CAD360 Part1

CAD 360
AIR OPERATOR'S CERTIFICATES
Part One - Operation of Aircraft
CIVIL AVIATION DEPARTMENT HONG KONG JUNE 1997

Air Operator’s Certificates CAD 360
Operation of Aircraft Part ONE
GENERAL CONTENTS Chapter/Page
CHAPTER 1 – INTRODUCTION 1/1
1. Purpose 1/1
2. Applicability 1/1
3. The Status of Air Operator’s Certificates Requirements Document (AOCRD) 1/1
4. Compliance with Statutory Requirements 1/2
5. Aircraft Maintenance 1/3
6. Inspectors 1/3
7. Air Navigation (Hong Kong) Order 1/4
8. Definitions 1/5
CHAPTER 2 - THE AIR OPERATOR'S CERTIFICATE 2/1
1. Requirement to Hold a Certificate 2/1
2. Application for a Certificate 2/1
3. Form of Certificate 2/2
4. Application for Second or Subsequent Certificates 2/2
5. Variation of a Certificate 2/3
6. Refusal, Revocation Etc of a Certificate 2/3
7. Leased Aircraft 2/4
8. Routine Liaison and Inspections 2/9
Appendix A - Specimen Air Operator's Certificate 2/10
CHAPTER 3 – ORGANISATION AND FACILITIES 3/1
1. Management and Executive Staff 3/1
2. Adequacy and Supervision of Staff 3/5
3. Facilities 3/7
June 2021 (Amdt 56) Part 1 - i

CAD 360 Air Operator's Certificates
Part ONE Operation of Aircraft
GENERAL CONTENTS (Cont'd) Chapter/Page
4. Accommodation 3/7
5. Operations Library 3/8
6. Legislation and Aeronautical Information 3/8
7. Aircraft Library and Navigation Bag 3/8
8. Instructions to Flying Staff and Crew Notices 3/9
9. Forms, Documents and Records 3/10
10. Operations Quality System and Safety Management 3/11
11. Occurrence Reports 3/13
12. Navigation 3/13
13. Commander's Flight Brief 3/14
14. Documents to be Carried in the Aircraft 3/14
15. Retention of Documents 3/15
Appendix A – Operations Quality System 3/17
CHAPTER 4 - OPERATIONS MANUAL 4/1
1. Purpose and Scope of Manual 4/1
2. Crew to be Carried 4/3
3. Responsibilities of Aircraft Crew and other Operating Staff 4/4
4. Fatigue Management 4/7
5. Aircraft Technical Particulars, Performance and Operating Procedures 4/9
6. Provision and Use of Oxygen and Associated Equipment 4/18
7. Minimum Equipment Lists 4/19
8. Fuel Planning and Management - Aeroplanes 4/19
9. Fuel Planning and Management - Helicopters 4/28
10. Checklists 4/28
11. Use and Checking of Altimeters 4/31
12. Emergency Evacuation Procedures 4/32
Part 1 - ii June 2021 (Amdt 56)

13. Radio Watch 4/33

14. Route Guide 4/33
15. Meteorological Reports from Aircraft 4/34
16. Minimum Safe Altitudes 4/34
17. Aerodrome Operating Minima (AOM) - Take-off & Landing 4/37
18. Helicopter Operations Over Water 4/44
19. Loading 4/44
20. Dangerous Goods, Weapons and Munitions of War 4/48
21. Carriage of Animals 4/50
22. Ground Handling and Aircraft Dispatch 4/51
23. Accident Prevention and Flight Safety 4/51
24. Accident Reporting 4/52
25. Occurrence Reporting 4/53
26. Low Visibility Operations (LVO) 4/54
27. Extended Diversion Time Operations (EDTO) 4/54
28. EDTO for Twin-Engined Business Jet 4/54
29. Mixed Fleet Flying (MFF) 4/54
30. Communication, Navigation and Surveillance Equipment 4/55
31. Reduced Vertical Separation Minima (RVSM) Operations 4/59

32. Cosmic Radiation 4/60
33. Interception Procedure 4/61
34. Electronic Flight Bag (EFB) Operations 4/61
35. Aircraft Equipped with Automatic Landing Systems, 4/62
A head-up Displays (HUD) or Equivalent Displays,
Enhanced Vision Systems (EVS), Synthetic Vision Systems (SVS) and/or
Combined Vision Systems (CVS)
36. (RESERVED) 4/63
37. Automatic Dependent Surveiliance Broadcast (ADS-B) Out Operations 4/64
38. Operating Facilities 4/65

Appendix A - North Atlantic MNPS Airspace 4/66
Appendix B - Aerodrome Operating Minima Calculations 4/67
Appendix C - Rescue and Fire Fighting Services (RFFS) Levels 4/69
Appendix D - One-Engine-Inoperative Ferry Flights - 3 or 4 Engined Aeroplanes 4/74
Appendix E - One-Engine-Inoperative Ferry Flights - Helicopters 4/77
Appendix F - Storage of Dangerous Goods 4/79
Appendix G - Cross Crew Qualification (CCQ) and Mixed Fleet Flying (MFF) 4/81
Appendix H - Polar Flight Operations 4/84
June 2021 (Amdt 56) Part 1 - iii
CHAPTER 5 - TRAINING AND TESTING 5/1
1. General Requirements for Aircraft Flight Crew Training and Testing 5/1
2. Training Manual 5/1
3. Training and Testing Staff 5/4
4. Training and Examining Staff Qualifications 5/5
5. Supervision of Examiners 5/11
6. Problems of Small Operators 5/11
7. Part Time and 'Freelance' Crew Members 5/11
8. Operations on More Than One Type or Variant 5/11
9. Recurrent Training and Checking 5/13
10. Use and Approval of Flight Simulators and Trainers 5/22
11. General Consideration for Tests 5/22
12. Safety and Emergency Procedures (SEP) 5/23
13. Records of Training and Tests 5/23
14. Retraining and Retesting 5/24
15. Flight Crew Conversion Training 5/24
16. Upgrade to Captain 5/30
17. Base Training Requirements 5/30
18. Crew Resource Management (CRM) Training 5/31
19. Helicopter Pilots’ Periodic Tests (Cancelled) 5/33
20. Flight Operations Officer / Flight Dispatcher 5/34
Appendix A - Summary of Test Requirements 5/35
Appendix B - Operation on More Than One Type or Variant 5/36
Appendix C - Zero Flight Time - Simulator Conversion Course 5/39
Appendix D - Helicopter Pilot’s Night Qualification Check (NQC) (Cancelled) 5/41
Appendix E - Sample Form for Proficiency Check 5/42
Appendix F - Revalidation of the 3-Month Take Off and Landing Recency 5/44
Appendix G - Upset Prevention and Recovery 5/46
Part 1 - iv July 2019 (Amdt 50)

CHAPTER 6 - EMERGENCY AND SURVIVAL TRAINING AND PRACTICE 6/1

AND TESTING REQUIREMENTS FOR FLIGHT CREW AND CABIN CREW
1. General Requirements 6/1
2. Purpose and Provision of Training 6/4
3. Initial Training - All Crew 6/5
4. Aircraft Type Training - All Crew 6/7
5. Recurrent Training - All Crew 6/9
6. Initial Training - Additional Items for Cabin Crew 6/10
7. Aircraft Type Training - Additional Items for Cabin Crew 6/14
8. Recurrent Training - Additional Items for Cabin Crew 6/17
9. Approval of Aircraft Emergency Training Apparatus and of Personnel 6/17

Conducting Training and Testing with such Apparatus
Appendix A - Aviation Security Training Programme - All Crew 6/19
Appendix B – Business Jet / General Aviation – Cabin Crew Training 6/21
CHAPTER 7 - CABIN SAFETY 7/1
1. Cabin Crew 7/1
2. Cabin Safety Management 7/5
3. Safety Briefing 7/8
4. Cabin Crew Duties 7/10
5. Safety, Emergency and Survival Equipment 7/13
6. Abnormal and Emergency Procedures 7/16
CHAPTER 8 - CARGO COMPARTMENT SAFETY
1. Transport of Items in the Cargo Compartment 8/1
2. Fire Protection 8/1
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Part 1 - vi June 2021 (Amdt 56)

CHAPTER 1 - INTRODUCTION
1 PURPOSE
1.1 The purpose of this publication is to explain the administrative procedure for the
issue and variation of Air Operators’ Certificates (AOCs) and to indicate
requirements to be met by applicants and certificate holders in respect of
equipment, organisation, staffing, training and other matters affecting the operation
of aircraft.
NOTE: For the purpose of this publication the term Operator is used to describe
both Applicants and Certificate Holders. Where the term “Director” or “Director-
General” appears, this refers to the Director-General of Civil Aviation.
2 APPLICABILITY
2.1 Operator certification and the associated requirements apply to a very wide range of
activity, from short air taxi and pleasure flights to world-wide airline operations.
In the statutory provisions few distinctions are drawn between small scale
operations with light aircraft and major airline undertakings, for the basic principles
of sound operating practice are essentially similar at all levels. Nevertheless, in the
application of these principles and of certification requirements, it is possible and it
is necessary to take account of the scale and scope of an operator’s flying activity
and particular circumstances. Operators may rest assured that the Civil Aviation
Department (CAD) and its inspecting staff are fully conscious of this and in dealing
with certification matters will always endeavour to adopt as flexible an approach as
is consistent with the maintenance of adequate standards. Small scale operators of
light aircraft should bear this particularly in mind when reading this publication.
2.2 In this publication the word ‘must’ or ‘shall’ are used to indicate where the Director
expects the Operator to respond and adhere closely to the defined requirement.
The word ‘should’ is used to indicate that the Operator has a degree of latitude,
particularly where the nature of the operation affects the degree of compliance, but
may not ignore the requirement. If the Operator’s response is deemed to be
inadequate by the Director, a specific requirement may be applied as a condition of
the AOC.
3 THE STATUS OF AIR OPERATOR’S CERTIFICATES REQUIREMENTS

DOCUMENT (AOCRD)
3.1 It is the policy of the Director to exercise his various discretionary powers by
reference to certain documents with a view to ensuring effective implementation of
International Civil Aviation Organisation (ICAO) standards. In order to ensure
that all these ICAO standards are reflected in Hong Kong aviation legislation, the
AOCRD is published in support of the powers of the Director contained in Article 6
of the Air Navigation (Hong Kong) Order 1995 (AN(HK)O) as amended.
September 2018 (Amdt 46) Chap 1/1

CAD 360 Air Operator’s Certificates
3.2 Whereas the AOCRD is not law, and failure to comply with a provision in the
AOCRD is not an offence, the AN(HK)O is law and therefore failure to comply
with Article 6 “Issue of an air operators’ certificate” is an offence. Article 6 of
the Air Navigation (Hong Kong) Order 1995 (AN(HK)O), which is law and failure
to comply with which is an offence, requires public transport flights to be
conducted under and in accordance with an Air Operator’s Certificate.
3.3 Article 6(2) sets out the matters in respect of which the Director must be satisfied
before granting such a certificate. These matters are specified in the Order in
rather general terms; for example, the Director is required to be satisfied with,
among other things, an applicant’s Organisation and other arrangements. The
purpose of AOCRD is to augment and amplify the AN(HK)O. An applicant will,
not unreasonably, wish to know what precisely he needs to do to satisfy the
Director about these matters. The answer is essentially that he should comply
with AOCRD.
3.4 It is not the case that failure to comply with every detail outlined in the AOCRD
means that the Director will refuse to grant an AOC. Every application is
considered on its merits. It is possible that failure to comply with a particular
aspect of AOCRD will be counterbalanced in some way, thereby enabling the
Director to be satisfied with the overall competence of the applicant.
3.5 Flight Operations Notices (FONs) are the medium used by the Director to
communicate with operators on important aspects of operating policy, procedures
or equipment that require immediate attention of the operators. AOCRD should
be read in conjunction with FONs to ensure the effective implementation of the
ICAO standards and local requirements. Compliance with both AOCRD and
FONs is essential.
4 COMPLIANCE WITH STATUTORY REQUIREMENTS
4.1 The issue of a Certificate signifies only that the holder is considered ‘competent to
secure the safe operation’ of the Operator’s aircraft. It does not in any way relieve
an operator or an aircraft commander of the responsibility for compliance with
statutory requirements and for the safe conduct of a particular flight. International
agreements and Hong Kong legislation are generally based on the concept that the
ultimate responsibility for the safety of flight operations rests with the Operator and
the commander. The issue of a Certificate and the work of the Civil Aviation
Department (CAD) in that connection does not entail any departure from this
general principle.
4.2 To a large extent the statutory requirements relating to the operation of aircraft are
written in general terms. This is in accordance with the principle of “operator’s
responsibility” and helps to facilitate the development of the operating standards
and techniques best suited to particular circumstances and conditions. The
competence of an operator to ‘secure the safe operation’ of aircraft will therefore
depend, in part, upon the manner in which he applies the statutory requirements to
the particular operation. It is important, nevertheless, to appreciate that in the last
resort the interpretation of the statutes is a function of the judiciary and that neither
the issue of a Certificate nor the expression of any view in this publication should
be taken as an indication to the contrary or as a modification of any statutory
requirements.
Chap 1/2 February 2014 (Amdt 36)

5 AIRCRAFT MAINTENANCE
5.1 Requirements relating to aircraft maintenance arrangements are contained in the

relevant parts of the Hong Kong Aviation Requirements (HKAR), Joint Aviation
Requirements (JARs) and in AOCRD, Part Two - Arrangements for Maintenance
Support’.
5.2 Operators are required to establish procedures for communication between their
maintenance organisation(s) and their operational departments to ensure that
maintenance and airworthiness matters, affecting the safe operation of the aircraft,
are brought to the attention of aircraft crews.
6 INSPECTORS
6.1 Reference is made in the publication to Inspectors. Inspectors are authorised in

accordance with the relevant statutory provisions and the conditions of Air
Operators’ Certificates to examine documents, premises and equipment, to enter
and remain on the flight deck of an aircraft in flight and, if necessary, to issue
directions to prevent aircraft flying. CAD will ensure the Inspectors are properly
trained and qualified to perform the assigned duties.
6.2 The primary duty of the Inspectors is to ascertain facts and to report them; this duty
must be fully discharged. However, it is their aim to work in close collaboration
with operators and their staff to secure through regular discussion and exchange of
views the highest possible standard of operational safety. It is expected that a
relationship of mutual respect between Inspectors and the operator’s officials,
aircraft commanders and other aircraft crew members with whom they come into
contact can be developed and maintained.
6.3 Inspectors are required to conduct routine inspection activities on the types of
aircraft as listed on the Air Operator’s Certificates (AOC). To ensure the
Inspector’s technical competence in all areas of regulatory oversight associated
with flight operations, it is essential that Inspectors are type qualified and maintain
a degree of currency on the procedures and equipment operated by the AOC
holders. In this connection, arrangements will be made with the individual AOC
holder for the assigned Inspector to obtain the type rating and/or operational
currency, which may include line flying, simulator and ground training under the
following scenarios:
November 2019 (Amdt 51) Chap 1/3

(a) Introduction of new aircraft type in the company: Under this category, the
corresponding AOC holder should provide type training for the new aircraft
type to the Inspector, at the expense of the AOC holder. During the
training, the Inspector will assess the course, the Flight Simulation Training
Devices (FSTD), the instructors and the examiners. Any further recurrent
flying and training will be negotiated and arranged through mutual
agreement with the concerned AOC holder.
(b) Inspector assignment & re-assignment: To ensure impartiality, FSO

Management shall assign inspecting staff to different airlines operators and
the assignments should be reviewed every five years through a rotation
system. Any extension of the assignment should be carefully justified and
in no case the extension be more than one year. Hence a type training
course, line flying and/or the related recurrent training for the newly assigned
Inspector may be required. In such case, CAD will, again, negotiate with
the corresponding AOC holder for a mutual agreement.
As the associated training cost is expected to be borne by the concerned

operator, arrangement will only be confirmed when agreement is reached
between CAD and the AOC holder.
6.4 Normally it will be acceptable that the Inspector is qualified on the type of aircraft
concerned or on a type of aircraft with similar operational characteristics.
6.5 The requirements stated in paragraphs 6.3 and 6.4 above are established solely for
the purpose of ensuring the efficiency of inspector’s assessments on the
performance of the operators. That said, in order to minimize the burden on the
AOC holders in providing the type training, CAD will not, under normal
circumstances, request for type training on a particular type/fleet again when:
(a) there is no change of assigned Inspector for the concerned type/fleet; or
(b) there is a change of assigned Inspector but within 36 months from the course
completion of the previously assigned Inspector.
The above conditions may only be varied under unforeseen and/or justifiable
circumstances and with explicit agreement from the concerned AOC holder.
7 AIR NAVIGATION (HONG KONG) ORDER
7.1 References in this publication to the Air Navigation (Hong Kong) Order 1995 and
Regulations are to the Order and Regulations currently in force.
7.2 Exemptions, Permissions and Approvals issued under the AN(HK)O are usually
valid for a finite period and have a notified expiry date. The AOC Holders are
responsible for ensuring that their Exemptions, Permissions and Approvals remain
valid, and should apply for re-validation well before time expiry.
Chap 1/4 June 2021 (Amdt 56)

7.3 Operations conducted under the conditions of an AN(HK)O Exemption, Permission

or Approval that has lapsed, are in breach of the law.
7.4 Pursuant to Article 63 of AN(HK)O, no person shall with intent to make any false
representation for the purpose of procuring for himself, or any other persons the
grant, issue, renewal or variation of any such certificate, licence, approval,
permission, exemption or other document under the Order.
8. DEFINITIONS
8.1 In this publication, and with the exception as stated in paragraph 8.2 of this
Chapter, where a term is used which is defined in a relevant ICAO Annex or ICAO
publication, that definition will apply. Specifically :
(a) Aerodrome operating minima. The limits of usability of an aerodrome for:
(i) Take-off, expressed in term of runway visual range and/or visibility

and, if necessary, cloud conditions;
(ii) landing in 2D instrument approach operations, expressed in terms of

visibility and/or runway visual range, minimum descent
altitude/height (MDA/H) and, if necessary, cloud conditions; and
(iii) landing in 3D instrument approach operations, expressed in terms of

visibility and/or runway visual range and decision altitude/height
(DA/H) as appropriate to the type and/or category of the operation.
Note: Readers shall always refer to AN(HK)O if this definition is

contradictory to any provision in AN(HK)O or any CAD
documents.
(b) Agreement summary. When an aircraft is operating under an Article 83 bis

agreement between the State of Registry and another State, the agreement
summary is a document transmitted with the Article 83 bis Agreement
registered with the ICAO Council that identifies succinctly and clearly which
functions and duties are transferred by the State of Registry to that other
State.
(c) Aircraft operating manual. A manual, acceptable to the State of the

Operator, containing normal, abnormal and emergency procedures,
checklists, limitations, performance information, details of the aircraft
systems and other material relevant to the operation of the aircraft.
Note: The aircraft operating manual is part of the operations manual.
(d) Air traffic service (ATS). A generic term meaning variously, flight
information service, alerting service, air traffic advisory service, air traffic
control service (area control service, approach control service or aerodrome
control service).
June 2021 (Amdt 56) Chap 1/5


documents.
(e) Altimetry system error (ASE). The difference between the altitude indicated
by the altimeter display, assuming a correct altimeter barometric setting, and
the pressure altitude corresponding to the undisturbed ambient pressure.
(f) Automatic deployable flight recorder (ADFR). A combination flight recorder

installed on the aircraft which is capable of automatically deploying from the
aircraft.
(g) COMAT. Operator material carried on an operator’s aircraft for the

operator’s own purposes.
(h) Combined vision system (CVS). A system to display images from a

combination of an enhanced vision system (EVS) and a synthetic vision
system (SVS).
(i) Commercial air transport operation. An aircraft operation involving the

transport of passengers, cargo or mail for remuneration or hire.
Note: AN(HK)O uses the term “Public Transport”, with the meaning
specified in Article 98(6). Nevertheless, all relevant provisions in
ICAO Annex 6 Part I applicable to Commercial Air Transport
Operations are mandated for Hong Kong AOC holders carrying out
Public Transport Operations through AN(HK)O or the
corresponding CAD documents.
(j) Contaminated runway. A runway is contaminated when a significant portion

of the runway surface area (whether in isolated areas or not) within the length
and width being used is covered by one or more of the substances listed in
the runway surface condition descriptors.
Note: Further information on runway surface condition descriptors for

“slush” and “snow” can be found in the ICAO Annex 14, Volume I,
Definitions.
(j) Continuous descent final approach (CDFA). A technique, consistent with

stabilised approach procedures, for flying the final approach segment (FAS)
of an instrument non-precision approach (NPA) procedure as a continuous
descent, without level-off, from an altitude/height at or above the final
approach fix altitude/height to a point approximately 15 m (50 ft) above the
landing runway threshold or the point where the flare manoeuvre begins for
the type of aircraft flown.; for the FAS of an NPA procedure followed by a
circling approach, the CDFA technique applies until circling approach
minima (circling OCA/H) or visual flight manoeuvre altitude/height are
reached.
(k) Cruise relief pilot/co-pilot. A flight crew member who is assigned to perform
pilot/co-pilot tasks during cruise flight, to allow the pilot-in-command or a
co-pilot, as appropriate, to obtain planned rest.
(l) Cruising level. A level maintained during a significant portion of a flight.

(m) Decision altitude (DA) or decision height (DH). A specified altitude or height
in a 3D instrument approach operation at which a missed approach must be
initiated if the required visual reference to continue the approach has not
been established.

documents.
(n) Dry runway. A runway is considered dry if its surface is free of visible
moisture and not contaminated within the area intended to be used.
(o) Electronic flight bag (EFB). An electronic information system, comprised of

equipment and applications, for flight crew which allows for storing,
updating, displaying and processing of EFB functions to support flight
operations or duties
(p) Enhanced vision system (EVS). A system to display electronic real-time

images of the external scene achieved through the use of image sensors. EVS
does not include night vision imaging systems.
(q) Fatigue. A physiological state of reduced mental or physical performance

capability resulting from sleep loss, extended wakefulness, circadian phase,
and/or workload (mental and/or physical activity) that can impair a person’s
alertness and ability to perform safety-related operational duties.
Note: Readers shall always refer to the latest edition of CAD371 if this
definition is contradictory to any provision or the intent of CAD
371.
(r) Final approach segment (FAS). That segment of an instrument approach

procedure in which alignment and descent for landing are accomplished.
(s) Flight plan. Specified information provided to air traffic services units,
relative to an intended flight or portion of a flight of an aircraft.
(t) Flight safety documents system. A set of interrelated documentation

established by the operator, compiling and organising information necessary
for flight and ground operations, and comprising, as a minimum, the
operations manual and the operator’s maintenance control manual.
(u) Flight simulation training device. Any one of the following three types of
apparatus in which flight conditions are simulated on the ground:
A flight simulator, which provides an accurate representation of the flight

deck of a particular aircraft type to the extent that the mechanical, electrical,
electronic, etc. aircraft systems control functions, the normal environment of
flight crew members, and the performance and flight characteristics of that
type of aircraft are realistically simulated;
A flight procedures trainer, which provides a realistic flight deck

environment, and which simulates instrument responses, simple control

functions of mechanical, electrical, electronic, etc. aircraft systems, and the

performance and flight characteristics of aircraft of a particular class;
A basic instrument flight trainer, which is equipped with appropriate

instruments, and which simulates the flight deck environment of an aircraft in
flight in instrument flight conditions.
(v) Ground handling. Services necessary for an aircraft’s arrival at, and
departure from, an airport, other than air traffic services.
(w) Head-up display (HUD). A display system that presents flight information
into the pilot’s forward external field of view.
(x) (Deleted)
(y) Human Factors principles. Principles which apply to aeronautical design,

certification, training, operations and maintenance and which seek safe
interface between the human and other system components by proper
consideration to human performance.
(z) Human performance. Human capabilities and limitations which have an

impact on the safety and efficiency of aeronautical operations.
(aa) Instrument approach operations. An approach and landing using instruments

for navigation guidance based on an instrument approach procedure. There
are two methods for executing instrument approach operations:
(i) a two-dimensional (2D) instrument approach operation, using lateral

navigation guidance only; and
(ii) a three-dimensional (3D) instrument approach operation, using both

lateral and vertical navigation guidance.
Note: Lateral and vertical navigation guidance refers to the guidance

provided either by:
(a) a ground-based radio navigation aid; or
(b) computer-generated navigation data from ground-based,

space-based, self-contained navigation aids or a combination
of these.
(bb) Instrument approach procedure (IAP). A series of predetermined

manoeuvres by reference to flight instruments with specified protection from
obstacles from the initial approach fix, or where applicable, from the
beginning of a defined arrival route to a point from which a landing can be
completed and thereafter, if a landing is not completed, to a position at which
holding or en-route obstacle clearance criteria apply. Instrument approach
procedures are classified as follows:
(i) Non-precision approach (NPA) procedure. An instrument approach

procedure designed for 2D instrument approach operations Type A.

Note 1: Readers shall always refer to AN(HK)O if this definition is

documents.
Note 2: Non-precision approach procedures may be flown using a

continuous descent final approach technique (CDFA). CDFA with
advisory VNAV guidance calculated by on-board equipment are
considered 3D instrument approach operations. CDFA with
manual calculation of the required rate of descent are considered
2D instrument approach operations. For more information on
CDFA refer to PANS-OPS (Doc 8168), Volume I, Part II Section 5.
(ii) Approach procedure with vertical guidance (APV). A performance-

based navigation (PBN) instrument approach procedure designed for
3D instrument approach operations Type A.
(iii) Precision approach (PA) procedure. An instrument approach

procedure based on navigation systems (ILS, MLS, GLS and SBAS
Cat I) designed for 3D instrument approach operations Type A or B.

contradictory to any provision in AN(HK)O or any CAD documents.
(cc) Large aeroplane. Unless otherwise stated, an aeroplane of a maximum

certificated take-off mass of over 5 700 kg.
(dd) Low-visibility operations (LVO). Approach operations in RVRs less than

550 m and/or with a DH less than 60 m (200 ft) or take-off operations in
RVRs less than 400 m.
(ee) Maximum mass. Unless otherwise stated, maximum certificated take-off

mass.
(ff) Minimum descent altitude (MDA) or minimum descent height (MDH). A

specified altitude or height in a non-precision 2D instrument approach
operation or circling approach operation below which descent must not be
made without the required visual reference.

contradictory to any provision in AN(HK)O or any CAD documents.
(gg) Obstacle clearance altitude (OCA) or obstacle clearance height (OCH). The
lowest altitude or the lowest height above the elevation of the relevant
runway threshold or the aerodrome elevation as applicable, used in
establishing compliance with appropriate obstacle clearance criteria.
Note 1: Obstacle clearance altitude is referenced to mean sea level and

obstacle clearance height is referenced to the threshold elevation or in
the case of non-precision approach procedures to the aerodrome
elevation or the threshold elevation if that is more than 2 m (7 ft)
below the aerodrome elevation. An obstacle clearance height for a
circling approach procedure is referenced to the aerodrome elevation.

Note 2: For convenience when both expressions are used they may be
written in the form “obstacle clearance altitude/height” and
abbreviated “OCA/H”.
(hh) Operational control. The exercise of authority over the initiation,

continuation, diversion or termination of a flight in the interest of the safety
of the aircraft and the regularity and efficiency of the flight.
(ii) Operational flight plan. The operator’s plan for the safe conduct of the flight
based on considerations of aeroplane performance, other operating
limitations and relevant expected conditions on the route to be followed and
at the aerodromes concerned.
(jj) Operations manual. In general, a manual containing procedures, instructions

and guidance for use by operational personnel in the execution of their
duties.

documents.
(kk) Operations specifications. The authorisations including specific approvals,

conditions and limitations associated with the air operator certificate and
subject to the conditions in the operations manual.
(ll) Performance-based communication (PBC). Communication based on

performance specifications applied to the provision of air traffic services.
Note: An RCP specification includes communication performance

requirements that are allocated to system components in terms of
the communication to be provided and associated transaction time,
continuity, availability, integrity, safety and functionality needed
for the proposed operation in the context of a particular airspace
concept.
(mm) Performance-based surveillance (PBS). Surveillance based on performance

specifications applied to the provision of air traffic services.
Note: An RSP specification includes surveillance performance

requirements that are allocated to system components in terms of
the surveillance to be provided and associated data delivery time,
continuity, availability, integrity, accuracy of the surveillance data,
safety and functionality needed for the proposed operation in the
context of a particular airspace concept.
(nn) Point of no return. The last possible geographic point at which an aircraft can
proceed to the destination aerodrome as well as to an available en-route
alternate aerodrome for a given flight.
(oo) Pressure-altitude. An atmospheric pressure expressed in terms of altitude

which corresponds to that pressure in the Standard Atmosphere.
(pp) Required communication performance (RCP) specification. A set of

requirements for air traffic service provision and associated ground

equipment, aircraft capability, and operations needed to support

performance-based communication.
(qq) Required surveillance performance (RSP) specification. A set of

requirements for air traffic service provision and associated ground
equipment, aircraft capability, and operations needed to support
performance-based surveillance.
(rr) Safe forced landing. Unavoidable landing or ditching with a reasonable

expectancy of no injuries to persons in the aircraft or on the surface.
(ss) Small aeroplane. Unless otherwise stated, an aeroplane of a maximum

certificated take-off mass of 5 700 kg or less.
(tt) Specific approval. A specific approval is documented in the Operations

Specifications for commercial air transport operations or in the list of
specific approvals for non-commercial operations. It can be in a form of an
AN(HK)O Permission or Approval, as appropriate.
(uu) State of Registry. The State on whose register the aircraft is entered.
Note: In the case of the registration of aircraft of an international

operating agency on other than a national basis, the States
constituting the agency are jointly and severally bound to assume
the obligations which, under the Chicago Convention, attach to a
State of Registry. See, in this regard, the Council Resolution of 14
December 1967 on Nationality and Registration of Aircraft
Operated by International Operating Agencies which can be found
in Policy and Guidance Material on the Economic Regulation of
International Air Transport (Doc 9587).
(vv) State of the Aerodrome. The State in whose territory the aerodrome is
located.
(ww) Synthetic vision system (SVS). A system to display data-derived synthetic

images of the external scene from the perspective of the flight deck.
(xx) Target level of safety (TLS). A generic term representing the level of risk
which is considered acceptable in particular circumstances.
(yy) Total vertical error (TVE). The vertical geometric difference between the
actual pressure altitude flown by an aircraft and its assigned pressure altitude
(flight level).
(zz) Wet runway. The runway surface is covered by any visible dampness or water
up to and including 3 mm deep within the intended area of use.
8.2 The definitions in paragraph 8.1 of this Chapter will not apply when:
(a) The contrary is indicated; or
(b) There is a different definition in the Civil Aviation Ordinance (Cap. 448) or
AN(HK)O.

8.3 Unless otherwise stated, “Minimum Safe Altitudes” in this document has the same
meaning and applicability as “Minimum Flight Altitudes” which is specified in
ICAO Annex 6, Chapter 4 Paragraph 4.2.7.
8.4 Differences to ICAO definitions and SARPs are identified in the Aeronautical
Information Publication (AIP).

CHAPTER 2 - THE AIR OPERATOR’S CERTIFICATE
1 REQUIREMENT TO HOLD A CERTIFICATE
1.1 An aircraft registered in Hong Kong may not fly for the purpose of public transport
otherwise than under and in accordance with the terms of an Air Operator’s Certificate
(AOC) granted to the operator by the Director-General of Civil Aviation, (‘the
Director-General’).
1.1.1 In the case of an aeroplane the Maximum Total Weight Authorised of which exceeds
5700 kg, the aeroplane shall have no less than two power-units.
1.2 The term ‘public transport’ is defined in the Air Navigation (Hong Kong) Order and
anyone in doubt as to whether particular flights may be made without the operator
being the holder of a Certificate should seek legal advice. In relation to AOCs, the
‘operator’ is defined as the person for the time being having the management of the
aircraft.
2 APPLICATION FOR A CERTIFICATE
2.1 An operator who has not previously held an AOC, or does not currently hold one,
should apply on the appropriate form which is available from the Director-General of
Civil Aviation. The issue of an AOC shall be dependent upon the operator
demonstrating an adequate organisation, method of control and supervision of flight
operations, training programme as well as ground handling and maintenance
arrangements consistent with the nature and extent of the operations specified.
2.2 The application should be accompanied, if possible, by the relevant operations and
training manuals (see Chapter 5) and should be submitted as far ahead as possible of
the proposed date for the start of operations. The application should also include
information on management organization structure and a listing of key staff members,
including their titles, names, education and practical experience (in particular, the
name, background and responsibility of the designated manager should be provided).
The minimum notice required is sixty days from the date the completed operations
and training manuals are received in the Civil Aviation Department. The interval
between application and grant of a Certificate will depend primarily upon matters
within the control of the operator and no undertaking can be given that the
Director-General will be able to reach a decision within a particular period.
2.3 On receipt of the application an Inspector will be assigned to the applicant. The
Inspector will carry out a detailed examination of the operations and training manuals
and call for amendments where necessary. All aspects of aircraft operation, including
the management structure, adequacy of ground and flying staff and arrangements for
their training, premises, equipment and aircraft will be assessed in relation to the scale,
scope and circumstances of the applicant’s proposed operations. Manuals will be
retained by the Director-General during the currency of the Certificate.

2.4 Where appropriate the application will be referred to the Chief, Airworthiness
Standards for advice on the adequacy of the arrangements and facilities for aircraft
maintenance. (See Part Two of this document).
2.5 One or more proving flights on the aircraft type for which application is made will
normally be required, and will be observed by the assigned Inspector who will specify
the route(s) to be flown.
2.6 Before providing any air service for hire or reward operators must ensure that they
comply with the Air Transport (Licensing of Air Services) Regulations. The finance
position and business plan would also be assessed by the authority. Information on
permit and licence application procedures may be obtained from the Civil Aviation
Department.
2.7 Operators shall also refer to the Aviation Security Ordinance (Cap. 494) for their
statutory requirements to submit a security programme to the Aviation Security
Authority under the Cap. 494. Operators may get in touch with the Security Section
of the Civil Aviation Department for further advice.
2.8 Any person, while having dealings of any kind with the Civil Aviation Department
(CAD), should not offer advantage to the CAD officers, or else he may commit an
offense under section 4(1) and/or section 8 of the Prevention of Bribery Ordinance
(Chapter 201 of Laws of Hong Kong), and be liable to a maximum penalty of a fine of
$500,000 and imprisonment for 7 years.
3 FORM OF CERTIFICATE
3.1 Certificates will normally be granted for a period of two year, but other lesser periods
may be specified at the discretion of the Director-General. The type(s) of aircraft that
may be flown and the region in which operations may be conducted will be specified
in the Certificate. Included in the Certificate will be General Conditions applicable to
all holders, and Operations Specifications to be observed by a particular holder, The
AOC and its associated General Conditions and Operations Specifications shall define
the operations for which the operator is authorized, including specific approvals,
conditions and limitations.
3.2 A specimen Certificate is at Appendix A to this chapter. Typical AOC regions are
shown on page 3 of the Certificate. However, an operator may apply for a region
tailored to his proposed operation.
3.3 Operators should ensure that the General Conditions and Operations Specifications of
their AOC are brought to the attention of their managerial and operating staff. The
publication of a copy of the AOC in a relevant volume of the company operations
manual will suffice in this respect.
4 APPLICATION FOR SECOND OR SUBSEQUENT CERTIFICATES
4.1 Holders requiring renewal of a Certificate should apply to the Director-General not
more than 60 days prior to the expiry date. If the operator wishes the new Certificate
to commence immediately upon the expiry of the old, the application must be
submitted at least 30 days in advance of the expiry date.
Chap 2/2 August 2021 (Amdt 57)
5 VARIATION OF A CERTIFICATE
5.1 If the holder of a Certificate wishes to apply for the variation of a Certificate or
Operations Specifications (e.g. inclusion of an additional aircraft type or extension of
region) he should write to the Director-General of Civil Aviation giving full details of
the proposed variation. The minimum notice required is 30 days. If the application is
for the inclusion of an additional type of aircraft, the completed training and operations
manuals (or additions to existing manuals) for the type should accompany the
application. Detailed information will be required on arrangements for the
maintenance of the aircraft, and for any necessary training and testing of crews.
5.2 At the initial stage of the application for the inclusion of an additional type of aircraft,
the operator should provide a grand plan (e.g. a Gantt chart) with details regarding the
action items, timeline, responsible persons/subject officers and status of the various
tasks. In general, this plan should be presented in the meetings amongst all
stakeholders, as a working documentation until the completion of the project. The
operator should also provide a compliance matrix for the purpose of demonstrating the
fulfilment of all relevant requirements in the Air Navigation (Hong Kong) Order 1995
(AN(HK)O) and this document. If the operator plans to employ third party for
delivering training and testing, the way to qualify the third party check/training pilot
with respect to the requirements of Schedule 9 and Schedule 11 to AN(HK)O should
be provided.
5.3 On receipt of an application for a variation the Inspector assigned to the operator will
normally make a special investigation which may include the requirement to observe
a proving flight without revenue passengers on board. The assigned Inspector will
specify the route(s) to be flown.
6 REFUSAL, REVOCATION ETC. OF A CERTIFICATE
6.1 Where an application for the grant or variation of an Air Operator’s Certificate is
refused, or is granted in terms other than those requested by the applicant, the reasons
for denying the application will be given in writing.
6.2 Should it become necessary to revoke, suspend or vary a Certificate otherwise than on
the application of the holder, notice of this, together with the reason for it, will
normally be served on the operator. Exceptionally, a Certificate may be provisionally
suspended, without notice, pending due inquiry into the case.
6.3 If an operator ceases operation for which the Certificate was issued, or if the
Director-General revokes or suspends the Certificate, it must be returned immediately
to the Director-General of Civil Aviation.

7 LEASED AIRCRAFT
7.1 Operations and airworthiness of non-Hong Kong registered aircraft under dry
leasing arrangements.
Note: The lease of an aircraft without crew is referred to as a “dry lease”. And in
the context of this paragraph, a dry lease is a lease of an aircraft where the
aircraft is operated under the AOC of a Hong Kong operator.
7.1.1 All dry leased aircraft will be subject to an Article 93 direction of the Air Navigation
(Hong Kong) Order 1995 (AN(HK)O) as amended to the extent necessary to satisfy
the Director-General as to the operational and airworthiness standards achieved.
7.1.2 The operator should provide the following information:
(a) type, serial number, registration and State of Registry of aircraft;

(b) the name and address of the registered owner;
(c) Certificate of Airworthiness and statement from the registered owner that the
aircraft fully complies with the airworthiness requirements of the State of
Registry;
(d) routes to be flown;
(e) reasons for the proposed arrangement;
(f) the period of the lease and whether or not it is proposed to put the aircraft on the
Hong Kong register in the future;
(g) flight and cabin crew strength to cope with the additional aircraft and the
corresponding crew training plan;
(h) flight and cabin training capability and the corresponding crew training plan;
(i) operational control;
(j) arrangements between lessor and lessee with respect to operations, engineering
and maintenance;
(k) the design standard of the aircraft and, in particular, any failure to comply with
the applicable Hong Kong Aviation Requirements (HKAR) for certification
(Hong Kong Airworthiness Notice No. 74 should be referred to);
(l) the proposed arrangements for maintenance of the aircraft. The aircraft shall
be maintained to the maintenance programme approved by the State of
Registry;
(m) the responsibilities for signing the maintenance release. AD compliance and
completion of maintenance programme tasks;
(n) copy of the lease agreement or description of lease provision;
(o) items of equipment not fitted or not in compliance with HKAR should be
identified and exemptions applied for;
(p) the contact in the lessor’s civil aviation authority dealing with the lease;
(q) a copy of the lessor’s Maintenance Management Exposition or the equivalent,
together with all amendments and/or revisions to it and shall incorporate in it
such mandatory material as the State of Lessor may require; and
(r) insurance arrangements.
Chap 2/4 April 2020 (Amdt52)

7.1.3 Policy for airworthiness certification of dry leased aircraft
7.1.3.1 Aircraft leased for up to one calendar year which have been built and maintained to the
United States of America Federal Aviation Regulations (FAR), the Joint Aviation
Requirements (JAR), or European Aviation Safety Agency (EASA) Implementation
Rule (IR) will normally be accepted without modification, but see 7.1.3.4. below.
7.1.3.2 Aircraft leased for more than one calendar year will be required to be in compliance in
all respects with HKAR, prior to entry into service.
7.1.3.3 Where a lease of less than one calendar year is altered to become valid for a period
greater than one calendar year the aircraft is to be brought to HKAR standards as early
as possible, and in all cases not later than one calendar year from the commencement
of the original lease.
7.1.3.4 The Director-General reserves the right to require compliance with HKAR by any
leased aircraft in specific circumstances. Operators should therefore consult the
Director-General before entering into leasing arrangements.
7.1.3.5 Operators will be responsible for the reimbursement of all costs in relation to any
investigations required by the Director-General with respect to applications to operate
leased aircraft.
7.1.4 Where the dry leased aircraft is not identical with others of the type already being
operated, the operator must include in the Operations Manual details of any special
operating procedures; e.g. performance data. Crew may require appropriate training.
Where the aircraft is not of a type already operated by the operator, a variation to the
AOC must be sought.
7.1.5 Operators are reminded of noise regulations, which restrict the use of non
noise-compliant aircraft and are advised to check that the aircraft satisfies Civil
Aircraft (Aircraft Noise) Ordinance (CAP 312) before entering into any binding
agreement.
7.2 Operations and airworthiness of non-Hong Kong aircraft under wet leasing
arrangements
Note: The lease of an aircraft with flight crew provided is referred to as a "wet
lease". And in the context of this paragraph, a wet lease is a lease of an
aircraft where the aircraft is operated under the AOC of the lessor.
7.2.1 All wet leased aircraft will be subject to an Article 93 direction of the AN(HK)O to the
extent necessary to satisfy the Director-General as to the operational and airworthiness
standards achieved.
7.2.2 The applicant should provide the following information:
(a) type, serial number, registration and State of Registry of aircraft;

(b) the name and address of the registered owner;
(c) Certificate of airworthiness and statement from the registered owner that the
April 2020 (Amdt 52) Chap 2/5
aircraft fully complies with the airworthiness requirements of the State of

Registry;
(d) routes to be flown;
(e) reasons for the proposed arrangement;
(f) the period of the lease and whether or not it is proposes to put the aircraft on the
Hong Kong register in the future;
(g) operational control;
(h) arrangements between lessor and lessee with respect to operations;
(i) applicant’s assessment on lessor’s safety standards with respect to operations
and maintenance;
(j) the design standard of the aircraft;
(k) the proposed arrangements for maintenance of the aircraft. The aircraft shall
be maintained to the maintenance programme approved by the State of
Registry;
(l) the responsibilities for signing the maintenance release. AD compliance and
completion of maintenance programme tasks;
(m) copy of the lease agreement or description of lease provision;
(n) the contact in the lessor’s civil aviation authority dealing with the lease;
(o) a copy of the lessor’s Maintenance Management Exposition or the equivalent,
together with all amendments and/or revisions to it and shall incorporate in it
such mandatory material as the State of Lessor may require;
(p) insurance arrangements; and
(q) a confirmation from the lessor that they will copy any MOR/ASR to CAD
when conducting wet leased flights on behalf of the lessee.
7.2.3 The design standard of the wet leased aircraft should be Hong Kong Type Certification
standard or equivalent such as FAR, JAR or EASA Implementation Rule (IR). The
maintenance standards should be equivalent to the HKAR standards.
7.2.4 In general terms, the Director-General anticipates that proposals to wet lease
non-Hong Kong registered aircraft will only include aircraft that are within the current
capability of a Hong Kong operator (the lessee) to properly handle and despatch. The
Director-General will not accept an agreement for a wet lease to a Hong Kong operator
unless the lessor's safety standards are equivalent to those required of the lessee.
7.2.5 Where the Director-General already has sufficient information about the lessor and the
level of oversight exercised by the lessor's civil aviation authority is such that the
equivalent safety standards are met, he will be able to accept the leasing agreement
without additional work. Similarly where he has sufficient knowledge that the
equivalent safety standards are not met, he will refuse the agreement without
additional work.
7.2.6 Where the Director-General's knowledge of the lessor and/or the lessor's civil aviation
authority is incomplete, the Director-General will normally, before accepting the
agreement, carry out an audit to assure himself that equivalent safety standards are met
by the lessor. The lessee will be charged the costs of the audit.
7.2.7 Once an audit has been satisfactorily completed, the Director-General will issue his
permission. This permission will be valid for a maximum period of one year from the
commencement of the lease. Should there subsequently be an application to extend
the lease approval period, the Director-General will give due consideration to this, but
may require that the lessor be re-audited, at the lessee's expense, to verify that
equivalent safety standards are being maintained.
Chap 2/6 April 2020 (Amdt 52)
7.3 Hong Kong registered aircraft operated by a non-Hong Kong operator (dry
lease) for the purpose of public transport or aerial work
7.3.1 The non-Hong Kong operator will have to comply with all parts of the AN(HK)O as
amended relating to a Hong Kong registered aircraft, including holding an AOC under
Article 6 of the AN(HK)O if public transport is intended, unless exempted therefrom
by the Director-General. One pre-requisite for such exemption is that the
Director-General has made satisfactory arrangements with the state of the
non-Hong Kong operator for the transfer of ICAO Annex 6 responsibilities.
7.3.2 The non-Hong Kong operator will not be exempted from AN(HK)O Article 19, i.e.
crews will need to hold appropriate Hong Kong licences or have their own national
licences validated for which a charge will be levied.
7.3.3 In addition, the non-Hong Kong operator may require an exemption from certain
provisions of the Civil Aviation Ordinance (CAP448).
7.3.4 The arrangements for maintenance and airworthiness management, during the period
of the lease, should be defined by the Hong Kong operator (the lessor). Any
modification required by the non-Hong Kong operator or civil aviation authority will
require Director-General's approval.
7.3.5 In addition to the maintenance details, the Director-General will need to know:
(a) aircraft type and registration;

(b) name and address of the non-Hong Kong operator;
(c) period of lease including ferry flights, if these are done by the non-Hong Kong
operator;
(d) routes on which the non-Hong Kong operator is proposed to use the aircraft;
(e) the number of non-Hong Kong pilots or flight engineers who require a
Validation for their flight crew licence.
(f) operations control;
(g) arrangements between lessor and lessee with respect to operations, engineering
and maintenance;
(h) insurance arrangement.
7.4 Hong Kong registered aircraft operated by a Hong Kong operator (wet lease) on
behalf of a non-Hong Kong operator
7.4.1 The Hong Kong operator must inform the Director-General of such leases even if the
operation is within the region currently authorised on their AOC. Matters such as
variations to AOC regions or the use of the non-Hong Kong operator's cabin crew must
be referred to the Director-General.
7.4.2 In addition to the maintenance details, the Director-General will need to know:
(a) aircraft type and registration;

(b) name and address of lessee;
(c) period of lease proposed;
(d) routes for the use of the aircraft;

(e) operational control;

(f) arrangements between lessor and lessee with respect to operations, engineering
and maintenance;
(g) insurance arrangement.
7.5 Guidance material on maintenance aspects of aircraft lease may be found in the
Appendix A to Chapter 10 of ICAO Document 9760 Volume II Part B.
7.6 A damp lease – aircraft is defined as a wet leased aircraft that includes a cockpit crew
but not cabin crew.
7.6.1 All damp lease application will be treated similar to wet lease application detailed
above with particular attention paid to training requirements for cabin staff.
Chap 2/8 April2020 (Amdt 52)

8 ROUTINE LIAISON AND INSPECTIONS
8.1 During the currency of a Certificate periodic liaison and inspection visits of each
operating base and the operators outstations will be made by Inspectors. Inspectors
will also wish to visit handling agents appointed by the operator, both in Hong Kong
and overseas. These checks are conducted to assess the suitability of an operator’s
organization, base facilities, overall standard of operation and level of compliance
with statutory and operations manual requirements.
8.2 Flight inspections will also be carried out. The purpose of these checks is to assess the
adequacy of the procedures established by the operator, and the facilities provided by
him, to enable the crew to perform their duties both in the air and on the ground; to
examine the standard of flight deck management and operation by the crew; and to
assess the level of compliance with statutory and operations manual requirements.
When required by the Inspector, the operator will provide a seat on the flight deck
from which the Inspector can monitor the operation. (See General Condition (2) in
Appendix A). Arrangements for such inspections will normally be made in advance
but the right is reserved for Inspectors to board aircraft without prior notice.
8.3 The conduct of tests by CAD Authorized Examiners, and of crew training generally,
will also be observed by Inspectors. The purpose of these inspections is to ensure that
training and testing is in compliance with the operators training manual and within the
terms and conditions of the appointment of CAD Authorized Examiners.
8.4 All Inspectors are ‘authorized persons’ for the purposes of the AN(HK)O, and are also
authorized for the purposes specified in General Conditions (1), (2) and (3) of each Air
Operators Certificate (see Appendix A). Inspectors carry an identity document which
will be produced on request.
8.5 Operators are to ensure that all operating staff are fully informed of the foregoing.
8.6 No fee or fare will be paid in respect of the carriage of an Inspector on duty.
8.7 To keep the Director-General advised as to the continued adequacy of the aircraft
maintenance and route stations support arrangements, Airworthiness Surveyors will
make periodic checks of the facilities, and records, established by the operator, or his
contracted maintenance organization.

CHAPTER 2
APPENDIX A – SPECIMEN AIR OPERATOR’S CERTIFICATE





CHAPTER 3 - ORGANISATION AND FACILITIES
1. MANAGEMENT AND EXECUTIVE STAFF
1.1 A sound and effective management structure is essential to ensure the safe conduct
of operations. It is particularly important that operational management should have
proper status in the Organisation and be in suitably experienced and competent
hands. The duties and responsibilities of managers and senior executives must be
clearly defined in writing and chains of responsibility firmly established. The
number and nature of the appointments will vary with the size and complexity of
the Organisation. An excess of managers can lead to fragmentation of
responsibility and control; this can result in as much difficulty and inefficiency as a
shortage and a lowering of operational standards can easily follow. In general, the
appointment of deputies for managerial posts should be kept to a minimum and
particular care should be taken in defining their functions and responsibilities. The
Director-General will wish to be satisfied that the management Organisation is
adequate and properly matched to the operating network and commitments.
Managers who are also undertaking flying duties must spend an appropriate amount
of time on their ground duties. Leave and duty rosters must be arranged so as to
ensure the continued presence of an effective operations management in Hong
Kong.
1.2 Nominated Post Holders / Key Personnel Positions
1.2.1 The operator must have nominated post holders, who are acceptable to the Director-
General and are responsible for the management and supervision of the following
areas:
(a) Accountable Executive

(b) Flight Operations
(c) Crew Training
(d) Maintenance Support
(e) Ground Operations
(f) Safety Management
(g) Quality Management
as a condition of the granting and continuance of the Air Operator’s Certificate

(AOC) and the positions held or the post titles will normally be listed in each AOC.
Subject to the discretion of the Director-General, the operator may nominate
additional key personnel other than those listed above for inclusion into the AOC
conditions.
1.2.2 Nominated post holders listed in paragraph 1.2.1(b)-(g) above shall be required to
attend an interview with CAD in order to assess the suitability for their intended
role(s) within the AOC’s management.
1.2.3 It is a condition of the AOC that the Director-General shall be given adequate
notice of any intended change in appointments, designations, functions or
responsibilities of these key personnel positions. When there is such a change, the
revised management organisation structure and the listing of key personnel should
also be provided to CAD for prior acceptance.
1.2.4 Nominations will be assessed independently. Previous acceptance of a person as a

nominated post holder with one AOC holder does not imply automatic acceptance
of nominated post holder with another AOC holder.
1.2.5 Multiple Nominations
1.2.5.1 Except for arrangement as may be agreed by the Director-General, no person should
be appointed to take up more than one of these key personnel positions and/or for
more than one Hong Kong AOC holder at the same time.
1.2.5.2 The acceptability of a single person holding several posts, possibly in combination
with being the Accountable Executive, should depend upon the nature and scale of
the operation. The two main areas of concern should be competence and an
individual’s capacity to meet his/her responsibilities.
1.2.5.3 As regards competence in different areas of responsibility, there should not be any
difference from the requirements applicable to persons holding only one post.
1.2.5.4 The capacity of an individual to meet his/her responsibilities should primarily be

dependent upon the scale of the operation. However, the complexity of the
organisation or of the operation may prevent, or limit, combinations of posts which
may be acceptable in other circumstances.
1.2.5.5 In most circumstances, the responsibilities of a nominated post holder should rest
with a single individual. However, in the area of ground operations, it may be
acceptable for responsibilities to be split as follows, provided that the lines of
responsibilities for functions associated with the followings are clearly defined:
(a) Ramp Operations

(b) Passenger Services
(c) Baggage Services
(d) Cabin Services
(e) Weight and Balance Control
(f) Ground Support Equipment
(g) Fuel Services
1.2.6 General Requirements
1.2.6.1 Except where otherwise agreed by the Director-General, nominees to key personnel
positions should be expected to possess the experience and meet the specific
provisions that are listed in paragraphs 1.2.7 to 1.2.13 below and, in general, should
have:
(a) at least five years relevant work experience including a minimum of two
years in the aeronautical industry in an appropriate position;
(b) Comprehensive knowledge of regulatory requirements, the operator’s

operational policies and practices;
(c) familiarity with management systems preferably in the area of aviation; and

(d) appropriate management experience.

