AOCI MANUAL - Volume II

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AIR OPERATOR CERTIFICATE

INSPECTOR MANUAL

VOLUME II

OPERATIONAL DEMONSTRATIONS,
INSPECTIONS, APPROVALS AND SURVEILLANCE

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Record of Revision

Revision No. Effective Date Date Entered Entered by

01 01 June 2017 25 May 2017 Signed

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LIST OF EFFECTIVE PAGES (Volume II)

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AOCI MANUAL - Volume II  
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TABLE OF CONTENTS
 
VOLUME II- OPERATIONAL DEMONSTRATIONS, INSPECTIONS, APPROVALS
 
AND SURVEILLANCE
     
CHAPTER NO. SUBJECT PAGE NO.
     

Chapter 1a Surveillance And Inspection (Policy And Procedures) 1

Chapter 1b Aviation Safety Inspectors 7
Chapter 1 Operations Manual Inspection 13
Chapter 2 Air Operator SMS Manual Acceptance 31
   
Approval of Minimum Equipment List (MEL) and
Chapter 3 45
Configuration Deviation List (CDL)
   
  Training Programme:  
Chapter 4 Part I – Training Manual/Programme Approval 62
Part II – Training Programme Monitoring 93
Chapter 5 Demonstration (Proving) Flights 111
Chapter 6 Continuing Safety Oversight – Surveillance 115
Chapter 7 Main Base Audit 119
Chapter 8 Operational Control Inspection 121
Chapter 9 Operations and Flight (Trip) Records Inspection 133
Chapter 10 Fatigue Management Records Inspections 138
Chapter 11 Training and Qualifications Records Inspection 141
Chapter 12 Station Facilities Inspection 145
Chapter 13 In-Flight Cockpit Inspection 153
Chapter 14 In-Flight Cabin Inspection 163
Chapter 15 Ramp Inspection of Nepalese Operators 171
Chapter 16 Performance Based Navigation Approval 189
Chapter 17 Low Visibility Take-off, Category II and III Approval 192
Chapter 18 Designated Examiner Approval 202
 
 
   
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CHAP TOC-2
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Chapter 19 Transportation of Dangerous Goods Approvals 203
Chapter 20 RVSM Operator Approval 205
Chapter 21 EDTO Approval 212
  APPENDICES 213
 
 
APPENDIX
   
TITLE PAGE NUMBER
NUMBER

1 Corrective Action Notice 216

2 Organization And Contents Of An Operations Manual Checklist 219

- FOS FORM CL-107-OM

3 Checklist On The Critical Elements Of An Operations Manual - 224

FOS FORM CL-108-OMCE
   
Flight Safety Documentation System Checklist –
4 232
FOS FORM CL-109-FSDS
   
Base Audit For AOC Renewal/Revalidation Of AOC Holders –
5 238
FOS FORM CL-118-BA
   
Emergency Response Planning Checklist –
6 241
FOS FORM CL-200-ERP
7 RESERVED 247
   
Passenger Handling Inspection Checklist -
8 248
FOS FORM CL-202-PH
   
Station And Ground Handling Inspection Checklist -
9 250
FOS-FORM-CL-203-STA/GH
   
Flight Operations Officer Manual Inspection Checklist -
10 255
FOS-FORM-CL-204-FOOM
11 Checklist for Simulator User Approval 260
12 Evaluation Of Simulator Training & Checking Guide 261
  Flight Simulation Training Device (FSTD) Evaluation Checklist -  
13   265
FOS-FORM-CL-205-FSTD
14 LOSA Programme Evaluation Guide 270
 
 
 
 
   
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Appendix 15 FDA Programme Evaluation Guide 271

Appendix 16 Information Gathering And Analysis Guide 273
Appendix 17 MULTI-PILOT/CREW Proficiency Check Guide 275
Appendix 18 Training-In-Progress Inspection Guide 277
Appendix 19 Dispatcher Qualification Inspection Guide 279
Appendix 20 Dispatch Facilities And Support Inspection Guide 280
Model Agreement Between States on the Implementation of
Appendix 21 281
Article 83 bis of The Convention
Checklist on the Approval of HUD, SVS Or CVS –
Appendix 22 283
FOS-FORM-CL-206-HUD/SVS/CVS
Checklist for the Approval of Electronic Flight Bags – FOS-
Appendix 23 287
FORM-CL-207-EFB
Ground Instructor Authorization Checklist FOS-FORM-CL-
Appendix 24 288
208-GIA

Appendix 25 Procedure for the preparation and conduct of a pre-

290
certification meeting
Procedure for the review and acceptance of a formal AOC
Appendix 26 303
application
Appendix 27 Procedure for the verification of Operations Manual Part A 307
Appendix 28 FSSD Manual Evaluation Form 311
Procedure for the approval/acceptance of air operator
Appendix 29 313
manuals
Appendix 30 Procedure for the verification of an SMS manual 315
Appendix 31 Procedure for the verifications of an SMS Implementation Plan 320
Procedure for the verification and approval of a Minimum
Appendix 32 323
Equipment List
Procedure for the ACCEPTANCE of a Special Operation
Appendix 33 326
authorization application (Operations Specification)
Procedure for the verification and APPROVAL of special
Appendix 34 328
operation authorization application (Operations Specifications)
Procedure for the conduct of a multi-disciplinary flight
Appendix 35 331
inspection
Appendix 36 Procedure to follow-up on proposed corrective action 339
Appendix 37 Procedure for the addition of a new destination on the AOC 344
Procedure for the review of a method to establish Aerodrome
Appendix 38 348
Operating Minima
Appendix 39 Element requiring specific approval 350
Procedure for the verification and acceptance of an air
Appendix 40 351
operator CDL
Appendix 41 Procedure for the verification of Operations Manual part B 354
Appendix 42 Procedure for the verification of Operations Manual part C 358
Appendix 43 Procedure for the verification of Operations Manual part D 361
Procedure for the verification and approval of Cabin Crew
Appendix 44 366
issues of Operations Manual part B
Procedure for the entry of information of in the AOC and
Appendix 45 373
Operations Specifications sheets

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Chapter 1a
SURVEILLANCE and INSPECTION
(POLICY and PROCEDURES)

1a.1 PURPOSE
The purpose of this chapter on Surveillance And Inspection (Policy And Procedures) of AOCI
Manual Vol. II Operational Demonstrations, Inspections, Approvals And Surveillance, is to clearly
define the responsibilities, goals, and methods for surveillance of airline flight operations by the
CAA Nepal.
1a.2 BACKGROUND
Section 4.2.1 of Part 1 to Annex 6 of ICAO Recommended Standards and Practices requires that
member states issue Air Operator Certificates or equivalent documents to air operators. The
issuance of an Air Operator Certificate shall be dependent upon the operator demonstrating an
adequate organization and method of control and supervision of flight operations, and the
continued validity of that certificate shall be dependent upon the operator's continuing
maintenance of the standards which it demonstrated upon original issuance of the certificate.
Member States must therefore perform surveillance of certificated operators in order to insure that
operators continue to meet certification requirements and should incorporate provisions in their
national legislation which permit government agencies which are responsible for aviation safety to
conduct inspections of air operators.
It is important to make a clear distinction between surveillance and certification activities. Both
are important aspects of an inspector's duties, and one should not take precedence over the
other. Certification activities are required to license, certificate, or otherwise qualify an airmen or
an airline to operate in a prescribed manner. Surveillance, on the other hand, is aimed at
ensuring that the airmen or airline continue to adhere to the standards by which they were
certificated or approved, through regular inspections of various aspects of an airline's operation.
1a.3 OBJECTIVES OF THE CIVIL AVIATION AUTHORITY OF NEPAL SURVEILLANCE
PROGRAMME
The primary objective of surveillance is to provide the CAA Nepal, by means of a variety of
inspections, with an accurate, real-time, and comprehensive evaluation of the safety status of the
air transportation system. This surveillance program objective is accomplished by inspectors
performing the following:
• Determining each airline/operator's compliance with regulatory requirements and safe
operating practices
• Detecting changes as they occur in the operational environment
• Detecting the need for regulatory, managerial, and operational changes
• Measuring the effectiveness of previous corrective actions
1a.4 PLANNING AND EXECUTING SURVEILLANCE PROGRAMMES
Surveillance is an important duty and responsibility of all aviation safety inspectors assigned to
the CAA Nepal. Surveillance programs provide a method for the continual evaluation of operator
compliance with government regulations and safe operating practices. Information generated from
surveillance programs permits the CAA Nepal to Act upon deficiencies which affect or have a
potential effect on aviation safety. For surveillance programs to be effective, they must be
carefully planned and executed. Inspections are specific work activities within a surveillance
program which should exhibit the following characteristics:

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• A specific work activity title

• A definite beginning and a definite end
• Defined procedures
• Specific objectives
• A requirement for a report of findings (either positive, negative, or both)
Planning and executing any type of surveillance program may reasonably be broken down into
four phases:
• Phase One - Developing a surveillance plan by determining the types of inspections
necessary and the frequency of those inspections
• Phase Two - Accomplishing the surveillance plan by conducting the inspections
• Phase Three - Analyzing surveillance data gathered from inspection reports and related
information from other sources
• Phase Four - Determining appropriate course of action
A. Phase One: Developing a Surveillance Plan Responsibility for the development of the
annual operations surveillance program rests with the Director, Flight Safety Standards
Department. The surveillance program should recognize the need to conduct routine and
ongoing surveillance, and should anticipate the possibility of special emphasis surveillance as
a result of certain events such as accidents, incidents, repeated violations of Civil Aviation
Regulation, and evidence of financial problems. When planning a surveillance program, the
Chief Flight Operations Inspector must identify the program objectives, evaluate the
resources available, and determine the specific types and numbers of inspections to be
conducted in support of that program. Numbers of inspections should be established taking
into consideration the current operating environment which the CAA Nepal oversees (such as
number of airplanes and variety of airplane types, number of crewmembers, routes, number
and geographic location of transit stations, and the volume of training being conducted).
Previous inspection reports, accident/incident information, compliance and enforcement
information, and public complaints should also be used to determine both the types and
frequency of inspections to be accomplished during a given time frame. History of
compliance with regulations and cooperation with the inspectorate may also be considered
when developing a surveillance program for a specific airline.
B. Phase Two: Conducting Surveillance Plan Inspections During the conduct of the
surveillance plan inspections, accurate and qualitative inspection reporting is essential. High
quality inspection reporting is necessary for the effective accomplishment of the third and
fourth phases of a surveillance program. The quality and standardization of inspection
reporting will be enhanced through the use of the inspection checklists and report forms
contained in this manual.
C. Phase Three: Analyzing Surveillance Data After the inspection data has been reported,
an evaluation of the information obtained from inspection reports and related sources must be
conducted. The purpose of this evaluation is to identify the areas of concern and note areas
such as the following:
• Non-compliance with regulations or safe operating practices
• Both positive and negative trends
• Isolated deficiencies or incidents
• Causes of noncompliance, trends, or isolated Deficiencies

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Evaluation of inspection results is a key phase of any surveillance program. The primary
purpose of evaluating surveillance data is to identify both negative and positive trends as well
as deficiencies which are not associated with an apparent trend. This evaluation of inspection
results is also important in terms of redefining and implementing subsequent surveillance
objectives and inspection activity. The Chief Flight Operations Inspector must adopt
systematic methods that permit accurate and effective evaluation of inspection results.
Additionally, other related information from incidents, accidents, enforcement actions and
other sources may provide valuable trend information which may relate to the operator's
safety and compliance status. For example, if in a series of ramp inspection reports a trend of
deficiencies in the use of the MEL is identified, but the cause of these deficiencies cannot be
identified, the Chief Flight Operations Inspector may need to adjust the emphasis on the types
of inspections conducted. In this case, additional training program inspections, manual
inspections, or flight control inspections (flight release procedures) may be more effective in
determining the cause of these deficiencies.
D. Phase Four: Determining Appropriate Course of action The Director, Flight Safety
Standards Department and the Chief Flight Operations Inspector must use good judgment
when determining the most effective course of action to be taken as a result of unsatisfactory
inspection findings. The appropriate course of action often depends on many factors, many
of which may be quite subjective. Various options which may be considered are: informal
discussion with the operator and/or airman; formal written request for corrective action;
withdrawal of CAA Nepal approval for a program, manual, or document; and initiation of an
investigation leading to formal enforcement/disciplinary action. Corrective action which an
operator or airman takes independently of the CAA Nepal should be taken into account. The
CAA Nepal must also decide whether or not the results of a specific inspection should result
in a modification of their current surveillance program. As previously mentioned, the CAA
Nepal may elect to conduct further inspections to determine if the unsatisfactory finding was
an isolated incident or part of a trend.
1a.5 GUIDELINES FOR FREQUENCY OF OPERATIONAL INSPECTIONS.
The minimum numbers of the various types of inspections contained in this manual which must be
accomplished are as follows:
A. Manual Inspections. All operations manuals, instructions, and procedures currently in use
with Nepalese air operators will be reviewed within two years of adoption of this manual.
Thereafter, all changes to manuals should be routed by the operator through the Chief Flight
Operations Inspector for concurrence. A complete review of each manual (AOM, AFM, MEL,
Cabin Crew, etc., should be accomplished once every three years.
B. Operations Control Inspections. One inspection annually for each airline.
C. Trip Records Inspections. One inspection annually for each airline.
D. Flight Time and Duty Records Inspections. One inspection annually for each airline.
E. Training Program Inspections. Approved training manuals covering all types of training
conducted by each airline - ground, simulator, and flight - should be reviewed for content and
currency within two years after adoption of this manual. Thereafter, all proposed
modifications or additions to training programs must be routed through the CAA Nepal for
concurrence.
One ground training course, two simulator training periods, and two flight training periods
should be observed annually for each aircraft type operated by the carrier, to ensure
compliance with the approved training manual and with company procedures and policies.
F. Training Records Inspections. One inspection annually for each airline.

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G. Cockpit Enroute Inspections. Four random inspections annually on each aircraft type
operated by each airline.
H. Cabin Enroute Inspections. Four random inspections annually on each aircraft type
operated by each airline.
I. Station Facility Inspections. One inspection every two years at each transit base used by
each airline.
K. Ramp Inspections. Three inspections annually on each aircraft type operated by each
airline.
L. Pilot Proficiency Check Inspections. A sufficient number of inspections so that each
Designated Check Pilot is observed at least once annually in the performance of his duties on
at least one type of check which he is qualified to conduct.
It must be emphasized that the preceding are the minimum numbers which must be
accomplished to fulfill the CAA Nepal's surveillance responsibilities. Whenever possible,
taking into account inspector resources and the demand for certification activities, the Flight
Operation Chief will schedule a significantly larger number of inspections of cockpit crews,
cabin crews, DCPs, and training events.
1a.6 SPECIFIC INSPECTION PRACTICES.
The remainder of this volume is devoted to the conduct and reporting of the various types of
surveillance inspections required by ICAO. A surveillance program which includes all of the types
of inspections which appear in the following chapters will ensure that the CAA Nepal is adhering
to the surveillance guidelines provided in Chap. 2 Part IV of the ICAO Doc 8335 Manual of
Procedures for Operations Certification and Inspection.
1a.7 RISK FACTORS
One objective of the audit program is to target companies with poor conformance or safety
records for more frequent audits. Accordingly, maximum resources will be directed at those
companies where the risk of compromising aviation safety is the greatest.
Risk indicators are very important when determining whether a company should be subject to
additional special-purpose or more frequent inspections.
A list of these indicators, with an explanation of each is spelt out as follows:
A. Financial Change
The effects of financial difficulties and the subsequent impact on operations and maintenance
actions are potential indicators of operational safety. Examples could be “cash on delivery”
demands made by suppliers; delays by the company in meeting financial obligations such as rent,
payroll or fuel bills; spare-part shortages; and repossession of aircraft or other equipment.
B. Labour Difficulties
Labour unrest may occur during periods of seniority-list mergers, union negotiations, strikes, or
employer lockouts, and may warrant increased regulatory monitoring.
C. Management Practices
Management controls employment, salaries, equipment, training and operational / maintenance
processes. It may be effective or ineffective at ensuring that operations and maintenance
functions are performed in a controlled and disciplined manner. Management can also determine
how quickly problems are solved and weak processes rectified. These factors all determine the
extent of regulatory monitoring required.

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D. Poor Internal Audit or Quality Assurance Program

Some larger companies and maintenance organizations have adopted formal quality controls.
These may be in the form of a Quality Assurance Program or formal internal audits. The absence
of these programs may influence the frequency of monitoring, inspections or audits.
E. Change in Operational Scope
Changes such as a new level of aircraft operations and associated service will require increased
regulatory monitoring.
F. Changes in Contracting for Services
Any changes to aircraft handling or maintenance contracts may require increased monitoring to
ensure that the company has conformed to regulatory requirements.
G. High Turnover in Personnel
A loss of experienced personnel or lack of employee stability may be the result of poor working
conditions or management attitudes that result in operational inconsistencies or the inability to
meet or maintain regulatory requirements. This situation will require increased monitoring.
H. Loss of Key Personnel
The replacement of key aviation post holders such as operations managers, maintenance
managers, chief pilots or other key personnel will require increased regulatory monitoring to
ensure a smooth transition.
I. Additions or Changes to Product Line
Any changes to a product line may require increased monitoring to ensure that appropriate
regulatory requirements have been met.
J. Poor Accident or Safety Record
Incidents or accidents that occur during company operations may be an indicator of the
company’s level of conformance and require additional monitoring, inspection or audits.
K. Merger or Takeover
Any merger or change in controlling management may require additional regulatory monitoring or
inspection after initial recertification.
L. Regulatory Record
A company’s record of previous inspections and audits, the promptness with which company has
completed its corrective action plan, and its overall conformance history are indicators that will
influence the frequency of monitoring, inspections and audits.
1a.8 DEFINITIONS
The following definitions are used in this manual—
1) Applicant – The person or entity making application for AOC certification.
2) Conformance Checklist – A document that is used by an operator to demonstrate
conformance to a Part of the Nepalese Civil Aviation Regulations.
3) Certification Plan – A plan for accomplishing the required certification evaluations and
inspections.
1a.9 ACRONYMS
The following acronyms are used in this manual—
1) AOC – Air Operator Certificate

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2) ATO – Approved Training Organization

3) AMO – Approved Maintenance Organization
4) CAA Nepal – Civil Aviation Authority of Nepal
5) CASORT – Civil Aviations Safety Oversight Reporting and Tracking
6) CCR – Completed Certification Report
7) CPC – Certification Project Coordinator
8) DG, CAA Nepal – Director General, Civil Aviation Authority Nepal
9) EDTO – Extended Diversion Time Operations
10) FSSD – Flight Safety Standards Department
11) ICAO – International Civil Aviation Organization
12) MCE – Minimum Certification Events (associated with certification plans)
13) MRAI – Minimum Required Annual Inspection
14) PASI – Pre-Application Statement of Intent
15) RVSM – Required Vertical Separation Minima
16) SOE – Schedule of Events

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Chapter 1b
AVIATION SAFETY INSPECTORS

This chapter provides foundation information about the generic role and expectations of aviation
safety inspectors, including ground and flight operations inspectors.
1b.1 THE INSPECTOR’S ROLE
A. It is a common mistaken perception that an inspector is personally responsible for the safety
of the aviation community.
B. It is true that inspectors can have significant influence on aviation safety in the areas where
’
they are assigned if they stay within certain key parameters in their inspector s role.
C. But the responsibility for aviation safety rests with the operators of the aircraft.
“ ”
D. It is the certificate or licence holder (Air Operator, Pilot, Engineer, Mechanic, Dispatcher,
and Cabin Crew Member) who must ensure that they are always in compliance with the
applicable regulations and relevant safety practices.
E. The government does have a responsibility to ensure that the air operator and other certificate
holders meets the minimum safety regulations before issuing the certificate authorizing
operation and the continuing validation of that certification.
“ ” “ ”
F. All inspectors should be qualified to provide auditor and administration services on behalf
of the government regarding the certification and continued validation processes. These roles
are critical to the safety oversight system.
1b.2 THE INSPECTORS’ PRIMARY FUNCTION
A. The primary function of an inspector as described by aviation experts is to—
1) Audit the aviation community (individuals, organisations and aircraft) for conformance
with the laws and regulations applicable to aviation; and
2) While doing that task, also audit for conformance to aviation industry relevant safety
practices; and
3) Make a technical decision; and
4) Make a record of that audit and that decision.
B. The Action database is designed to allow the inspector to make a record of that audit and the
decision through simplified web browser.
1b.3 STANDARD TERMS FOR ACTION INSPECTOR ENTRY
A. The purpose of this section is to discuss the general policies that determine the types of Action
database entries that will be made by technical inspectors.
B. The guidance in this chapter applies to all selections of Action numbers.
1b.3.1 STANDARDIZED USE OF TERMS
The following terms and their application are defined in this section and should be applied to all
inspector activities—
It is very important that CAA NEPAL inspectors have a standard
a) Conformance terminology regarding these critical terms. When an inspector uses these
b) Evaluation terms, other inspectors and the operators should interpret the term as
c) Inspection defined there. For eg., the term Cabin Crew should be used for
d) Investigation conformance with ICAO, instead of Cabin Attendant or Flight Attendant.
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f) Safety issue
1b.3.2 AUDIT FOR CONFORMANCE
Conformance is defined as “an action taken by an inspector that compares the manual, procedures,
programme, system, aircraft or an individual’s performance to the established standard.”
 Conformance Example 1: Comparing a
pilot’s performance for conformance to the As an inspector goes through the workday,
minimum established standards for the he is continuously auditing for conformance
issuance of the licence.. in his conversations with the aviation public,
on his walks across the ramp, when he
 Conformance Example 2: Comparing the visits facilities, etc.
contents of the aircraft technical log for
conformance with the Nepalese Civil
Aviation Regulations mandated minimum
contents for such a log. Conformance assessments become a way
of life for the good inspector. Making the
 Conformance Example 3: Comparing the technical decision, then determining what
contents of an aircraft Minimum should be recorded, is discussed in the
Equipment List for conformance with the safety issue Help sections.
minimum required contents of the
Minimum Equipment List.
 Conformance Example 4: Comparing the contents of the aircraft maintenance programme
(schedule) for conformance with the manufacturer’s Manufacturer Review Board (MRB)
document.
 Conformance Example 5: Walking across the ramp where servicing, fueling and loading
activities are occurring and mentally comparing for conformance with the published standards.
 Conformance Example 6: Seeing maintenance being performed on the ramp and stopping to
compare the work methodology for conformance with the published standards.
 Conformance Example 7: Listening to conversations at a party about someone’s flying
exploits and mentally comparing them for conformance to the published regulations.
1b.3.3 PRIMARY INSPECTOR AUDITING CATEGORIES
A. There are 3 primary categories that can be used to describe the auditing functions performed
by an inspector--
1) Evaluations;
2) Inspections; and
3) Investigations
B. An Action database should be set up to record the results and technical decision of the
inspector depending on the audit category.
1b.3.4 EVALUATIONS
The term, evaluation, is used to describe an inspector
action taken before the document, procedure, system, An “evaluation” is an act of auditing for
aircraft or flight crew is approved for use in aviation conformance with a published standard.
operations.
 Evaluation Example 1: Auditing a proposed
aircraft operating checklist before approving it for The list of evaluations in the Action numbers
use by an air carrier for the conduct of flight for each technical specialty is more than 4
operations. times longer than the inspection numbers.

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 Evaluation Example 2: Auditing a proposed maintenance programme (schedule) before

approving it as the air carrier timetable for completing maintenance checks.
 Evaluation Example 3: Auditing a proposed aircraft
operations manual before authorizing it for use by the air
carrier’s flight crew members. Evaluations are a key process of
certification and – for the purposes of
 Evaluation Example 4: Auditing the performance of a selecting Action numbers – are only
pilot during a flight check before issuance of the licence accomplished before issuance of an
or rating. authorisation, approval, licence, or certifi-
cate.
 Evaluation Example 5: Auditing the aircraft to
determine that it meets the minimum requirements for
flight operations in the category of the airworthiness certificate to be issued.
1b.3.5 INSPECTIONS
A. The term, inspection, is used to describe a specific inspector action when evaluating a document,
record, procedure, individual or system that is currently approved for use in aviation.
 Inspection Example 1: Auditing an aircraft operating checklist currently being used by an air carrier
for the conduct of flight operations.
 Inspection Example 2: Auditing a maintenance
programme (schedule) currently being used by an air An “inspection” is an act of auditing
carrier for maintaining an aircraft. for conformance with a published
 Inspection Example 3: Auditing an aircraft operations standard.
manual currently being used by the air carrier’s
flight crew members.
 Inspection Example 4: Auditing the performance of a
licensed pilot during a re-examination flight check after an accident.
 Inspection Example 5: Auditing the aircraft after a  Inspections are primarily accomplished
flight operation to determine if it met the minimum on an ongoing basis after the certification
requirements for flight operations for that flight process has been completed.
operation.
 Inspections are, however, a key part of
 Inspection Example 6: Auditing the crew’s the latter stages of a certification process
performance on a revenue flight to determine that to confirm that the individual or
they are conforming to the air carrier’s procedures. organisation is ready for issuance of an
authorisation.
B. For Ramp and other inspections, Inspectors shall
use the Corrective Action Notice (CAN) Form
mentioned in Appendix 1.
C. For Base and Station Facility Auditing, Inspectors should use the Audit Finding Form.
1b.3.6 INVESTIGATIONS
An “investigation” usually involves an
A. The term, investigation, is used to describe
individual or organisation that is currently
the overall process of inspector actions
operating in aviation.
when following up on a reported complaint,
incident, accident or enforcement case.
B. Depending on its complexity, an investigation may include both evaluations and inspections.
C. An investigation usually involves a series of activities conducted over a period of time.
1b.3.7 CERTIFICATION
A. The term, certification, is used to describe the overall process of inspector actions to approve,

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licence, or certificate an individual, document, A “certification” usually involves a

procedure, record or organisation. document, individual, aircraft or
organisation that is NOT YET APPROVED
B. Depending on its complexity, a certification may
for operations in aviation.
include both evaluations and inspections.
 For example, a certification for an original air
operator certificate will include a complex series of evaluations to approve the
documentation and other arrangements, followed by a battery of inspections before the
AOC holder is approved for operations in aviation.
 But the “certification” actions associated with a single revision of a Minimum Equipment List
will probably consist only of evaluations conducted by each of the inspector technical
specialities prior to approval for use in aviation.
C. A certification usually involves a series of activities conducted over a period of time.
1b.3.8 SAFETY ISSUE
A. The term, safety issue, is used to describe a
finding or observation made by an inspector as By definition, there is no safety issue if the
a result of almost any activity (except “evaluation”). document, record, procedure, individual or
system being evaluated is not currently
B. Safety issues can result from inspections, being used in aviation.
investigations, and other contact with the
aviation public.
C. But safety issues are not generally associated with evaluations or certifications
accomplished by the technical inspector.
D. Examples of safety issues primarily focus on the technical inspector’s assessment that an
individual or organisation has failed, either inadvertently or by decision, to—
 Conform to aviation law, regulations and directives issued by the Federal Democratic
Republic of Nepal;
 Conform to relevant industry safety practices; or
 Maintain the required fitness to hold a certificate or licence.
E. The CAA Nepal will then pursue resolution of those identified safety issues. The priority of
that resolution process will be directly associated with the assessed impact to public
safety.
1b.4 AUDITING STANDARDS
A. The concept of auditing is based on the establishment of specific standards as the basis for
making an objective evaluation.
1. The primary standards that will be applied are the current aviation regulations, mandatory
technical guidance and other relevant industry-wide and regional safety standards.
2. These regulations and other relevant standards are derived from the ICAO Convention,
ICAO Annexes and regional agreements.
3. As a signatory State, Nepal has agreed by treaty that those minimum safety standards
will be required.
B. To implement this, CAA Nepal has published or adopted regulations and guidance that is
applicable to the aviation community.
1. The aircraft manufacturers’ also publish relevant technical standards and practices in the
development of the type certification and maintenance documents during the original
certification of the aircraft. A “certification” usually involves a document, individual,

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aircraft or organization that is not yet approved for operations in aviation. By definition,
there is NO safety issue if the document, record, procedure, individual or system being
evaluated is not currently being used in aviation.
2. In addition, there are regional documents published by organizations outlining the safety
standards to be applied during flight in those regions.
3. These constitute the standards that will be audited by the inspectors on behalf of the
CAA Nepal.
1b.5 APPLICABLE AUDITING STANDARDS
A. The creditability of a safety inspector’s audit findings is directly related to the basis for making
such a finding.
1. Inspectors should avoid expressing personal opinions to members of the aviation
community.
2. This is especially true when the inspector is not sure of the proper answer.
B. The basis for making a decision, which will require resolution action by a member of the
aviation community, should be, limited to law, regulations, mandatory technical guidance, and
relevant safety practices.
C. This is applicable to all certification evaluations and later inspections and surveillance. The
following sources may be used as a basis for evaluation decisions and discussions:
1. Law
For inspector auditing purposes, applicable Nepalese law may be used and includes
treaties and other regional agreements to which Nepal is a Signatory State. The specific
law and applicable section should be cited when issuing a written evaluation decision.
2. Safety Regulations
For inspector auditing purposes, applicable Nepalese regulations may be used. The
specific regulation and applicable section/subsection should be cited when issuing a
written evaluation decision.
3. Mandatory Technical Information
For inspector auditing purposes, technical information published by the CAA Nepal,
aircraft manufacturer or ICAO State of Design may be used. The specific source and
applicable page/ paragraph should be cited when issuing a written evaluation decision.
4. Relevant Safety Practices
For inspector auditing purposes, relevant safety practices that are published by the CAA
Nepal, ICAO and aircraft manufacturer may be used. The specific source and applicable
page/ paragraph should be cited when issuing a written evaluation decision.
1b.5 INFORMAL DISCUSSIONS
A. The previous guidance is also applicable to informal discussions from the standpoint that
inspectors should confine their evaluation discussions and decisions to known actual
requirements.
B. Inspectors are not expected to memorize the exact source locations of regulatory
requirements.
C. It is possible that an inspector may make a mistake as to a specific requirement or source
document in an informal discussion. If this does happen, the inspector now has an
obligation to provide the person with the correct information.

