17, January 2025

Refer to Guidance associated with ORG 1.5.2 located in ISM Section 1.

ISM Ed 17, January 2025 FLT 11

The specification in:

FLT 12 ISM Ed 17, January 2025

1.6 Documentation System

ISM Ed 17, January 2025 FLT 13

FLT 14 ISM Ed 17, January 2025

ISM Ed 17, January 2025 FLT 15

FLT 16 ISM Ed 17, January 2025

1.8 Records System

ISM Ed 17, January 2025 FLT 17

FLT 18 ISM Ed 17, January 2025

ISM Ed 17, January 2025 FLT 19

1.11 Quality Control of Outsourced Operations and Products

FLT 20 ISM Ed 17, January 2025

ISM Ed 17, January 2025 FLT 21

FLT 22 ISM Ed 17, January 2025

 Identified/Assessed role of flight operations in cross-discipline safety risk

ISM Ed 17, January 2025 FLT 23

FLT 24 ISM Ed 17, January 2025

2 Training and Qualification

ISM Ed 17, January 2025 FLT 25

• Included in Initial/Transition/Conversion Training: Indicates whether the training specified in

FLT 26 ISM Ed 17, January 2025

ISM Ed 17, January 2025 FLT 27

FLT 28 ISM Ed 17, January 2025

 Interviewed responsible manager(s) in flight operations.

ISM Ed 17, January 2025 FLT 29

FLT 30 ISM Ed 17, January 2025

ISM Ed 17, January 2025 FLT 31

FLT 2.1.22–2.1.26 (Intentionally open)

FLT 32 ISM Ed 17, January 2025

ISM Ed 17, January 2025 FLT 33

FLT 34 ISM Ed 17, January 2025

ISM Ed 17, January 2025 FLT 35

FLT 36 ISM Ed 17, January 2025

FLT 2.2.1–2.2.6 (Intentionally open)

ISM Ed 17, January 2025 FLT 37

FLT 38 ISM Ed 17, January 2025

ISM Ed 17, January 2025 FLT 39

FLT 40 ISM Ed 17, January 2025

 Examined selected flight crew member training/qualification records (focus: completion of

ISM Ed 17, January 2025 FLT 41

FLT 42 ISM Ed 17, January 2025

recurrent training/continuing qualification intervals that may be replaced by equivalent requirements