1.2.6.2 Exceptionally, in particular cases, nomination that does not meet these provisions in
full may still be acceptable to the CAD. In that circumstance, the nominee should
demonstrate comparable experience and also the ability to perform effectively the
functions associated with the position and with the scale of the operation.
1.2.7 Accountable Executive
1.2.7.1 The operator shall appoint and designate a person to function as the Accountable
Executive, who:
(a) has the authority for ensuring that all activities can be financed and carried
out in accordance with the applicable requirements;
(b) when the Accountable Executive is not the Chief Executive Officer, the CAD
should be assured that the Accountable Executive has direct access to the
Chief Executive Officer and has the necessary air operations funding
allocation;
(c) shall be responsible for establishing and maintaining an effective

management system and, on behalf of the Organisation and irrespective of
other functions, is responsible for the implementation and maintenance of the
Safety Management System (SMS) and Quality Management System (QMS);
(d) has the authority to ensure the planning and allocation of resources necessary
to manage safety and security risks to aircraft operations; and
(e) has overall accountability for ensuring operations are conducted in

accordance with conditions and restriction.
1.2.7.2 Other Nominated Persons as prescribed in paragraph 1.2.1 under this Section shall
be nominated by the operator, with the responsibility of ensuring that the operator
remains in compliance with the applicable requirements. Such Nominated Person(s)
shall be ultimately responsible to the Accountable Executive.
1.2.8 Flight Operations
1.2.8.1 The operator shall appoint and designate a nominated person to function as the
responsible officer for the operator’s flight operations matters, who:
(a) has the authority for overseeing flight operations conducted under the AOC;
(b) should hold or have held a valid flight crew licence and the associated
ratings appropriate to the operations conducted under the AOC. In case the
nominated person’s licence and ratings are not current, his/her deputy should
hold a valid and current flight crew licence and the associated ratings.
1.2.9 Crew Training
responsible officer for the operator’s crew training matters, who:

(a) has the authority for overseeing crew training conducted under the AOC;
(b) should hold a current CAD Letter of Authority as an Authroised Examiner

(Type Rating / Instrument Rating Examiner) on an aircraft type operated
under the AOC; and
(c) should have a thorough knowledge of the operator’s crew training concept
for flight, cabin and (when relevant) other crew members under the AOC.
1.2.10 Maintenance Support
responsible officer for the operator’s maintenance support matters including
continuing airworthiness management, who:
(a) has the authority for overseeing maintenance support of the aircraft under the
AOC; and
(b) should possess:
(i) a relevant engineering degree (Aeronautical, Mechanical, Electrical,

Electronic, Avionic or other relevant studies), or experience as aircraft
maintenance technician with additional education qualification
acceptable to the Director-General; and
(ii) thorough familiarity with the organisations Maintenance Management

Exposition, maintenance methods and aircraft type(s) to be operated
under the AOC.
1.2.10.2 Where maintenance is performed by a contractor and not directly by the operator, a
senior person employed by the operator should be nominated to co-ordinate
arrangements and to provide continuous liaison with the contractor on airworthiness
matters.
1.2.11 Ground Operations
1.2.11.1 The operator shall appoint and designate a nominated person to function as
responsible officer for the operator’s ground operations, who should possess
thorough knowledge with ground operations conducted under the AOC.
1.2.12 Safety Management
Safety Manager for the operator’s Safety Management System (SMS), who:
(a) has the authority for overseeing SMS established under the AOC and would
be assigned with the day-to-day management function of the SMS;
(b) has direct access to the Accountable Executive;
(c) should possess:

(i) thorough knowledge with SMS operations; and
(ii) qualifications for a safety manager as required by the ICAO Safety

Management Manual (ICAO Doc 9859) and the CAD 712 document.
1.2.13 Quality Management
Quality Manager (Operations) for the operator’s Quality Management System
(QMS), who:
(a) has the authority for overseeing QMS established under the AOC and would
be assigned with the day-to-day management function of the QMS;
(b) has direct access to the Accountable Executive;
(c) should possess:
(i) thorough knowledge with QMS operations; and
(ii) qualifications for a quality manager as required in Appendix A to this

chapter.
1.2.13.2 It is recommended that a corporate organisation responsible for an air transport

undertaking should always maintain an internal audit procedure to ensure that
operational safety levels are maintained throughout that undertaking.
2. ADEQUACY AND SUPERVISION OF STAFF
2.1 Aircraft Crew
2.1.1 It will be necessary for operators to satisfy the Director-General that they have a
sufficient number of aircraft crews for the operations to be undertaken. The
adequacy of the aircraft crews will not be assessed against a set formula, as there
will clearly be a wide variation in requirements according to particular
circumstances. In certain cases where the volume of work undertaken is small, the
normal requirement concerning the number of aircraft crews employed may be
relaxed. It is important that aircraft crews should generally be employed full-time
under a contract of service.

2.1.2 Any staff movement that may affect the crew strength and lead to disruption in
flight operations must be reported to the Director-General at least 28 days in
advance. An assessment of the crew strength must then be made by the operator in
order to ensure that the corrective actions are implemented on time.
2.1.3 Operators should develop and adopt the performance indicators for operational
robustness of rosters to assess the stability of its rostering system. Performance
indicators for operational robustness of rosters should at least measure how often
rostered duties, including positioning and flight, for a duty period is achieved
within the planned duration.
2.1.4 Flight crews should be aware of their individual responsibilities in relation to the
legality and currency of any Flight Crew Licences and associated ratings and
certificates held. Flying with an applicable element that is out of date in a licence is
illegal and can invalidate insurance cover.
2.1.5 The employment of part-time or ‘freelance’ aircraft crews will be acceptable only
in exceptional circumstances and in consultation with the assigned Inspector.
Irrespective of whether crews are part-time or full-time employees, tests carried out
to establish the competence of an operator’s pilots, under Schedule 11 of the
AN(HK)O, must be conducted either by the operator himself or by another operator
under arrangements set out in detail in the company’s Training Manual. These
arrangements must ensure that the pilot is competent to perform all the duties and
responsibilities laid upon him by the operator.
2.1.6 Flights over certain areas referred to in Schedule 8 of the AN(HK)O require the
carriage of navigational equipment approved by the Director-General; such flights
will not normally be permitted, unless the operator has the Director-General’s
approval for the use of navigational equipment.
2.1.7 Arrangements should be made for the supervision of all grades of aircraft crew by
persons having the experience and qualities necessary to ensure the maintenance of
high professional standards. This will necessitate such appointments as Chief Pilot,
Flight or Fleet Manager and, in the larger organisations, Safety Officer and Chief
Cabin Crew. The duties and responsibilities of these officials should be carefully
defined and their flying commitments suitably restricted in order that they may have
sufficient time for their managerial functions. If there are too many such
appointments, they can create as many problems as they solve; the Director-General
will be concerned only to verify that arrangements for the professional supervision
of aircraft crews are properly related to the size and nature of the operator’s
Organisation.
2.1.8 Operators shall ensure that flight crew members demonstrate the ability to speak
and understand the language used for aeronautical radiotelephony communications
as specified in ICAO Annex 1.
2.1.9 Operators shall put in place procedures to ensure that flight crew members are not
required to perform flying duties if they report themselves or are found to be under
the influence of psychoactive substances that might have a negative impact on their
capacity to carry out any safety-critical functions.

Note – Provisions concerning the use of psychoactive substances are contained in

ICAO Annexes 1 and 2.
2.2 Ground Staff
2.2.1 General
2.2.1.1 The number of ground staff needed will depend primarily upon the nature and the
scale of flight operations; the Director-General will take full account of the
operator’s particular circumstances. Operations and traffic departments, in
particular, should be adequately staffed with trained personnel who have a complete
understanding of the nature of their duties and responsibilities; this is specially
important where the operator sub-contracts his ground handling to a third party.
2.2.2 Ground Staff Training
2.2.2.1 Operators are expected to provide training for ground staff; in particular those
employed in operations and traffic departments. Special training in aviation
security should be undertaken; a dangerous goods training programme following
the current edition of the ICAO Technical Instructions for the Safe Transport
of Dangerous Goods by Air (Doc 9284) should be established. Further training
will be necessary from time to time (e.g. when new types of aircraft are acquired)
and the arrangements in this connection will be taken into account in the
consideration of applications for the variation of Certificates.
3. FACILITIES
3.1 The nature and scale of office services required - clerical staff, typists, duplicating
and printing machinery, etc. - should be related to the numbers of executive and
other staff employed. It is particularly important that office services are sufficient
to ensure that operational instructions and information of all kinds are produced and
circulated to all concerned without delay.
3.2 In cases where the provision of printing facilities for manuals, manual amendments
and other necessary documentation is not warranted by the size of the company, the
operator must show that he has effective alternative arrangements.
4. ACCOMMODATION
4.1 Office space at each operating base must be sufficient to provide a suitable working
environment for the number of operating staff employed. Adequate provision must
be made for the traffic staff, for operational planning, for the storage and display of
essential records, and for flight planning facilities for flight crews. If suitable flight
planning facilities for flight crews are provided by the airport authority, the space
provided by the operator can normally be reduced. However, it is essential that
reasonable accommodation should be made available for crews to use before and
between flights. A secluded area should be available to commanders for briefing
and de-briefing of their crew.

5. OPERATIONS LIBRARY
5.1 The operator should maintain an adequate library of maps, charts, flight guides,
operations manuals and other documents needed for reference and planning
purposes, and for carriage in flight. The library should be kept in an orderly
fashion and responsibility for its maintenance clearly defined.
5.2 Maps, charts, and flight guides held should cover the whole of the region for which
the operator is, or wishes to be, certified.
5.3 Arrangements should be made for the amendment of manuals, documents and flight
guides, and for bringing the amendments to the notice of flight crews and other
operating staff concerned. A record should be kept of the distribution of manuals
and amendments.
6. LEGISLATION AND AERONAUTICAL INFORMATION
6.1 The operator shall make available to all flight crews, and other operating staff who
may be concerned, at their operating aerodrome, pre-flight aeronautical information
essential for the safety, regularity and efficiency of air navigation and shall include
but not be limited to the following :
(a) Hong Kong (or other local) NOTAMs;
(b) Hong Kong (or other local) AIP;
(c) The Air Navigation (Hong Kong) Order 1995 currently in force - amended
to date;
(d) Aeronautical Information Circulars;
(e) Aeronautical Information Regulation and Control (AIRAC).
6.2 Where this information is readily available to crews in an AIS unit, it may not be
necessary for the operator to duplicate the service, but it is nevertheless his
responsibility to ensure that the information is available.
7. AIRCRAFT LIBRARY AND NAVIGATION BAG
7.1 There should be an effective system to ensure that aircraft are provided with an
adequate library of manuals, maps and charts, flight guides and other necessary
documents, supported by an efficient amendment service. Topographical maps are
required for all flights conducted outside controlled airspace or under Visual Flight
Rules (VFR). The scale of these maps should be appropriate to the operation
undertaken. Checklists should be provided for making up the aircraft library and
navigation bag; aircraft drill cards should include an item requiring libraries and
navigation bags to be checked either before departure or, where there is no crew
change, before the first flight of the day.
Chap 3/8 May 2020 (Amdt 53)

7.2 The operator shall not employ electronic navigation data products that have been
processed for application in the air and on the ground unless the Director-General
has approved the operator’s procedures for ensuring that the process applied and
the products delivered have met acceptable standards of integrity and that the
products are compatible with the intended function of the equipment that will use
them. The operator shall continue to monitor both process and products.
Note: Guidance relating to the processes that data suppliers may follow is
contained in RTCA DO-200A/EUROCAE ED-76 and RTCA DO
201A/EUROCAE ED-77.
7.3 The operator shall implement procedures that ensure the timely distribution and
insertion of current and unaltered electronic navigation data to all aircraft that
require it.
8. INSTRUCTIONS TO FLYING STAFF AND CREW NOTICES
8.1 Operations manuals, and other standing instructions must be supplemented by a

systematic procedure for bringing urgent or purely temporary information to the
notice of flying staff. This should be achieved by a numbered series of flying staff
instructions or crew notices issued by or under the direct authority of a senior
operations official. Periodical checklists should be issued to show which of these
instructions are current. Full use should be made of these
instructions to bring significant information concerning Circulars, NOTAMs,
changes in operating minima, etc. to the attention of flight crews. Such notices and
instructions to flying staff should be considered as part of the Operations Manual.
8.2 The operator shall ensure that all crew members, when abroad, are familiar with the
relevant laws, regulations and procedures pertinent to the performance of their
respective duties in the operation of the aircraft.
May 2020 (Amdt 53) Chap 3/9

9. FORMS, DOCUMENTS AND RECORDS
9.1 Forms
9.1.1 An operator will need to provide various forms and records for use by his crews.
Unless the use of such forms is self-explanatory, instructions for their completion
should be included in the operations manual. The content and format of some
documents, forms and records must be agreed by the Inspector. When this is
necessary it will be mentioned in this document. If an operator is uncertain as to
whether the format and content needs to be ‘agreed’ he is advised to contact the
Operations Inspector before the forms are printed. Forms and records may be in
electronic format as agreed with CAD.
9.2 Documents
9.2.1 Operators must ensure that instructions are issued and arrangements made to
preserve the documents and records listed below for the period shown :
Aircrew Proficiency Check Forms - 2 years

Training Records - 2 years
Flight Time, Flight Duty Period, Duty Period,
Rest Period Records - 1 year
Commander’s Discretion Reports - 1 year
Loadsheets - 6 months
Commander’s Flight Briefs - 3 months
Flight Plans/Nav Logs - 3 months
Fuel Howgozit/In Flight Records - 3 months
Note : The periodic inspections referred to in Chapter 2 paragraph 8.1 may occur
at intervals greater than the minimum period (listed above) that operators
are required to preserve records. Operators should preserve records until
such a periodic inspection has taken place, or advise the assigned
Inspector when it is planned to discard them.
9.3 Records
9.3.1 Records must be kept for each member of the flying staff showing the dates on
which tests, ratings, medical certificates, licences, etc., are due for renewal. There
must also be an effective system to guard against flying staff being rostered for duty
when periodic checks are overdue, and for verifying that licences have been
renewed at the appropriate time. Operators are legally obliged to keep records of
all training and tests and to make them available if necessary to other operators.
Records should incorporate certificates indicating the competence of examinees to
perform the duties in respect of which they have been tested. The form of record
and certificates to be maintained must be agreed by the Director-General. The
requirements regarding records to be kept with respect to flight crew duty and flight
hours can be found in CAD 371.

9.4 Records of Emergency and Survival Equipment Carried
9.4.1 Operators shall at all times have available for immediate communication to rescue
co-ordination centres, lists containing information on the emergency and survival
equipment carried on board any of their aeroplanes engaged in international air
navigation. The information shall include, as applicable, the number, colour and type
of life rafts and pyrotechnics, details of emergency medical supplies, water supplies
and the type and frequencies of the emergency portable radio equipment.
10. OPERATIONS QUALITY SYSTEM AND SAFETY MANAGEMENT
10.1 An operator shall establish an Operations Quality System by end of December 2018
and designate a Quality Manager to monitor the compliance with, and the adequacy
of, procedures required to ensure safe operational practices. Compliance
monitoring shall include a feedback system to the Accountable Executive to ensure
corrective action as necessary.
10.2 An operator shall ensure that the Operations Quality System includes a Quality
Assurance Programme that contains procedures designed to verify that all
operations are being conducted in accordance with all applicable requirements,
standards and procedures.
10.3 The Operations Quality System, and the Quality Manager, shall be acceptable to the
CAD.
10.4 An operator shall describe the Operations Quality System in relevant

documentations as outlined in Appendix A to this Chapter.
10.5 The air operator may also combine the Operations Quality System with the Safety
Management System (SMS) as detailed in paragraph 10.6 to 10.13 below.
10.6 An operator shall implement a Safety Management System acceptable to the CAD
that, as a minimum:
(a) identifies safety hazards and manages associated risks;

(b) ensures that remedial action necessary to maintain an acceptable level of
safety is carried out;
(c) provides for continuous monitoring and regular assessment of the safety
level achieved;
(d) aims to make continuous improvement to the overall level of safety; and
(e) submits safety performance indicators with respective alert/target levels to
CAD for acceptance.
Notes: Guidance on Safety Management System is contained in the CAD 712 –

“Safety Management System (SMS) For Air Operators, International Non-
Public Transport Operators, Maintenance Organisations and Flying
Training Organisations – A Guide to Implementation”.
10.7 A Safety Management System shall clearly define lines of safety accountability
throughout the operator’s organisation, including a direct accountability for safety
on the part of senior management.
May 2020 (Amdt 53) Chap 3/11
10.8 An operator of an aeroplane of a maximum certificated take-off mass in excess of

20,000kg shall establish and maintain a Flight Data Analysis Programme as part of
its Safety Management System.
Note: An operator may contract the operation of Flight Data Analysis Programme
to another organisation while retaining overall responsibility for the
maintenance of such a programme.
10.9 A Flight Data Analysis Programme shall be non-punitive and contain adequate
safeguards to protect the source(s) of the data.
Notes: i) Guidance on Flight Data Analysis Programme is contained in CAD 739

(Flight Data Monitoring – A guide to Implementation) and the ICAO
Manual on Flight Data Analysis Programmes (FDAP) (Doc 10000).
ii) Legal guidance for the protection of information from safety data
collection and processing systems is contained in Appendix 3 to ICAO
Annex 19 (Second Edition).
10.10 An operator shall establish a Flight Safety Documents System, for the use and
guidance of operational personnel, as part of its Safety Management System.
Note: Guidance on the development and organisation of a Flight Safety Documents

System is provided in ICAO Annex 6 Part I (Amendment 41), Attachment F.
10.11 In order to decide whether or not to operate into airspace forecast to be, or
aerodromes known to be, contaminated with volcanic ash, the operator should have
in place an identifiable safety risk assessment within its Safety Management System.
Note: Guidance on the risk management of flight operations with known or

forecast volcanic ash contamination is provided in ICAO Doc 9974 – Flight
Safety and Volcanic Ash. Procedures recommended for use by pilots whose
aircraft inadvertently encounter a volcanic ash cloud and for post-flight
reporting can be found in ICAO Doc 9691 – Manual on Volcanic Ash,
Radioactive Material and Toxic Chemical Clouds.
10.12 Operators shall submit a full audit report from either IATA Operational Safety Audit
(IOSA), IATA Standard Safety Assessment (ISSA) or International Standard for
Business Aircraft Operators (IS-BAO), as appropriate, every two years.
Confidentiality will be strictly maintained by CAD. In addition, CAD will refrain
from carrying out enforcement actions solely based on the contents of the audit
report, except in cases involving dereliction of duty amounting to gross negligence or
recklessness. Operators with practical difficulty in complying with this provision
shall propose an alternative means of compliance for CAD’s consideration.
10.13 Safety Management System shall contain an Emergency Response Plan (ERP).
Operators shall also include a Family Assistance Plan (FAP) in its ERP, for the
aircraft accident victims and their families.
Note: Further details and guidance can be found in CAD 712 (Safety Management
Systems – A guide to Implementation), ICAO Doc 9859 (Safety Management
Chap 3/12 May 2020 (Amdt 53)
Manual), ICAO Doc 9973 (Manual on Assistance to Aircraft Accident

Victims and their families) and ICAO Doc 9998 (ICAO Policy on Assistance
to Aircraft Accident Victims and their Families).
11. OCCURRENCE REPORTS
11.1 Responsibility for coordinating action on occurrence reports, mandatory or

otherwise, and for initiating any necessary investigations should be assigned to a
suitably qualified senior official with clearly defined authority and status.
11.2 Where appropriate, the circumstances of an incident should be made generally

known within the operator’s organisation and particular care should be taken to
ensure that originators of occurrence reports are informed of the outcome of any
subsequent investigations.
11.3 A special occurrence report form should be provided by the company. A format
suitable for use by flight crew, airline engineering departments and maintenance
organisations can be found at Part 2 Chapter 4 Appendix A.
12. NAVIGATION
12.1 Operators will be expected to supply, for the use of flight crews, navigation flight
plan forms or prepared flight plan/logs to be used on all flights, except those sectors
flown both regularly and of less than 45 minutes duration in Visual Meteorological
Conditions (VMC) within a radius of 50 nm of the aerodrome and helicopter flights
on-shore in VMC. The following entries in particular should be provided for:
- names of flight crew;

- flight number or other designation, date, aircraft type and registration;
- names of reporting and turning points together with codings and frequencies
of radio aids; latitude and longitude should be included, if use is to be made
of navigation systems;
- tracks and distances between reporting and turning points; tracks should be
magnetic, unless true or grid are more appropriate to the nature of the flight,
and designated magnetic, true or grid as required;
- route winds where appropriate;
- flight times between reporting and turning points;
- ETA, revised ETA and ATA at each reporting and turning point;
- minimum safe altitude for each stage of the flight;
- cleared cruising altitudes or flight levels;
- a brief and simple statement of the fuel requirement and the manner in which
it was computed eg sector fuel, alternate fuel, contingency fuel and holding
fuel, all shown separately;
- altimeter settings at point of departure and destination;
May 2020 (Amdt 53) Chap 3/13

- airfield information used in performance calculations;

- information from meteorological broadcasts;
- if not maintained separately, a fuel log in which to record the in-flight fuel
checks specified in Chapter 4 paragraph 8;
- space for noting ATC clearances;
- taxy, airborne, landing and engine-off times.
12.2 Operators should ensure that the forms are properly completed for each flight.
12.3 Operators should ensure that detailed instructions are specified on procedures to be
adopted in setting up navigation systems. Such information should include:
- initialisation procedures;
- comparison of standard routes against flight plans;
- insertion of random routes;
- cross-checking of random route waypoints, tracks and distances;
- accuracy checks prior to entering areas where on-board navigation equipment

cannot be monitored by external sources;
- gross navigation error checks;
- checks to be carried out after re-programming in flight;
- procedures to be followed in the event of navigation system failures.
13. COMMANDERS FLIGHT BRIEF
13.1 For flights on routes not normally flown, commanders should be provided with a
detailed brief. The brief should include guidance on the schedule to be maintained
and on all operational aspects of the voyage not fully covered in the operations
manual, such as details of the routes to be flown, aircraft performance data, specific
aerodrome operating minima for all aerodromes likely to be used, including
alternates, and details of the navigation and terrain clearance procedures to be used.
14. DOCUMENTS TO BE CARRIED IN THE AIRCRAFT
14.1 Every aircraft under the management of operators shall carry the documents
referred to in Schedule 12 of the AN(HK)O.
14.2 In addition, Operators shall also ensure that the following documents are carried in
the aircraft:
(a) a certified true copy of the operator’s AOC (or its equivalent document)
which includes the Operations Specifications.
(b) if the aircraft carries passengers a list of passengers’ names and places of
embarkation and destination;
Chap 3/14 May 2020 (Amdt 53)

(c) if the aircraft carries cargo a manifest and detailed declarations of the cargo.
(d) the journey log book or equivalent record(s) which should contain the
following and is kept for a period of 6 months after the date of the record:
(i) aircraft nationality and registration;
(ii) date;
(iii) names of crew members;
(iv) duty assignments;
(v) place of departure;
(vi) place of arrival;
(vii) time of departure;
(viii) time of arrival;
(ix) hours of flight;
(x) nature of flight;
(xi) incidents and observations (if any); and
(xii) signature of person in charge.
14.3 If the aircraft involves a lease arrangement a certified true copy of the approval of
the lease agreement, shall be carried on board the aircraft.
14.4 If there is a transfer of functions and duties under an Article 83 bis Agreement, the
Agreement itself and the agreement summary shall be transmitted to ICAO for
registration. A certified true copy of the agreement summary, either in electronic or
hard copy format, shall also be carried on board the aircraft. The agreement
summary shall be made available to civil aviation safety inspector upon
surveillance activities such as ramp checks. A sample agreement summary is at
ICAO Annex 6 Part I Appendix 10.
15. RETENTION OF DOCUMENTS
15.1 Operators should conduct audits of returned flight documentation to provide an

insight into the standard of operation being demonstrated by their crews. To
facilitate these audits the following additional documents, if appropriate, which
Inspectors will wish to examine as part of their routine inspection programmes,
should be retained for a minimum of three months after the flight to which they
pertain:
- take-off/landing data card - the ‘bug card’;

- navigation flight plan forms/PLOGs;

- fuel log;
- record of performance calculations;
- flight progress chart, where appropriate;
- commander’s copy of the loadsheet.
15.2 In addition for EDTO flights,
- dispatch and en route weather; relevant NOTAMS.

CHAPTER 3 APPENDIX A – OPERATIONS QUALITY SYSTEM
In order to demonstrate compliance with Chapter 3, Section 10, an air operator should
establish its Operations Quality System in accordance with the instruction and information
contained in the following paragraphs.
1 GENERAL
1.1 Terminology
The terms used in the context of the requirement for an Operations Quality System
have the following meaning:
(a) Accountable Executive The person acceptable to the CAD who is nominated by
the operator as the Accountable Executive for the AOC.
(b) Quality Assurance Quality assurance, as distinguished from quality control,

involves activities in the business, systems, and technical audit areas. It is a set
of predetermined, systemic actions which are required to provide adequate
confidence that a product or service satisfies quality requirements.
1.2 Quality Policy
1.2.1 An operator should establish a formal, written Quality Policy statement that is a
commitment by the Accountable Executive as to what the Operations Quality System
is intended to achieve. The Quality Policy should reflect the achievement and
continued compliance with the regulations and requirements together with any
additional standards specified by the operator.
1.2.2 The Accountable Executive will have overall responsibility for the Operations
Quality System, including the frequency, format and structure of the internal
management evaluation activities as prescribed in paragraph 3.9 below.
1.3 Purpose of the Operations Quality System
1.3.1 The Operations Quality System should enable the operator to monitor compliance
with the regulations and requirements, the operator’s Manual system, and any other
standards specified by the operator, or the CAD, to ensure safe operations.
1.4 Quality Manager (Operations)
1.4.1 The function of the Quality Manager (Operations) to monitor compliance with, and
the adequacy of, procedures required to ensure safe operational practices as required
by the regulations and requirements may be carried out by more than one person by
means of different, but complementary, Quality Assurance Programmes.
1.4.2 The primary role of the Quality Manager (Operations) is to verify, by monitoring
activity in the fields of flight operations, crew training and ground operations, that
the standards required by the CAD, and any additional requirements defined by the
operator, are being carried out under the supervision of the relevant required
management personnel.
May 2020 (Amdt 53) Chap 3/17

1.4.3 The Quality Manager should be responsible for ensuring that the Quality Assurance
Programme is properly established, implemented and maintained.
1.4.4 The Quality Manager should:
(a) report to the Accountable Executive;
(b) NOT be responsible for other key positions as listed on the AOC; and
(c) have access to all parts of the operator’s organisation, and as necessary, any sub
contractor’s organisation.
1.4.5 In the case of small operators, the posts of the Accountable Executive and Quality
Manager may be combined.
2 OPERATIONS QUALITY SYSTEM
2.1 Introduction
2.1.1 The operator’s Operations Quality System should ensure compliance with and
adequacy of operational activities requirements, standards, and operational
procedures.
2.1.2 The operator should specify the basic structure of the Operations Quality System
applicable to its operation.
2.1.3 The Operations Quality System should be structured according to the size and
complexity of the operation to be monitored.
2.2 Scope
2.2.1 As a minimum, the Operations Quality System should address the following:
(a) the provisions of the regulations and requirements;
(b) the operator’s additional standards and operating practices;
(c) the operator’s Quality Policy;
(d) the operator’s organisational structure;
(e) responsibility for the development, establishment and management of the

Operations Quality System;
(f) documentation, including Manuals, reports and records;
(g) quality procedures;
(h) Quality Assurance Programme;
Chap 3/18 May 2020 (Amdt 53)

(i) the required financial, material and human resources;
(j) training requirements; and
(k) Safety Management System programme.
2.2.2 The Operations Quality System should include a feedback system to the Accountable
Executive to ensure that corrective actions are both identified and promptly
addressed. The feedback system should also specify who is required to rectify
discrepancies and non-compliance in each particular case, and the procedure to be
followed if corrective action is not completed within an appropriate timescale.
2.3 Relevant Documentation
2.3.1 Relevant documentation includes the relevant part of the operator’s Manual system.
2.3.2 In addition, relevant document should include the following:
(a) Quality Policy;
(b) terminology;
(c) specified operational standards;
(d) a description of the organisation;
(e) the allocation of duties and responsibilities;
(f) operational procedures to ensure regulatory compliance;
(g) the Quality Assurance Programme, reflecting:
(1) schedule of the monitoring process;
(2) audit procedures;
(3) reporting procedures;
(4) follow-up and corrective action procedures;
(5) recording system;
(6) the training syllabus; and
(7) document control.
3 QUALITY ASSURANCE PROGRAMME
May 2020 (Amdt 53) Chap 3/19

3.1 Introduction
3.1.1 The Quality Assurance Programme should include all planned and systematic actions
necessary to provide confidence that all operations are conducted in accordance with
all applicable requirements, standards and operational procedures.
3.1.2 When establishing a Quality Assurance Programme, consideration should be given to

at least the following:
(a) quality inspection;
(b) audit;
(c) auditors;
(d) auditor’s independence;
(e) audit scope;
(f) audit scheduling;
(g) monitoring and corrective action; and
(h) management evaluation.
3.2 Quality Inspection
3.2.1 The primary purpose of a quality inspection is to observe a particular

event/action/document, etc. in order to verify whether established operational
procedures and requirements are followed during the accomplishment of that event
and whether the required standard is achieved.
3.2.2 Typical subject areas for quality inspections are:
(a) actual flight operations;
(b) ground deicing/anti-icing;
(c) flight support services;
(d) load control;
(e) ground handling;
(f) technical standards; and
(g) training standards.
3.3 Audit
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3.3.1 An audit is a systematic and independent comparison of the way in which an

operation is being conducted against the way in which the published operational
procedures say it should be conducted.
3.3.2 Audits should include at least the following quality procedures and processes:
(a) a statement explaining the scope of the audit;
(b) planning and preparation;
(c) gathering and recording evidence; and
(d) analysis of the evidence.
3.3.3 Techniques that contribute to an effective audit are:
(a) interviews or discussions with personnel;
(b) a review of published documents;
(c) the examination of an adequate sample of records;
(d) the witnessing of the activities that make up the operation; and
(e) the preservation of documents and the recording of observations.
3.4 Auditors
3.4.1 An operator should decide, depending upon the complexity of the operations,
whether to make use of a dedicated audit team or a single auditor. In any event, the
auditor or audit team should have relevant operational experience.
3.4.2 The responsibilities of the auditors should be clearly defined in the relevant
documentation.
3.5 Auditor’s Independence
3.5.1 Auditors should not have any day-to-day involvement in the area of the operation
activity that is to be audited. An operator may, in addition to using the services of
full-time dedicated personnel belonging to a separate Quality Department, undertake
the monitoring of specific areas or activities by the use of part-time auditors. An
operator whose structure and size does not justify the establishment of full-time
auditors, may undertake the audit function by the use of part-time personnel from
within its own organisation or from an external source under the terms of an
agreement acceptable to the CAD. In all cases the operator should develop suitable
procedures to ensure that persons directly responsible for the activities to be audited
are not selected as part of the auditing team. Where external auditors are used, it is
essential that any external specialist is familiar with the type of operation and/or
maintenance conducted by the operator.
3.5.2 The operator’s Quality Assurance Programme should identify the persons within the
organisation who have the experience, responsibility and authority to:
May 2020 (Amdt 53) Chap 3/21
(a) perform quality inspections and audits as part of ongoing quality assurance;
(b) identify and record any concerns or findings, and the evidence necessary to
substantiate such concerns or findings;
(c) initiate or recommend solutions to concerns or findings through designated

reporting channels;
(d) verify the implementation of solutions within specific timescales; and
(e) report directly to the Quality Manager.
3.6 Audit Scope
3.6.1 Operators are required to monitor compliance with the operational procedures they
have designed to ensure safe operations and the serviceability of both operational and
safety equipment. In doing so they should as a minimum, and where appropriate,
monitor:
(a) organisation;
(b) plans and company objectives;
(c) operational procedures;
(d) flight safety;
(e) operator certification (AOC / Operations specifications);
(f) supervision;
(g) aircraft performance;
(h) All Weather Operations;
(i) communications and navigational equipment and practices;
(j) mass, balance and aircraft loading;
(k) instruments and safety equipment;
(l) Manuals, logs, and records;
(m) flight and duty time limitations, rest requirements, and scheduling;
(n) aircraft maintenance/operations interface;
(o) use of the Minimum Equipment List;
(p) flight crew;
Chap 3/22 May 2020 (Amdt 53)

(q) cabin crew;
(r) dangerous goods;
(s) security;
(t) training; and
(u) ground handling.
3.7 Audit Scheduling
3.7.1 A Quality Assurance Programme should include a defined audit schedule and a
periodic review cycle area by area. The schedule should be flexible, and allow
unscheduled audits when trends are identified. Follow-up audits should be scheduled
when necessary to verify that corrective action was carried out and that it was
effective.
3.7.2 An operator should establish a schedule of audits to be completed during a specified

calendar period. All aspects of the operation should be reviewed within every 12
month period in accordance with the programme unless an extension to the audit
period is accepted as explained below. An operator may increase the frequency of
audits at its discretion but should not decrease the frequency without the agreement
of the CAD. Audit frequency should not be decreased beyond a 24 month period
interval.
3.7.3 When an operator defines the audit schedule, significant changes to the management,
organisation, operation, or technologies should be considered as well as changes to
the regulatory requirements.
3.8 Monitoring and Corrective Action
3.8.1 The aim of monitoring within the Operations Quality System is primarily to
investigate and judge its effectiveness and thereby to ensure that defined policy,
operational, and maintenance standards are continuously complied with. Monitoring
activity is based upon quality inspections, audits, corrective action and follow-up.
The operator should establish and publish a quality procedure to monitor regulatory
compliance on a continuing basis. This monitoring activity should be aimed at
eliminating the causes of unsatisfactory performance.
3.8.2 Any non-compliance identified as a result of monitoring should be communicated to

the manager responsible for taking corrective action or, if appropriate, the
Accountable Executive. Such non-compliance should be recorded, for the purpose of
further investigation, in order to determine the cause and to enable the
recommendation of appropriate corrective action.
3.8.3 The Quality Assurance Programme should include procedures to ensure that
corrective actions are taken in response to findings. These quality procedures should
monitor such actions to verify their effectiveness and that they have been completed.
Organisational responsibility and accountability for the implementation of corrective
action resides with the department cited in the report identifying the finding. The
Accountable Executive will have the ultimate responsibility for resourcing the
May 2020 (Amdt 53) Chap 3/23
corrective active action and ensuring, through the Quality Manager, that the
corrective action has re-established compliance with the standard required by the
CAD, and any additional requirements defined by the operator.
3.8.4 Corrective action
Subsequent to the quality inspection/audit, the operator should establish:

(a) the seriousness of any findings and any need for immediate corrective action;
(b) the origin of the finding;
(c) what corrective actions are required to ensure that the non-compliance does not
recur;
(d) a schedule for corrective action;
(e) the identification of individuals or departments responsible for implementing

corrective action; and
(f) allocation of resources by the Accountable Executive, where appropriate.
3.8.5 The Quality Manager should:

(a) verify that corrective action is taken by the manager responsible in response to
any finding of non-compliance;
(b) verify the corrective action includes the elements outlined in paragraph 3.8.4
above;
(c) monitor the implementation and completion of corrective action;
(d) provide management with an independent assessment of corrective action,

implementation and completion; and
(e) evaluate the effectiveness of corrective action through follow-up process.
3.9 Management Evaluation
3.9.1 A management evaluation is a comprehensive, systematic, documented review by the

management of the Operations Quality System, operational policies and procedures,
and should consider:
(a) the results of quality inspections, audits and any other indicators; and
(b) the overall effectiveness of the management organisation in achieving stated

objectives.
3.9.2 A management should identify and correct trends, and prevent, where possible,
future non-conformities. Conclusions and recommendations made as a result of an
evaluation should be submitted in writing to the responsible manager for action. The
Chap 3/24 May 2020 (Amdt 53)

responsible manager should be an individual who has the authority to resolve issues
and take action.
3.9.3 The Accountable Executive should decide upon the frequency, format and structure
of internal management evaluation activities.
3.10 Recording
3.10.1 Accurate, complete and readily accessible records documenting the results of the
Quality Assurance Programme should be maintained by the operator. Records are
essential data to enable an operator to analyse and determine the root causes of non
conformity, so that areas of non-compliance can be identified and addressed.
3.10.2 The following records should be retained for a period of 5 years:

(a) Audit schedules;
(b) Quality inspection and audit reports;
(c) Responses to findings;
(d) Corrective action reports;
(e) Follow-up and closure reports; and
(f) Management evaluation reports.
4 QUALITY ASSURANCE RESPONSIBILITY FOR SUB-CONTRACTORS
4.1 Sub-contractors
4.1.1 Operators may decide to sub-contract out certain activities to external agencies for
the provision of services related to areas such as:
(a) ground deicing/anti-icing;
(b) maintenance;
(c) ground handling;
(d) flight support (including performance calculations, flight planning, navigation

database and dispatch);
(e) training; and
(f) Manual preparation.
4.1.2 The ultimate responsibility for the product or service provided by the sub-contractor
always remains with the operator. A written agreement should exist between the
operator and the sub-contractor clearly defining the safety related services and
quality to be provided. The agreement should include the operator’s SMS
requirements so that the sub-contractor understands the air operator’s expectation
from an operational safety perspective. The sub-contractor’s safety related activities
relevant to the agreement should be included in the operator’s Quality Assurance

Programme. Operators should perform audits on their Ground Handling Service
Providers (GHSPs) on both Landside and Airside on an annual basis; Operator and
GHSP need to work closely together to ensure an integrated approach to operational
safety. Operators with practical difficulty in complying with this provision should
propose an alternate means of compliance for CAD’s consideration.
Note: Further details and guidance can be found in ICAO Doc 10121, Manual on
Ground Handling.
4.1.3 The operator should ensure that the sub-contractor has the necessary
authorisation/approval when required and commands the resources and competence
to undertake the task.
5 OPERATIONS QUALITY SYSTEM TRAINING
5.1 General
5.1.1 An operator should establish effective, well planned and resourced quality related
briefing for all technical and operational personnel.
5.1.2 Those responsible for managing the Operations Quality System should receive
training covering:
(a) an introduction to the concept of the Operations Quality System;
(b) quality management;
(c) the concept of quality assurance;
(d) Quality Manuals;
(e) audit techniques;
(f) reporting and recording; and
(g) the way in which the Operations Quality System will function in the company.
5.1.3 Time should be provided to train every individual involved in quality management
and for briefing the remainder of the employees. The allocation of time and
resources should be governed by the size and complexity of the operation concerned.
5.2 Sources of Training
5.2.1 Quality management courses are available from the various organisations and
International Standards Institutions, and an operator should consider whether to offer
such courses to those likely to be involved in the management of Operations Quality
System. Operators with sufficient appropriately qualified staff should consider
whether to carry out in-house training.

6 ORGANISATIONS WITH 20 OR LESS FULL-TIME EMPLOYEES
6.1 Introduction
6.1.1 The requirements to establish and document an Operations Quality System and to
employ a Quality Manager apply to all operators. References to large and small
operators elsewhere in the regulations and requirements are governed by aircraft
capacity and by mass. Such terminology is not relevant when considering the scale
of an operation and the Operations Quality System required. In the context of
Operations Quality Systems therefore, operators should be categorised according to
the number of full-time staff employees.
6.2 Scale of Operation
6.2.1 Operators who employ 20 or less full-time employees are regarded as “small”
operators as far as Operations Quality System is concerned. Full-time in this context
means employed for not less than 35 hours per week excluding vacation periods.
6.2.2 Complex Operations Quality System could be inappropriate for small operators and
the clerical effort required to draw up Manuals and quality procedures for a complex
system may stretch their resources. It is therefore accepted that such operators
should tailor their Operations Quality System to suit the size and complexity of their
operation and allocate resources accordingly.
6.3 Operations Quality System for Small Operators
6.3.1 For small operators it may be appropriate to develop a Quality Assurance Programme
that employs a checklist. The checklist should have a supporting schedule that
require completion of all checklist items within a specified timescale, together with a
statement acknowledging completion of a periodic review by top management. An
occasional independent overview of the checklist content and achievement of the
quality assurance should be undertaken.
6.3.2 The small operator may decide to use internal or external auditors or a combination
of the two. In these circumstances it would be acceptable for external specialists
and/or qualified organisations to perform the quality audits on behalf of the Quality
Manager.
6.3.3 If the independent quality audit function is being conducted by external auditors, the
audit schedule should be shown in the relevant documentation.
6.3.4 Whatever arrangements are made, the operator retains the ultimate responsibility for
the Operations Quality System and especially the completion and follow-up of
corrective actions.


CHAPTER 4 - OPERATIONS MANUAL
1 PURPOSE AND SCOPE OF MANUAL
1.1 The Air Navigation (Hong Kong) Order (AN(HK)O) requires the operator of every
public transport aircraft registered in Hong Kong, with certain minor exceptions, to:
(a) make available an operations manual to each member of his operating staff;
(b) ensure that on each flight every member of the crew has access to a copy of
every part of the operations manual which is relevant to his duties on the flight;
(c) ensure that each copy of the operations manual is kept up to date;
(d) provide the Director-General of Civil Aviation with a copy of the operations
manual and any amendments or additions to it; and
(e) make such amendments or additions to the manual that the Director-General of
Civil Aviation may require for the purpose of ensuring the safety of the aircraft
or of persons or property carried in it, or the safety, efficiency or regularity of
air navigation.
1.2 The operations manual shall contain “all such information and instructions as may be
necessary to enable the operating staff to perform their duties”. The AN(HK)O
defines operating staff as “the servants and agents employed by the operator, whether
or not as members of the crew of the aircraft, to ensure that the flights of the aircraft
are conducted in a safe manner and includes an operator who himself performs these
functions”. The operations manual shall contain “a statement that the manuals
comply with AN(HK)O and the AOC conditions and the corresponding operations
specifications” and that the manuals are required to be complied with by all
personnel.
1.3 The form and scope of manuals will vary considerably with the nature and complexity
of the operator’s organisation and types of aircraft in use. An operations manual shall
be organized with the following structure, as provided in ICAO Annex 6 Part I
Appendix 2:
(a) General;
(b) Aircraft operating information;
(c) Areas, routes and aerodromes; and
(d) Training
A “manual” may comprise a number of separate volumes and may well include
individual forms, such as prepared navigation flight plans supplied by the operator to
his crew. Instructions and information to particular groups of operating staff – e.g.
traffic manuals, cabin crew manuals, crew rostering instructions and information on
weight and balance supplied to handling agents - can all be regarded as part of the
operations manual. Applicants will be required to lodge copies of their manuals and
associated documents with the Civil Aviation Department (CAD) together with
copies of all amendments and temporary instructions.

1.4 A list of particular matters to be covered in the operations manual is prescribed in the
AN(HK)O. The purpose of this chapter is to give some indication of the manner in
which the requirements relating to the operation of aircraft should be met. The Flight
Manual forms part of the aircraft’s Certificate of Airworthiness (C of A) and is
therefore one of the documents which must be carried on the aircraft. Exceptionally
Flight Manual information may be incorporated into the operations manual, and
provided written permission is obtained from the CAD, the Flight Manual need not be
carried. In either case, the operator is responsible for ensuring that all such
information is kept up-to-date on a regular basis. It is not sufficient for operators to
rely solely upon the C of A renewal process to highlight deviations from the Flight
Manual.
1.5 The operations manual will be regarded by the CAD as a primary indication of the
standards likely to be achieved by an operator. The operation of commercial aircraft
is a highly complex matter requiring clearly defined standards and procedures. The
form and scope of a manual will vary with the size of the undertaking but the basic
principles remain the same.
1.6 Great importance will also be attached to the suitability of manuals for regular use by
the operating staff and, in particular, by crews in flight. For all but the simplest of
operations, the division of the manual into a number of separate volumes or parts will
be essential. Manuals may be divided in such a way that essential information is
immediately available on the flight deck; extracts or “digests” of information and
instructions may sometimes be necessary to supplement drill cards and checklists.
The design of the manuals shall observe Human Factors principles.
1.7 Each copy of a manual should normally bear a serial number and a list of holders
should be maintained by the person responsible for issuing amendments. Where this
system is not used, an operator should have satisfactory alternative arrangements for
controlling the issue and amendment of manuals. A list of Volumes should be
implemented in the administration and organization section of the manuals. Each
volume of a manual should be numbered and bear a title and list of contents, giving
a clear indication of its scope. The title of the person or department responsible for
the issue of the manual should also be indicated. At the front of each volume there
should be a list of effective pages and an amendment page to indicate amendment
number, date of incorporation, signature or initials of the person amending. Amended
pages should be dated. The numbering of pages, sections, paragraphs etc. should be
orderly and systematic to facilitate immediate identification of any part of the subject
matter. The standard of printing, duplication, binding, section dividers, indexing of
sections, etc. should be sufficient to enable the document to be read without difficulty
and to ensure that it remains intact and legible during normal use.
1.8 The amendment of a manual in manuscript will not be acceptable. Changes or

additions, however slight, must be incorporated by the issue of a fresh or additional
page on which the amendment material is clearly indicated. Amendments to
operations manuals must not conflict with instructions in the aircraft Flight Manual.
Managers should be appointed for responsibilities of manual contents, amendment
and distributions.

1.9 It is most important for operators to appreciate that it is their responsibility under the
relevant statutory provisions to provide adequate instructions and accurate
information to their operating staff. Inspectors will check manuals lodged with the
CAD and will suggest amendments, where they appear to be necessary. The primary
purpose of these checks will be to verify the adequacy of the operator’s systems and
procedures for keeping instructions and information under review and for issuing
timely amendments, as necessary. There can be no question of the CAD or its
Inspectors assuming responsibility for the detailed information provided in manuals.
This responsibility rests with the operator who should designate a suitably qualified
person to see that it is properly discharged.
NOTE: For the purposes of the remainder of this Chapter it is assumed that
readers are aware of the provisions of the AN(HK)O and associated
regulations currently in force in respect of operations manuals and
their contents.
1.10 Operations manuals and other standing instructions must be supplemented by a

systematic procedure for bringing urgent or purely temporary information to the
notice of operating staff and agents. This can be achieved by a numbered series of
instructions or notices issued by or under the direct authority of a senior operations
official. When the issue of a temporary instruction entails amendment of a standing
instruction, the amendment must be made without undue delay and periodical
checklists issued to show which of the temporary instructions are current. These
instructions bring significant Aeronautical Information Circulars (AICs), NOTAMs,
changes in Aerodrome Operating Minima (AOM) and NTAOCHs, for example, to
the attention of crews, operating staff and the operator’s agents.
2 CREW TO BE CARRIED
2.1 Generally only the minimum flight crew required by Article 18(3) of the AN(HK)O
for public transport flights, need be specified for each type of aircraft. The minimum
flight/cabin crew for public transport will not necessarily be the same as the minimum
flight/cabin crew specified in the aircraft’s Certificate of Airworthiness (Flight
Manual). In some cases the operator will need to consider whether a particular
circumstance of the operation, for example long range flights, calls for the carriage of
additional crew. It is a statutory requirement that an aircraft shall have a flight crew
“adequate in number and description” to ensure the safety of the flight.
2.2 Autopilot approved for the purposes of Article 18(3). This means an autopilot that is
specified in the Flight Manual as approved for use with that aeroplane and capable of
providing, as a minimum, both altitude and heading holds.
2.3 The claimed experience of potential employees must be substantiated. Log book
entries must be checked to see if they are realistic and further checks made with flying
clubs, previous employers and, if necessary, the Personnel Licensing Office where
any doubt arises.

3 RESPONSIBILITIES OF AIRCRAFT CREW AND OTHER OPERATING

STAFF
3.1 The operators shall establish an organization and management system for the
operational control of all flights and maintain a method of control and supervision of
flight operations.
3.1.1 The operator shall establish in its operations manual responsibilities for operational
control and developed related policies, processes, standards and procedures.
3.1.2 In this context the term “operating staff”, as distinct from the crew, means staff
having specific duties, in relation to particular flights, which fall within the general
pre-flight and in-flight responsibility of the aircraft commander. The manual should
therefore define, where appropriate, the duties and responsibilities of people
employed as:
(a) flight dispatchers/flight watch officers;

(b) flight planning assistants who prepare navigation flight plans and flight briefs,
compute fuel requirements, Regulated Take-Off Weights (RTOWs) and
aerodrome operating minima;
(c) rostering and scheduling staff; and
(d) traffic officers or “loadmasters” responsible for calculating maximum payload

and/or fuel uplifts or for supervising the loading of aircraft and completing
load/trim sheets.
3.1.3 The operator shall develop policies and procedures for third parties that perform work
on its behalf. Specifically, operators should clearly define in the operations manual
the duties of operating staff responsible for ground handling functions including ramp
operations, passenger services, baggage services, cabin services, weight and balance
control, ground support equipment and fuel services. If any of the above-mentioned
services are contracted out to a third party organization, this organization has to be
audited by the concerned operator to confirm that the third-party organization is up to
the required standards.
3.1.4 Each individual Ground Handling Service Provider (GHSP) should establish and
maintain Standard Operating Procedures (SOP) for all activities it undertakes,
including the use of facilities and equipment that enable service personnel to support
the arrival and departure of aircraft. All SOPs should be included within the GHSP’s
operations manual and be complementary to the operators’ manuals.
3.1.5 If any of the above-mentioned ground handling services are contracted out to a third
party organization, this organization has to be audited by the concerned operator to
confirm that the third-party organization is up to the required standards.
3.1.6 Operator should establish a schedule of audits to be completed during a specified

calendar period. All aspects of the operation should be reviewed within every 12 month
period in accordance with the programme unless an extension to the audit period is
accepted. Operator may increase the frequency of audits at its discretion but should not
decrease the frequency without the agreement of the CAD. Audit frequency should not
be decreased beyond a 24 month period interval.