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1b.6 INSPECTOR RECOMMENDATIONS

A. It is true that an inspector that has creditability with the aviation community can make
recommendations that are readily accepted. It is critical that inspectors’ understand that
their personal opinions are not usually an acceptable basis for making an audit finding.
B. But the acceptability of an individual inspector’s recommendations should not be the
basis for any evaluation decision. If the inspector believes that a specific safety
requirement should be published by the CAA Nepal, that individual should submit his or
her recommendation, including the proposed terminology, to the Director, Flight Safety
Standards Department for consideration.
C. Inspector recommendations should be based on the applicable published auditing
standards:
1. The inspector is cautioned to refrain from making recommendations based solely on
personal opinion or past experience.

2. The members of the aviation community will not be expected to make changes to
their practices based on inspector personal opinions.
1b.7 PARTY TO NON-CONFORMANCE
A. This is not to suppose that the inspector is to say nothing when they observe non-
conformance with the legislation standards.
1. It is a requirement that, as soon as an inspector recognizes that an aviation operator
or its personnel are about to get into a situation that may result in non-conformance
with the standards, the inspector must tell the individuals that they may be in a non-
conformance situation – paraphrasing the applicable legislation.
2. If this is not done, the inspector has become “party” to the non-conformance.
B. Failure to provide this inspector input complicates, or even invalidates subsequent
resolution of the safety issues.
1. It is not acceptable for an inspector to knowingly fail to advise the operator or its
individuals when it appears that non-conformance is about to occur or is occurring.
2. On the other hand, the inspector as an auditor has then accomplished his duty. The
inspector should not allow himself to be drawn into further explanations or
argumentative situations.
3. Should the operator or individuals continue in the non-conformance situation, it is not
necessary for the inspector to re-emphasize the point.
1b.8 IMMEDIATE SAFETY OF FLIGHT ISSUES
The only time the inspector has an obligation to insist on corrective action is in a situation
involving immediate safety of flight.

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Chapter 1
OPERATIONS MANUAL INSPECTION

1.1 BACKGROUND AND OBJECTIVES

1.1.1 FOR-A para 4.2.3 and FOR-H Section 2, para 2.2.3 require each AOC holder to issue to crew
members and persons assigned operational control functions an Operations Manual. Furthermore,
FOR-A and FOR-H Appendix-1 outline the organization and contents of the Operations Manual. The
Operations Manual shall be reviewed by the CAA Nepal and found acceptable or be approved, as
applicable, prior to being provided for the use of personnel. FOR-A para [Link] b) and FOR-H
Section 2, para [Link] b) requires revision of the manual as necessary to achieve compliance with
CAA Nepal regulations and safety requirements.
1.1.2 The objective of CAA Nepal review of the Operations Manual is to ensure that the policies
and procedures contained in the manual:
a) implement the regulations of CAA Nepal and does not conflict with the regulations of any
other State where operations will be conducted;
b) provide clear, complete and detailed operating instructions, policies and procedures so that
operational personnel are fully informed of what is required of them. Procedures shall be
effective, represent sound safety philosophy and be capable of being accomplished;
c) make provisions for revision to ensure that the information contained therein is kept up to date;
d) present the necessary guidance and instructions to personnel in a suitable and convenient
format; and
e) outline standardized procedures for all crew member functions.
1.2 MANUAL ORGANIZATION
1.2.1 In order to accomplish the above requirements and effectively organize policy and instructions,
that portion of an operator’s overall manual system which applies specifically to operations personnel
is typically divided into several volumes. The size, as well as the number of volumes, of the operations
manual will depend upon the size and complexity of the proposed operations. The overall manual
system may be organized in any manner which adequately provides guidance concerning all
important aspects of the operation.
1.2.2 The operations manual shall be organized with the following structure:
a) general;
b) aircraft operating information;
c) area, routes and aerodromes; and
d) training.
1.3 GENERAL OPERATIONS MANUAL INSPECTION AREAS
Inspectors shall review the air operator’s operations manual or manual system to ensure that it
contains information in sufficient detail to permit all flight operations personnel to perform their duties
safely and efficiently. The following areas shall be evaluated:
a) organization and readability. The manual(s) shall be organized so that information specific to
various employee positions and types of operations is easy to locate, clear, concise, and
unambiguous. Table of Contents shall be detailed enough so that specific subject areas may
be easily and expeditiously located. Type quality, illustrations, and graphics shall be clear and
readable. Each manual shall be numbered and issued according to a specific distribution list,

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and each holder made responsible for its prompt and accurate update. The distribution list
shall contain all operations personnel and others requiring the information therein for proper
performance of their duties. Those parts of the manual required to be carried on board each
aircraft shall be designed for convenient use and all parts shall permit ready and accurate
reference;
b) validity and accuracy. Technical information contained in manuals such as weight and
balance charts, performance charts, limitations, etc. shall accurately reflect data provided
from the manufacturer or have been developed through the use of accepted and approved
methods;
c) continuity. Information presented in the various sections or volumes of a manual shall be
consistent with that presented in other sections;
d) currency and conformity. Information contained in manuals shall reflect current company
organization, equipment, procedures and policies. The manual(s) shall be easy to update and
contain a list of effective pages;
e) distribution and availability. The operator shall have an effective system for distributing and
updating manuals. There shall be no question as to who has responsibility for entering
changes in specific manuals. The CAA Nepal must be provided with copies of all manuals;
f) approvals. FOR-A para [Link] a) and FOR-H para [Link] require that certain portions of the
Operations Manual be reviewed in detail and approved by the CAA Nepal, while other
portions of the Operations Manual are to be acceptable to the CAA Nepal. For aspects of the
Operations Manual to be acceptable to the CAA Nepal, inspectors shall conduct a specific
evaluation to ensure that the information provided is in accordance with the applicable
regulations and/or CAA Nepal Guidance Material. Where Nepal is not the State of registry,
then inspectors shall ensure the operator complies with the applicable approvals issued by
the State of Registry and/or State of Design in addition to CAA Nepal requirements;
g) content. The air operator operations manual inspection checklist/report form which appears
at the end of this chapter and the forms FOS-FORM-CL-107-OM and CL-108-OMCE will be
used for all operations manual inspections. The focus of the manual inspection will be to
evaluate the operator’s Operations Manual in the areas listed above. The “content” area of
the form contains a checklist of the minimum subject areas which shall be adequately
addressed in the operator's manual(s). The checklist items in the “content” area are designed
to be used for all operators. Certain items may not apply to a particular operator in which case
the checklist item shall be annotated – not applicable. More specific information on each
checklist item is outlined below. In determining the acceptability of the material contained in
the manual(s), inspectors will need to often cross reference against the applicable regulations
and CAA Nepal Guidance Material;
Note— Training subjects are not included in this chapter as they are contained in Chapter 4 of this volume.

1.4 SPECIFIC OPERATIONS MANUAL INSPECTION AREAS

1.4.1 General part/section. The general part or section of the operations manual shall contain at
least the following:
a) administration and control of operations manual:
1) introduction
i) a statement that the manual complies with all applicable CAA Nepal regulations and
requirements and with the terms and conditions of the applicable Air Operator
Certificate;
ii) a statement that the manual contains operational instructions that are to be complied
with by the relevant personnel in the performance of their duties;

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iii) a list and brief description of the various operations manual parts, their contents,
applicability and use; and
iv) explanations and definitions of terms and words used in the manual;
2) system of amendment and revision:
i) an operations manual shall describe who is responsible for the issuance and insertion
of amendments and revisions;
ii) a record of amendments and revisions with insertion dates and effective dates is
required;
iii) a statement that hand-written amendments and revisions are not permitted except in
situations requiring immediate amendment or revision in the interest of safety;
iv) a description of the system for the annotation of pages and their effective dates;
v) a list of effective pages and their effective dates;
vi) annotation of changes (on text pages and as practicable, on charts and diagrams);
vii) a system for recording temporary revisions;
viii) a description of the distribution system for the manuals, amendments and revisions;
and
ix) a statement of who is responsible for notifying the CAA Nepal of proposed changes
and working with the authority on changes requiring approval;
b) organization and responsibilities:
1) organizational structure. A description of the organizational structure, including the
general company organization and operations department organization. The relationship
between the operations department and other departments of the company. In particular,
the subordination and reporting lines of all divisions, departments etc., which pertain to
the safety of flight operations shall be shown. Instructions outlining the responsibilities of
operations personnel pertaining to the conduct of flight operations;
2) responsible manager. The name of each manager responsible for flight operations, the
maintenance system, crew training and ground operations shall be listed. A description of
their function and responsibilities shall be included;
3) responsibilities and duties of operations management personnel. A description of the
duties, responsibilities of operations management personnel pertaining to the safety of
flight operations and with compliance with applicable regulations shall be listed;
4) duties and responsibilities of a PIC. A statement defining the duties and responsibilities of
the PIC shall be listed;
5) duties and responsibilities of crew members other than the PIC. A statement defining the
duties and responsibilities of all required aircraft crew members shall be listed;
c) operational control and supervision:
1) supervision of the operation by the AOC holder. A description of the system for
supervision of the operation by the AOC holder shall be listed. This description shall show
how the safety of flight operations and the qualifications of personnel involved in all such
operations are supervised and monitored. In particular, the procedures related to the
following items shall be described:
i) specifications for the operational flight plan;
ii) competence of operations personnel; and

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iii) control, analysis and storage of records, flight documents, additional information and
safety related data;
2) system of promulgation of additional operational instructions and information. A
description of any system for promulgating information which may be of an operational
nature but is supplementary to that in the operations manual. The applicability of this
information and the responsibilities for its promulgation shall be included;
3) operational control. A description of the objectives, procedures, and responsibilities
necessary to exercise operational control with respect to flight safety;
d) crew:
1) crew composition. An explanation of the method for determining crew compositions
taking into account of the following:
i) experience (total and on type), recency and qualification of the crew members;
ii) the designation of the PIC and, if required by the duration of the flight, the procedures
for the relief of the PIC or other members of the flight crew; and
iii) the flight crew for each type of operation including the designation of the succession
of command;
2) designation of the PIC. The rules applicable to the designation of a PIC;
3) flight crew incapacitation. Instructions on the succession of command in the event of flight
crew incapacitation;
e) flight crew, cabin crew, flight operations officer and other operations personnel qualifications:
1) qualifications. A description of the required licence rating(s), qualification/competency
(e.g., for routes and aerodromes) experience, training, checking and recency of
experience for operations personnel to conduct their duties. Consideration shall be given
to the aircraft type, kind of operation, and composition of the crew;
2) flight crew. Operation on more than one type or variant;
3) cabin crew:
i) senior cabin crew member;
ii) cabin crew member;
– required cabin crew member;
– additional cabin crew member; and
– cabin crew member during familiarization flights;
iii) operation on more than one type or variant;
4) other operations personnel;
f) flight and duty time:
1) flight and duty time limitations and rest schemes:
i) flight crew;
ii) cabin crew;
g) crew health:
1) crew health precautions. The relevant regulations and guidance for crew members
concerning health including:

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i) alcohol and other intoxicating liquor;

ii) narcotics;
iii) drugs;
iv) sleeping tablets;
v) pharmaceutical preparations;
vi) immunization;
vii) self-contained underwater breathing apparatus (SCUBA) diving;
viii) blood donation;
ix) meal precautions prior to and during flight;
x) sleep and rest; and
xi) surgical operations;
h) operating procedures:
1) flight preparation instructions. As applicable to the operation:
i) criteria for determining the usability of aerodromes;
ii) the method for determining minimum flight altitudes;
iii) the method for determining aerodrome operating minima;
iv) en-route operating minima for visual flight rules (VFR) flights. A description of en
route operating minima for VFR flights or VFR portions of a flight and, where single-
engine aircraft are used, instructions for route selection with respect to the availability
of surfaces which permit a safe forced landing;
v) presentation and application of aerodrome and en-route operating minima;
vi) interpretation of meteorological information. Explanatory material on the decoding of
meteorological (MET) forecasts and MET reports relevant to the area of operations,
including the interpretation of conditional expressions;
vii) determination of the quantities of fuel and oil carried. The specific instructions and
methods by which the quantities of fuel and oil to be carried are determined and
monitored in flight. This section shall also include instructions on the measurement
and distribution of the fluid carried on board. Such instructions shall take account of
all circumstances likely to be encountered on the flight, including the possibility of in-
flight re-planning and of failure of one or more of the aircraft’s power plants, and
possible loss of pressurization. The system for maintaining fuel and oil records shall
also be described;
vii) mass and centre of gravity. The general principles of mass and centre of gravity
including:
– the policy for using either standard and/or actual masses;
– the method for determining the applicable passenger, baggage and cargo mass;
– the applicable passenger and baggage masses for various types of operations
and aircraft type;
– general instruction and information necessary for verification of the various types
of mass and balance documentation in use;
– last minute changes procedures;

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– seating policy/procedures; and

– list of documents, forms and additional information to be carried during a flight;
i) ground handling arrangements and procedures:
1) fuelling procedures. A description of fuelling procedures, including:
i) safety precautions during refuelling and defueling including when an auxiliary power-
unit (APU) is in operation or when a turbine engine is running and, if applicable, the
propeller brakes are on;
ii) refuelling and defueling when passengers are embarking, on board or disembarking;
iii) precautions to be taken to avoid mixing fuels; and
iv) method to ensure the required amount of fuel is loaded.
2) aircraft, passengers and cargo handling procedures related to safety. A description of the
handling procedures to be used when allocating seats and embarking and disembarking
passengers and when loading and unloading the aircraft. Further procedures, aimed at
achieving safety whilst the aircraft is on the ramp, shall also be given. Handling
procedures shall include:
i) sick passengers and persons with reduced mobility;
ii) permissible size and weight of hand baggage;
iii) loading and securing of items in the aircraft;
iv) special loads and classification of load compartments (i.e., dangerous goods, live
animals, etc.);
v) positioning of ground equipment;
vi) operation of aircraft doors;
vii) safety on the ramp, including fire prevention, blast and suction areas;
viii) start-up, ramp departure and arrival procedures;
ix) servicing of aircraft;
x) documents and forms; and
xi) multiple occupancy of aircraft seats;
3) procedures for the refusal of embarkation. Procedures to ensure that persons who
appear to be intoxicated or who demonstrate by manner or physical indications that they
are under the influence of alcohol or drugs, except medical patients under proper care,
are refused embarkation;
4) de-icing and anti-icing on the ground (as applicable). Instructions for the conduct and
control of ground de-icing/anti-icing operations. A description of the de-icing and anti-icing
policy and procedures for aircraft on the ground. These shall include descriptions of the
types and effects of icing and other contaminants on aircraft while stationary, during
ground movements and during take-off. In addition, a description of the fluid types used
shall be given including:
i) proprietary or commercial names;
ii) characteristics;
iii) effects on aircraft performance;
iv) precautions during usage;

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j) flight procedures and flight navigation equipment:

1) a description of flight procedures, including:
i) standard operating procedures (SOP) for each phase of flight;
ii) instructions on the use of normal checklists and the timing of their use;
iii) departure contingency procedures;
iv) instructions on the maintenance of altitude awareness and the use of automated or
flight crew altitude call-outs;
v) instructions on the use of autopilots and auto-throttles in instrument meteorological
conditions (IMC);
vi) instructions on the clarification and acceptance of ATC clearances, particularly where
terrain clearance is involved;
vii) departure and approach briefings;
viii) procedures for familiarization with areas, routes and aerodromes;
ix) stabilized approach procedure;
x) limitation on high rates of descent near the surface;
xi) conditions required to commence or to continue an instrument approach;
xii) instructions for the conduct of precision and non-precision instrument approach
procedures;
xiii) allocation of flight crew duties and procedures for the management of crew workload
during night and IMC instrument approach and landing operations;
xiv) the circumstances in which a radio listening watch is to be maintained; and
xv) instructions and training requirements for the use of head-up-displays (HUD) and
enhanced vision systems (EVS) equipment as applicable;
2) navigation equipment. A list of the navigational equipment to be carried including any
requirements relating to operations where performance-based navigation is prescribed;
3) navigation procedures. A description of all navigation procedures relevant to the type(s)
and area(s) of operation. Consideration shall be given to:
i) standard navigational procedures including policy for carrying out independent
cross-checks of keyboard entries where these affect the flight path to be followed by
the aircraft;
ii) in-flight re-planning;
iii) procedures in the event of system degradation;
iv) where relevant to the operations, the long range navigation procedures, engine failure
procedure for extended diversion time operation (EDTO) and the nomination and
utilization of diversion aerodromes;
v) instructions and training requirements for the avoidance of controlled flight into terrain
and policy for the use of the ground proximity warning system (GPWS);
vi) policy, instructions, procedures and training requirements for the avoidance of
collisions and the use of the airborne collision avoidance system (ACAS);
vii) information and instructions relating to the interception of civil aircraft including:
– procedures for pilots-in-command of intercepted aircraft; and

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– visual signals for use by intercepting and intercepted aircraft;

viii) for aeroplanes intended to be operated above 49 000 ft (15 000 m):
– 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
– procedures in the event that a decision to descend is taken, covering:
• the necessity of giving the appropriate air traffic services (ATS) unit prior
warning of the situation and of obtaining a provisional descent clearance; and
• the action to be taken in the event that communication with ATS unit cannot
be established or is interrupted;
4) policy and procedures for in-flight fuel management:
5) adverse and potentially hazardous atmospheric conditions. Procedures for operating in,
and/or avoiding, potentially hazardous atmospheric conditions including:
i) thunderstorms;
ii) icing conditions;
iii) turbulence;
iv) wind shear;
v) jet stream;
vi) volcanic ash clouds;
vii) heavy precipitation;
viii) sand storms;
ix) mountain waves; and
x) significant temperature inversions;
6) operating restrictions:
i) cold weather operations;
ii) take-off and landing in turbulence;
iii) low-level wind shear operations;
iv) crosswind operations (including tail wind components);
v) high temperature operations;
vi) high altitude operations;
7) incapacitation of crew members. Procedures to be followed in the event of incapacitation
of crew members in flight. Examples of the types of incapacitation and the means for
recognizing them shall be included;
8) cabin safety requirements. Procedures covering:
i) cabin preparation for flight, in-flight requirements and preparation for landing including
procedures for securing cabin and galleys;
ii) procedures to ensure that passengers are seated where, in the event that an
emergency evacuation is required, they may best assist and not hinder evacuation
from the aircraft;
iii) procedures to be followed during passenger embarkation and disembarkation;

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iv) procedures for fuelling with passengers on board, embarking, or disembarking;

v) smoking on board; and
vi) use of portable electronic equipment and cellular telephones;
9) passenger briefing procedures. The contents, means, and timing of passenger briefing;
10) procedures for use of cosmic or solar radiation detection equipment – aeroplanes.
Procedures for the use of cosmic or solar radiation detection equipment and for recording
its readings including actions to be taken in the event that limit values specified in the
operations manual are exceeded. In addition, the procedures, including ATC procedures,
to be followed in the event that a decision to descend or re-route is taken.
k) all-weather operations;
l) use of the minimum equipment list (MEL) and configuration deviation list (CDL);
m) non-revenue flights. Procedures and limitations for:
1) training flights;
2) test flights;
3) delivery flights;
4) ferry flights;
5) demonstration flights; and
6) positioning flights, including the kind of persons who may be carried on such flights
n) oxygen requirements. An explanation of the conditions under which oxygen shall be provided
and used
o) dangerous goods and weapons:
1) transport of dangerous goods. Information, instructions and general guidance on the
transport of dangerous goods including:
i) AOC holder’s policy on the transport of dangerous goods;
ii) guidance on the requirements for acceptance, labelling, handling, stowage and
segregation of dangerous goods;
iii) procedures and actions to be taken for responding to emergency situations involving
dangerous goods;
iv) duties of all personnel involved; and
v) instructions on the carriage of the AOC holder’s employees;
2) transport of weapons. The conditions under which weapons, munitions of war and
sporting weapons may be carried;
p) security;
1) security policies and procedures. A description of security policies and procedures for
handling and reporting crime on board such as unlawful interference, sabotage, bomb
threats, and hijacking;
2) security instructions and guidance. Security instructions and guidance of a non-
confidential nature which shall include the CAA Nepal and responsibilities of operations
personnel;
3) preventative security measures and training. A description of preventative security
measures and training;

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Note — Parts of the security instructions and guidance may be kept confidential.

q) handling of accidents and occurrences. Procedures for the handling, notifying and reporting of
accidents and occurrences. This section shall include:
1) definitions of accidents and occurrences and the relevant responsibilities of all persons
involved;
2) the descriptions of which company departments, Authorities or other institutions have to
be notified by which means and in which sequence in case of an accident;
3) special notification requirements in the event of an accident or occurrence when
dangerous goods are being carried;
4) a description of the requirements to report specific occurrences and accidents;
5) the forms used for reporting and the procedure for submitting them to the [insert agency
to report accidents and serious incidents] shall also be included; and
6) procedures for pilots-in-command observing an accident;
r) rules of the air. Rules of the air including:
1) territorial application of the rules of the air;
2) the circumstances during which a radio listening watch shall be maintained;
3) ATC clearances, adherence to flight plan and position reports;
4) the ground/air visual codes for use by survivors, description and use of signal aids; and
5) distress and urgency signals;
s) safety management system (SMS). Details of the safety management system;
Note — The requirements for acceptance of SMS Manual/Programme are contained in Chapter 2 of this volume.

1.4.2 Aircraft operating information. The part or section containing aircraft operating information
shall contain at least the following:
a) general information and units of measurement. General Information (e.g., aircraft dimensions),
including a description of the units of measurement used for the operation of the aircraft type
concerned and conversion tables;
b) limitations:
1) certification and operational limitations. A description of the certified limitations and the
applicable operational limitations including:
i) certification status;
ii) passenger seating configuration for each aircraft type including a pictorial
presentation;
iii) types of operation that are approved (e.g. IFR/VFR, CAT II/III, flights in known icing
conditions, RVSM, RNP AR etc.);
iv) crew composition;
v) operating within mass and centre of gravity limitations;
vi) speed limitations;
vii) flight envelopes;
viii) wind limits including operations on contaminated runways;
ix) performance limitations for applicable configurations;

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x) runway slope;
xi) limitations on wet or contaminated runways;
xii) airframe contamination; and
xiii) post landing;
c) normal procedures. The normal procedures and duties assigned to the crew, the appropriate
checklists, the system for use of the checklists and a statement covering the necessary
coordination procedures between flight and cabin crew. The following normal procedures and
duties shall be included:
1) pre-flight;
2) pre-departure and loading;
3) altimeter setting and checking;
4) taxi, take-off and climb;
5) noise abatement;
6) cruise and descent;
7) approach, landing preparation and briefing;
8) VFR approach;
9) instrument approach;
10) visual approach and circling;
11) missed approach;
12) normal landing;
13) post-landing; and
14) operation on wet and contaminated runways;
d) specific flight deck procedures:
1) determining airworthiness of aircraft;
2) obtaining flight release;
3) initial cockpit preparation;
4) standard operating procedures;
5) cockpit discipline;
6) standard call-outs;
7) communications;
8) flight safety;
9) push-back and towing procedures;
10) taxi guidelines and ramp signals;
11) take-off and climb out procedures;
12) choice of runway;
13) take-off in limited visibility;
14) take-off in adverse weather;

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15) use and limitations of weather radar;

16) use of landing lights;
17) monitoring of flight instruments;
18) power settings for take-off;
19) malfunctions during take-off;
20) rejected take-off decision;
21) climb, best angle, best rate;
22) sterile cockpit procedures;
23) en-route and holding procedures;
24) cruise control;
25) navigation log book;
26) descent, approach and landing procedures;
27) reporting maintenance problems;
28) how to obtain maintenance and service en-route;
e) abnormal and emergency procedures and duties. The manual shall contain a listing of
abnormal and emergency procedures assigned to crew members with appropriate check-lists
that include a system for use of the check-lists and a statement covering the necessary co-
ordination procedures between flight and cabin crew. The following abnormal and emergency
procedures and duties shall be included:
1) crew incapacitation;
2) fire and smoke drills;
3) unpressurised and partially pressurized flight; as applicable;
4) exceeding structural limits such as overweight landing;
5) exceeding cosmic radiation limits; as applicable;
6) lightning strikes;
7) distress communications and alerting ATC to emergencies;
8) engine failure;
9) system failures;
10) guidance for diversion in case of serious technical failure;
11) ground proximity warning;
12) ACAS warning;
13) windshear;
14) emergency landing/ditching;
15) aircraft evacuation;
16) fuel jettisoning (as applicable) and overweight landing;
17) general considerations and policy;
18) fuel jettisoning procedures and precautions;

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20) emergency procedures;

21) emergency descent;
22) low fuel;
23) dangerous goods incident or accident;
24) interception procedures;
25) emergency signal for cabin crew members;
26) communication procedures; and
27) radio listening watch;
f) performance data. Performance data shall be provided in a form in which it can be used
without difficulty. Performance material which provides the necessary data to allow the flight
crew to comply with the approved aircraft flight manual performance requirements shall be
included to allow the determination of:
1) take-off climb limits – mass, altitude, temperature;
2) take-off field length limits (dry, wet, contaminated);
3) net flight path data for obstacle clearance calculation or, where applicable, take-off flight
path;
4) the gradient losses for banked climb outs;
5) en-route climb limits;
6) approach climb limits;
7) landing climb limits;
8) landing field length limits (dry, wet, contaminated) including the effects of an in-flight
failure of a system or device, if it affects the landing distance;
9) brake energy limits; and
10) speeds applicable for the various flight stages (also considering wet or contaminated
runways);
g) supplementary performance data. Supplementary data covering:
1) flights in icing conditions;
2) the maximum crosswind and tailwind components for each aeroplane type operated and
the reductions to be applied to these values having regard to gust, low visibility, runway
surface conditions, crew experience, use of autopilot, abnormal or emergency
circumstances, or any other relevant operational factors;
3) any certified performance related to an allowable configuration, or configuration deviation,
such as anti-skid inoperative, shall be included;
h) other acceptable performance data. If performance data, as required for the appropriate
performance class, is not available in the approved AFM, then other data acceptable to the
CAA Nepal shall be included. Alternatively, the operations manual may contain cross-
reference to the approved data contained in the AFM where such data is not likely to be used
often or in an emergency;
i) additional performance data. Additional performance data where applicable including:
1) all engine climb gradients;
2) drift-down data;

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3) effect of de-icing/anti-icing fluids;

4) flight with landing gear down;
5) for aircraft with three or more engines, one engine inoperative ferry flights; and
6) flights conducted under the provisions of a configuration deviation list (CDL).
j) flight planning
1) flight planning data. Specific data and instructions necessary for pre-flight and in-flight
planning including factors such as speed schedules and power settings. Where
applicable, procedures for engine(s) out operations, EDTO and flights to isolated
aerodromes shall be included for the flight plan and the operational flight plan;
2) fuel and oil calculations. The method for calculating fuel needed for the various stages of
flight;
k) mass and balance:
1) calculating mass and balance. Instructions and data for the calculation of mass and
balance including:
i) calculation system (e.g. index system);
ii) information and instructions for completion of mass and balance documentation,
including manual and computer generated types;
iii) limiting mass and centre of gravity of the various versions;
iv) dry operating mass and corresponding centre of gravity or index;
l) loading:
1) loading procedures. Instructions for loading and securing the load in the aircraft;
i) use of aircraft systems and associated controls;
2) loading dangerous goods. The operations manual shall contain a method to notify the PIC
when dangerous goods are loaded in the aircraft (if applicable);
m) survival and emergency equipment including oxygen:
1) list of survival equipment to be carried:
i) A list of the survival equipment to be carried for the routes to be flown and the
procedures for checking the serviceability of this equipment prior to take-off.
Instructions regarding the location, accessibility and use of survival and emergency
equipment and its associated check list(s) shall also be included;
2) ground – air visual signal. Instructions illustrating the ground-air visual signal code for use
by survivors shall also be included;
3) oxygen usage. The procedure for determining the amount of oxygen required and the
quantity that it available. The flight profile, number of occupants and possible cabin
decompression shall be considered. The information provided shall be in a form in which
it can be used without difficulty;
4) emergency equipment usage. A description of the proper use of the following emergency
equipment, if applicable:
i) life jackets;
ii) life rafts;
iii) medical kits/first aid kits;

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iv) survival kits;

v) emergency locator transmitter (ELT);
vi) visual signaling devices;
vii) evacuation slides;
viii) emergency lighting;
n) emergency evacuation procedures:
1) instructions for emergency evacuation. Instructions for preparation for emergency
evacuation including crew co-ordination and emergency station assignment;
2) emergency evacuation procedures. A description of the duties of all members of the crew
for the rapid evacuation of an aircraft and the handling of the passengers in the event of a
forced landing, ditching or other emergency;
o) aircraft systems. A description of the aircraft systems, related controls and indications and
operating instructions.
Note —MEL/CDLs would be contained in a separate document for each aircraft type. Chapter 3 of Volume II
contains the detailed procedures for the review and approval of the MEL/CDL.

1.4.3 Route guide. The route guide part or section of the operations manual shall contain at least
the following:
a) the route guide will ensure that the flight crew will have for each flight, information relating to
communication facilities, navigation aids, aerodromes, instrument approaches, instrument
arrivals and instrument departures as applicable for the operation, and such other information
as the operator may deem necessary in the proper conduct of flight operations;
b) each route guide shall contain at least the following information:
1) the minimum flight altitudes for each aircraft to be flown;
2) aerodrome operating minima for each of the aerodromes that are likely to be used as
aerodromes of intended landing or as alternate aerodromes;
3) the increase of aerodrome operating minima in case of degradation of approach or
aerodrome facilities;
4) the necessary information for compliance with all flight profiles required by regulations,
including but not limited to, the determination of:
i) take-off runway length requirements for dry, wet and contaminated conditions,
including those dictated by systems failures which affect the take-off distance;
ii) take-off climb limitations;
iii) en-route climb limitations;
iv) approach climb limitations and landing climb limitations;
v) landing runway length requirements for dry, wet and contaminated conditions,
including systems failures which affect the landing distance; and
vi) supplementary information, such as tire speed limitations.

1.5 PROCEDURE TO REVIEW THE MANUAL

Appendix 27 of this Volume contains the procedure to be used to verify Part A of the
applicant’s Operations Manual. It shall be used by inspectors prior to filling the forms of Attachment A
as well as FORM-CL-107 and FORM-CL-108.

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Attachment A
CAA Nepal OPERATIONS MANUAL
INSPECTION CHECKLIST/REPORT

Operator: Date:

Location: Inspector:

S = Satisfactory; U = Unsatisfactory; NA = Not applicable

 S/U/NA

A. GENERAL
1. Organization and readability
a) Clear
b) Concise
c) Information easily located
d) Print quality
2. Validity and accuracy
3. Continuity
4. Currency and conformity
5. Distribution and availability
6. Approvals
7. Content
B. SPECIFIC

1. Administration and control of operations manual

a) Introduction
b) System of amendment and revision
2. Organization and responsibilities
a) Organizational structure
b) Responsible manager
c) Responsibilities and duties of operations management personnel
d) Duties and responsibilities of a PIC
e) Duties and responsibilities of crew members other than the PIC
3. Operational control and supervision
a) Supervision of the operation by the AOC holder
b) System of promulgation of additional operational instructions and information
c) Operational control
4. Crew
a) Crew composition
b) Designation of the PIC
c) Flight crew incapacitation
5. Flight crew, cabin crew, flight operations officer and other operations personnel
qualifications
a) Qualifications
b) Flight crew
c) Cabin crew
d) Other operations personnel

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 S/U/NA
6. Flight and duty time
a) Flight and duty time limitations and rest schemes
7. Crew health
a) Crew health precautions
8. Operating procedures
a) Flight preparation instructions
i) Criteria for determining the usability of aerodromes
ii) Method for determining minimum flight altitudes
iii) Method for determining aerodrome operating minima
iv) En-route operating minima for VFR flights
v) Presentation and application of aerodrome and en-route operating minima
vi) Interpretation of meteorological information
vii) Determination of the quantities of fuel and oil carried
viii) Mass and centre of gravity
b) Ground handling arrangements and procedures
i) Fuelling procedures
ii) Aircraft, passenger and cargo handling procedures related to safety
iii) Procedures for the refusal of embarkation
iv) De-icing and anti-icing on the ground
c) Flight procedures and flight navigation equipment
i) Flight procedures
ii) Navigation equipment
iii) Navigation procedures
iv) Policy and procedures for in-flight fuel management
v) Adverse and potentially hazardous atmospheric conditions
vi) Operating restrictions
vii) Incapacitation of crew members
viii) Cabin safety requirements
ix) Passenger briefing procedures
x) Cosmic or solar radiation detection
d) All-weather operations
e) Use of MEL and CDL
f) Non-revenue flights
g) Oxygen requirements
9. Dangerous goods and weapons
a) Transport of dangerous goods
b) Transport of weapons
10. Security
a) Security procedures
b) Security instructions
c) Preventative security measures
11. Handling of accidents and occurrences
12. Rules of the air

C. AIRCRAFT OPERATING INFORMATION

1. General information and units of measurement

2. Limitations
a) Certification and operational limitations
3. Normal procedures
4. Specific flight deck procedures
5. Abnormal and emergency procedures and duties

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 S/U/NA
6. Performance data
7. Supplementary performance data
8. Other acceptable performance data
9. Additional performance data
10. Flight planning
a) Flight planning data
b) Fuel and oil calculation
11. Mass and balance
a) Calculating mass and balance
12. Loading
a) Loading procedures
b) Loading dangerous goods
13. Survival and emergency equipment including oxygen
a) List of survival equipment
b) Ground-air visual signal
c) Oxygen usage
d) Emergency equipment usage
14. Emergency evacuation procedures
a) Instructions for emergency evacuation
b) Emergency evacuation procedures
15. Aircraft systems
D. ROUTE GUIDE
1. Minimum flight altitudes
2. Aerodrome operating minima
3. Increase of aerodrome operating minima
4. Information for compliance with all flight profiles

Remarks:

OVERALL RESULT: Inspector’s

signature:

Satisfactory Name:

Unsatisfactory Date:

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Chapter 2
AIR OPERATOR SMS MANUAL ACCEPTANCE

2.1 BACKGROUND AND OBJECTIVES

2.1.1 FOR-A para 3.3.3 and FOR-H Section 2 para 1.3.3 requires an AOC holder to implement a
Safety Management System acceptable to the CAA Nepal that as a minimum:
a) identifies safety hazards;
b) ensures the implementation of remedial action necessary to maintain agreed safety
performance;
c) provides for continuous monitoring and regular assessment of the safety performance; and
d) aims at a continuous improvement of the overall performance of the safety management
system.
2.1.2 CAA Nepal SMS Requirements 2010 also outline the framework for the implementation and
maintenance of an SMS. Some elements of SMS are quite complex, thus effective implementation of
an SMS by an operator will typically take several years. Nevertheless, the framework for the
implementation and maintenance of an SMS must be established and accepted by the CAA Nepal
during the initial certification of an air operator. The objective of this chapter is to provide guidance
and direction to inspectors for the initial acceptance of the air operators’ safety management system.
2.2 GENERAL SMS ACCEPTANCE PRACTICES AND PROCEDURES
2.2.1 The acceptance of a SMS is an important part of the overall certification process. Acceptance
Team (hereinafter referred to as the Team) will complete an acceptance exercise on the applicant
organization in accordance with the procedures described in this section. The acceptance exercise is
a two-part process comprising of a documentation review and an on-site review. Its purpose is to
confirm that elements of the SMS are documented, in place and ready to be used. The exercise does
not test the effectiveness of the system. The depth of the on-site review is at the discretion of the
team leader, and may be based on the results of the documentation review and any information
uncovered while on-site. The issuance of an AOC is dependent on the satisfactory review and
acceptance of the applicant’s SMS.
2.3 SPECIFIC SMS ACCEPTANCE REVIEW
2.3.1 Documentation Review
[Link] The objective of a documentation review is to identify omissions or deficiencies in the
submitted documentation. It is not intended to establish if the described policies, procedures and
processes are effective. This particular part of the certification is a desktop exercise that does not
involve an on-site visit and is intended to confirm that the applicant has documented their program in
a manner that meets the requirements.
[Link] The SMS Review Team should consider two aspects of structure when conducting the
documentation review, as some sections will apply to the whole organization while others may apply
only to an individual certificate:
a) the corporate aspect are the policies, process and procedures documented and consistent
across all regulated areas of the organization; and
b) the individual certificate aspect are the policies, processes and procedures unique to a
particular certificate area.

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[Link] The documentation review provides a focus for planning the on-site review by gaining a
general overview and understanding of the applicant’s SMS and of its state of preparedness for
certification.
[Link] The major steps of a documentation review include the following:
a) SMS review guide. In preparation for the exercise, the SMS Review Team shall provide the
applicant with the SMS review guide in Attachment A and request that they enter the required
tombstone information in Part A, as well as the document references and supporting
comments in Part B. The SMS Review Team will use Part C and D of the guide to document
the results of the documentation review exercise.
b) Receipt of the applicant’s submission. Applicants must submit documentation that
demonstrates to the CAA Nepal that they have addressed all of the required SMS elements.
Along with their documentation, organizations must submit the completed documentation
review guide.
c) Preliminary review. The SMS Team Leader will perform a preliminary review of the
documentation submitted to verify its completeness. The SMS Team Leader is required to
pay particular attention to Part A and B of the documentation review guide.
d) Request for omitted documents. The SMS Team Leader is responsible for contacting the
applicant to request any omitted documentation.
e) Documentation review. The SMS Team Leader shall complete the documentation review
exercise and document the results in Part C of the documentation review guide. The SMS
Review Team will clearly identify any discrepancies in the comment section of the guide.
i) The aim of the documentation review is to ascertain that the SMS requirements are
clearly addressed in the submitted documentation. A general policy statement is not
usually enough to satisfy the requirement. The SMS Review Team must verify that there
is a policy in place that it is supported by an appropriate procedure and where required by
regulation, a process is outlined. The documentation shall be complete, comprehensive
and appropriately cross-referenced.
ii) Although detailed processes and procedures may be referenced in the approved manuals,
multiple documents that are incorporated by reference may also be utilized (e.g., an
overarching SMS document).
f) Discrepancies. All observed discrepancies shall be recorded in the comment section of Part C
of the SMS review guide in detail. The SMS Review Team must ensure that they clearly
define the problem area and the reasons why they consider it missing, incomplete, or
otherwise deficient.
g) Acceptance of the documentation corrections. The SMS Review Team shall review any
corrections to the organization’s documentation and ensure that the documentation meets
SMS requirements.
h) Conclusion of the documentation review. Once the documentation review has been
completed satisfactorily, the SMS Review Team shall complete Part D of the SMS review
guide. This sign-off does not constitute an acceptance of the referenced documentation, but
rather indicates that all available company documentation was reviewed against the SMS
requirements and that the on-site portion of the review can proceed.
2.3.2 On-site review
[Link] The objective of an on-site review is to validate observations from the documentation review
exercise. This includes deficiencies in the submitted documentation, as well as verifying that the
documented policies, processes and procedures are in place and available for immediate use when
the applicants request for certification is granted.

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[Link] The major steps of an on-site review include the following:

a) On-site review. Through a series of interviews and observations, the SMS Review Team shall
validate the information for selected SMS elements by comparing the organization against the
SMS expectations. Team leaders are responsible for documenting observations and any
supporting evidence;
b) Comparison of on-site observations to documentation review. The SMS Review Team shall
compare the observations collected on-site to the documentation of SMS elements previously
reviewed;
c) Discrepancies. All discrepancies observed by inspectors shall be recorded. The SMS Review
Team shall ensure that they clearly define the problem areas and document the fact that
observations from the documentation review and the on-site review were not compatible; and
d) Acceptance of the documentation corrections. The SMS Review Team shall review any
corrections to the applicant’s documented policies, processes and procedures resulting from
the on-site review and verify that the revised documentation meets SMS requirements.
2.4 CONCLUSION OF THE SMS ACCEPTANCE EXERCISE
Once the on-site review has been completed satisfactorily, the team leader shall sign the SMS
Review Guide. This does not constitute an acceptance of the referenced documentation, but rather
indicates that all available company documentation was validated on site and the SMS portion of the
organization is acceptable for initial certification of the air operator.

2.5 SMS ASSESSMENT

Twelve months following initial certification the new organization shall undergo a full SMS assessment
using the assessment procedures contained in Appendix 30 of this volume.

2.6 PROCEDURE FOR VERIFICATION OF AN SMS MANUAL

The inspector shall follow the procedure as mentioned in Appendix 30 (Procedure for the
verification of an SMS manual) when evaluating an operator’s SMS manual. The Appendix provides
detailed guidance on a systematic approach that helps the inspector to complete the form numbered
FOD-FORM-CL-212 as well as Attachment B SMS Review Guide – Acceptance of this Volume.

2.7 PROCEDURE FOR VERIFICATION OF AN SMS IMPLEMENTATION PLAN

The inspector shall follow the procedure as mentioned in Appendix 31 (Procedure for the
verification of an SMS implementation plan) when evaluating an operator’s SMS implementation
plans. The Appendix provides detailed guidance on a systematic approach that helps the inspector to
complete the form numbered FOD-FORM-CL-213 as well as Attachment B SMS Review Guide –
Acceptance of this Volume.

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Attachment B
SMS REVIEW GUIDE — ACCEPTANCE

Instructions:
1. Air operators are to complete Part A.
2. Lines that are shaded do not need to be completed. Those questions will be checked by the inspectors during on-site acceptance review of the SMS.
3. Once Part A is completed, inspectors will review the information provided by the air operator and complete Part B.
4. The completed review guide will be used by inspectors to plan the on-site acceptance review of the SMS.

PART A PART B
(TO BE COMPLETED BY COMPANY) (TO BE COMPLETED BY CAA)
EXPECTATIONS
Document Document
Company comment CAA comment
NO. reference reference
Reference
In Components and elements
Doc 9859
Component 1 — SAFETY POLICY AND OBJECTIVES
Element 1.1 — Management commitment and responsibility
4.3.1;
1 Is there a safety policy in place?
4.5.2 (a)
Does the safety policy reflect senior
2 4.3.1 management commitments regarding safety
management?
The safety policy is appropriate to the size,
3 4.3.1
nature and complexity of the organization.

4 4.3.1 The safety policy is relevant to aviation safety.

Is the safety policy signed by the Accountable

5 4.3.1; 4.5.2
Executive?
Is the safety policy communicated, with visible
6 4.5.2
endorsement, throughout the [organization]?
Is the safety policy periodically reviewed to
7 4.5.2
ensure it remains relevant and appropriate to

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PART A PART B
(TO BE COMPLETED BY COMPANY) (TO BE COMPLETED BY CAA)
EXPECTATIONS
Document Document
Company comment CAA comment
NO. reference reference
Reference
In Components and elements
Doc 9859
the [organization]?
Element 1.2 — Safety accountabilities
Has the [organization] identified an Accountable
Executive who, irrespective of other functions,
shall have ultimate responsibility and
1 4.5.1; 4.3.2
accountability, on behalf of the [organization],
for the implementation and maintenance of the
SMS?
Does the Accountable Executive have full
control of the financial and human resources
2 4.3.2
required for the operations authorized to be
conducted under the operations certificate?
Does the Accountable Executive have final
3 4.3.2 authority over all aviation activities of his
organization?
Has the organization identified and documented
the safety accountabilities of management as
4 4.3.2
well as operational personnel with respect to
the SMS?
Is there a safety committee or review board for
4.3.3 and
5 the purpose of reviewing SMS and safety
App. 3
performance?
Is the safety committee chaired by the
4.3.3 and Accountable Executive or by an appropriately
6
App. 3 assigned deputy, duly substantiated in the SMS
manual?
4.3.3 and Does the safety committee include relevant
7
App. 3 operational or departmental heads as

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PART A PART B
(TO BE COMPLETED BY COMPANY) (TO BE COMPLETED BY CAA)
EXPECTATIONS
Document Document
Company comment CAA comment
NO. reference reference
Reference
In Components and elements
Doc 9859
applicable?
Are there safety action groups that work in
4.3.3 and
8 conjunction with the safety committee?
App. 3
(large/complex organizations as appropriate)
Element 1.3 — Appointment of key safety personnel
4.5.1; Has the organization appointed a qualified
1 4.3.3; person to manage and oversee the day-to-day
App. 1 operation of the SMS?
Does the qualified person have direct access or
4.3.3; reporting to the Accountable Executive
2
App. 1, 6.1 concerning the implementation and operation of
the SMS?
The manager responsible for administering the
3 App. 1, 6.4 SMS does not hold other responsibilities that
may conflict or impair his role as SMS manager.
The SMS Manager is a senior management
4 App. 1, 6.4 position not lower than or subservient to other
operational or production positions
Element 1.4 — Coordination of emergency response planning
Does the [organization] have an emergency
1 App. 4 response/contingency plan appropriate to the
size, nature and complexity of the organization?
Does the Emergency/Contingency plan address
App. 4, all possible or likely emergency/crisis scenarios
2
4 (f) relating to the organization’s aviation product or
service deliveries?
Does the ERP include procedures for the
3 App 4, 4(e)
continuing safe production, delivery or support

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PART A PART B
(TO BE COMPLETED BY COMPANY) (TO BE COMPLETED BY CAA)
EXPECTATIONS
Document Document
Company comment CAA comment
NO. reference reference
Reference
In Components and elements
Doc 9859
of its aviation products or services during such
emergencies or contingencies?
App. 4, Is there a plan and record for drills or exercises
4
5 (c) with respect to the ERP?
Does the ERP address necessary coordination
of its emergency response/contingency
App. 4,
5 procedures with the emergency/response
4 (d)
contingency procedures of other organizations
where applicable?
Does the [organization] have a process to
App. 4, distribute and communicate the ERP to all
6
5 (a) relevant personnel, including relevant external
organizations?
Is there a procedure for periodic review of the
App. 4,
7 ERP to ensure its continuing relevance and
5 (d)
effectiveness?
Element 1.5 — SMS documentation
There is a top level SMS summary or exposition
document which is approved by the
1 4.3.5
Accountable Manager and accepted by the
CAA Nepal.
4.3.5; Does the SMS documentation address the
2 4.4.1; organization’s SMS and its associated
App. 3 components and elements?
4.3.5;
Is the organization’s SMS framework in
3 4.4.1;
alignment to the regulatory SMS framework?
App. 3

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PART A PART B
(TO BE COMPLETED BY COMPANY) (TO BE COMPLETED BY CAA)
EXPECTATIONS
Document Document
Company comment CAA comment
NO. reference reference
Reference
In Components and elements
Doc 9859
Does the organization maintain a record of
4 4.3.5; 4.5.4 relevant supporting documentation pertinent to
the implementation and operation of the SMS?
Does the organization have a SMS
implementation plan to establish its SMS
5 4.4.4
implementation process, including specific tasks
and their relevant implementation milestones?
Does the SMS implementation plan address the
coordination between the service provider’s
6 4.4.4
SMS and the SMS of external organizations
where applicable?
Is the SMS implementation plan endorsed by
7 4.5.1; 4.4.4
the Accountable Executive?

Component 2 — SAFETY RISK MANAGEMENT

Element 2.1 — Hazard identification

4.5.3 (a); There is a process for voluntary hazards/threats

1 reporting by all employees.
4.3.6
Is the voluntary hazard/threats reporting simple,
available to all personnel involved in safety-
2 4.3.6
related duties and commensurate with the size
of the service provider?
4.3.8;
Does the [organization’s] SDCPS include
4.5.3; Xref
3 procedures for incident/accident reporting by
Chap. 3,
operational or production personnel?
App. 12

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PART A PART B
(TO BE COMPLETED BY COMPANY) (TO BE COMPLETED BY CAA)
EXPECTATIONS
Document Document
Company comment CAA comment
NO. reference reference
Reference
In Components and elements
Doc 9859
Is incident/accident reporting simple, accessible
to all personnel involved in safety-related duties
4 4.5.3; 4.3.8
and commensurate with the size of the service
provider?
Does the [organization] have procedures for
5 4.5.3; 4.3.8
investigation of all reported incident/accidents?
Are there procedures to ensure that
hazards/threats identified or uncovered during
1.12.2;
incident/accident investigation processes are
6 1.12.3;
appropriately accounted for and integrated into
4.3.6
the organization’s hazard collection and risk
mitigation procedure?
Are there procedures to review hazards/threats
1.12.2;
7 from relevant industry reports for follow up
1.12.3
actions or risk evaluation where applicable?
Element 2.2 — Safety risk assessment and mitigation
Is there a documented hazard identification and
1.12; 1.14;
1 risk mitigation (HIRM) procedure involving the
4.3.7
use of objective risk analysis tools.
Are the risk assessment reports approved by
4.3.7;
2 departmental managers or higher level where
1.15.1
appropriate?

Is there a procedure for periodic review of

3 4.5.3
existing risk mitigation records?
4 4.5.3 Is there a procedure to account for mitigation

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PART A PART B
(TO BE COMPLETED BY COMPANY) (TO BE COMPLETED BY CAA)
EXPECTATIONS
Document Document
Company comment CAA comment
NO. reference reference
Reference
In Components and elements
Doc 9859
actions whenever unacceptable risk levels are
identified?
Is there a procedure to prioritize identified
5 4.5.3
hazards for risk mitigation actions?
Is there a programme for systematic and
progressive HIRM performance of all aviation
6 4.5.3
safety-related operations/ processes/ facilities/
equipment as identified by the organization?
Component 3 — SAFETY ASSURANCE
Element 3.1 — Safety performance monitoring and measurement
Are there identified safety performance
4.5.3;
indicators for measuring and monitoring safety
1 4.3.8;
performance of the organization's aviation
App. 6
activities?
Are safety performance indicators relevant to
4.5.3;
the organization’s safety policy as well as
2 4.3.8;
management’s high-level safety
App. 6
objectives/goals?
Do the safety performance indicators include
4.5.3;
alert/target settings to define unacceptable
3 4.3.8;
performance regions and planned improvement
App. 6
goals?
Is the setting of alert levels or out of control
4.3.8;
4 criteria based on objective safety metrics
App. 6
principles?
5 4.3.8; Do the safety performance indicators include

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PART A PART B
(TO BE COMPLETED BY COMPANY) (TO BE COMPLETED BY CAA)
EXPECTATIONS
Document Document
Company comment CAA comment
NO. reference reference
Reference
In Components and elements
Doc 9859
App. 6 quantitative monitoring of high consequence
safety outcomes (e.g., accident and serious
incident rates) as well as lower consequence
events (e.g. rate of non-compliance,
deviations)?
Are safety performance indicators and their
associated performance settings developed in
6 4.5.3; 4.3.8
consultation with, and subject to the aviation
authority’s agreement?
Is there a procedure for corrective or follow-up
action to be taken when targets are not
7 4.4.5
achieved and alert levels are
exceeded/breached?
4.4.5; Are the safety performance indicators
8
App. 6 periodically reviewed?
Element 3.2 — The management of change
Is there a procedure for review of relevant
existing aviation safety related facilities and
1 4.3.9; 4.5.3 equipment (including any HIRM records)
whenever there are pertinent changes to those
facilities or equipment?
Is there a procedure for review of relevant
existing aviation safety related operations and
processes (including any HIRM records)
2 4.3.9; 4.5.3
whenever there are pertinent changes to those
operations or processes?

3 4.5.3 Is there a procedure for review of new aviation

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PART A PART B
(TO BE COMPLETED BY COMPANY) (TO BE COMPLETED BY CAA)
EXPECTATIONS
Document Document
Company comment CAA comment
NO. reference reference
Reference
In Components and elements
Doc 9859
safety related operations and processes for
hazards/risks before they are commissioned?
Is there a procedure for review of relevant
existing facilities, equipment, operations or
processes (including any HIRM records)
4 4.5.3
whenever there are pertinent changes external
to the organization such as regulatory/industry
standards, best practices or technology?
Element 3.3 — Continuous improvement of the SMS
4.3.10; Is there a procedure for periodic internal
1
4.5.3; 4.5.4 audit/assessment of the SMS?
4.3.10; Is there a current internal SMS
2
4.5.3; 4.5.4 audit/assessment plan?
Does the SMS audit plan include the sampling
3 4.5.4
of completed/existing safety risk assessments?
Does the SMS audit plan include the sampling
of safety performance indicators for data
4 4.5.4
currency and their target/alert settings
performance?
Does the SMS audit plan cover the SMS
5 4.5.4 interface with sub-contractors or customers
where applicable?
There is a process for SMS audit/ assessment
reports to be submitted or highlighted for the
6 4.5.4
Accountable Manager’s attention where
appropriate.

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PART A PART B
(TO BE COMPLETED BY COMPANY) (TO BE COMPLETED BY CAA)
EXPECTATIONS
Document Document
Company comment CAA comment
NO. reference reference
Reference
In Components and elements
Doc 9859
Component 4 — SAFETY PROMOTION
Element 4.1 — Training and education
Is there a programme to provide SMS
4.3.11;
1 training/familiarization to personnel involved in
4.5.4
the implementation or operation of the SMS?
Has the Accountable Executive undergone
4.3.11;
2 appropriate SMS familiarization, briefing or
4.5.4
training?
Are personnel involved in conducting risk
4.3.11;
3 mitigation provided with appropriate risk
4.5.4
management training or familiarization?
4.3.11; Is there evidence of organization-wide SMS
4
4.5.4 education or awareness efforts?
Element 4.2 — Safety communication
Does the organization participate in safety
information sharing with relevant external
4.3.12;
1 industry product and service providers or
4.5.4
organizations, including the relevant aviation
regulatory organizations?
There is evidence of a safety (SMS)
4.3.12; publication, circular or channel for
2
4.5.4 communicating safety (SMS) matters to
employees.
Are the organization’s SMS manual and
4.3.12; related guidance materials accessible or
3
4.5.4 disseminated to all relevant personnel?
[4.3.12; 4.5.4]

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On-site Review

1. The on-site review is to validate observations from the documentation review exercise. This includes deficiencies in the submitted documentation, as well
as verifying that the documented policies, processes and procedures are in place and available for immediate use when the applicants request for certification
is granted.

2. Deficiencies noted by the review team will be rectified by the air operators prior to acceptance of the SMS.

Company documentation was validated on site and the SMS portion of the organization is acceptable for initial certification of the air operator.

SMS Review Team Leader __________________________________

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Chapter 3
APPROVAL OF MINIMUM EQUIPMENT LISTS (MEL)
AND CONFIGURATION DEVIATION LISTS (CDL)

3.1 GENERAL
3.1.1 Background
[Link] MEL procedures were developed to allow the continued operation of an aircraft with specific
items of equipment inoperative under certain circumstances. For particular situations, an acceptable
level of safety can be maintained with specific items of equipment inoperative for a limited period of
time, until repairs can be made.
[Link] The Flight Operations Inspector (FOI) is the primary CAA Nepal official responsible for the
overall process of administering, evaluating, and approving an operator’s MEL. It is essential that the
FOI works closely with the airworthiness inspector (AWI) and other individuals or groups involved in
this process.
3.1.2 Definitions
[Link] The following definitions are used throughout this chapter:
MMEL review board. In conjunction with the certification of each new type of aircraft, a board should
be established to develop and maintain the MMEL for the aircraft and additional models of that aircraft
developed in the future. The board is an advisory body to the State of Design and should have
representation from the flight operations and airworthiness organizations within the State of Design,
as well as from the organization responsible for the type design and air operators.
Note — specific name utilized for the review board will vary amongst the different States of Design but the
function is essentially the same.

Aircraft flight manual (AFM). A manual, associated with the certificate of airworthiness, containing
limitations within which the aircraft rotorcraft is to be considered airworthy and instructions and
information necessary to the flight crew members for the safe operation of the aircraft.
Note —The State of Registry may either validate the AFM or approve its own which could be different due to
differences in its airworthiness requirements. The AFM should not be less restrictive than the one approved by
the State of Design.

Aircraft maintenance manual (AMM). The AMM is the source document for aircraft maintenance
procedures. The term AMM can apply to either an aeroplane or a rotorcraft manual. The AMM is
developed as part of the aircraft certification process.
Air Transport Association of America (ATA) Specification 100. ATA Specification 100,
Manufacturer’s Technical Data, is an international industry numbering standard developed to identify
systems and components on different aircraft in the same format and manner.
Configuration deviation list (CDL). A list established by the organization responsible for the type
design with the approval of the State of Design which identifies any external parts of an aircraft type
which may be missing at the commencement of a flight, and which contains, where necessary, any
information on associated operating limitations and performance.
Inoperative. Inoperative means that a system or component has malfunctioned to the extent that it
does not accomplish its intended purpose and/or is not consistently functioning normally within its
approved operating limits or tolerances.
Master minimum equipment list (MMEL). A list established for a particular aircraft type by the
organization responsible for the type design with the approval of the State of Design containing items,

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one or more of which is permitted to be unserviceable at the commencement of a flight. The MMEL
may be associated with special operating conditions, limitations or procedures.
Note — The State of Registry may either validate the MMEL or approve its own which could be different due to
differences in its airworthiness requirements. These documents should not be less restrictive than the one
approved by the State of Design.

Minimum equipment list (MEL). A list which provides for the operation of aircraft, subject to
specified conditions, with particular equipment inoperative, prepared by an operator in conformity with,
or more restrictive than, the MMEL established for the aircraft type.
Note —The MEL is derived from the MMEL and is applicable to an individual operator. The operator’s MEL takes
into consideration the operator’s particular aircraft configuration, operational procedures and conditions. When
approved and authorized for use, the MEL permits operation of the aircraft under specified conditions with certain
inoperative equipment.