3.1.7 It is important in this connection that operating staff should be made fully aware of
the over-riding responsibility and the ultimate authority of the aircraft commander.
Manuals must state that in order to secure the safety of a particular flight the
commander is authorised to apply greater safety margins e.g. aerodrome operating
minima, fuel reserves and terrain clearance standards than those specified by the
operator for normal operations.
3.2 In defining the duties of members of the crew, the operator should include
instructions on:
(a) pre-departure briefings of flight crew and cabin crews;
(b) carriage of current documents (or copies thereof) as listed in Part 2 Chapter 4.
Paragraph 25, and, for international air navigation, valid crew licences.
Operators must ensure that crew are aware of the location of the AOC copy and
the associated Schedule of Approvals and Permissions;
(c) the pilot-in-command’s responsibility for the safety of all crew members,
passengers and cargo on board when the doors are closed. The
pilot-in-command shall also be responsible for 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) used as primary propulsion units are shut down;
(d) the briefing of passengers on emergency exits, procedures and equipment
(including safety belts, harnesses and, where appropriate, life-jackets,
automatic drop-out oxygen equipment and floor path lighting systems),
restrictions on smoking and on the use of electronic equipment;
(e) the responsibility, in the absence of competent ground engineering staff, for
supervising refueling and ensuring that filler caps, refueling valves, freight
hold doors and other aircraft panels are secure;
(f) the responsibility for ensuring the correct completion of the technical log,
before and after flight, where the flight crew are required to carry out day to
day servicing of the aircraft, any pre-flight maintenance checks, ground de
-icing or other special pre-flight servicing;
(g) the responsibility, in the absence of competent traffic staff, for supervising the
loading of the aircraft;
(h) the duties of special personnel, e.g. animal attendants;
(i) the responsibility for taking precautions for the safety of passengers, when they
are permitted to embark, disembark or to remain on board during fuelling
operations;
(j) the responsibility, when an Auxiliary Power Unit (APU) is ground running and
passengers are on board the aircraft or are in the process of embarking or
disembarking, for ensuring that there are satisfactory arrangements for cabin
crews to be warned immediately of any APU or other emergency condition
which might require the rapid evacuation of passengers from the aircraft;

(k) limitations on the extent to which pilots, and cabin crews may be allowed to
operate on more than one aircraft type or variant (see also Chapter 4 paragraph
5.3.21 and Chapter 5 paragraph 8);
(l) all flight crew members required to be on flight deck duty shall remain at their
stations en route except when their absence is necessary for the performance of
duties in connection with the operation of the aeroplane or for physiological
needs;
(m) except where the flight crew is limited to one or two pilots, brief instructions
should be included as to the order and circumstances in which command is to
be assumed by members of the flight crew;
(n) guidelines for refuelling and loading by flight crews must be established; and
(o) guidelines for evaluating and handling passengers with suspected

communicable diseases by crews based on the presence of a fever (temperature
38 ºC/100 ºF or greater) with certain signs or symptoms (e.g. appearing
obviously unwell; persistent coughing; impaired breathing; persistent diarrhea;
persistent vomiting; skin rash; bruising or bleeding without previous injury; or
confusion of recent onset) must be established. The procedures should include
the transmission, as required, of a General Declaration form to the State
authorities and reporting promptly of the suspected cases to Air Traffic Control
with the following information:
(i) aircraft identification;

(ii) departure aerodrome;
(iii) destination aerodrome;
(iv) estimated time of arrival;
(v) number of persons on board;
(vi) number of suspected case(s) on board; and
(vii) nature of the public health risk, if known.
3.3 Crew members must not be under the influence of alcohol, drugs or medication
during flying duty periods. Operators are to issue instructions to crews as to their
personal responsibilities. They should include clear guidance on abstention from
alcoholic drinks for a suitable period prior to duty. The minimum acceptable period
will be eight hours but may need to be longer depending upon the amount of alcohol
consumed. Aircraft crews should also be advised of the precautions to be taken if
they are taking medication.
3.4 Special consideration must be given to instructions on the allocation of duties
between members of the flight crew at pre-flight and throughout all stages of flight.
Operators are required to specify such procedures in detail in the form of Standard
Operating Procedures (SOP), with particular reference to the division of duties during
take-off and in the execution of an instrument approach procedure and missed
approach procedure.
3.5 The procedure for an instrument approach in IMC should relieve the commander of
as much work-load as possible, and through a proper division of duties and
monitoring functions, provide adequate safeguards against errors or omissions. The
difficulty of transition from instruments in poor visibility should be taken fully into
account, together with the need for a clear and systematic procedure for initiating a
missed approach if there is any doubt about the advisability of continuing the
approach by visual reference to the ground.
3.6 The commander has ultimate responsibility for ensuring terrain clearance and in
particular during radar vectoring for an instrument approach. Constant situational
awareness must be maintained to ensure that terrain clearance is not jeopardized by
unsafe ATC instructions.
4 FATIGUE MANAGEMENT
4.1 The regulations for the purpose of managing fatigue are prescribed in the AN(HK)O
for compliance by the operators and the crew. In accordance with the AN(HK)O, an
operator shall establish a scheme for the management of fatigue of all crew including
any crew members carried in aircraft who are assigned with duties that have a direct
bearing on flight safety, e.g. duties in the interests of passenger safety.
4.2 The requirements for operators to establish such schemes are contained in CAD 371 –
“The Avoidance of Fatigue in Aircrews” and CAD 372 – Fatigue Management for
Flight Crew Members, which includes requirements for operators to manage its
fatigue-related safety risks through:
(a) flight time, fight duty period, duty period limitation and rest period
requirements that are within the prescriptive fatigue management requirements
prescribed in CAD 371, and
(b) a Fatigue Risk Management System (FRMS) for certain operations specified
in CAD 372.
Note: Complying with the prescriptive fatigue management regulations does not
relieve the operator of the responsibility to manage its risks, including
fatigue-related risks, using its safety management system in accordance
with the provisions of Annex19.
4.3 The operators’ scheme for managing fatigue shall be designed in accordance with the
ICAO Annex 6 Part I Appendix 7, Annex 6 Part III Appendix 6, CAD 371 and CAD
372. The scheme shall also be approved by CAD and be incorporated in the operations
manual, which shall contain policies pertaining to the flight time, flight duty periods,
duty period limitations and rest requirements for flight and cabin crew members, and
policy and documentation pertaining to the operator’s FRMS. Any amendment to the
operations manual in this connection must be approved by the CAD in advance.
4.4 The operations manual shall include the name of designated person or post who is a
suitably qualified staff at a senior management level assigned by operator with the
responsibility for issuing instructions and making decisions concerning the
interpretation and application of an operator’s approved scheme, and for processing
commander’s discretion reports. It shall also include comprehensive instructions and
guidance as required by CAD 371 for all rostering, planning or scheduling staff.
4.5 While operators are required to comply with the prescriptive fatigue management
requirements in CAD’s approved scheme for part or all of its operations, the operators
may, in exceptional circumstances, apply for a variation to the requirements of their
approved scheme. Such variations may be either for a “one-off” voyage or for a series
of flights. Any such application must include a detailed justification and risk
assessment for the variation and all relevant supporting documents. Approved

variations must provide a level of safety equivalent to, or better than the statutory
provisions and the CAD 371 requirements, and must be published in the operations
manual and indicate expiry dates if applicable. Those of very limited duration may be
published as crew notices or in a commander’s brief.
4.6 Before the operator may apply FRMS to certain operations specified in CAD 371 to
take the place of any of CAD’s approved prescriptive fatigue management
requirements, it must present the proposal in details to obtain CAD’s agreement in
writing. FRMS may be considered only when the operator can demonstrate to CAD
that the proposed FRMS can provide a level of safety equivalent to, or better than the
prescriptive fatigue management requirements. The operator shall implement the
FRMS in accordance with ICAO Annex 6. The FRMS should be incorporated into the
SMS where possible.
Note 1: Guidance for the integration of FRMS and SMS are described in the ICAO
Manual for the Oversight of Fatigue Management Approaches (Doc 9966).
Note 2: Further guidance on the protection of safety data, safety information and
related sources are contained in ICAO Annex 19, Appendix 3 (Amendment
1).
4.7 Operators are required to maintain and provide legible records for each aircraft crew
member of flight time, flight duty periods, duty periods, and rest periods for at least 12
months. It follows that suitable arrangements must exist for collecting the information
necessary to compile the records. Accurate records are essential to persons responsible
for the rostering of aircraft crews. These records should meet the requirements of CAD
371.
4.8 In the event of unforeseen circumstances which occur during operations where
operators may need to request the aircraft commanders to exercise discretion to extend
a flying duty period or, exceptionally, to reduce a rest period, the request shall be made
and processed in accordance with CAD 371. Copies of reports by commanders on the
exercise of discretion must be retained by the operator for a period of 12 months and
contain at least all of the items specified in CAD 371.
4.9 Helicopter operators may have variations from the requirements of CAD 371.
Approval could be granted if the CAD is satisfied that they are appropriate for the
applicant’s operations.
4.10 Operators should remind all crew members that it is their responsibility to make
optimum use of the facilities for rest provided by the operator at outstations, and to plan
their rest periods so as to minimise the risk of sleep deficit and cumulative fatigue.
4.11 It must be further brought to their attention that in accordance with the provisions of the
AN(HK)O it is the responsibility of each crew member not to fly if he is suffering or is
likely during flight to suffer from such fatigue as may endanger the safety of the
aircraft and its occupants. It should be made clear that the provisions of this Article of
the AN(HK)O are not intended to cover instances where normal tiredness resulting
from the physical and mental effort of a flight is likely.
4.12 Operators should draw to the attention of flight crew that, in accordance with the
provisions of the AN(HK)O, it is the responsibility of each flight crew member to
notify anyone who employs his services as a flight crew member, of all flying he has
undertaken within the previous 28 days, other than flying in an aircraft not exceeding
1600 kg maximum weight and not flying for the purpose of public transport or aerial
work.
5 AIRCRAFT TECHNICAL PARTICULARS, PERFORMANCE AND

OPERATING PROCEDURES
5.1 Technical Particulars of the Aircraft
In meeting the requirement to provide these, operators should take care to distinguish
between specific information to be used in the course of flight operations and the more
general basic information that a pilot might need to prepare for a type rating
examination. If detailed descriptive matter is included as part of the manual, it should
be in a separate volume. Information on the following matters, in particular, should be
provided, as appropriate, in a form suitable for use as an immediate reference in
day-to-day operations:
(a) action to be taken in the event of a system malfunction that cannot be covered
by an emergency checklist. Information should be provided about the effect on
essential systems and services of serious faults. Information to be provided
will vary with the type of aircraft and, together with the emergency drills, it
should be in a readily identifiable section of the manual, e.g. on distinctively
coloured pages;
(b) operational guidance given on the actions required in the event of the failure of
generated electrical power sources should include the capabilities and
expected duration of the emergency or standby power sources, and advice on
the effect that a failed attempt to start the APU will have on battery capability,
if applicable. The operations manual should specify at what stage an aircraft
should be diverted to an alternate aerodrome following a failure or
combination of failures in the electrical system;
(c) guidance as to how commanders may operate a flight with uncertified

rectification of defects and the methods to be used to report the circumstances,
as required by the AN(HK)O, can be found in CAD 360 Part Two Chapter 8
paragraph 9;
(d) procedure for maintenance check ‘A’ or pre-departure inspection, as required

by the approved maintenance schedule, including a check of the fuel system
for water contamination, where this is required to be carried out by the crew;
(e) replenishment of the aircraft’s fuel, oil, hydraulic fluid, de-icing fluid,
demineralised water and water methanol supplies to an approved specification.
In the case of a helicopter, a maximum rotor running time must be specified,
after which the helicopter must be shut down to enable engine and gear box oil
level checks to be carried out. In the case of a rotors-running-refuel, a water
contamination check should be made prior to the fuel uplift;

(f) supervising refueling and the topping up of tyres, oleos, de-icing and hydraulic
systems, including oxygen and air reservoirs. The refueling information must
include any specific precautions called for by:
(i) the use of wide cut fuels;

(ii) the ‘off aerodrome’ situation where either a fuelling vehicle or a
barrelled supply is used; and
(iii) quality control which may, in appropriate circumstances, call for the
flight crew to view the day’s test fuel sample record or witness the
sample test themselves.
(g) calculation of significant airspeeds and Mach numbers, reduced thrust and trim
settings;
(h) manufacturer’s and operator’s limitations that affect the handling of engines
and pressurisation systems;
(i) compliance with any special handling instructions; and
(j) procedures to be observed in the event of lightning-strike, bird-strike, heavy

landing etc.
5.2 Performance
5.2.1 Operators must provide commanders with simplified performance information from
which they can readily determine, without reference to a Flight Manual or performance
schedule, the maximum weights for take-off and landing on all flights. The maximum
weight referred to is that derived from the statutory weight and performance
requirements or limitations, such as zero fuel weight. In many cases, on regular or
scheduled operations, it is only necessary to indicate that there is no restriction imposed
by performance requirements; in others, it may be necessary to indicate which of the
requirements is critical and to provide a tabular or other clear presentation of limiting
weights in varying conditions of wind and/or temperature. There will also be instances
where it is both practicable and desirable for the operator to indicate any special flight
procedures, such as minimum height for setting course in IMC or an emergency turn
after take-off in the event of engine failure, essential to secure compliance with the
performance requirements. Where applicable, clear instructions must be given for the
calculation and selection of reduced thrust for take-off when specifically permitted by
the Flight Manual.
5.2.2 Operators shall provide the necessary information for compliance with all flight
profiles required by Schedule 15 Regulation 4 of the Air Navigation (Hong Kong)
Order including but not limited to, the determination of:
(a) take-off runway length requirements for dry, wet and contaminated conditions,
including those dictated by system failures which affect the take-off distance;
(b) take-off climb limitations;
(c) en-route climb limitations;
(d) approach climb limitations and landing climb limitations;
Chap 4/10 December 2016 (Amdt 41)

(e) landing runway length requirements for dry, wet and contaminated
conditions, including systems failures which affect the landing distance; and
(f) supplementary information, such as tire speed limitations.
Note 1: As Standard Instrument Departure (SID) routes do not guarantee adequate terrain
clearance for all aircraft in the engine out case, the operator must check that the
requirements of the appropriate regulations of Schedule 15 to AN(HK)O, are met
for all SIDs used by company aircraft. Similarly any emergency turn after take-off
on to routes contained in the aircraft’s operations manual and approved for use by
the local air traffic control must also have been checked for compliance with the
above-mentioned Schedule 15. Operators shall take account of charting accuracy
when assessing compliance with the relevant regulations.
Note 2: An approach to land shall not be continued below 300 m (1 000 ft) above aerodrome
elevation unless the pilot-in-command is satisfied that, with the runway surface
condition information available, the aeroplane performance information indicates
that a safe landing can be made.
5.2.3 In addition to the performance requirements described in Schedule 15 Regulation 4 of

AN(HK)O, account shall also be taken of other significant factors that may affect the
performance of the aeroplane (e.g. surface conditions of the runway at the expected time of use
i.e., presence of snow, slush, water, and/or ice). Such factors shall be taken into account directly
as operational parameters or indirectly by means of allowances or margins, which may be
provided in the scheduling of performance data or in the comprehensive and detailed code of
performance in accordance with which the aeroplane is being operated.
Note: Guidelines for using runway surface condition information on board aircraft and
appropriate margins for distance assessment “at the time of landing” are contained
in the ICAO Aeroplane Performance Manual (Doc 10064).
5.3 Operating Procedures
5.3.1 Cockpit Resource Management. Initial and recurrent training in Cockpit Resource
Management (CRM) must be given to flight crews. Details of the CRM training
syllabus must be included in the company training manual. Human factors training
should be extended to cabin crews as appropriate, particularly where it can improve
co-operation between cabin crews and flight crew during emergencies.
5.3.2 Threat and Error Management (TEM). SOP, Initial and Recurrent Training should
cover TEM aspects which is an important element of CRM.
5.3.3 Approach and Landing Accident Reduction (ALARS). Operators should ensure that
their SOP and Initial and Recurrent training covers the guidance material given in the
ALARS toolkit and should continue to review training syllabi in respect of CFIT
accident reduction.
December 2016 (Amdt 41) Chap 4/11

5.3.4 Ground manoeuvring. Procedures should cover the following:
(a) a means to ensure that cockpit procedures do not conflict with the necessity to
maintain vigilance;
(b) emphasis on the importance of ensuring that the correct taxiway or runway is
being used and of complying with Air Traffic Control (ATC) procedures. Full
use should be made of ATC and visual aids;
(c) an appreciation that there may be differences in runway/ taxiway lighting and
guidance systems between aerodromes in different regions and countries;
(d) the necessity to use standard and unambiguous Radio Telephony (RT)
Transmissions and to verify instructions or clearances, whenever there is any
doubt;
(e) the necessity to maintain vigilance in monitoring RT transmissions in order to
determine the position of other traffic on the aerodrome;
(f) guidance on how to make the maximum use of aircraft lighting in order to be
visible to others; and
(g) a reminder about the need for general awareness and the use of all flight deck
resources.
5.3.4.1 Runway Incursion. Operators should also refer to the following documents, which
refer to the prevention of runway incursion:
(a) Operators should refer to the ICAO Runway Safety Tool Kit and the ICAO
manual for preventing runway incursion (see Appendix B in ICAO Doc 9870
AN/463) for further guidance.
(b) Hong Kong CAD Document titled ‘Hong Kong Runway Safety Programme’
and specifically Part 3 of the Document.
5.3.4.2 In the event of a runway incursion operators are to complete the form for reporting a
runway incursion i.e. DCA 235.
5.3.5 Operation on slippery runways. Particular emphasis should be placed on handling
techniques, crosswind limitations and any prohibition on movement, when the reported
braking action is degraded below specified values.
5.3.6 Take-off and landing on runways affected by snow, slush or water. This section should
explain how each of these contaminants may affect aircraft performance, especially
acceleration and retardation, and should address the operation of engines, systems and
lifting surfaces.
5.3.7 Runway overrun. The ability to stop effectively either during a rejected take-off or
during a landing run as a result of runway contamination, crosswind, asymmetric
considerations, tyre temperature or not using the full braking capacity of the aeroplane
will be enhanced by both pilots sharing the workload.
5.3.8 Increased Distance. Methods of calculating increased distances inherent in operating
from both wet and dry grass, where relevant.

5.3.9 Minimum Equipment. Allowances to be made for the effect of unserviceable devices
eg flaps, reversers, spoilers or other equipment allowed in the Minimum Equipment
List (MEL).
5.3.10 Crosswind limits for take-off and landing. It is not sufficient to repeat a statement in a
flight manual that a particular crosswind component has been found to be acceptable;
operators’ limitations should be stated in unequivocal terms and account taken of the
effect of gusts and surface conditions. Limits in excess of any figure mentioned in the
flight manual will not be acceptable. Lower limits must be set to take account of
contaminated runways or degraded handling characteristics due to system or power
plant failure.
5.3.11 Windshear. Operators must be aware of the extremely hazardous and insidious nature
of severe low level windshear resulting from various meteorological situations.
Operators are to ensure that their operations and training manuals contain adequate
instructions and guidance regarding severe low level windshear, with emphasis on
avoidance of these conditions during take-off and landing.
5.3.12 Wake Turbulence. Information on spacing standards required to avoid wake

turbulence at take-off and landing.
5.3.13 Snow Banks. Minimum strip width required after the clearance of snow, together with
the maximum height allowed of associated snow banks.
5.3.14 Ground Manoeuvring. Maximum permissible wind velocities for taxying as well as
take-off and landing.
5.3.15 En-route Engine Failure. Procedures to be followed on specific routes after failure of
an engine, if the aircraft’s stabilising altitude is likely to be critical in terms of
Minimum Safe Altitude (MSA):
(a) Operators should be aware of the routes on which the en-route performance of
their aircraft, following the failure of one or two engines, will be critical and
should include instructions, relating to such routes, in their operations manuals
in order to reduce the risks which could arise from indecision or error in the
case of engine failure.
(b) In the case of critical routes it may, in some cases, be possible to regulate the
aircraft’s planned take-off weight to such an extent that its drift-down
performance following engine failure (in the case of a turbine-engined aircraft
from a height not exceeding the maximum re-light altitude) will enable it to
clear all obstacles on its route by the required margin regardless of the point at
which the failure occurs. In other cases it may be necessary to calculate a
critical point, or a number of critical points, which would determine the action
to be taken in the event of engine failure at any given position i.e. turn back,
continue along the planned route or divert along an alternative route.

(c) Instructions should take into account the accuracy of navigation which may be
expected of the flight crew in view of the crew complement and the aids
available. Account should also be taken of the effect of varying
meteorological conditions. Assumed winds and temperatures used in the
calculation of the critical point(s) must be indicated because, if forecast or
actual conditions differ from those used at the planning stage, the commander
may need to amend the drift-down procedure.
5.3.16 Noise Abatement. Noise abatement regulations frequently require special handling
techniques and routeings after take-off. The flight manuals of the more recently
certificated aircraft contain performance data related to noise abatement procedures.
Details of the procedures for any one aeroplane type should be the same for all airfields
or runways used by the operator, for which noise abatement regulations exist, unless
there are additional or alternative procedures required by local authorities or the
operational circumstances preclude the use of the company’s “standardised” noise
abatement procedures. All these noise abatement procedures should be specified in the
operations manual. In some cases these procedures may be more restrictive in terms of
take-off weight than the Air Navigation (General) Regulations allow. Instructions to
ignore noise abatement procedures in emergency situations should also be included.
Where, in exceptional circumstances, it may be appropriate in the course of noise
abatement procedures to start a turn at less than 500 feet above ground level (agl),
pilots should be given suitable instructions about restricting the angle of bank. Pilots
should also be instructed not to reduce thrust below 500 feet agl or to an extent that
would result in a gross gradient of climb of less than 4%.
5.3.17 Engine-out Ferry Flights. Appendices D and E of this Chapter specify the conditions
under which ferry flights with one engine inoperative can be undertaken with, details
of the operating procedures to be followed and limitations to be applied.
5.3.18 Ground Proximity Warning Systems (GPWS). Operators must provide guidance in
their operations manuals on the operation of aircraft that are required to carry GPWS
equipment. Flight crew should be reminded that they must respond immediately to all
alerts and warnings. A check of configuration as well as correct flight path should be
made, since the GPWS might be quite correctly warning of an abnormal or unsafe
landing configuration.
5.3.19 Waterborne Operation. For amphibious aircraft, performance information, training
and certification must reflect both land and water operations. For aircraft capable of
operating on the water, cross-wind limits for water operations and the limiting sea and
swell states for take-off, en-route, (if appropriate e.g. single engine aircraft) and
landing should be stated.
5.3.20 Simulated Emergencies. A statement must be made that simulated instrument flight
and the simulation of emergency situations which might affect the flight characteristics
of the aircraft or otherwise degrade safety standards, e.g. by affecting performance, are
prohibited on passenger carrying flights.
5.3.21 Multi-type Operation. Where relevant, the policy in use for the crewing of aircraft,
where more than one type or variant of aircraft is used must be stated. Pilots must not
operate aircraft with significant differences in flight deck instrumentation, except by
agreement with the CAD.

5.3.22 Co-pilots. Detailed instructions should be included as to the circumstances in which

co-pilots may be permitted to fly the aircraft e.g. lower cross-wind limits, higher
operating minima.
5.3.23 Winter operation. All aircraft shall be equipped with suitable de-icing and/or
anti-icing devices when operated in circumstances in which icing conditions are
reported to exist or are expected to be encountered. A flight planned or expected to
operate in suspected or known ground icing conditions shall not take off unless the
aircraft has been inspected for icing and, if necessary, has been given appropriate
de/anti-icing. Instructions should include:
(a) guidance on the completion of airframe ground de-icing/anti-icing, where this
is required to be carried out or supervised by the flight crew, including fluid
temperature and concentration and the likely duration of the de-icing effect in
typical ambient temperatures (hold-over times);
(b) drills conforming to the flight manual and manufacturers’ manual;
(c) operation of aircraft de-icing and anti-icing equipment.

5.3.24 ACAS. Procedures to be observed in response to ACAS advisories and alerts. In
particular, procedures by which an aeroplane climbing or descending to an assigned
altitude or flight level, especially with an autopilot engaged, may do so at a rate less
than 8 m/sec or 1 500 ft/min (depending on the instrumentation available) throughout
the last 1 000 ft of climb or descent to the assigned level when the pilot is made aware
of another aircraft at or approaching an adjacent altitude or flight level, unless
otherwise specified in an air traffic control instruction, to avoid unnecessary ACAS
resolution advisories in aircraft at or approaching adjacent altitudes or flight levels.
5.3.25 ATC Clearance. Detailed instructions should be included on the clarification and
acceptance of air traffic control (ATC) clearances, particularly where terrain clearance
is involved. Operators shall instruct their “Operational Control” staff that in-flight
operational instructions involving a change in the ATS flight plan shall, when
practicable, be coordinated with the appropriate ATS unit before transmission to the
aeroplane.
Note : When the above coordination has not been possible, operational instructions
do not relieve a pilot of the responsibility for obtaining an appropriate
clearance from an ATS unit, if applicable, before making a change in flight
plan.
5.3.26 Stabilised Approach. A stabilised approach is one of the key features of safe
approaches and landings involving transport category aircraft. Operators are to include
in their operations manual the minimum Height Above the Threshold (HAT)
acceptable for a stabilised approach. At the minimum HAT published, the flight must
be stabilised and all briefings and checklists completed. In all meteorological
conditions, except special cases (i.e. circling, visual approaches in circuit pattern and
some engine inoperative approaches etc.), the minimum HAT for a stabilised approach
is to be no lower than 1000’ HAT.
5.3.27 Jettisoning fuel. Procedures and precautions to be observed in order to jettison fuel.

5.3.28 Rotors turning under power. A helicopter rotor shall not be turned under its own power
unless there is a qualified pilot at the controls.
5.3.29 Refuelling of helicopters with passengers on board or rotors turning.
Note: Except where otherwise stated, all helicopter refuelling provisions relate to
operations using jet fuels. See 5.3.29(e) for restrictions specific to AVGAS/wide cut
fuels.
(a) A helicopter shall not be refuelled, rotors stopped or turning, when:
(1) passengers are embarking or disembarking; or
(2) when oxygen is being replenished.
(b) When the helicopter is refuelled with passengers on board, rotors stopped or
turning, it shall be properly attended by sufficient qualified personnel, ready to
initiate and direct an evacuation of the helicopter by the most practical, safe and
expeditious means available. In order to achieve this:
(1) The flight crew shall ensure that the passengers are briefed on what
actions to take if an incident occurs during refuelling;
(2) A constant two-way communication shall be maintained by the

helicopter’s inter-communication system or other suitable means between
the ground crew supervising the refuelling and the qualified personnel on
board the helicopter; and
Note: Caution needs to be exercised when using radios for this purpose due
to the potential for stray currents and radio-induced voltages.
(3) During an emergency shutdown procedure, the flight crew shall ensure
that any personnel or passengers outside the helicopter are clear of the
rotor area.
(c) The operator shall establish procedures and specify conditions under which such
refuelling may be carried out.
(d) In addition to 5.3.29(b) above, operational procedures should specify that at least
the following precautions are taken:
(1) Doors on the refuelling side of the helicopter remain closed where
possible, unless these are the only suitable exits;
(2) Doors on the non-refuelling side of the helicopter remain open, weather
permitting, unless otherwise specified by the RFM;
(3) Fire-fighting facilities of the appropriate scale be positioned so as to be

immediately available in the event of a fire;
(4) If the presence of fuel vapour is detected inside the helicopter, or any other
hazard arises during refuelling, fuelling be stopped immediately;
(5) The ground or deck area beneath the exits intended for emergency evacuation be
kept clear;
(6) Seat belts should be unfastened to facilitate rapid egress; and
(7) With rotors turning, only ongoing passengers should remain on board.
(e) A helicopter shall not be refuelled with AVGAS or wide-cut type fuel or a mixture of these
types of fuel, when passengers are on board.
(f) A helicopter shall not be defueled at any time when:
(1) Passengers remain on board; or
(2) Passengers are embarking or disembarking; or
(3) Oxygen is being replenished.
5.3.30 Aircraft Tracking.

(a) The operator shall establish an aircraft tracking capability to track aeroplanes
throughout its area of operations.
(b) The operator shall establish procedures, approved by the CAD, for the retention of
aircraft tracking data to assist search and rescue in determining the last known
position of the aircraft.
(c) The operator shall develop policies and procedures for third parties that perform
aircraft tracking on its behalf.
(d) The operator shall track the position of an aeroplane through automated reporting
at least every 15 minutes for the portion(s) of the in-flight operation(s) that is
planned in an oceanic area(s) under the following conditions:
(1) the aeroplane has a maximum certificated take-off mass of over 45 500 kg
and a seating capacity greater than 19; and
(2) where an ATS unit obtains aeroplane position information at greater than
15 minute intervals.
(e) It is recommended that the operator should track the position of an aeroplane
through automated reporting at least every 15 minutes for the portion(s) of the
in-flight operation(s) under the following conditions:
(1) the aeroplane has a maximum certificated take-off mass of over 27 000 kg
and a seating capacity greater than 19; and
(2) where an ATS unit obtains aeroplane position information at greater than
15 minute intervals.
(f) Notwithstanding the provisions (d) and (e), the CAD may allow variations to
automated reporting intervals, based on the results of an approved safety risk

assessment conducted by the operator which demonstrate how the risks can be
managed. The risk assessment shall include at least the following:
(1) capability of the operator’s operational control systems and processes,

including those for contacting ATS units;
(2) overall capability of the aeroplane and its systems;
(3) available means to determine the position of, and communicate with, the
aeroplane;
(4) frequency and duration of gaps in automated reporting;
(5) human factors consequences resulting from changes to flight crew

procedures; and
(6) specific mitigation measures and contingency procedures.
(g) The operator shall develop procedures to:
(1) monitor the aircraft tracking systems in use for their aircraft;
(2) respond to any information received from such tracking systems in an

appropriate manner; and
(3) require that information received from an autonomous distress tracking

system be forwarded to the location of an aircraft in distress repository
(LADR).
Note 1: Oceanic area, for the purpose of aircraft tracking, is the airspace which overlies
waters outside the territory of a State.
Note 2: Refer to ICAO Annex 11, Chapter 2, for coordination between the operator
and air traffic services providers regarding position report messages.
Note 3: Guidance on aircraft tracking capabilities and development, implementation

and approval of risk assessment process is contained in the Aircraft Tracking
Implementation Guidelines (Cir 347).
Note 4: Guidance on aircraft and distress tracking is contained in PANS-OPS (Doc

8168), Volume III – Aircraft Operating Proceures.
6 PROVISION AND USE OF OXYGEN AND ASSOCIATED EQUIPMENT

6.1 The statutory requirements regarding the carriage of oxygen and oxygen equipment are
laid down in Schedule 5 to the AN(HK)O. The requirements are complex, and
therefore clear information and instructions must be included in the operations manual
to enable a commander to verify that the minimum acceptable oxygen quantity or
pressures and associated equipment is carried. Guidance must also be given on the use
of the equipment.
6.2 The instructions should include the procedures and routes to be adopted, when

necessary, to ensure that a safe operating altitude can be quickly achieved. Due
account should be taken of such variables as the amount of oxygen available and the
time likely to be spent at an intermediate altitude at which the use of oxygen will be
required.
6.3 If oxygen is not carried or if an aircraft is not correctly equipped, either temporarily or
permanently, instructions on restricting operating altitudes and/or routes must be
included.
7 MINIMUM EQUIPMENT LISTS

7.1 Operators shall not operate aircraft with unserviceable equipment, except under the
terms of Permission granted under Article 14A from the relevant Articles of the
AN(HK)O granted by the Director-General of Civil Aviation. Such Permission will be
granted only after the content of the proposed Minimum Equipment List (MEL) has
been vetted and found acceptable by the Airworthiness Office. Operators shall prepare
their MELs in accordance with CAD 549 requirements.
7.2 The introduction to any MEL must contain a statement reminding the aircraft
commander of his responsibility to ensure that the aircraft is in every way fit for the
intended flight, and that he may apply a higher minimum standard if, in his opinion, it
is necessary to do so in order to secure the safe operation of the aircraft.
7.3 MELs must be submitted to the Airworthiness Office at the time of an application for
an AOC or a variation which covers the introduction of a new aircraft type, as should
instructions and guidance to commanders on the operation of aircraft with deferred
defects. The content of operators’ MELs may not be less restrictive than that of the
associated Master Minimum Equipment List (MMEL). Should an MMEL become
more restrictive due to amendment action, operators must amend their MELs similarly.
7.4 When the carriage of unserviceable equipment results in a deviation from the normal
drills, satisfactory alternative drills must be specified in the manual. For example,
when thrust reversers are listed as minimum equipment, the operator must publish
alternative drills.
8 FUEL PLANNING AND MANAGEMENT - AEROPLANES

8.1 Basic Principles
8.1.1 The total amounts of fuel and oil carried on board an aeroplane must be sufficient for
the intended flight and must include a safe margin for contingencies. The manner in
which the amounts should be calculated and the records that should be made before,
during and after flight must all be specified. Fuel and oil records should be maintained
to enable CAD to ascertain that, for each flight, the requirements for fuel and in-flight
fuel management have been complied with; and that trends for oil consumption are
such that an aeroplane has sufficient oil to complete each flight.
8.1.2 General considerations for calculating and recording fuel and oil requirements and
usage are listed below. Instructions, similar to those given for fuel planning, should be
specified for calculating the amount of oil needed to lubricate the engine(s) and
associated systems, and for recording before, during and after flight, as appropriate, the
quantities on board.

8.1.3 Operators must ensure that their fuel planning policy allows for the carriage of
additional fuel, wherever it is known or suspected that there may be excessive landing
delays due to traffic or Air Traffic Control (ATC) problems at destination or diversion
airfields. Furthermore, operating flight crews should be reminded that vigilance and
early decision-making is necessary in exercising fuel management in order to ensure
that the contingency, alternate and holding fuel allowances are not eroded to such an
extent that operational safety is compromised.
8.1.4 The use of fuel after flight commencement for purposes other than originally intended
during pre-flight planning shall require a re-analysis and, if applicable, adjustment of
the planned operation.
Note — Guidance on procedures for in-flight fuel management including re-analysis,

adjustment and/or re-planning considerations when a flight begins to consume
contingency fuel before take-off is contained in the Flight Planning and Fuel
Management Manual (Doc 9976).
8.1.5 There should be instructions and guidance on the effect on fuel consumption of engine
or system failure. This could be a significant factor on long ocean or desert crossings,
or where no suitable En-Route Alternates (ERAs) are available.
8.2 Basic Planning Tables

Fuel planning tables should be provided for all aeroplanes, except light single engine
types. The tables must take account of aeroplane weight, outside air temperature and
altitude and, where possible, head or tail wind components. Where tables are not
provided, clear statements of the hourly rates of consumption must be made. All
circumstances of flight that can reasonably be foreseen should be specified, including
climb, cruise, descent, holding and abnormal configurations.
8.3 Planning Considerations

8.3.1 The following items should be included in the fuel planning process. The items may
be combined but constituent parts of combinations should be fully described (see also
paragraph 8.8 below):
(a) Sector fuel: which comprises fuel required for:

(i) take-off and climb;
(ii) cruise;
(iii) descent; and
(iv) approach to land;
(b) Additional fuel: e.g. fuel required for:

(i) start-up, taxy-out and power checks;
(ii) use of an auxiliary power unit on the ground and in the air;
(iii) amounts used when operating de-icing systems and heaters;
(iv) lengthy standard departure and arrival procedures;
(v) quantities known to be unusable; and
(vi) amounts required to compensate for potential delays en-route, such as
weather avoidance.
8.3.2 Sufficient fuel must be carried to permit in the event of loss of pressurisation or the
failure of a power unit at any point on the planned route:
(a) the flight to be continued to a suitable aerodrome for landing;

(b) to hold at 1500 feet over that aerodrome for 30 minutes; and
(c) to carry out an approach and landing.
8.3.3 Where analysis of fuel records shows deterioration in performance of a particular

aircraft compared to that predicted in the manufacturer’s fuel flow tables, a percentage
correction should be established and applied to sector fuel calculations.
8.4 Monitoring Fuel on Board
8.4.1 There must be instructions for ascertaining before departure that the amount of fuel on
board meets the commander’s requirements. There must also be procedures for
ensuring that, if in flight the amount of fuel calculated to remain overhead the
aerodrome of intended landing is likely to become less than any minimum quantity
specified, this fact becomes apparent at an early stage.
8.4.2 Before signing the technical log record page, the commander must satisfy himself that
the correct type and quantity of fuel is on board and that it has been loaded in
accordance with any instructions that may have been given. Units of weight or volume
shown on the sector record page must be the same as those on fuel gauges visible to the
pilot. Exceptionally, where there is a difference between the units on the fuel gauges
and those on the sector record page, use of conversion tables may be approved. To
have loadsheet fuel recorded in kilograms, uplifts in litres and aircraft gauges
calibrated in pounds is to be avoided. Operators should provide all flight crews with
simple fuel conversion charts/tables to reduce the likelihood of errors.
8.4.3 Instructions must be given on the frequency of fuel checks, the recording of
information and the application of that information. In-flight checks should be carried
out at least once on every sector and at intervals not exceeding 60 minutes on flights
longer than 90 minutes. A calculation to determine the amount of fuel remaining and
to predict the amount of fuel expected to remain overhead the aerodrome of intended
landing should follow every check.
8.5 Fuel Alternates
8.5.1 An aerodrome suitable in all respects for use as an alternate, if a landing cannot be
made at the intended destination, must be identified on both the pilot navigation log
(plog) and on the ATC flight plan.
8.5.2 When the planned alternate aerodrome is in the same busy area as the destination, for
instance Hong Kong and Macau, the track miles on which the fuel requirement for
flying to the alternate is calculated should be realistically assessed taking account of
the extended routeing which can reasonably be expected during busy periods.
8.6 Minimum Fuel Status
8.6.1 Under ICAO terminology, the declaration of MINIMUM FUEL informs ATC that all
planned aerodrome options have been reduced to a specific aerodrome of intended
landing and any change to the existing clearance may result in landing with less than
the planned final reserve fuel. This is not an emergency situation but an indication that
an emergency situation is possible should any additional delay occur.

8.6.2 Minimum Fuel. For operations under a Hong Kong AOC, the Final Reserve Fuel is the
minimum amount of fuel required upon landing at any aerodrome with which is, for a
turbine engine aeroplane, an amount of fuel required to fly for 30 minutes at holding
speed at 1,500 ft above aerodrome elevation in standard conditions; and for a
reciprocating engine aeroplane, the amount of fuel required to fly for 45 minutes, under
speed and altitude conditions acceptable to CAD, at the planned landing weight.
8.6.3 The pilot-in-command shall advise ATC of a minimum fuel state by declaring
MINIMUM FUEL when, having committed to land at a specific aerodrome, the pilot
calculates that any change to the existing clearance to that aerodrome may result in
landing with less than planned final reserve fuel.
8.6.4 The pilot-in-command shall declare a situation of fuel emergency by broadcasting

MAYDAY MAYDAY MAYDAY FUEL, when the calculated usable fuel predicted to
be available upon landing at the nearest aerodrome where a safe landing can be made
is less than the planned final reserve fuel.
8.7 Extended Diversion Time Operations (EDTO)
Operations manuals should, if applicable, specify fuel planning requirements and

procedures for flights as described in CAD 513.
8.8 Fuel Planning - Specific Requirements
8.8.1 At the planning stage the quantity of fuel required to be on board before the aeroplane
departs should be calculated and recorded. Only those procedures that are specified in
operations manuals may be used.
8.8.2 The amount of usable fuel to be carried shall, as a minimum, be based on:
(a) the following data:

(i) current aeroplane-specific data derived from a fuel consumption
monitoring system, if available; or
(ii) if current aeroplane-specific data is not available, data provided by the
aeroplane manufacturer; and
(b) the operating conditions for the planned flight including:

(i) anticipated aeroplane mass;
(ii) Notices to Airmen;
(iii) current meteorological reports or a combination of current reports and
forecasts;
(iv) air traffic services procedures, restrictions and anticipated delays; and
(v) the effects of deferred maintenance items and/or configuration
deviations.
8.8.3 Pre-flight Fuel Planning
A flight shall not commence unless the usable fuel on board meets a pre-flight
calculation including:
(a) taxi fuel, which shall be the amount of fuel expected to be consumed before
take-off taking into account local conditions at the departure aerodrome and
auxiliary power unit (APU) fuel consumption;
(b) trip fuel, which shall be the amount of fuel required to enable the aeroplane to
fly from takeoff or the point of in-flight re-planning until landing at the
destination aerodrome taking into account the operating conditions of 8.8.2(b);
(c) contingency fuel, which shall be the amount of fuel required to compensate for
unforeseen factors. It shall be 5 per cent of the planned trip fuel or of the fuel
required from the point of in flight re-planning based on the consumption rate
used to plan the trip fuel but in any case shall not be lower than the amount
required to fly for five minutes at holding speed at 1 500 ft above the
destination aerodrome in standard conditions, plus 5 per cent of the planned
destination alternate fuel as required under paragraph 8.8.3(d);
NOTE: Unforeseen factors are those which could have an influence on the fuel
consumption to the destination aerodrome, such as deviations of an
individual aeroplane from the expected fuel consumption data,
deviations from forecast meteorological conditions, extended delays
and deviations from planned routings and/or cruising levels.
(d) destination alternate fuel, which shall be:
(i) where a destination alternate aerodrome is required, the amount of fuel

required to enable the aeroplane to:
1) perform a missed approach at the destination aerodrome;

2) climb to the expected cruising altitude;
3) fly the expected routing;
4) descend to the point where the expected approach is initiated; and
5) conduct the approach and landing at the destination alternate
aerodrome; or
(ii) where two destination alternate aerodromes are required, the amount of
fuel, as calculated in 8.8.3(d)(i), required to enable the aeroplane to
proceed to the destination alternate aerodrome which requires the
greater amount of alternate fuel; or
(iii) where a flight is operated without a destination alternate aerodrome, the

amount of fuel required to enable the aeroplane to fly for 15 minutes at
holding speed at 1 500 ft above destination aerodrome elevation in
standard conditions; or
(iv) where the aerodrome of intended landing is an isolated aerodrome:
1) for a reciprocating engine aeroplane, the amount of fuel required to

fly for 45 minutes plus 15 per cent of the flight time planned to be
spent at cruising level, including final reserve fuel, or two hours,
whichever is less, or
2) for a turbine engine aeroplane, the amount of fuel required to fly for
two hours at normal cruise consumption above the destination
aerodrome, including final reserve fuel; and

3) aerodromes designated ‘isolated’ shall be listed in the operations

manual; and
4) the latest point of diversion between the isolated aerodrome

destination and a suitable en-route diversion shall be calculated.
(e) final reserve fuel, which shall be the amount of fuel calculated using the
estimated mass on arrival at the destination alternate aerodrome or the
destination aerodrome, when no destination alternate aerodrome is required:
(i) for a reciprocating engine aeroplane, the amount of fuel required to fly
for 45 minutes, under speed and altitude conditions acceptable to
CAD;
(ii) for a turbine engine aeroplane, the amount of fuel required to fly for 30
minutes at holding speed at 450 m (1 500 ft) above aerodrome
elevation in standard conditions;
NOTE: Operators may determine one final reserve fuel value for each
aeroplane type and variant in their fleet rounded up to an
easily recalled figure.
(f) additional fuel, which shall be the supplementary amount of fuel required if the
minimum fuel calculated in accordance with 8.8.3(b) to (e) is not sufficient to:
(i) allow the aeroplane to descend as necessary and proceed to an

alternate aerodrome in the event of engine failure or loss of
pressurization, whichever requires the greater amount of fuel based on
the assumption that such a failure occurs at the most critical point
along the route;
1) fly for 15 minutes at holding speed at 1,500 ft above

aerodrome elevation in standard conditions; and
2) make an approach and landing;
(ii) allow an aeroplane engaged in EDTO to comply with the EDTO

critical fuel scenario as established in CAD 513;
(iii) meet additional requirements not covered above;
(g) discretionary fuel, which shall be the extra amount of fuel to be carried at the
discretion of the pilot-in-command.
8.8.4 Use of En-Route Alternate (ERA). The normally calculated contingency fuel can be
reduced by use of a nominated ERA as follows:
(a) The ERA must be an adequate aerodrome which is open. The forecast weather
must be such that a landing can be assured.
(b) The normal calculated contingency fuel should be as per paragraph 8.8.3(c).
8.8.5 Notwithstanding the provisions in 8.8.3(a) to (d) and (f), CAD may, based on the
results of a specific safety risk assessment conducted by the operator which
demonstrates how an equivalent level of safety will be maintained, approve variations

to the pre-flight fuel calculation of taxi fuel, trip fuel, contingency fuel, destination
alternate fuel, and additional fuel. The specific safety risk assessment shall include at
least the:
(a) flight fuel calculations;
(b) capabilities of the operator to include:
i) a data-driven method that includes a fuel consumption monitoring

programme; and/or
ii) the advanced use of alternate aerodromes; and
(c) specific mitigation measures.
8.8.6 Reclearance in Flight. When a flight cannot depart with the total fuel calculated in
accordance with the normal planning formula, dispatch may be achieved by the
operator nominating a suitable aerodrome en-route as the destination with the intention
of obtaining a reclearance in flight to the original destination, if the commander is
satisfied that:
(a) the nominated destination aerodrome is both suitable and available with the
weather forecast satisfactory for landing; and
(b) the fuel on board meets the requirements in 8.8.3(a) to (f) and, from the point
of in-flight replanning, meets the requirements in 8.8.3(b) to (f), as
appropriate.
NOTES: (1) Pilot navigation logs must show the name of the aerodrome en-route
that is used for this planning purpose; the weather conditions relating
to both destination and nominated en-route aerodromes must be
recorded.
(2) Some Authorities are not willing to have aerodromes in their

jurisdiction nominated as a destination, if that is not the intention, as
may be the case in this procedure.
8.9 In-flight Fuel Management
8.9.1 General Requirements. An operator shall establish policies and procedures for CAD’s
approval to ensure that in-flight fuel checks and fuel management are performed. The
pilot-in-command shall continually ensure that the amount of usable fuel remaining on
board is sufficient to satisfy the requirements listed below such that it is not less than
the fuel required to proceed to an aerodrome where a safe landing can be made with the
planned final reserve fuel remained upon landing.
Note — The protection of final reserve fuel is intended to ensure a safe landing at any
aerodrome when unforeseen occurrences may not permit safe completion of an
operation as originally planned.
8.9.2 The pilot-in-command shall request delay information from ATC when unanticipated
circumstances may result in landing at the destination aerodrome with less than the
final reserve fuel plus any fuel required to proceed to an alternate aerodrome or the fuel
required to operate to an isolated aerodrome. Clear instructions must be given by the
operator on the other action the commander must take i.e. range of options requiring
consideration, if at any stage it appears that the fuel on board is less than required.
8.9.3 Company Minimum Reserve (CMR). This is the minimum, normal fuel state on arrival
at the destination missed approach point (MAP). It is the sum of:
(a) The fuel required to proceed to the chosen alternate airport; and
(b) Contingency fuel applicable to (a); and
(c) Final reserve fuel as calculated under paragraph 8.8.3(e).
8.9.4 Use of En-Route Alternate (ERA). For flights that use the ERA formula, on passing
overhead or abeam the ERA, the fuel expected to remain at the MAP of the intended
destination should not be less than CMR.
8.9.5 Use of Isolated Aerodromes. For flights that use the isolated aerodrome conditions, on
passing the latest point of diversion the fuel expected to remain overhead the intended
destination should not be less than the amount of fuel as required under paragraph
8.8.3(d)(iv). Crews must, before passing this point, obtain the weather conditions
existing at the destination and a current forecast for the time of expected arrival.
8.9.6 Reclearance in Flight. For flights that use the reclearance in flight procedure, when
passing over or abeam the nominated destination aerodrome (reclearance point), the
fuel expected to remain at the MAP of the original destination should not be less than
CMR.
8.9.7 Fuel Balancing. On multi-crew aircraft the instructions for fuel balancing must cover
the following points:
(a) if an abnormal fuel feed procedure is used to balance fuel, the aircraft
commander must be informed and at least two flight crew members must
monitor the operation; and
(b) when balancing fuel, the procedure should be accomplished in accordance

with the Aircraft Flight Manual (AFM).
Predicted Reduced Fuel State - Destination
8.9.8 A fuel progress chart must be included as part of the CFP for each flight made for the
purposes of public transport, in order to predict a flight’s arrival fuel at its destination.
Periodic entries made at regular intervals by the crew, enable a perception to be made
of how well the flight is doing in relation to the planned fuel progression and enables
the crew, at some point along the route, to determine with fair accuracy, whether the
flight will arrive at the destination with the required amount of fuel – the CMR – on
board.
8.9.9 General Requirements. If it becomes apparent that the fuel remaining is close to the
CMR, the commander must have clear instructions on the actions he must take.
Whilst en-route, options generally available are:

(a) adjust aircraft speed;

(b) obtain a more direct routing;
(c) fly at a different flight level;
(d) land and refuel; or
(e) select an alternate aerodrome which is closer to the destination airfield than
that specified in the ATC flight plan and so reduce the CMR.
8.9.10 Where a flight has been despatched with less than the required fuel, for example when
utilising an ERA, early fuel checks will naturally show that the predicted fuel
remaining will be less than CMR. As the flight progresses, updated assessments of the
fuel remaining at the destination will continue to be made. The decision, in the light of
the fuel required, regarding continuing to the destination or diverting to an en route
airport, should be made at a point where diversion is still feasible.
8.9.11 If en route it becomes obvious that a flight will not arrive at the destination with the
required CMR, the flight may continue to the planned destination, provided that the
fuel remaining on landing will be not less than an amount equal to that which would
enable the aircraft to hold for 30 minutes at 1500 ft at the anticipated landing weight –
i.e. Minimum Fuel under paragraph 8.6.2 – and ALL of the following conditions are
satisfied:
(a) There must be at least two geographically separate runways available for use
which meet the performance criteria for the aircraft; and
(b) There must be no ATC delays forecast for the flight’s ETA at the destination;
and
(c) The actual weather and that forecast for the flight’s ETA at the destination must
be at, or better than, the alternate planning minima for the non-precision
approach aid with the higher minima serving the two runways being considered
in (a) above and, in addition, the surface wind is within the normal crosswind
limits for the aircraft type.
Where these conditions are not satisfied, the flight must divert to an en route airport for
refuelling.
8.9.12 After Commencing Descent
If, after commencing descent, an unforeseen situation develops which may cause the
expected amount of fuel at the destination MAP to drop below CMR fuel, the flight
may continue to the destination airport provided that the fuel remaining on landing will
be at least equal to Minimum Fuel under paragraph 8.6.2. However, the commander
must, in electing to continue rather than proceed to the alternate, ensure that all relevant
factors are taken into consideration with particular reference to the reason for the delay,
weather deterioration and runway availability at the destination and alternate. If at any
time it becomes apparent that a flight cannot be completed with Minimum Fuel
available upon landing, an emergency must be declared.

9 FUEL PLANNING AND MANAGEMENT - HELICOPTERS
Cancelled - refers to CAD 360 Helicopter Supplement
10 CHECKLISTS
10.1 The drills and checks to be followed including those for emergency and abnormal
conditions should be listed in full in the operations manual in the form of expanded
checklists. In addition, abbreviated working checklists should be provided on the flight
deck for the use of the flight crew.
10.2 The checklists and drill cards provided by an operator for use by his crews must correctly
reflect the requirements, instructions, drills and procedures specified in the aircraft’s
Flight Manual.
10.3 Instructions on how to use the checklists and drill cards should be provided in the
manual. For convenience in handling, the checklist for normal operations should be
separate from the abnormal and emergency checklist. The colour of the emergency and
abnormal checklists should be sufficiently distinctive to avoid them being mistaken for
other volumes. They must be stowed on the flight deck separately from other documents
in such a manner as to be immediately ready for use.
10.4 Separate checklists or drill cards must be provided for each flight crew member. In
‘single pilot’ aircraft, checklists can be supplemented by placarding vital actions for final
approach and landing.
10.5 All checklists or drill cards must be of a quality sufficient to withstand heavy wear and
remain legible. The design and utilisation of checklists shall observe Human Factors
principles.
10.6 Details of cabin crews’ ditching, crash landing and emergency evacuation drills should
be readily available. This may be achieved either by issuing to each cabin crew a copy
of their emergency drills - which they should be required to carry with them - or stowing
the drill cards at appropriate positions in the cabin.
10.7 On multi-crew aircraft, instructions must be given that checklists are always to be used.
On single pilot aircraft the operator may allow in-flight drills to be carried out from
memory but must ensure that a checklist is readily available to the pilot. Memorised
drills must be carried out strictly in accordance with the checklist and emergency drills
must be verified as soon as possible by reference to the checklist.
10.8 On multi-crew aircraft, drills should be so constructed that the handling pilot, as far as
possible, has only to control the aircraft’s flight path and cross check the correct selection
of a lever or a switch before it is used. The use of responses such as “SET” or “AS
REQUIRED” should be avoided and are better replaced by a specific indication of what
is required.
10.9 Where emergency and abnormal drills do not include all the necessary items and actions
to re-land, a clear instruction referring the crew back to the normal checklist must be
made.
10.10 An abbreviated version of the normal checklist may be produced for use by training
captains whilst on circuit training. This should retain the sequences of the normal
checklist.
10.11 Each page of a checklist must be dated and the amendment state of the checklist
ascertainable by means of a simple amendment record. This record should be
incorporated at a suitable place in the checklist.
10.12 The following items, where applicable, must be included at the appropriate point in the
normal checklist (the actual form of words may be varied):
(a) crew seats, seat belts and harnesses fastened/locked for take-off and landing;
(b) flying controls unlocked and checked for freedom of movement;
(c) cabin prepared for take-off and landing;
(d) reference speeds noted and/or bugs set and cross checked;
(e) instruments checked before take-off and prior to commencing approach;
(f) altimeters set and cross checked and required setting (QFE, QNH, QNE) at
each stage of flight;
(g) pre-take-off/landing signal to cabin crew - PA or chime;

(h) radio aids set and identified (by more than one crew member on multi-crew
operations)
(i) RTOW and performance data checked valid for runway in use immediately
before take-off;
(j) performance data for approach and landing (normally before commencing
descent);
(k) MSA check prior to descent.
10.13 There should be checklist prompts requiring the aircraft commander to brief the flight
crew on the following topics:
(a) Prior to take-off:

(i) the actions to be taken if an emergency occurs during or immediately
after take-off;
(ii) special techniques for take-off in crosswinds and on wet or otherwise
contaminated runways;
(iii) noise abatement procedures;
(iv) selection of radio aids; and
(v) selection and checking of reduced thrust for take-off, when permitted.
(b) Prior to landing:

(i) selection of radio aids;
(ii) missed approach procedures;
(iii) any special techniques or system configurations for landing; and
(iv) selected alternate for diversion.

NOTE: It is not necessary to include these items in detail if suitable instructions are
provided elsewhere. The word ‘briefing’ is sufficient at the appropriate points
in the checklists.
10.14 Abnormal operation checklists should include such drills as:
(a) hydraulic failures;

(b) fuel system failures;
(c) air-conditioning/pressurisation failures; and
(d) electrical system failures.
10.15 Examples of emergency drills to be covered are as follows: (Note - memory actions are
annotated M)
- engine failure on take off

* rejected take off at or before V1 drill (M)
* after V1 (instruction must be given that drills are not to be performed before
reaching a minimum safe altitude)
* engine fire/failure after V1 drills, could include after take off check
- engine shut down
- engine fires (M)
- propeller malfunctions (M)
- fuel filter de-icing
- relighting of turbine engines and relight envelope graph
* instant relight (M)
* normal relight
- restarting reciprocating engines and restart envelope graph
- bus bar and other serious electrical failures (M)
- pressurization failures
- emergency descent (M)
* to include use of oxygen mask and microphone (M)
- malfunction of power control systems
- cabin and hold fires
- smoke removal
* to include maximum IAS for flight with direct vision window open if
permissible
- landing gear fires
- landing

* with gear asymmetry

* with gear up
* ditching
- evacuation drills
- pilot cockpit pre-evacuation drills (M) following
* crash landing
* ditching
* rejected take off to be followed by evacuation
* normal landing, or
* at any other time whilst on the ground
- imminent overrun of manoeuvring area drill (M)
- bomb-on-board warnings.
11 USE AND CHECKING OF ALTIMETERS
11.1 Operators must have a clear policy on altimeter setting procedures, particularly their use
of QFE and QNH; this policy must be clearly described in operations manuals to cover
all phases of flight.
11.2 This policy must incorporate:
(a) Pre-flight serviceability tests;
(b) Flight crew altimeter setting procedures, including:

(i) the setting to be used for each phase of flight;
(ii) the correct challenge and response for altimeter cross-check(s),
particularly during climb, descent and approach and when nearing an
assigned altitude/level;
(iii) alternative settings and procedures, if appropriate, for use when QFE
is either not available or cannot be used e.g. at high altitude
aerodromes;
(iv) the manner of checking and of use of any radio altimeter(s) ;
(v) special precautions to be taken if an altimeter is suspect or becomes
unserviceable in flight;
(vi) confirmation that, unless special conditions exist, the standard setting
procedure will be used irrespective of which seat the handling pilot
occupies on take-off;
(vii) the annotation of checklists with the actual setting to be used e.g.
QNH/QFE; phrases such as ‘altimeters set’ should not be used;
(viii) the correct report of altitude/level changes to ATC; such reports

should not be made before reaching or leaving a particular

altitude/level;
(ix) provision for one altimeter to be set to the appropriate QNH, when
flying at or near to the MSA; this has particular relevance to
single-pilot unpressurised aircraft.
(x) a check of aerodrome elevation during the approach phase; this is to be
cross-checked to establish the difference between QFE and QNH,
when QFE is used for landing;
(xi) the procedure for indicating decision heights for landing, e.g. a figure
in the navigation log, altimeter ‘bugs’ and/or landing data cards;
(xii) the requirement for crews to inform ATC prior to its commencement
if it is intended to use QNH settings throughout a radar approach
procedure;
(xiii) the calls to be made by monitoring pilots or auto calls during

instrument approaches i.e. at the outer marker or equivalent, 500 feet
above runway elevation, 100 feet above DA/DH or MDA and minima.
The calls and responses required for approaches in Category 2 or 3
weather minima conditions will need to be specified in greater detail;
and
(xiv) the procedures to be used when flying in airspace where metric units
are in use. If no metric altimeter is fitted, detailed instructions must be
provided on the method of cross-checking conversions from metres to
feet and vice-versa.
12 EMERGENCY EVACUATION PROCEDURES
Procedures for the evacuation of an aircraft and care of passengers following a forced
landing, ditching or other emergency are to be specified. Much of the information will
be descriptive but the basic drills to be followed by the various members of the aircraft
crew must be summarised and tabulated. Particular attention should be paid to the
following points:
(a) the correct setting for pressurisation system controls prior to ditching;
(b) the ground positioning of the aircraft relative to the wind, wherever possible, to
allow for the safest possible evacuation in the event of an aircraft fire;
(c) the use of emergency escape chutes and evacuation slides/rafts;
(d) the fitting of life-jackets to small children and the use of flotation cots;
(e) the briefing of passengers and warning of impact;
(f) flight deck drills should be memory drills and all flight deck crew members
should carry them out in a coordinated manner, when ordered to do so by the
captain;
(g) cabin drills should nominate individual responsibility for initiating evacuation
and detail cabin crews’ duties inside and outside of the aircraft;

(h) the location and use of each item of emergency and survival equipment. Any
variation between such equipment carried in individual aircraft of the same
type must be shown;
(i) the carriage of disabled passengers, how they are dealt with, should an
emergency evacuation of the aircraft be necessary, and any need to carry
additional cabin crew; the aircraft commander must be informed when
severely disabled persons are on board; and
(j) the procedure for warning the cabin crews of any emergency which might
require the rapid evacuation of passengers from the aircraft.
NOTES: (1) Operators may be required to arrange a demonstration emergency

evacuation, if concern arises as to the effectiveness of procedures that
are proposed.
(2) If electrical power is maintained or re-applied after an accident or
incident, the Flight Data Recorder (FDR) or Cockpit Voice Recorder
(CVR) may continue to run and hence obliterate accident or incident
data. Crews should wherever possible ensure electrical isolation of the
FDR/CVR, particularly if re-applying power.
13 RADIO WATCH
Radio watch instructions must contain the requirement for a continuous watch on
operational frequencies not equipped with SELCAL and shall include the requirement
for flight crews to monitor distress frequency 121.5 MHz at all times when operationally
possible.
14 ROUTE GUIDE
14.1 The route guide provided in accordance with the provisions in Schedule 11 of the
AN(HK)O should be a volume or series of volumes separate from the rest of the
operations manual. Information in the AIP, AIC, NOTAM and AIRAC shall be taken
into account in the development of route guide. Aerad, Jeppesen or similar
publications will normally meet the requirement, provided that flight crews are given
adequate advice on the route to be followed. An operator providing his own guide
should ensure that it meets the needs of crews in every respect. If flights are to be made
only on airways or Advisory Routes (ADRs), it will be sufficient to include instructions
to that effect; otherwise routes regularly flown should be specified in detail, normally
on prepared navigation flight plans. For other flights, routes should be specified in a
commander’s flight brief, a copy being retained at base.
14.2 Particular care should be taken to ensure that adequate information is provided on
search and rescue facilities, obstructions in the approach pattern, radio failure
procedures, prohibited and danger areas and standard Terminal Manoeuvring Area
(TMA) routeings. Only recognised instrument approach or let-down procedures in
general use should normally be included in the flight guide. Exceptionally, a special
‘break cloud’ procedure proposed by the operator may be considered by the CAD,
provided it is acceptable to the appropriate Airport Authority. Proposals to use such
special procedures, accompanied by the associated aerodrome operating minima,
should be submitted to the Inspector.

14.2.1 Neither Jeppesen nor Aerad approach plates display the vertical limits of controlled
airspace, although this information is available on some area and en-route charts.
14.3 Normally, the cancellation of Instrument Flight Rules (IFR) flight plans at night or in
congested terminal areas should be prohibited and instructions to this effect included in
the operations manual. If an operator does not wish to impose a total prohibition,
detailed instructions should be included in the operations manual, setting out the
minimum conditions that must be satisfied before cancellation of an IFR flight plan.
NOTE: Aircraft are not permitted to fly under VFR at night in HK airspace. A visual
approach does not require the cancellation of an IFR flight plan (see ICAO
definition of visual approach).
14.4 In some circumstances an abbreviated approach procedure may be adopted; the

conditions under which this procedure may be followed should be detailed in the
operations manual.
14.5 In order to facilitate effective monitoring of an instrument approach by members of the

flight crew, operators of multi-crew aircraft should provide for use on the flight deck
at least two copies of the Instrument Approach charts to be used.
14.6 Further guidance and requirements on route and aerodrome knowledge in relation to
the prevention of aeroplane upsets can be found in Paragraph 4, Appendix G of
Chapter 5.
15 METEOROLOGICAL REPORTS FROM AIRCRAFT
15.1 Reference to meteorological reports from aircraft in flight should be based on the
information and guidance in the Hong Kong Aeronautical Information Publication (AIP)
and/or on any special requirements of foreign authorities.
15.2 Reference to reports on volcanic activities from aircraft in flight and report made after
landing should be based on the information and guidance in the Hong Kong AIP and/or
on any special requirements of foreign authorities.
15.3 The pilot-in-command shall report the runway braking action special air-report (AIREP)
when the runway braking action encountered is not as good as reported.
16 MINIMUM SAFE ALTITUDES
16.1 Minimum safe altitudes are to be prescribed by the operator for each sector from
take-off, on each route to be flown, including routes to alternate aerodromes. For this
purpose ‘sector’ means the intended track from a reporting or turning point to the next,
until the aircraft starts the instrument approach procedure or joins the traffic pattern at
the aerodrome to be used for landing. Minimum safe altitudes must be specified by the
operator in the appropriate volume of the manual, in a prepared navigation flight plan or
in the commander’s flight brief.
16.2 To provide the commander with guidance for the calculation of minimum safe altitudes,
when he is obliged to depart from the planned or normal route, operators must include a
formula in the manual, expressed as simply as possible, from which the minimum safe
altitude can be calculated. The formula must secure at least the normal terrain clearance
standards laid down by the operator,

16.3 When specifying minimum safe altitudes, operators must take account of CAD would
approve the method of calculation of minimum safe altitudes only after careful
consideration of the probable effects of the following factors on the safety of the
operation in question:
(a) the accuracy and reliability with which the position of the aeroplane can be
determined;
(b) the inaccuracies in the indications of the altimeters used;
(c) the characteristics of the terrain (e.g. sudden changes in the elevation);
(d) the probability of encountering unfavourable meteorological conditions (e.g.
severe turbulence and descending air currents);
(e) possible inaccuracies in aeronautical charts;
(f) airspace restrictions, and
(g) any applicable local regulations.
16.4 The criteria upon which minimum safe altitudes are based, related to the track guidance
facilities available to the commander. The minimum acceptable standards are as
below; however such standards are modified when flying over high terrain or when the
ambient air temperature is very low. These variations are covered in paragraphs 16.5
and 16.7.
16.4.1 For general application. Where the terrain or obstacle is 5000 feet Above Mean Sea
Level (AMSL) or lower, the minimum safe altitude is 1000 feet above the highest
terrain or obstacle within 20 nm of the route centre line. Where that terrain or obstacle
is higher than 5000 feet AMSL, the minimum safe altitude is 2000 feet or more above
the highest terrain or obstacle within 20 nm of the route centre line.
16.4.2 For flight in controlled airspace. Where the track is well defined by two separate aids,
the minimum safe altitude is 1000 feet above the highest terrain or obstacle within 10
nm of the route centre line. Where the highest terrain or obstacle, within 10 nm of the
route centre line, is higher than 5000 ft AMSL, the minimum safe altitude is 2000 feet
or more above that terrain or obstacle. When the sector length between navigational
aids which define turning points is such that the aircraft could be more than 5 nm from
the centre line, due to inherent errors in the system used to define an airway, the limit
of protection must be increased by the extent to which the divergence exceeds 5 nm.
16.4.3 For radar controlled flight within 25 nm of the aerodrome of departure or intended
landing. The minimum safe altitude is 1000 feet above the highest terrain or obstacle
within 5 nm of the intended track. Commanders must be instructed to monitor all radar
instructions by reference to other aids and be reminded that, when under radar control,
it is their individual responsibility to ensure adequate terrain clearance. Minimum safe
altitudes within 25 nm of aerodromes are referred to as minimum sector altitudes.

16.4.4 Use of flight guides. An operator may use minimum safe altitudes and minimum sector
altitudes given in a recognised Flight Guide, provided that the basis of the publisher’s
calculations will give at least an equal standard to that required by this section. If
necessary, corrections can be made and promulgated in the manual so that the
prescribed vertical separation is maintained.
16.5 Corrections to Planned Minimum Safe Altitudes for Flights Over High Ground
When the selected cruising altitude or flight level or one-engine-inoperative stabilising

altitude is at or close to the calculated minimum safe altitude and the flight is within 20
nm of terrain having a maximum elevation exceeding 2000 feet, the previously
calculated MSA must be increased as follows:
HEIGHT INCREASE FOR FLIGHT OVER HIGH GROUND
Windspeed in Knots
Elevation of terrain 0-30 31-50 51-70 Over 70
2000-8000 ft 500 ft 1000 ft 1500 ft 2000 ft
Above 8000 ft 1000 ft 1500 ft 2000 ft 2500 ft
NOTE: Relevant instructions must be included in the Operations Manual.
16.6 Manuals must include a reference to the effect of mountain waves on the maintenance
of vertical separation and instruct commanders to take suitable precautions when such
conditions are reported or forecast.
16.7 Adequate allowances to calculated minimum safe altitudes must be made when the
ambient temperature on the surface is much lower than that predicted by the standard
atmosphere. When the ambient temperature is lower than International Standard
Atmosphere (ISA) -15°C, the following additions to minimum safe altitude must be
made:
ISA -15°C to -24°C Not less than 10%

< ISA -45°C Not less than 25%
16.8 For any route the maximum altitude obtainable with all power units operating, or the
appropriate stabilising altitude with one-engine-inoperative, must be greater than the
calculated minimum safe altitude for that route.

17 AERODROME OPERATING MINIMA (AOM) - TAKE OFF AND LANDING
17.1 Minima for aerodrome in regular use and associated alternates must be listed in the
operations manual, for take-off, landing and visual manoeuvring. For aerodrome
visited infrequently the minima may be listed in the commander’s brief; a copy must
be retained for 6 months. The method of determination of such minima should be
approved by the CAD and take full account of:
(a) the type, performance and handling characteristics of the aeroplane and any
conditions or limitations stated in the flight manual;
(b) the composition of the flight crew, their competence and experience;
(c) the dimensions and characteristics of the runways which may be selected for
use;
(d) the adequacy and performance of the available visual and non-visual ground
aids;
(e) the equipment available on the aeroplane for the purpose of navigation,
acquisition of visual references and/or control of the flight path during the
approach, landing and the missed approach;
(f) the obstacles in the approach and missed approach areas and the obstacle
clearance altitude/height for the instrument approach procedures;
(g) the means used to determine and report meteorological conditions;
(h) the obstacles in the climb-out areas and necessary clearance margins;
(i) the conditions prescribed in the operations specifications; and
(j) any minima that may be promulgated by the State of the Aerodrome.
17.1.1 Such minima shall not be lower than any that may be established for such aerodromes
by the State of the Aerodrome, except when specifically approved by that State.
17.1.2 Operators’ instructions on aerodrome operating minima are particularly important.

They should be stated clearly for the benefit of flight crew members. The instructions
and tables have two purposes:
(a) to enable the commander to appreciate the operator’s intentions and

requirements; and
(b) to decide whether to commence or continue an approach.
17.1.3 A flight shall not take off, or continue beyond the point of in-flight replanning unless
at the aerodrome of intended landing or at each alternate aerodrome to be selected in
compliance with paragraph 17.11.2, current meteorological reports or a combination
of current reports and forecasts indicate that the meteorological conditions will be, at
the estimated time of use, at or above the company’s established aerodrome operating
minima for that operation.
17.2 Minima for take-off and landing must be specified for each type of aircraft and for
each runway and associated approach aid at each aerodrome. Take-off minima will
vary with the performance group of the aircraft. Operators shall make reference to
ICAO Doc 9365 “Manual of All-weather Operations” for minimum values acceptable
to the CAD, landing minima, and the method of calculation. Landing minima can be
calculated using different methods from those detailed ICAO Doc 9365, but such
minima must be no lower than those derived from the ICAO Doc. Operators of
helicopters should consult their assigned Inspector.

17.3 It is the responsibility of operators to establish and specify appropriate minima. The
CAD and its Inspectors cannot assume any responsibility for the minima specified
and every instruction issued. The operator must designate a suitably qualified person
to keep the instructions under review and amend, as necessary.
17.4 For normal operations (non-LVO) and for Take Off, operators are permitted to use
the minimum RVR, as amended by NOTAM, or as published on the appropriate
approach or aerodrome charts forming part of their operations manual, whichever is
the higher. Subject to the CAD’s acceptance, operator’s obligation to publish AOM
may be fulfilled by use of aerodrome and approach charts that have been published
using Pans Ops, Terps or other State criteria.
17.5 Guidance on the calculation of landing minima for Category II and III operations is
given in CAD 359.
17.6 Minima and associated instructions must be presented so that the information is
readily available to and easily interpreted by the flight crew.
17.7 Only ‘notified’ or approved instrument approach procedures may be included in the
tables. Instrument approach and landing operations with aerodrome operating
minima below 800 m visibility should not be authorised unless RVR information is
provided. Runways or landing strips and approach aids which are not authorised for
either take-off or landing must be specified either in the AOM tables or by a general
instruction.
17.8 For the guidance of commanders, who may be obliged to take off from or land at
aerodromes for which values have not been specified, operators must give data and
instructions which allow for the calculation of minima. The data and instructions
should be expressed as simply as possible and secure, as a minimum the normal
operating standards observed by the operator. In these circumstances it may not be
practicable for the commander to give the same detailed consideration to all the
relevant factors as the operator. Therefore, the minima calculated in this way will
usually be higher than those which would have been precalculated. When an aircraft
commander calculates AOM in accordance with these criteria, the calculations must
be retained with other flight documentation.
17.9 Operators must state that a commander is authorised to exercise discretion and apply
minima higher than those prescribed by the operator, when it is necessary to secure
the safety of the aircraft.
17.10 Minima for commanders with limited experience on type shall be established.
17.11 Instrument approach operations
17.11.1 Instrument approach operations shall be classified based on the designed lowest
operating minima below which an approach operation shall only be continued with
the required visual reference as follows:
(a) Type A: a minimum descent height or decision height at or above 75 m (250

ft); and
(b) Type B: a decision height below 75 m (250 ft). Type B instrument approach
operations are categorized as:

(i) Category I (CAT I): a decision height not lower than 60 m (200 ft) and
with either a visibility not less than 800 m or a runway visual range not
less than 550 m;
(ii) For information on Category II and III operations, please refer to CAD
359 – Low Visibility Operations.
17.11.2 The operating minima for 2D instrument approach operations using instrument
approach procedures shall be determined by establishing a minimum descent altitude
(MDA) or minimum descent height (MDH), minimum visibility and, if necessary,
cloud conditions.
17.11.3 The operating minima for 3D instrument approach operations using instrument
approach procedures shall be determined by establishing a decision altitude (DA) or
decision height (DH) and the minimum visibility or RVR.
17.11.4 An operator shall establish operational procedures designed to ensure that an

aeroplane being used to conduct 3D instrument approach operations crosses the
threshold by a safe margin, with the aeroplane in the landing configuration and
attitude.
17.12 Selection of Alternate Aerodromes
17.12.1 Alternate aerodromes designated by the operator must be specified either in the
manual or in the commander’s flight brief. Instructions must be given on the factors
to be taken into account by commanders in the selection of alternates for particular
flights.
17.12.1.1 Take-off alternate aerodrome. A take-off alternate aerodrome shall be selected and
specified in the CFP if either the meteorological conditions at the aerodrome of
departure are below the company’s aerodrome landing minima for that operation or
if it would not be possible to return to the aerodrome of departure for other reasons.
For an aerodrome to be selected as a take-off alternate the available information
shall indicate that, at the estimated time of use, the conditions will be at or above the
company’s aerodrome operating minima for that operation. It shall be located within
the following flight time from the aerodrome of departure:
(a) for aeroplanes with two engines, one hour of flight time at a
one-engine-inoperative cruising speed, determined from the aircraft operating
manual, calculated in ISA and still-air conditions using the actual take-off
mass; or
(b) for aeroplanes with three or more engines, two hours of flight time at an
all-engine operating cruising speed, determined from the aircraft operating
manual, calculated in ISA and still-air conditions using the actual take-off
mass; or
(c) for aeroplanes engaged in EDTO where an alternate aerodrome meeting the
distance criteria of (a) or (b) is not available, the first available alternate
aerodrome located within the distance of the operator’s specifically approved
maximum diversion time considering the actual take-off mass.

17.12.1.2 En-route alternate (ERA) aerodromes. Shall be selected and specified in the
operational and air traffic services (ATS) flight plans for EDTO by aeroplanes with
two turbine engines.
17.12.1.3 Destination alternate aerodromes.
(a) For a flight to be conducted in accordance with the instrument flight rules, at
least one destination alternate aerodrome shall be selected and specified in the
operational and ATS flight plans, unless:
(i) the duration of the flight from the departure aerodrome, or from the point
of in-flight replanning to the destination aerodrome is such that, taking
into account all meteorological conditions and operational information
relevant to the flight, at the estimated time of use, a reasonable certainty
exists that:
(1) the approach and landing may be made under visual

meteorological conditions; and
(2) separate runways are usable at the estimated time of use of the
destination aerodrome with at least one runway having an
operational instrument approach procedure; or
(ii) the aerodrome is isolated. Operations into isolated aerodromes do not

require the selection of a destination alternate aerodrome(s) and shall be
planned in accordance with paragraph 8.8.3(d)(iv);
(1) for each flight into an isolated aerodrome a point of no return shall
be determined; and
(2) a flight to be conducted to an isolated aerodrome shall not be

continued past the point of no return 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.
(b) Two destination alternate aerodromes shall be selected and specified in the
operational and ATS flight plans when, for the destination aerodrome:
(i) meteorological conditions at the estimated time of use will be below the
company’s established aerodrome operating minima for that operation;
or
(ii) meteorological information is not available.
17.12.2 Notwithstanding paragraphs 17.12.1.1 to 17.12.1.3, CAD may, based on the results
of a specific safety risk assessment conducted by the operator which demonstrates
how an equivalent level of safety will be maintained, approve operational variations
to alternate aerodrome selection criteria. The specific safety risk assessment shall
include at least the:
(a) capabilities of the operator;

(b) overall capability of the aeroplane and its systems;
(c) available aerodrome technologies, capabilities and infrastructure;

(d) quality and reliability of meteorological information;

(e) identified hazards and safety risks associated with each alternate aerodrome
variation; and
(f) specific mitigation measures.
17.12.3 The operator shall establish the estimated time of use of an aerodrome to allow for
unexpected variations in departure time, flight time, and timing of meteorological
conditions change. Normally a margin of one hour before and after earliest and latest
time of arrival is considered acceptable to CAD.
17.12.4 At the flight planning stage, operators using Category II and Category III equipped
aircraft must consider the possibility of a failure preventing this operation and ensure
that the alternate chosen, has weather that is forecast to be at or above Category I
limits.
17.13 Take-off Minima
17.13.1 A flight to be conducted in accordance with the instrument flight rules shall not take
off from the departure aerodrome unless the meteorological conditions, at the time of
use, are at or above the company’s established aerodrome operating minima for that
operation. Minimum conditions for take-off must be specified in terms of Runway
Visual Range (RVR) and, where State Minima requires, cloud ceiling, and full
account taken of all relevant factors. When the RVR is not reported, aeroplane
commanders should assess the apparent RVR by noting the number of runway lights
visible from the aircraft providing the relevant light spacing is known. This
procedure is only to be used for the purposes of RVR assessment for take-off and in
conditions when the assessment is greater than 150 metres. Factoring of
meteorological visibility for take-off is not permitted.
17.13.2 Special rules applicable to certain types of aircraft are discussed in paragraph 17.17.
17.14 Landing Minima
17.14.1 The Approach Ban. A statement must be made setting out in what circumstances an
approach may or may not be started or continued, based on the provisions of the
AN(HK)O. The approach ban is applied to all intended approaches to land by a
public transport aircraft. In effect, an aircraft making an approach to land may only
descend below 1000 ft above the aerodrome elevation when the RVR, factored
meteorological visibility or meteorological visibility reported for the intended
runway or direction of landing is equal to or better than the minimum RVR or
visibility specified for that runway or direction of landing, appropriate to the type of
approach i.e. precision, non-precision or visual. The ban will apply even when the
specified visual reference, as distinct from RVR, may have been achieved at or above
1000 ft above the aerodrome. Also an aircraft shall not continue an approach to land
by flying below the relevant specified Decision Height/Altitude or the relevant
specified Minimum Descent Height/Altitude, unless from that height/altitude the
specified visual reference for landing is established and is maintained.
17.14.2 Decision Height/Altitude and Minimum Descent Height/Altitude. A Decision

Height/Altitude (DH/A) or a Minimum Descent Height/ Altitude (MDH/A) must
be specified for each precision and non-precision instrument approach procedure
respectively for each runway or landing strip used. In determining the appropriate
height or altitude, account must be taken of all relevant factors. Reference to ICAO
Doc. 9365 shall be made for the method of calculation.
17.14.3 Runway Visual Range (RVR). Minimum values of RVR must be specified by the
operator. For aerodromes and runways where RVR is not measured, operators
must specify the minimum reported visibility below which an approach to land
cannot be commenced or continued. The relationship between RVR and
meteorological visibility is shown in ICAO Doc. 9365.
17.14.4 Increments to minima.
17.14.4.1 Specified values of DH/A, MDH/A and RVR are to be applied for commanders
with only limited experience on the type of aircraft. Appropriate increments must
also be applied when any unserviceability of instrumentation or systems
significantly affects the performance and/or handling of the aircraft.
17.14.4.2 To ensure that an adequate margin of safety is observed in determining whether or

not an approach and landing can be safely carried out at each alternate aerodrome,
the operator shall specify for CAD’s acceptance appropriate incremental values for
height of cloud base and visibility to be added to the operator’s established
aerodrome operating minima.
17.15 Minima for Visual Landing
17.15.1 RVR or equivalent RVR or meteorological visibility must be established for all types
of approaches to any runway; these minima apply also to partial or complete visual
circuit and cloud break procedures. Details are given in ICAO Doc. 9365.
17.15.2 Minima consisting of an MDH/A, flight visibility, RVR or equivalent and a visual
reference are to be specified for an instrument approach procedure to be followed by
visual manoeuvring (circling) for landing. These minima apply where a pilot uses a
radio aid to position, to within sight of the aerodrome, and then makes a partial circuit
or other significant manoeuvre to line up for the approach and landing, e.g. a change
of track of more than 30°.
17.15.3 The minimum height for all forms of circling is determined by reference to the
relevant chart or AIP, consistent with the handling and performance characteristics of
the aircraft. Absolute minima are given in ICAO Doc. 9365.
17.15.4 At some aerodromes it is necessary to restrict circling to a particular segment of the

circuit, e.g. north of the extended centreline only, because of major obstacles or high
ground. Any such restriction must be clearly indicated in the lists of operating
minima.
17.15.5 For a visual circuit after a visual approach or when manoeuvring after an instrument
approach, visual contact must be maintained with the ground. This will allow the
aircraft to be positioned in relation to the aerodrome and remain within any notified
visual manoeuvring area. Exceptionally, if visual reference is lost when circling to
land from an instrument approach, the missed approach specified for that particular
procedure must be followed. An initial climbing turn will be made towards the
landing runway and, when overhead the aerodrome, establish the aircraft climbing on
the missed approach track. As the circling manoeuvre may be accomplished in more
than one direction and depending when visual reference is lost, different patterns will
be required to establish the aircraft on the prescribed missed approach course.

17.16 Specification of Visual Reference
17.16.1 For precision approaches, instructions must be given on the minimum visual
reference required at Decision Height (DH) or Decision Altitude (DA) and thereafter.
The visual reference segment must contain sufficient physical features so that the
aircraft’s position relative to the desired flight path can be identified. It must include
an element for lateral control, e.g. a cross bar of the Calvert approach lighting system
or barrettes on approach lighting systems, where there are no cross bars.
17.16.2 The specified visual segment of a full Category II or III approach should contain the
appropriate number of runway or approach lights.
17.16.3 For approaches using other aids and, when approach lighting is not available, the
specified visual reference must include the desired point of touchdown, the “aiming
point”, on the runway of intended landing. If approach lights are available, it is not
essential that the aiming point is in view at the MDH/A but the segment of lighting
specified must contain at least 7 lights, which may be approach lights or runway
lights or a combination of both.
17.16.4 Specifying visual references in diagrammatic form is permitted, provided that the
specifications meet the above criteria.
17.17 Special Rules for Certain Aircraft
Certain groups of aircraft are subject to special statutory provisions in respect of

aerodrome operating minima (see Schedule 15 of AN(HK)O). These limitations
should be taken into account in establishing minima, which should be marked where
necessary for operations by day only. If the operator’s limitations because of the
effect of the Regulations - are based on a specially reduced take-off weight, this must
be indicated clearly in the listed minima.
17.18 Aerodromes Without Approach Aids
A statement must be made in the operations manual that aeroplanes with a maximum
total weight exceeding 5700 kg, engaged in the public transport of passengers, are
prohibited from operating into and out of an aerodrome not equipped with radio and
a radio navigation aid, either at the aerodrome or elsewhere, to assist in the location
of and approach to the aerodrome. Operators wishing to develop an instrument
approach procedure at an aerodrome without approved aids should contact their
assigned Inspector.
17.19 State and Special Minima at Foreign Aerodromes
17.19.1 Most foreign countries set mandatory operating minima which require compliance.
In some instances, however, the authorities may permit the use of lower minima, on
application by a Hong Kong operator and in consultation with the CAD.
17.19.2 It is the responsibility of the operator to make a fresh application for special minima
following changes in aerodrome facilities or other factors.

17.20 Heliport Operating Minima
17.20.1 No approach to land under instrument flying conditions to any heliport when the
visibility is below 800M should be carried out unless RVR information or other
means of accurate information is available.
18 HELICOPTER OPERATIONS OVER WATER
Cancelled –refers to CAD 360 Helicopter Supplement
19 LOADING
19.1 Loading Instructions
In order to carry cargo in what would normally be the passenger cabin an approved
modification is usually necessary, taking into account the airworthiness requirements
for the particular type of aircraft and the flight manual limitations.
NOTE: The requirements to be satisfied in order to gain approval for the carriage of
cargo in passenger compartments are given in CAD 360 Part 2 Chapter 4.
19.1.1 The approval reference number of the appropriate approved modification must be
shown in the operations manual or, if the CAD has deemed that a modification is not
necessary, the basis for the CAD’s acceptance.
19.1.2 Where no approval/acceptance has been granted and shown in the manual, cargo must
not be carried other than in designated cargo compartments.
19.1.3 Instructions must provide guidance for traffic staff, handling agents and aircraft crew,
as appropriate, on the loading, weight and balance of an aircraft and include
instructions on:
(a) Controlling and promulgating the basic or Aircraft Prepared for Service (APS)
weights and indices. Where used, all items of equipment that convert basic to
APS weight must be listed;
(b) regulating the carriage and stowage of baggage and cargo in passenger
compartments, including instructions on the amount of hand baggage allowed
and how it is to be stowed. Emergency exits, gangways and dinghy launching
stations must be kept clear during taxying, take-off and landing;
(c) carriage of Dangerous Goods;

(d) limitations on floor loading, the strength and distribution of attachment points,
use of weight spreading devices and positioning and securing of ballast;
(e) checking that items of cargo or baggage allocated to particular compartments

or holds are distributed and restrained correctly. The person responsible for
the trim of the aircraft must give written instructions to the person responsible
for loading the aircraft;

(f) advising the aircraft commander and cabin crew of seating restrictions;
(g) the effect of the maximum zero fuel weight, landing weight restrictions at
planned destination, take off and climb performance requirements at the
departure aerodrome and en route performance requirements on Regulated
Take-Off Weight (RTOW);
(h) the care and maintenance of Unit Load Devices (ULD), responsibilities for
ensuring their fitness for use prior to loading and the procedure for directing
damaged units to an approved organisation for repair;
(i) fuel loading limitations;
(j) where appropriate, limitations on loading for ferrying aircraft with one engine
inoperative, Certificate of Airworthiness (C of A) tests or any other
non-standard flight; and
(k) where applicable, the use of the standard weights or any notional weights given
in exemptions granted by the CAD.
19.2 Cargo Loading Instructions
These instructions must include the following additional details:
(a) diagrams and dimensions of cabin bays and cargo holds and compartments to
facilitate the pre-planning of cargo distribution;
(b) the strength and usable directions of all lashing points and/ or rings and details
of the spacing between lashing points;
(c) the types and working strengths of lashing provided, and stowage, when not in
use;
(d) instructions concerning the loading of stretchers, carriage of livestock or other

unusual loads;
(e) where appropriate, the handling, loading and securing of pallets or containers;
(f) a care and maintenance programme for ULDs; these include cargo containers,
nets and pallets. Guidance must be given to both loading and maintenance
personnel on the division of duties in respect of ULD serviceability;
(g) instructions on the use of passenger aircraft for the carriage of cargo;
(h) guidance on the duties and responsibilities of individuals when making cabin
configuration changes. These changes require a Certificate of Release to
Service (CRS). Further information on these procedures can be obtained from
the Airworthiness Office;

(i) where appropriate, instructions on the loading and securing of mail bags or
similar cargo, including checking for leakage or spillage and consequential
aircraft contamination; and
(j) a statement that a load/trim sheet cannot serve as a loading instruction and a
trim slide rule does not dispense with the requirement to complete a load sheet.
19.3 The position of the laden centre of gravity must be given on the load sheet. For this
purpose, a trim sheet may be regarded as part of the load sheet, even though it can be
a separate document. The complete document must include particulars of how the load
is distributed and special attention paid to the wording of the loading certificate. This
may be met by establishing that the Centre of Gravity (C of G) lies within the permitted
limits and it is not necessary to determine the precise position, unless it affects aircraft
handling or other factors. The load sheet must bear the reference of the APS form used
and, if standard weights have been used, an endorsement to that effect.
19.4 Where a ‘loading plan’ method is used, the basic assumptions upon which the plan is
formulated must be given and must specify C of G limits more stringent than those
permissible under the C of A. It must also be stated that loading in accordance with the
‘plan’ ensures that the laden C of G always falls within the restricted limits. If this is
done, a simple statement on the load sheet that the laden C of G is between the
operator’s more stringent limits is acceptable.
19.5 Operators must provide traffic staff and handling agents, including agents at overseas
aerodromes, with:
(a) loading instructions, including the principles of effective cargo restraint;

(b) current APS forms for all types, marks and variants of aircraft used; and
(c) details of the RTOW and fuel load for each flight.
19.6 Where traffic staff and handling agents are responsible for calculating the RTOW,
operators must ensure that they are provided with all relevant information and are
competent.
19.7 Loadsheet Contents
19.7.1 The load sheet, together with the APS form, must account for all items of the laden
weight. Although they may not always be specified individually, the following are
examples of items to be included:
(a) Fuel, water methanol, oil, hydraulic fluid, drinking water, toilet water, de-icing
fluid;
(b) passenger seats, children’s cots, cabin floor covering, removable bulkheads;
(c) galley equipment including urns, hot cups;
(d) food and beverages to be consumed in flight;
(e) bar stocks including the weight of the boxes or other containers;
(f) navigation bag or aircraft library and navigation equipment, unless these items
are included in the APS weight;

(g) passengers’ hold baggage;

(h) passengers’ cabin baggage, unless this is accounted for elsewhere;
(i) flight spares and tools, spare hydraulic or de-icing fluid;
(j) cargo;
(k) aircraft crew baggage;

(l) dinghies, all life-jackets flotation cots, survival packs, blankets, pillows and
similar equipment;
(m) load spreading devices, lashing, ballast;
(n) all items of removable equipment and removable radios carried; and
(o) when livestock is carried, food and necessary equipment.
19.8 Loadsheets must show whether actual, standard, or approved notional weights of
passengers and their baggage are used.
19.9 Helicopter Loading
Cancelled – refers to CAD 360 Helicopter Supplement

20 DANGEROUS GOODS, WEAPONS AND MUNITIONS OF WAR
20.1 Carriage of Dangerous Goods
20.1.1 The Air Navigation (Dangerous Goods) Regulations set out the applicable
requirements, including those relating to operators’ responsibilities. They require that
a specific approval in a form of a written permission be issued by the CAD before the
operators are authorized to carry dangerous goods (DG) and such goods are carried in
accordance with the International Civil Aviation Organisation (ICAO) Technical
Instructions for the Safe Transport of Dangerous Goods by Air (Doc 9284).
20.1.2 Such DG Permission is granted by the CAD Dangerous Goods Office when the CAD
is satisfied as to the adequacy of staff training and procedures. Following the grant of
DG Permission, the operator should also check their AOC to see if an AOC variation is
required and contact the CAD Flight Standards and Airworthiness Office where
needed.
20.1.3 Detailed requirements of crew and staff training and procedures can be found in
Chapter 14, Appendix 2 and Attachment K to ICAO Annex 6 Part I, Schedule 16 to
AN(HK)O, ICAO Annex 18 and Doc 9284 [Remarks: The latter three are
comprehensive requirements for the safe transportation of DG for all relevant
personnel, e.g. staff of operators, shippers, and are being enforced by CAD Dangerous
Goods Office].
20.1.4 Certain items described generally as DG do not require a Permission for carriage.
These include COMAT, certain items carried by passengers or crew and items required
for use in flight to provide veterinary aid to an animal or medical aid to a person.
Guidance must be given on what items can be carried in all these circumstances.
20.1.5 Operations manuals must state whether or not a Permission for the carriage of DG is
held.
20.1.6 Where a Permission is not held, DG information and instructions in accordance with
Schedule 11 to AN(HK)O and Chapter 14, Appendix 2 and Attachment K to ICAO
Annex 6 Part 1 must still be included in the operations manual. Other relevant staff
training and procedures applicable to these operators not authorized to carry DG (such
as procedures to prevent the inadvertent carriage of undeclared DG on board aircraft
specified under ICAO Doc 9284) must be included in the appropriate manuals which
would be reviewed by CAD Dangerous Goods Office.

20.1.7 Where a Permission for the carriage of DG is held, DG information must be given to
enable operator’s staff or the ground handling agent to carry out their responsibilities.
The instructions apply from the time DG are accepted for carriage until they cease to
be in the care of the operator or ground handling agent. Operators and their handling
agents are expected to observe other relevant DG storage requirements as stipulated by
the Fire Services Department in Hong Kong or other competent authorities at
outstations. The general guidelines on DG storage in Hong Kong are in Appendix F to
this chapter.
20.1.8 Accidents and incidents arising from the carriage of dangerous goods are reportable
under the Mandatory Occurrence Reporting Scheme (see paragraph 24).
20.1.9 Detailed DG requirements are stipulated in Schedule 16 to the AN(HK)O, ICAO Doc
9284 and ICAO Doc 9481. Please contact the CAD Dangerous Goods Office for
further advice.
20.2 Carriage of Weapons and Munitions of War (MUW)
20.2.1 Munitions of war shall only be carried with the written permission of the CAD.
Munitions of war are any weapon, ammunition or article containing an explosive or
noxious liquid, gas or other thing which is designed or made for use in warfare or
against persons, including parts, whether components or accessories, for such weapon,
ammunition or article. In Hong Kong, MUW on board aircraft are mostly arms and
ammunition for law enforcement, sporting and filming use.
20.2.2 Accidents and incidents arising from the carriage of weapons and munitions of war are
reportable under the Mandatory Occurrence Reporting Scheme (see paragraph 24).

21 CARRIAGE OF ANIMALS
21.1 General
21.1.1 Operators who intend to carry animals must hold a current edition of the International
Air Transport Association (IATA) Live Animals Regulations. The Regulations give
guidance on such matters as the types of containers that should be used, labelling and
marking of containers, animal health and hygiene, feeding, loading and sedation.
21.2 Livestock, Horses and Other Large Animals
21.2.1 Where livestock or other large animals are carried, the information must be given on
action in emergencies, as well as the carriage and use of animal first aid and emergency
kits, including the use of the captive bolt humane killer.
21.2.2 The determination of the weight of the consignment and where this weight is recorded
on the load-sheet must be given. Guidance on loading should include:
(a) the weight, dimensions, construction, method of attachment and required

restraint for horse boxes or animal pens;
(b) the checks necessary, before loading horse boxes or animal pens, on the
general condition and serviceability of fitting and lashing points;
(c) the loading of horse boxes and the tethering of horses;
(d) the stowage of loose equipment such as food and water containers and horse
paraphernalia; and
(e) the number and type of food and water containers and the quantities of food
and water required, based on the duration of the flight and the number of
animals carried.
21.2.3 Instructions must be given on checking an aircraft after a flight on which livestock,
horses or other large animals have been carried for damage to the structure, fittings,
wiring etc and for any adverse effects resulting from high humidity and urination.
21.2.4 When horses are carried, the minimum number of grooms for particular loading
configurations must be specified.

22 GROUND HANDLING AND AIRCRAFT DISPATCH
22.1 Operators are responsible for the safe dispatch of their aircraft following cargo and
passenger loading, refuelling, cleaning, catering and the completion of preflight
maintenance and servicing. Any damage to the aircraft must be reported and assessed
for airworthiness significance prior to flight.
22.2 All flights should be planned so that the diversion time to an aerodrome where a safe
landing could be made does not exceed the cargo compartment fire suppression time
capability of the aeroplane, when one is identified in the relevant aeroplane
documentation (e.g. Aircraft Flight Manual), reduced by an operational safety margin.
Note 1: Cargo compartment fire suppression time capabilities will be identified in the
relevant aeroplane documentation when they are to be considered for the
operation.
Note 2: Fifteen minutes is considered as a reasonable operational safety margin.
Note 3: Refer to CAD 513 for considerations of time capability of cargo

compartment fire suppression systems for aeroplanes engaged in EDTO.
22.3 Instructions must be given to ensure that dispatch tasks are carried out in a standard
manner, that each task is fully and correctly completed, and that any damage is reported
immediately.
22.4 Instructions on training requirements, subcontracting policies, handling and

loading/unloading processes, SOP and practices for all ground handling operations
should be developed in accordance with ICAO Doc 10121, Manual on Ground
Handling, the IATA Ground Operations Manual, IATA Airport Handling Manual and
the IATA Safety Audit of Ground Operations (ISAGO) Standards Manual, as
appropriate and in the form of a Ground / Aircraft Handling Manual.
22.5 Where dispatch tasks are contracted out to other organisations, contracts must include
the operator’s requirements for safe conduct of the task and the performance of the
contractor, in respect of safety, must be monitored regularly. Even when all or part of
the functions and tasks have been contracted to contractor, operators' ground handling
responsibility must be permanently maintained.
23 ACCIDENT PREVENTION AND FLIGHT SAFETY
23.1 Operators are to establish and maintain accident prevention and flight safety
programmes under the supervision of a person specifically nominated for the purpose.
Operators should refer to CAD 739, which contains information and guidance on Flight
Data Analysis Programmes.

24 ACCIDENT REPORTING
24.1 Provision must be made for all operating staff to have ready access to the prescribed
requirements for the reporting and investigation of accidents or serious incidents. In
particular, operating staff should be familiar with the definitions used in the legislation,
the duty to furnish information, and the rules governing the removal of damaged
aircraft.
24.2 Instructions must be issued on the reporting of accidents or serious incidents occurring
overseas to the regulating authority of the country concerned and the action necessary
to prevent removal or interference with any part of the aircraft without proper
permission. This is in addition to operators’ existing responsibility to inform the Chief
Inspector, Air Accident Investigation Authority (AAIA). The operations manual
should contain the address and telephone numbers of AAIA.
24.3 If doubt exists on whether an occurrence is an accident, a serious incident or an

incident, it should be reported to AAIA who will decide on its classification.
24.4 An operator shall ensure, to the extent possible, in the event the aircraft becomes
involved in an accident or a serious incident, the preservation of all related flight
recorder records and, if necessary, the associated flight recorders, and their retention in
safe custody pending their disposition as determined in accordance with Hong Kong
Civil Aviation (Investigation of Accidents) Regulations. Flight recorder means flight
data recorder and/or cockpit voice recorder, where applicable.
24.5 To preserve flight recorder records, flight recorders shall be de-activated upon
completion of flight time following an accident or a serious incident. The flight
recorders shall not be re-activated before their disposition as determined by the
Inspector of Accidents in accordance with Hong Kong Civil Aviation (Investigation of
Accidents) Regulations. Flight recorder means flight data recorder and/or cockpit
voice recorder, where applicable.
24.6 Documentation concerning parameter allocation, conversion equations, periodic

calibration and other serviceability/maintenance information of the flight data recorder
should be maintained by the operator. The documentation must be sufficient to ensure
that accident investigation authorities have the necessary information to read the data
in engineering units.

25 OCCURRENCE REPORTING
25.1 Operators and commanders of Hong Kong registered public transport aircraft shall
submit to the CAD without delay, a report of any act of unlawful interference or any
other occurrence which may endanger or, unless corrected, would have endangered an
aircraft. Types of occurrence which must be reported are prescribed in the Air
Navigation (General) Regulations.
25.2 Operations manuals must specify the persons responsible for raising occurrence reports
and give such guidance as will enable them to comply with the statutory requirements.
25.3 Operators of aircraft that do not fall within the MOR scheme should include
instructions in the manuals on the procedure for the reporting of incidents.
25.4 Any accident or serious incident notified in pursuance of the Hong Kong Civil Aviation
(Investigation of Accidents) Regulations shall not constitute a reportable occurrence
for the purpose of Mandatory Occurrence Reporting.
25.5 Operators must give guidance on the submission of Mandatory Occurrence Reports
(MORs) relating to Extended Diversion Time Operations (EDTO) aircraft. Any
occurrence report on aircraft types subject to EDTO specific approval, must be
prominently annotated ‘EDTO’.

26 LOW VISIBILITY OPERATIONS (LVO)
26.1 Operators wishing to operate to Categories II or III limits are to submit their proposed
procedures to CAD for specific approval, prior to including such procedures in their
operations manual. CAD requirements for LVO are contained in CAD 359.
27 EXTENDED DIVERSION TIME OPERATIONS (EDTO)
27.1 Unless the operation has been specifically approved by the CAD, an aeroplane with
two or more turbine engines shall not be operated on a route where the diversion time
to an ERA from any point on the route, calculated in ISA and still-air conditions at the
one-engine-inoperative (OEI) cruise speed for aeroplanes with two turbine engines and
at the all-engines-operating (AEO) cruise speed for aeroplanes with more than two
turbine engines, exceeds a threshold time established for such operations. The specific
approval shall identify the applicable threshold time and maximum diversion time
established for each particular aeroplane and engine combination.
27.2 When the diversion time exceeds the threshold time, the operation is considered to be
an EDTO. For CAD, “Extended Range Twin Engined Operations (ETOPS)” may be
used to describe EDTO for aeroplanes with two turbine engines.
27.3 Threshold time is defined as the range, expressed in time, to an en-route alternate
aerodrome, whereby any time beyond requires a specific approval for EDTO. The
threshold time for twin-engined aeroplanes which are not limited by the certificate of
airworthiness to the carriage of less than 20 passengers (AN(HK)O Schedule 15
regulations 4(5)) is 60 minutes. The threshold time for aeroplanes with more than two
turbine engines is 180 minutes. Operators who wish to operate under EDTO are to
submit their proposed procedures to CAD prior to including such procedures in their
operations manual, in order that specific approval may be granted. CAD requirements
for EDTO are contained in CAD 513 for extended operations up to 180 minutes. Any
extension beyond 180 minutes will be considered by CAD and subject to operator’s
compliance with information contained in FAA Advisory Circular No. 120-42B.
28 EDTO FOR TWIN-ENGINED BUSINESS JET
28.1 Operators wishing to operate twin-engined aeroplane for more than 90 minutes flying
time in still air at the all power units economical cruising speed from a suitable
en-route alternate aerodrome and which are limited by the certificate of airworthiness
to the carriage of less than 20 passengers, are to submit their proposed procedures
together with a safety assessment of the aircraft one engine inoperative capability to
CAD, requesting an exemption to the ANHKO Schedule 15 regulation 4(5).
29 MIXED FLEET FLYING (MFF)
29.1 Operators seeking MFF approval must operate the aircrafts recommended by the
manufacturer as conducive to MFF and provide a detailed plan, including proposed
procedures for MFF training, MFF operations, experience levels of the crews, to CAD
for approval, prior to including such procedures in their operations manual. The initial
MFF approval will be contingent upon a successful trial of MFF operations. CAD
guidelines for MFF are outlined at Appendix G.

30 COMMUNICATION, NAVIGATION AND SURVEILLANCE EQUIPMENT
30.1 Communication Equipment
30.1.1 An aeroplane or a helicopter shall be provided with radio communication equipment

capable of:
(a) conducting two-way communication for aerodrome control purposes;
(b) receiving meteorological information at any time during flight; and
(c) conducting two-way communication at any time during flight with at least one
aeronautical station and with such other aeronautical stations and on which
frequencies as may be prescribed by the appropriate authority.
30.1.2 The radio communication equipment required in accordance with the above paragraph
shall provide for communications on the aeronautical emergency frequency 121.5 MHz.
30.1.3 For operations where communication equipment is required to meet an RCP

specification for performance-based communication (PBC), an aircraft shall, in addition
to the requirements specified in 30.1.1 and 30.1.2:
(a) be provided with communication equipment which will enable it to operate in

accordance with the prescribed RCP specification(s);
(b) have information relevant to the aircraft RCP specification capabilities listed in
the flight manual or other aircraft documentation approved by the State of
Design or the CAD; and
(c) have information relevant to the aircraft RCP specification capabilities included
in the MEL.
Note: All operators requiring performance-based communication and

surveillance (PBCS) approval shall apply to the CAD using Form
DCA 4049 which can be downloaded from the CAD website at
https://www.cad.gov.hk/english/applications.html, and refer to ICAO
PBCS Manual (Doc 9869).
30.1.4 For operations where an RCP specification for PBC has been prescribed, the following
shall be established and documented by the operator:
(a) normal and abnormal procedures, including contingency procedures;
(b) flight crew qualification and proficiency requirements, in accordance with

appropriate RCP specifications;
(c) a training programme for relevant personnel consistent with the intended
operations; and
(d) appropriate maintenance procedures to ensure continued airworthiness, in

accordance with appropriate RCP specifications.

30.1.5 In respect of those aircraft mentioned in paragraph 30.1.3, the operator shall ensure
adequate provisions exist for:
(a) submitting the reports to the CAD regarding observed communication

performance issued by monitoring programmes established in accordance with
ICAO Annex 11, Chapter 3; and
(b) taking immediate corrective actions for individual aircraft, aircraft types or
operators, identified in such reports as not complying with the RCP
specification.
Note: In accordance with Article 14 of AN(HK)O, the aircraft shall be equipped with
radio and radio navigation equipment required by Schedule 6 of AN(HK)O and
the equipment installed in aircraft shall be approved by the CAD.
30.2 Navigation Equipment
30.2.1 An aeroplane or a helicopter shall be provided with navigation equipment which enable
it to proceed:
(a) in accordance with its operational flight plan; and
(b) in accordance with the requirements of air traffic services.
Except when, if not so precluded by the appropriate authority, navigation for flights
under the visual flight rules is accomplished by visual reference to landmarks.
Note: In accordance with Article 18(4) of AN(HK)O, an aircraft for public transport
shall carry navigational equipment approved by the CAD when operating to
areas specified in Schedule 8 of AN(HK)O. Also, in accordance with Article 14
of AN(HK)O, the aircraft shall be equipped with radio and radio navigation
equipment required by Schedule 6 of AN(HK)O and the equipment installed in
aircraft shall be approved by the CAD.
30.2.2 For operations where a navigation specification for performance-based navigation

(PBN) (i.e. required navigation performance (RNP) or area navigation (RNAV))
specification has been prescribed, an aeroplane or a helicopter shall:
(a) be provided with navigation equipment which will enable it to operate in

accordance with the prescribed navigation specifications; and
(b) have information relevant to the aircraft navigation specification capabilities

listed in the flight manual or other aircraft documentation approved by the
State of the Design or the CAD; and
(c) have information relevant to the aircraft navigation specification capabilities

included in the MEL.
(d) be specifically approved by the CAD for operations in such airspace in
accordance with Article 36A of AN(HK)O.

Note: All operators requiring PBN specific approval shall apply to the CAD using
the appropriate DCA Form (e.g. DCA 4046 to DCA 4047) which can be
downloaded from the CAD website at
http://www.cad.gov.hk/english/applications.html/, and refer to the ICAO PBN
Manual (Doc 9613).
30.2.3 For operations where a navigation specification for PBN has been prescribed, the
following shall be established and documented by the operator:
(a) normal and abnormal procedures including contingency procedures;
(b) flight crew qualification and proficiency requirements in accordance with the
appropriate navigation specifications;
operations; and
(d) appropriate maintenance procedures to ensure continued airworthiness in

accordance with the appropriate navigation specifications.
Note 1: Guidance on safety risks and mitigations for PBN operations, in accordance
with SMS, are contained in the Performance-based Navigation (PBN)
Operational Approval Manual (Doc 9997).
Note 2: Electronic navigation data management is an integral part of normal and

abnormal procedures.
30.2.4 For flights in defined portions of airspace where, based on Regional Air Navigation
Agreement, minimum navigation performance specification (MNPS) are prescribed, an
aeroplane shall be provided with navigation equipment which:
(a) continuously provides indications to the flight crew of adherence to or

departure from track to the required degree of accuracy at any point along that
track; and
(b) has been approved by the CAD for MNPS operations concerned in accordance
with Article 36 of AN(HK)O for all aircraft operating through the MNPS
airspace as prescribed in Schedule 15 of AN(HK)O.
Note: The prescribed MNPS and the procedures governing their application are
published in the Regional Supplementary Procedures (Doc 7030) and those for
the North Atlantic MNPS Airspace are in the current edition of the “Guidance
concerning Air Navigation and above the North Atlantic MNPS Airspace”
(NAT 007) (see an example of MNPS airspace in North Atlantic map in Chapter
4 Appendix A).

30.3 Surveillance Equipment
30.3.1 An aircraft shall be provided with surveillance equipment which will enable it to
operate in accordance with the requirements of air traffic services.
30.3.2 For operations where surveillance equipment is required to meet an RSP specification
for performance-based surveillance (PBS), an aircraft shall, in addition to the
requirements specified in 30.3.1:
(a) be provided with surveillance equipment which will enable it to operate in

accordance with the prescribed RSP specification(s);
(b) have information relevant to the aircraft RSP specification capabilities listed in
the flight manual or other aircraft documentation approved by the State of
Design or the CAD; and
(c) have information relevant to the aircraft RSP specification capabilities

included in the MEL.
Note 1: Information on surveillance equipment is contained in the Aeronautical

Surveillance Manual (Doc 9924).
Note 2: Information on RSP specifications for PBS is contained in the ICAO PBCS
Manual (Doc 9869.
Note 3: All operators requiring PBCS approval shall apply to the CAD using Form
DCA 4049 which can be downloaded from the CAD website at
https://www.cad.gov.hk/english/applications.html, and refer to ICAO PBCS
Manual (Doc 9869).
30.3.3 For operations where an RSP specification for PBS has been prescribed, the following
shall be established and documented by the operator:
(a) normal and abnormal procedures, including contingency procedures;
(b) flight crew qualification and proficiency requirements, in accordance with

appropriate RSP specifications;
operations; and
(d) appropriate maintenance procedures to ensure continued airworthiness, in

accordance with appropriate RSP specifications.
30.3.4 In respect of those aircraft mentioned in paragraph 30.3.2, the operator shall ensure
adequate provisions exist for:
(a) submitting the reports to the CAD regarding observed surveillance performance
issued by monitoring programmes established in accordance with ICAO Annex
11, Chapter 3; and
(b) taking immediate corrective actions for individual aircraft, aircraft types or
operators, identified in such reports as not complying with the RSP specification.

31 REDUCED VERTICAL SEPARATION MINIMA (RVSM) OPERATIONS
31.1 Operators wishing to operate in RVSM airspace are required to submit their proposed
procedures to CAD for specific approval, prior to including such procedures in their
operations manual. Guidance material may be found in ICAO Doc. 7030, Regional
Supplementary Procedures and ICAO Doc. 9574, Manual on Implementation of a 300
M (1000 ft) Vertical Separation Minimum Between FL 290 and FL 410 Inclusive. All
operators requiring RVSM specific approval shall apply to CAD using Form DCA4040
which is available in CAD FSAD Office.
31.2 For flights in RVSM airspace, an aircraft shall be provided with equipment which is
capable of:
(a) indicating to the flight crew the flight level being flown;
(b) automatically maintaining a selected flight level;
(c) providing an alert to the flight crew when a deviation occurs from the selected
flight level. The threshold for the alert shall not exceed ±90 m (300 ft);
(d) automatically reporting pressure-altitude; and
(e) the aircraft shall demonstrate a vertical navigation performance in accordance

with ICAO Annex 6 Part 1 Appendix 4.
31.3 The criteria for granting the RVSM specific approval are:
(a) the vertical navigation performance capability of the aeroplane satisfies the
requirements specified in ICAO Annex 6 Part I Appendix 4;
(b) the operator has instituted appropriate procedures in respect of continuing

airworthiness (maintenance and repair) practices and programmes (Reference
can be made to the document mentioned in the note below); and
(c) the operator has instituted appropriate flight crew procedures for operations in
RVSM airspace (Reference can be made to the document mentioned in the note
below).
Note: EASA Acceptable Means of Compliance (AMC) and Guidance

Material (GM) to Part-SPA Subpart D is used as the reference
acceptance criteria for granting the RVSM specific approval.