3.1.3 Purpose of MEL

[Link] FOR-A para 6.1.3 and FOR-H Sec. 2 para 4.1.3 permit the authorization of an MEL in
that compliance with all the aircraft equipment requirements is not necessary in the interest of safety
for a particular operation. Through the use of appropriate conditions or limitations, the MEL provides
for improved scheduled reliability and aircraft utilization with an equivalent level of safety. This
process is possible because of the installation of additional and redundant instruments, equipment
and/or systems in present transport aircraft. Without an approved MEL, inoperative equipment would
ground the aircraft until repair or replacement of the non-functioning equipment. An MEL is for a
specific make and model of aircraft and is approved by a letter from the CAA Nepal authorising its use
by the operator.
3.1.4 Items listed on the MEL
[Link] Categories of items. There are three categories of items that may be contained in the
operator’s MEL:
a) MMEL items. The MEL will list all of the items for which the operator seeks relief and that are
appropriate for its operation. The operator, by not listing at its discretion certain items in its
MEL, may be more restrictive than permitted by the MMEL;
b) passenger convenience items. The passenger convenience items, as contained in the
operator's approved MEL, are those related to passenger convenience, comfort or
entertainment such as, but not limited to, galley equipment, movie equipment, in-flight phones,
ashtrays, stereo equipment, and overhead reading lamps. It is incumbent on the operator and
the FOI to develop procedures to ensure that those inoperative passenger convenience items
are not used. Passenger convenience items do not have fixed repair intervals. Items
addressed elsewhere in the MMEL shall not be authorized relief as a passenger convenience
item. "M" and "O" procedures may be required and shall be developed by the operator,
approved by the FOI/AWI, and included in the air operator’s appropriate document; and
c) administrative control items. An operator may use an MEL as a comprehensive document
to control items for administrative purposes. In such cases, the operator’s MEL may include
items not listed in the MMEL; however, relief may not be granted for these items unless
conditions and limitations are contained in approved documents other than the MMEL or meet
the regulatory requirements of CAA Nepal. Examples of items considered to be administrative
control items would be cockpit procedure cards, medical kits, de-laminated windshields and
life vests.
3.1.5 Timely repair of items that are inoperative
a) Operator’s responsibility. The MEL is intended to permit the operation of an aircraft with
certain inoperative items for a limited period of time until repairs can be accomplished. The
operator is responsible for establishing a controlled and effective repair programme.

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b) Repair interval. Operators must make repairs within the time period specified by the MEL.
Although the MEL might permit multiple days of operation with certain inoperative equipment,
operators must repair the affected item as soon as possible.
c) Day of discovery. The day of discovery is the calendar day an equipment malfunction was
recorded in the aeroplane technical log or record. This day is excluded from the calendar
days or flight days specified in the MMEL for the repair of an inoperative item of equipment.
This provision is applicable to all MMEL items such as categories “A”, “B”, “C” and “D”. The
operator and the FOI must establish a reference time in which the calendar day or flight day
begins and ends 24 hours later. This reference time is established to ensure compliance with
timely repair of equipment and items.
d) MMEL definitions. More than one set of MMEL definitions exist due to years of evolving
changes during which not all MMELs have been updated to the latest revision of the
definitions. However, only the most up-to-date set of definitions may be used with a specific
MMEL. Only certain portions of the latest definitions may be appropriate for a specific air
operator's MEL.
e) Continuing authorizations. Approval of an MEL authorizes an operator to use a continuing
authorization to approve extensions to the maximum repair interval for category “B” and “C”
items, provided the CAA Nepal is notified within 24 hours of the operator’s exercise of
extension authority. The certificate holder is not authorised to extend the maximum repair
time for category “A” items, as specified in the approved MEL. Misuse of the continuing
authorization may result in the CAA Nepal removing the operator’s authority to use an MEL.
3.1.6 Record keeping
When an item of equipment becomes inoperative, the operator must report it by making an entry in
the aircraft technical log, as prescribed by NCAR Chapter C9 para 1.2.
3.1.7 Multiple items that are inoperative
Individual MEL requirements are designed to provide coverage for single failures en-route. When
operating with multiple inoperative items, the operator shall consider the interrelationships between
those items and the effect on aircraft operation and crew workload, including consideration of a single
additional failure occurring en-route.
3.1.8 Fleet approval
An operator who has a single MEL for multiple aircraft may reflect equipment in its MEL that is not
installed on all aircraft in its fleet. In this case, the item’s title in the operator’s MEL need not reference
any specific aeroplane identification (usually Registration Number) unless the operator determines
that there is need to do so.
3.1.9 Access to MEL
FOR-A and FOR-H requires that the MEL (if applicable) is carried aboard the aircraft or that the flight
crew have direct access to the MEL information prior to flight. Other means of direct access require
approval.
3.1.10 Conflict with other documents approved by the CAA Nepal
The MEL may not conflict with other documents approved by the CAA Nepal approved flight manual
limitations and Airworthiness Directives. The operator’s MEL may be more restrictive than the MMEL,
but under no circumstances may the operator's MEL be less restrictive.
3.1.11 Acceptable sources of MMELs
a) Source MMELs policy. The CAA Nepal shall accept MMELs approved by the regulatory
authority of the State of Aircraft Design as published. Operators are to incorporate source
MMEL amendments as soon as they are available. The CAA Nepal is to be informed

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immediately of subsequent amendment. In addition, the CAA Nepal shall establish a system
to be notified by the manufacture or State of Design of any amendment to a MMEL. The
amendment to an operator MEL is to be submitted to the CAA Nepal for approval prior to
usage.
b) Third country MMEL. The CAA Nepal will not normally accept a MMEL produced by a third
country (an example would be a U.S. MMEL for a European aircraft). However, exceptions
may be made, particularly for older aircraft, if no other source is available or to enable for an
air operator to have a consistent relief for different aircraft types.
3.2 MEL APPROVAL PROCESS
3.2.1 General
This section contains specific direction, guidance, and procedures to be used by operations and
airworthiness inspectors when evaluating and approving MELs. The operator’s MEL is developed by
the operator from the appropriate MMEL, then approved by the CAA Nepal. The approval process for
an MEL follows the general process for approval or acceptance.
3.2.2 MEL acceptability
The general criteria for MEL acceptability are as follows:
a) Equally or more restrictive. The operator’s MEL must not be less restrictive than the MMEL,
the Nepalese CARs, operations specifications, the approved flight manual limitations,
certification maintenance procedures, or airworthiness directives (AD).
b) Appropriate. The MEL must be appropriate to the individual aircraft make and model.
c) Specific. The operator’s operations (“O”) and maintenance (“M”) procedures must be
specific to the aircraft and the operations conducted.
d) Applicability. An MEL shall be applicable for the Nepalese CARs under which the operator
is certificated.
3.2.3 Initial phase of MEL approval
a) Phase overview. In this phase of the MEL approval process, the operator shall consult with
the operations inspector (FOI) regarding requirements for either developing an MEL or for
revising an existing MEL. The FOI shall consult with and seek the participation of the
airworthiness inspector (AWI) during the entire approval process. During the review of the “O”
and “M” procedures, the FOI, AWI may consult with the State which approved the type design
as necessary concerning specific procedures.
b) Operator familiarization. In phase one of the MEL approval process, the FOI shall
determine the scope of the task, based on the operator’s experience with MELs. FOIs shall
adapt the discussion to fit the operator’s needs and experience, and shall provide advice and
guidance to the operator as necessary. FOIs must ensure that the operator clearly
understands that MEL document preparation is solely the operator’s responsibility.
c) Required document submittal. FOIs shall advise the operator that, for an MEL to be
approved, the following documents must be submitted:
1) the proposed MEL or MEL changes;
2) necessary “O” and “M” procedures, which may be based on the aircraft manufacturer’s
recommended procedures, supplemental type certificate (STC) modifier’s procedures, or
equivalent operator procedures;
3) a description of the MEL management programme and its procedures as required by the
operations manual, unless an MEL management programme is already in place; and

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4) any required guidance material developed by the operator, such as training material,
guidance, and deferral procedures for both maintenance and operations personnel.
Note — Several manufacturers have produced manuals of recommended procedures for operating with
inoperative equipment. When a manufacturer’s recommended procedures exist, operators may use them or may
develop alternate procedures. When contract services are used to develop the operator’s MEL along with
acceptable “O” and “M” procedures, the operations and maintenances shall review the “O” and “M” procedures in
light of the type of operations being conducted and shall ensure the acceptability of the procedures. The
inspectors shall ensure that the developed MEL procedures can be adequately implemented by the operator.

d) Materials provided to the operator. Operators shall obtain a copy of an MMEL for a
specific aircraft in either hard copy or electronic format, along with appropriate guidance
material, from the manufacturer.
e) Document form. The operator may submit MEL draft documents to the CAA Nepal either on
hard copy (printed on paper) or on computer disk, as mutually agreed upon between the
operator and the FOI. The operator and the FOI shall discuss the techniques that will be used
for revising and editing the proposed document. It is important that the operator understand
that when the process is complete, the final proposed MEL must be submitted on paper
unless otherwise approved by the CAA Nepal.
f) MEL format. The MMEL format has been standardized to facilitate the development, revision,
and approval of both master and operator documents. While the master document contains
eight total sections, six of these sections are considered basic for MEL development and shall
be included in each operator’s MEL.
g) Generic single engine MMELs. A generic MMEL for single engine aircraft may have been
developed and published by the State of Design. This MMEL is applicable to all single engine
aeroplanes and single engine helicopters for which a specific MMEL has not been issued.
When an operator is approved to use this generic MMEL, and a specific MMEL for the
individual aircraft type is subsequently issued, the operator’s MEL must be revised within the
specified time frame to conform to the specific MMEL.
3.2.4 Final phase of MEL approval process
a) Phase overview. The final phase begins when the operator formally submits the proposed
MEL or MEL changes to the FOI. The FOI and the AWI shall initially review the operator’s
submittal to verify that it is complete, contains the required elements, and is detailed enough
to permit a thorough evaluation of the MEL.
b) Unacceptable submittal. If the FOI or AWI finds the proposed MEL package to be
incomplete or unacceptable at this time or at any other juncture in the approval process, the
FOI shall contact the operator. If a mutually acceptable correction cannot be immediately
agreed upon, the entire package must be immediately returned to the operator, or its
representative, along with an explanation of the problems found within the documents.
c) Acceptable submittal. If the FOI or AWI finds the proposed MEL package to be complete
and to contain the required information in an acceptable format, the detailed analysis begins.
During this analysis, the FOI shall continue to coordinate with the AWI to perform a detailed
examination of the proposed MEL document and other supporting documents and procedures.
If the operator does not currently have an MEL programme, its MEL management programme
must also be reviewed for acceptability. Inspectors shall examine the technical content and
quality of the proposed MEL document and other supporting documents and procedures as
follows:
1) timely review. Inspectors shall promptly address all deficiencies and notify the operator of
any discrepancies or outstanding issues. The FOI/AWI and the operator may informally
coordinate by telephone to clarify minor discrepancies or misunderstandings;

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2) reference material. Inspectors shall use the MMEL and this handbook as the primary
reference document when reviewing and approving the MEL. In addition, inspectors shall
use the following references:
i) related CAA Nepal regulations;
ii) advisory circulars/pamphlets;
iii) approved flight manual;
iv) operator’s operations specification;
v) operator’s manuals; and
vi) other information provided by the State of Design or State of Manufacture as
applicable.
d) MEL evaluation. Inspectors shall compare the operator’s MEL changes against the
corresponding items in the current MMEL for the specific aircraft type. In addition, inspectors
shall verify that the operator’s MEL contains the following sections:
1. cover page. The MEL cover page contains the operator's name and the make and model
of the aircraft to which the MEL applies;
2. table of contents. The table of contents contains a list of all of the pages in the MEL by
title and the corresponding page identification (usually a page number);
3. log of revisions. The log contains the revision identification (usually a number) and date
of the revision. It may also contain a list of the revised pages, a block for the initials of the
person posting the change and additional enhancements for use by the operator;
4. preamble. The standard MMEL preamble section must be reproduced word for word in
each MEL without modification;
5. definitions. The standard MMEL definitions section must be reproduced word for word in
each MEL without modification; and
6. control page. The control page is used as a method for keeping track of the status of the
MEL and includes a record of the revision status or the date of each page of the
operator’s MEL. It will also be used as a means of conveying CAA Nepal approval of the
MEL. The control page is also referred to as the “List of Effective Pages”.
e) Minimum contents. At a minimum, the control page must contain the following:
1) the operator’s name;
2) a listing of all of the pages in the MEL (including the date of each page and its page
number or revision number);
3) the MMEL revision number on which the MEL is based;
4) a signature block containing space for signature of the FOI;
5) optional contents. The operator may include additional information on the control page to
provide flexibility and additional approval functions; and
6. highlights of change page (optional). This page contains a synopsis of the changes made
by the operator in each revision.
f) Additional Items. The operator may include additional information sections in excess of the
six sections.
1) Individual Air Transport Association of America (ATA) system page evaluation. These
pages contain a list of individual items of equipment in the aircraft together with provisions
for the operation of the aircraft when the items are inoperative. The reviewing inspector

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shall examine the individual ATA system pages, ensuring that the MEL is at least as
restrictive as the MMEL and that operator’s procedures are adequate and appropriate.
The inspector shall also examine the material contained on these pages for conflict with
any Nepalese CARs, with the approved flight manual emergency procedures and
limitations, and with the operator’s operations specification. The following elements are
included:
i) the ATA numbering system. Operators shall use the standard ATA numbering system,
similar to the manner used in the MMEL, for numbering individual pages in this
section. An example of this numbering system would be the communications page:
the first page would be 23-1; the second page would be 23-2’
ii) individual items of equipment. The MMEL contains listed items of installed equipment
that may be inoperative.
2) MMEL items not listed on the operator’s MEL. If items listed on the MMEL are not listed
on the MEL there is no relief.
3) MMEL items listed on the operator’s MEL. Each piece of equipment that is installed on
the aircraft and that is contained in the MMEL, for which the operator seeks relief and that
is appropriate for its operation, shall be listed on the appropriate page of the operator’s
MEL within the associated ATA system. The operator may be more restrictive than
permitted by the MMEL by not listing certain items in its MEL. Each item title on the
operator’s MEL will generally be entered exactly as it is shown on the MMEL. Exceptions
include the following:
i) when the MMEL uses a generic term to address equipment that serves a similar
function when various operators use different names for that equipment; or
ii) when the MMEL lists functions rather than individual pieces of equipment within that
category such as “navigation equipment” or “communications equipment”. In such
cases, the MEL must contain a list of the individual equipment items or systems
within that category that are actually installed on the aircraft such as “VHF
communications transceivers”. When items of this type consist of several components
of a system, the item may be listed as a complete system such as “VOR navigation
system”, consisting of a VOR navigation receiver and its associated indicator. The
inspector shall ensure that the operator has not listed inappropriate items or items
that are listed individually elsewhere in the MMEL. However, the FOI is authorized to
approve generic MMEL relief for navigation or communication equipment that is
appropriate such as ILS, VOR, VHF, HF and GPS.
4) Items listed on the MMEL but not installed on the operator’s aircraft. The FOI may follow
several acceptable methods of dealing with an item of equipment being listed on the
MMEL but not installed on the operator’s aircraft. One method is to simply omit the item
from the MEL altogether, renumbering individual items within an ATA category as
necessary to provide proper continuity. (It should be noted that individual item numbers
on a page are not necessarily ATA code numbers but are simply sequential item numbers
within an ATA category.) Another method is to list the item as shown on the MMEL and to
show the number installed as zero. In this case, the “number required for dispatch” would
also be zero, and the remark “not installed” may be noted under “remarks and
exceptions”; repair category designators should be omitted.
5) Triple asterisk symbol (***). The triple asterisk symbol is used in an MMEL to indicate
that an item is not installed on some models of the aircraft. Operators shall not produce or
use this symbol in the MEL.
6) Repair category. Each item of equipment listed in the operator’s MEL, except for
administrative control items and passenger convenience items, must include the repair

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category designator for that item as shown on the MMEL. These designators, categorized
as “A”, “B”, “C” or “D” indicate the maximum time that an item may remain inoperative
before repair is made. The actual repair categories corresponding to these letters are
provided in the “notes and definitions” section of the MMEL. The operator may choose to
adopt a more restrictive repair category than the one shown on the MMEL, but may not
relax the requirement. Components or subsystems of items categorized in the MMEL,
such as items of communications or navigation equipment that are not listed individually
in the MMEL, must retain the repair category shown on the MMEL when listed as
separate items on the MEL.
7) Passenger convenience items. Passenger convenience items relate to the convenience,
comfort and entertainment of passengers and must never affect the airworthiness of the
aircraft. These items do not carry a specific repair category; however, the operator shall
make repairs to convenience items within a reasonable time frame. Normally, the
operator lists these items individually in ATA Chapters 25 and 38. Passenger
convenience items may be included elsewhere in the MEL if clearly identified as
passenger convenience items. FOIs shall review the proposed MEL to decide which
passenger convenience items are components of an item appearing in the MMEL. When
listing passenger convenience items on the MEL, the operator must list each item for
which the operator wishes relief. Passenger convenience items also apply to cargo
aeroplanes, as appropriate.
8) Administrative control items. “Administrative control item” means an item listed by the
operator in the MEL for tracking and informational purposes. It may be added to an
operator’s MEL by approval of the FOI, provided no relief is granted or provided
conditions and limitations are contained in an approved document (such as structural
repair manual or airworthiness directive). Examples of items that could be considered
administrative control items are cockpit procedure cards, medical kits and life vests.
These items should appear in the appropriate ATA chapter and would not have a repair
category. When the operator chooses this course of action, the FOI must examine each
proposed administrative control item on the operator’s proposed MEL to ensure that the
following conditions are met:
i) no item is included as an administrative control item if it is included elsewhere in the
MMEL;
ii) administrative items are not included as a subsystem of items listed in the MMEL;
iii) administrative items are not granted relief in the MEL unless the release conditions or
limitations are contained in another approved document.
9) Number of items installed. The MEL will normally contain the actual number of items of
particular equipment installed on the aircraft. This number may be either greater or less
than the number shown on the MMEL. The MMEL shows the number of items installed as
the number of those items normally installed on a particular aircraft type. Individual
aircraft operated by an operator may have a different number of items. Frequently, the
MMEL shows a dash in the “number installed” column. This dash indicates that variable
quantities of these items are usually installed on the aircraft. If the operator has an MEL
for a single aircraft or identical aircraft, the actual number of these items on the particular
aircraft must be listed in the MEL. If the operator has an MEL for multiple aircraft, and the
equipment is not installed on all aircraft or there is a variable quantity between aircraft,
the operator’s MEL will not reference specific aircraft identifications; the “number installed”
column may contain a dash.
10) Number of items required for dispatch. Normally, the number of items required for
dispatch is determined by the State of aircraft design and may be modified in the MEL in
only two cases:

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i) when the item is not installed on the aircraft, in which case a zero may be shown as
the number required for dispatch; and
ii) when the item is shown in the MMEL as being a variable number required for
dispatch
Note — In this case, the reviewing inspector shall ascertain that the operator has made a determination as to the
number required for dispatch. There can be several factors that establish this number. In some cases, it is
determined by a reference to specific requirements listed in the “remarks or exceptions” column of the MMEL. An
example would be cabin lights. In this case, the MMEL may show a variable number installed while the “remarks
or exceptions” column might state that 50 per cent of those items be operable. The number required for dispatch
would therefore be 50 per cent of the number of lights determined to be actually installed on the individual aircraft.
Another case where the MMEL may show a variable number required for dispatch is when the “remarks or
exceptions” column of the MMEL contains the statement “as required by regulation”. In this case, the number is
the minimum quantity of these items that must be installed for operations under the CAA Nepal requirements.

11) “Remarks or exceptions”. Certain items demand specific relief developed by the operator
as authorized through operations specifications, area of operation and CAA Nepal
requirements. “As required by regulation” is an example of this type of relief.
12) Other items. Other items in which relief has been specifically written to reflect actions or
restrictions to the operation may be changed only when, the State which approved the
aircraft design makes a change to the MMEL. Generally they contain “O” and “M”
procedures in which the operator develops its company procedures to comply with the
MEL.
13) Evaluation of associated documentation. The inspector shall evaluate the supporting
documentation submitted by the operator to ensure that it is complete and appropriate.
i) The operator’s manual. Inspectors shall evaluate the operator’s manual to ensure that
it contains adequate guidance for the operator's personnel in conducting operations
using the MEL. Generally, if the operator does not presently have an MEL
programme, the applicable portions of its manual and other guidance material shall
be submitted at the time the MEL is submitted for initial review. When evaluating the
operator’s manual, inspectors shall ensure procedures for documenting inoperative
equipment (in the aircraft technical log) and any required maintenance procedures
are clear. At a minimum, provisions for recording the following items shall be
developed:
– an identification of the item of equipment involved;
– a description of the nature of the malfunction;
– an identification of the person making the entry; and
– the MEL item number for the equipment involved.
14) Flight crew notification. The operator shall establish procedures for advising the
pilot-in-command (PIC) of inoperative items and required procedures such as affixing
placards, alternate operating procedures and instructions for the isolation of malfunctions.
The PIC and the operator are both responsible for ensuring that flights are not dispatched
or released until all of the requirements of the “O” and “M” procedures have been met.
15) Flight restrictions. The operator shall establish procedures to ensure that dispatch or
other operational control personnel, as well as the flight crew, are notified of any flight
restrictions required when operating with an item of equipment that is inoperative. These
restrictions may involve maximum altitudes, limitations for the use of ground facilities,
weight limitations or a number of other factors.

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16) Training programme material. Inspectors shall ensure that the operator’s flight and
ground personnel training programmes contain adequate instruction for MEL use.
17) MEL management programme. The FOI shall co-ordinate closely with both the AWI and
the operator on the MEL management programme. Operators must develop an MEL
management programme as a comprehensive means of controlling the repair of items
listed in the approved MEL. Operators must include a description of the programme in
their maintenance manual, Continuing Airworthiness Management Exposition or other
documents. The MEL management plan must include the following:
i) a method for tracking the date and time of deferral and repair;
ii) the procedures for controlling extensions to maximum repair categories;
iii) a plan for co-ordinating parts, maintenance, personnel and aircraft at a specific time
and place for repair;
iv) a review of items deferred due to unavailability of parts;
v) the specific duties and responsibilities of the managers of the MEL management
programme, listed by job title.
g) Terms and conditions of relief. This section contains the terms and conditions of relief
granted to an operator for operating the aircraft with items of installed equipment that are
inoperative. The operator must state the terms and conditions under which operations may be
conducted with inoperative items for the operator’s particular organization and aircraft. The
reviewing inspector must address the following elements of this section:
1) standard phraseology. When reviewing the MEL, inspectors shall ensure that the
operator generally uses the phraseology used in the MMEL to ensure clarity and
standardization. In some cases modified phraseology is appropriate for the operator’s
specific installation.
2) “as required by regulations”. The general term “as required by regulations”, applies to
ATA Chapters 23 (Communications), 31 (Instruments), 33 (Lights) and 34 (Navigation
equipment). When this term appears in the “remarks or exceptions” section of an MMEL,
the operator’s MEL must contain the specific conditions that apply. The operator usually
must research the applicable regulations in detail to develop the appropriate provisions
that apply to that operator’s particular operations.
Note —The operator’s MEL must clearly establish the actual requirement for its operation when the MMEL
stipulates “as required by regulation”. It is not acceptable for the MEL to simply refer to the regulation.

3) “O” and “M” procedures.

i) “O” and “M” procedures must contain descriptions of the individual steps necessary to
accomplish each process. For example, if the MMEL contains an “M” symbol with a
provision that a valve must be closed, the operator must include the appropriate
procedures to close the valve as part of the operator's manual or MEL. The reviewing
inspector must ensure that the procedure addresses the following:
– how the procedure is accomplished;
– the order of accomplishing the elements of the procedure;
– the actions necessary to complete the procedure
ii) For example, if the MMEL contains an “M” symbol with a provision that a valve must
be closed, the operator must include detailed steps and actions for closing and
testing the valve and installing the placard. The actual written procedures may be
contained within the “remarks or exceptions” section of the MEL, in separate
documents, or attached as an appendix. Inspectors shall consult the Guidelines for

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“O” and “M” Procedures of the MMEL when evaluating these procedures. The section
about the Guidelines for “O” and “M” Procedures does not have to be contained
within the operator’s MEL. If the “O” and “M” procedures are not contained within the
MEL, the MEL shall include a reference to the location of the procedures.
Note —While inspectors shall ensure that the procedures are detailed and explicit, it is not necessary that the
operator repeat obvious requirements of the MEL item, of the regulation, or of other established standards.

iii) “O” procedures. The “(O)” symbol indicates a requirement for a specific operations
procedure that must be accomplished in planning for and/or operating with the listed
item inoperative. Normally, these procedures are accomplished by the flight crew;
however, other personnel may be qualified and authorised to perform certain
functions. The satisfactory accomplishment of all procedures, regardless of who
performs them, is the responsibility of the operator. Appropriate procedures are
required to be published as a part of the operator’s manual or MEL.
iv) “M” procedures. The “(M)” symbol indicates a requirement for a specific maintenance
procedure, which must be accomplished prior to operation with the listed item
inoperative. Normally these procedures are accomplished by maintenance personnel;
however, other personnel may be qualified and authorized to perform certain
functions. Maintenance personnel shall accomplish procedures requiring specialized
knowledge or skill, or requiring the use of tools or test equipment. The satisfactory
accomplishment of all maintenance procedures, regardless of who performs them, is
the responsibility of the operator. Appropriate procedures are required to be
published as part of the operator's manual or MEL.
v) Provisos. The “remarks and exceptions” section of the MMEL generally contains
provisos that include specific conditions under which an item of equipment may be
inoperative. These provisos must be carried over either verbatim into the operator’s
MEL or by using equivalent terminology. Provisos are distinct from “O” and “M”
procedures. A procedure is an action that must be performed. A proviso is a condition
that must exist. For a proviso that operations must be conducted under VFR, an
operation under an IFR flight plan is not permitted, regardless of the weather
conditions. When reference is made to visual meteorological conditions (VMC),
operations may be conducted under an IFR flight plan, but only in VMC.
h) Approval of the MEL. The FOI will coordinate with the AWI on accepting the MEL. The AWI
must ensure that prior to authorizing the use of the approved MEL for an AOC holder that the
MEL management programme is approved. Once the FOI and AWI are satisfied that all
requirements of this chapter have been met the FOI sends the letter of approval to the
operator and stamps the list of effective pages
3.3 MEL USE IN SERVICE
3.3.1 General
This section contains specific direction, guidance, and procedures for operations and airworthiness
inspectors on the revision, administration, and policy application for administering MELs that have
been approved for use by operators operating under the provisions of the Nepalese Civil Aviation
Regulations.
3.3.2 Revision procedures
a) Revisions to an MEL. Either the operator or the CAA Nepal may initiate revisions to an
operator’s MEL. Operator initiated revisions may be equal to or more restrictive than the
MMEL. It is not necessary for an operator to submit an entire MEL when requesting the
approval of a revision. The minimum submission would consist of only the affected pages; the
approval by the operations inspector (FOI) may only consist of specific items. These items are
approved within a controlled process, and the operator will produce the final MEL document.