31.4 An operator with a RVSM specific approval must make arrangement to monitor the
height-keeping performance of their aircraft on an on-going basis. As a minimum, the
operator shall monitor the height-keeping performance of two aeroplanes of each
aircraft type grouping at least once every two years or within intervals of 1,000 flight
hours per aeroplane, whichever period is longer. If an operator aircraft type grouping
consists of a single aeroplane, monitoring of that aeroplane shall be accomplished
within the specified period of 2 years. The operator should establish a monitoring
schedule for different aircraft group and provide CAD with the monitoring data and
monitoring methodology on an annual basis or when required.
Note: Monitoring data from any regional monitoring agencies established in

accordance with Annex 11, 3.3.5.2 may be used to satisfy the requirement.
31.5 Additional airworthiness requirements can be found in the Airworthiness Notice

(http://www.cad.gov.hk/english/HKAN.html).
32 COSMIC RADIATION
32.1 Operators of public transport aircraft registered in Hong Kong shall, in respect of any
flight by that aircraft during which it may fly at an altitude in excess of 26,000 ft, keep a
record of the total dose of cosmic radiation to which the crew are exposed together with
the names of that crew. The crew has the meaning assigned to it by Article 98 paragraph
(4) of the Air Navigation (Hong Kong) Order 1995.
32.2 Where the record (e.g. CARI-6 computer programme) indicates that a crewmember may
achieve exposure of more than 4mSv in any 12 calendar month period, then that
crewmember should be rostered accordingly to ensure that his/her annual exposure does
not exceed 6mSv. Female crewmember should inform the operator as soon as her
pregnancy is certified by a medical doctor. The operator should then made appropriate
arrangements to ensure that the exposure to the fetus will be "as low as reasonably
achievable" and not exceeding an accumulated value of 1mSv when the concerned
crewmember carries out her assigned duties during the pregnancy period.
32.3 For flights intended to be operated above 49,000 ft, operators, as defined in paragraph
32.1 above, are required to:
(a) apply to CAD for an exemption from Scale W of Schedule 5 of the Air
Navigation (Hong Kong) Order 1995;
(b) provide information which will enable the pilot to determine the best course of
action to take in the event of exposure to solar cosmic radiation; and
(c) develop procedures in the event that a decision to descend is taken, covering:
- the necessity of giving the appropriate ATS unit, prior warning of the
situation and of obtaining a provisional descent clearance;
- the action to be taken in the event that communication with the ATS unit
cannot be established or is interrupted.
32.4 Inspectors will review cosmic radiation records when conducting AOC inspections.

33 INTERCEPTION PROCEDURE
In accordance with the AN(HK)O Schedule 12, a copy of the following notified
procedures must be carried on board the aircraft:
(a) Procedures to be followed by the pilot in command of an intercepted aircraft;

and
(b) notified visual signals for use by intercepting and intercepted aircraft.
For instance, these are available in reference publications such as the Hong Kong
Aeronautical Information Publication (AIP) and the Aerad Flight Guide Supplement.
34 ELECTRONIC FLIGHT BAG (EFB) OPERATIONS
34.1 Traditionally all documentation and information available to flight crew for use on the
flight deck have been in paper format. Much of this information is now available in
electronic format. Operators wishing to operate EFB are to submit their proposed
procedures to the CAD for specific approval, prior to including such procedures in their
operations manual.
34.2 Where portable EFBs are used on board, the operator shall ensure that they do not
affect the performance of the aircraft systems, equipment or the ability to operate the
aircraft.
34.3 Where EFBs are used on board an aircraft the operator shall:
(a) assess the safety risk(s) associated with each EFB function;
(b) establish and document the procedures for the use of, and training
requirements for, the device and each EFB function; and
(c) ensure that, in the event of an EFB failure, sufficient information is readily
available to the flight crew for the flight to be conducted safely.
34.4 For EFB specific approval, the applicant shall demonstrate, but not limited to the
following, to the CAD that:
(a) the EFB equipment and its associated installation hardware, including
interaction with aircraft systems if applicable, meet the appropriate
airworthiness certification requirements;
(b) the operator has assessed the safety risks associated with the operations
supported by the EFB function(s);
(c) the operator has established requirements for redundancy of the information (if
appropriate) contained in and displayed by the EFB function(s);

(d) the operator has established and documented procedures for the management
of the EFB function(s) including any database it may use; and
(e) the operator has established and documented the procedures for the use of, and
training requirements for, the EFB and the EFB function(s).
Note: Guidance on Electronic Navigation Data Management is contained in

ICAO Annex 6 Part One, Chapter 7.
34.5 Futher details of the assessment to the application of EFB Specific Approval should
refer to CAD562 Electronic Flight Bag (EFB). Any operators requiring EFB specific
approval shall apply to the CAD using Form DCA4041. The document CAD562 and
application form DCA4041 are available on the CAD Website.
35 AIRCRAFT EQUIPPED WITH AUTOMATIC LANDING SYSTEMS, A

HEAD-UP DISPLAYS (HUD) OR EQUIVALENT DISPLAYS, ENHANCED
VISION SYSTEMS (EVS), SYNTHETIC VISION SYSTEMS (SVS) AND/OR
COMBINED VISION SYSTEMS (CVS)
35.1 Under ICAO Annex 6 Part I and Part III, EVS means a system to display electronic
real-time images of the external scene achieved through the use of image sensors,
whereas HUD means a display system that presents flight information into the pilot’s
forward field of view.
35.2 When aeroplanes or helicopters are equipped with HUD and/or EVS, operators shall
include the instructions and training requirements for the use of HUD and EVS
equipment in the operations and/or training manuals where applicable.
35.3 Where aircraft are equipped with automatic landing systems, a HUD and/or equivalent
displays, EVS, SVS or CVS, or any combination of those systems into a hybrid
system, the use of such systems for the “safe operation of an aircraft” (e.g. operational
credit), shall obtain specific approval from the CAD.
Note: Helicopter in an automatic approach using airborne systems which provide

automatic control of the flight path, to a point aligned with the landing surface,
from which the pilot can transition to a safe landing by means of natural vision
without the use of automatic control.
35.4 When operational credits have been granted by the CAD as per paragraph 35.6 and
35.7, the use of that system becomes essential for the safety of such operations and is
subject to a specific approval.
35.5 The use of these systems solely for enhanced situational awareness, reduced flight
technical error and/or reduced workload is an important “safety feature” but does not
require a specific approval.

35.6 When operators wish to use HUD or equivalent displays EVS, SVS or CVS to gain
operational credit(s), such as:
(a) operating in visibilities lower than the normal aerodrome operating minima or
heliport operating minima (i.e. lower minima for approach and landing
operations);
(b) reducing or satisfying the visibility requirements; or
(c) requiring fewer ground facilities as compensated for by airborne capabilities,

approval must be obtained from CAD in writing prior to the use of such
systems. To support such approval, the instructions and training requirements,
and also the instructions for determining the aerodrome operating minima or
heliport operating minima for instrument approaches using HUD, equivalent
displays and vision systems shall be included in the operations and/or training
manuals.
35.7 To approve the operational use of automatic landing systems, a HUD or equivalent
displays, EVS, SVS or CVS for operational credits, the applicant shall demonstrate to
the CAD that:
(a) the equipment meets the appropriate airworthiness certification requirements;
(b) the operator has carried out a safety risk assessment of the operations
supported by the automatic landing systems, a HUD or equivalent displays,
EVS, SVS or CVS;
(c) the operator has established and documented the procedures for the use of, and
training requirements for, automatic landing systems, a HUD or equivalent
displays, EVS, SVS or CVS.
Note: Further guidance on HUD, Equivalent Displays and Vision Systems

is contained in ICAO Annex 6 Part I Attachment H and in the ICAO
Manual of All-Weather Operations (Doc 9365).
36 (RESERVED)

37 AUTOMATIC DEPENDENT SURVEILLANCE BROADCAST (ADS-B) OUT

OPERATIONS
37.1 ICAO’s Asia-Pacific Regional Group has decided to use the 1090MHz (Mode S)
Extended Squitter datalink as the globally interoperable link for ADS-B operations.
ICAO has also issued a number of technical and operational standards to support its
introduction.
37.2 Operators wishing to operate in ADS-B airspace are to submit their proposed
procedures to CAD for acceptance, prior to including such procedures in their
operations manual. All operators requiring ADS-B approval shall apply to the CAD
using Form DCA4042 which could be downloaded from CAD website at
http://www.cad.gov.hk/english/applications.html.
37.3 For flights in ADS-B airspace, an aircraft shall be equipped with either:
(a) The ADS-B equipages that have been certificated as meeting EASA Acceptable
Means of Compliance AMC 20-24 ‘Certification Considerations for Enhanced
ATS in Non-Radar Areas using ADS-B Surveillance (ADS-B-NRA) via 1090
MHZ Extended Squitter’, or
(b) The ADS-B equipages that meet the equipment configuration standards of
Australia Civil Aviation Order 20.18 Appendix XI.
37.4 The criteria for granting the ADS-B approval are:
(a) The continuing airworthiness of ADS-B system must be assured. As part of the
operational approval process, existing established maintenance practices or a
proposed maintenance programme for the aircraft needs to be reviewed to
ensure that it meets relevant requirements;
(b) The Minimum Equipment List needs to reflect the functional requirements of
the ADS-B system;
(c) Appropriate flight operations training programme and operational procedures

are established to ensure that pilots are knowledgeable about ADS-B
operations and their onboard operational equipment.
Note: EASA Acceptable Means of Compliance AMC 20-24 is used as the reference
acceptance criteria for granting the ADS-B approval.

38 OPERATING CONSIDERATIONS AND FACILITIES
38.1 An operator shall ensure that a flight will not be commenced unless it has been
ascertained by every reasonable means available that the ground and/or water facilities
available and directly required on such flight, for the safe operation of aircraft and the
protection of the passengers, are adequate for the type of operation under which the
flight is to be conducted and are adequately operated for this purpose. The relevant
provisions for compliance by operators are in the AN(HK)O.
38.2 An operator shall ensure that a flight will not commence or continue as planned unless
it has been ascertained by every reasonable means available that the airspace
containing the intended route from aerodrome of departure to aerodrome of arrival,
including the intended take-off, destination and en-route alternate aerodromes, can be
safely used for the planned operation.
Note: “Reasonable means” refers to the use, at the point of departure or while the
aircraft is in flight, of information available to the operator either through
official information published by the aeronautical information services
(including but not limited to Aeronautical Information Publication Hong Kong
(AIP HK), NOTAMS, CAD Flight Operations Notices (FONs) etc.) or readily
obtainable from other sources.
38.3 When intending to operate over or near conflict zones, a risk assessment shall be
conducted and appropriate risk mitigation measures taken to ensure a safe flight.
Reference on risk assessment can be made to ICAO Safety Management Manual (Doc
9859) and ICAO Risk Assessment Manual for Civil Aircraft Operations Over or Near
Conflict Zones (Doc 10084).
38.4 An operator shall ensure that any inadequacy of facilities observed in the course of
operations is reported to the authority responsible for them, without undue delay.
38.5 An operator shall, as part of its safety management system, assess the level of rescue
and fire fighting service (RFFS) protection available at any aerodrome intended to be
specified in the operational flight plan in order to ensure that an acceptable level of
protection is available for the aeroplane intended to be used.
38.6 Information related to the level of RFFS protection that is deemed acceptable by the
operator shall be contained in the operations manual after acceptance by the CAD.
NOTE: Appendix C of this chapter reproduced ICAO Annex 6 Part I Attachment J

which contains guidance on assessing an acceptable level of RFFS protection
at aerodromes.

CHAPTER 4 APPENDIX A - NORTH ATLANTIC MNPS AIRSPACE
NOTE: The boundaries shown were for reference only and correct at the time of publication
in November 2000 (Amdt 9), but operators must confirm the current co-ordinates of
MNPS and Schedule 8 areas specified in AN(HK)O 1995.

CHAPTER 4 APPENDIX B - AERODROME OPERATING MINIMA

CALCULATIONS
Cancelled –refer to ICAO Doc 9365 Manual of All-Weather Operations


CHAPTER 4 APPENDIX C - RESCUE AND FIRE FIGHTING SERVICES (RFFS)

LEVELS
Note: The contents of this Appendix are reproduced from ICAO Annex 6 Part I Attachment I.
ATTA
TTACHMEN
MENT J. RESCUE AND FIRE FIGHTIN
TING
SER
SERVICES (RFFS)
FS) LEVELS
VELS
1. Purpose and scope
1.1 Introduction
The purpose of this Attachment is to provide guidance for assessing the level of RFFS
deemed acceptable by aeroplane operators using aerodromes for differing purposes.
This guidance does not relieve the operator from the obligation to ensure that an
acceptable level of protection is available for the aeroplane intended to be used.
1.2 Basic concepts
1.2.1 For flight planning purposes, an aeroplane operator should utilize an aerodrome whose
RFFS category, as required by Annex 14, Volume I, Chapter 9, 9.2, matches or exceeds
the aeroplane’s RFFS category. Some aerodromes currently used do not, however,
meet these requirements. Furthermore, Annex 14, Volume I provisions relate to the
level of aerodrome RFFS to be provided for aeroplanes normally using an aerodrome;
hence, this level of RFFS protection does not take into account aeroplanes for which
the aerodrome is selected as an alternative aerodrome.
1.2.2 If an aerodrome is exposed to a temporary reduction of its RFFS capability, Annex 14,
Volume I, 2.11.3, requires that: “Changes in the level of protection normally available
at an aerodrome for rescue and fire fighting shall be notified to the appropriate air
traffic services units and aeronautical information services units to enable those units to
provide the necessary information to arriving and departing aircraft. When such a
change has been corrected, the above units shall be advised accordingly.”
1.2.3 In order to determine the acceptability of an aerodrome RFFS protection level, the
operator should consider:
(a) for a departure or destination aerodrome, the difference between the aerodrome
RFFS category and the aeroplane RFFS category, and the frequency of flights to
that aerodrome; and
(b) for an alternate aerodrome, the difference between the aerodrome RFFS category
and the aeroplane RFFS category, and the probability that this alternate aerodrome
will be used.
1.2.4 The intention is that the operator will consider the available RFFS as one element of a
risk assessment process conducted under their Safety Management System, to ensure
that the overall safety of the operation can be maximized. This risk assessment would
also include considerations of aerodrome facilities, availability, terrain, weather
conditions etc. to ensure that the most appropriate aerodrome was selected.
Note: Annex 19 includes safety management provisions for air operators.

Further guidance is contained in the Safety Management Manual

(SMM) (Doc 9859).
1.2.5 The following guidance is intended to assist operators in making the assessment
required by Chapter 4, 4.1.4 with due consideration of the basic principles described in
1.2.1 to 1.2.4. It is not intended that this guidance limit or regulate the operation of an
aerodrome.
2. Glossary of terms
Aerodrome RFFS category. The RFFS category for a given aerodrome, as published in the
appropriate Aeronautical Information Publication (AIP).
Aeroplane RFFS category. The category derived from Annex 14, Volume I, Table 9-1 for a
given aeroplane type.
Temporary downgrade. RFFS category as notified, including by NOTAM, and resulting from
the downgrade of the level of RFFS protection available at an aerodrome.
3. Acceptable aerodrome RFFS category
3.1 Planning
3.1.1 In principle, the published RFFS category for each of the aerodromes used for a given
flight should be equal to or better than the aeroplane’s RFFS category. However, if the
aeroplane’s RFFS category is not available at one or more of the aerodromes required
to be specified in the operational flight plan, an operator should ensure that the
aerodrome has a level of RFFS category which is deemed acceptable, based on a risk
assessment conducted as part of the operator’s safety management system (SMS).
When establishing acceptable levels of RFFS category for these situations, the operator
may use the criteria in Table I-1-1 and Table I-1-2. Notwithstanding these criteria, the
operator may determine other acceptable levels of RFFS category in accordance with
paragraph 3.1.3 of Attachment I.
3.1.1.1 Intended operations to aerodromes with RFFS categories below the levels specified in
Annex 14, Volume I, Chapter 9, 9.2, should be coordinated between the aeroplane
operator and the aerodrome operator.
3.1.1.2 For departure and destination aerodromes, during flight planning, the acceptable RFFS
protection level should equal or exceed the values specified in Table I-1-1.
Table I-1-1. Acceptable aerodrome category for rescue and fire fighting (departure and destination
aerodrome)
Aerodromes Acceptable aerodrome RFFS category
(Required to be specified in (Based on published aerodrome RFFS category, including any

the operational flight plan) modification by NOTAM)
Note: - If an individual
aerodrome serves more than one
purpose, the highest required
category corresponding to that
purpose at the time of expected
use applies.

Departure and destination RFFS category for each aerodrome should be equal to or better than
aerodrome the aeroplane RFFS category.
Where a suitable risk assessment has been conducted by the operator:
One category below the aeroplane RFFS category or
Two categories below the aeroplane RFFS category, in the case of a

temporary downgrade of 72 hours or less
but not lower than aerodrome RFFS Category 4 for aeroplanes with
maximum certificated take-off mass of over 27 000 kg and not lower
than Category 1 for other aeroplanes.
3.1.1.3 So as to comply with the operational regulations applicable to a given flight, the
operator selects alternate aerodrome(s) for various uses. During flight planning, the
acceptable aerodrome RFFS category at a selected alternate aerodrome may equal or
exceed the values specified as follows.
Table I-1-2. Acceptable aerodrome category for rescue and fire fighting (alternate aerodromes)
Aerodromes Acceptable aerodrome RFFS category
(Required to be specified in (Based on published aerodrome RFFS category, including any

the operational flight plan) modification by NOTAM)
Note: - If an individual
aerodrome serves more than one
purpose, the highest required
category corresponding to that
purpose at the time of expected
use applies.
Take-off alternate and Where a suitable risk assessment has been conducted by the operator:
destination alternate
aerodromes Two categories below the aeroplane RFFS category or
Three categories below the aeroplane RFFS category in the case of

a temporary downgrade of 72 hours or less
but not lower than aerodrome RFFS Category 4 for aeroplanes with
maximum certificated take-off mass of over 27 000 kg and not lower
than Category 1 for other aeroplanes.
En-route alternate aerodromes • If at least 30 minutes notice is given to the aerodrome operator
prior to the arrival of the aeroplane, a minimum of RFFS
Category 4 for aeroplanes with maximum certificated take-off
mass of over 27 000 kg, and RFFS Category 1 for other
aeroplanes.
• If less than 30 minutes notice can be given to the aerodrome

operator prior to the arrival of the aeroplane.
- Two categories below the aeroplane RFFS category, or

- Three categories below the aeroplane RFFS category in the
case of a temporary downgrade of 72 hours or less.
but not lower than aerodrome RFFS Category 4 for

aeroplanes with maximum certificated take-off mass of
over 27 000 kg and not lower than Category 1 for other
aeroplanes.
3.1.2 For all-cargo operations, further reductions might be acceptable provided that the
RFFS capability is adequate to arrest fire around the flight deck area long enough for
the persons on board to safely evacuate the aeroplane.
3.1.3 Variations
3.1.3.1 Notwithstanding the guidance developed in 3.1.1, an aerodrome RFFS category below
the protection levels defined in Table I-1-1 and I-1-2 may be acceptable if other
considerations prevail, such as weather conditions, runway(s) characteristics, or length
of diversion. Such variation should be based on a specific risk assessment conducted by
the operator as part of its safety management system.
3.1.3.2 Variations to the aerodrome RFFS category may concern, amongst other cases:
a) an occasional flight; or
b) temporary downgrades exceeding 72 hours.
Where applicable, a variation may be used for a group of aerodromes selected for the
same purpose, for a given aeroplane type.
3.1.3.3 The aforementioned variations may be based on additional or other criteria relevant to
the type of operations. For instance, the 72-hour threshold for RFFS temporary
downgrades may not be relevant for a single flight to or from the aerodrome concerned,
such as a non-scheduled flight, whereas it is fully relevant for operations carried out on
a continuous and daily basis. A variation may be time limited. A variation may also be
modified to reflect the changes of the RFFS protection level available at the
aerodrome(s) concerned. In accordance with Annex 6, Part I, Chapter 4, 4.1.5, the
variations and their validity period should be included in the operations manual.
3.1.3.4 For variations to the acceptable RFFS category at departure and destination
aerodromes, the aeroplane operator’s specific safety risk assessment for an aerodrome
intended to be used as a departure or destination aerodrome may be based on the
following elements:
a) the frequency of flights intended by the aeroplane operator in relation to a

lowered aerodrome RFFS category;
b) coordination between the aeroplane operator and the aerodrome operator (for
instance, reducing intervention time by prepositioning the existing RFFS
means along the runway before the intended take-off or landing).
3.1.3.5 For regular flights, the coordination should take into account the principles of Annex
14, Volume I, Chapter 9, 9.2.5 and 9.2.6 which are applicable to the aerodrome
operator, as well as the possibilities to modulate the aerodrome RFFS category

available on a daily cycle or seasonal cycle.
3.1.3.6 For variations in acceptable RFFS for an alternate aerodrome, the aeroplane operator’s
specific safety risk assessment for an aerodrome selected as a take-off alternate
aerodrome, a destination alternate aerodrome or an en-route alternate aerodrome may
be based on the following elements:
a) the probability of effective use of the aerodrome concerned; and
b) the frequency of selection of the aerodrome for the respective purpose of use.
3.2 In flight
3.2.1 The information contained in the operations manual according to Annex 6, Part I,
Chapter 4, 4.1.5 about the aerodrome RFFS category acceptable at the planning stage
(including Tables I-1-1, I-1-2 and, where usable, the variations under the specifications
in 3.1.3) is applicable at the in-flight re-planning point.
3.2.2 In flight, the pilot-in-command may decide to land at an aerodrome regardless of the
RFFS category if, in the pilot’s judgement after due consideration of all prevailing
circumstances, to do so would be safer than to divert.

CHAPTER 4 APPENDIX D - ONE-ENGINE-INOPERATIVE FERRY FLIGHTS - 3

OR 4 ENGINED AEROPLANES
1 GENERAL
1.1 A one-engine-inoperative ferry flight should never be seen as a 'normal operation'

since the margins for control and performance, especially in the approach and climb
phase, can be significantly different from those associated with normal operations,
and in particular, landing distance requirements. The use of such a procedure should
be considered only when no reasonable alternative course of action is available and
should apply only to three or four engined aircraft. Operators, therefore, must
always consider and favour bringing the spares and rectification team to the aircraft
to render it serviceable rather than conducting an engine inoperative ferry flight.
1.2 Companies who consider that they may need to resort to one-engine-inoperative
ferry flights should set up procedures in advance of such an operation, in order to
ensure that it is planned and handled in a considered manner.
One-engine-inoperative ferry flights should not be considered unless the limitations,
performance and operational procedures are specified in the approved Aircraft
Flight Manual (AFM).
1.3 No Public Transport or Aerial Work operations are permitted for

one-engine-inoperative ferry flights.
2 PROCEDURES
The following are items which should be considered, and included as instructions in
the operations manuals (OM) and Engineering Instructions prepared by the operator.
(a) Procedures to ensure that all AFM and Maintenance Manual (MM)
requirements are strictly adhered to.
(b) A requirement for a formal statement by a responsible engineer that the

aeroplane has been prepared for an engine-inoperative ferry flight with
specified minimum equipment. In making such a statement, consideration
should be given to the other sources available for hydraulics, electrics, air
conditioning and other essential services. For example, in the case of the
BAe 146, the Auxiliary Power Unit (APU) must be serviceable to provide
added hydraulic/electrical power in the event of the subsequent failure of a
paired engine.
(c) The nomination of commanders and co-pilots authorised to carry out such
flights; special authorisations needed from management before each flight;
persons on board to be limited to nominated essential crew only.

(d) A programme specified in the Training Manual (TM) which identifies the
minimum necessary training that is required before a commander or co-pilot is
considered authorised. As a minimum this should include satisfactory
completion of an engine-inoperative take-off and two engine out go-around
procedures in a simulator approved for such training, together with pre-flight
planning of such an operation. Ideally the exercise should have been practised
on two separate occasions before a crew is cleared to operate
one-engine-inoperative ferry flights. The required experience should,
depending on the complexity of techniques involved, include one
engine-inoperative techniques training, or practice in an approved flight
simulator, within a period not exceeding 13 months prior to the flight. The
crew should be certificated as competent by the operator.
(e) The requirements for actual and forecast weather conditions to be at least a
minimum cloud base of 1000 ft agl and 2 km visibility, or as specified in the
AFM for one-engine-inoperative take-off and landing procedures, whichever
is the greater. A conservative maximum crosswind limit should also be
applied; it is recommended to be not more than 7 kts if from the same side as
the inoperative-engine, unless otherwise quoted in the AFM. One-engine
inoperative ferry take-offs are permitted from a dry or wet runway unless
otherwise stated in the AFM, but are not permitted from a slippery runway or
from a runway contaminated by standing water, snow or slush.
(f) Consideration should be given to fuel planning requirements for flight with
one-engine-inoperative, giving particular attention to consumption rates.
(g) Flight crews should be thoroughly familiar with the handling techniques to be
used during take-off and the procedures to be followed in the event of a further
engine or other system failure. These aspects should be fully covered during
the take-off briefing. The AFM provides full details applicable to each
aeroplane type, and the handling technique may vary depending upon whether
the inoperative engine is inboard or outboard (4-engined types), or is centreline
or non-centreline mounted (3-engined types). The procedure may specify
setting rudder trim away from the inoperative engine. Generally, it will not be
possible to set take-off power on an asymmetric serviceable engine from the
start of the take-off run; the asymmetric thrust will need to be progressively
increased as the aeroplane accelerates. It is likely that the AFM procedure will
call for use of nose wheel steering, in addition to rudder, to maintain
directional control initially. While the thrust setting technique is intended to
ensure that the thrust asymmetry always remains within the directional control
capability of the aeroplane, it is also important that the asymmetric thrust
setting is not delayed so as to erode the margin allowed in the scheduling of the
take-off distance.

(h) It is important that flight crews appreciate the handling and performance
requirements on which the limitations for one-engine-inoperative ferry take
offs are based, as these are significantly different from normal operations.
The major consideration is that the scheduled take-off distance and the
handling characteristics on which the associated operating speeds are based,
take no account of the possible failure of a further engine prior to the
aeroplane becoming airborne. It is accepted, therefore, with such operations
that a period of risk may exist during which, in the event of a further engine
failure, the aeroplane can neither stop in the remaining distance available nor
continue the take-off. The AFM may provide advisory data on accelerate stop
distances from various stop speeds. However, such stop speeds cannot be
considered as equivalent to a normal V1 as a continued take-off capability in
the event of a further engine failure above this speed is not guaranteed and the
scheduled take-off distance need not take account of the accelerate stop
distance. This risk period can only be eliminated totally if, at the planned
take-off weight, the runway is of sufficient length that there is adequate
runway remaining to permit a stop at a speed of not less than VR. However the
situation will still be influenced, one way or another, by the particular
characteristics of the aeroplane type concerned and whether the second engine
failure adds to or reduces the thrust asymmetry. Once the aeroplane is
airborne, continued flight will be possible following the failure of a further
engine, but the directional control margins and climb gradient capability will
be considerably less.
(i) Operators should assess their OMs to ensure that all the points discussed in
subparagraphs (g) and (h) above, and as elaborated in the particular AFM, are
covered and are strictly adhered to before flight crews undertake any
one-engine-inoperative ferry flights.

CHAPTER 4 APPENDIX E
ONE-ENGINE-INOPERATIVE FERRY FLIGHTS - HELICOPTERS


CHAPTER 4 APPENDIX F - STORAGE OF DANGEROUS GOODS
1 GENERAL
1.1 The worldwide requirements for the carriage by air of Dangerous Goods (DG) are
comprehensively addressed in the International Civil Aviation Organisation’s
‘Technical Instructions for the Safe Transportation of Dangerous Goods by Air’
(ICAO TIs). By comparison, requirements for pre or post-flight storage of DG at
airports are mostly the responsibility of each state’s Fire Services authority; in
consequence, there is no worldwide standardisation of storage requirements with the
result that standards enforced by individual Fire Services vary widely.
1.2 As there have been a number of accidents or major incidents worldwide in recent
years involving DG, either when in storage at airports or during carriage by air, it is
important that the relevant storage and carriage requirements are clearly understood
by operators and their cargo agents. Insofar as storage requirements are concerned,
Hong Kong AOC holders and their agents are expected to comply with the standards
set by the Hong Kong Fire Services Department (FSD) in Hong Kong or competent
authorities outside Hong Kong for outstations.
1.3 The FSD’s DG storage requirements can be summarised as follows for reference.
However, operators should consult FSD about the latest requirements:
(a) DG should be stored in a delineated, well ventilated area, separated from

non-DG cargo.
(b) The storage area should display clearly visible signs indicating
‘DANGEROUS GOODS’ or ‘CAT 2/3/4/5* DG’ or ‘ICAO CLASS 1-9*
DG’ and ‘NO SMOKING’.
* appropriate class or category
(c) The DG acceptance area should display a notice giving information about the
transport of DG, as per ICAO TI.
(d) Suitable fire extinguishing equipment should be provided immediately

adjacent to the DG storage area.
(e) DG items should be segregated from non-DG cargo, and certain classes /
divisions of DG must be segregated from each other as required by the ICAO
TI.
(f) DG items should be stored and handled in accordance with the orientation
label displayed on the item.
(g) Radioactive items should be stored in accordance with local state

requirements, preferably in a separate and secure Radioactive store.
(h) Cargo agent’s staff should be provided with written responsibilities in respect
of DG, in particular the need for careful handling at all times, and for a sound
knowledge of the relevant emergency procedures.

1.4 At those airports where DG is ‘accepted’ for transportation, operators should ensure
that adequate numbers of their own or their agent’s staff hold ICAO Doc 9284
(alternatively IATA DG) Licences to provide the requisite standards of handling and
supervision.
1.5 Where little DG is handled at a particular outstation, dedicated DG storage facilities

need not be provided. However, in this situation, specific one-off arrangements must
be made between the operator, the cargo agent and the shipper to ensure that the
required procedures are followed.

CHAPTER 4 APPENDIX G –CROSS CREW QUALIFICATION (CCQ) AND MIXED

FLEET FLYING (MFF)
1. General
1.1 MFF will only be considered for those aircraft types which are conducive to Cross
Crew Qualification (CCQ) training, as recommended by the aircraft manufacturer.
1.2 CCQ is the process of training and testing whereby the similarities of two or more
aircraft are such that substantial credit for training and testing on Type A can be
credited to Type B, within the same ‘Family’ of aircraft operated by the same Hong
Kong AOC holder.
1.2.1 The minimum experience level to commence CCQ Training Type A to Type B is as
follows:
(a) Minimum four months after Aircraft Line Check on Type A, and;
(b) Minimum 200 hours on Type A, and;
(c) Minimum 20 sectors on Type A.
1.2.2 On completion of CCQ from Type A to Type B, the first take-off and landing in
Type B must be completed within 21 days of completion of the box items required by
the appropriate Form DCA528.
1.2.3 The minimum experience level on Type B prior to clearance to MFF is as follows:
(a) Minimum 50 hours on Type B or;
(b) 20 Sectors on Type B.
1.3 In order to qualify for MFF, on completion of the consolidation period on Type B, the
candidate must hold a valid Proficiency Check (PC) and Aircraft Line Check on Type
A at the time he/she completes the Aircraft Line Check on Type B.
1.4 Rostering MFF Crews
MFF crews may be rostered for the MFF qualified types within the same FDP.
1.5 Scheduled 9 and Schedule 11 Requirements − MFF Crews
1.5.1 Schedule 9
(a) On completion of the CCQ course and within 6 months of the last PC renewal
on Type A, an initial PC test on Type B must be completed.
(b) Subsequent PCs must alternate, and must be conducted such that there is never
more than 13 months between same Type PCs, nor less than 4 months between
alternate Type PCs.
(c) Should two different Type PCs be conducted within 4 months of each other,
the first of these two must be renewed no later than 6 months after the date
of the second PC renewal.
(d) Should either Type PC expire, then both Type PCs are deemed to have
expired, and BOTH must be renewed before MFF qualification is restored.
Once the first PC has been renewed, the pilot may then operate that Type only
until the PC for the other Type has been renewed. After both PCs have been
renewed, subsequent renewals must be in accordance with sub para’s (b) and
(c) above.
1.5.2 Schedule 11 – Line Check (LC)

Requires an Exemption from AN(HK)O 1995
(a) Having completed a LC on Type B during the CCQ process, a renewal of the
Type A Line Check must be completed no later than 13 months after the LC
on Type B.
(b) Subsequent Line Checks must alternate, and must be conducted such that there
is never more than 13 months between different Type LCs, and never more
than 25 months between same Type LCs.
(c) Should either Type LC expire, then both Type LCs are deemed to have
expired, and BOTH must be renewed before MFF qualification is restored.
Once the first LC has been renewed, the pilot may then operate that Type only
until the LC for the other Type has been renewed. After both have been
renewed, subsequent renewals must be in accordance with sub para (b) above.
1.5.3 Emergency Manoeuvres and Procedures

(a) Validity is in accordance with the PC stated in para 1.5.1 above.
(b) Emergency Manoeuvres and Procedures on Type A are valid on Type B and
vice versa.
1.6 MFF Licence Procedures
On completion of the CCQ course for aircraft Type B the completed CCQ Form
DCA528, together with the pilot’s licence, should be submitted to the CAD Personnel
Licensing Office (PLO) for the issue of a standard C of T. The C of T pages will be
endorsed for both Types A and B and signed by a PLO Officer. The pilot’s licence,
together with the new C of T page will be returned to the said pilot. It is to be noted
that the MFF C of T is not valid until the said pilot has 50 hours or 20 sectors on type
B (see para 1.2.3 above).

1.7 MFF Recency Requirements
1.7.1 35 Day Recency
A pilot may not fly as a MFF Commander unless he has carried out at least one
Take-off and one Landing in either aircraft Type A or B during the previous 35 day
period. Revalidation may be carried out in either the simulator or aircraft.
1.7.2 3 Months Recency

A Commander or Co-pilot, to maintain the three months MFF recency, must complete
a minimum of two take offs and two landings in either aircraft Type A or Type B.
A minimum of one take off and one landing must then be completed in the other Type.
Recency may be re-validated in a simulator approved for the purpose (see General
Exemption − Recency Re-validation).
1.7.3 45 Day Recency
In addition to requirements in 1.7.1 and 1.7.2, a minimum of one take off and one
landing as PF on each type every 45 days. This recency may be re-validated in a
simulator approved for the purpose (see General Exemption – Recency Re-validation).

CHAPTER 4 APPENDIX H - POLAR FLIGHT OPERATIONS
1. GENERAL
1.1 This Flight Operations Policy provides policy and guidance for operators considering
conducting flight operations into and across the areas defined in paragraph 5.4 of
Chapter 7 of this document.
2. PURPOSE
2.1 The purpose of this Policy is to indicate the important operational issues which are
relevant to safe flight operations in designated polar areas of substantially uninhabited
land where polar conditions are likely to be met and to provide guidance to operators
on how to deal with these peculiarities and to ensure the safe and efficient conduct of
these flights in compliance with both civil aviation regulations and aviation industry
best operating practices.
3. POLICY/APPLICABILITY
3.1 This Policy is applicable to all Hong Kong AOC holders, who are planning to operate
within polar areas.
4. INTRODUCTION
4.1 Commercial airlines have been flying in the north polar areas, north of the Arctic Circle,
for over 50 years. The south polar areas, because of its remoteness from a large part of
the populated world, has been far less travelled, but still offers the possibility of track
shortening for certain flight patterns.
4.2 New routes, established across the north polar areas in the mid-90s, have given airlines
the opportunity to reach destinations previously unavailable to non-stop services even
using modern efficient ultra-long range aircraft.
4.3 Increasing use of these routes has instigated major improvements in areas of aviation
infrastructure such as communications, air traffic control, and services supplied at
remote airports, however, most of the remote alternate airports in the polar areas still
fall far short of the standards of the airports in the more populous areas.
4.4 For this reason, allowances must be made to compensate for these lower standards of
facilities at these airports of the polar areas to ensure the safety and security of the
travelling public.
4.5 This Policy will address these important issues and offer guidance for the mitigation or
elimination of these shortcomings to the world standard.
5. REFERENCES
(a) FAA Advisory Circular AC120-42B on ETOPS and Polar Operations
(Chapter 6)
(b) Boeing “Aero 16- Polar Routes”
CAAS AC AOC – 98-9-1

6. DEFINITIONS AND ABBREVIATIONS

(a) AOC - Air Operator Certificate
(b) ASOA - Airport Safety and Operational Assessment (from Boeing)
(c) EDTO - Extended Diversion Time Operations
(d) ETP-Equal Time Point
(e) FMS - Flight Management System
(f) GPS - Global Positioning System
(g) HF - High Frequency Radio
(h) MEL - Minimum Equipment List
(i) PNR - Point of No Return
(j) Polar areas – As defined in paragraph 5.4 of Chapter 7 of this document
(k) QFE - the Q-code for atmospheric pressure at an aerodrome elevation (or at
RWY threshold)
(l) QNH - the Q-code for altimeter sub-scale setting to obtain elevation when on the
ground, i.e. altitude above MSL
(m) SATCOM - Satellite Communication
(n) SLR - Specific Long Range
(o) ULR - Ultra Long Range
(p) VHF - Very High Frequency Radio
(q) APU - Auxiliary Power Unit
7. POLAR OPERATIONS REQUIREMENTS

7.1 Proposal for a Polar Operation
7.1.1 In order for an operator to operate into the polar areas, a route study must be
completed to define the operational requirements for trans-polar flights.
7.2 Specific Approval for Extended Diversion Time Operations (EDTO)
7.2.1 Operators intended to carry out operations into the polar areas must have the
appropriate EDTO specific approval from CAD.
7.3 Designation of En-Route Alternate Airports

7.3.1 Apart from engine failure, an in-flight decision to divert to alternate airports could
be caused by events including but not confined to:
(a) medical alerts;

(b) depressurisation;
(c) hydraulic failure; and
(d) smoke warning in cargo-hold, in-flight entertainment system or avionics.
7.3.2 An in-flight diversion within the polar areas shall take into account remoteness of
the area, weather conditions as well as limited supporting facilities. In this regard
the operator shall develop appropriate procedures and processes to facilitate
decision-making for in-flight diversion.
7.3.3 Guidelines on medical emergencies, especially when no medical personnel are

found on board, must be provided.
7.3.4 The designation of sufficient airports as en-route alternate airports for flights
through the polar areas, such that one or more can reasonably be expected to be
available in a variety of adverse weather conditions, to ensure an acceptable level of
flight safety.
7.3.5 When selecting these en-route alternate airports, the following issues shall also be
considered, on top of the EDTO requirements::
(a) Airports need to be selected for their availability and suitability to handle
varying operational and personnel related situations;
(b) Several must be chosen to allow for the possibility of closures such as could
occur with bad weather or airport equipment failure;
(c) Airport construction and design items such as surface Load/Pavement
Classification Number (LCN/PCN) and airfield manoeuvre layout must be
suitable for the aircraft type to be used. The aeroplane must be able to make a
safe landing and manoeuvre off the runway at the selected en-route alternate
airport. The airport must also have the capability to remove disabled
aeroplane following landing, so as not to block the operation of a recovery
aircraft.
(d) Airport infrastructure must allow for safe and satisfactory passenger handling
during possible adverse weather conditions, including facilities for deplaning,
food and water, shelter with air-conditioning, medical aid, the physiological
needs of passengers and crew, transportation and communications, for the
duration of the stay until safe evacuation.
7.4 Operators Plan for Passenger Recovery from En-Route Alternate Airports
7.4.1 Safe extraction of passengers and crew members must be executed and completed
without any delay and within a reasonable timeframe.
Note: Operators with Exemption from AN(HK)O 1995 Article 13(2), paragraph
4(2)(b)(xiv) and Scale V of Schedule 5 shall have a reasonable and workable
Recovery Plan such that passenger recovery can be satisfactorily completed within
48 hours following diversion, subject to such conditions outside the control of the
operators.
7.4.2 The plan needs to address the full logistics of both passenger and crew handling,
including, provisions for their complete physiological, medical and communications
requirement, as well as plans for their transport from that airport onward in order to
safely and expeditiously extract passengers and crew. The operator shall
demonstrate this ability during the initial application and conduct an annual audit of
its recovery plan for accuracy and completeness.
7.4.3 If the operator proposes to use the airplane capabilities and services as a means to
satisfy all or part of the requirements for such a plan, the time-limited capability of
aircraft systems shall be evaluated and taken into account.
7.4.4 After the immediate concerns are addressed, the plan shall address provisions for
initiating extraction procedures for passengers, crew and the aircraft.

7.4.5 The capability to execute and complete these plans needs to be documented by the
operator, and it must be kept up to date for verification through CAD’s ongoing
audit program.
7.5 Operator Strategy for Fuel Freeze Monitoring and Management

7.5.1 Over flight temperatures at normal cruise altitudes through the polar areas can be
measurably colder than at lower latitudes for obvious reasons. An operator needs to
have in place a means to prepare for and monitor the fuel tank temperatures
throughout any long flight, but especially when flying through these higher
latitudes.
7.5.2 During the pre-flight preparation stage, dispatch can provide analyses of projected
fuel temperatures for crew to review. There are several different formats which can
be provided including waypoint by waypoint projected fuel temperatures (Fuel
Temperature Prediction Program) and calculations made from measurements taken
at various times during refuelling to establish on board fuel freeze points.
7.5.3 During their polar areas route training, pilots will need to be reminded of their need
to have contingency plans in place in the event fuel temperature degrades more
than was planned. Changes in route, altitude or Mach may be required to increase
fuel temperature to safe limits.
7.5.4 Since fuel specifications may vary from state to state, operators must ensure that
their planning includes reference to the appropriate specification and that operating
crews are correctly informed of their fuel temperature limits for each flight. With
mixed fuels in the aircraft tanks, for example, the temperature limits for the most
restrictive fuel type must be observed if not allowed for in the calculation of the
estimated on board fuel freeze point.
7.6 Communications and Navigation Requirements
7.6.1 With the proximity to the Magnetic North Pole, normal use of magnetic compasses
is unreliable. Crews must be prepared to operate using True tracks and headings.
7.6.2 Modern long range aircraft Flight Management Systems (FMS) are designed to
operate in the polar areas and cockpit displays are switched either automatically or
manually upon entering the area of compass unreliability.
7.6.3 The certificate holder must have effective voice communications and/or data link
capability for all portions of the flight route. The requirements of EDTO operations
in these areas are stipulated in paragraph 7.6.4. For all other operations, company
communications may be accomplished using HF voice, HF data link, satellite
communication (SATCOM) voice or SATCOM data link. Because of the
limitations of VHF and satellite-based voice communications, ATC
communications will probably require high frequency (HF) voice over portions of
these routes. CAD recognizes that SATCOM may not be available for short periods
during flights over the Poles. Communication capability utilising HF radios may be
affected during periods of solar flare activity. The Operator shall consider
predicted solar flare activity and its effect on communications for each flight that is
dispatched for operations into these areas.

7.6.4 For flights that are EDTO sectors of up to 180 minutes diversion time, the
communications requirements of CAD 513 shall be applicable. And for EDTO sectors
operating beyond 180 minutes from en-route alternate airports, the CAD would
consider separately.
7.6.5 For EDTO sectors operating beyond 180 minutes from en-route alternate airports, the
operator must have a second communication system in addition to that required by
paragraph 7.6.3. That system must be able to provide immediate satellite-based voice
communications of landline-telephone fidelity. The system must be able to
communicate between the flight crew and air traffic services, and the flight crew and
the operator. In determining whether such communications are available, the operator
must consider potential routes and altitudes needed for diversion to en-route alternate
airports.
7.6.6 Notwithstanding the requirements of paragraph 7.6.5, alternate means of

communication system acceptable to CAD may be considered.
7.7 Aircraft Minimum Equipment List (MEL) Considerations
7.7.1 Before receiving authority to conduct these operations, an operator shall review its
MEL for consideration of the dispatch availability of the following
systems/equipment:
(a) Fuel quantity indicating system (FQIS), including the fuel tank temperature
indicating system;
(b) APU (when the APU is necessary for an airplane to comply with EDTO
requirements), including electrical and pneumatic supply to its designed
capability;
(c) Auto-throttle system;
(d) Communication systems relied on by the flight crew to satisfy the requirement
for communication capability; and
(e) Except for all-cargo operations, an expanded medical kit to include automated
external defibrillator (AED).
7.8 Personnel Training in Support of Polar Operations

7.8.1 The operator shall address the following training requirements in their approved
training programmes:
(a) QFE/ QNH and meter/feet conversions (required for flight crew and dispatch);
(b) Fuel freeze (training for maintenance, dispatch, and flight crew);
(c) Route-specific training on weather patterns;
(d) Relevant aircraft system limitations e.g. fuel temperature limits;
(e) Maintenance control role in providing aeroplane systems capability information
to dispatch and flight crew to aid pilot-in-command in diversion decision-
making;
(f) Crew training on the use of Arctic Suits;
(g) Dispatch and crew considerations during Solar flare activity; and

(h) Training of flight crew and dispatcher for their roles and responsibilities in the
operator’s passenger recovery plan.
7.9 Space Weather Considerations
7.9.1 Operators planning to transit the polar areas must familiarize their flight crews,
dispatchers and operations controllers in the effects of Space Weather. Primarily
this involves information on cosmic radiation emanating from the sun and the
increased effect it has in the shallower arctic atmosphere and magnetic field. Solar
flares provide the most extreme forms of this radiation, and if present to any great
level, can force the re-routing or cancelation of a service.
7.9.2 The operator must ensure that there is an alerting system in place if normal
thresholds are crossed for: Geomagnetic Radiation affects, Global Positioning
System (GPS), Solar Radiation (affects human physiology), and Electromagnetic
Radiation (affects HF communications).
7.9.3 During the course of a flight, operations control needs to monitor the radiation
hazard and update crew to allow for speed, route or altitude changes as any serious
radiation changes might require.
7.9.4 Managing the radiation hazard to crew and monitoring and recording the exposure
levels as experienced by crew during flight. Operators are to review these
regulations and ensure limits are adhered to and documentation of radiation
exposure is kept.
7.10 Carriage of Special Equipment
7.10.1 When Polar Operations are expected, a minimum of two Arctic Suits (Polar / cold
weather exposure suits) are to be carried, to allow outside co-ordination at en-route
alternate airports.
7.10.2 Except for all-cargo operations, an expanded medical kit to include an automated
external defibrillator (AED).
8. OPERATOR’S OPERATIONAL PLAN
8.1 General
8.1.1 The operational plan must be developed with reference to the CAD Polar
Operations Requirements and to known aviation industry information,
documentation, and best practices, in order to achieve an acceptable level of safety
based on both proper planning and established historical records and procedures.
8.2 Objective
8.2.1 The objective is to determine and provide the best strategies for training, pre-flight
planning, in-flight operations, and operations control to ensure a safe and efficient
Polar operation.

8.3 Approach
8.3.1 An operator planning to conduct Polar Operations must understand that the world’s
polar areas present an extremely harsh and hostile environment to be dealt with should
it become necessary. With this in mind, the operator needs to take an expansive
approach to reviewing all operational possibilities, and then formulate a plan for all
contingencies. Programs must be in place beyond simply assuring a safe landing.
Obligations to the travelling public dictate that once a safe emergency diversion and
landing has occurred, there must be present, at that location, an infrastructure to
support the needs of all on board the aircraft until onward travel can be assured and
completed. As such it must be emphasized again that completeness of the Operational
Plan for polar areas operations is imperative.
8.4 Content of the Operational Plan
8.4.1 General
8.4.1.1 The Operational Plan and associated modelling must be predicated on specific
strategies that will address the various contingencies to be handled for safe and
efficient operations in the harsh Polar environment as listed in the CAD Polar
Operations Requirements. The plan content shall include, but is not limited to:
(a) The required route and area of operation, defined and thoroughly reviewed,
with all hazards, problems and special requirements identified and provided for.
(b) En-route alternate airports selected, identified, and validated for suitability.
(c) The Passenger Recovery Plan is acceptable to CAD.
(d) Fuel Freeze Monitoring and Management programs put in place, and all
necessary air and ground staff trained in their use.
(e) Aircraft Communications and Navigation systems ensured as serviceable and
validated for operational use.
(f) MEL considerations reviewed and prepared to meet the requirements.
(g) All relevant personnel fully trained to the requirement of their positions and
relationship to the Polar Operation.
(h) Established long range requirements for crewing and rostering in place.
(i) Programs in place for the gathering, dissemination, and flight following of
Space Weather data for each operating flight.
(j) Special equipment obtained and stored as required on each aircraft used for
Polar Operations.
(k) Planning made well in advance with the details of the Reaction and Recovery
Protocols.
8.4.2 Rostering and Scheduling
8.4.2.1 Based on the length of the flights to be accomplished, these functions must follow the
currently approved format as used to crew flights for the ULR flight patterns. Similar
provisions for pre-flight rest, length of layover, post flight pattern recovery times, and
additional off times remain as approved for flights of this length.
8.4.3 Crew Complement, Qualifications and Training
8.4.3.1 Again related to the length of the operating pattern, crew complement will be as for
the ULR operations and the same provisions will apply. Cockpit crew should have

adequate operational experience on long flights with augmented crew and familiarity
with crew rest patterns en-route.
8.4.4 Cabin crew numbers will meet the minimum required by the CAD, with sufficient
crew carried to ensure adequate rest for the course of the flight. All the same
contingencies apply as for ULR flights with regard to replacing “no-show” crew, to
ensure en-route rest schedules can be met.
9. APPLICATION AND CAD CERTIFICATION PROCESS
9.1 Operator’s Application
9.1.1 In order to conduct flight operations in the polar areas as defined, an operator must
satisfy the CAD that the proposed operation can be conducted safely.
9.1.2 The operator shall submit the following supporting documents prior to conducting
polar operations:
(a) The operator’s operational plan in accordance with paragraph 8 above

(b) Proposed commencement of route schedule
(c) Proposed crew rostering and scheduling procedures
(d) Proposal for operational staff training program
(e) Sample of the required navigational charts
(f) Draft operations manual reflecting the proposed operational plan
9.1.3 Sufficient lead time for consideration of the proposed operational plan must be given
to the CAD by the operator.
9.2 CAD Process
9.2.1 Document Review Phase:
9.2.1.1 CAD shall review the operator submitted documents, to ensure all requirements of this
Appendix H are complied, and this should be a consultative process involving liaison
between the CAD and the operator.
9.2.2 Demonstration and Validation Phase:
9.2.2.1 Operator’s Operational Plan Validation: the operator needs to include assessment of
the following areas:
(a) The Passenger Recovery Plan (simulated reaction and recovery to one of the
designated en-route alternates.)
(b) Flight crew and operational staff training program with a sample observation of
an actual training session;
(c) Inspecting the required special equipment;
(d) Shall demonstrate the operator’s ability to launch and conduct the recovery plan.

9.2.2.2 Polar Route Validation Flight: the operator needs to conduct a CAD monitored
validation flight, this will audit the following areas:
(a) En-route alternate airports selected (including simulated diversion)

(b) Fuel Freeze Monitoring and Management programs, and all necessary air and
ground staff trained in their use.
(c) Aircraft Communications and Navigation systems (magnetic/true/grid compass
navigation issues)
(d) All relevant personnel fully trained to the requirement of their positions
(e) long range requirements for crewing, rostering and flight/cabin crew
complement
(f) Special equipment obtained and stored
(g) Availability of en-route alternate airports weather information
(h) Polar weather/Space Weather (cosmic radiation issues)
10. MONITORING AND OVERSIGHT
10.1 Management Responsibility
10.1.1 Should there be any in-flight diversion to en-route alternate airports in the polar
areas, the operator must ensure it has an operational plan to ensure safety, cater to
physiological needs and expeditious evacuation of passenger and crew. This plan
should cover but not limited to the equipment required and the configuration of the
airplane.
10.1.2 The operator must conduct an annual audit of his recovery plan for accuracy and
completeness.
10.1.3 The operator’s management remains responsible for the monitoring and oversight
of the preparation, development, implementation and operation of all flight
operations into the polar areas.
10.2 Flight Operations Responsibility
10.2.1 The operator’s flight operations department is responsible for the oversight and
monitoring. This will include but is not limited to Space Weather and en-route
alternate airports conditions and availability. Any changes affecting the flight will
be dispatched to the operating aircraft by the quickest means possible.
10.3 Flight Crew Feedback and Operational Review
10.3.1 Operators operating into the polar areas are requested to obtain feedback from
crews flying the routes. This will assist in identifying any further issues that should
be addressed.