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If the revision results in individual pages either being added or deleted, a revised table of
contents page is also required.
b) MEL revision initiated by an operator. An operator initiated MEL revision will normally fit
into one of the following three categories:
1) items not requiring an MMEL change. Operators may propose changes to an MEL that
are equal to, or more restrictive than, the MMEL. These revisions are approved by the
FOI using the same procedures, as those required for an original MEL approval;
2) items requiring an MMEL change. Operators may request changes to an MEL that are
less restrictive than the MMEL. However, the MEL cannot be revised until the MMEL has
been revised to permit the proposed MEL change. The most common instance of a
revision request of this type occurs when an operator installs additional equipment on an
aircraft and provisions for that equipment are not included on the current MMEL; or
3) major aircraft modifications. Major aircraft modifications, such as a supplemental type
certificate (STC), a major alteration or a type certificate (TC) amendment, may invalidate
the MEL for that aircraft. Operators shall review the MEL to assess the impact of any
planned modification and shall immediately notify the FOI of these modifications and the
impact on the MEL. The FOI should obtain guidance from the State of Design, as
applicable, to determine if a revision to the MMEL is required.
c) MEL revisions initiated by the CAA Nepal. When the CAA for the State of Design revises
an MMEL, operators, manufacturers, receive notification by printed or electronic means.
i) Non-mandatory revision. Some MMEL revisions only provide additional relief that are
less restrictive than the operator's MEL may be ignored by the operator. An example
of a non-mandatory revision is when the MMEL has been revised to provide for
optional equipment normally not installed on all aircraft of a particular type, such as
logo lights. Operators that operate aircraft with logo lights may choose to revise the
MELs, while operators operating without logo lights would not.
ii) Global change. A global change is another type of non-mandatory revision. A global
change generally applies to items of equipment that are required to be installed by a
new regulatory requirement, such as a cockpit voice recorder (CVR). Items affected
by State of Design CAA policy decisions are also global changes. The global change
does not replace the normal MMEL revision process. When a standard revision to an
MMEL is issued, it will include all global changes issued to date. However, since the
process for revising the MMEL can be lengthy and the operator’s MEL must be based
on the MMEL, a global change will allow an operator to revise its MEL prior to the
change in the MMEL. The FOI has the authority to approve the operator’s MEL
revision on the basis that the global change is an approved addendum to the existing
MMEL provided that the global changes is in conformance with the applicable
Nepalese Civil Aviation Regulations and CAA Nepal policy.
Note — Not all States of Design utilize a Global Change process.

iii) Mandatory revisions. Mandatory changes, which are more restrictive and may
remove relief from the current MMEL, are reflected by the next successive change to
the basic MMEL revision number itself. Any MMEL changes that are more restrictive
than the operator’s MEL will be implemented by the operator as soon as possible. In
some cases when relief is removed from the MMEL, there will be a specific date for
compliance or guidance for an acceptable date to be negotiated between the FOI and
the operator.
iv) FOI or AWI initiated revision. A FOI or AWI may initiate an MEL revision that is not
based on a revision to the MMEL. The FOI shall make such a request to the operator
in writing, stating specific reasons why the revision is necessary. A FOI or AWI

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initiated revision may be made upon the discovery that an operator has modified an
aircraft or that faulty maintenance or operations procedures exist. The FOI or AWI
shall work closely with the operator and make every effort to resolve the matter in a
mutually agreeable manner. The operator shall be given a reasonable time period to
make the required changes depending on whether safety of flight is affected.
d) Modifications within a fleet. If an operator has been granted approval to use the MEL for a
fleet, and the operator installs a new piece of equipment in one or more aircraft, the operator
may continue to operate that aircraft under the provisions of the currently approved MEL. The
operator may not defer repair of the new item until an appropriate revision to the MEL has
been approved.
3.3.3 Tracking of revision status
FOIs and AWIs shall maintain a copy of the current MEL for each assigned operator’s aircraft type.
The FOI and AWI shall track the revision status of the operator’s MEL, to ensure it is current with the
revision status of the MMEL (except for non-mandatory amendments).
3.3.4 Availability of MEL for flight crew members
Flight crew members must have direct access to the MEL, which is a part of the Flight Safety
Documentation System, at all times prior to flight. Although not required, the easiest method of
compliance with this requirement is for the operator to carry the MEL aboard each aircraft. The
operator may choose to use some system of access to the MEL other than the MEL document. The
critical element in approving an alternate form of access is whether or not the flight crew has a direct
means of access to the appropriate information in the MEL, specifically “O” and "M" procedures.
Direct access shall not be construed to mean access through telephone or radio conversations with
maintenance or other personnel. If the operator chooses to provide the flight crew with access to the
MEL by other than printed means, the method must be approved in the operator's MEL programme.
3.3.6 Discrepancies discovered during flight
Use of the MEL is not applicable to discrepancies or malfunctions that occur or are discovered during
flight. Once an aircraft moves under its own power, the flight crew must handle any equipment failure
in accordance with the approved flight manual. A flight is considered to have departed when the
aircraft moves under its own power for the purpose of flight. Discrepancies occasionally occur
between the time the flight departs and the time it takes off. If the flight manual contains procedures
for handling that discrepancy, or if the PIC deems that the discrepancy does not affect the safety of
flight, the flight may continue. The discrepancy must be addressed prior to the next departure. For
those operators who are required to use a dispatch or flight release, the PIC must handle a
discrepancy that occurs after the issuance of the release, but before the flight departs, in accordance
with the MEL. The PIC must obtain a new or amended dispatch or flight release, as well as any
required airworthiness release. This new or amended release must contain any applicable flight
restrictions necessary for operation with any item of equipment that is inoperative.
3.3.7 Documentation of discrepancies
Provisions of the MMEL preamble require that an airworthiness release be issued or an entry be
made in the aircraft technical log prior to conducting any operations with items of equipment that are
inoperative.
3.3.8 Conflict with airworthiness directives (ADs)
Occasionally an AD may apply to an item of equipment that may be authorized to be inoperative
under the MEL. The item may not simply be deferred under the MEL in order to avoid or delay
compliance with the AD or a CAA Nepal approved alternate means of compliance with the AD. In all
cases, when an AD has been issued, the operator must comply fully with the terms of the AD or a
CAA Nepal approved alternate means of compliance with the AD. In other cases, the provisions of an
AD may allow operation of the aircraft on the condition that certain items of installed equipment be

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used or be operable. In those cases, the affected items must be operable even though the MEL may
provide for deferral of repair.
3.3.9 Interrelationships of inoperative components
When the MEL authorizes a component of a system to be inoperative, only that component may be
affected. When a system is authorized to be inoperative, individual components of that system may
also be inoperative. Any warning or caution systems associated with that system must be operative
unless specific relief is authorized in the MEL. The operator must consider the interrelationship of
inoperative components. This consideration must include the following:
a) the interrelationship of one piece of equipment on another;
b) the crew workload;
c) the operation of the aircraft; and
d) the flight restrictions.
3.3.10 Repair categories
When an item of equipment becomes inoperative, and repair is deferred under an MEL, the operator
must make repairs as specified by the associated repair category designator (“A”, “B”, “C” or “D”) and
the operator’s MEL management system. In the event that more items are installed then those that
are required for normal operation, the “C” repair category may be used. For example, if one altitude
alerting system is required and the associated repair category is “B”, but there are two such systems
installed, failure of the first system could be deferred as specified for a “C” category item (10 days).
Failure of the remaining system would limit at least one system to the repair category for the “B”
category item (3 days). See the definitions section of the MMEL for an explanation of repair
categories.
3.4 CONFIGURATION DEVIATION LISTS (CDL)
3.4.1 General
This section contains information for operations and airworthiness inspectors concerning the
development and approval processes of configuration deviation lists (CDL). Transport aircraft may be
approved for operations with missing secondary airframe and engine parts. Approval for operating
with these parts missing would be authorised by the State of Design. Evaluation and approval of
CDLs are functions of the State of Design.
3.4.2 Development and approval of CDL
An aircraft manufacturer develops a proposed CDL for a specific aircraft type. Engineering specialists
submit the proposed CDL to the responsible CAA office for approval. The responsible CAA office will
then co-ordinate with, aircraft evaluation group (AEG) (or other similar forum) to resolve any problems
and discrepancies prior to approving the CDL. The CDL, once approved, is often incorporated into the
limitations section of the aeroplane flight manual (AFM) as an appendix. For some manufacturers, the
CDL may be a stand-alone document and part of the structural repair manual or another
manufacturer’s document. Some operators may choose to attach a copy of the CDL to their MEL for
easy and ready reference by flight crews.
3.4.3 Use of a CDL
Operators must follow the CDL limitations when operating with a configuration deviation. Operators
are required to observe the following:
a) the limitations in the CDL when operating with certain equipment missing (except as noted in
the appendix to the approved flight manual);
b) the flight operations, restrictions or limitations that are associated with each missing airframe
and engine part;

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c) any placard(s) required by the CDL describing associated limitations, which must be affixed in
the cockpit in clear view of the pilot in command (PIC) and other appropriate crew members.
3.4.4 CDL approval
The CAA Nepal shall ensure that operators comply with any applicable approvals issued by the State
of Registry and/or State of Design. The operations inspector (FOI) must ensure that the operator has
developed appropriate procedures for the PIC and, if appropriate, procedures for notifying dispatch of
the CDL missing parts by an appropriate notation in the aircraft technical logbook or other acceptable
means. For aircraft for which Nepal is the State of Registry, the CAA Nepal will validate/approve the
CDL.

3.5 PROCEDURE FOR THE VERIFICATION AND APPROVAL OF MEL AND CDL

The inspector shall follow the procedures as mentioned in Appendix 32 (AOC-PROC-07) by using
checklist FOD-FORM-CL-214 when reviewing an applicant’s MEL and Appendix 40 (AOC-PROC-14)
for verification on approval of CDL using checklist FOD-FORM-CL-.219.

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Attachment C
JOINT OPS/AWI MEL REVIEW
Job Aid

File reference: Date of

inspection:

Operator:

Aircraft Make/Model:

Air Operator MMEL

Contact: Revision
#:

CAA Nepal OPS

Inspector:
CAA Nepal AWI
Inspector:

S = Satisfactory U = Unsatisfactory N/A = Not Applicable

S U N/A
1. The MEL is current with the MMEL date and revision number

2. Contains the ATA Table of Contents

3. Contains the Preamble

4. Contains the Notes and Definitions Section same as the MMEL

5. Contains list of effective pages

6. All items addressed in the MMEL covered in the MEL

If no, include explanation:

7. Items have been added

If so, include description:

8. Each page of the MEL can be matched to MMEL to confirm revision number
and date of revision
9. Describes the operations procedure for placarding:

10. Describes the procedure for recording discrepancies:

11. Describes the procedure for clearing discrepancies:

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12. Are all items at least as restrictive as the MMEL:

13. Remarks or exceptions specific relief developed:

14. Flight Crew notification procedures established

15. MEL Management Programme has been established

16. MEL training programme

Remarks:
(a) OPS INSPECTOR:

(b) AWI INSPECTOR:

OVERALL RESULT: OPS and

AWI
Inspector’s
signature:

Satisfactory Names of
OPS and
AWI
Inspectors:

Unsatisfactory Date:

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Chapter 4
TRAINING PROGRAMME
PART I — TRAINING MANUAL/PROGRAMME APPROVAL

4.1 BACKGROUND AND OBJECTIVES

4.1.1 FOR-A para [Link] and FOR-H Sec. 2 para [Link] require an AOC holder to ensure that all
operations personnel are properly instructed in their duties and responsibilities and the relationship of
such duties to the operation as a whole. The AOC holder shall have a training programme manual
approved by the CAA Nepal containing the general training, facilities and record keeping policies.
Furthermore, training programmes for instructors who provide training to operations personnel shall
also have the approval of the CAA Nepal.
4.1.2 This chapter outlines the procedures and job aids that CAA Nepal inspectors will utilize prior
to providing the approval of an air operators training programmes for the purpose of qualifying a crew
member, or person performing operational control functions, for duties in commercial air transport.
4.2 TRAINING MANUAL APPROVAL
4.2.1 The training programme shall be described in detail either in the operations manual or in a
training manual which, whilst it will form part of the operations manual, will be issued as a separate
manual. The choice will generally depend upon the extent of the operations and the number and
types of aircraft in the operator’s fleet.
[Link] Most applicants find it convenient to set forth their training programmes in a training manual of
one or more volumes to facilitate easy application and updating. Depending on the scope and
complexity of the proposed operation, the training programmes required by CAA Nepal requirements
may be carried out under the direct control of the air operator or conducted by other training facilities
under contract or a combination thereof
[Link] The applicant shall also submit, where available, the Flight Crew Training Manual (FCTM) of
the type provided by the manufacturer. The Inspector shall provide approval of the Training
Program/Manual of the applicant based upon the FCTM provided.
4.2.2 Training syllabi and checking programmes for all operations personnel assigned to
operational duties in connection with the preparation and/or conduct of a flight shall be developed to
meet the respective requirements of CAA Nepal. An AOC holder may not use, nor may any person
serve in a required crewmember capacity or operational capacity unless that person meets the
training and currency requirements established by the CAA Nepal for that respective position.
4.2.3 Flight Crew. The training syllabi and checking programmes for flight crew members shall
include:
a) a training programme acceptable to the CAA Nepal that provides for basic indoctrination,
initial, transition, difference and recurrent training, as appropriate, for flight deck crew
members for each type of aircraft flown by that crew member. This training programme shall
include both normal and emergency procedures training applicable for each type of aircraft
flown by the crew member;
b) adequate ground and flight training facilities and properly qualified instructors required to
meet training objectives and needs;
c) a current list of approved training materials, equipment, training devices, simulators and other
required training items needed to meet the training needs for each type and variation of
aircraft flown by the AOC holder; and

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d) a record system acceptable to the CAA Nepal to show compliance with appropriate training
and currency requirements.
4.2.4 Cabin crew. The training syllabi and checking programmes for cabin crew members shall
include:
a) basic initial ground training covering duties and responsibilities;
b) appropriate CAA Nepal rules and regulations;
c) appropriate portions of the AOC holder’s operating manual;
d) appropriate emergency training as required by the CAA Nepal and the AOC holder’s
operating manual;
e) appropriate flight training;
f) appropriate recurrent, upgrade, or difference training, as required, to maintain currency in any
type and variance of aircraft the crew member may be required to work in;
g) adequate training facilities and properly qualified instructors required to meet training
objectives and needs;
h) a current list of approved training materials, equipment, training devices, simulators and other
required training items needed to meet the training needs for each type and variation of
aircraft flown by the AOC holder; and
i) maintain a training record system acceptable to the CAA Nepal to show compliance with all
required training;
4.2.5 All crew members. A training programme shall be developed for all crew members in the
emergency procedures appropriate to each make and model of aircraft flown in by the crew member.
Areas shall include:
a) instruction in emergency procedures, assignments and crew co-ordination;
b) individual instruction in the use of on-board emergency equipment such as fire extinguishers,
emergency breathing equipment, first aid equipment and its proper use, emergency exits and
evacuation slides and the aircraft’s oxygen system including the use of portable emergency
oxygen bottles. Flight crew members shall also practice using their emergency equipment
designed to protect them in case of a cockpit fire or smoke;
c) training shall also include instruction in potential emergencies such as rapid decompression,
ditching, fire-fighting, aircraft evacuation, medical emergencies, hijacking and disruptive
passengers; and
d) scheduled recurrent training to meet CAA Nepal requirements.
4 2.6 All operations personnel. The training syllabi and checking programmes for all operations
personnel shall include:
a) training in the safe transportation and recognition of all dangerous goods to a depth sufficient
to ensure that an awareness is gained of the hazards associated with dangerous goods, how
to identify them and what requirements apply to the carriage of such goods by passengers.
Training shall include: general philosophy; limitations on dangerous goods in air transport;
package marking and labeling; dangerous goods in passengers baggage; emergency
procedures; and a method of providing any required notification of an accident or incident
involving undeclared dangerous good;
Note — The requirements for training outlined here are for air operators who are not authorized to carry
dangerous goods. The requirements for the initial approval and continuing safety oversight of air operators that
do carry dangerous goods are extensive. Therefore, the Dangerous Goods Inspector Handbook has been
established as a separate handbook and the procedures and job aids/checklist in this document will be utilized by

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CAA Nepal inspectors for the approval (including training) and oversight of air operators who may wish to be
approved to carry dangerous goods.

b) all appropriate security training required by the CAA Nepal.

Note —Procedures for the review of the security training programmes are not contained in this handbook as this
review will be completed by the Directorate, AVSEC Department.

4.2.6 Operations personnel other than crew members. For operations personnel other than
crew members (e.g., flight operations officer, handling personnel, etc.), a written training programme
shall be developed that pertains to their respective duties. The training programme shall provide for
initial, recurrent and any required upgrade training.
4.2.7 Procedures for training and checking. These are procedures to be applied in the event that
personnel do not achieve or maintain the required standards.
4.2.8 Document retention. These are procedures for retention of documentation as required by
CAA Nepal regulations.
4.3 TRAINING PROGRAMME APPROVAL – GENERAL
4.3.1 An applicant for an air operator certificate (AOC) is required to develop a training programme
for crew members, dispatchers and instructors. An existing operator may need to revise its training
programme when purchasing new equipment, operating in a new environment, obtaining new
authorizations, or when new CAA Nepal requirements are specified. Each operator must obtain CAA
Nepal approval of curriculums used for training crew members, instructors, examiners and
dispatchers. The operator is responsible for ensuring that its training programme is complete, current
and in compliance with CAA Nepal guidance. (Unless otherwise specified in this chapter, the term
“operator” applies equally to an applicant for a certificate and an existing certificate holder).
4.3.2 CAA Nepal inspectors will carry out a thorough analysis and inspection of all phases of the
applicant’s ground and flight training programmes. This analysis and inspection will establish whether
the training methods, syllabi, training aids/devices, training standards, related facilities and record
keeping are adequate. The qualifications of ground and flight instructor personnel and their
effectiveness evaluated.
4.3.3 Factors to be considered in the assessment and inspection of an applicant’s training
programme are:
a) the completeness of the training syllabus and adequacy of facilities, aids, equipment and
related training material. These items shall satisfactorily provide for the particular type of
training required and be utilized in such a manner as to achieve the desired training standards
and objectives. Particular attention shall be given to the availability of approved flight
simulation training devices appropriate to the flight training syllabus;
b) the adequacy and effectiveness of audio-visual training systems that use computer-based
instructions, slides, videos and/or films for presenting instructions on aircraft systems,
aerodrome qualifications and other related subjects;
c) the existence of provisions to obtain the necessary training material and to instruct personnel
whenever new types of operations, new aircraft and/or equipment, or new or revised
maintenance methods or procedures are introduced; and
d) the competency of the applicant’s instructors and training supervisors or training
organizations to which the applicant intends to contract training.
4.3.4 In assessing the scope, quality and effectiveness of the training programme, the CAA Nepal
inspector shall observe a sampling of actual training or instruction being given so that it can be
determined that:
a) the applicant adheres to the prescribed syllabus;

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b) the applicant’s ground and flight instructors are competent; and

c) training personnel are able to recognize and appropriately deal with weak or unsatisfactory
trainees;
4.3.5 During the inspection of the training programme, the applicant’s plan for the maintenance of
pilot qualifications, for conversion and pilot upgrading, shall also be reviewed to ensure that:
a) the training and associated qualification checks are carried out in a conscientious manner by
properly qualified and authorized personnel;
b) in flight training, no manoeuvre that might result in an accident is prescribed, taking into
account the aircraft involved and the experience and qualifications of the pilot in training and
also of the instructor or check pilot;
c) initial and recurrent training and checking is conducted in a systematic manner and in
accordance with the training syllabus, without undue reliance upon the individual skill or
preferences of the instructor or check pilot; and
d) simulation of abnormal or emergency situations is not permitted when passengers or cargo
are carried.
4.3.6 The CAA Nepal inspector will approve the applicant’s training programme in discrete
self-contained sections such as initial training, recurrent training, transition training, conversion
training and upgrading training, which can then be further divided into subsections such as ground
training, simulator training and flight training. Should any section or subsection of the training
programme not meet the required standards, it shall be referred back to the applicant with a detailed
explanation of its deficiencies and of the corrective action necessary. When all requirements for the
training programme have been fully met, the applicant shall be notified officially that the training
programme has been approved. Any subsequent change to the training programme will require the
approval of the CAA Nepal.
4.4 SPECIFIC TRAINING PROGRAMME
4.4.1 Crew Resource Management training. Flight operations officers and all aircraft crew
members shall have CRM training as part of their initial and recurrent training requirements. CRM
training shall include an initial indoctrination/awareness segment, a method to provide recurrent
practice and feedback, and a method of providing continuing reinforcement. Curriculum topics to be
contained in a CRM training course include:
— communications processes and decision behaviour
— internal and external influences on interpersonal communications
— barriers to communication
— listening skills
— decision-making skills
— effective briefings
— developing open communications
— inquiry, advocacy, and assertion training
— crew self-critique
— conflict resolution
— team building and maintenance
— leadership and follow-ship training
— interpersonal relationships

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— workload management
— situational awareness
— how to prepare, plan and monitor task completions
— workload distribution
— distraction avoidance
— individual factors
— stress reduction
4.4.2 Emergency equipment training. The training programme shall require each aircraft crew
member to complete emergency equipment training during the specified training periods, using those
items of installed emergency equipment for each type of aircraft in which he or she is to serve. During
initial training, each aircraft crew member shall be required to perform the following one-time
emergency drills:
a) protective breathing equipment (PBE)/fire-fighting drill:
i) locate source of fire or smoke (actual or simulated fire);
ii) implement procedures for effective crew co-ordination and communication, including
notification of flight crew members about fire situation;
iii) don and activate installed PBE or approved PBE simulation device;
iv) manoeuvre in limited space with reduced visibility;
v) effectively use the aircraft’s communication system;
vi) identify class of fire;
vii) select the appropriate extinguisher;
viii) properly remove extinguisher from securing device;
ix) prepare, operate and discharge extinguisher properly; and
x) utilize correct fire-fighting techniques for type of fire;
b) emergency evacuation drill:
i) recognize and evaluate an emergency;
ii) assume appropriate protective position;
iii) command passengers to assume protective position;
iv) implement crew coordination procedures;
v) ensure activation of emergency lights;
vi) assess aircraft conditions;
vii) initiate evacuation (dependent on signal or decision);
viii) command passengers to release seatbelts and evacuate;
ix) assess exit and redirect, if necessary; to open exit, including deploying slides and
commanding helpers to assist;
x) command passengers to evacuate at exit and run away from aircraft;
xi) assist special-need passengers, such as handicapped, elderly and persons in a state of
panic; and

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xii) actually exit aircraft or training device using at least one of the installed emergency
evacuation slides;
Note — The training programme shall require crew members to either observe the aeroplane exits being opened
in the emergency mode and the associated exit slide/raft pack being deployed and inflated, or perform the tasks
resulting in the accomplishment of these actions.

The training programme shall require each aircraft crew member to accomplish additional emergency
drills during initial and recurrent training, including actual performance of the following emergency
drills:
c) emergency exit drill:
i) correctly pre-flight each type of emergency exit and evacuation slide or slide raft (if part
of cabin crew member’s assigned duties);
ii) disarm and open each type of door exit in normal mode;
iii) close each type of door exit in normal mode;
iv) arm each type of door exit in emergency mode;
v) open each type of door exit in emergency mode;
vi) use manual slide inflation system to accomplish or ensure slide or slide raft inflation;
vii) open each type of window exit; and
viii) remove escape rope and position for use;
d) hand-held fire extinguisher drill:
i) pre-flight each type of hand-held fire extinguisher;
ii) locate source of fire or smoke and identify class of fire;
iii) select appropriate extinguisher and remove from securing device;
iv) prepare extinguisher for use;
v) actually operate and discharge each type of installed hand fire extinguisher;
Note 1 — Fighting an actual or a simulated fire is not necessary during this drill.

Note 2 — The discharge of halon extinguishing agents during fire-fighting drills in not appropriate, unless a
training facility is used that is specifically designed to prevent harm to the environment from the discharged halon.
When such facilities are not used, other fire extinguishing agents that are not damaging to the environment
should be used during the drills.

vi) utilize correct fire-fighting techniques for type of fire;

vii) implement procedures for effective crew co-ordination and communication, including
notification of flight crew members about the type of fire situation;
e) emergency oxygen system drill:
i) pre-flight and operation of portable oxygen devices;
ii) actually operate portable oxygen bottles, including masks and tubing;
iii) verbally demonstrate operation of chemical oxygen generators or installed oxygen
supply system;
iv) prepare for use and operate oxygen device properly, including donning and activation;
v) administer oxygen to self, passengers and to those persons with special oxygen needs;
vi) utilize proper procedures for effective crew coordination and communication;

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vii) manually open each type of oxygen mask compartment and deploy oxygen masks;
viii) identify compartments with extra oxygen masks;
ix) implement immediate action decompression procedures;
x) reset oxygen system, if applicable;
xi) pre-flight and operation of PBE; and
xii) activate PBE;
f) flotation device drill:
i) pre-flight flotation device, if appropriate;
ii) don and inflate life vests;
iii) remove and use flotation seat cushions, as installed; and
iv) demonstrate swimming techniques using a seat cushion, as installed;
g) ditching drill, if applicable:
Note — During a ditching drill, students shall perform the “prior to impact” and “after impact” procedures for
ditching, as appropriate, to the specific operator’s type of operation.

i) implement crew coordination procedures, including briefing with captain to obtain

pertinent ditching information and briefing cabin crew members;
ii) coordinate time frame for cabin and passenger preparation;
iii) adequately brief passengers on ditching procedures;
iv) ensure cabin is prepared, including the securing of carry-on baggage, lavatories and
galleys;
v) demonstrate how to properly deploy and inflate slide raft;
vi) demonstrate how to properly deploy and inflate life rafts, if applicable;
vii) remove, position and attach slide rafts to aircraft;
viii) inflate rafts;
ix) use escape ropes at over wing exits;
x) command helpers to assist;
xi) use slides and life vests or seat cushions as flotation devices;
xii) remove appropriate emergency equipment from aircraft;
xiii) board rafts properly;
xiv) initiate raft management procedures (i.e., disconnecting rafts from aircraft, applying
immediate first aid, rescuing persons in water, salvaging floating rations and equipment,
deploying sea anchor, tying rafts together, activating or ensuring operation of
emergency locator transmitter);
xv) initiate basic survival procedures (i.e., removing and utilizing survival kit items, repairing
and maintaining raft, ensuring protection from exposure, erecting canopy,
communicating location, providing continued first aid, providing sustenance);
xvi) use heaving line to rescue persons in water;
xvii) tie slide rafts or rafts together;
xviii) use life line on the edge of slide- or life-raft as a handhold; and

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xix) secure survival kit items.

The training programme shall require each aircraft crew member to accomplish additional emergency
drill requirements during initial and recurrent training including observing the following emergency
drills:
h) life raft removal and inflation drill, if applicable.
i) removal of a life raft from the aircraft or training device; and
ii) inflation of a life raft;
i) slide raft transfer drill:
i) transfer of each type of slide raft pack from an unusable door to a usable door;
ii) disconnect slide raft at unusable door;
iii) redirect passengers to usable slide raft; and
iv) installation and deployment of slide raft at usable door.
j) slide and slide raft deployment, inflation and detachment drill:
i) engage slide girt bar in floor brackets, if applicable;
ii) arm slide for automatic inflation;
iii) inflate slides with and without quick-release handle (manually and automatically);
iv) disconnecting slide from the aircraft for use as a flotation device;
v) arm slide rafts for automatic inflation; and
vi) disconnecting slide raft from the aircraft.
k) emergency evacuation slide drill:
i) open armed exit with slide or slide raft deployment and inflation; and
ii) egress from aircraft via the evacuation slide and run away to a safe distance.
4.4.3 Flight crew initial aircraft ground training
[Link] The initial aircraft ground training curriculum for the flight crew shall be applicable to their
duties, the type of operations conducted and aircraft flown. Instructions shall include at least the
following general subjects:
a) AOC holder’s dispatch, flight release or flight locating procedures;
b) principles and methods for determining mass and balance and runway limitations for take-off;
c) AOC holder’s operations specifications, authorizations and limitations;
d) adverse weather recognition and avoidance, and flight procedures which shall be followed
when operating in the following conditions:
— icing
— fog
— turbulence
— heavy precipitation
— thunderstorms
— low-level windshear and microburst
— low visibility

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— contaminated runways
e) normal and emergency communications procedures and navigation equipment including the
AOC holder’s communications procedures and ATC clearance requirements;
f) navigation procedures used in area departure, en-route, area arrival, approach and landing
phases, to include visual cues prior to and during descent below DH or MDA;
g) approved crew resource management training;
h) air traffic control systems, procedures and phraseology
i) aircraft performance characteristics during all flight regimes, including:
i) the use of charts, tables, tabulated data and other related manual information;
ii) normal, abnormal and emergency performance problems;
iii) meteorological and mass limiting performance factors (such as temperature, pressure,
contaminated runways, precipitation, climb/runway limits);
iv) inoperative equipment performance limiting factors (such as MEL/CDL, inoperative
anti-skid); and
v) special operational conditions (such as unpaved runways, high altitude aerodromes and
drift down requirements)
j) normal, abnormal and emergency procedures on the aircraft type to be used;
[Link] The initial aircraft ground training curriculum for the flight crew shall be applicable to their
duties, the type of operations conducted and aircraft flown, including at least the following aircraft
systems (if applicable):
a) airframe:
— aircraft
— aircraft dimensions, turning radius, panel layouts, cockpit and cabin configurations
— other major systems and components or appliances of the aircraft
— operating limitations
— approved aircraft flight manual
b) powerplants:
— basic engine description
— engine thrust ratings
— engine components such as accessory drives, ignition, oil, fuel control, hydraulic and
bleed air features
c) electrical:
— sources of aircraft electrical power (such as engine driven generators, APU generator,
external power, etc.)
— electrical buses
— circuit breakers
— aircraft battery
— standby power systems

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d) hydraulic:
— hydraulic reservoirs, pumps, accumulators; filters, check valves, interconnects and
actuators
— other hydraulically operated components
e) fuel:
— fuel tanks (location and quantities)
— engine driven pumps
— boost pumps
— system valves and crossfeeds
— quantity indicators
— provisions for fuel jettisoning
f) pneumatic:
— bleed air sources (APU, engine or external ground air)
— means of routing, venting and controlling bleed air via valves, ducts, chambers and
temperature and pressure limiting devices
g) air conditioning and pressurization:
— heaters, air conditioning packs, fans and other environmental control devices
— pressurization system components such as outflow and negative pressure relief valves
— automatic, standby and manual pressurization controls and annunciators
h) flight controls:
— primary controls (yaw, pitch, and roll devices)
— secondary controls (leading/trailing edge devices, flaps, trim, and damping mechanisms)
— means of actuation (direct/indirect or fly by wire)
— redundancy devices
i) landing gear and brakes:
— landing gear extension and retraction mechanism including the operating sequence of
struts, doors and locking devices, and brake and anti-skid systems, if applicable
— steering (nose or body steering gear)
— bogie arrangements
— air/ground sensor relays
— visual downlock indicators
j) ice and rain protection:
— rain removal systems
— anti-icing and/or de-icing system(s) affecting flight controls, engines, pitot static and other
probes, fluid outlets, cockpit windows and aircraft structures
k) equipment and furnishings:
— exits