CHAPTER 5 - TRAINING AND TESTING
1 GENERAL REQUIREMENTS FOR AIRCRAFT FLIGHT CREW TRAINING

AND TESTING
1.1 All training courses require CAD approval.
1.2 The statutory requirements relating to the training and periodical testing of aircraft
flight crews are specified in the Air Navigation (Hong Kong) Order [AN(HK)O]. The
primary purpose of this chapter is to indicate the nature of the arrangements considered
necessary to secure an adequate standard of compliance and to specify those tests
which form part of that compliance.
1.3 Under normal circumstances, a person administering any periodic check specified in
Schedule 11 to the AN(HK)O should be currently qualified to at least the standard that
the person being examined is required to demonstrate during that check.
1.4 The training and periodic tests of all crew members are required to be conducted in
accordance with syllabi agreed with the Department and published in the operator’s
training manual. Proposed changes to syllabi or departures from training programmes
must be agreed by the Department before implementation.
1.5 Operators, who wish to outsource initial, recurrent and conversion training, must
ensure that CAD approves the training courses. Approved training organisations or the
equivalent that have State regulatory approval, may be accepted by CAD to conduct
training for Hong Kong operators, however, courses still require CAD approval. The
qualification, training and approval of training and examining personnel utilised by an
organisation, will normally be required to be in accordance with paragraphs 4.1 - 4.8
of this Chapter. Additional requirements for the personnel utilized by organisations
approved by other States are detailed in paragraph 4.9 of this Chapter. The training
provided and flight documentation used should reflect the operators’ flight safety
documents system.
1.6 Operators, who outsource training to training organisations that do not have formal
State approval, will need to consult CAD on an individual basis to establish the
approval requirements for their courses, the adequacy of training facilities,
qualification requirements and approval of personnel.
2 TRAINING MANUAL
2.1 It is a statutory requirement that a training manual shall contain all such information
and instructions as may be necessary to enable persons appointed by the operator to
give or supervise the training, practice and periodical tests to perform their duties.
2.2 Care must be taken not to interpret 2.1 as meaning that a training manual should
contain technical and operating information for general instructional purposes. Rather,
it should remain concise in its purpose of giving formal expression to the operator’s
training policy and requirements, together with adequate guidance on these matters to
instructors and examiners.
2.3 The training manual is regarded by the Department as the primary indication of the
standards of training and testing likely to be achieved by the operator. One copy must
be submitted to the Department, together with any later amendments or additions.
August 2011 (Amdt 32) Chap 5/1
2.4 Each copy of a manual must bear a serial number and a distribution list must be held by
a person responsible for issuing amendments. Each volume of the manual must be
numbered, bear a title and a list of contents giving a clear indication of its scope. The
title of the person or department responsible for the issue of the manual must also be
included. At the front of each volume there must be an amendment page to record
amendment number, date of incorporation, signature of person amending and page(s)
or paragraph(s) affected. The numbering of pages, sections, paragraphs etc should be
orderly and systematic so as to facilitate immediate identification of any part of the
subject matter. The standard of printing, duplication, binding, section dividers,
indexing of sections etc should be of sufficient quality to enable the document to be
read without difficulty and to ensure that it remains intact and legible during normal
use.
2.5 The amendment of a manual in manuscript is not acceptable. Changes or additions,

however slight, must be incorporated by the issue of a fresh or additional page which
must be dated and on which the new or additional material is clearly marked. It is
therefore recommended that items likely to be the subject of frequent change, such as
lists of appointments, are shown on pages that do not include more permanent text.
2.6 Although the training manual is part of the general operations manual, it should be a
separate document addressed to the training staff, each of whom should have a personal
copy. The form that the manual takes will vary considerably according to the size and
complexity of the operator’s organisation and the aircraft used; its adequacy will be
assessed solely on the basis of its suitability for the operator’s particular needs and
circumstances. It is therefore important that all training staff are aware of the need to
keep the document under review and ensure that it accurately reflects the operator’s
circumstances at the time.
2.7 In addition to the more general matters of policy, the following in particular must be
included in the manual:
(a) operator’s requirements in respect of qualifications, training and experience of

training staff;
(b) the name and title of the person ultimately responsible for flight crew training
and testing and lines of reporting to and from that person’s post;
(c) a comprehensive statement of the duties and responsibilities of all training

staff, which should include their names, the type of training and/or testing
which they may conduct and the types of aircraft on which they are authorised;
(d) minimum standards of experience and qualification, and of initial and

periodical training to be met by all aircraft flight crews for each type of aircraft
used by the operator;
(e) detailed syllabi for both ground and flying training and specimen record forms
in respect of all training and tests; the minimum hours/sectors necessary to
meet flight training requirements;
(f) a list of the required competency tests and their frequency;
(g) arrangements for administering and recording the periodical tests of all flight
crew;

(h) limitations on flying more than one type or variant;
(i) policy with regard to crewing together of crew members under training;
(j) training of pilots to act as relief crew occupying other than their normal crew
positions;
(k) syllabus covering training requirements for promotion of co-pilot to Captain;
(l) checking of pilots in handling and non-handling pilot duties;
(m) chain of command in an emergency, when training captain not occupying a

pilot’s seat;
(n) methods of simulating instrument flight conditions; methods of simulating

engine failure and the form of words to be used;
(o) practice of abandoned take-off during training flights, normally a restriction to

speeds not in excess of 50% of V1;
(p) procedures for touch-and-go or stop-go landings with particular emphasis on

division of duties, considerations of flap settings, runway length, brake cooling
and terrain;
(q) syllabus covering engineering perspectives including MEL/CDL, technical
log, airworthiness defects;
(r) proper flight crew coordination and training in all types of emergency and
abnormal situations or procedures caused by power plant, airframe or systems
malfunctions, fire or other abnormalities.
(s) instructions and guidance on how Predictive and Low Level Windshear initial
and recurrent training should be conducted, with emphasis on the positive
action required to minimise the effect of these conditions if encountered during
take-off, on the approach and landing. Advice must also be given on the
avoidance of these conditions;
(t) limitations on training and testing in the course of flights for the purpose of
public transport. Note particularly that the simulation of instrument flight
conditions and of emergencies affecting the flight characteristics of the aircraft
is prohibited in the course of flights for the public transport of passengers;
(u) instructions covering retesting and retraining after unsatisfactory performance

or periods of non flying due to illness or other causes;
(v) the use of full flight simulators, other training devices and copies of Approval
documents held;
(w) special equipment training: FMS, INS, E/GPWS, ACAS, HUD/EVS, etc.;
(x) Human Factors (HF) and Crew Resource Management (CRM) training;
October 2014 (Amdt 37) Chap 5/3

(y) Safety Management System training;
(z) instructions and procedures covering pilot incapacitation and the roles of all crew
members;
(aa) aviation security training;
(bb) the carriage of dangerous goods in accordance with the current edition of the
ICAO Technical Instructions for the Safe Transport of Dangerous Goods by Air
Doc 9284; and
(cc) prevention of runway incursion in accordance with the current edition of the
ICAO Manual on the Prevention of Runway Incursions (Doc 9870).
(dd) upset prevention and recovery training in accordance with the current edition of
the ICAO Procedures for Air Navigation Services – Training (PANS-TRG, Doc
9868) and Manual on Aeroplane Upset Prevention and Recovery (Doc 10011).
Further guidance and requirements can be found in Appendix G of this Chapter.
3 TRAINING AND TESTING STAFF
3.1 A person, whose qualifications and experience are agreed by the Department to be
suitable, must be designated to take general and overall charge of arrangements for the
training and testing of aircraft flight crews. This person’s name, authority,
responsibilities and reporting routes must be clearly defined in the operations manual.
3.2 Under the control of the person in charge of training, the operator will need to appoint
examiners and instructors to conduct periodical tests and give the practical training, as
necessary, to satisfy the requirements of the AN(HK)O. The number of training staff
employed is expected to be consistent with the operator’s task and their qualifications
and experience are expected to reflect the role and types of aircraft used.
3.3 It is important that examiners and instructors are experienced and qualified for their
task, and operators are to ensure that they are adequately trained in teaching and
examining techniques. Where it is intended that they will carry out tests required under
Schedules 9 and/or 11 of the AN(HK)O in an approved flight simulator, they
themselves must be duly approved by the Department for that purpose.
3.4 Exceptionally, operators may need to use the services of manufacturers’ pilots or those
from foreign operators for flight training, testing and route Line Flying Under
Supervision (LFUS). Such training staff must be familiar with the operations manual
and the training manual of the operator to whom they are temporarily attached. The
operator must obtain certified copies of duty and rest period records for the 28 days
prior to the crew members being rostered for duty; appropriate flight/duty records must
be maintained for the period that the crews are assigned to the operator. As a general
rule, a Hong Kong licence or a temporary validation of a foreign licence will have to
be obtained. The operator should contact the CAD Personnel Licensing Office to
obtain the necessary Certificate of Validation for the foreign pilots. The Department
will specify requirements in individual cases. When such pilots are used for training
they must be properly licensed and authorised to conduct initial type ratings,
instrument rating renewals and competency checks. To conduct LFUS, pilots are
required to hold full company command qualification for public transport flights and to
meet all Schedule 11 competency check requirements.
4 TRAINING AND EXAMINING STAFF QUALIFICATIONS
4.1 Schedule 9 (Flight Crew Licences)
4.1.1 Flight tests for the initial issue or renewal of Aircraft Ratings and renewal of
Instrument Ratings may only be conducted by examiners so authorised by the
Director-General of Civil Aviation. Applicants for appointment as Authorised
Examiners (AE) must be sponsored by their employer. Any authority becomes
automatically invalid the moment the examiner leaves the sponsor’s employment.
4.1.2 The applicant for appointment as an AE for aeroplanes shall hold an appropriate
licence and ratings and a valid medical certificate. As a general guideline, the applicant
is expected to have a minimum of 2,000 hours flight time as a pilot of multi-engined
aeroplanes and has achieved high standards in flying ability as evidenced by at least
two Proficiency Checks being separated by an interval of not less than 4 months with
his current employer sponsoring his AE application. An applicant for AE for
helicopters is expected to have at least 500 hours as the pilot-in-command and at least
250 hours as a flight instructor/training captain.
4.1.3 Prior to granting authorised status as an Instrument Rating Examiner (IRE) and/or a
Type Rating Examiner (TRE), the Department must be satisfied that the applicant is a
fit person to hold the authorisation and qualified to do so by reason of his knowledge,
experience, competence and skill.
4.1.4 In assessing the above criteria the applicant’s previous conduct will be taken into
consideration. The applicant must meet certain experience levels, have completed the
CAD Authorised Examiner’s Course (CAD AE course) and have satisfactorily
conducted a test whilst observed by an Inspector.
4.1.5 The CAD AE course is undertaken using facilities provided by approved Hong Kong
operators. It consists of briefings, facilitation and de-briefings utilising English as
conversational as well as aviation technical language. Therefore applicants, in addition
to meeting the high standards referred to in the above paragraphs, should also have
attained the requisite language skills in order to ensure a successful course outcome.
4.1.6 The AEs who have previously successfully completed the CAD AE course and who
have not exercised the privileges of their authority within the preceding five years will
be required to attend the first two-day CAD briefings of the CAD AE course prior to
being considered for reappointment.
4.1.7 A TRE (simulator) must be qualified on type under the provisions of the AN(HK)O.
His ability to perform the functions while occupying the co-pilot’s seat must be
checked and recorded by the operator.
4.1.8 An examiner's authority will be valid for three years in the case of Hong Kong based
examiners and shorter than three years for non-Hong Kong based examiners at
approved training establishments. The tests that an AE is authorised to conduct are
stipulated on the Letter of Authority (LoA) granted by CAD. The AE must ensure that
he exercises the privileges in accordance with the LoA at all times.

4.1.9 An Inspector or a person properly delegated by the Director-General of Civil Aviation

will renew an examiner's authority at the appropriate period. In the event that a
satisfactory standard is not achieved, then the examiner's authority will be revoked by
the CAD. Further assessment for re-appointment may be made after further training,
agreed between his company and HK CAD, has been undertaken.
4.1.10 All applications for appointment as an AE must include the following particulars:
(a) full name;

(b) licence type, number and expiry date;
(c) aircraft types endorsed in Part 1 of the licence;
(d) date of last Certificate of Test (Aircraft Rating) for aircraft type to which the
application relates, and whether annotated P1, P2 or E1;
(e) date of last Certificate of Test (Instrument Rating) and type of aircraft on
which tested;
(f) date of last medical;
(g) total hours P1 or E1 - all types;
(h) total hours P1 or E1 - in previous 12 months on type to which the application
relates;
(i) total hours PI or E1 - all turbo-jet aircraft, if application relates to a turbo-jet
aircraft;
(j) total hours P1 or E1 - all turbo-prop aircraft, if application relates to turbo-prop
aircraft;
(k) details and result of any courses in instructional or examining techniques
undertaken;
(l) details, with supporting documentation, of any examining authority held, or
previously held, from any other regulatory authority;
(m) any other relevant information.
4.1.11 In case of an applicant for appointment as a TRE/IRE (Simulator Only), and his Class
1 medical certificate could not be obtained, the following requirements in addition to
paragraph 4.1.10 shall be met:
(a) A nomination from the employer, ie, an AOC Holder, signifying that the
nominee is considered by the company as competence and suitable for
examiner duties in the simulator;
(b) A minimum of 6 consecutive years’ experience as a Hong Kong TRE/IRE,

with his Proficiency Check (PC) on the nominated aircraft type not expired for
more than 24 months, and without any complaints or CAD actions against him
during his appointment as an AE;
(c) A letter from an Approved Medical Examiner (AME) is required to prove the
TRE/IRE’s fitness to perform his examiner duties in the simulator;
(d) This TRE/IRE (Simulator only) is required to undergo the same Recurrent
Training/Proficiency Check (RT/PC) and Safety and Emergency Procedures
(SEP)/Security/CRM training/testing for pilots. All these training and testing
Chap 5/6 November 2019 (Amdt 51)

events have to be properly recorded within the company’s training records

system. The Certificate of Tests of this TRE/IRE (Simulator only) are not to
be signed. In addition, this TRE/IRE (Simulator only) must not carry out any
examiner duties if he fails his own RT/PC or other
regulatory/company-required training/tests; and
(e) The TRE/IRE will be required to complete at least 2 line observation flights
and conduct at least 4 PCs in a simulator every 6 months.
[Note: Within an AOC holder,

(i) The number of TRE/IRE (Simulator Only) without Class 1 medical
certificate is restricted to 20% of total number of TRE/IRE within the
specific aircraft type.
(ii) Only one renewal of authorization is permissible during the
appointment of this special type of TRE/IRE (Simulator only); and
(iii) Transfer to another aircraft type, for the TRE/IRE (Simulator Only)
without Class 1 medical certificate, is not permissible.
(iv) TRE/IRE (Simulator only) without class 1 medical certificate will not
normally be authorised to conduct Simulator Base Training (SBT).]
4.2 Schedule 11 (Public Transport)
4.2.1 An operator is responsible for ensuring that all persons have the training, experience
and practice and have undergone the periodical tests specified in Part B of Schedule 11
to the AN(HK)O, before acting as crew members on any flight for the purpose of public
transport.
4.2.2 In practice, the Schedule 9 tests for renewal of Instrument and Aircraft Ratings are
integrated within the operator’s bi-annual competency checks (proficiency checks).
Operators are therefore required to train and subsequently appoint pilots from within
the Company as AEs and Approved Persons (Simulator Instructors). The following
appointment and subsequent career progression is therefore recommended for training
and check personnel:
(a) Line Training Captain

(b) Type Rating Instructor – Simulator (TRI – Simulator)
(c) Type Rating Examiner/Instrument Rating Examiner - Simulator Only

[TRE/IRE - Simulator Only (Exclude SBT]
(d) Type Rating Examiner/Instrument Rating Examiner - Simulator Only (Include
SBT) [TRE/IRE – Simulator Only (Include SBT)]
(e) Type Rating Examiner/Instrument Rating Examiner – Aircraft and Simulator
(TRE/IRE – Aircraft and Simulator)
4.3 Line Training Captain

4.3.1 The role of the line training captain is vitally important in a balanced training regime.
Much of the responsibility for the standardisation of operating procedures and for
sound flight deck management will depend on the observations and analytical skills of
the line training captains. The importance of line training and testing cannot be over
emphasised and the calibre of the staff should reflect this. Specific responsibilities may
include sectors operated under supervision following type conversion, final line
July 2019 (Amdt 50) Chap 5/7

checks, annual line checks and renewal of Captain’s 35 day recency.

4.3.2 A line training captain shall hold an appropriate licence and ratings and a valid medical
certificate. As a general guideline, a line training captain is expected to have a
minimum of 2,000 hours flight time as a pilot of multi-engined aeroplanes or as a
helicopter pilot, of which at least 500 hours as the pilot-in-command and completed
training specified in the company manual for the appointment.
4.4 TRI – Simulator

4.4.1 The duties of a “TRI – Simulator” include the conduct of simulator training exercises
during initial type conversion including low visibility operations. They may also
include Schedule 11 bi-annual competency and instrument approach-to-land
(including low visibility operations) tests, and renewal of three monthly recency in
simulators approved for that purpose.
4.4.2 Prior to appointment, a “TRI – Simulator” must complete an approved course in

instructional techniques, and also induction training in his duties. He is to be observed
by an Inspector while conducting Schedule 11 items prior to appointment as an
Approved Person, and again on renewal. However the renewal of this appointment
may be delegated to a company AE, in which case the airline is to advise the
Department when the renewal is complete so that a renewed certificate can be issued.
4.5 TRE/IRE - Simulator Only (Exclude SBT)
4.5.1 Persons nominated to be “TRE/IRE - Simulator Only (Exclude SBT)” must complete
an approved course in instructional and examining techniques, and also induction
training in their duties. They will then be observed by an Inspector while conducting
simulator tests for Schedule 9 and Schedule 11 ratings prior to appointment as
Authorised Examiners (Simulator). However the “TRE/IRE – Simulator Only
(Exclude SBT)” may not conduct SBT.
4.6 TRE/IRE – Simulator Only (Include SBT)
4.6.1 Persons nominated to be “TRE/IRE – Simulator Only (Include SBT)” must complete
induction training in their duties. For the initial appointment as a “TRE/IRE –
Simulator Only (Include SBT)” and on each subsequent type change, they must be
observed by an Inspector while conducting Base Training (BT) in the simulator for the
appointment as “TRE/IRE – Simulator Only (Include SBT)” for that type. The
Inspector will observe the TRE operating from both control seats.
4.7 TRE/IRE - Aircraft and Simulator
4.7.1 Persons nominated to be “TRE/IRE – Aircraft and Simulator” must complete induction
training in their duties. For the initial appointment as a “TRE/IRE – Aircraft and
Simulator” and on each subsequent type change, they must be observed by an Inspector
while conducting tests in an aircraft for the issue of aircraft ratings prior to appointment
as Authorised Examiners (Aircraft) for that type. The Inspector will observe the TRE
operating from both control seats. However when the TRE subsequently endorses on
an additional family type with the same number of power plants i.e. A320/A330, then
the aircraft check may be completed from either control seat. The authority to conduct
tests by the “TRE/IRE – Aircraft and Simulator” also includes SBT and Aircraft Base
Training (ABT).
4.7.2 AEs who fly two aircraft types that are classified for mixed fleet flying (MFF), will be

observed on each type for initial CAD authorisation. Subsequent AE renewal may be
undertaken on either type and will be valid for both, provided the AE maintains
recency on both types.
4.8 Validity of Appointments and Recency Requirements
4.8.1 Validity of appointments
TRE/IREs and Approved Persons will normally be appointed by the Department for a
maximum period of 3 years, and normally a shorter period for those employed by
training organisations and manufacturers based outside of Hong Kong. Both may be
subject to review at more frequent intervals by the Department and additional
requirements under paragraph 4.9 of this Chapter. Operators are responsible for
ensuring that the competence of training staff appointed by them to discharge the
operator’s responsibilities under Schedule 11 of the AN(HK)O is kept under regular
review.
4.8.2 Recency Requirements
An AE is required during each and every 12-months period to conduct the following
minimum number of aircraft/simulator details, in order to retain validity:
(a) TRE/IRE – Simulator Only (Exclude SBT)

Four separate simulator sessions, which include Instrument Rating Renewal
(IRR)/Aircraft Rating Renewal (ARR) or Aircraft Rating (AR) tests during
each session. In the case of TRE/IRE – Simulator Only (Exclude SBT) without
current class one medical certificate, refer to CAD 360 Air Operator’s
Certificates Requirements Document, Chapter 5 Section 4, paragraph 4.1.11.
(b) TRE/IRE – Simulator Only (Include SBT)

Four separate simulator sessions, two of which will consist of Zero Flight Time
(ZFT) training and testing and two separate simulator sessions, which include
AR and/or Instrument Rating (IR) test.
(c) TRE/IRE – Aircraft and Simulator

A minimum of two Base Training sessions, one of which may be a simulator
ZFT session and a minimum of two simulator sessions that include tests for
IRR/ARR or initial AR tests.
Note: An AE who has not met the minimum requirements must report the
circumstances to the CAD so that the continued validity of his appointment can be
considered. The TRE/IRE may then be advised of any recency revalidation
requirements and/or the reissue of the LoA. Failure to make such a report may
invalidate subsequent tests.
4.8.3 Waivers may be given by the Department to the instructional and examining
techniques requirements for nominees with acceptable previous experience and
qualifications. On conversion to a new type, TRE/IREs must normally complete the
induction training and observation requirements specified in paragraphs 4.6 and 4.7.
4.9 Training Organisation Approved by a Foreign National Aviation Authority

(NAA)

4.9.1 This paragraph must be read in conjunction with paragraph 1.5 of this Chapter, which
contains the general requirements for an operator to outsource the training to a training
organisation or manufacturer.
4.9.2 In general, personnel utilised by a training organisation or manufacturer acceptable to
CAD will normally be required to meet the qualification, training, approval and
validity requirements listed in the paragraphs 4.1 - 4.8. For personnel utilised by a
foreign approved training organisation, certain differences to qualification and validity
requirements are listed below.
(a) An examiner from an organisation nominated by an operator for appointment

as an AE will require authorisation by CAD. This examiner shall possess a
valid examiner approval issued by a foreign NAA acceptable to CAD. An
authorisation will have a validity to be determined by CAD which may be
shorter than 3 years from the month of appointment or renewal. Operators are
reminded that they must submit a request for the appointment of an AE in
accordance with paragraph 4.1.10.
(b) For an operator who has obtained CAD’s approval to use a foreign approved
organisation for recurrent training and checking and has obtained CAD’s
agreement to undertake bi-annual testing in aircraft, appointment of AEs for
“TRE (aircraft only)” or “TRE/IRE (aircraft only)” may be considered. Their
qualification, training, appointment requirements must be agreed with the
assigned Inspector. Their recency requirements are as follows :
(i) TRE – Aircraft Only

Two separate aircraft training sessions of which at least one must
include a test for a Hong Kong licence rating.
(ii) TRE/IRE – Aircraft Only

Two separate aircraft training sessions, one or both of which include an
IRR/ARR or AR test.
The authority for the above AE will be considered case-by-case.
(c) TRI – Simulator. A TRI employed by an approved organisation outside Hong

Kong, may be qualified to conduct simulator training without the necessity of
formal CAD approval.
(d) A TRI required to conduct tests in accordance with AN(HK)O Schedule 11,
will need CAD approval.
(e) Personnel used for Safety and Emergency Procedure (SEP) training will
require CAD approval if required by the operator to conduct AN(HK)O
Schedule 11 tests.
4.9.3 Course Completion Certificate. Upon completion of any outsourced training, an

operator must obtain a certificate from the contractor, confirming that the ground
and/or simulator training course has been completed to the satisfaction of the approved
organisation.

5 SUPERVISION OF EXAMINERS
The procedures to be followed and standards to be applied by AEs are set out in CAD
170 “Authorised Examiners Handbook”. Inspectors will observe the conduct of tests
by AEs, and of crew training generally, during the currency of an Air Operator’s
Certificate. The purpose of these inspections is to ensure that training and testing is in
compliance with the operator’s training manual and within the terms and conditions of
the appointment of CAD AEs.
6 PROBLEMS OF SMALL OPERATORS
The arrangements discussed in the foregoing paragraphs may not be practicable in the
case of a very small organisation operating one or two aircraft and employing a small
number of aircraft flight crews. In larger organisations employing several pilot
examiners, one can test the other and there is no real difficulty. However, where the
total complement of pilots warrants only one examiner, arrangements should be made
for his periodical tests to be conducted by an independent examiner outside the
operator’s organisation; in such cases the Department should be notified. The
Department will then assess the suitability of the nominated independent examiner and,
if acceptable, make arrangements for the issue of the appropriate LoA. Once the
identity of the independent examiner has been agreed upon, the operator must send a
letter of agreement to the Department covering the arrangement made.
7 PART TIME AND ‘FREELANCE’ CREW MEMBERS
7.1 Operators should ensure the competence of any part-time or ‘free-lance’ pilots they
employ. Schedule 11 tests carried out to establish the competence of an operator’s
pilots, must be conducted either by the operator himself or by another operator, under
arrangements detailed in the company’s training manual and agreed by the
Department, which ensure that the pilot is competent to perform all the duties and
responsibilities laid upon him by the operator.
7.2 Additionally, the operator must satisfy himself that the flight crew member is fully
conversant with the company’s operations manual and flight procedures. In the case of
Captains, route competency must also be established and certified. In all cases, flight
and cabin crew must be tested as to their knowledge of emergency/survival drills and
equipment. Operators must obtain certified copies of duty and rest period records for
the 28 day period prior to the rostering of the crew members concerned, and
appropriate flying duty records must be maintained for the period that the operator
employs such crews.
8 OPERATION ON MORE THAN ONE TYPE OR VARIANT

(See Appendix B to Chapter 5)
8.1 Aeroplanes
(a) An operator shall ensure that a flight crew member does not operate on more
than one type or variant, unless the flight crew member is competent to do so.
(b) When considering operations of more than one type or variant, an operator
shall ensure that the differences and/or similarities of the aeroplanes concerned
justify such operations, taking account of the following:
(i) The level of technology;

(ii) Operational procedures;
(iii) Handling characteristics.
(c) An operator shall ensure that a flight crew member operating more than one
type or variant complies with all of the requirements prescribed in Schedules
9 and 11 for each type or variant unless the Department has approved the use
of credit(s) related to the training, checking and recency requirements.
(d) An operator shall specify appropriate procedures and/or operational
restrictions, approved by the Department, in the operations manual, for any
operation on more than one type or variant covering:
(i) The flight crew members’ minimum experience level;
(ii) The minimum experience level on one type or variant before

beginning training for and operation of another type or variant;
(iii) The process whereby flight crew qualified on one type or variant will
be trained and qualified on another type or variant; and
(iv) All applicable recency requirements for each type or variant.
8.2 Helicopters and Aeroplanes
(a) When a flight crew member operates both helicopters and aeroplanes:
(i) An operator shall ensure that operations of helicopter and aeroplane

are limited to one type of each.
(ii) The operator shall specify appropriate procedures and/or operational

restrictions, approved by the Department, in the operations manual.
8.3 Cross Crew Qualified
If a flight crew member is to qualify on a type which is similar to a type on which he is

currently qualified, his conversion training to the second type may be suitably
abbreviated, subject to agreement with the Department. The crew member is then
‘Cross Crew Qualified (CCQ)’. Details of the agreed abbreviated training course, and
subsequent recurrent training, are to be specified in the operations manual.
8.4 Mixed Fleet Flying
A flight crew member who is Cross Crew Qualified may be allowed to operate both
types (‘Mixed Fleet Flying’ or ‘MFF’) subject to agreement with the Department.
Details of the agreed recency and recurrent training and testing requirements to enable
the crew member to operate both types are to be specified in the operations manual.
Chap 5/12 July 2019 (Amdt 50)

9 RECURRENT TRAINING AND CHECKING
9.1 General
9.1.1 Line checks, route and aerodrome competency and recent experience requirements are
intended to ensure the crew member’s ability to operate efficiently under normal
conditions, whereas other checks and Safety and Emergency Procedures (SEP) training
are primarily intended to prepare the crew member for abnormal/emergency procedures.
9.1.2 The line check is normally performed in the aircraft. All other training and checking
should be performed in the aircraft or an approved flight simulator or, in the case of the
SEP training, in a representative training device. The type of equipment used for training
and checking should be representative of the instrumentation, equipment and layout of
the aircraft type operated by the flight crew member.
9.1.3 The line check is considered a particularly important factor in the development,
maintenance and refinement of high operating standards, and can provide the operator
with a valuable indication of the usefulness of his training policy and methods. Line
checks are a test of a flight crew member’s ability to perform a complete line operation
satisfactorily, including pre-flight, taxi operations and active runway identification, and
post- flight procedures and use of the equipment provided, and an opportunity for an
overall assessment of his ability to perform the duties required as specified in the
operations manual. The route chosen should be such as to give adequate representation
of the scope of a pilot’s normal operations. When weather conditions preclude a manual
landing, an automatic landing is acceptable. The line check is not intended to determine
competence on any particular route.
9.1.4 In addition to the above duties, flight crew members should be assessed on their crew
resource management skills. The Captain, or co-pilot acting as the Captain, should also
demonstrate his ability to “manage” the operation and take appropriate command
decisions. When assessing crew resource management skills, the examiner should
occupy an observer’s seat.
9.1.5 When a flight simulator is used for proficiency training and checking, the opportunity
should be taken, where possible, to use Line Orientated Flight Training (LOFT).
9.1.6 The SEP training should, as far as is practicable, take place in conjunction with cabin
crew undergoing similar training, with emphasis on co-ordinated procedures and
two-way communication between the flight deck and the cabin.
9.2 Periodic Competency Tests
9.2.1 The following is a full list of periodic competency training and tests which cover all
Schedule 9 and 11 requirements, the results of which must be recorded on operators’
forms:
(a) proficiency check (includes the aircraft Rating and Instrument Rating);
(b) line check;
(c) instrument approach-to-land proficiency check, including low visibility
operations procedures where applicable;
(d) Captain’s route and aerodrome competence;
(e) handling recency;

(f) Safety and Emergency Procedures (SEP);
(g) Crew Resource Management (CRM) training.
9.3 Proficiency Check (PC)
9.3.1 Although the PC is a test, it provides an opportunity for exercising emergency drills
which rarely arise in normal operations. The statutory Schedule 9 requirement is that
pilots are tested and their competence be verified and certified. The PC is undertaken in
an approved flight simulator and shall include testing of the Aircraft Rating (AR) and
Instrument Rating (IR) (Schedule 9) together with relevant Schedule 11 items
including the Instrument Approach to Land (IAL). Both Certificates of Test for the
aforementioned Schedule 9 items shall be signed on satisfactory completion of the PC.
When a simulator is not available, the operator should propose to CAD a system for
completing the PC. However, it is CAD policy that in this event, a flight simulator
should be used for each alternating PC. An example PC form is included in
Appendix E.
9.3.2 PC – Initial. Prior to commencing public transport Line Flying Under Supervision
(LFUS), the operator must be assured that a pilot is competent and has reached the
required standards during his conversion course. Therefore, there must be a valid PC
form included within the pilots training file. The senior management signed
competency statement on the PC form is the culmination of a pilot’s conversion
training and is verification that the type technical ground phase, simulator phase and
the aircraft Base Training if applicable have been completed satisfactorily and tested
accordingly. It is confirmation that training has been undertaken during the conversion
for all Schedule 11 items as listed below in 9.3.5 (b) and that the pilot has demonstrated
competence in the use of all IAL systems that could be encountered either at
destination or alternate airports. In particular, if circling approach procedures are
approved for use, then these must be covered and competence demonstrated during the
conversion. In the case of pilots who are required to be qualified in both control seats,
they must demonstrate competence in both seats (Form DCA528 boxed items).
9.3.3 PC – Recurrent. The recurrent PC is required for the testing of Schedule 9 and
Schedule 11 items within the relevant period. Because the items listed in paragraph (b)
below may be undertaken over a three year period, operators should structure the PC
with a defined program of six PCs over a three year period. The “structured” PC can
result in more efficient use of simulator time. For example, with agreement with the
assigned Inspector, practice of LVO failures and reversions may be spread over the
three year period. The Aircraft Rating Renewal (ARR) is normally a manually flown
exercise however, in one or two of the six PCs it should be undertaken making
maximum use of the aircraft automation in accordance with company SOP. The
AN(HK)O requires that a pilot is tested for the types of instrument approaches to be
used at destination or alternate airfields. The IAL tests for VOR/DME, LOC only, ILS
BB, ADF, GPS and circling approaches can be covered over the three year period.
However, if an operator’s route structure involves operations to airfields where it is
likely that circling approaches will be required, it is CAD policy that they shall be
tested on at least three occasions during the three year PC cycle. On satisfactory
completion of the PC, senior management must sign the competency certificate
accordingly.

9.3.4 The avoidance of Controlled Flight into Terrain (CFIT) must be briefed and considered
throughout each PC. The crew's situational awareness and recognition of their
responsibility for terrain clearance despite conflicting ATC instructions must be
emphasized during both the departure and arrival phases of the flight. The additional
threats imposed by non-precision approaches must be covered.
9.3.5 The scope of the practice and check may be divided into three categories, as follows:
(a) Emergency manoeuvres in Instrument Meteorological Conditions (IMC)

which must be carried out on each bi-annual check:
(i) a take-off with engine failure between V1 and V2 or as soon as safety

considerations permit. When the check is carried out in an aircraft,
instrument flight conditions should be simulated as soon as possible
after becoming airborne;
(ii) a precision instrument approach to minima with one engine

inoperative, followed by a missed approach;
(iii) landing with one engine inoperative. For single-engined aeroplanes a
practice forced landing is required;
(iv) where the emergency drills require action by the non-handling pilot,
the check must also cover knowledge of such drills.
Note: When engine out manoeuvres are carried out in an aeroplane, the
engine failure must be simulated.
(b) Selected items from the following list should be covered on each PC, ensuring
that all items are covered and recorded at least once within a three year period:
(i) A rejected take-off (initiated at a speed no greater than 50% of V1

when conducted in an aircraft);
(ii) engine fire;
(iii) engine or propeller overspeed;
(iv) fuselage fire (pilot operated extinguishing system);
(v) emergency operation of landing gear and flap;
(vi) pressurisation failure;
(vii) fuel jettison;
(viii) low fuel contents;
(ix) engine relight/restart;
(x) hydraulic failures;
(xi) electrical failures;
(xii) engine and engine control malfunction;
(xiii) action following E/GPWS and TCAS warnings;
(xiv) action following predictive and windshear warnings;
(xv) pilot incapacitation - to be carried out annually;

(xvi) approach and landing with flying control or flight director system
inoperative;
(xvii) circling approaches;
(xviii) wrong runway scenario; and
(xix) upset prevention and recovery. Further guidance and requirements
can be found in Appendix G of this Chapter.
Note 1: Some of the above items will need to be carried out by ‘touch drills’
and, if the check is carried out in an aircraft (rather than a simulator),
they are normally best attended to on the ground.
Note 2: ACAS training for flight crew shall be established in accordance with
ICAO Doc 8168 Part III Section 3 Chapter 3 and Attachment A.
(c) A supplementary questionnaire on technical matters and operating procedures

which, although not falling within the category of emergencies, are matters on
which pilots should be tested at regular intervals. Typical items to be covered
include:
(i) recognition and diagnosis of aircraft system faults for which there are
no set drills;
(ii) radio failure procedures;
(iii) use of operations manuals, including Aerad/Jeppesen route guides;
(iv) familiarity with latest operations manual amendments, information

circulars and aircrew instructions;
(v) loading instructions;
(vi) knowledge of internal and external checklists;
(vii) aircraft equipment such as Flight Management System (FMS),

navigation systems, E/GPWS, flight directors, weather radar etc;
(viii) noise abatement procedures;
(ix) precautions for winter operations, anti-icing procedures and

operations from contaminated runways;
(x) engine failure during stages of flight other than on take-off, especially
critical phases such as noise abatement, a Standard Instrument
Departure (SID) or over high ground or on approach;
(xi) wind shear recognition and avoidance.
NOTE: On most of the larger modern aircraft the list of items that might
usefully be discussed is likely to be extensive and operators may prefer
to deal with only a selection of items on a particular PC. In this event,
a plan of items to be covered should be drawn up to ensure that all are dealt with over
a three year period and records should be maintained accordingly. Some items may
equally well be covered in the course of the line check. Advantage should also be taken
of the opportunity to give pilots experience in the simulator of such rare occurrences as
windshear, flapless landings and all engines out landings.
9.3.6 Evidence-based Training (EBT)
9.3.6.1 ICAO Doc 9995 (Manual of Evidence-based Training) provides guidelines for baseline
and enhanced EBT implementation. Operators who wish to apply for EBT
implementation approval should contact the assigned Inspector with a programme
proposal. CAD may consider the approval on a case by case basis.
9.3.7 Training Records
9.3.7.1 An operator must ensure that flight crew are properly trained and tested in accordance
with Schedules 9 and 11 of the AN(HK)O 1995. It is therefore essential that proper,
accurate and relevant records are kept of a pilot’s initial training and testing.
9.3.7.2 The training records must be kept in the pilot’s training file and securely retained in the
operator’s training department.
9.3.7.3 Prior to operating a public transport flight, and commencement of LFUS, the records
must show that a pilot has satisfactorily completed the appropriate approved ground
and flight simulator course and if applicable aircraft base training. It therefore follows
that a valid PC form shall be part of the training records. They must show that the pilot
is properly licensed with a Group 1 or P2X endorsement on his Hong Kong License
and that all Schedule 9 and 11 and CAD 360 requirements have been met including
evidence of competence in AEP/SEPT, RVSM, LVO, GPS approaches, RNP and any
special airspace qualification, CRM, route and airfield qualification.
9.3.7.4 Once a pilot commences LFUS, appropriate line sector records and the Final Line
Check form must be in the training file.
9.3.7.5 After a pilot has completed his first recurrent PC, his conversion training records may
be archived. However, the training file must always include a valid PC, Line Check and
certificates to confirm qualification in accordance with Schedule 9 and 11
requirements.
9.3.7.6 It is acceptable to maintain all training records in an electronic format provided it is

secure, with a satisfactory backup system and it has been agreed with CAD.
9.4 Proficiency Check – Cruise Only Co-Pilots (P2X)
9.4.1 P2X pilots must complete all Schedule 11 items for their respective aircraft types
during the relevant period. In addition the Schedule 9 items namely the “boxed” items
of the Form DCA528 (AR) and the Instrument Rating (IR) must be completed to ensure
that a P2X pilot is properly rated for his respective aircraft type(s). Both the AR and IR
certificates are to be signed on satisfactory completion of the PC.
9.4.2 P2X pilots will not normally be exposed to aircraft handling below cruise altitude,
therefore it is important that simulator training and refresher details cover all aspects of
the normal and emergency operation of the aircraft.
9.4.3 Where an examiner judges the quality of any exercise to be only just acceptable, the
operator should expose the subject to more frequent PCs and training. This is
particularly true of young inexperienced pilots who may need reassurance that such
training and checks are a normal part of operating life.
9.5 Line Checks - All Pilots
9.5.1 The annual line check is not intended to determine competence on any particular route.
The requirement is for a test of ability to perform satisfactorily a complete line
operation from start to finish, including pre-flight and post-flight procedures and use of
the equipment provided. The route chosen should be such as to give adequate
representation of the scope of a pilot’s normal operations. The line check is considered
a particularly important factor in the development, maintenance and refinement of high
operating standards and can provide the operator with a valuable indication of the
efficacy of his training policy and methods.
9.5.2 The operator has a statutory obligation to check that his pilots are competent to perform
their duties. If it is company policy that both pilots may carry out either the handling
or the non-handling duties, both Captains and co-pilots should be checked in both
roles. Captains who also operate as co-pilots must be checked in both left and right
hand seats.
9.5.3 In addition to the above duties, the flight crew should be assessed in CRM techniques,
including command decision making. This is most readily achieved if the examiner
occupies the jump seat.
9.5.4 When line checks are carried out on sectors which terminate away from base, the
operator should allow for the possibility that on subsequent sectors the examiner may
have to act as substitute for either the Captain or co-pilot. The examiner should
therefore be fully qualified to operate at any crew station over which he acts in an
examining capacity.
9.5.5 Line checks fall into two categories as follows:
(a) FINAL line check: Following completion of route flying ‘under supervision’,
a two sector line check, one handling and one non-handling (one combined
sector for holders of P2X ratings) will be flown with a training captain at the
controls. If successful, the ‘under supervision’ restriction is removed and
re-certified as such on the candidate’s records.
(b) ANNUAL line check: This will normally take the form of a two sector line
check, one handling and one non-handling check (one combined sector for
holders of P2X ratings) and may be accomplished in one of two ways. Firstly,
the training captain may occupy a seat at the controls and fly as Captain;
secondly, he may occupy the jump seat and run a concurrent check on the
operating crew (but see paragraph 9.5.6 below). He could not in this case be
PIC. It should be noted that a Training Captain’s Line Check must consist of
a minimum of four sectors – in addition to a 2 sector check in the left hand seat,
Training Captains must complete a 2 sector check in the right hand seat, both
comprising of a sector Pilot Flying and a sector Pilot Monitoring..
9.5.6 Should a pilot run out of check or fail a line check, he may not operate on a public
transport flight except ‘under supervision’ until he is again fully qualified. All such
supervised flying, and the line check required for requalification, requires a training
captain to be at the controls.
9.6 Captains and Co-Pilots - Instrument Approach Proficiency
9.6.1 A further separate requirement to be met in respect of the Captain and copilot is that
they must have been tested as to their proficiency in using instrument approach systems
of the type in use at the aerodrome of intended landing and any alternate aerodrome;
this will also include Low Visibility Operations (LVO) procedures, where applicable.
The tests may be carried out in a flight simulator approved for the purpose. The
instrument approach to land tests (non-LVO) may also be carried out in flight in actual
or simulated IMC.
9.6.2 To comply with this requirement, operators may find it convenient to ensure that
Captains and co-pilots are tested on their proficiency to carry out instrument approach
procedures using all the pilot interpreted aids provided in the aircraft they operate. A
separate test or record to cover the requirement may not be necessary, as it is possible
to meet the regulation in the course of the bi-annual Proficiency Check by the inclusion
of an NDB, VOR, GPS, LOC only or ILS Back Beam approach.
9.6.3 On suitable aircraft types where electronic instrumentation allows portrayal of both the
NDB and the VOR angular deviation as either a needle or a beam bar presentation, the
requirement for VOR and NDB can be combined and satisfied on conversion, provided
the pilot has been tested performing one non-precision approach using a beam bar, and
another using the needle.
9.6.4 The Constant Descent Final Approach (CDFA) is the preferred method for conducting
a non-precision instrument approach. This technique should be utilised whenever
possible in high performance transport aircraft as it is conducive to a stabilised
approach and landing.
9.7 Captains - Route and Aerodrome Competence
9.7.1 An operator must ensure that the pilot designated as Captain of an aircraft has
demonstrated to the operator’s satisfaction adequate knowledge of the route to be
flown and of the aerodromes (including alternates), facilities and procedures to be
used. The period of validity of the route and aerodrome competence qualification is 13
months. However, the qualification may be re-validated during that period by operating
on the route or to the aerodrome concerned.
9.7.2 Route competence training should include knowledge of:
(a) terrain and minimum safe altitudes;
(b) seasonal meteorological conditions;
(c) meteorological, communication and air traffic control facilities, services and
procedures;
(d) navigational facilities associated with the intended route of flight;
(e) search and rescue procedures.

9.7.3 Depending on the complexity of the route, as assessed by the operator, the following
methods of familiarisation may be used:
(a) for the less complex routes, familiarisation by self briefing with route
documentation or by means of programmed instruction; and
(b) for the more complex routes, in addition to (a) above, in flight familiarisation
as a co-pilot, observer or Captain under supervision, or familiarisation in an
approved flight simulator using a data base appropriate to the proposed route.
9.7.4 The operations manual should specify a method of categorisation of aerodromes and
specify the qualification requirements for each of these categories. If the least
demanding aerodromes are Category A, Category B and C should be applied to
progressively more demanding aerodromes. The operations manual should specify the
parameters which qualify an aerodrome to be considered as Category A and then
provide a list of those aerodromes categorised as B and C.
9.7.5 All aerodromes an operator intends to use should be categorised in one of those three
categories. Such categorisation must be acceptable to the Department and based on the
following guide lines.
9.7.6 Category A. An aerodrome which satisfies all of the following requirements:
(a) an approved instrument approach procedure;
(b) at least one runway with no performance limited procedure for take-off and/or
landing;
(c) published circling minima not higher than 1000 feet above aerodrome level;
and
(d) Night operations capability.
9.7.7 Category B. An aerodrome which does not satisfy the Category A requirements or
which requires extra considerations such as:
(a) non-standard approach aids and/or approach patterns; or
(b) unusual local weather conditions; or
(c) unusual characteristics or performance limitations; or
(d) any other relevant considerations such as obstructions, physical layout,

lighting etc.
9.7.8 Category C. An aerodrome which requires additional considerations to a Category B

aerodrome.
9.7.9 Prior to operating to a Category B aerodrome, a Captain should be briefed, or self

briefed by means of programmed instruction, on the Category B aerodrome(s)
concerned and should certify that he has carried out these instructions.

9.7.10 Prior to operating to a Category C aerodrome, a Captain should be briefed and visit the
aerodrome as an observer and/or undertake instruction in a flight simulator approved
by the Department for the purpose. The instruction should be certified by the operator.
9.8 Recent Type Experience (Handling Recency)
9.8.1 A pilot whose Hong Kong Licence includes a valid and appropriate aircraft rating
Certificate of Test for the aircraft type, and who has been certified by the said pilot’s
Hong Kong AOC operator as being competent to perform duties as commander or
co-pilot shall have maintained take off and landing recency if within the 3 months,
which immediately precedes the commencement of the public transport flight, the said
pilot has completed a minimum of 3 take offs and 3 manual landings, in the aircraft of
the type to be used on the flight. For revalidation of the 3-month take-off and landing
recency, operators shall refer to Appendix F of this Chapter.
9.8.2 A Captain shall also have made, in the preceding 35 days, at least one complete flight
involving one take-off and landing in an aircraft of the type to be used on the flight. In
some cases, approved flight simulators may be used, but operators should consult their
assigned Inspector before using flight simulators for this purpose. A Captain may
revalidate his 35 day recency by carrying out a take-off and landing during a public
transport flight provided he is not operating as Captain on that flight.
9.8.3 Helicopter pilots require 2 hours simulated or actual instrument flight in the preceding
60 days to achieve instrument recency; this may be extended to 90 days if the pilot has
undergone, during the preceding 30 days, at least one hour in a simulator approved for
the purpose of instrument rating renewal. Four approaches, appropriate to company
operations, which may include flight simulator approaches in a simulator approved for
instrument rating renewals, must be flown during the preceding 90 days.
9.8.4 Instrument rated helicopter pilots who are predominantly used on VMC operations
require 2 hours simulated or actual instrument flight during the preceding 60 days; 2
instrument approaches during the preceding 60 days, which should include at least 1
instrument approach during the preceding 30 days.
9.9 Pilot Qualification for Operations in Either Seat
9.9.1 Pilot Flying (PF) duties including take offs and landings, may only be completed from
the seat in which the PC was completed. Any Captain required to complete PF duties
from the right-hand seat must complete additional training and testing as specified in
CAD 360 and in the operator’s training manual, concurrent with the operator’s
competency checks prescribed in Schedule 11. This additional training which normally
will be conducted during the PC must include at least the following:
(a) an engine failure during take-off;
(b) a one engine inoperative approach and go-around; and
(c) a one engine inoperative landing.
(d) any additional significant differences in operating from either seat, must be
included in both the initial and recurrent training programme.

Note: The designated Captain for the flight will operate from the left-hand seat
except when as a Training Captain he/she is required to conduct LFUS sectors from the
right-hand seat. When operating in the right-hand seat, the checks required by Schedule
11 for operating in the left-hand seat must, in addition, be valid and current.
9.9.2 For Initial Qualification for the Captains to fly from the Right Seat after completion of
the PC which includes the supplementary Training and Checking for Right Seat flying,
a minimum of 2 Sectors LFUS must be provided as PF, prior to a 2 Sector Line Check
from the Right Seat (1 Pilot Flying and 1 Pilot Monitoring).
9.9.3 For Right Seat qualified Captains, an additional 2 Sector Line Check will be required
(1 Pilot Flying and 1 Pilot Monitoring) annually.
9.9.4 A pilot relieving the Captain must demonstrate practice of drills and procedures,
concurrent with the operator’s competency checks prescribed in Schedule 11, which
would otherwise have been the Captain’s responsibility. Where the differences
between left and right seats are not significant (for example because of use of autopilot)
then practice may be conducted in either seat.
10 USE AND APPROVAL OF FLIGHT SIMULATORS AND TRAINERS
10.1 Provision is made in the AN(HK)O for use of apparatus such as flight simulators, flight
trainers and fuselage ‘mock-ups’ for certain periodical tests. These devices must be
individually approved by the Department and may be used only under the supervision
of a person approved for the purpose. Approvals normally restrict the use of such
devices to the particular company’s own flight crews. Examiners’ simulator authority
extends only to the device(s) for which the company named on this authority holds a
specific written approval.
10.2 All training staff should be instructed that training and checking exercises conducted in
simulators and flight trainers should be treated from a flight safety aspect as if they
were being carried out on an actual aircraft. Therefore, close adherence to established
operating procedures and practices, particularly crew monitoring, call-outs and
incapacitation procedures should be emphasised. Practising or continuing unsafe
manoeuvres should be strongly discouraged.
10.3 Prior to each simulator session, examiners should check the serviceability in the
technical log and the level to which the simulator is cleared, as it may change from time
to time and at short notice. Additionally, the examiner should carefully check the the
“Flight Simulator Approval” document to confirm the simulator’s validity for checks
and tests.
11 GENERAL CONSIDERATIONS FOR TESTS
11.1 Any method of simulating instrument flight conditions for the purpose of testing pilots
must be approved by the assigned Inspector and, in the case of screens attached to the
structure of the aircraft, approval must also be obtained from the Airworthiness Office
of the CAD.
11.2 Instrument flight conditions may not be simulated on any flight for the purpose of
public transport of passengers, nor may any emergency manoeuvres be simulated on
such a flight.
11.3 Stopping of engines in flight should be subject to the recommendations and advice
issued by the Department. Guidance can be obtained from the assigned inspector.
12 SAFETY AND EMERGENCY PROCEDURES (SEP)
12.1 The purpose of emergency and survival training and testing is to provide flight deck
crews with the necessary skills and knowledge to deal with different types of
emergency and survival situations. A successful aircraft evacuation depends heavily on
effective communications between the flight crew and the cabin crew.
12.2 Operators are to ensure that they have an established procedure for all flight deck crew
to receive instruction on any new emergency and survival equipment that is introduced.
12.3 Operators may use either an aircraft or a ‘mock-up’ for emergency training and testing.
Details regarding the approval of training apparatus and the approval of personnel
responsible for conducting the training and testing on the equipment are contained in
Chapter 6 ‘Emergency and Survival Training Practice and Testing Requirements for
Flight Crew and Cabin Crew’.
12.4 Suitable training aids will facilitate the presentation of both classroom and practical
sessions. Inspectors may wish to observe the training, practice and tests in progress.
12.5 Before flying training commences on an actual aircraft, flight crew are to complete
successfully the training, tests and practice described in Chapter 6 which must have
been certified in the trainee’s records.
13 RECORDS OF TRAINING AND TESTS
13.1 Records showing a trainee’s progress through each stage of training must be
maintained. These should indicate the number of times each exercise in base and line
training was covered and should include information about the results of tests. Records
must incorporate certificates indicating the competence of examinees to perform the
duties in respect of which they have been tested. Inspectors will advise operators on
the form of records and certificates.
13.2 Operators must keep records for all aircraft flight crew members showing the dates on
which tests, ratings, medical certificates, licences etc are all due for renewal. There
should also be an effective system to guard against aircraft flight crews being rostered
for duty, when checks etc are overdue, and for verifying that licences etc have been
renewed at the appropriate time.
13.3 Where Schedule 9 and Schedule 11 tests are integrated as described in paragraph 4.2.2,
the operator may use combined report forms subject to agreement of the format by the
Department.
13.4 Records of all conversion courses and recurrent training and testing must be made
available, on request, to the flight crew member concerned.

13.5 A person must be nominated as responsible for the maintenance of training records and
be identified as such in the operations manual.
NOTE: A full list of Schedule 9 & 11 tests, their sources and periods of validity is at
Appendix A to this Chapter.
14 RETRAINING AND RETESTING
14.1 Operators must ensure that training staff are adequately instructed on the action to be
taken when unsatisfactory performance by a crew member, either during training or
line operations, leads to retesting or further training. For example, following an
unsatisfactory base check, a crew member should not be immediately subjected to a
series of retests in the item(s) concerned until an acceptable standard is achieved. If the
failure points to a fundamental weakness in ability or technique, adequate remedial
training should be given before further testing.
14.2 If a crew member is found to be unsatisfactory during the course of line operations, the
Captain should report the circumstances without delay and the crew member should be
withdrawn from further duty until retraining and/or retesting has been carried out. A
record should be kept of any action taken.
15 FLIGHT CREW CONVERSION TRAINING
15.1 Syllabi
All type conversion training should be conducted in accordance with detailed syllabi
included in the training manual. The syllabi should be designed to reflect the
experience level of the trainee. This could be low and therefore provision should be
made to give sufficient training by allowing extra time, when necessary, to reach and
maintain a safe operating standard. When considering programmes and syllabi for
newly acquired aircraft types, operators are strongly urged to consult the assigned
Inspector at the outset. Early consultation will help to prevent difficulties and
inconvenience to the operator.
NOTE: Amendments or additions to the training manual relating to training

experience, practice and periodical tests on a newly acquired aircraft type
must be submitted to the Department before the aircraft may fly for the
purpose of public transport.
15.2 Minimum Experience Requirements
The minimum standards of qualifications and experience required of flight crews

before being rostered for conversion training should be specified in the training
manual.