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— galleys
— water and waste systems
— lavatories
— cargo areas
— crew member and passenger seats
— bulkheads
— seating and/or cargo configurations
— non-emergency equipment and furnishings
l) navigation equipment:
— flight directors
— horizontal situation indicator
— radio magnetic indicator
— navigation receivers (GPS, ADF, LDA, VOR, RNAV, marker beacon, DME) as required
for the flight operations to be conducted
— inertial systems (INS, IRS)
— functional displays
— fault indications and comparator systems
— aircraft transponders
— radio altimeters
— weather radar
— cathode ray tube or computer generated displays of aircraft position and navigation
information
m) auto flight system:
— autopilot
— autothrottles
— flight director and navigation systems
— automatic approach tracking
— autoland
— automatic fuel and performance management systems
n) flight instruments:
— panel arrangement
— flight instruments (attitude indicator, directional gyro, magnetic compass, airspeed
indicator, vertical speed indicator, altimeters, standby instruments)
— instrument power sources and instrument sensory sources (e.g., pitot static pressure).
o) display systems:
— weather radar

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— other cathode ray tube (CRT) or computer generated displays (e.g., checklist, vertical
navigation or longitudinal navigation displays)
p) communication equipment:
— VHF/HF/SAT COM radios
— audio panels
— inflight interphone and passenger address systems
— voice recorder
— air/ground passive communications systems (ACARS)
q) warning systems:
— aural, visual, and tactile warning systems (including the character and degree of urgency
related to each signal)
— warning and caution annunciator systems (including airborne collision avoidance, ground
proximity and take-off configuration warning systems)
r) fire protection:
— fire and overheat sensors, loops, modules or other means of providing visual and/or aural
indications of fire or overheat detection
— procedures for the use of fire handles, automatic extinguishing systems and extinguishing
agents
— power sources necessary to provide protection for fire and overheat conditions in engines,
APU, cargo bay/wheel well, cockpit, cabin and lavatories
s) oxygen:
— passenger, crew and portable oxygen supply systems
— sources of oxygen (gaseous or solid)
— flow and distribution networks
— automatic deployment systems
— regulators, pressure levels and gauges
— servicing requirements
t) lighting:
— cockpit, cabin and external lighting systems
— power sources
— switch positions
— spare light bulb locations
u) emergency equipment:
— fire and oxygen bottles
— first aid and medical kits
— liferafts and life preservers
— crash axes
— emergency exits and lights

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— slides and slide rafts

— escape straps or handles
— hatches, ladders and movable stairs
v) auxiliary power unit (APU):
— electric and bleed air capabilities
— interfaces with electrical and pneumatic systems
— inlet doors and exhaust ducts
— fuel supply
w) performance
[Link] The initial aircraft ground training curriculum for the flight crew shall be applicable to their
duties, the type of operations conducted and aircraft flown, including at least the following aircraft
systems integration items:
a) use of checklist:
— safety checks
— cockpit preparation (switch position and checklist flows)
— checklist callouts and responses
— checklist sequence
b) flight planning:
— pre-flight and in-flight planning
— performance limitations (meteorological, mass, and MEL/CDL items)
— required fuel loads
— weather planning (lower than standard takeoff minimums or alternate requirements)
c) display systems:
— weather radar
— CRT displays (checklists, vertical navigation or longitudinal navigation displays)
c) navigation and communications systems:
— pre-flight and operation of applicable receivers
— onboard navigation systems
— flight plan information input and retrieval
e) autoflight/flight directors:
— autopilot
— autothrust
— flight director systems, including the appropriate procedures, normal and abnormal
indications and annunciators
f) cockpit familiarization:
— activation of aircraft system controls and switches to include normal, abnormal and
emergency switches

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— control positions and relevant annunciators, lights or other caution and warning systems
4.4.4 Flight Crew initial aircraft flight training
[Link] The pilot initial flight training includes at least the following training and practice in
procedures related to the carrying out of pilot duties and functions. This training and practice may be
accomplished either in flight or in a flight simulation training device (FSTD), as appropriate to the
category and class of aircraft and as approved by the CAA Nepal. If available, an FSTD must be
utilized for training on turbo-jet aircraft and all large turbo-prop aircraft training.
Note — The flight training events for pilots listed below are generic in nature for a type-rated aeroplane training
curriculum conducted in an FSTD. All of the events may not apply to all aircraft. Additional training events may
need to be added, changed or deleted for aircraft based on aircraft category or class.

a) Preparation:
— aircraft pre-flight done by external walk around, unless the use of pictorial display is
authorised by the CAA Nepal
— pre-taxi procedure
— performance limitations
— surface operation
— pushback
— powerback taxi, if applicable to the type of operation to be conducted
— starting
— taxi
— pre-take-off checks
b) Takeoff:
— normal
— crosswind
— rejected
— power failure after V1
— lower than standard minimum, if applicable to the type of operation to be conducted
c) Climb:
— normal
— one-engine inoperative during climb to en-route altitude
d) En-route:
— steep turns
— approaches to stalls (takeoff, en route, and landing configurations)
— inflight powerplant shutdown
— inflight powerplant restart
— high speed handling characteristics
e) Descent:
— normal

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— maximum rate

f) Approaches:
— VFR procedures
— visual approach with 50 per cent loss of power of available powerplants
— visual approach with slat/flap malfunction
— IFR precision approaches (ILS normal and ILS with one-engine inoperative)
— IFR non-precision approaches (NDB normal and VOR normal)
Note 1 — Non-precision approach with one engine inoperative may include LOC backcourse procedures, LDA,
GPS and circling approach procedures, as applicable to the operator’s authorizations.

Note 2 — Simulator shall be qualified for training/checking on the circling manoeuvre.

— missed approach from precision approach

— missed approach from non-precision approach
— missed approach with powerplant failure
g) Landings:
— normal with a pitch mistrim (small aircraft only)
— normal from precision instrument approach
— normal from precision instrument approach with most critical engine inoperative
— normal with 50 per cent loss of power of available powerplants
— normal with flap/slat malfunction
— rejected landings
— crosswind
— manual reversion/degraded control augmentation
— short/soft field (small aircraft only)
— glassy/rough water (seaplanes only)
— auto-rotation (helicopter only)
h) After landing:
— parking.
— emergency evacuation
— docking, mooring and ramping (seaplanes only)
i) Other flight procedures during any airborne phase:
— airborne collision avoidance system (ACAS): use and avoidance maneuvers
— holding
— ice accumulation on airframe
— air hazard avoidance
— windshear/mircoburst

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j) Normal, abnormal and alternate systems procedures during any phase:

— pneumatic/pressurization
— air conditioning
— fuel and oil
— electrical
— hydraulic
— flight controls
— anti-icing and de-icing systems
— autopilot
— flight management guidance systems and/or automatic or other approach and landing
aids
— stall warning devices, stall avoidance devices and stability augmentation systems
— airborne weather radar
— flight instrument system malfunction
— communications equipment
— navigation systems
k) Emergency systems procedures during any phase:
— aircraft fires
— smoke control
— powerplant malfunctions
— fuel jettison
— electrical, hydraulic, pneumatic systems
— flight control system malfunction
— landing gear and flap system malfunction
4.4.5 Flight Engineer flight training. The flight engineer flight training shall include at least the
following training and practice in procedures related to the carrying out of flight engineer duties and
functions. This training and practice may be accomplished either in flight or in a flight simulation
training device (FSTD), as approved by the CAA Nepal.
Note —The flight training events for flight engineers listed below are generic in nature for a type-rated aeroplane
training curriculum. Additional training events may need to be added, changed or deleted. The events listed are
typically conducted in an FSTD, except as noted, and may be conducted in aircraft when appropriate,

a) Preparation:
— airplane pre-flight
— logbook procedures
— safety checks
— cabin/interiors
— exterior walk-around
— servicing/de-icing

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— use of oxygen
b) Ground operations:
— performance data
• TO/LND data
• airport analysis
• mass and balance
— use of checklist
• panel setup
— starting
• external power
• external air
• APU
— communications
• station procedures
• ACARS
— taxi
c) Take-off:
— powerplant control
— flaps/landing gear
— fuel management
— other systems operation
— aircraft performance
— checklist completion
d) Climb
— powerplant control
— fuel management
— pressurization
— electrical system
— air conditioning
— flight controls
— other systems
e) En-route
— powerplant operation
— fuel management
— performance management
— high-altitude performance

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— other systems operation

f) Descent
— powerplant operation
— other systems operation
— performance management
g) Approach
— landing data
— landing gear operation
— flat/slat/spoiler operation
— approach monitoring
h) Landings
— powerplant operation
— aircraft configuration
— system operation
emergency evacuation
i) Procedures during any ground or airborne phase
— cockpit equipment
— flap slats/gear
— powerplant
— pressurization
— pneumatic
— air conditioning
— fuel and oil
— electrical
— hydraulic
— flight controls
— anti-icing and de-icing
— other checklist procedures
4.4.6 Aircraft differences training. Aircraft differences training for flight operations officers are
required when the operator has aircraft variances within the same type of aircraft, which includes at
least the following:
— operations under adverse weather phenomena conditions, including clear air turbulence,
windshear, and thunderstorms.
— mass and balance computations and load control procedures
— aircraft performance computations, to include take-off mass limitations based on departure
runway, arrival runway and en-route limitations as well as engine-out limitations
— flight planning procedures, to include route selection, flight time and fuel requirements
analysis

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— dispatch release preparation

— crew briefings
— flight monitoring procedures
— flight crew response to various emergency situations, including the assistance the aircraft
flight operations officer can provide in each situation
— MEL and CDL procedures
— manual performance of required procedures in case of the loss of automation capabilities
— training in appropriate geographic areas
— ATC and instrument procedures, to include ground hold and central flow control procedures
— radio/telephone procedures
— emergency procedures – actions taken to aid the flight crew
— emergency procedures – AOC holder and CAA Nepal notification

4.4.7 Pilot recurrent training

[Link] The recurrent training programme for all flight crew shall be relevant to the type or variant of
aircraft on which he or she is certified to operate and for the crew member position involved. The flight
crew member recurrent ground training includes at least the following:
a) general subjects:
— flight locating procedures
— principles and method for determining mass/balance and runway limitations
— meteorology to ensure practical knowledge of weather phenomena including the
principles of frontal system, icing, fog, thunderstorms, windshear and high altitude
weather situations
— ATC systems and phraseology
— navigation and use of navigational aids
— normal and emergency communication procedures
— visual cues before descent to MDA
— accident/incident and occurrence review
— other instructions necessary to ensure the pilot’s competence
b) aircraft systems and limitations:
— normal, abnormal, and emergency procedures
— aircraft performance characteristics
— engines and, if applicable, propellers
— major aircraft components
— major aircraft systems (i.e., flight controls, electric, hydraulic and other systems as
appropriate)
c) ground icing and de-icing procedures and requirements
d) emergency equipment and drills

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e) every 12 months:
— location and use of all emergency and safety equipment carried on the aeroplane.
— the location and use of all types of exits
— actual donning of a lifejacket where fitted
— actual donning of protective breathing equipment
— actual handling of fire extinguishers
f) every 3 years:
— operation of all types of exits
— demonstration of the method used to operate a slide, where fitted
— fire-fighting using equipment representative of that carried in the aeroplane on an actual
or simulated fire
Note — With Halon extinguishers, an alternative method acceptable to the CAA Nepal may be used.

— effects of smoke in an enclosed area and actual use of all relevant equipment in a
simulated smoke-filled environment.
— actual handling of pyrotechnics, real or simulated, where fitted
— demonstration in the use of the life-raft(s), where fitted
— an emergency evacuation drill
— a ditching drill, if applicable
— a rapid decompression drill, if applicable
g) crew resource management:
— decision-making skills
— briefings and developing open communication
— inquiry, advocacy and assertion training
— workload management
— situational awareness
h) dangerous goods:
— recognition of and transportation of dangerous goods
— proper packaging, marking and documentation
— instructions regarding compatibility, loading, storage and handling characteristics
i) security:
— hijacking
— disruptive passengers
[Link] The pilot recurrent flight training shall include at least the following:
Note — Flight training may be conducted in an appropriate aircraft, adequate flight simulation training device
(FSTD), or in a combination of aircraft and FSTD, as approved by the CAA Nepal. Recurrent training shall be
conducted in an FSTD for all turbo-jet and large turbo-prop aircraft.

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a) preparation:
— visual inspection (use of pictorial display authorised)
— pre-taxi procedures
b) ground operation:
— performance limitations
— cockpit management
— securing cargo
— pushback
— powerback taxi, if applicable
— starting
— taxi
— pre-takeoff checks
c) take-off:
— normal
— crosswind
— rejected
— power failure after V1
— powerplant failure during second segment
— low visibility take-off operations
d) climb:
— normal
— one-engine inoperative climb to en-route altitude
e) en-route:
— steep turns
— approaches to stalls (take-off, en-route and landing configurations)
— inflight powerplant shutdown
— inflight powerplant restart
— high-speed handling characteristics
f) descent:
— normal
— maximum rate
g) approaches:
— VFR procedures
— visual approach with 50 per cent loss of power of available powerplants
— visual approach with slat/flap malfunction
— IFR precision approaches (ILS normal and ILS with one-engine inoperative)

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— IFR non-precision approaches (NDB normal and VOR normal)

— non-precision approach with one engine inoperative (LOC backcourse, SDF/LDA, GPS,
TACAN and circling approach procedures)
Note — A Flight Simulation Training Device shall not be used for training/checking on the circling manoeuvre
unless it has been qualified for circling manoeuvres. The operator must be approved to conduct circling
manoeuvres by the CAA Nepal to participate in that training and checking.

— missed approach from precision approach

— missed approach from non-precision approach
— missed approach with powerplant failure
h) landings:
— abnormal with a pitch mistrim (small aircraft only)
— abnormal from precision instrument approach
— abnormal from precision instrument approach with most critical engine inoperative
— abnormal with 50 per cent loss of power of available powerplants
— abnormal with flap/slat malfunction
— rejected landings
— crosswind
— short/soft field (small aircraft only)
— glassy/rough water (seaplanes only)
— auto-rotation (helicopter only)
i) after landing:
— parking
— emergency evacuation
— docking, mooring and ramping (seaplanes only)
j) other flight procedures during any airborne phase:
— airborne collision avoidance system: use and avoidance maneuvers
— holding
— ice accumulation on airframe
— air hazard avoidance
— windshear/microburst
k) normal, abnormal and alternate systems procedures during any phase:
— pneumatic/pressurization
— air conditioning
— fuel and oil
— electrical
— hydraulic
— flight controls

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— anti-icing and de-icing systems

— flight management guidance systems and/or automatic or other approach and landing
— stall warning devices, stall avoidance devices and stability augmentation systems
— airborne weather radar
— flight instrument system malfunction
— communications equipment
— navigation systems
— autopilot
— approach and landing aids
— flight instrument system malfunction
l) emergency systems procedures during any phase:
— aircraft fire
— smoke control
— powerplant malfunctions
— fuel jettison
— electrical, hydraulic, pneumatic systems
— flight control system malfunction
— landing gear and flap system malfunction
4.4.8 Flight engineer recurrent. The flight engineer recurrent flight training includes at least the
flight training specified in 4.4.5.
4.4.9 Initial aircraft ground training – Cabin crew. The initial ground training curriculum for cabin
crew members shall be applicable to the type of operations conducted and aircraft flown, including at
least the following general subjects, if applicable:
a) aircraft familiarization:
— aircraft characteristics and description
— flightdeck configuration
— cabin configuration
— galleys
— lavatories
— stowage areas
b) aircraft equipment and furnishings:
— cabin crew member stations
— cabin crew member panels
— passenger seats
— passenger service units and convenience panels
— passenger information signs
— aircraft markings

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— aircraft placards
— bassinets and bayonet tables
c) aircraft systems:
— air conditioning and pressurisation system
— aircraft communication systems (call, interphone and passenger address)
— lighting and electrical systems
— oxygen systems (flight crew, observer and passenger)
— water system
— entertainment and convenience systems
d) aircraft exits:
— general information
— exits with slides or slide rafts (pre-flight and normal operation)
— exits without slides (pre-flight and normal operations)
— window exits (pre-flight)
e) crew member communication and coordination:
— authority of PIC
— routine communication signals and procedures
— crew member briefing
f) routine crew member duties and procedures:
— crew member general responsibilities
— reporting duties and procedures for specific aircraft
— pre-departure duties and procedures prior to passenger boarding
— passenger boarding duties and procedures
— prior to movement on the surface duties and procedures
— prior to take-off duties and procedures applicable to specific aircraft
— inflight duties and procedures
— prior to landing duties and procedures
— movement on the surface and arrival duties and procedures
— after arrival duties and procedures
— intermediate stops
g) passenger handling responsibilities:
— crew member general responsibilities
— infants, children and unaccompanied minors
— passengers needing special assistance
— passengers needing special accommodation
— carry-on stowage requirements

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— passenger seating requirements

— smoking and no smoking requirements
[Link] Initial ground training for Cabin Crew members. The initial ground training curriculum for
cabin crew members shall be applicable to the type of operations conducted and aircraft flown,
including at least the following aircraft specific emergency subjects, if applicable:
a) emergency equipment:
— emergency communication and notification systems
— aircraft exits
— exits with slides or slide rafts (emergency operation)
— slides and slide rafts in a ditching
— exits without slides (emergency operation)
— window exits (emergency operation)
— exits with tailcones (emergency operation)
— cockpit exits (emergency operation)
— ground evacuation and ditching equipment
— first aid equipment
— portable oxygen systems [oxygen bottles, chemical oxygen generators, protective
breathing equipment (PBE)]
— fire-fighting equipment
— emergency lighting systems
— universal precaution kits
— automated external defibrillators
— additional emergency equipment
b) emergency assignments and procedures:
— general types of emergencies specific to aircraft, including crew coordination and
communication
— emergency communication signals and procedures
— rapid decompression
— insidious decompression and cracked window and pressure seal leaks
— fires
— ditching
— ground evacuation
— unwarranted evacuation (i.e., passenger initiated)
— illness or injury
— abnormal situations involving passengers or crew members
— hijacking and acts of unlawful interference
— bomb threat

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— turbulence
— other unusual situations including an awareness of other crew members’ assignments
and functions as they pertain to the cabin crew member’s own duties
— previous aircraft accidents and incidents
c) aircraft specific emergency drills:
— emergency exit drill
— hand fire extinguisher drill
— emergency oxygen system drill
— flotation device drill
— ditching drill, if applicable
— life raft removal and inflation drill, if applicable
— slide raft pack transfer drill, if applicable
— slide or slide raft deployment, inflation and detachment drill, if applicable
— emergency evacuation slide drill, if applicable
4.4.10 Recurrent normal and emergency training – Cabin crew. Each cabin crew member shall
undergo recurrent training in evacuation and other appropriate normal and emergency procedures
and drills relevant to his or her assigned positions and the type(s) and/or variant(s) of aircraft on which
he or she operates every twelve months in at least the following:
a) emergency equipment, as applicable:
— emergency communication and notification systems
— aircraft exits
— exits with slides or slide rafts (emergency operation)
— slides and slide rafts in a ditching
— exits without slides (emergency operation)
— window exits (emergency operation)
— exits with tailcones (emergency operation)
— cockpit exits (emergency operation)
— ground evacuation and ditching equipment
— first aid equipment
— portable oxygen systems (oxygen bottles, chemical oxygen generators, protective
breathing equipment (PBE))
— fire-fighting equipment
— emergency lighting systems
— additional emergency equipment
b) emergency procedures:
— general types of emergencies specific to aircraft
— emergency communication signals and procedures
— rapid decompression

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— insidious decompression and cracked window and pressure seal leaks

— fires
— ditching
— ground evacuation
— unwarranted evacuation (i.e., passenger initiated)
— illness or injury
— abnormal situations involving passengers or crew members
— turbulence
— other unusual situations
c) emergency drills
d) every twelve months:
— location and use of all emergency and safety equipment carried on the aeroplane
— the location and use of all types of exits
— actual donning of a lifejacket where fitted
— actual donning of protective breathing equipment (PBE)
— actual handling of fire extinguishers
e) every three years:
— operation of all types of exits
— demonstration of the method used to operate a slide, where fitted
— fire-fighting using equipment representative of that carried in the aeroplane on an actual
or simulated fire
Note — With Halon extinguishers, an alternative method acceptable to the CAA Nepal may be used.

— effects of smoke in an enclosed area and actual use of all relevant equipment in a
simulated smoke-filled environment
— actual handling of pyrotechnics, real or simulated, where fitted
— demonstration in the use of the life-raft(s), where fitted
— an emergency evacuation drill
— a ditching drill, if applicable
— a rapid decompression drill, if applicable
f) Crew Resource Management:
— decision-making skills
— briefings and developing open communication
— inquiry, advocacy and assertion training
— workload management
g) dangerous goods:
— recognition of and transportation of dangerous goods
— proper packaging, marking and documentation

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— instructions regarding compatibility, loading, storage and handling characteristics

h) security:
— hijacking
— disruptive passengers
4.4.11 Initial aircraft ground training – Flight Operations Officer. The initial aircraft ground
training for flight operations officers that include instruction in at least the following subjects:
a) general dispatch subjects:
— appropriate regulations
— operations manual of the AOC holder
— operations specifications of the AOC holder
— weather reports: interpretation, available sources, actual and prognostic, seasonal
variations
— communications, to include normal and emergency
— meteorology, to include effects on radio reception
— adverse weather
— notices to airmen
— navigational charts and publications
— joint dispatcher/pilot responsibilities
— ATC coordination procedures
— familiarization with operations area, including classes of airspace and special areas of
navigation
— characteristics of special aerodromes
b) aircraft characteristics:
— aircraft specific flight preparation
— aircraft operating and performance characteristics
— navigation equipment, including peculiarities and limitations
— instrument approach and communication equipment
— emergency equipment
— AFM or RFM provisions applicable to the aircraft duties
— MEL/CDL
— applicable equipment training
c) operations procedures:
— adverse weather phenomena (wind-shear, clear air turbulence and thunderstorms)
— mass and balance computations and load control procedures
— aircraft performance computations, to include take-off weight limitations based on
departure runway, arrival runway, and en-route limitations and also engine-out limitations
— flight planning procedures, to include route selection, flight time and fuel requirements
analysis

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— dispatch release preparation

— crew briefings
— flight monitoring procedures
— MEL and CDL procedures
— manual performance of all required procedures in case of the loss of automated
capabilities
— training in appropriate geographic areas
— ATC and instrument procedures, ground hold and central flow control procedures
— radio/telephone procedures
d) abnormal and emergency procedures:
— assisting flight crew in an emergency
— alerting of appropriate governmental, company and private agencies
e) crew resource management
f) dangerous goods
g) security
h) differences training
4.4.12 Recurrent training – Flight Operations Officer
[Link] The recurrent training programme, to be completed every twelve months shall be relevant
to the type(s) and/or variant(s) of aircraft and the operations conducted by the AOC holder.
[Link] The training programme shall ensure that each flight operations officer receives recurrent
training in the subjects required for initial training listed in 4.4.10 in sufficient detail to ensure
competency in each specified area of training. Operators may choose to provide in-depth coverage of
selected subjects on any one cycle of training. In such cases the operator’s training programme must
cover all the subjects to the detail required for initial qualification within three years.
[Link] Flight crew instructor training. The initial ground training for flight instructors shall
include the following:
— flight instructor duties, functions and responsibilities
— applicable regulations and the AOC holder’s policies and procedures
— appropriate methods, procedures and techniques for conducting the required checks
— proper evaluation of student performance including the detection of:
• improper and insufficient training
• personal characteristics of an applicant that could adversely affect safety
— appropriate corrective action in the case of unsatisfactory checks
— approved methods, procedures and limitations for performing the required normal, abnormal
and emergency procedures in the aircraft
— except for holders of existing flight instructor licences:
• the fundamental principles of the teaching-learning process
• teaching methods and procedures
• the instructor-student relationship

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For transition training the programme shall include the approved methods, procedures, and limitations
for performing the required normal, abnormal, and emergency procedures applicable to the aircraft to
which the flight instructor is in transition.
[Link] The initial and transition flight training for flight instructors shall include the following:
— safety measures for emergency situations that are likely to develop during instruction
— potential results of improper, untimely or non-execution of safety measures during instruction
— for pilot flight instructor (aircraft):
• in-flight training and practice in conducting flight instruction from the left and right pilot
seats in the required normal, abnormal and emergency procedures to ensure
competence as an instructor
• the safety measures to be taken from either pilot seat for emergency situations that are
likely to develop during instruction
— flight training requirements for flight instructors can be completed in full or in part in flight or in
a flight simulation training device, as appropriate
— initial and transition flight training for flight instructors (flight simulation training device) shall
include the following:
• training and practice in the required normal, abnormal and emergency procedures to
ensure competence to conduct the flight instruction required by this part. This training and
practice shall be accomplished in full or in part in a flight simulation training device.
• training in the operation of flight simulation training devices, to ensure competence to
conduct the flight instruction required
4.4.14 Cabin crew instructor training. The initial ground training for the cabin instructors shall
include the following:
— cabin instructor duties, functions and responsibilities
— applicable regulations and the AOC holder’s policies and procedures
— appropriate methods, procedures and techniques for conducting the required checks
— proper evaluation of student performance including the detection of:
• improper and insufficient training
• personal characteristics of an applicant that could adversely affect safety
— appropriate corrective action in the case of unsatisfactory checks
— approved methods, procedures and limitations for performing the required normal, abnormal
and emergency procedures in the aircraft, as applicable
— except for existing cabin instructors:
• fundamental principles of the teaching-learning process
• teaching methods and procedures
• the instructor-student relationship
For transition ground training for cabin instructors the training programme shall include the approved
methods, procedures and limitations for performing the required normal, abnormal and emergency
procedures applicable to the aircraft, as appropriate to which the cabin instructor is in transition.
4.4.15 Flight Operations Officer instructor training shall include the following:
— flight operations officer instructor duties, functions and responsibilities

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— applicable regulations and the AOC holder’s policies and procedures

— appropriate methods, procedures and techniques for conducting the required checks
— proper evaluation of student performance including the detection of:
• improper and insufficient training
• personal characteristics of an applicant that could adversely affect safety
— appropriate corrective action in the case of unsatisfactory checks
— approved methods, procedures and limitations for performing the required normal, abnormal
and emergency procedures for the aircraft or position involved
— except for holders of existing flight operations officer instructor licences:
• the fundamental principles of the teaching-learning process
• teaching methods and procedures
• the instructor-student relationship
Transition ground training for Flight Operations Officer instructors shall include the approved methods,
procedures and limitations for performing the required normal, abnormal and emergency procedures
applicable to the aircraft or position involved to which the Flight Operations Officer instructor is in
transition.
4.4.16 Report procedures
The appropriate training manual/programme checklist/report form [Form # D1] included at the end of
this chapter shall be used for recording the results of the review of the applicable training
manual/programme.

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PART II — TRAINING PROGRAMME MONITORING

4.1 BACKGROUND AND OBJECTIVES

4.1.1 Inspections of the many components of a training programme are an important part of the
CAA Nepal certification and surveillance programme. For the initial approval, the monitoring
programme is to ensure that the programme as approved is being followed and that the results of the
proficiency/competency checks indicate that the training is adequate to ensure company personnel
are fully qualified for their duties. Subsequent inspections are best planned and executed over a
period of time to permit a thorough and on-going evaluation of an operator’s training programme.
4.1.2 The primary objective of a training programme inspection is to ensure that the operator’s
overall training programme continues to provide quality instruction by conducting an evaluation of the
training programme curriculums, facilities, instructors, courseware, instructional delivery methods and
testing and/or checking procedures that were previously approved by the CAA Nepal.
4.1.3 Training programme inspections also provide the CAA Nepal with the ability to require
changes in an operator’s training programme, to rescind an approved programme (or segments of
that programme) and to maintain a current and accurate appraisal of the programme’s status and
ability to train competent and capable flight crew members.
4.2 TRAINING PROGRAMME INSPECTIONS AREAS
4.2.1 Training programmes vary widely in their complexity depending on the operator’s size, aircraft
fleet diversification, number of crew members, training locations and scope of operation. Training
programme inspections involve much more than simply observing and evaluating training in progress.
Four primary inspection areas may be identified as areas to be observed and evaluated:
— training manual or curriculums
— courseware
— instructional delivery methods
— testing and checking
Information concerning these four areas is as follows:
a) Training curriculums inspection area. Inspectors shall evaluate the operator’s approved
training curriculums. Inspectors shall ensure that these training curriculums are consistent
with regulatory and general guidance for the type of operation being conducted. The inspector
shall ensure that the curriculum outlines contain enough descriptive detail to ensure that the
main features of each principal subject will be addressed during the course of instruction.
Inspectors shall evaluate each of the operator’s curriculum outlines to ensure that the subject
matter is current and appropriate in depth and scope, and also to gain an adequate
understanding of what kinds of subject matter will be observed and evaluated during later
phases of the inspection. The following is a list of basic curriculums typical of air operators.
These shall be reviewed for all crew member positions and dispatchers:
— Basic indoctrination aircraft ground training
— Emergency training
— Flight training (flight crew members only)
— Differences training (if applicable)
— Recurrent training
— Special curriculum

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— Transition training
— Qualification curriculums
Special curriculums include training which is in addition to the regulatory training requirements,
such as crew resource management (CRM) training. Qualification curriculums include training of
pilots to conduct CAT II and III approaches and various route qualification courses.
b) Courseware inspection area. Inspectors shall examine an operator’s courseware, such as
lesson plans, instructor guides, computer software or audiovisual programmes and hand-outs.
The courseware shall be examined to ensure that it is consistent with the curriculum outline
and be organized to permit effective instructional delivery. The courseware shall also be
examined to ensure it is current, effective and germane to the various instructional delivery
methods.
c) Instructional delivery methods inspection area. Inspectors shall ensure that the operator’s
various instructional delivery methods, such as lectures, workshops, slide tape presentations,
training devices and simulators are sufficient to convey information to a student. These
methods shall be evaluated to ensure that they are effectively creating a transfer of learning
to the student, that they are being maintained as originally approved and that they are
updated as necessary.
d) Testing and checking inspection area. Observing testing and checking is the primary
method by which an inspector can determine if learning has occurred. In this inspection area,
the inspector can evaluate the operator’s standards, reflected by pass/fail rates, which
determine whether a desired level of knowledge and skill has been acquired by the students
being trained. The inspector shall examine the operator’s training records to ensure the
operator’s regulatory compliance with testing, checking and other training programme
requirements. Additionally, instructor programmes shall be examined as the functional quality
control element within this area.
4.3 GENERAL TRAINING PROGRAMME INSPECTION PRACTICES AND PROCEDURES
4.3.1 The five primary inspection areas previously outlined shall constitute the core areas of an
operator’s training programme that were evaluated by the CAA Nepal before the issuance of final
approval. These inspection areas apply to all operators and vary only in their complexity from operator
to operator.
4.3.2 In certain situations, there may be a requirement for the CAA Nepal to initiate a “special
emphasis” training programme inspection of one or more specific areas. This type of inspection may
be initiated for several reasons such as an incident, an accident, or a series of deficiencies discovered
through trend analysis of surveillance data. Special emphasis training programme inspections usually
focus on a limited area, such as use of checklists or windshear training and are relatively short in
duration.
4.3.3 Before the inspector can inspect any particular training programme area, the inspector shall
introduce themselves to the instructor conducting the training and present his CAA Nepal credentials.
The inspector shall then inform them that a CAA Nepal inspection of training in progress will be
conducted. Inspectors shall refrain from active participation in the training being conducted and shall
make every effort not to influence the training environment or the instruction in the subject matter. If
an inspector has comments on any of the areas of training being conducted, the inspector shall
reserve the comments for the debriefing with the instructor after the training session.
4.4 SPECIFIC TRAINING PROGRAMME INSPECTION PROCEDURES
4.4.1 The four areas discussed in 4.2 above must be carefully considered before granting approval
to a training curriculum. Because these areas are broad in terms of scope and context, their key
elements have been organized into ten categories in order to provide a flexible inspection strategy.
This approach permits the many components of an operator’s training programme to be broken down

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into manageable inspection areas, and provides inspection data which lends itself to meaningful
interpretation. This means the inspector has more latitude in terms of scheduling specific types of
inspections, maximizing inspector resource capabilities and in determining the sequence of the
various types of inspections to be conducted. An inspection of any of the following categories may be
conducted as an independent inspection, or categories may be combined when examining a specific
training curriculum in detail:
a) Training curriculum. The inspector shall evaluate each of the operator’s approved training
curriculums, primarily for format and content. Ideally, each shall contain the following:
— Title. Each curriculum shall be appropriately titled with a specific crew member position
(or positions, such as PIC/SIC) and the relevant category of training.
— List of effective pages. Each curriculum shall have a list of effective pages and a means
to record revisions.
— Approvals. Each page of the curriculum (for finally approved programmes) shall be signed,
dated and stamped by an operations inspector.
— Detail. Each curriculum shall include comprehensive outlines of course material
contained therein in sufficient detail to determine adequacy of coverage.
— Hours. The total number of training hours shall be specified for each curriculum.
— Objective. Each curriculum shall list a training objective.
— Currency. The information contained in each curriculum shall be current and may not be
contrary to the regulations or safe operating practices. Company bulletins, notices,
information letters and other means of conveying new or revised information to
crewmembers shall have been, or are in the process of being, incorporated into the
appropriate curriculums.
— Conformity. Scope and content of each curriculum shall conform to CAA Nepal
requirements.
b) Instructor courseware. In this module, the inspector shall evaluate the operator's instructor
guides, lesson plans, and/or training outlines. Ideally, this courseware shall have the
following characteristics:
— Title. Instructor courseware shall be clearly titled for the appropriate curriculum.
— Detail. It shall contain sufficient information to permit the instructor to conduct detailed
instruction for each subject area.
— Usability/practicality. It shall contain instructional material in a logical order and sequence
that is relatively easy to use.
— Consistency. It shall be consistent with the curriculum outline.
— References. It shall have references to the applicable operator’s manuals and
publications.
— Validation. Instructor courseware shall include some means for determining that the
students are properly assimilating the instructed material (such as “responder” panels,
multiple choice questions, or in class exercises).
c) Student courseware. In this module, the inspector shall evaluate the information in all of the
various “self-teaching” training mediums such as video tapes, audiovisual, slide presentations,
computer-based training presentations, programmed learning publications and home study
materials, as follows:
— Consistency. The information shall be consistent with the curriculum outline. It shall be
current with information in the operator’s manual and other publications.

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— Detail. It shall have sufficient detail to ensure that students can clearly understand the
applicable subject area.
— Validation. The courseware shall include some means of testing student assimilation of
information presented.
d) Training facilities/environment. The inspector shall evaluate the operator’s training facilities
as follows:
— The training facilities and the instructional environment shall be conducive to learning by
providing adequate seating space for students, storage areas for training materials and
facilities for instructors to prepare their lessons.
— The facility shall be free of distractions which adversely affect instructional delivery, such
as excessive temperatures, extraneous noise, poor lighting and cramped classrooms
and/or work spaces.
e) Ground instructors. The inspector shall evaluate the quality of instruction provided by
ground instructors as follows:
— Training. Instructors shall be adequately trained in accordance with the operator’s
approved programme and be appropriately documented in the operator’s training records.
— Knowledge. Instructors shall be knowledgeable in the specific area of instruction and in
the operator’s training policies and procedures, form completion requirements.
— Instructional technique and delivery. Instructors shall exhibit satisfactory instructional
methods and techniques. They shall be able to present the material in a logical, clear and
organized manner.
— Adherence. Instructors shall follow the applicable lesson plans, guides or other training
aids to ensure the material is properly presented as designed.
f) Flight Instructors. In addition to the areas listed in sub-paragraph e) above, flight instructors
shall be evaluated in the following specific areas:
— Proficiency. Flight instructors shall be highly proficient in the operation of aircraft, flight
simulators and training devices and in the performance of maneuvers and procedures
which they are teaching.
— Briefing. Flight instructors shall provide a thorough pre-flight briefing (for flight training
devices, flight simulators, or the aircraft) on all maneuvers and procedures that will be
conducted.
— Debriefing. Flight instructors shall provide a thorough post-flight debriefing to review each
individual student’s performance during a training session.
— Evaluation. Flight instructors shall properly evaluate student progress and provide or
recommend additional training when necessary.
During evaluations of flight training, the instructor shall adhere to the events listed for the
specific flight training curriculum. Instructors may deviate when necessary, however, to
accommodate events from previous or subsequent flight training sessions. Every effort shall
be expended to alleviate artificiality from the training session and the instructor shall be
accorded a certain measure of flexibility to ensure the highest level of realistic training is
achieved.
g) Training aids and equipment. The inspector shall evaluate the operator’s training aids and
equipment such as audiovisual equipment, systems mock-up boards, panel layouts, ground
training devices, instructor station equipment, student responders (if applicable) and other
related items, in terms of equipment. Ideally, the following conditions will prevail:

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— Instructions for use. Any equipment designated to be used for “self-teaching” purposes
(such as CBT platforms) shall have clear operating instructions readily available for the
student’s use.
— Condition. All equipment used in the training programme shall operate and function in
good working order. (Replacement parts or components such as slide projector lamps,
shall be readily available.)
— Fidelity. Systems panels, layouts, boards, or mock-ups (such as aircraft exit mock-ups)
shall accurately represent the designated aircraft.
h) Flight simulators and training devices. It is not intended for the inspector to conduct an
extensive flight evaluation of the training device or simulator but rather to evaluate the
following: the general condition of the equipment; any significant periods of “down-time” (and
the reasons for the down-time); and the operator’s general ability to maintain the equipment
as approved. The inspector shall evaluate the operator’s flight simulators and/or flight training
devices, as follows:
— Approval. Flight simulators and flight training devices shall have been approved for use
as required by the CAA Nepal. Inspectors shall review the operator’s record of simulator
evaluations and approval information to ensure compliance.
— Condition. Flight simulators and flight training devices shall function at the same level as
when they were initially approved. Inoperative or defective equipment shall be properly
documented along with the training events that are affected by the inoperative or
defective components.
— Publications. Published instrument approach charts, SIDs, STARs, en-route charts and
other information (such as aircraft performance manuals and take-off/landing data charts)
which are contained within the simulator or training device shall be current and in
generally good condition.
Note – Appendix 12 contains a detailed guideline for CAA Nepal Inspectors to follow when evaluating an FSTD
for approval or validation.

i) Examiners. The inspector shall evaluate the following elements:

— Staffing. The number of examiners employed by the operator shall be adequate for the
level of training and checking activity.
— Training and qualification. Training records shall reflect that the examiners are qualified in
accordance with applicable regulations and the operator’s approved training programme.
— Standardization. The operator shall have an effective standardization programme to
ensure that check pilots and examiners conduct oral and flight examinations in a uniform
manner.
— Level of activity. The number of examinations that an examiner conducts each year shall
be sufficient to maintain currency and proficiency in performing the performance of his
duties.
4.5 INSPECTION REPORTING PROCEDURES
4.5.1 This chapter has provided a broad overview of the many areas of an operator’s training
programme that must be evaluated during the inspector’s annual work programme. The Air Operator
Training Inspection Checklist/Report form which appears at the end of this chapter will be used for all
such inspections. It contains the major inspection areas which were discussed in this chapter, broken
down into the categories described in paragraph 4.4 of this chapter. This form is designed to be
flexible and appropriate sections shall be completed to indicate the scope or content of an inspection
which has been conducted.

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Attachment D1
TRAINING PROGRAMME MONITOR INSPECTION CHECKLIST/REPORT

Company: Date:

Location: Inspector:

Type of training programme

inspected:

S = Satisfactory; U = Unsatisfactory
 S/U

A. TRAINING CURRICULUM
1. Appropriate title(s)
2. List of effective pages
3. Record of revisions
4. CAA Nepal approved
5. Sufficient detail
6. Training hours specified
7. Objective (s) stated
8. Currency
9. Conformity
B. INSTRUCTOR COURSEWARE
1. Title
2. Detail
3. Usability/practicality
4. Consistency
5. References
6. Validation

C. STUDENT COURSEWARE

1. Consistency
2. Detail
3. Validation
D. TRAINING FACILITIES AND ENVIRONMENT
1. Classroom space
2. Storage space
3. Instructor areas
4. Lighting
5. Noise and temperature
E. GROUND INSTURCTORS
1. Training
2. Knowledge
3. Instructional technique and delivery
4. Adherence
F. FLIGHT INSTRUCTORS

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 S/U
1. Training
2. Knowledge
3. Proficiency
4. Instructional technique and delivery
5. Adherence
6. Briefings
7. Debriefings
8. Evaluation
G. TRAINING AIDS AND EQUIPMENT
1. Instructions for use
2. Condition
3. Fidelity
H. FLIGHT SIMULATORS AND TRAINING DEVICES
1. Approval
2. Condition
3. Publication
I. TRAINING CAPTAIN/ AUTHORIZED EXAMINER
1. Staffing
2. Training and qualification
3. Standardization
4. Level of activity
J. ORAL AND PRACTICALTEST STANDARDS
1. Conform to accepted international standards
2. Comply with regulations
K. QUALITY CONTROL
1. Training adequately monitored
2. Utilizes progress evaluations
3. Training folders

Remarks:

OVERALL RESULT: Inspector’s

signature:

Satisfactory Name:

Unsatisfactory Date:

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Attachment D2
EMERGENCY EQUIPMENT TRAINING CHECKLIST/REPORT

Company: Date:

Location: Inspector:

Type of training programme

inspected:

S = Satisfactory; U = Unsatisfactory
 S/U
1. Protective breathing equipment (PBE)/fire-fighting drill
2. Emergency evacuation drill
3. Emergency exit drill
4. Hand-held fire extinguisher drill
5. Emergency oxygen system drill
6. Flotation device drill
7. Ditching drill, if applicable
The follow drill 8 – 11 shall be observed during initial and recurrent training.
8. Life raft removal and inflation drill, if applicable
9. Slide raft transfer drill
10. Slide and slide raft deployment, inflation and detachment drill
11. Emergency evacuation slide drill
Remarks:

OVERALL RESULT: Inspector’s

signature:

Satisfactory Name:

Unsatisfactory Date:

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Attachment D3
FLIGHT CREW TRAINING CHECKLIST/REPORT

Company: Date:

Location: Inspector:

Type of training programme

inspected:

S = Satisfactory; U = Unsatisfactory
 S/U
A. FLIGHT CREW
INITIAL AIRCRAFT GROUND TRAINING
1. General
a) AOC holder’s dispatch, flight release or flight locating procedures
b) Determining mass and balance and runway limitations for take-off
c) Operations specifications, authorizations and limitations
d) adverse weather recognition/avoidance
e) Normal and emergency communications procedures and navigation equipment
f) navigation procedures used in all phases
g) Crew resource management
h) Air traffic control systems, procedures and phraseology
i) Aircraft performance characteristics during all flight regimes
j) Normal, abnormal and emergency procedures
2. Aircraft systems (as applicable)
a) Airframe
b) Powerplants
c) Electrical
d) Hydraulic
e) Fuel
f) Pneumatic
g) Air conditioning and pressurization
h) Flight controls
i) Landing gear and brakes
j) Ice and rain protection
k) Equipment and furnishings
l) Navigation equipment
m) Auto-flight system
n) Flight instruments
o) Display systems
p) Communication equipment
q) Warning systems
r) Fire protection
s) Oxygen
t) Lighting
u) Emergency equipment
v) Auxiliary power unit (APU)
w) Performance
3. Systems integration items
a) Use of checklist
b) Flight planning

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c) Display systems
d) Navigation and communications systems
e) Auto-flight/flight directors
f) Cockpit familiarization

B. FLIGHT CREW/PILOT INITIAL AIRCRAFT FLIGHT TRAINING

a) Preparation
b) Take-off
c) Climb
d) En-route
e) Descent
f) Approaches
g) Landings
h) After landing
i) Other flight procedures
j) Normal, abnormal and alternate systems procedures
k) Emergency systems procedures

C. PILOT RECURRENT TRAINING

1. Flight crew member recurrent ground training

a) General subjects
b) Aircraft systems and limitations
c) Ground icing and de-icing procedures
d) Emergency equipment and drills
e) Every 12 months:
- location and use of all emergency and safety equipment
- the location and use of all types of exits
- actual donning of a lifejacket where fitted
- actual donning of protective breathing equipment
- actual handling of fire extinguishers
f) Every 3 years:
- operation of all types of exits
- demonstration of the method used to operate a slide, where fitted
- fire-fighting drill re
- use of all relevant equipment in a simulated smoke-filled environment.
- actual handling of pyrotechnics, real or simulated, where fitted
- demonstration in the use of the life-raft(s), where fitted
- an emergency evacuation drill
- a ditching drill, if applicable
- a rapid decompression drill, if applicable
g) Crew resource management
h) Dangerous goods
i) Security
2. Pilot recurrent flight training
a) Preparation
b) Ground operation
c) Take-off
d) Climb
e) En-route
f) Descent
g) Approaches
h) Landings
i) After landing

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 S/U
j) Other flight procedures
k) Normal, abnormal and alternate systems procedures
l) Emergency systems procedures

Remarks:

OVERALL RESULT: Inspector’s

signature:

Satisfactory Name:

Unsatisfactory Date:

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Attachment D4
FLIGHT ENGINEER TRAINING CHECKLIST/REPORT

Company: Date:

Location: Inspector:

Type of training programme

inspected:

S = Satisfactory; U = Unsatisfactory
 S/U
1. Preparation
2. Ground operations
3. Take-off
4. Climb
5. En-route
6. Descent
7. Approach
8. Landings
9. Procedures during any ground or airborne phase
Remarks:

OVERALL RESULT: Inspector’s

signature:

Satisfactory Name:

Unsatisfactory Date:

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Attachment D5
CABIN CREW TRAINING CHECKLIST/REPORT

Company: Date:

Location: Inspector:

Type of training programme

inspected:

S = Satisfactory; U = Unsatisfactory
 S/U

A. INITIAL AIRCRAFT GROUND TRAINING

1. Aircraft familiarization
2. Aircraft equipment and furnishings
3. Aircraft systems
4. Aircraft exits
5. Crew member communication and coordination
6. Routine crew member duties and procedures
7. Passenger handling responsibilities
B. RECURRENT NORMAL AND EMERGENCY TRAINING
1. Emergency equipment, as applicable
2. Emergency procedures
3. Emergency drills
4. Every twelve months:
- location and use of all emergency and safety equipment carried on the
aeroplane
- the location and use of all types of exits
- actual donning of a lifejacket where fitted
- actual donning of protective breathing equipment (PBE)
- actual handling of fire extinguishers
5. Every three years:
- operation of all types of exits
- demonstration of the method used to operate a slide, where fitted
- fire-fighting using equipment
- use of all relevant equipment in a simulated smoke-filled environment
- actual handling of pyrotechnics, real or simulated, where fitted
- demonstration in the use of the life-raft(s), where fitted
- an emergency evacuation drill
- a ditching drill, if applicable
- a rapid decompression drill, if applicable
6. Crew resource management
7. Dangerous goods
8. Security

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Remarks:

OVERALL RESULT: Inspector’s

signature:

Satisfactory Name:

Unsatisfactory Date:

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Attachment D6
FLIGHT OPERATIONS OFFICER TRAINING CHECKLIST/REPORT

Company: Date:

Location: Inspector:

Type of training programme

inspected:

S = Satisfactory; U = Unsatisfactory
 S/U

A. INITIAL AIRCRAFT GROUND TRAINING

1. General dispatch subjects
2. Aircraft characteristics
3. Operations procedures
4. Abnormal and emergency procedures
5. Crew resource management
6. Dangerous goods
7. Security
8. Differences training
B. RECURRENT TRAINING
Each flight operations officer receives recurrent training in the subjects above in
sufficient detail to ensure competency in each specified area of training. Operators
may choose to provide in-depth coverage of selected subjects on any one cycle of
training. In such cases the operator’s training programme must cover all the
subjects to the detail required for initial qualification within three years.

C. AIRCRAFT DIFFERENCES TRAINING

1. Operations under adverse weather phenomena conditions, including clear air

turbulence, windshear, and thunderstorms.
2. Mass and balance computations and load control procedures
3. Aircraft performance computations, to include take-off mass limitations based
on departure runway, arrival runway and en-route limitations as well as engine-
out limitations
4. Flight planning procedures, to include route selection, flight time and fuel
requirements analysis
5. Dispatch release preparation
6. Crew briefings
7. Flight monitoring procedures
8. Flight crew response to various emergency situations, including the assistance
the aircraft flight operations officer can provide in each situation
9. MEL and CDL procedures
10. Manual performance of required procedures in case of the loss of automation
capabilities
11. Training in appropriate geographic areas
12. ATC and instrument procedures, to include ground hold and central flow control
procedures
13. Radio/telephone procedures

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 S/U
14. Emergency procedures – actions taken to aid the flight crew
15. Emergency procedures – AOC holder and CAA Nepal notification

Remarks:

OVERALL RESULT: Inspector’s

signature:

Satisfactory Name:

Unsatisfactory Date:

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Attachment D7
INSTRUCTOR TRAINING CHECKLIST/REPORT

Company: Date:

Location: Inspector:

Type of training programme

inspected:

S = Satisfactory; U = Unsatisfactory
 S/U

A. FLIGHT CREW INSTRUCTOR TRAINING

1. Initial ground training
a) Flight instructor duties, functions and responsibilities
b) Applicable regulations and the AOC holder’s policies and procedures
c) Appropriate methods, procedures and techniques for conducting the required
checks
d) Proper evaluation of student performance including the detection of:
• improper and insufficient training
• personal characteristics of an applicant that could adversely affect safety
e) Appropriate corrective action in the case of unsatisfactory checks
f) Approved methods, procedures and limitations for performing the required
normal, abnormal and emergency procedures in the aircraft
g) Except for holders of existing flight instructor licences:
• the fundamental principles of the teaching-learning process
• teaching methods and procedures
• the instructor-student relationship
2. Initial and transition flight training
a) Safety measures for emergency situations that are likely to develop during
instruction
b) Potential results of improper, untimely or non-execution of safety measures
during instruction
c) For pilot flight instructor (aircraft):
• in-flight training and practice in conducting flight instruction from the left and
right pilot seats in the required normal, abnormal and emergency procedures to
ensure competence as an instructor
• the safety measures to be taken from either pilot seat for emergency situations
that are likely to develop during instruction
d) Flight training requirements for flight instructors can be completed in full or in part
in flight or in a flight simulation training device, as appropriate
e) Initial and transition flight training for flight instructors (flight simulation training
device) shall include the following:
• training and practice in the required normal, abnormal and emergency
procedures to ensure competence to conduct the flight instruction
• training in the operation of flight simulation training devices, to ensure
competence to conduct the flight instruction required
B. CABIN CREW INSTRUCTOR TRAINING
1. Cabin instructor duties, functions and responsibilities

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 S/U
2. Applicable regulations and the AOC holder’s policies and procedures
3. Appropriate methods, procedures and techniques for conducting the required
checks
4. Proper evaluation of student performance including the detection of:
• improper and insufficient training
• personal characteristics of an applicant that could adversely affect safety
5. Appropriate corrective action in the case of unsatisfactory checks
6. Approved methods, procedures and limitations for performing the required
normal, abnormal and emergency procedures in the aircraft, as applicable
7. Except for existing cabin instructors:
• fundamental principles of the teaching-learning process
• teaching methods and procedures
• the instructor-student relationship

C. FLIGHT OPERATIONS OFFICER INSTRUCTOR TRAINING

1. Flight operations officer instructor duties, functions and responsibilities

2. Applicable regulations and the AOC holder’s policies and procedures
3. Appropriate methods, procedures and techniques for conducting the required
checks
4. Proper evaluation of student performance including the detection of:
• improper and insufficient training
• personal characteristics of an applicant that could adversely affect safety
5. Appropriate corrective action in the case of unsatisfactory checks
6. Approved methods, procedures and limitations for performing the required
normal, abnormal and emergency procedures for the aircraft or position involved
7. Except for holders of existing flight operations officer instructor licences:
• the fundamental principles of the teaching-learning process
• teaching methods and procedures
• the instructor-student relationship

Remarks:

OVERALL RESULT: Inspector’s

signature:

Satisfactory Name:

Unsatisfactory Date:

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Chapter 5
DEMONSTRATION (PROVING) FLIGHTS

5.1 BACKGROUND AND OBJECTIVES

5.1.1 The plan for demonstration flights will have been prepared by the Operator and approved by
the CAA Nepal during the document review phase of the certification process and is based on the
CAA Nepal’s assessment of the capabilities of the operational and maintenance systems established
by the applicant. The following procedures outline how CAA Nepal will implement the plan.
5.1.2 A team leader will be assigned to lead the demonstration flight and shall be one of the
inspectors from the review team. He shall be responsible for the conduct, coordination and evaluation
of the test. The team shall as a minimum include flight operation(s) and airworthiness inspector(s).
5.1.3 The demonstration flights are designed to determine prior to the issuance of the AOC that the
applicant is capable of operating and maintaining each aircraft type which he proposes to use in
accordance with CAA Nepal requirements. Demonstration flights may also be required of a fully
certified airline which is adding a new airplane type to its fleet or a special authorization. Successful
demonstration flights may be considered the final proof that an operator is ready to commence
revenue operations with a specific type of airplane. During these inspections, CAA Nepal staff will
observe and evaluate the in flight operations within the total operational environment of the air
transportation system. In the course of these flights, paying passengers will not be carried. However,
it is desirable for the applicant to have on board company officials who can make decisions and
commitments on behalf of the applicant concerning actions to correct deficiencies.
5.1.4 The applicant and the CAA Nepal inspectors shall plan well in advance for the conduct of the
demonstration flights. All concerned must have a clear understanding and agreement as to what must
be accomplished by the applicant to show compliance with the applicable operating regulations.
General objectives for pre certification demonstration flights shall include the determination of the
adequacy of:
a) in flight procedures laid down in the operations manual and compliance with those procedures;
b) the facilities and equipment provided to the flight crew to conduct the flight safely and in
accordance with regulations;
c) the support provided by operational control to the flight crew;
d) the general provision made for ground handling of the aircraft and assisting the flight crew to
carry out their duties at all aerodromes utilized by the applicant along the routes; and
e) en-route facilities.
5.1.5 Demonstration flights are operated exactly as though the applicant is conducting revenue
operations. However, during the course of the flights the CAA Nepal staff may introduce simulated
situations which will require appropriate responses by crew members and ground personnel.
5.1.6 Provided that flights are conducted in accordance with the applicable commercial air transport
regulations and air operator procedures, the types of flights that can be credited towards
demonstration flight requirements are described in the following sub-paragraphs:
a) Representative en-route flights. Before an applicant may conduct these flights, the test team
must be satisfied that the document review phase has been completed.
b) Positioning flights. Positioning flights approved by the CAA Nepal may be credited towards
demonstration flight requirements.

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c) Training flights. With the approval of the CAA Nepal training flights may be credited towards
demonstration test requirements, provided that a CAA Nepal inspector observes each flight.
5.2 SPECIFIC PROCEDURES
5.2.1 Well before the demonstration flights (during the pre-application phase of the certification
process) the CAA Nepal Team will have briefed the operator regarding the necessity for
demonstration flights, what must be accomplished and the areas which will be evaluated.
Subsequently, during the document review phase the aircraft demonstration plan will have been
submitted to the CAA Nepal for approval.
5.2.2 At least ten days prior to the demonstration flights, in accordance with the aircraft
demonstration plan, the operator must submit a detailed schedule of the proposed flights including
dates, times and aerodromes to be used, along with a list of names of all crew members who will be
used on each flight. The applicant shall also provide a list of names and titles of non-crew member
personnel who will be aboard the aircraft during the flights. Preliminary flight plan information
containing predicted fuel, baggage, and passenger loads for each segment along with predicted gross
takeoff and landing weights must also be provided.
5.2.3 After receipt of the aircraft demonstration plan details from the operator, the CAA Nepal team
will develop a demonstration flight scenario consisting of simulated emergencies and other means of
testing the crew members’ and operators operator’s ability to cope with actual operational
contingencies. Since the primary purpose of the demonstration flights is to ensure basic compliance
with safe operating procedures during routine operations, the introduction of simulated abnormal and
emergency conditions shall be kept to the minimum required to evaluate the operator's capability to
respond to such conditions. The following are typical scenarios which may be useful in evaluating the
operator’s capabilities:
a) diversion to alternate aerodromes for reasons such as weather or maintenance. This tests the
company’s communications, maintenance, ground handling and other operational capabilities;
b) MEL or CDL situations. This tests crew members’ understanding of specific operational
limitations and the company’s operations and maintenance procedures;
c) performance problems. This requires the aircrew and dispatch or flight control personnel to
demonstrate competency and knowledge of such items as aircraft performance, aerodrome
analysis charts and alternative company procedures;
d) dangerous goods. The introduction of simulated dangerous goods will test the applicant’s
ability to properly document and handle such items or if not authorized to carry dangerous
goods, to take appropriate action;
e) simulated aircraft emergencies such as an equipment failure. This tests the flight crew’s
knowledge and competency in handling emergency situations. It also tests the operator’s
communications, maintenance and other capabilities; and
f) simulated cabin emergencies. This tests the ability of the cabin crew to deal with cabin
abnormalities in accordance with established company procedures and to coordinate with the
flight deck crew.
5.2.4 Unsatisfactory conditions noted by the CAA Nepal inspectors during any part of the
demonstration inspection shall be brought to the attention of the applicant for corrective action. The
opportunity shall be provided for the applicant to remedy any deficiencies affecting the safety of the
operation before any further flights are undertaken. All discrepancies and items of non-compliance
need to be corrected or resolved, with acceptable records of the corrective actions taken being kept,
to the satisfaction of the CAA Nepal certification team prior to the inauguration of commercial service.
Some examples of deficiencies requiring corrective action are:

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a) flight crew member not properly trained, e.g. assistance from applicant supervisors or a CAA
Nepal inspector required;
b) flight crew member not familiar with aircraft, systems, procedures or performance;
c) cabin crew member not properly trained in emergency evacuation procedures or in the use of
emergency equipment or not familiar with the location of that equipment;
d) numerous aircraft deficiencies and/or system malfunctions;
e) inadequate mass and balance or load control;
f) unsatisfactory operational control, e.g. improper flight planning and flight release procedures;
g) unacceptable maintenance procedures or practices; and/or
h) improper aircraft servicing and ground handling procedures.
5.2.5 After the entire series of demonstration flights is completed, the operator will be provided with
a detailed de-briefing and will be informed whether or not his overall performance was satisfactory or
unsatisfactory. This will be followed with a letter detailing the same information.
5.3 EVALUATION AND REPORTING
The routine portion of the applicant’s operational performance during the series of demonstration test
flights will be evaluated using the Inflight Cockpit Inspection Checklist form along with the criteria
contained in Volume II, Chapter 13 of this handbook; the Inflight Cabin Inspection Checklist form
along with criteria contained in Volume II, Chapter 14; and the Station Facility Inspection Checklist
form along with the criteria contained in Volume II, Chapter 12 (as applicable). These will be
attached to the demonstration flight report form which will also be completed.