15.3 Ground Training
15.3.1 Great importance is attached to technical training and there should be a properly
organised programme of ground instruction by competent tutors with adequate
facilities, including any necessary audio, mechanical and visual aids. If the aircraft
concerned is relatively simple, private study may be adequate, if the operator provides
suitable manuals and/or study notes. Inspectors will wish to examine premises and
equipment to be used for ground training. They are also authorised to be present while
tuition and lectures are in progress.
15.3.2 Courses of ground instruction for flight crews should incorporate written progress tests
at the end of each distinct phase. Pilots, for example, should be examined on such
matters as engines, airframes, flight director systems, radio and electrics, performance
and flight planning, as each phase of ground training is completed.
15.3.3 For all flight crews, the ground course should include comprehensive instruction on the
location and use of all emergency equipment carried in the aircraft and practice in the
procedures for emergency evacuation, and procedures on taxi operations and active
runway identification.
15.3.4 The annual ‘emergency/survival’ test detailed in Chapter 6 should be undertaken

before any flying training is started.
15.3.5 Once an operator’s conversion course has been commenced, a flight crew member
should not undertake flying duties on another type or class of aircraft until the course is
completed or terminated.
15.4 Aircraft/Flight Simulator Training
15.4.1 Flying training should be structured and sufficiently comprehensive to familiarise the
flight crew member thoroughly with all aspects of limitations and normal/abnormal
and emergency procedures associated with the aircraft, and should be carried out by
suitably qualified TRIs and/or TREs. For specialised operations such as ETOPS, LVO
or steep approaches, additional training should be carried out.
15.4.2 In planning training on aircraft types with a flight crew of two or more, particular
emphasis should be placed on the practice of LOFT with emphasis on CRM.
15.4.3 Normally, the same training and practice in the flying of the aircraft should be given to
co-pilots as well as Captains. The ‘flight handling’ sections of the syllabus for
Captains and co-pilots alike should include all the requirements of the appropriate type
rating tests together with the following items, if appropriate to the aircraft type. For
co-pilots holding a P2X type rating whose duties are to be limited to ‘cruise only’, ie
above FL 200, training is to be limited to an approved flight simulator.
(a) aeroplanes:
(i) visual circuits and landings by day and by night, including approaches
without glideslope guidance and correction of displacement in
azimuth and elevation on final approach;
(ii) visual ‘go around’ from not more than 200 ft agl;

(iii) engine failure before V1;
(iv) take-off with engine failure between V1 and V2, or as soon as safety
considerations permit;
(v) in instrument flight conditions with an outboard engine inoperative, a

full manual ILS procedure, including a holding pattern, to decision
height followed by a go-around;
(vi) landing with one engine inoperative;
(vii) landing with asymmetric reverse thrust;
(viii) failures of flight director system, including ILS approach without

flight director;
(ix) a typical noise abatement procedure;

(x) approach to the stall and recovery, including operation of any stall
warning devices and/or stick pusher;
(xi) emergency descent with and without use of autopilot;

(xii) automatic approach/landing training including disconnects at critical
stages of approach and landing;
(xiii) use of autothrottle in manually controlled flight; and
(xiv) taxi operations and active runway identification.
(b) helicopters:
(i) practice of appropriate type rating test items under instrument flight
conditions, including failure of flight instruments and flight directors;
(ii) recovery from unusual attitudes under instrument flight conditions.
15.4.4 Each exercise should be practised until a satisfactory standard is achieved. The various
take-off, ‘go-around’ and landing exercises should be performed at least twice.
Records kept by the operator should show the number of times that each exercise was
covered. Unless the type rating training programme has been carried out in an
appropriate flight simulator approved for zero flight time conversion, the training must
include at least 3 take-offs and landings in the aircraft.
15.4.5 Particular emphasis should be placed on the practice of correct flight crew procedures
for take-off, approach, landing and ‘go-around’ plus, for helicopter pilots, the
procedures for IMC descent en-route in conditions of low cloud and poor visibility.
15.4.6 Pilots undergoing conversion training should at some stage be given an exercise in
coping with incapacitation of another flight crew member.
15.5 Additional Requirements for Captains
15.5.1 Without prejudice to any of the requirements of a particular type rating test, the
conversion training of Captains should include the following items insofar as they may
be appropriate to the aircraft type:
(a) landing with two engines inoperative;

(b) landing without flap/slat or with restricted flap;
(c) landing with flying control system malfunction;
(d) instrument approach and ‘go-around’ with flight director malfunction;
(e) landing at night with one engine inoperative;
(f) crosswind take-off and landing.
15.5.2 Captains must also be given practice in the stopping and starting of engines in flight
and in any emergency drills that might fall to them while the co-pilot is handling the
aircraft.
15.6 Additional Requirements for Co-Pilots
It is essential that co-pilots (in addition to the handling practice already referred to)
should be given adequate training, during the simulator conversion course, in the
execution of all emergency drills that might fall to them while the Captain is flying the
aircraft. Co-pilots should also be given practice in the operation of aircraft systems and
radio equipment normally managed by the co-pilot, while the Captain is handling the
aircraft.
15.7 Tests After Flying Training
15.7.1 Before they are assigned to line duty (whether under supervision or not) all flight crew
must be certified as competent by the operator in accordance with the requirements of
Schedule 11 Part B of the AN(HK)O. Testing in these functions and duties must not
be conducted in the course of normal operations. All conversion flying training must
therefore incorporate a PC and an instrument approach-to-land PC before a flight crew
member is assigned to line duty.
15.7.2 Before they are assigned to line duty all flight crew must complete LFUS and a line
check on the new type. It is accepted, however, that this check could begin and end at
the same aerodrome, may be of relatively short duration and may be made as part of the
conversion training. It is essential, nevertheless, that pilots should demonstrate
proficiency in the flight planning procedures for the new type, ability to operate in
accordance with an IFR air traffic clearance whilst performing normal functions on the
flight deck, as well as proficiency in the use of the installed radio and radar aids.
Furthermore, all flight crew members must demonstrate their proficiency in operating
the aircraft as both PF and PNF from the control seat in which they completed their PC.
However, a Line Training Captain, need complete only one PNF sector. Following a
satisfactory line check the operator must certify the pilot’s competence, to operate as
Captain or co-pilot.
15.8 Line Flying Under Supervision (LFUS)
15.8.1 For all aircraft conversion courses (non ZFT), the first LFUS flight must be within
three months of the completion of the simulator course. Each flight crew member
should operate a minimum number of sectors and/or flying hours under the supervision
of a flight crew member nominated by the operator and acceptable to the Department.

15.8.2 The minimum sectors/hours should be specified in the operations manual and should
be determined by the following:
(a) previous experience of the flight crew member;

(b) complexity of the aircraft; and
(c) the type and area of operation.
15.8.3 The ‘under supervision’ period should not be used for the completion of the basic
conversion syllabus. Its purpose is twofold. Firstly, it will enable the newly converted
crew member to settle down to his duties on the new type in the company of an
experienced and suitably qualified crew member specially designated for the purpose
and to turn to him for advice, if necessary. Secondly, it will enable the training staff to
assess and verify the adequacy of the conversion training and to ensure that proper
operating standards are achieved at the outset, in the course of normal and varied
operations.
15.8.4 ‘Under supervision’ means:
(a) for a Captain flying with an experienced pilot, qualified to act as the aircraft
Captain and specially designated by the operator to act as a supervising pilot,
who should occupy the seat and perform the duties of co-pilot. Some
operators may wish the newly converted Captain to operate a few sectors in the
co-pilot’s seat; this is acceptable, if the supervising Captain is in the Captain’s
seat and the new Captain carries out the additional requirements detailed in
paragraph 9.9 of this Chapter;
(b) for a co-pilot: flying in the co-pilot’s seat with a qualified Captain, specially
designated for the purpose, occupying the Captain’s seat.
15.8.5 In some types of aircraft it may be necessary, while a co-pilot is flying his sectors under
supervision, to carry a fully qualified co-pilot in addition. It must be clearly
understood, however, that to meet the statutory requirements relating to the minimum
flight crew to be carried, a pilot occupying the co-pilot’s seat must be qualified for all
the duties to be performed in that seat. As in the case of line checks, supervisory staff
should be qualified to take over in any crew role over which they exercise supervision.
15.8.6 On completion of the sectors under supervision a further line check is to be

administered. If no flying ‘under observation’ is required (see paragraph 15.8.7),
successful completion of the line check and acceptance by the operator of such a check
will release a pilot to the line. The subsequent rostering together of two newly qualified
pilots should be avoided wherever possible.
15.8.7 The ‘under supervision’ sectors carried out by a newly qualified Captain will have been
completed with an experienced supervisory Captain acting as co-pilot. Some operators
may therefore wish to carry out a further period of flying under observation after the
final line check, teaming the new Captain with a standard crew and with a suitably
qualified pilot, specially designated for the purpose, occupying the jump seat and
acting only in an advisory capacity. It should be made clear that in this situation the
newly qualified Captain is the Captain of the aircraft and will be certified as having
passed a final line check. Similarly, operators may wish to consolidate a co-pilot’s
training subsequent to his final line check, by using a qualified supervisory co-pilot or
Captain in the jump seat and a Captain who has passed his final line check as the
Captain of the aircraft, in the left hand seat. To avoid confusion, all such flying should
be called ‘sectors under observation’. Before being released to the line, a
post-observation check shall have been passed, and accepted by the operator.
15.8.8 Where the operator wishes to deviate from any of the minimum requirements in his
training manual (perhaps because of a pilot’s previous experience on type with another
operator), this must not be authorised by the operator before consulting the Department
In any such case, training documentation should be annotated accordingly.
15.9 Cruise Relief Co-pilots (P2X - rated)
15.9.1 Co-pilots trained only for relief duties in the cruise may occupy a control seat above
FL200. Minimum training and checking requirements are as follows:
(a) conversion training and checking should follow the syllabus for a co-pilot, but
excluding take-offs and landings in an aircraft. The Form DCA528 test items
for a P2X aircraft type rating should be completed.
(b) recurrent training and checking should be as prescribed in Schedule 11. The
items for a P2X Certificate of Test should be completed.
(c) Take-off and landing recency as prescribed in Schedule 11 is not required. The
pilot must, however, carry out flight simulator recency and refresher flying
skill training at intervals not exceeding 90 days. This refresher training may be
combined with recurrent training if desired.
15.10 Use of a Flight Simulator for Conversion Training
15.10.1 The extent to which a flight simulator may be used for conversion training will be
considered according to individual circumstances.
15.10.2 It is essential that there is commonality of instrumentation and controls between the
aircraft and the flight simulator used for conversion and recurrent training and testing.
Where differences exist they will be subject to an agreement between the operator and
the Department.
15.11 Variants of the Same Aircraft Type
A company may operate a number of aircraft which, though of the same type, are not
identical. They may differ in engines, systems, equipment, flight deck lay-out,
operating procedures, performance or in other respects. In such circumstances the
operator must conduct a ‘differences course’ for his crews to ensure they are
adequately trained on each variant. Operators should consult their assigned Inspector
for advice on the form and content of such a course.

16 UPGRADE TO CAPTAIN
16.1 An operator shall ensure that for upgrade from co-pilot to Captain and for pilots joining
as direct entry Captains:
(a) a minimum level of experience acceptable to the Department is specified in the

operations manual;
(b) for multi-crew operations, the pilot completes an appropriate command

course.
16.2 The content of the command course must be specified in the operations manual and
should include at least the following:
(a) flight simulator and/or flying training, including LOFT;
(b) CRM training and Captain’s responsibilities;
(c) completion of an operator’s PC acting as Captain;
(d) line training in command under supervision. A minimum of 10 sectors is

required for pilots already qualified on aircraft type;
(e) completion of a Captain’s line check and route and aerodrome competence
qualifications.
17 BASE TRAINING REQUIREMENTS
17.1 Pilots undergoing CCQ conversion courses do not require ABT. In this case, the Blue
Form DCA528 shall be completed.
17.2 For non-CCQ conversion courses, the following Hong Kong Pilot Licence procedures
will require ABT and the completion of the White Form DCA528:
(a) The initial application for a Hong Kong Professional Pilot’s Licence;
(b) P2X Upgrade to P1;
(c) Application for an additional P1 or renewal aircraft rating in a Hong Kong

Professional Pilot’s Licence; and
(i) The aircraft type from which he/she is transferring (“the previous type”)
and the aircraft type being applied are not approved by CAD for ZFT; or
(ii) When the Hong Kong AOC holder has held a current CAD ZFT training
approval for conversion course on the aircraft type being applied but the
landing recency of said pilot has expired more than 24 months before the
date of course commencement.
(ZFT training may be applicable if the above said applicant meets all the
Required Pilot Experience in Chapter 5, Appendix C, Paragraph 3 and the

associated Hong Kong AOC holder holds a current CAD ZFT training approval for
conversion course on the aircraft type being applied for.)
17.3 For ZFT Simulator Conversion Courses, except as indicated in paragraphs 17.1 and
17.2 above, SBT is to be completed in accordance with the “Important Notes for the
Completion of Form DCA528 (Aeroplanes)”. Operators shall refer to Appendix C for
detailed information and requirements on simulator conversion courses.
17.4 By achieving 3 take-offs and 3 landings in the aircraft, either during base training (as
required by paragraph 17.2 above) or during LFUS as permitted under paragraphs 17.1
and 17.3 above, the 3-month take-off and landing recency described in paragraph 9.8.1
of this Chapter is deemed to be established.
18 CREW RESOURCE MANAGEMENT (CRM) TRAINING
18.1 General
18.1.1 CRM is the effective utilisation of all available resources (e.g. crew members, aircraft
systems and supporting facilities) to achieve safe and efficient operation. The objective
of CRM is to enhance the communication and management skills of the crew member
concerned. The emphasis is placed on the non-technical aspects of crew performance.
18.1.2 CRM training should include the following elements:
(a) statistics and examples of human factor related accidents;
(b) human perception, learning process, situational awareness;
(c) management of workload, tiredness or fatigue, and vigilance;
(d) management of stress;
(e) personality type, delegation, leadership, effective communication skills;
(f) the CRM loop ( notion of synergy):
inquiry - advocacy - conflict resolution - decision making - critique - feedback;
(g) operator’s standard operating procedures;
(h) effective communication and co-ordination within the crew, and between crew
members and other operational personnel (air traffic controllers, maintenance
personnel etc.);
(i) error chain and actions to break the error chain;
(j) implications of automation on CRM.
18.1.3 CRM training should also address the nature of the company’s operations as well as the
associated crew operating procedures. This will include areas of operations which
present particular difficulties, adverse climatological conditions and any unusual
hazards.
18.1.4 CRM training should include both classroom training and practical exercises including
group discussions and accident reviews to analyse communication problems and
instances of a lack of information or crew management.
18.1.5 Ideally, a CRM training course should last a minimum of 3 days, but, providing the
whole syllabus is covered, a 2 day course is acceptable. An operator may use a course
provided by another operator if that course is acceptable to the Department.
18.2 Initial Conversion Training
Operators should ensure that all flight crew complete a CRM course with a full length
syllabus within 12 months of commencing airline operations. If a flight crew member
undergoes a subsequent conversion course with the same or a change of operator he
should complete the appropriate elements of the CRM course. The flight crew member
should not be assessed either during or on completion of such a course.
18.3 Recurrent Training
18.3.1 Where an operator utilises LOFT in the recurrent training programme the flight crew
member should complete elements of CRM training. Where an operator does not
utilise LOFT, the flight crew member should complete elements of CRM training
every year. The flight crew member should not be assessed.
18.3.2 An operator should ensure that flight crew members complete the major elements of
the full length CRM course over a four year recurrent training cycle. This refresher
training should not be assessed.
18.3.3 When a flight crew member undergoes an operator’s competency check, line check or
command course, then CRM skills should be included in the overall assessment.
18.4 Combined Training
18.4.1 Operators should, as far as is practicable, provide combined training for flight crew
and cabin crew. There should be effective liaison between flight crew and cabin crew
training departments, and provision should be made for flight and cabin crew
instructors to observe and comment on each other’s training.
18.4.2 The successful resolution of aircraft emergencies requires interaction between flight
crew and cabin crew, and emphasis should be placed on the importance of effective
co-ordination and two-way communication between all crew members in various
emergency situations. Initial and recurrent CRM training should include joint practice
in aircraft evacuation, so that all who are involved are aware of the duties other crew
members should perform. When such practice is not possible, combined training
should include joint discussion of emergency scenarios.

19 HELICOPTER PILOTS’ PERIODIC TESTS

20 FLIGHT OPERATIONS OFFICER / FLIGHT DISPATCHER
20.1 A flight operations officer / flight dispatcher should not be assigned to duty unless that
officer has:
(a) made within the preceding 12 months, at least a one-way qualification flight on
the flight deck of an aeroplane over any area in which that individual is
authorised to exercise flight supervision. The flight should include landings at
as many aerodromes as practicable;
(b) demonstrated to the operator a knowledge of:
(i) the contents of the operations manual of the operator;
(ii) the radio equipment in the aeroplanes used; and
(iii) the navigation equipment in the aeroplanes used;
(c) demonstrated to the operator a knowledge of the following details concerning

operations for which the officer is responsible and areas in which that
individual is authorised to exercise flight supervision:
(i) the seasonal meteorological conditions and the sources of

meteorological information;
(ii) the effects of meteorological conditions on radio reception in the

aeroplanes used;
(iii) the peculiarities and limitations of each navigation system which is

used by the operation; and
(iv) the aeroplane loading instructions;
(d) demonstrated to the operator knowledge and skills related to human

performance relevant to dispatch duties; and
(e) demonstrated to the operator the ability to perform the duties specified in
ICAO Annex 6 Part I Para. 4.6.
20.2 A flight operations officer / flight dispatcher assigned to duty should maintain
complete familiarization with all features of the operation which are pertinent to such
duties, including knowledge and skills related to human performance.
20.3 A flight operations officer / flight dispatcher should not be assigned to duty after 12
consecutive months of absence from such duty, unless the provisions of para. 20.1 are
met.
Chap 5/34 October 2014 (Amdt 37)

CHAPTER 5 - APPENDIX A
SUMMARY OF TEST REQUIREMENTS
AN(HK)O - SCHEDULE 9
(LICENCES & RATINGS)
ITEM REFERENCE VALIDITY NOTES
Instrument Rating May be type specific.

PART C
Certificate of Test 13 Months Valid from date final item completed.
para 3 & 4
(Renewal) Refer CAD if expired more than 5 years.
All test items on Form DCA528 within 6
Aircraft Type Rating
PART C month period.
Certificate of Test 6 Months
para 3 & 4 Valid from date final C of T item
(Initial Grant)
complete.
Aircraft Type Rating The “Boxed items” on Form DCA528

Certificate of Test PART C *# 6 Months only.
(Renewal) para 3 & 4 Valid from date final item completed.
Refer CAD if expired more than 5 years.
PART C 6 Months Signed by “Authorised Person”

Certificate of Experience
para 5 & 6 (Aerial Work) Validity for PPL - 13 Months
AN(HK)O - SCHEDULE 11
(PUBLIC TRANSPORT)
ITEM REFERENCE VALIDITY NOTES
Proficiency Check PART B

*# 6 Months Valid from date first item completed.
(Pilots) 1(2)(a)(ii)
Line Check PART B Initial check reqd before line flying.

*13 Months
(Pilots) 1(2)(a)(i) Handling & Non-handling sectors.
Instrument Approach to PART B May be combined with IR renewal test.

# 6 Months
Land 1(2)(c)(i) LVO procedures may also be required.
Commander’s PART B Briefing, simulator or visit.

Route Competence 1(5)(a) & (b) 13 Months No formal test requirement.
PART B 3 Take-offs & 3 Landings.

Handling Recency 3 Months
1(2)(c)(ii) In Approved Simulator by Exemption.
Safety and Emergency PART B Must be completed and certified prior to

13 Months
Procedures (SEP) 1(1)(a) & (b) any flying training.
 # Valid 13 months from date of first test, if 2 tests, separated by not less than 4 months, are conducted in the period.
 * Tests alternate where Mixed Fleet Flying is approved on similar types.
Notes

CHAPTER 5 - APPENDIX B
OPERATION ON MORE THAN ONE TYPE OR VARIANT
1. Single Pilot
1.1 When a flight crew member operates more than one aeroplane class, type or variant, but
not within a single licence endorsement, an operator must comply with the following:
A flight crew member shall not operate more than:
(a) Three piston engined aeroplane types or variants; or
(b) Three turbo-propellor aeroplane types or variants; or
(c) One turbo-propellor aeroplane type or variant and one piston engined aeroplane
type or variant; or
(d) One turbo-propellor aeroplane type or variant and any aeroplane within a
particular class.
1.2 All Schedule 9 and 11 requirements for each type or variant operated unless the operator
has demonstrated specific procedures and/or operational restrictions which are acceptable
to the Authority.
2. Multi Pilot
2.1 When a flight crew member operates more than one aeroplane type or variant within one
or more licence endorsements, an operator shall ensure that:
(a) The minimum flight crew complement specified in the operations manual is the
same for each type or variant to be operated;
(b) A flight crew member does not operate more than two aeroplane types or variants
for which a separate licence endorsement is required; and
(c) Only aeroplanes within one licence endorsement are flown in any one flight duty
period unless the operator has established procedures to ensure adequate time for
preparation.
(d) Notwithstanding the above, for operations on multi crew turbine-jet aeroplanes
having a maximum total weight authorised exceeding 40,000 KG, which are
operated by an air transport undertaking under a Certificate of Airworthiness in
the Transport Category, prior approval will need to be sought from the Civil
Aviation Department. Any approval will be subject to satisfactory submission
with justification and on a case by case basis.
Note: In cases where more than one licence endorsement is involved, see sub-paragraphs 2.2 and
3.1 below.
2.2 When a flight crew member operates more than one aeroplane type or variant, but not
within a single licence endorsement, an operator must comply with the following

2.2.1 Subparagraphs 2.1(a),(b) and (c) above;
2.2.2 Before exercising the privileges of two licence endorsements:
(a) Flight crew members must have completed two consecutive operator
proficiency checks and must have 500 hours in the relevant crew position in
commercial air transport operations with the same operator;
(b) In the case of a pilot having experience with an operator and exercising the
privileges of two licence endorsements, and then being promoted to
command with the same operator on one of those types, the required
minimum experience as commander is six months and 300 hours, and the
pilot must have completed two consecutive operator proficiency checks
before again being eligible to exercise two licence endorsements.
2.2.3 Before commencing training for and operation of another type or variant, flight crew
members must have completed three months and 150 hours flying on the base
aeroplane which must include at least one proficiency check.
2.2.4 After completion of the initial line check on the new type, 50 hours flying or 20
sectors must be achieved solely on aeroplanes of the new type rating.
2.2.5 Schedule 11 recency requirements for each type operated unless credits have been
allowed by the Department in accordance with sub-paragraph 2.2.7 below.
2.2.6 The period within which line flying experience is required on each type must be
specified in the operations manual.
2.2.7 Where credits are sought to reduce the training and checking and recent experience
requirements between aeroplane types, the operator must demonstrate to the
Department which items need not be repeated on each type or variant because of
similarities.
(a) Schedule 9 requires two operator proficiency checks every year. When credit
is given in accordance with sub-paragraph 2.2.7 above for operator
proficiency checks to alternate between the two types, each operator
proficiency check revalidates the operator proficiency check for the other
type. Provided that the period between Licence proficiency checks does not
exceed that prescribed for each type, the above requirements will be satisfied.
In addition relevant and approved recurrent training must be specified in the
operations manual.
(b) Schedule 11 requires one line check every year. When credit is given in
accordance with sub-paragraph 2.2.7 above for line checks to alternate
between types or variants, each line check revalidates the line check for the
other type or variant.
(c) Annual Safety and Emergency Procedures (SEP) training and checking must
cover all requirements for each type.
2.2.8 Schedule 9 for each type or variant operated unless credits have been allowed by the
Department in accordance with sub-paragraph 2.2.7 above.
Apirl 2020 (Amdt 52) Chap 5/37
2.3 When a flight crew member operates combinations of aeroplane types or variants
(class - single pilot and type - multi pilot), an operator must demonstrate that specific
procedures and/or operational restrictions are approved in accordance with
Chapter 5 paragraph 8.
3. Single Pilot and Multi Pilot
3.1 When a flight crew member operates more than one aeroplane type or variant, but not
within a single licence endorsement, an operator must comply with:
(a) Subparagraphs 2.1(a), (b) and (c) above;
(b) Subparagraph 2.2 above.
4. Helicopters
When a flight crew member operates more than one helicopter type or variant, an
operator shall ensure that appropriate procedures approved by CAD are included in the
company operations manual.
5. Type conversion training
Once an operator’s conversion course has been commenced, a flight crew member
shall not undertake flying duties on another type until the course is completed or
terminated.

Air Operator’s Certificate CAD 360
CHAPTER 5 - APPENDIX C
ZERO FLIGHT TIME - SIMULATOR CONVERSION COURSE
1. This appendix is not applicable to conversion courses under Cross Crew Qualification
(CCQ) arrangement.
Organizational and Training Programme Requirements:
2. For approval of a type rating any training course using ZFT training the following
criteria will apply:
(a) The flight simulator to be used shall be approved to level DG or D by CAD.

Flight Simulator Approval will only be given if the flight simulator is
representative of the airplane flown by the operator.
(b) The flight simulator shall be serviceable according to the quality system
criteria of the FSTD operator during ZFT training.
(c) For an initial approval to conduct ZFT training an operator shall have held a
Hong Kong Air Operator’s Certificate for not less than one year.
(d) Approval for ZFT training shall only be given if the operator had at least 90
days operational experience of that airplane type.
(e) Approval for ZFT training for single aisle type/business jet to B747 series
aircraft, A380 series aircraft and similar aircraft type (or vice versa) will only
be given on a case-by-case basis.
(f) Approval for ZFT training for a particular turbo-prop aircraft type to a
different turbo-prop or turbofan aircraft type will only be considered on a
case-by-case basis.
Required Pilot Experience:
3. For Hong Kong licensed pilot applying for an additional P1 aircraft rating; or foregin
pilot applying for conversion to a Hong Kong Professional Pilot’s Licence; or Hong
Kong licensed pilot applying with recency gained in foreign registered aircraft, in order
to qualify for undertaking the ZFT conversion course, the said pilot shall have as a
minimum:
(a) be a holder of a valid Hong Kong Professional Pilot’s Licence or a holder of an

ATPL(A) or CPL with ATPL(A) ground examination passed issued by a
foreign ICAO Contracting State;
(b) retain 3 takeoffs and 3 landings recency on a multi-pilot turbine engine aircraft
having a maximum certified take-off mass of not less than 10 tonnes or a
certificated passenger seating configuration of more than 19 passengers, in the
cases described in paragraph (a) above, that has not expired by more than 24
months from the date of course commencement;

(c) have at least 500 hours flight time (at least 250 hours of which is as PIC or
P1(U/S) or equivalent; or the combination of both) or 100 sectors on a
multi-pilot turbine engine aircraft having a maximum certified take-off mass of
not less than 10 tonnes or a certificated passenger seating configuration of
more than 19 passengers, and this experience prerequisites must be accrued in
the preceding 5 years.
ZFT Training Program:
4. Simulator Base Training (SBT) will be conducted by an IRE/TRE qualified for SBT or
ABT who must meet the qualification and recency requirements in accordance with
paragraph 4.8 of this Chapter.
5. SBT requires the candidate to complete a minimum of 6 satisfactory take-offs and 6

satisfactory landings in a level D simulator approved for the purpose. The examiner is
to occupy the other control seat.
6. SBT is to include the following:
(a) Take-off rotation technique.
(b) Approach to land, the landing flare, thrust reduction/reverse thrust technique
and braking technique.
(c) Cross wind and tail wind techniques for take-off and landing.
7. On satisfactory completion of the SBT, the candidate proceeds to LFUS. This LFUS
requires a IRE/TRE qualified for SBT or ABT to occupy the other control seat and the
candidate must complete a minimum of 4 sectors which include a minimum of
3 satisfactory take-offs and landings and 1 Pilot Monitoring (PM) sector.
8. The first take-off and landing must be completed within 14 days of completion of the
SBT. The remaining take-off and landing manoeuvres, as stated in paragraph 7 above,
shall be completed within 3 months of the completion of the SBT.
9. In the event of an unsatisfactory take-off or landing at any time during the LFUS, the
candidate must immediately revert to PM duties only. On return to Base the said pilot
shall fulfil, as a minimum, the following, or as additionally recommended by the
Training Captain:
(a) Either completes a minimum of 6 satisfactory take-offs and landings in a level

D simulator approved for SBT, or a minimum of 3 satisfactory take-offs and 3
satisfactory landings in ABT. All the aforementioned take-offs and landings
are to be under the supervision of a IRE/TRE qualified for ABT.
(b) Completes the LFUS requirements as per paragraph 6 of this Appendix, except
under the supervision of a IRE/TRE qualified for ABT, and the LFUS sectors
shall be completed within 3 months of the completion of the SBT or ABT
referred to in sub-paragraph (a) above.

CHAPTER 5 - APPENDIX D
HELICOPTER PILOT’S NIGHT QUALIFICATION CHECK (NQC)

CHAPTER 5 - APPENDIX E
Sample Form for Proficiency Check
AIRLINE : AIRCRAFT TYPE :

CANDIDATE SIMULATOR CODE /
NAME : AIRCRAFT REGISTRATION :
DATE : AUTHORISED EXAMINER :
PROFICIENCY CHECK NUMBER: 1 2 3 4 5 6 3 Year Rotation
ASSESSMENT
Satisfactory Unsatisfactory Retest
(SAT) (UNSAT) (SAT / UNSAT)
Instrument Rating
Pre-departure Checks / Use of Checklists:
Take Off / SID:
Enroute:
Hold:
ILS / MAP:
Aircraft Rating – LHS / RHS
LHS RHS LHS RHS
V1 Cut:
ILS Approach (one engine inop):
MAP (one engine inop):
Land (one engine inop):
Note: When engine out manoeuvres are carried out in an aeroplane, the engine failure must be simulated.
Non Precision Approach / IAL:

LVO Procedures:
General
Automation Management:
Normal Procedures:
Non Normal Procedures:
PNF Duties:
TEM / CRM:
Items in accordance with CAD 360 Part One Chapter 5 Paragraph 9.3.5(b)

Remarks:
Submission Details Management Confirmation
Examined By: Confirmed

By:
(1)
I certify that _____________________________ Considering this and previous reports, I certify that
_______________________________________ __________________________________________
has passed the Proficiency Check. is competent to perform the duties of

Capt*/FO*/SO*.
Signed: Signed:
ATPL No: Rank / Post:
Date: Date:
* Delete as appropriate
Notes:
(1) For the initial PC this statement may also apply to Aircraft Base Training.
(2) The above ‘signature blocks’ are also required for the company Annual Line Check Form.

CHAPTER 5 – APPENDIX F
REVALIDATION OF THE 3-MONTH TAKE OFF AND LANDING RECENCY
1. If the pilot has not maintained TAKE OFF and LANDING RECENCY for a period
of SIX MONTHS OR LESS then the said pilot’s recency may be re-validated by
completing the following:
(a) Completes a minimum of THREE satisfactory take offs and a minimum of

THREE satisfactory landings(1) in a Simulator(2) and (3), or a minimum of
THREE satisfactory take offs and a minimum of THREE satisfactory landings
in ABT, either being within the period of THREE months which immediately
precedes the commencement of the public transport flights.
(b) The said pilot is accompanied by a Line Training Captain at the flying controls
for the purpose of LFUS for the first take off and landing(1) and (5).
(c) Completes a minimum of THREE take offs and a minimum of THREE

landings in the aircraft(4) on Line Flying.
2. If the pilot has not maintained TAKE OFF and LANDING RECENCY for a period
EXCEEDING 6 MONTHS BUT LESS THAN 12 MONTHS, then the said pilot’s
recency may be re-validated by completing the following:
(a) Minimum one familiarization session in a simulator.
(b) One Recurrent Training (RT) simulator session.
(c) PC.
(d) Completes a minimum of SIX satisfactory take offs and a minimum of SIX
satisfactory landings(1) in a simulator(2) and (3), or a minimum of THREE
satisfactory take offs and a minimum of THREE satisfactory landings in ABT,
either being within the period of THREE months which immediately precedes
the commencement of the PTF and under the instruction of a Training Captain
authorised to conduct SBT or ABT respectively.
(e) The said pilot is accompanied by a Line Training Captain at the flying controls
for the purpose of LFUS for a minimum of THREE take offs and a minimum
of THREE landings(1), (4), (5) and (6).
3. If a pilot has not maintained TAKE OFF and LANDING RECENCY for a period
of 12 MONTHS BUT LESS THAN 24 MONTHS, then the said pilot’s recency may
be re-validated by completing the following:
(a) Sufficient simulator sessions to ensure that the pilot has completed within his
3-year cycle the items as stated in CAD 360 Part One Chapter 5 paragraph
9.3.5(b).

(b) Items indicated at paragraphs 2(a), (b), (c) and (d) above.
(c) The said pilot is accompanied by a Training Captain, authorised to conduct

SBT or ABT, at the flying controls for the purpose of LFUS for a minimum of
THREE take offs and a minimum of THREE landings(1), (4), (5) and (6).
(d) Sufficient Aircraft LFUS to complete the Annual Line Check.
4. If a Pilot has not maintained TAKE OFF and LANDING RECENCY for a period
of 24 MONTHS OR MORE then the pilot will be required to complete ABT in
addition to the relevant items required by paragraph 3.
Notes: (1) A satisfactory take off or satisfactory landing in the simulator or aircraft means
the candidate was in full control at all times and without major prompting or
physical input to the flying controls or thrust levers by the Training Captain.
(2) Simulator means a ‘simulator so approved’.
(3) The minimum specified take offs and landings in the simulator shall be
completed in ‘real time’ between each take off and subsequent landing.
(4) The three take offs and three manual landings in the aircraft are to be
completed within THREE MONTHS of the completion of the simulator or
ABT sessions.
(5) One unsatisfactory take off or landing in the aircraft shall necessitate the
termination of all further take offs and landings and the pilot concerned shall
revert to PM duties only. On return to Base the said pilot shall complete as a
minimum the requirements as outlined in paragraphs 2(d) and 3(c) above, or as
additionally recommended by the Training Captain.
(6) The LFUS shall consist of a minimum of 4 LFUS sectors to include the three
take offs and three landings and one Pilot Monitoring (PM) sector.

CHAPTER 5 – APPENDIX G
UPSET PREVENTION AND RECOVERY
1. Upset Prevention Training
1.1 Such training should:
(a) consist of ground training and flight training in an FSTD or an aeroplane;
(b) include upset prevention elements from Table 1 below for the conversion training course;
and
(c) include upset prevention elements in Table 1 for the recurrent training programme at least
every year, such that all the elements are covered over a period not exceeding 3 years.
TABLE 1 Elements and respective components of upset prevention training
Elements and components Ground FSTD/ Aeroplane

training training
A. Aerodynamics
1. General aerodynamic characteristics •
2. Aeroplane certification and limitations •
3. Aerodynamics (high and low altitudes) • •
4. Aeroplane performance (high and low altitudes) • •
5. Angle of attack (AOA) and stall awareness • •
6. Stick shaker or other stall-warning device activation (as • •
applicable)
7. Stick pusher (as applicable) • •
8. Mach effects (if applicable to the aeroplane type) • •
9. Aeroplane stability • •
10. Control surface fundamentals • •
11. Use of trims • •
12. Icing and contamination effects • •
13. Propeller slipstream (as applicable) • •
B. Causes of and contributing factors to upsets

1. Environmental • •
2. Pilot-induced • •
3. Mechanical (aeroplane systems) • •
C. Safety review of accidents and incidents relating to aeroplane upsets

1. Safety review of accidents and incidents relating to aeroplane • •
upsets
D. g-load awareness and management

1. Positive/negative/increasing/decreasing g-loads • •
2. Lateral g awareness (sideslip) • •
3. g-load management • •
E. Energy management
1. Kinetic energy vs potential energy vs chemical energy • •
(power)

F. Flight path management

1. Relationship between pitch, power and performance • •
2. Performance and effects of differing power plants (if • •
applicable)
3. Manual and automation inputs for guidance and control • •
4. Type-specific characteristics • •
5. Management of go-arounds from various stages during the • •
approach
6. Automation management • •
7. Proper use of rudder • •
G. Recognition
1. Type-specific examples of physiological, visual and • •
instrument clues during developing and developed upsets
2. Pitch/power/roll/yaw • •
3. Effective scanning (effective monitoring) • •
4. Type-specific stall protection systems and cues • •
5. Criteria for identifying stalls and upsets • •
H. System malfunction
(including immediate handling and subsequent operational considerations, as applicable)
1. Flight control defects • •
2. Engine failure (partial or full) • •
3. Instrument failures • •
4. Loss of reliable airspeed • •
5. Automation failures • •
6. Fly-by-wire protection degradations • •
7. Stall protection system failures including icing alerting • •
systems
I. Manual handling skills

(no autopilot, no autothrust/autothrottle and, where possible, without flight directors)
1. Flight at different speeds, including slow flight, and altitudes •
within the full normal flight envelope
2. Procedural instrument flying and manoeuvring including •
instrument departure and arrival
3. Visual approach •
4. Go-arounds from various stages during the approach •
5. Steep turns •
1.2 The recurrent training should prioritise the upset prevention elements and respective
components according to the operator’s safety risk assessment.
1.3 Upset prevention training should use a combination of manoeuvre-based and scenario-based
training. Scenario-based training may be used to introduce flight crew to situations which, if not
correctly managed, could lead to an upset condition. Relevant TEM and CRM aspects should be
included in scenario-based training and the flight crew should understand the limitations of the
FSTD in replicating the physiological and psychological aspects of exposure to upset
prevention scenarios .
1.4 In order to avoid negative training and negative transfer of training, operators should ensure that
the selected upset prevention scenarios and exercises take into consideration the limitations of
the FSTD and the extent to which it represents the handling characteristics of the actual
aeroplane. If it is determined that the FSTD is not suitable, the operator should ensure that the
required training outcome can be achieved by other means.

1.5 Go-Arounds from Various Stages during the Approach
1.5.1 Operators should conduct the go-around exercises from various altitudes during the approach
with all engines operating, taking into account the following considerations:
• Un-planned go-arounds expose the crew to the surprise and startle effect;
• Go-arounds with various aeroplane configurations and different weights; and
• Balked landings (between Decision Altitude and touchdown or after touchdown unless
thrust reversers have been activated).
1.5.2 In addition to full thrust all engine go-arounds, operators should consider including exercises
using the ‘limited thrust’ go-around procedure, when available. This procedure reduces the risk
of the airframe structural limits being exceeded and reduces the risk of crew being exposed to
somatogravic illusion and disorientation effects, thereby reducing the risk of aeroplane upsets
further.
1.5.3 The go-around exercises should always be performed in accordance with the OEM procedures
and recommendations.
2. Upset Recovery Training
2.1 Such training should:
(a) consist of ground training and flight training in an FFS qualified for the training task;
(b) be completed from each seat in which a pilot’s duties require him/her to operate; and
(c) include the recovery exercises in Table 2 below for the recurrent training programme, such
that all the exercises are covered over a period not exceeding 3 years.
TABLE 2 Exercises for upset recovery training
Exercises Ground FFS training

training
A. Recovery from developed upsets
1. Timely and appropriate intervention • •
2. Recovery from stall events, in the following configurations; • •
- take-off configuration,
- clean configuration low altitude,
- clean configuration near maximum operating altitude, and
- landing configuration during the approach phase.
3. Recovery from nose high at various bank angles • •
4. Recovery from nose low at various bank angles • •
5. Consolidated summary of aeroplane recovery techniques • •

2.2 The upset recovery training exercises should be manoeuvre-based, which enables flight crew to
apply their handling skills and recovery strategy whilst leveraging CRM principles to return the
aeroplane from an upset condition to a stabilised flight path.
2.3 The flight crew should understand the limitations of the FFS in replicating the physiological and
psychological aspects of upset recovery exercises.
2.4 In order to avoid negative training and negative transfer of training, operators should ensure that
the selected upset recovery exercises take into consideration the limitations of the FFS. Most
current and grandfathered FFS models are deficient in representing the aeroplane in the
aerodynamic stall regime, thus practising of ‘full stall’ in such a device could potentially result
in negative training or negative transfer of training.
2.5 Stall event recovery training should emphasise the requirement to reduce the angle of attack
(AOA) whilst accepting the resulting altitude loss. High-altitude stall event (i.e. conditions
associated with an approach-to-stall or a stall) training should be included so that flight crew
appreciate the aeroplane control response, the significant altitude loss during the recovery, and
the increased time required. The training should also emphasise the risk of triggering a
secondary stall event during the recovery.
2.6 Recovery from a stall event should always be in accordance with the stall event recovery
procedures of the OEMs.
3. The operator should ensure that personnel providing FSTD Upset Prevention and Recovery
Training (UPRT) are competent and current to deliver the training, and understand the
capabilities and limitations of the device used. Please refer to ICAO Doc 10011 – Manual on
Aeroplane Upset Prevention and Recovery Training for further details.
4. Route and Aerodrome Knowledge - Environmental Knowledge Related to the Prevention

of Aeroplane Upsets
4.1 The knowledge should include understanding of:
(a) the relevant environmental hazards, such as:
• Clear Air Turbulence (CAT),

• Intertropical Convergence Zone (ITCZ),
• thunderstorms,
• microbursts,
• wind shear,
• icing,
• mountain waves,
• wake turbulence, and
• temperature changes at high altitude;
(b) the evaluation and management of the associated risks of the relevant hazards in (a);
and
(c) the available mitigating procedures for the relevant hazards in (a) related to the specific
route, route area, or aerodrome used by the operator.


CHAPTER 6 - EMERGENCY AND SURVIVAL TRAINING, PRACTICE AND

TESTING REQUIREMENTS FOR FLIGHT CREW AND CABIN
CREW
1 GENERAL REQUIREMENTS
1.1 Statutory Requirements
Statutory requirements relating to the training and periodical testing of crews are
prescribed in the Air Navigation (Hong Kong) Order (AN(HK)O).
The primary purpose of this chapter is to indicate the nature of arrangements

considered necessary to secure an adequate standard of compliance with the statutory
provisions.
Requirements for cabin crew acting as members of the crew of business jet / general
aviation flights are to be found in Appendix B of this chapter.
1.2 Crew Co-ordination and Combined Training
1.2.1 The successful containment of aircraft emergencies depends heavily upon effective
co-ordination and two-way communication between flight crew and cabin crew.
1.2.2 Operators are expected to make every effort to provide combined training for flight
crew and cabin crew. Much of the training that both must receive prior to operating
public transport aircraft covers common ground; paragraphs 3 (Initial Training) and 4
(Aircraft Type Training) of this Chapter specify training that all crew members must be
given.
1.2.3 Additional training that cabin crew must receive is listed in paragraphs 6 and 7. Flight
crew should be made aware of such additional training as is provided to cabin crew in
compliance with this requirement.
1.2.4 Particular emphasis should be placed on the provision of joint practice in aircraft
evacuations so that all who are involved learn of the duties other crew members must
perform before, during and after the evacuation, thereby appreciating the necessity for
effective two-way communications in such an emergency.
1.2.5 When combined training cannot be arranged, an operator’s instructor should adopt the
role of flight crew or cabin crew, as appropriate.
1.2.6 To facilitate training, it is essential that there is effective liaison between flight crew
and cabin crew training departments; to promote consistency of drills and procedures,
provision should be made for flight crew instructors to observe and comment on cabin
crew training and vice versa.
1.3 Training Syllabus
1.3.1 A detailed emergency and survival training and testing syllabus is to be specified in the
training manual. The syllabus should differentiate between initial training, aircraft
type training, the annual emergency survival test and three yearly practice. The
training programme shall be stated and approved by CAD.
1.3.2 ICAO Doc 10002 - Cabin Crew Safety Training Manual provides guidance related to
cabin crew training requirements. This manual is developed based on a
competency-based approach with the goal of ensuring the proficiency of the cabin crew
members in performing their duties and responsibilities. The content of the manual is
adaptable and operators should tailor it to suit their operation. If the operator is not
ready for competency-based training, the training syllabus of cabin crew members
assigned for duties on public transport operations should still address all relevant
“competency elements” and “performance criteria” suggested in ICAO Doc 10002 as
well as all other requirements detailed in this Chapter.
1.3.3 Operators should also comply with ICAO Cir 344-AN/202 with regard to education,
training and reporting practices related to fume events.
1.4 Training Staff and Examiners
1.4.1 A suitably qualified person should be appointed to manage cabin safety training and
testing; additionally instructors and examiners will need to be appointed to provide
instruction, supervise practice and conduct tests. The practical training must be under
the supervision of an instructor who has the knowledge, ability and experience to
conduct such training. Details of all such appointments should be sent to the CAD not
more than 14 days after the appointment becomes effective.
1.4.2 A training instructor should have a minimum of one year experience as a crew member
or previous experience as safety training instructor. A training examiner should be an
instructor who has an in-depth knowledge on the operator’s training standards and
requirements.
1.4.3 A person without the experience in as stipulated in 1.4.2 may still be considered for
appointment provided adequate training and exposure to operational duties are given.
1.4.4 The training personnel conducting the instructor training must have current knowledge,
ability and recent experience as an instructor and examiner. The appointment of these
training personnel shall be subject to the approval of the Authority.
1.4.5 A safety Instructor / Examiner is required to:
(a) be checked by a inspector or an appointed operator’s examiner every 36

months on their competency as instructor and/or examiner;
(b) carry out a minimum of three observation flight sectors on the operator’s flight
within the last 36 months.
1.4.6 An operator is required to maintain the following records of their instructors and
examiners:
(a) training records;

(b) training classes conducted;
(c) examinations conducted;
(d) observation flights;
(e) checks as carried out by inspector or an examiner appointed by CAD.

1.5 Training and Approved Instructors and Examiners
1.5.1 Training programme for cabin crew instructors and examiners should be submitted by
operator to the Authority for approval. The application should include the
qualifications, experience requirements, and the proposed training programme.
1.5.2 To conduct emergency procedures training, the cabin crew instructor and examiner
needs to demonstrate a wide range of skills and knowledge to be able to train cabin
crew and to be able to assess their competency regarding regulatory requirements and
their airlines approved training course.
1.5.3 Additionally, an instructor and examiner may well be required to train crew in several
different teaching environments, including classroom, evacuation trainer, swimming
pool, door trainer and aircraft. This will require a high degree of subject knowledge,
instructional skills, communication skills and people management skills to be
demonstrated.
1.5.4 The competency of an instructor and examiner should ensure sufficient specific
competencies that all cabin crew instructors and examiner should possess, regardless
of the nature of their operations. This would include a complete assessment of the
following:
(a) Instructional Techniques – Classroom instruction and conducting of exams

(b) Instructional Techniques – Practical exercises, demonstration and assessment
(c) Subject knowledge
(d) Leadership / People Skills
(e) Course Administration
1.5.5 The conduct of crew training and of tests carried out by operators’ instructor and
examiner to be approved by CAD will be observed by appropriately qualified
Inspectors to ascertain their competency.
1.5.6 An operator shall ensure that initial training and refresher training at regular interval
will be provided for each cabin crew instructor which includes at least the following:
(a) Pedagogy course;

(b) Cabin Crew Induction course; and
(c) Cabin Crew Conversion and Annual Emergency Procedure Course.
1.6 Records of Training and Tests - Emergency and Survival
1.6.1 Records must be maintained to show trainees’ progress through each stage of training
and include information about the results of tests. Records should incorporate
certificates indicating the competence of trainees to perform the duties on which they
have been tested. Inspectors will advise operators on the form of records and
certificates,
1.6.2 Operators must keep records for all crew members to show when practices and tests are
due for renewal. There should also be an effective system to guard against crews being
rostered for duty when practices and tests are overdue. The annual emergency survival
test is valid for 13 months.
1.6.3 Records of all initial, conversion and recurrent training and testing must be made
available, on request, to the cabin crew member concerned.
1.7 Use and Approval of Aircraft Emergency Training Apparatus
1.7.1 Provision is made in the AN(HK)O for use of ‘mock ups’ for certain periodical tests.
These devices must be individually approved for test purposes and may be used for
such purposes only under the supervision of a person approved for that purpose.
Approvals normally restrict the use of such devices to the particular operator’s crews.
1.7.2 Details regarding the approval of training apparatus and the approval of personnel
responsible for conducting the training and testing on this equipment are contained at
paragraph 9 of this Chapter.
2 PURPOSE AND PROVISION OF TRAINING
2.1 Applicability
The requirements of this Chapter are applicable to all operating flight crew and cabin
crew carried on board an aircraft.
2.2 Purpose
The purpose of emergency and survival training, practice and testing is to provide
crews with the knowledge, skills and confidence needed to ensure that they deal
efficiently with different types of emergency and survival situations.
2.3 Arrangements
Operators are to ensure that organised courses of instruction are given by designated
instructors on the use of all emergency and survival equipment, and on all emergency
procedures and drills, including aircraft emergency evacuation.
2.4 Cabin Crew - Service Duties
Cabin crew should also receive instruction in their normal flying duties, including the
location and use of all cabin and galley equipment.
2.5 Training Aids
Suitable training aids will enhance the presentations in both classroom and practical
instruction sessions.
2.6 First Aid Training
First aid training is to be given only by instructors qualified for the purpose. In case of
doubt about the adequacy of an instructor’s qualifications, the CAD should be
consulted. Training is to be followed by the successful completion of the appropriate
first aid test.
2.7 Before Flying on Aircraft
Before flying training commences on an actual aircraft, flight crew are to complete
successfully the training, practice and tests described in paragraphs 3 and 4 of this
Chapter.
2.8 Supernumerary Flying
A later stage of aircraft type training will include cabin crew flying in a supernumerary
role on a passenger flight. Passengers may not be able to distinguish between such
trainees and fully trained cabin crew and in an emergency may expect to receive
guidance and assistance from anyone wearing a crew uniform. Operators must
therefore ensure that before undertaking supernumerary duties cabin crew have
successfully completed the training and testing specified in paragraphs 3, 4, 6 and 7 of
this Chapter.
2.9 Introduction of New Equipment
Operators are to ensure that they have an established procedure for all crew to receive
training and practice on any new emergency and survival equipment that is introduced.
2.10 Inspectors
Inspectors may wish to observe the training, practice and tests in progress.
3 INITIAL TRAINING - ALL CREW
3.1 Introduction
Crew are to be trained in the following subjects which are of a general nature and not
necessarily related to a specific aircraft type.
3.2 Crew Co-ordination
Emphasis is to be placed on the importance of effective co-ordination and two-way

communication between flight crew and cabin crew in various emergency situations.
Cabin crew should be trained to be alert, and to identify unusual situations that might
occur inside the passenger compartment, as well as any activity outside the aircraft that
could affect the safety of the aircraft or its occupants. The need for effective
communication of accurate information between flight crew and cabin crew must be
stressed.
3.3 Aeromedical and First Aid Topics
3.3.1 Instruction should be given on aeromedical topics such as:
(a) first aid subjects appropriate to the aircraft type, ie its size and the number of
flight crew carried;
January 2009 (Amdt 26) Chap 6/5

(b) guidance on the avoidance of food poisoning, with emphasis on the choice of
a pre-flight meal and the importance of the commander and co-pilot eating
different food at different times during the flight, especially on long sectors;
(c) the possible dangers associated with the contamination of the skin or eyes by
aviation fuel and other fluids and their immediate treatment,
(d) the recognition and treatment of hypoxia and hyperventilation; and
(e) first aid associated with survival training, appropriate to the routes operated.
3.3.2 Flight crew who operate on aircraft where cabin crew are not carried should undertake
training in basic first aid that is to include the use and contents of first aid kits, and in
cardiopulmonary resuscitation.
3.4 Fire and Smoke Training
3.4.1 Practical fire and smoke training must be under the supervision of an instructor who
has the knowledge, ability and experience to conduct such training. Operators who
have difficulty in providing the necessary facilities in respect of fire training and
testing can approach the Inspector for assistance.
3.4.2 Both theoretical and practical training should be given. This is to include:
(a) an appreciation of the chemistry of fire as a preliminary to consideration of the

choice of extinguishing agents for particular fire situations, the techniques of
applying extinguishing agents, the consequences of misapplication and their
use in a confined space;
(b) a demonstration or film of fire extinguishers being used on various types of

fires. Fires should be related to typical aircraft interior equipment and include
galley fires, fire in toilets, upholstery, passenger service units and electrical
installations.
3.5 Water Survival Training
3.5.1 Where flotation equipment is carried, a comprehensive wet drill to cover all ditching
procedures must be practised by aircraft crew. This wet drill is to include, as
appropriate, practice of the actual donning and inflation of a life-jacket, together with
a demonstration or film of the inflation of life-rafts and/or slide-rafts. Crews must
board the same (or similar) flotation equipment from the water whilst wearing a
life-jacket. Training must include the use of all survival equipment carried on board
flotation equipment and any additional survival equipment carried separately on board
the aircraft.
3.5.2 Operators conducting intensive offshore helicopter operations will need to repeat wet
drills every 2 years. Consideration should be given to the provision of further specialist
training such as underwater escape training.
NOTE: Wet drill practice is always to be given in initial training, unless the crew
member concerned has received similar training provided by another operator and such
an arrangement is acceptable to the current employer.

3.6 Survival Training
Operators are to provide survival training, including the use of any survival equipment
carried, appropriate to their areas of operation e.g. polar, desert, jungle or sea.
3.7 Human Factors
Training should address the physiological effects on the human body of flying, the
problems associated with pressure change and hypoxia and the need for restrictions on
underwater diving. Training should include information on flight time limitations, the
effects of operating for extended periods of time and the effects of time zone changes.
Operational limitations should include illness, use of alcohol and drugs, blood
donations etc. Advice should be given on general health care, especially whilst
operating overseas, and the need for preventative medicine such as immunisation,
when operating to potentially infected areas. Guidelines for evaluating and handling
passengers with suspected communicable diseases by cabin crew should be included.
3.8 Aerodrome Emergency Services
The operational procedures of ground-based emergency services at aerodromes should

be discussed.
3.9 Aviation Security
Training is to be given in aspects of aviation security listed in Appendix A to this

Chapter.
4 AIRCRAFT TYPE TRAINING - ALL CREW
4.1 General
Operators should ensure that comprehensive training is given on the location and use
of all emergency and survival equipment to be carried on the aircraft, and that all
training is related to the aircraft type, series and configuration to be operated. Aircraft
type training must be given to all newly employed aircraft crew and to those who are
converting to a new aircraft type.
4.2 Emergency and Survival Equipment
Training must be given in the location and use of all emergency and survival equipment
together with the relevant drills and procedures. The following equipment must, if
carried on board, be included:
(a) emergency exits;
(b) escape slides and, where non-self supporting slides are carried, the use of any
associated ropes;
(c) life-rafts and slide-rafts, including the equipment attached to and/or carried in
the raft;

(d) life-jackets, infant life-jackets and flotation cots;
(e) drop-out oxygen and its manual deployment;
(f) emergency and therapeutic oxygen;
(g) protective breathing equipment and protective clothing;
(h) fire extinguishers;
(i) fire axes;
(j) portable lights, including torches;
(k) emergency lighting systems, including floor proximity lighting systems;
(l) communications equipment, including megaphones;
(m) survival packs, including their contents;
(n) pyrotechnics;
(o) first aid kits and their contents;
(p) toilet compartment smoke detector systems;
(q) evacuation alarm systems; and
(r) non-mandatory or special equipment fitted or carried.
4.3 Fire Training
Training must be given in extinguishing a fire, representative of an interior aircraft fire

using the relevant type of fire extinguisher carried on the aircraft. Emphasis is to be
placed on the characteristics of different types of extinguishers, including their
effective range and duration and the effectiveness of their use on differing types of
fires.
4.4 Protective Breathing Equipment and Protective Clothing
On aircraft types in which it is provided, crews must be trained in the use of protective
breathing equipment and protective clothing. Donning and wearing of such equipment
and clothing should be practised in an enclosed, simulated smoke-filled environment.

5 RECURRENT TRAINING - ALL CREW
5.1 Refresher Training
Operators must ensure that an annual organised course of refresher training is provided
for their crews; this training should prepare them for the emergency survival test. Such
training will have the additional advantage of allowing crews to discuss recent
incidents, difficulties and emergencies which have been experienced. If none have
arisen, operators should discuss possible scenarios with emphasis on what actions
should be taken. Time must be allocated for this purpose. This discussion is
particularly important when cabin crew are assigned to more than one type of aircraft.
First aid and aviation security refresher training must also be included (see also
Appendix A).
5.2 The Annual Emergency Survival Test
5.2.1 The AN(HK)O requires that all crew shall be tested on aspects of emergency and
survival appropriate to the aircraft type to be operated. The maximum period of
validity of this test is 13 months. Schedule 11 makes a distinction between tests and
practice, and operators should apply a similar distinction in their crew training records.
5.2.2 All crew must pass a test on their knowledge of the location and use of emergency
survival equipment, and the appropriate drills and procedures. The test will be related
to the aircraft type and cover every series and configuration. Appropriate written tests
are required and must include first aid topics.
5.2.3 To demonstrate their proficiency in carrying out emergency duties, crew should
practice - insofar as it is practicable and reasonable to do so - the actual movements and
operations assigned to them in evacuation and other emergency drills. The donning of
life-jackets, oxygen masks and protective breathing equipment and touch drills for
opening emergency exits should be included.
5.3 Periodic Practice
Once every 3 years aircraft crew are to carry out the following practice:
(a) the operation and actual opening of all normal and emergency exits used for
passenger evacuation;
(b) extinguishing a fire, representative of an aircraft interior fire, with each type of
fire extinguisher carried on board the aircraft except that, in the case of
Halogen extinguishers, an alternative extinguishing agent may be used; and
(c) the donning and use of protective breathing equipment by each crew member
in an enclosed, simulated smoke-filled environment.

6 INITIAL TRAINING - ADDITIONAL ITEMS FOR CABIN CREW
6.1 General
Cabin crew are to be trained in the following subjects which are of a general nature and
not necessarily related to a specific aircraft type.
6.2 Discipline and Responsibilities
Operators must ensure that during cabin crew initial training, the following items are
included in the cabin crew training syllabus:
(a) the importance of performing their duties in accordance with the operations
manual;
(b) maintaining competence and fitness to operate as a cabin crew member with
special regard to flight and duty time limitations and rest requirements;
(c) aviation regulations relating to cabin crew and the role of the CAD;
(d) the effects on the aircraft’s flight path resulting from a significant
redistribution of passengers in flight;
(e) basic aircraft icing, types of icing, the effects of icing on ground and in-flight
operations and how to identify aircraft icing when viewed from the cabin;
(f) pre-flight briefing of cabin crew and the provision of necessary safety
information with regard to their specific duties;
(g) the importance of ensuring that relevant documents and manuals are kept up to
date with amendments provided by the operator;
(h) the importance of identifying when cabin crew members have the authority
and responsibility to initiate an evacuation and other emergency procedures;
and
(i) the importance of safety duties and responsibilities, and the need to respond
promptly and effectively to emergency situations.
6.3 First Aid

Instruction should be given on first aid and the use of first aid kits, together with the
application of any drugs. The following subjects should be covered:
(a) haemorrhage;
(b) wounds;
(c) fractures, including dislocation and sprains;
Chap 6/10 January 2009 (Amdt 26)

(d) burns;
(e) care of the unconscious;
(f) shock;
(g) heart attacks;
(h) stroke, epilepsy, diabetes;
(i) artificial respiration and cardiopulmonary resuscitation;
(j) use of therapeutic oxygen and oxygen sets;
(k) poisoning;
(l) emergency childbirth;
(m) choking;
(n) stress reactions and allergic reactions;
(o) air sickness; and
(p) asthma.
NOTE: In order to complete satisfactory practical training in artificial respiration and

cardiopulmonary resuscitation, cabin crew must use a dummy specifically
designed for the purpose.
6.4 Fire and Smoke Training
It is particularly important that cabin crew should be given theoretical and practical
training in dealing with emergency situations involving fire and smoke in the cabin.
The training is to include:
(a) the responsibility of cabin crew to deal promptly with emergencies involving
fire and smoke. Emphasis should be placed on the importance of identifying
the actual source of the fire;
(b) the importance of informing the flight crew immediately fire or smoke is
discovered and of keeping them informed as the situation develops. The
importance of crew co-ordination and communication is to be emphasised,
together with an established procedure for communicating with the flight deck;
(c) the importance of ensuring that passengers are aware of no smoking areas and
obey no smoking signs. Emphasis is to be placed on the frequent and
systematic checking of toilets (including smoke detectors) and other areas
which are not part of the seating accommodation;
(d) a demonstration or film is required of fire extinguishers being used on various

types of fires. Fires are to be related to typical aircraft situations including
fires in galleys, toilets, upholstery, passenger service units and electrical
installations.

6.5 Abusive Passengers
Operators are to give advice to cabin crew on the management of passengers who
become abusive; this often arises from excessive consumption of alcohol or the effects
of medication/drugs, or a combination of both.
6.6 Seat Allocation
Cabin crew are to be given training on the importance of correct seat allocation with
particular emphasis on the seating of disabled passengers and the necessity of seating
able-bodied passengers adjacent to unsupervised exits.
6.7 Prohibited Items and Dangerous Goods (DG)
Cabin crew should be given training in aspects of the carriage of prohibited items and
DG. DG training must comply with the requirements specified in the current edition
of the ICAO Technical Instructions for the Safe Transport of Dangerous Goods by Air.
6.8 Flight Time Limitations
Cabin crew must be made familiar with the company flight time limitations scheme
and the statutory requirements regarding crew fatigue.
6.9 Crew Resource Management ( CRM ) Training
6.9.1 Operators must provide initial and recurrent CRM training for all cabin crew. Cabin
crew training should be combined, as far as practible, with flight crew training, to
promote awareness of flight crew management of various emergency situations and the
consequential effects on aircraft operation.
6.9.2 Combined training should include practice in aircraft evacuation and joint discussion
of emergency scenarios. Wherever practible, SCCMs should participate in flight
simulator Line Orientated Flying Training (LOFT) exercises.
6.9.3 Emphasis should be placed on the importance of effective co-ordination and two-way
communication between flight and cabin crew in various abnormal and emergency
situations. Emphasis should also be placed on co-ordination and communication within
the crew in normal operational situations including the use of correct terminology,
common language and effective use of communications equipment.
6.9.4 Cabin crew should be trained to identify unusual situations that might occur inside the
passenger compartment, as well as any activity outside the aircraft that could affect the
safety of the aircraft and/or passengers.
6.9.5 There should be effective liaison between flight and cabin crew training departments,
and provision should be made for flight and cabin crew instructors to observe and
comment on each others’ training.

6.10 Senior Cabin Crew Member (SCCM) Training
Senior Cabin Crew Members should be given additional training on the following
topics:
(a) items to be covered at pre-flight briefing of the operating cabin crew

including:
(i) allocation of cabin crew stations and responsibilities;
(ii) aircraft type and equipment fit;
(iii) area, route and type of operation e.g. ETOPS; and
(iv) any special category passengers such as infants, disabled or stretcher

cases etc.
(b) co-operation within the crew:
(i) discipline, responsibilities and chain of command;
(ii) importance of co-ordination and communication; and
(iii) action in the event of pilot incapacitation.
(c) review of legal and operator’s requirements:
(i) passenger safety briefing , safety cards;
(ii) securing of galleys;
(iii) stowage of Cabin baggage;
(iv) restrictions on use of portable electronic equipment;
(v) procedure during turbulence;
(vi) procedures when fueling with passengers on board; and
(vii) documentation.
(d) Human Factors and Crew Resource Management, including participation in

flight simulator LOFT exercises if practicable;
(e) accident and incident reporting; and
(f) flight and duty times limitations and rest requirements.

7 AIRCRAFT TYPE TRAINING - ADDITIONAL ITEMS FOR CABIN CREW
7.1 Practical training
7.1.1 The following is the minimum level of training necessary to satisfy the relevant
requirements for cabin crew aircraft type training:
(a) during ditching and evacuation drills, each trainee operates and actually opens
all normal and emergency exits; removes and positions for use at least one
escape rope; attaches escape slide fittings in their proper places; descends an
escape slide from a height representative of the aircraft main deck sill height
(not required for subsequent type training unless sill height is significantly
higher); locates and operates the megaphone; and removes life-rafts from
stowages and positions in the launching area. Additionally, the trainee must
demonstrate the ability to locate and remove from stowage the aircraft first aid
kits and hand fire extinguishers;
(b) each trainee observes a practical demonstration of an escape rope being used
as a means of emergency evacuation; the inflation or release, as applicable, of
an escape slide; inflation of a life-raft; the survival equipment contained in the
life-raft; the contents of the first aid kits; administering supplemental crew and
passenger oxygen by portable equipment;
(c) each trainee observes demonstrations of the use of the type of fire
extinguishers carried on the aircraft on various types of fire including
simulated galley, electrical and cabin furnishing fires. The demonstration
should also show the effect of misapplication of agents;
(d) each trainee handles and uses each type of fire extinguisher carried on the
aircraft;
(e) each trainee observes the inflation of an infant flotation cot;
(f) each trainee practices the donning of oxygen masks carried in the aircraft; and
(g) each trainee is familiarised with the use of the aircraft PA and interphone
system.
7.2 Evacuation Procedures and Emergency Situations
7.2.1 Emergency evacuation training is to include the recognition of particular types of

emergency situations. Cabin crew will also need to recognise when exits are unusable
or when evacuation equipment is unserviceable and to act accordingly to overcome
these problems. Circumstances might arise, such as the incapacitation of the flight
crew, where these drills might need to be initiated by cabin crew.
7.2.2 Cabin crew are to be trained to deal with the following specific emergency situations:
(a) an unpremeditated emergency on take-off or landing, including a ditching;

(b) a pre-warned emergency landing or ditching;
(c) an in-flight fire, with particular emphasis on establishing the fire source;
(d) sudden decompression, including the donning of portable oxygen equipment;

and
(e) severe turbulence.
7.3 Crowd Control
7.3.1 Operators are to provide comprehensive training in the practical application of all
aspects of crowd control in various emergency evacuation situations. Training is to
emphasise the need for cabin crew to be assertive and, at times, aggressive during an
emergency evacuation. Scenarios must be as realistic as possible and should include,
as a minimum:
(a) communications between flight crew and cabin crew and use of all
communications equipment, including the difficulties of co-ordination in a
smoke-filled environment;
(b) verbal commands;
(c) the physical contact that may be needed to encourage people out of an exit and
on to a slide;
(d) the re-direction of passengers away from unusable exits;
(e) the marshalling of passengers away from an aircraft;
(f) the evacuation of disabled passengers; and
(g) authority and leadership.
7.3.2 The executive order to initiate an emergency evacuation is to be given by the Senior
Cabin Staff Member in English (‘Evacuate, Evacuate’) and in Cantonese (‘Saw Sarn,
Saw Sarn’). Other cabin crew should repeat the order in their native language where
passenger demography so requires.
7.4 Pilot Incapacitation
Where the flight crew consists of only 2 pilots, cabin crew are to be given training in
recognising the signs of subtle incapacitation and practice the ways in which they can
be of help in the event of pilot incapacitation. This should include:
(a) use of the pilot’s oxygen equipment;
(b) familiarity with the location and method of use of pilot checklists;

(c) fastening and unfastening pilots’ seat harness and, in the case of inertia reel
harness, locking and unlocking the inertia device; and
(d) using pilots’ sliding seat mechanism; training is to be given with the seat
occupant simulating physical collapse. Emphasis is to be placed on ‘locking’
the pilot in his seat rather than on removing him from the seat, which may not
in the event be possible.
7.5 Passenger Briefings
7.5.1 Training and practice is to be given in the pre-flight briefing of passengers in normal
and emergency situations, including emergency landings, ditching and turbulence.
Training is also to include the in-flight briefing for the pre-warned emergency landing
and ditching, demonstrating the brace position and the briefing of able-bodied
passengers on how to operate exits.
7.5.2 Briefings are to be given in English and Chinese (the language of Chinese can be either
Cantonese or Mandarin, as justified by the operator and with the concurrence from
CAD) and may include another language where passenger demography so requires.
Where audio-video presentation is utilised, the audio text is to be in English and
Chinese (promulgated as aforesaid) with each text accompanied by synchronised
Chinese (traditional) characters and English sub-titles respectively.
7.6 Cabin Baggage and Cabin Clutter
Cabin crew are to be instructed that cabin baggage, service items and other objects are
only to be stowed in approved areas such that they are restrained against forward,
lateral and vertical movement. They must not be stowed in such a way as to obstruct
or damage emergency equipment or exits. Training is to include the areas of the cabin
that are approved for the stowage of cabin baggage or other items and the areas where
it would be unsafe to do so.
7.7 Brace Positions
Training and practice is to be given in the correct brace positions for both cabin crew
and passengers. Such training must take into account different seating configurations
and orientation.
7.8 Supernumerary Sectors
On completion of emergency and survival training and prior to operating as a required

crew member, cabin crew must operate a minimum number of supernumerary or
“under supervision” sectors on each aircraft type. The minimum number must be
agreed with the CAD. The supernumerary cabin crew is required to be in addition to the
normal crew complement.

8 RECURRENT TRAINING - ADDITIONAL ITEMS FOR CABIN CREW
8.1 The Annual Emergency Survival Test
Cabin crew should show a satisfactory knowledge of crowd control techniques, if

applicable, and of their role in the event of pilot incapacitation. Cabin crew should also
undertake first aid refresher training and pass an appropriate written test.
8.2 Periodic Practice
Cabin crew are to carry out the following practice once every three years:
(a) pilot incapacitation drills, as specified at paragraph 7.4 of this Chapter; and
(b) practical training in artificial respiration and cardiopulmonary resuscitation

using a dummy specifically designed for the purpose.
9 APPROVAL OF AIRCRAFT EMERGENCY TRAINING APPARATUS AND

OF PERSONNEL CONDUCTING TRAINING AND TESTING WITH SUCH
APPARATUS
9.1 Operators may wish to conduct some of their emergency training and testing on
training apparatus rather than on an actual aircraft, in accordance with Schedule 11,
Part B 1. (1)(b) of the AN(HK)O. Where this is the case, the apparatus and the persons
controlling the apparatus must be formally approved by the CAD.
9.2 Operators wishing to obtain approval for their apparatus and personnel should apply
through their assigned Inspector to arrange an inspection. Upon satisfactory
conclusion of the inspection, an approval will be issued. Renewal of the approval will
be by similar inspection.
9.3 If it is proposed to use the apparatus for all practical emergency survival training and
testing, it will need to meet all the items in paragraph 9.4. However, approval may be
sought and given for limited use of apparatus, in which case only the relevant items
need be met.
9.4 Subject to the proviso in paragraph 9.3, the apparatus should accurately represent the
aircraft in the following particulars:
(a) layout of the cabin in relation to exits, emergency exits, galley areas and safety
equipment stowage; dimensions should be an accurate representation typical
of aircraft in the fleet;

(b) both cabin crew and passenger seat positioning - with particular accuracy
where these are immediately adjacent to exits;
(c) seat dimensions and seat pitch;
(d) operation of exits and emergency exits in all modes of operation particularly in
relation to method of operation and weight and balance;
(e) extent of movement and associated forces of all controls for all equipment and
services;
(f) provision of emergency equipment of the type provided in the aircraft;
(g) all cabin markings;
(h) all cabin lighting;
(i) cabin crew communications equipment and associated control panels;
(j) evacuation slides, including normal and standby methods of operation; and
(k) height and angle of inflated evacuation slides.
9.5 Operators should nominate training personnel to be approved by the CAD for the
control of training apparatus. Operators must satisfy themselves that nominated
personnel have the qualifications and experience to conduct such training and that they
have undergone a period of training which the assigned Inspector may wish to observe.
All approved training personnel should be so nominated in the company training
manual.
9.6 An operator may arrange to use the apparatus and/or personnel of another operator. A
separate approval will be required in such cases. The training given must comply with
the training manual and operating procedures of the operator whose crews are being
trained and items covered in the apparatus may be restricted, if significant differences
of cabin layout and equipment exist.

CHAPTER 6 APPENDIX A - AVIATION SECURITY TRAINING PROGRAMME

- ALL CREW
1. Training Programmes
1.1 Operators of Hong Kong registered aeroplanes shall establish and maintain an
approved security training programme which ensures crew members act in the most
appropriate manner to minimize the consequences of acts of unlawful interference. As
a minimum, this programme shall include the following elements:
a) determination of the seriousness of any occurrence;
b) crew communication and coordination;
c) appropriate self-defense responses;
d) understanding of behaviour of terrorists so as to facilitate the ability of crew

members to cope with hijacker behaviour and passenger responses;
e) live situational training exercises regarding various threat conditions;
f) flight deck procedures to protect the aeroplane;
g) aeroplane search procedures and guidance on least-risk bomb locations where

practicable; and
h) post-incident concerns for crew.
1.2 Operators conducting helicopter operations shall establish and maintain a training
programme to acquaint appropriate employees with preventive measures and
techniques in relation to passengers, baggage, cargo, mail, equipment, stores and
supplies intended for carriage on a helicopter so that they contribute to the prevention
of acts of sabotage or other forms of unlawful interference.
February 2009 (Amdt 27) Chap 6/19


CHAPTER 6 – APPENDIX B – BUSINESS JET / GENERAL AVIATION – CABIN

CREW TRAINING
1 GENERAL
1.1 Under current legislation, aircraft registered in Hong Kong having 35 seats or less and
carrying less than 20 passengers, flying for the purpose of public transport, are not
required to have on board cabin crew for the purposes of performing duties in the
interests of the safety of passengers. However, it is CAD policy that where cabin crew
are boarded as members of the crew of such aircraft, operators are to ensure that these
cabin crew receive training, both initial and recurrent, in the use of safety and medical
equipment specific to their aircraft.
1.2 Crew Co-ordination
As with aircraft carrying a greater number of passengers/seats, business jets and those
of a similar category depend heavily upon well-integrated communication between the
whole crew to effectively contain an aircraft emergency. Cabin crew are to be aware
of the role that they can play in the bringing such an event to a successful conclusion.
Aircraft safety training sessions should include, where possible, the whole crew.
1.3 Health and Safety
The dangers inherent in many training situations should be well recognised by training
staff and should be taken into account in the formulation and execution of training.
1.4 Training Syllabus
A syllabus which covers familiarity with, and the use of, the equipment to be found on
board the specific aircraft, along with those topics generally applicable to an aviation
environment, should be specified in the appropriate manual. The syllabus should cover
induction and new-to-type training, as well as annual recurrent training.
1.5 Training Staff
Appropriately qualified staff should be chosen to act as training facilitators. Each

should be a qualified crewmember on the aircraft type upon which they are instructing.
On appointment an inspector will observe a training session in order to approve that
appointment.
1.6 Records of Training and Tests
Records of all training and tests for each individual crewmember must be maintained
and available for periodic inspection by CAD staff. Initial and new-to-aircraft training
must be successfully completed prior to the first flight for the purpose of public
transport in the aircraft. Recurrent training should be undertaken within 13 months of
the previous qualification.

1.7 Use of Training Aids
The impracticability for companies in this category to provide aircraft-type ‘mock-ups’

is acknowledged by the CAD. Recognised aids which adequately fulfil the training
requirement, would be acceptable to the CAD. This could include, but not be limited
to, video and multimedia presentations and instructor briefing. Companies are
encouraged, however, to utilise a dedicated training department where possible.
2 PURPOSE AND PROVISION OF TRAINING
2.1 Purpose
The purpose of emergency and survival training, practice and testing is to provide
crews with the knowledge, experience and confidence to deal effectively with
emergency and survival situations that could possibly be encountered.
2.2 First Aid Training
First aid training is to be given only by instructors qualified for the purpose.
3 INITIAL TRAINING – ALL CREW
3.1 Introduction
Crews should be acquainted with those physiological conditions which could possibly
be encountered in the course of a flight. In addition, they should be experienced in use
of the safety equipment to be found on their aircraft and the uses and limitations of such
equipment.
3.2 Aeromedical and First Aid Topics
Cabin crew should have an awareness of basic aeromedical situations, including such
aspects as the symptoms and treatment of hypoxia, hyperventilation, cardiac arrest, etc.
In addition, they should have training in simple first aid techniques. Practical training,
including the use and the limitations of both portable and fixed oxygen systems in the
aircraft must be experienced, as well as familiarity with the contents and use of the
aircraft first aid kit.
3.3 Fire Fighting Training
Recognition of the type of fire, choice and use of fire fighting equipment should be
taught, including the inappropriate nature of certain types of fire extinguisher with
certain types of fire, in addition to the knowledge of the isolation of equipment in the
case of an electrical fire. The absolute need for continual liaison with cockpit crew in
the situation of a cabin fire must be emphasised.

3.4 Aircraft Evacuation and Survival Equipment
Cabin crew must be conversant with the means by which passengers may be evacuated
from the aircraft, both via emergency exits and through aircraft entry doors, and with
all equipment related to evacuation. Where possible, removal of emergency exits
should be experienced on initial training. Where liferafts are carried as permanent
aircraft equipment, cabin crew should have instruction upon from where, and how,
they are launched and the purposes and use of the safety equipment carried on board
the rafts.
3.5 Pilot Incapacitation
Training in the identification of pilot incapacitation and the actions to be taken in such
a situation must be given. This should include use of related equipment in the cockpit
and the ability to secure the incapacitated pilot and the function of the pilot’s seat
controls. Practice in reading the cockpit checklist and its facilitation should be given.
4 RECURRENT TRAINING
4.1 All flight crew, including cabin crew, should undergo Aircraft Emergency Procedures
training (AEP) on a recurrent basis. This should be done at not more than 13 month
intervals and, as in the case of initial and new-to-type training, culminate in an
examination. Records of such training and the results of examinations should be kept
for the perusal of the CAD.
4.2 Activities such as the opening and removal of an emergency exit and the hands-on use
of fire extinguishers should be carried out every three years.
October 2003 (Amdt 15) Chap 6/23


CHAPTER 7 - CABIN SAFETY
1 CABIN CREW
1.1 Age/Medical Requirements
1.1.1 A cabin crew member should be at least 18 years of age and have passed an initial
medical examination or assessment and been found medically fit to discharge the duties
specified in the operations manual. An operator must ensure that cabin crew members
remain medically fit to discharge such duties.
1.1.2 The initial medical examination or assessment, and any re-assessment, of cabin crew
members should be conducted by a medical practitioner registered in Hong Kong.
However, when necessary, the final authority rests with a Hong Kong AMA.
1.1.3 The following medical requirements are applicable to cabin crew members:
(a) good general health;
(b) freedom from any physical or mental illness which might lead to incapacitation
or inability to perform cabin crew duties;
(c) normal cardiorespiratory function;
(d) normal central nervous system;
(e) adequate visual acuity - 6/9 with or without glasses;
(f) adequate hearing; and
(g) normal function of ear nose and throat.
1.2 Senior Cabin Crew members
1.2.1 Whenever more than one cabin crew member is carried on a flight, the operator must
nominate a senior cabin crew member. The senior cabin crew member will be
responsible to the commander for the conduct and co-ordination of the cabin safety and
emergency procedures specified in the operations manual.
1.2.2 An operator shall not appoint a person to the post of senior cabin crew member unless
that person has at least one year’s experience as an operating cabin crew member and
has completed an appropriate course of training.
1.2.3 An operator shall establish procedures to select the next most suitably qualified cabin
crew member to operate as senior cabin crew member in the event of the nominated
senior cabin crew member becoming unable to operate. Such procedures must be
acceptable to the CAD and take into account the cabin crew member’s operational
experience.

1.3 Cabin Crew Complement
1.3.1 It is incumbent on operators to ensure that passenger-carrying public transport aircraft

do not fly with lesser numbers of cabin crew than the law prescribes. Furthermore,
minimum numbers specified in operations manuals should take full account of all the
factors detailed below.
1.3.2 Required Complement
The complement specified will be that calculated in accordance with Article 18(7)(c) of
the Air Navigation (Hong Kong) Order 1995, or for wide bodied aircraft one Cabin
Crew member per door that is designated an Emergency Exit, whichever is the higher.
In exceptional circumstances the complement may be reduced and will become that
specified in a Permission granted in accordance with the provision to Article 18(7).
1.3.3 Minimum Complement
The minimum complement specified in the operations manual will be not less than the
required complement but may be greater. Factors that should be taken into account
when calculating the minimum complement will include:
(a) the number of exits;
(b) the type of exits and their associated slides;
(c) the location of exits in relation to cabin crew seats and cabin layout;
(d) the location of cabin crew seats taking into account cabin crew duties in an
emergency evacuation including:
(i) opening floor level exits and initiating stair or slide deployment;
(ii) assisting passengers to pass through exits; and
(iii) directing passengers away from inoperative exits, crowd control and
passenger flow management.
(e) actions required to be performed by cabin crew in ditching emergencies,

including the deployment of slide-rafts and the launching of life-rafts; and
(f) the number of crew who actively participated in the cabin during the emergency
evacuation demonstration for aircraft certification.

NOTE: Having regard to all the considerations listed above, the minimum acceptable
complement of cabin crew will, in most circumstances, be not less than one
cabin crew to serve every floor level exit. This number might not always be
appropriate, for example, where the position of floor level exits in a cabin is
such that it enhances the importance of non floor level exits e.g. overwing exits,
when consideration should be given to seating cabin crew adjacent to the latter.
Also, this number could even be excessive; for example when, as on some
narrow-body aircraft, two floor level exits are very close together it is
reasonable to expect one cabin crew to open both exits and initiate stair or slide
deployment in turn before assisting evacuation from both simultaneously.
1.3.4 Normal Complement
The normal complement will be not less than the required complement and may be
greater than the minimum complement. Its use would be to guide rostering staff to crew
the cabin to a level required to provide a service to passengers that could not be achieved
with lesser numbers.
1.3.5 When scheduling cabin crew for flights, rostering procedures should take account of the
experience of each cabin crew member such that the required cabin crew includes some
cabin crew members who have at least three months operating experience as a cabin
crew member.
1.3.6 If operators should seek alternative solutions, it will be for them to satisfy the CAD that
such lesser numbers of cabin crew as they wish to specify are so positioned throughout
the aircraft and have such drills specified that they can reasonably be expected to
manage any cabin emergency that might arise. In circumstances such as these, operators
should pay particular attention to ensuring that cabin crew who have least experience of
working in the aircraft or with the operator are paired with those who are well
experienced.
1.4 Operation on more than One Type or Variant
1.4.1 Cabin crew may not normally operate on more than three aircraft types except that, with
the agreement of the CAD, they may operate on four types provided that safety
equipment and emergency procedures for at least two of the types are similar.
1.4.2 For the purposes of paragraph 1.4.1, variants of a particular aircraft type are considered
to be different types if they are not similar in all of the following aspects:
(a) emergency exit operation;
(b) location and type of safety equipment; and
(c) emergency procedures.

1.5 Recency
1.5.1 An operator shall ensure that any cabin crew member who has been absent from all
flying duties for more than six months completes refresher training as specified in the
operations manual. The training shall include at least the requirements listed in
paragraph 1.6.
1.5.2 An operator shall ensure that any cabin crew member who has not, during the preceding
six months, operated on a type or variant, before undertaking duties on that type either:
(a) completes refresher training on the type; or

(b) operates two sectors under supervision.
1.6 Training
An operator shall ensure that initial training (and refresher training at regular intervals)
will be provided for each cabin crew member which includes at least the following:
(a) emergency procedures including pilot incapacitation;

(b) evacuation procedures including crowd control techniques;
(c) the operation and actual opening of all normal and emergency exits for
passenger evacuation in an aircraft or approved training device;
(d) demonstration of the operation of all other exits;
(e) the evaluation and handling of passengers with suspected communicable
diseases; and
(f) the location and handling of emergency and life-saving equipment, including
oxygen systems, portable oxygen, protective breathing equipment, the donning
of life-jackets, the use of first aid and, if carried onboard, universal precaution
kit in case of suspected communicable disease.
NOTE: Requirements on the types, number, location and contents of the

medical supplies (including first-aid kits, universal precaution kits and
a medical kit) are available in Hong Kong Airworthiness Notice No.
101E (http://www.cad.gov.hk/english/HKAN.html).
1.7 Uniforms
1.7.1 Operators should provide crew uniforms which readily distinguish the wearer as a
member of cabin crew. Uniforms should, whenever practicable, be manufactured from
non-thermoplastic material, such as wool; particular attention should be paid to uniform
linings and melt factors.
1.7.2 Protective clothing for at least two crew members, such as a quick donning jump suit
manufactured from a non-thermoplastic material, should be provided for aircraft being
operated in a combined passenger and cargo role, i.e., Class ‘B’ compartments.
1.7.3 Care should be exercised in the provision of cabin crew’s footwear. Appropriate shoes
should be worn during take-off and landing, to cater for possible emergency situations
etc., so as to avoid damage to slides.

1.7.4 All chains worn around the neck and unconcealed by clothing have the potential to snag
and so hamper movement. At worst they can be a cause of injury to the wearer. Both the
restriction of movement and the risk of injury that may occur when neck chains are worn
have the potential to inhibit crews from carrying out their duties. Operators must
therefore instruct crews to remove unconcealed neck chains when on board aircraft. If
there is a requirement that ID cards must be displayed, other forms of attachment must
be used, care being taken to ensure that this does not result in loose chains continuing to
present a risk of snagging.
2 CABIN SAFETY MANAGEMENT
2.1 Pre-departure Procedures
2.1.1 Operators should establish check-in and boarding gate procedures and, where
applicable, training for their traffic staff and handling agents. Emphasis should be
placed on the need for these personnel to identify and resolve potential difficulties in
seat allocation (see also paragraphs 2.2 and 2.3), excess cabin baggage, the carriage of
dangerous goods, drunken or unruly passengers, including boarding refusal, before
passenger embarkation begins. This is of particular importance at overseas departure
points.
2.1.2 Similar instructions and training should also be given to cabin crew to deal with
problems which may have been missed at check-in.
2.2 Seat Allocation
2.2.1 No persons shall be seated where they could obstruct emergency exits, impede the crew
in their duties, obstruct access to emergency equipment or hinder aircraft evacuation.
2.2.2 Operator shall conduct risk assessment under its Safety Management System in order to
establish and incorporate associated policies and procedures into its Operations Manual
as described in paragraph 2.2.1 above. Operators are reminded that any corresponding
changes to CAD accepted Operations Manual shall be re-submitted, together with the
risk assessment, for CAD’s consideration.
Note: Guidance on seat allocation for Persons with Reduced Mobility (PRM) in Air
Travel is contained in CAD 800.
2.3 Seat Allocation at Self-help ( Types III and IV ) Exits
2.3.1 Seats which form the access route from the cabin aisle to these exits shall only be
allocated to passengers who appear capable of operating and/or assisting with the
operation of the exit; check-in staff should identify likely candidates for these seats.
2.3.2 On no account should the types of persons identified by the Operator, as stipulated in
paragraph 2.2, be allocated with seats which form the access route from the cabin aisle
to these types of exit. Preference should be given, where possible, to seating non
operating crew at these locations.

2.4 Drunken Passengers
2.4.1 Article 49 of the AN(HK)O states that "A person shall not enter any aircraft when drunk
or be drunk in any aircraft".
2.4.2 Operators are to provide instructions, advice and training to all relevant staff on dealing
with passengers who have been drinking excessively. Such advice should include when
to deny boarding rights and reiterate the commander’s prerogative to exercise the
powers, as conferred by the AN(HK)O, to protect the safety of the aircraft and
passengers.
2.4.3 Drunken passengers constitute not only a possible source of annoyance to fellow
passengers but also a hazard to flight safety. Potentially hazardous incidents should be
reported through the MOR scheme.
2.5 Stowage of Cabin Baggage
2.5.1 Cabin baggage may only be stowed in approved locations. Operators should provide
clear and unequivocal advice on which areas are approved.
2.5.2 Overhead lockers and other stowages must be clearly placarded with weight limitations
and enclosed by latched doors or load bearing nets as appropriate; cabin crew must be
made aware of the need to ensure that limitations are not exceeded.
2.5.3 Underseat stowages may only be used if the seat is equipped with a restraint bar and the
baggage is of a size to fit under the seat.
2.5.4 Baggage must not be stowed in toilets, immediately forward or aft of bulkheads, or in
such a manner that it will impede access to emergency equipment. Particular attention
must be paid to maintaining the integrity of all evacuation routes.
2.6 Stowage of Catering Supplies and Crew Effects
2.6.1 All catering supplies, blankets, pillows, newspapers etc. are to be securely stowed in
approved areas for take-off and landing.
2.6.2 Similarly, crew effects, including baggage and clothing, must be stowed in approved
areas. Particular care must be taken to ensure that doors and exits, including operating
handles, are not obstructed nor ready access to emergency equipment precluded.
2.7 Carriage of Aerosols
2.7.1 Advice and instructions should be provided to crew on the carriage of aerosols. In
particular, the potential fire hazard posed, and how this may be obviated by careful
stowage should be emphasised.
2.7.2 Unless it is unavoidable, aerosols should not be used for dispensing air fresheners,
insecticides or other similar agents.

2.8 Portable Electronic Equipment
2.8.1 The CAD has considered evidence that navigation equipment may malfunction as a
result of interference from passengers’ portable electronic equipment. At the request of
the commander, cabin crew may be required to check the cabin for portable electronic
equipment being used by passengers.
2.9 Spillage of Drinks
2.9.1 There is an obvious potential for a major incident to occur when such items as
conductive liquids in open containers, cutlery etc are mishandled on aircraft flight
decks. All operators are requested to review their procedures for handling drinks and
other items in and around the flight deck, as appropriate. Clear advice should be given
to all crew on how best to route drinks when passing them about, so as to avoid any risk
of accidental spillage on to electrical equipment
2.10 Security of Flight Crew Compartment
2.10.1 Operational procedures must be in place to prevent unauthorized persons from entering
the flight crew compartment. Particular attention must be paid to entering and exit
procedures, monitoring of door area, and procedures for crew leaving the flight crew
compartment.
2.10.2 In all aeroplanes which are equipped with an approved flight crew compartment door
that is designed to resist penetration by small arms fire and grenade shrapnel, and to
resist forcible intrusions by unauthorised persons and is capable of being locked and
unlocked from either pilot’s station, this door shall be closed and locked from the time
all external doors are closed following embarkation until any such door is opened for
disembarkation, except when necessary to permit access and egress by authorised
persons. Operators shall provide clear definition of “authorised persons” in the
operations manual.
2.10.3 Operators shall also establish a policy and procedures with regard to cabin crew
notification to flight crew in the event of suspicious activity or security breaches in the
cabin.

3 SAFETY BRIEFING
3.1 Passenger Briefing
3.1.1 Passengers are to be given a pre-departure briefing, without distraction by other cabin
activities. The briefing should cover all relevant points appropriate to the aircraft type
and operation being undertaken. The following points must be pointed out by
demonstration or video:
(a) seat belt operation;
(b) location of emergency exits, including any unserviceabilities;
(c) life-jacket operation, where required; and
(d) operation of drop-out oxygen, where required.

Passengers’ attention must be drawn to smoking restrictions; when appropriate, the
availability of infant life-jackets and flotation cots; the need for children’s and babies
oxygen masks to be fitted after those of their accompanying elders; and advice on
wearing seat belts at all times.
3.1.2 The location of floor lighting systems must be included in the briefing and, where
possible, the system should be activated for a few seconds.
3.1.3 Passengers’ attention should be drawn to the safety card and mention made of the
instructions for operating types III and IV exits, if appropriate.
3.1.4 Attention should also be drawn to restrictions on the use of personal electronic
equipment, including mobile telephones; this is to be repeated prior to landing.
3.1.5 Where briefings are given by the use of a video presentation, cabin crew must monitor
screens to ensure that each passenger receives a full briefing and, particularly with larger
aircraft, physically indicate the nearest available exit. Where passengers have not, or
cannot (because of location), received a full briefing by video, individual briefings must
be given.
3.1.6 Operators should ensure that their crew drills include a procedure for passengers to be
warned of impact so that they can adopt the brace position at the appropriate time before
impact.
3.2 Passenger Safety Cards
3.2.1 The passenger safety briefing must be supplemented with a pictorial safety notice
relevant to the type of aircraft and its safety equipment (passenger safety card).
Information contained in the card must be consistent with the briefing. A copy of each
card currently in use must be lodged with the Inspector.
3.2.2 The card is to be designed and produced as an entity separate from any other literature.
It should be located so that the seated passenger can readily see and identify it; a
distinctive message that it contains safety information should be placed at the top of the
card.

3.2.3 Equipment and operating methods should be depicted pictorially, using internationally
recognised symbols wherever possible. Any wording, which should be kept to a
minimum, is to be in English with equivalent Chinese characters.
3.2.4 Passenger safety cards must provide the following information:
(a) seat belts - instructions for fastening, adjusting and unfastening;

(b) exit location - routes to exits should be indicated;
(c) exit operation - for all types of exit fitted. Illustrations should depict a person
operating the exit with the direction of the movement of handles clearly
indicated;
(d) use of evacuation slides - depicting the correct method of use, the manual
inflation handle and discarding high heeled shoes;
(e) brace positions - for all types of seat orientation and pitch in use on the aircraft;
(f) oxygen masks - instructions on locating, donning and adjusting the mask;
initiating oxygen flow. Instructions should be given that masks should be fitted
to children only after their guardians have fitted their own;
(g) life-jackets - removal from stowage, removed from container and inflation. The
card must show that, excepting children, the life-jacket must not be inflated
within the cabin; and
(h) life-rafts - location, removal, preparation for use. inflation and launching.
Launching locations should be indicated.
Additionally, operators may wish to include the following:
(i) Smoking - restrictions;
(j) Seatbacks and trays - upright and stowed for take-off and landing; and
(k) Emergency floor path lighting systems.

4 CABIN CREW DUTIES
4.1 Pre-flight Briefings
Cabin crew should be given a safety briefing prior to the commencement of any flight
and, in a series of consecutive flights, after each full rest period. Consideration should
be given to the following:
(a) areas dedicated to pre-flight briefing usage that afford privacy should be
provided;
(b) copies of the relevant cabin safety manual and current safety notices must be
available;
(c) all cabin crew present should be required to answer satisfactorily at least one
question on aircraft safety (emergency drills, safety equipment location and
usage) or one on first aid;
(d) the allocation of cabin crew to specific seats in the passenger compartment,
where applicable, should take due account of the need to ensure that no area is
devoid of persons who have experience in the conduct of safety-related duties;
(e) safety ‘reminders’ that address any recent changes to safety-related issues or
any perennial problems should be given; and
(f) action to be taken by the Senior Cabin Crew Member (SCCM), if it becomes
apparent that any crewmember displays inadequate knowledge of
safety-related issues.
4.2 Allocation of Cabin Crew Stations
4.2.1 General
Arrangements should be made, preferably during rostering, to ensure an even spread of

experienced cabin crew through the aircraft. SCCMs should allocate duties and
positions on the day with this in mind. The SCCM must occupy an approved crew seat
for all take-offs and landings.
4.2.2 Senior Cabin Crew Member Seating
When the assigned crew station of the SCCM does not allow immediate access to the
flight deck, operators must specify drills which reflect the following:
(a) the cabin crew seated closest to the flight deck should be responsible for
communicating with the flight deck crew in the event of any emergency on
take-off or landing; and
(b) emergency evacuation procedures should require the SCCM to remain at his or
her station and to control and operate the emergency exits.
Chap 7/10 September 2015 (Amdt 40)

4.3 Embarkation and Disembarkation of passengers
Instructions should be available to crews for marshalling of passengers at stations where

ground handling staff are unavailable.
4.4 Arming and Disarming Slides
Slides should be armed as soon as obstructions to their deployment (steps, jetties etc) are
removed and clear. Slides should remain armed after landing until arrival ‘on stand’.
Crews should be aware of the dangers of accidental deployment.
4.5 Duties Prior to Take-off and Landing
4.5.1 Cabin crew carried in accordance with AN(HK)O requirements should remain at their
stations with harnesses fastened, except when performing duties related to the safety of
the aircraft and its passengers.
4.5.2 All catering and other equipment is to be stowed prior to take-off.
4.5.3 All items of galley electrical equipment should be switched off.
4.5.4 Operators must ensure that at any time the aircraft is on the ground, provision for the
safe and rapid evacuation of passengers in an emergency is maintained.
4.6 Cabin Lights for Take-off and Landing
The dimming of interior cabin lights, particularly when taking-off and landing at night,
is recommended.
4.7 Refuelling Operations with Passengers on Board
An aeroplane shall not be refuelled when passengers are embarking, on board or

disembarking unless it is properly attended by qualified personnel ready to initiate and
direct an evacuation of the aeroplane by the most practical and expeditious means
available. When operators wish to refuel aircraft with passengers embarking, on board,
or disembarking, two-way communication shall be maintained by the aeroplane’s
inter-communication system or other suitable means between the ground crew
supervising the refuelling and the qualified personnel on board the aeroplane.
Instructions should also be issued to crews at least the following points:
(a) aircraft steps and jetties, and cabin crew positions;
(b) smoking prohibition;
(c) restriction on use of electrical equipment and switch gear; and
(d) slide arming and clearance area.
Operators should discuss such proposals with their assigned Inspectors.

Note 1: The deployment of integral aeroplane stairs or the opening of emergency exits
is not necessarily required as a prerequisite to refuelling.
Note 2: Provisions concerning aircraft refuelling are contained in Annex 14, Volume I,
and guidance on safe refuelling practices is contained in the Airport Services
manual, (Doc 9137), Parts 1 and 8.
Note 3: Additional precautions are required when refuelling with fuels other than
aviation kerosene or when refuelling results in a mixture of aviation kerosene
with other aviation turbine fuels, or when an open line is used.
4.8 Flight Crew and Cabin Crew Liaison
4.8.1 Operators’ instructions should be clear on the need for good liaison to exist between
flight crew and cabin crew.
4.8.2 A means must be established for the conduct of liaison. Such liaison should extend until
after the aircraft has arrived at its final destination where, for instance, cabin safety
equipment defects may need to be attended to.

5 SAFETY, EMERGENCY AND SURVIVAL EQUIPMENT
5.1 Provision of Oxygen Equipment
5.1.1 The amount of oxygen to be carried and the number of passengers for whom suitable
masks must be made available vary with operating altitude, attainable rate of descent
and Minimum Safe Altitude (MSA).
5.1.2 Information and instructions must be provided by the operator to his operating staff to
ensure that flights may be conducted in accordance with the relevant legislation. Any
aircraft which is not correctly equipped must be appropriately restricted in its use, e.g.
by imposition of operating altitude or route restrictions, until such time as an appropriate
scale of oxygen and equipment is fitted or repairs effected.
NOTE: Information on the dangers of explosion caused by the proximity of any oxygen
equipment, including therapeutic oxygen, to any naked flame or incipient fire
must be stressed.
5.2 Re-stowage of Oxygen Masks
It is recommended that cabin crew do not attempt to re-stow oxygen masks after
deployment. Damage to the equipment and possibly cabin crew injury may result.
Re-stowage of such equipment should be undertaken by maintenance personnel only.
5.3 Portable Protective Breathing equipment
5.3.1 Portable Protective Breathing Equipment (PPBE) must be approved by the CAD.
Advice on which equipment has been approved may be obtained from the CAD’s
Airworthiness Office.
5.3.2 PPBE units are to be stowed as close to the crew station as practicable and must be
readily accessible. Pre-flight serviceability checks must be capable of being readily
achieved.
5.3.3 Operators should ensure that transportation security or any other seals are removed prior
to installation on the aircraft.
5.3.4 Failures or any problems associated with PPBE must be reported via the Mandatory
Occurrence Reporting scheme (MOR) to the Airworthiness Office.

5.4 Carriage of Tropical and Polar Survival Equipment
5.4.1 The AN(HK)O specifies the type and quantity of equipment which is required to be
carried on flights over areas where, in the event of an emergency landing, tropical or
polar conditions are likely to be met. Such areas are defined as follows:
(a) Tropical Areas
(i) those parts of Asia south of latitude 40°N;
(ii) Africa;
(iii) Central and South America; and
(iv) New Guinea and the remote central areas of Australia.
(b) Polar areas
(i) areas north of latitude 66°33’N and south of latitude 66°33’S;
(ii) that area of North America north of 60°N and between longitude 60°W
and 175°W (Seasonal);
(iii) that part of Asia north of latitude 40°N and east of longitude 45°E, but
excluding mainland Japan (Seasonal); and
(iv) that part of Europe, including the UK, north of latitude 56°N
(Seasonal).
5.4.2 Carriage of such equipment is not required if an aircraft flies within the areas detailed
at paragraph 5.4.1 of this section and an emergency landing can be made where polar
and tropical conditions are not likely to be encountered, provided the same range and
performance criteria detailed in the ‘circumstances of flight’ column of paragraph 4 of
Schedule 5 to the AN(HK)O, to establish whether sea survival equipment (scale K)
needs to be carried, are not exceeded.
5.4.3 Polar survival equipment will usually be required to be carried during the period
November to April inclusive. Flights conducted north of the Arctic Circle are unlikely
to be affected by seasonal variations in climate thus requiring the carriage of such
equipment at all times of the year.
5.4.4 Some States call for the carriage of particular survival equipment on flights over their
territory. Operators should familiarise themselves with these requirements.
5.4.5 Special consideration should be given to the carriage of durable water containers to take
advantage of fresh water supplies on board the aircraft.

5.4.6 For operations by helicopters and small aeroplanes in desert areas, where Search and
Rescue (SAR) facilities are known to be limited and climatic conditions are particularly
inhospitable, tropical equipment will be considered necessary. Similarly for operations
in wintry conditions, particularly by helicopters, consideration should be given to the
carriage of polar equipment.
5.5 Search and Rescue
5.5.1 The operations manual shall include the ground-air visual signal code for use by
survivors, as contained in ICAO Annex 12.
5.6 Carriage of Life-jackets and Flotation Cots for Children and Infants
5.6.1 Arrangements must be made to ensure that appropriate survival equipment is available
for children and infants prior to the despatch of an aircraft.
5.6.2 On flights where life-jackets are to be carried, the following equipment is required to be
provided for each child and infant:
(a) children of 3 years and over:
an adult life-jacket which has been approved for use by children;
(b) infants between 18 months and 3 years:
an approved infant life-jacket;
(c) infants under the age of 18 months:
an approved flotation cot.
NOTE: Infant flotation devices are approved solely for the purpose of protection and
flotation on water and not as restraint devices prior to impact. ‘Approved’ in
the above context refers to the approval obtained by the equipment’s
manufacturer.
5.6.3 Operators should establish procedures for the provision and re-provision of such
equipment, when standard aircraft installations are supplemented by uplifts at route
stations.
5.7 Waste Containment
5.7.1 All receptacles for towels, paper and other waste are to be constructed of materials
resistant to fire as required by the relevant airworthiness requirements. Their fire
containment is to be demonstrated by test.
5.7.2 Waste bags are not approved by the CAD. It is, however, the responsibility of the
operator to control the quality of their waste bags in order that resistance to fire is
maintained; the fire containment must be demonstrated by the test. For further
information contact the Airworthiness Office.
5.7.3 Waste bags may only be stowed in toilet compartments during the final phases of flight,
provided that they contain only low density waste such as paper and plastic cups.
6 ABNORMAL AND EMERGENCY PROCEDURES
6.1 Turbulence
6.1.1 If turbulence is forecast, the aircraft commander should brief the SCCM prior to
departure.
6.1.2 When turbulence is encountered, the commander should direct appropriate action via
the SCCM.
6.1.3 If in-flight service is to be discontinued, all trolleys, galleys and cabin equipment are to
be secured and checks undertaken to ensure that passengers are seated with their
seatbelts fastened.
6.1.4 Cabin crew should take their seats and fasten harnesses as soon as is reasonably
practicable.
6.1.5 Operators should have in place procedures regarding the avoidance and handling of
in-flight turbulence. Regular review should be carried out with respect to the following:
(a) Preflight briefing by flight crew to the cabin crew and the passengers of the
forecasted turbulence;
(b) Proper and effective weather assessment before and during flight by all
available means;
(c) Commitment to SOP with regard to seat-belt usage, turbulence and weather
avoidance techniques and effective communication during the flight;
(d) CRM training for crew members;
(e) Effective training to prevent or mitigate injuries to cabin crew caused by

turbulence;
(f) Establishment of policy and procedures as to when cabin crew should be seated
taking into account the potential risk of turbulence in flight.
6.2 Cabin Fires
6.2.1 Cabin crew must continually survey the aircraft cabin and galley areas for potential and
existing fires.
6.2.2 Additionally, a frequent check of toilet areas must be undertaken, noting in particular
that smoke sensors remain unblocked.
6.2.3 On detecting a fire and/or smoke, the flight crew must be informed immediately of its
location, source and severity and be kept informed as the situation develops.
6.2.4 After a fire has been extinguished, the area around it must be monitored for potential
re-ignition.

6.3 Oven Fires
6.3.1 Oven fires can be caused by a variety of factors the dangers of which would be
minimised by thorough inspections of ovens both for cleanliness and for the presence of
foreign objects.
6.3.2 The primary hazard from an oven fire occurs when the door of a heated oven is opened.
The introduction of outside oxygen can cause a flash fire. In dealing with an oven fire
or oven overheat, the following procedure is recommended:
(a) isolate the electrics and keep the door closed. In most incidents the fire will
self-extinguish;
(b) monitor the situation. Have a fire extinguisher, fire gloves and protective
breathing equipment (PPBE) to hand; and
(c) if the situation worsens, or it is thought that fire still exists in the oven, open
the oven door just enough to insert the nozzle of the fire extinguisher. Insert
the nozzle of the fire extinguisher and discharge a small amount of the
extinguishant; consideration should be given to donning PPBE and fire gloves
prior to opening the oven door. Close the oven door and monitor the oven.
Repeat this procedure if necessary.
6.4 Ban on the use of Therapeutic Oxygen whilst Fire Fighting
The use of therapeutic oxygen whilst fire-fighting is extremely hazardous since

therapeutic oxygen may itself feed the fire, thus resulting in severe injuries to the crew
member wearing the equipment. Additionally, therapeutic oxygen equipment only
provides a low supplemental oxygen flow which will afford little relief in a
smoke-laden atmosphere.
6.5 Bomb Warning Procedures
On receipt of a bomb-on-board warning, the SCCM is to implement the procedures

detailed in the Operations Manual and associated aircraft checklists, as directed by the
aircraft commander.


CHAPTER 8 - CARGO COMPARTMENT SAFETY
1 TRANSPORT OF ITEMS IN THE CARGO COMPARTMENT
1.1 An operator shall establish policy and procedures for the transport of items in the cargo
compartment, which include the conduct of a specific safety risk assessment. The risk
assessment shall include at least the following:
a) hazards associated with the properties of the items to be transported;
b) capabilities of the operator;
c) operational considerations (e.g. area of operations, diversion time);
d) capabilities of the aeroplane and its systems (e.g. cargo compartment fire
suppression capabilities);
e) containment characteristics of unit load devices;
f) packing and packaging;
g) safety of the supply chain for items to be transported; and
h) quantity distribution of dangerous goods items to be transported.
2 FIRE PROTECTION
2.1 An operator shall establish policy and procedures that address the items to be
transported in the cargo compartment. When determining the items to be transported in
the cargo compartment, an operator shall take into account the elements of the cargo
compartment(s) fire protection system as approved by the State of Design, and the
documented cargo compartment fire protection standards during aircraft certification.
Note: Reference can be made to ICAO Cargo Compartment Operational Safety Manual
(Doc 10102) under development for guidance on policy and procedures that
address the items to be transported in the cargo compartment.


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CAD 360

AIR OPERATOR'S CERTIFICATES

Part One - Operation of Aircraft

CIVIL AVIATION DEPARTMENT HONG KONG JUNE 1997

GENERAL CONTENTS Chapter/Page

CHAPTER 1 – INTRODUCTION 1/1

3. The Status of Air Operator’s Certificates Requirements Document (AOCRD) 1/1

4. Compliance with Statutory Requirements 1/2

5. Aircraft Maintenance 1/3

7. Air Navigation (Hong Kong) Order 1/4

CHAPTER 2 - THE AIR OPERATOR'S CERTIFICATE 2/1

1. Requirement to Hold a Certificate 2/1

2. Application for a Certificate 2/1

3. Form of Certificate 2/2

4. Application for Second or Subsequent Certificates 2/2

5. Variation of a Certificate 2/3

6. Refusal, Revocation Etc of a Certificate 2/3

7. Leased Aircraft 2/4

8. Routine Liaison and Inspections 2/9

Appendix A - Specimen Air Operator's Certificate 2/10

CHAPTER 3 – ORGANISATION AND FACILITIES 3/1

1. Management and Executive Staff 3/1

2. Adequacy and Supervision of Staff 3/5

June 2021 (Amdt 56) Part 1 - i

GENERAL CONTENTS (Cont'd) Chapter/Page

5. Operations Library 3/8

6. Legislation and Aeronautical Information 3/8

7. Aircraft Library and Navigation Bag 3/8

8. Instructions to Flying Staff and Crew Notices 3/9

9. Forms, Documents and Records 3/10

10. Operations Quality System and Safety Management 3/11

11. Occurrence Reports 3/13

12. Navigation 3/13

13. Commander's Flight Brief 3/14

14. Documents to be Carried in the Aircraft 3/14

15. Retention of Documents 3/15

Appendix A – Operations Quality System 3/17

CHAPTER 4 - OPERATIONS MANUAL 4/1

1. Purpose and Scope of Manual 4/1

2. Crew to be Carried 4/3

3. Responsibilities of Aircraft Crew and other Operating Staff 4/4

4. Fatigue Management 4/7

5. Aircraft Technical Particulars, Performance and Operating Procedures 4/9

6. Provision and Use of Oxygen and Associated Equipment 4/18

7. Minimum Equipment Lists 4/19

8. Fuel Planning and Management - Aeroplanes 4/19

9. Fuel Planning and Management - Helicopters 4/28

10. Checklists 4/28

11. Use and Checking of Altimeters 4/31

12. Emergency Evacuation Procedures 4/32

Part 1 - ii June 2021 (Amdt 56)

GENERAL CONTENTS (Cont'd) Chapter/Page

13. Radio Watch 4/33

31. Reduced Vertical Separation Minima (RVSM) Operations 4/59

37. Automatic Dependent Surveiliance Broadcast (ADS-B) Out Operations 4/64

38. Operating Facilities 4/65

GENERAL CONTENTS (Cont'd) Chapter/Page

CHAPTER 5 - TRAINING AND TESTING 5/1

Appendix A - Summary of Test Requirements 5/35