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Attachment E

AIR OPERATOR DEMONSTRATION FLIGHT REPORT

1. Air operator:

2. Aircraft type:

3. Flight
information:

Route Segments
Flight time
(List 3-letter identifiers
Dates of origin and
destination Day Night
aerodromes)

4. Emergency/abnormal scenarios (List)

5. Results: Satisfactory: Unsatisfactory:

Remarks: (continue on back if necessary)

Note — Attach in-flight cockpit and in-flight cabin inspection report forms and station facility inspection report forms if
applicable, along with copy of letter to company advising whether flights were found to be satisfactory or
unsatisfactory.

Inspector’s
signature:

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Chapter 6
CONTINUING SAFETY OVERSIGHT — SURVEILLANCE

6.1 GENERAL
6.1.1 Continuing safety oversight of the air operator by CAA Nepal is inherent in the system of
certification. It is essential to ensure that the required standard of operation is maintained in order to
provide a safe and reliable commercial air transport service to the public.
6.1.2 CAA Nepal inspectors have the authority and responsibility for exercising continuing safety
oversight of commercial air transport operations to ensure that accepted safety practices and proper
procedures for the promotion of safety in operations are maintained. To achieve this objective, the
CAA Nepal will establish an annual risk based surveillance plan for continuously monitoring
operations conducted by each operator. Such surveillance may result in the revision of operations
specifications or in the temporary suspension of an AOC and, in an extreme case, may result in the
revocation of an AOC.
6.1.3 Required surveillance and the related inspections will be planned by the Chief, Flight Safety
Standards Department and conducted by CAA Nepal inspectors assigned to an operator as
responsible for the standard of conduct of the operations. All inspectors authorized to conduct safety
oversight will be in possession of credentials identifying them as inspectors employed by the CAA
Nepal. The credentials shall also identify the legislation under which they are empowered to inspect.
6.1.4 Surveillance is to be conducted on a continuous basis, and will include regular and random
inspections of all aspects of the operation. The areas to be covered in the surveillance activities over
a period of time will be similar to those examined during the original certification process. They will
include at least a re-evaluation of the operator's organization, management effectiveness and control,
facilities, equipment, ground handling, aircraft maintenance, operational control and supervision, flight
and duty time records, maintenance of flight and cabin crew standards, passenger and cargo safety
procedures, dangerous goods procedures, operational and personnel records, training, company
manuals, financial viability and record of compliance with the provisions of the AOC, the associated
operations specifications and pertinent operating regulations.
6.1.5 All safety oversight activity with respect to a particular operator will be risk based and carefully
planned as it will not be possible to cover all aspects of an operation during every inspection.
Inspections shall also be planned on the basis of a risk assessment exercise so that aspects of the
operation that involve the greatest risk should receive more frequent attention. Where an air operator
has established a Safety Management System (SMS) that has been assessed as effective and is
achieving the agreed-to performance measures, then safety oversight activity from the CAA Nepal for
that air operator may be reduced.
6.2 SURVEILLANCE PROGRAMME
6.2.1 In the first few months of a new operation, CAA Nepal inspectors shall be particularly alert to
any irregular procedures, evidence of inadequate facilities or equipment, or indications that
management control of the operation may be ineffective. They shall also carefully examine any
information that may indicate a significant deterioration in the operator's financial condition. Examples
of trends which may indicate problems in an operator's financial condition are:
a) significant lay-offs or turnover of personnel;
b) delays in meeting payroll;
c) reduction of safe operating standards;
d) decreasing standards of training;

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e) withdrawal of credit by suppliers;

f) inadequate maintenance of aircraft;
g) shortage of supplies and spare parts;
h) curtailment or reduced frequency of revenue flights; and
i) sale or repossession of aircraft or other major equipment items.
6.2.2 When possible financial difficulties are identified, CAA Nepal inspectors will increase technical
surveillance of the operation with particular emphasis on the maintenance of safety standards.
6.2.3 During the certification process, the CAA Nepal inspector will have determined the methods,
systems or procedures that the operator intended to use to ensure compliance with the applicable
regulations, the AOC and its associated operations specifications and the operator’s operation
manual. A prime objective of the surveillance programme is to confirm that such methods, systems or
procedures are being followed and are effective in the demonstration of operator compliance and
achievement of safety objectives.
6.2.4 Aircraft leases and contractual arrangements entered into by the operator for training, etc.
need to be thoroughly reviewed and a determination made of whether these arrangements are
producing satisfactory results as far as the maintenance of safety standards and regulatory
compliance are concerned.
6.2.5 The operator’s training programme must be closely monitored during oversight to ensure that
the training standards, which were demonstrated when the programme was initially approved, are
being maintained. If there are indications that the training provided is not achieving the desired
training objectives, or has resulted in a high failure rate on various tests or examinations, CAA Nepal
inspectors need to make certain that the operator revises the training programme to ensure that
trainees will reach the required level of competence.
6.2.6 The performance of flight crew authorized as Designated Check Pilots needs to be observed
and evaluated during the course of the surveillance programme. This evaluation should be conducted,
where possible, by an inspector qualified on the specific type of aircraft utilized by the operator. The
procedures for approval and surveillance of Designated Check Pilots are contained in Chapter 18 of
Volume II.
6.2.7 The oversight function will be accomplished on a continuing basis, planned and performed at
specified times or intervals such that all significant aspects of the operator's procedures and practices
are evaluated and appropriate inspections, commensurate with the scale and scope of the operator’s
activities, conducted at least once every 12 months.
6.2.8 The safety oversight programme of an operator shall:
a) establish that the operator has conducted, and is likely to continue to conduct, operations in
accordance with good operating practices, the AOC's operations specifications, operations
manual and in all respects in compliance with Nepalese regulations;
b) ensure that all changes in the applicable operating regulations and rules, in any amendments
to the AOC or associated operations specifications, or otherwise any improvements in
operating procedures, are put into practice and reflected in appropriate amendments to the
operations manual;
c) keep the CAA Nepal informed of the competency, current operating practices and record of
compliance of the operator, including service providers to whom the operator may have
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d) afford CAA Nepal the opportunity to recommend regulatory or policy changes if the safety
oversight inspections indicate such action would result in improvements in operating safety
standards in general; and
e) establish whether the exercise of the privileges of an AOC and the associated operations
specifications by a particular operator should be continued, made the subject of further
operating limitations, or be suspended or revoked.
6.3 PLANNING AND EXECUTING SURVEILLANCE PROGRAMME
6.3.1 For surveillance programmes to be effective, they must be carefully planned and executed.
Planning and executing any type of surveillance programme will be down into four phases:
• Phase One. Developing a risk based surveillance plan by determining the types of
inspections necessary and the frequency of those inspections.
• Phase Two. Accomplishing the surveillance plan by conducting the inspections.
• Phase Three. Analyzing surveillance data gathered from inspection reports and related
information from other sources.
• Phase Four. Resolution of Safety Deficiencies
[Link] Phase One – Developing a risk-based surveillance plan. Responsibility for the development
of the annual operations surveillance programme rests with the Chief, Flight Safety Standards
Department. The surveillance programme shall recognize the need to conduct routine and ongoing
surveillance and shall anticipate the possibility of special emphasis surveillance as a result of certain
risk indicators such as accidents, incidents, repeated violations of Nepalese Civil Aviation Regulations
and evidence of financial problems. When planning a surveillance programme, the Chief, Flight Safety
Standards Department must identify the programme objectives, evaluate the resources available and
determine the specific types and numbers of inspections to be conducted in support of that
programme. Numbers of inspections will be established taking into consideration the current operating
environment which the CAA Nepal oversees, such as number of aircraft and variety of aircraft types,
number of crew members, routes, number and geographic location of transit stations, the volume of
training being conducted and the assessment of risk as mention above. An operator’s history of
compliance with regulations and cooperation with the inspectorate may also be considered when
developing a surveillance programme. In summary, the aspects of the operation or operator that
involve the greatest risk will receive more frequent attention.
[Link] Phase Two – Conducting surveillance plan inspections. During the conduct of the surveillance
plan inspections, accurate and qualitative inspection reporting is essential. The quality and
standardization of inspection reporting requires the use of the inspection checklists and report forms
contained in this handbook.
[Link] Phase Three – Analyzing surveillance data. When deficiencies are observed in the course of
the safety oversight programme for a particular operator, the cause shall be determined, prompt
action taken to rectify the deficiency and appropriate follow-up initiated to determine the effectiveness
of the corrective action. Additional inspections shall be planned and conducted whenever problems in
particular areas are repeated. Evaluation of inspection results is a key phase of any surveillance
programme. The primary purpose of evaluating surveillance data is to identify trends as well as
deficiencies which are not associated with an apparent trend. This evaluation of inspection results is
also important in terms of redefining and implementing subsequent surveillance objectives and
inspection activity. Additionally, other related information from incidents, accidents, enforcement
actions and other sources may provide valuable trend information which may relate to the operator's
safety and compliance status. For each air operator, summary information collected under the
surveillance programme will be gathered and maintained current. In coordination with other
departments such as airworthiness, PEL, the [Director Flight Standards or as applicable] will evaluate
the surveillance data on a quarterly basis and amend the surveillance programme as required.

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[Link] Phase Four – Resolution of safety deficiencies. The [Director Flight Standards or as
applicable], must use good judgment when determining the most effective course of action to be
taken as a result of unsatisfactory inspection findings. The appropriate course of action often depends
on many factors. Various options which may be considered are: informal discussion with the operator;
formal written request for corrective action; withdrawal of CAA Nepal approval for a program, manual,
or document; and initiation of an investigation leading to formal enforcement action. Corrective action
which an operator takes independently of the CAA Nepal should be taken into account.
6.3.2 Should the safety oversight programme and related inspection reports reveal that an operator
has failed to meet or is unable to meet or maintain the required standards for certification or the
conditions specified in the AOC and its associated operations specifications, the CAA Nepal inspector
responsible for that air operator is to advise the operator of the deficiency observed and the air
operator will be responsible to develop a corrective action plan which will normally be required within
30 days. If an operator does not correct a deficiency as required, the Chief, Flight Safety Standards
Department shall inform the CAA Nepal and, if necessary, make a recommendation that the AOC and
its associated operations specifications be restricted, temporarily withdrawn or permanently withdrawn.
When an AOC is suspended or revoked for any reason, the operator is required to promptly return the
AOC to the CAA Nepal.
Frequency of Inspections
6.3.3 While the surveillance programme will be adjusted based on an assessment of risk as
outlined above, the minimum numbers of the various types of inspections contained in this Manual
which must be accomplished are outlined below. Taking into account inspector resources and the
demand for certification activities, additional inspections will be completed in areas of higher risk.
[Link] Manual inspections. A complete review of the operations manual, training manual, MEL, cabin
crew, flight dispatch manual and other related manuals shall be accomplished once every three years.
[Link] Main base audit to include inspections of operations control, trip records, flight and duty time
records, qualification and training records to be conducted at least every year.
[Link] An assessment of an air operators SMS shall be conducted every year.
[Link] For each air operator each training courses will be observed over a period of three years.
Note — Sampling of a portion of the course is all that is required.

[Link] Cockpit en-route inspections. Two inspections annually on each aircraft type.
[Link] Cabin en-route inspections. Two inspections annually on each aircraft type.
[Link] Station facility inspections. Inspection of 25 per cent of transit bases each year used by an air
operator to a maximum of four inspections each year.
[Link] Ramp inspections. Four ramp inspections annually on each aircraft type operated by an air
operator.

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Chapter 7
MAIN BASE AUDIT

7.1 BACKGROUND AND OBJECTIVES

A main base audit shall be performed at the operator’s principal base of operations, sub-bases, and
the purpose of the inspection is to assess the suitability of the operator’s organization, management,
facilities, equipment, manuals, personnel and training records. The operations portion of main base
audit will be accomplished in six increments as follows:
• operations manual;
• operational control;
• operations and flight (trip) records;
• flight and duty time records;
• training programme; and
• training and qualification records.
7.2 GENERAL INSPECTION GUIDELINES
7.2.1 Inspectors shall contact the operator well in advance to make appropriate arrangements for
inspecting elements of the main base audit. Unlike many types of operations inspections which are
most effective when conducted on short notice (such as ramp inspections and in-flight inspections)
elements of the main base operation are not subject to rapid adjustments on the part of the operator
in anticipation of the inspection and the inspections are most productive following adequate notice
and coordination. Advance notice is important to ensure that key company personnel will be present
during the course of the inspections to provide information and answer questions. The required
company presence will vary according to the type of inspection. During the initial contact, the operator
shall be briefed in detail regarding the scope of the audit, the areas to be inspected, and the
approximate duration of the audit. For example, when evaluating operational control procedures and
operations, the inspector will require almost constant contact with personnel who are responsible for
each functional area. In contrast, the inspection of flight and duty time records requires very little
company involvement except to make records available and answer any initial questions the inspector
may have about the operator's record keeping system.
7.2.2 Before commencing each type of inspection listed in 7.1 above, inspectors should familiarize
themselves to the maximum extent possible with the operator’s manuals, policies and instructions
regarding the area to be inspected. In developing an annual work programme, it is therefore sound
practice to schedule an operations manual inspection in advance of the other types of inspections
contained in this chapter. This will provide the inspector with an overview of the operator’s instructions
and policies prior to evaluating their effectiveness in day to day practice. Before performing the
individual inspections contained in chapters which follow, inspectors should review for a second time
and in greater depth those portions of the operator's manual which pertain to the specific area to be
evaluated. In that sense, all inspections which are conducted by operations inspectors become an
extension of the formal evaluation of the operator's manual, because unsatisfactory performance in
operational areas can often be traced to inadequate planning, guidance, and training.
7.2.3 Upon arriving at the site where the inspection is to be conducted, inspectors shall introduce
themselves and present their identification to the operator's representatives, if not personally known to
them. The inspector shall review with the operator the scope of the audit to be conducted, and
assemble key company personnel who are to be available to answer questions during the course of
the audit. The inspector shall coordinate with the operator the time and place at the conclusion of the
audit to review the findings.

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7.3 SPECIFIC INSPECTION PROCEDURES AND PRACTICES

Detailed guidance regarding the conduct of the six types of inspections listed in 7.1 above, along with
inspection checklists/report forms, are contained in Chapter 4, Part II and Chapters 8 through 12 of
this volume.

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Chapter 8
OPERATIONAL CONTROL INSPECTION
[Note — This chapter assumes that the CAA Nepal regulations require the air operator to assign operational
control responsibilities to a flight dispatcher/flight operations officer as part of the system for operational control. If
not the case this chapter will need to be amended to reflect the fact that the operator has delegated to the pilot-
in-command only the responsible for operational control.]

8.1 BACKGROUND AND OBJECTIVES

8.1.1 Operational control refers to the exercise, by the operator, of responsibility for the initiation,
continuation, termination or diversion of a flight. Flight dispatch procedures are the means by which
the control and supervision of flight operations will be achieved. FOR-A para 3.1.4 and FOR-H Sec.2
para 1.1.5 require air operators to have an approved system for the control and supervision of flight
operations. The air operator is required to demonstrate that there are sufficient qualified flight
dispatchers in place to ensure adequate operational control. The operational control system shall
have an approved flight following system adequate for the proper monitoring of each flight considering
the operations to be conducted. Responsibility for operational control is delegated jointly to the pilot-
in-command and the flight dispatcher.
8.1.2 To make an evaluation of the overall effectiveness of the operational control organization, the
FOI must evaluate the following factors:
• responsibility for operational control is clearly defined;
• an adequate number of operational control personnel are provided;
• applicable manuals contain adequate policy and guidance to allow operational control personnel
and flight-crews to carry out their duties efficiently, effectively and with a high degree of safety;
• operational control personnel are adequately trained, knowledgeable and competent in the
performance of their duties;
• flight control personnel and flight-crews have been provided with the necessary information for the
safe planning, control and conduct of all flights;
• the operator provides adequate facilities for flight control functions;
• the operator performs all operational control functions required by the regulations;
• the operator performs all functions necessary to provide adequate operational control in the
environment in which operations are conducted;
• adequate emergency procedures and contingency plans have been formulated.
8.2 GENERAL INSPECTION PRACTICES AND PROCEDURES
8.2.1 FOIs conduct operational control inspections through systematic manual reviews, records
inspections, observations and interviews.
a) Inspector preparation and manual review. Before starting an operational control inspection,
the inspector must become familiar with the operational control provisions contained in the
operations manual. This manual review is both the first step in the inspection process and
preparation for subsequent steps. Its purpose is to examine operations control policy and
guidance in depth in order to ensure that approved procedures are being followed. The
operations manual shall specify the following:
1) the responsibilities and functions assigned to flight dispatchers related to the approved
method of control and supervision of flight operations; and

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2) the responsibilities of a flight dispatcher include the provision of assistance to the pilot-in-
command in flight preparation; completion of operational and ATS flight plans; liaison with
the air traffic, meteorological and communication services; and the provision to the pilot-
in-command during flight of information necessary for the safe and efficient conduct of the
flight. Flight dispatchers shall also be responsible for monitoring the progress of each
flight under their jurisdiction and for advising the pilot-in-command of company
requirements for cancellation, re-routing or re-planning, should it not be possible to
operate as originally planned. In connection with the foregoing, it shall be understood that
the pilot-in-command is the person ultimately responsible for the safety of the flight.
b) Observations, interviews and records checks. The inspector shall establish with the operator
a mutually convenient time for conducting the interviews and records checks and for
observing flight control functions:
1) inspectors shall conduct interviews with both management and working level personnel to
meet inspection objectives. Inspectors shall plan these interviews so that the required
information can be obtained without unduly distracting personnel from their duties and
responsibilities;
2) inspectors shall observe actual flight release operations. Before beginning these
observations, an inspector should request a tour of the operator’s facility for general
orientation. During this time, he may observe operations control personnel performing a
variety of job functions. If possible, these observations should be made during periods of
peak activity, adverse weather, or during non-routine operations. Inspectors shall ask
pertinent questions of personnel regarding their individual duties and responsibilities and
relationship to the overall operations control effort;
3) when possible, inspectors should observe a dispatcher competency check being
conducted to evaluate the knowledge level of dispatchers and the performance of the
supervisor.
Note — Detailed guidance concerning operations (trip) records, fatigue management records and training and
qualifications records is contained in Chapters 9, 10 and 11 of this volume. Each type of records inspection has
its own checklist and report form. These areas may be examined separately or in conjunction with the remainder
of the operational control inspection areas.

8.3 SPECIFIC INSPECTION PRACTICES AND PROCEDURES

8.3.1 The Air Operator Operational Control Checklist/Report form at the end of this section contains
a list of specific inspection items of the carrier's operations control organization, functions, and
guidance. It will serve as both a checklist of items to be covered and as a means of recording the
results of the inspection. The following inspection areas will be evaluated to verify compliance with
Nepalese Civil Aviation Regulations and the air operator’s approved system for operational control.
[Link] Policies and procedures
a) Authorized operations:
1) The type of operations that may and may not be conducted shall be clearly specified in
manuals and other instructions (VFR, IFR, CAT II, etc.).
2) Applicable CAA Nepal and the operator’s policies applicable to each type of operation
shall be clearly stated.
3) Geographic areas and destinations to which extended overwater flights or EDTO may be
conducted shall be clearly specified.
b) Manuals:
1) A section of the operations manual shall be devoted to the policy and guidance for
operational control (Note — May be contained in a separate manual.).

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2) If the operator conducts extended overwater or EDTO, a separate section of the

operations manual shall contain key considerations regarding these types of operations.
3) The applicable section(s) of the operations manual shall be readily available to
dispatchers and flight crews while they perform their duties.
c) Pre-departure functions. The responsibility and procedures for accomplishing the following
functions shall be clearly defined and properly executed:
1) crew assignment;
2) load planning;
3) aircraft routing;
4) flight planning;
5) release of the aircraft from maintenance;
6) control of MEL and CDL limitations. Required instruments and equipment shall be
installed and operational;
7) compliance with flight operations limitations;
8) mass and balance;
9) performance planning, including consideration of mass, elevation, temperature, wind,
obstacles, etc.;
10) the operator shall have a means for the PIC and dispatcher to ensure that each of these
functions has been satisfactorily accomplished before the aircraft departs.
d) Original operational flight plan:
1) The conditions under which a flight may and may not be dispatched (type of operation,
weather, crew compliment, load, etc.) shall be clearly defined.
2) The conditions under which a flight must be re-routed, delayed, or canceled shall be
defined.
3) The operational flight plan shall contain all the necessary elements as required by CAA
Nepal requirements.
4) A written copy of weather reports, forecasts and NOTAMS shall be attached to the
operational flight plan and provided to the flight-crew.
5) Flight shall not commence unless it is ascertained by every reasonable means that
aerodromes to be used are adequate for the operation.
e) Dispatcher briefing:
1) The operator’s procedures shall provide for briefing of the PIC by the dispatcher.
2) The minimum content of the briefing shall be specified and adequate.
f) Dual responsibility:
1) The signatures of both the PIC and the Dispatcher shall be required on the operational
flight plan.
2) The PIC’s obligation to operate the flight according to the operational flight plan, or to
obtain an amended release, shall be clearly stated.
g) Flight following:
1) The dispatcher’s flight following requirements and procedures shall be clearly identified.

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2) Policy and guidance shall be provided to flight crews and dispatchers for monitoring fuel
en-route.
3) Flight-crew reporting requirements and procedures shall be clearly stated.
4) There shall be specified procedures for dispatchers to follow when a required report is not
received.
5) The operator shall maintain a record of communications between the dispatcher and the
flight.
6) Procedures shall be established to notify flights en route concerning hazardous conditions
relating to aerodromes, navigation aids, etc., and to report changes in forecast weather.
h) Planned re-release. If the operator uses planned re-release procedures in connection with
extended overwater operations, the following areas shall be considered:
1) a separate operational analysis shall be prepared for the two routes and provided to the
PIC, dispatcher, or flight follower;
2) the re-release point shall be common to both routes;
3) re-release messages shall be transmitted, acknowledged, and recorded. The message
shall include all requirements including NOTAM and weather information;
4) the aircraft shall meet landing performance requirements at the intermediate destination.
i) Inability to proceed as released:
1) Policy concerning the PIC’s latitude to deviate from the operational flight plan without
obtaining a new release shall be stated.
2) Specific and adequate direction and guidance shall be provided to PIC’s and dispatchers
for the actions to take when a flight cannot be completed as planned (such as
destinations or alternates below minimums, runways closed or restricted).
3) Procedures to follow in case of diversion or holding shall be specifically and clearly stated.
4) Procedures to be followed in case of an emergency procedure which results in deviation
from local regulations or procedures shall be clearly stated.
j) Meteorology:
1) If the applicant has established a meteorological department, determine that it will be
provided with adequate staff and facilities.
2) Determine whether adequate procedures have been established to ensure the availability
of weather forecasts and reports needed by the operator for flight planning purposes.
3) Determine that the operator has procedures to utilize all useful weather information
pertinent to the area with which the operational control is concerned.
4) Determine that the operator has provided the means whereby the pilots and the flight
dispatchers are provided with timely information pertaining to clear air turbulence,
thunderstorms, icing conditions and volcanic ash, as well as to the best routes and
altitudes for avoiding such occurrences.
5) Give particular attention to procedures to be employed by operational control for
disseminating information pertaining to clear air turbulence, thunderstorms, volcanic ash,
icing conditions and other significant weather phenomena.
6) Determine that the necessary procedures have been established for providing adequate
weather information to the pilot-in-command at en-route stops.

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7) Determine the adequacy of the procedures to be employed throughout the applicant's

system with respect to in-flight meteorological reporting.
k) Aerodrome operating minima:
1) IFR departure minimums shall be consistent with CAA Nepal regulations and specific
CAA Nepal approvals.
2) Take-off alternates shall be named in the operational flight plan when flights are released
with the departure aerodrome below landing minimums, and shall meet the requirements
of local State regulations.
3) Destination weather minimums shall be clearly defined.
4) Destination alternates shall be named in the operational flight plan.
5) Flights shall not be continued toward the aerodrome of intended landing unless the latest
available information indicates that operating minima can be complied with.
l) Minimum en-route altitudes. The operator shall establish minimum en-route altitudes for
routes flown, which shall not be lower than those established by CAA Nepal regulations.
m) Selection of alternates:
1) Policy, direction, and guidance shall be provided for the selection of takeoff, en-route, and
destination alternates.
2) Terrain and engine out performance shall be considered in selecting an alternate.
n) NOTAMS:
1) NOTAM information shall be available and utilized.
o) Information:
1) The operator shall make adequate provisions for supplying aerodrome and navigation
information to pilots and dispatchers.
2) The operator shall have an adequate method for providing data to dispatchers on take-off
and landing minimums at each aerodrome. Dispatchers shall have immediate access to
such data.
p) Fuel and oil supplies:
1) All increments of fuel required by CAA Nepal regulations (start and taxi, take-off to arrival
at destination, approach and landing, missed approach, alternate fuel, holding, and
contingency) shall be provided.
2) If aircraft are dispatched without an alternate, adequate contingency fuel shall be carried
for un-forecast winds, terminal area delays, runway closures, and other contingencies.
3) Minimum fuel procedures shall be specified for both dispatchers and PIC’s and shall be
adequate for the environment in which operations are conducted
q) Engine-out performance considerations:
1) The operator shall take into account engine out performance rules when applicable to
specific routes and types of operations.
2) Engine out performance analysis shall be complete and accurate.
3) When possible, multiple ETP's shall be provided for overwater flights and EDTO
operations.
4) Adequate guidance shall be available for drift down computations and fuel dump
requirements.

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r) Emergency procedures:
1) Emergency action procedures and checklists shall be published and readily available to
operations control personnel for the following emergencies:
i) in-flight emergency;
ii) crash;
iii) overdue or missing aircraft;
iv) bomb threat;
v) hijacking.
2) Operator shall have available lists containing information on the emergency and survival
equipment carried aboard its airplanes.
s) Change-over procedures:
1) During shift changes, an adequate overlap shall be provided for dispatchers and other
flight operations control personnel to brief their oncoming counterparts,
t) Communications and reports. Provisions shall be made concerning the following:
1) the procedures to be used to notify flights regarding hazardous conditions relating to
aerodromes or navigation aids, etc., are adequate;
2) notices to airmen (NOTAMs) will be made available to flight crew personnel in a timely
manner;
3) emergency communications procedures and facilities are adequate;
4) flight dispatchers are able to establish rapid and reliable voice communications with the
flight crew at the gate;
5) communications between the operational control centre and appropriate ATS facilities are
adequate;
6) air-ground communications and point-to-point circuits used for flight safety messages are
adequate and are reasonably free of congestion to ensure rapid and reliable
communications throughout the geographical area of operations;
7) flight dispatchers are familiar with all facets of operations within their geographical areas
of responsibility and are properly authorized and qualified in the use of all
communications channels required by the approved method of control and supervision of
flight operations;
8) the necessary emphasis is placed on the timely receipt of messages both in the aircraft
and at the operational control centre or en-route stations; and
9) facilities for the communication of weather information to en-route stations and to aircraft
are adequate.
[Link] Dispatchers and meteorologists
a) Qualification:
1) All dispatchers shall be certified in accordance with CAA Nepal regulations.
2) Dispatchers shall have successfully completed a competency check annually.
3) Dispatchers shall have completed route familiarization on an annual basis.
4) Any meteorologists who are employed by the operator shall be qualified according to
Nepalese regulations and operator policy.

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b) Knowledge of weather. Dispatchers shall be:

1) knowledgeable about the following weather conditions:
i) surface (fronts, fog, low ceilings, etc.);
ii) upper air (tropopause, jet streams);
iii) turbulence (pressure and temperature gradients);
iv) severe (low-level wind-shear, microburst, icing, thunderstorms);
v) able to read terminal reports, forecasts, various weather depiction charts and upper air charts
and interpret the meanings .
c) Knowledge of the area. Dispatchers shall be:
1) able to immediately recognize the aerodrome identifiers for the aerodromes in the area
they are working;
2) generally familiar with the aerodromes in the area they are working (number and length of
runways, available approaches, general location, elevation, surface temperature
limitations);
3) aware of which aerodromes in the areas they are working in are special aerodromes, with
regard to crew qualifications;
4) aware of the terrain surrounding the aerodromes in the areas they are working;
5) aware of dominant weather patterns and seasonal variations of weather in the area; and
6) aware of route segments limited by drift down.
d) Knowledge of aircraft and flight planning. Dispatchers shall have knowledge of:
1) the general performance characteristics of each airplane with which they are working
(such as average hourly fuel burn, holding fuel, engine out, drift down height, effect of
wind and lower altitude on fuel burn, crosswind limits, maximum takeoff and landing
weights, required runway lengths); and
2) all of the elements contained in the operational flight plan and ATC flight plan.
e) Knowledge of policy. Dispatchers shall be:
1) knowledgeable regarding CAA Nepal regulations and authorizations regarding such items
as weather minimums; and
2) aware of the provisions of the operators manual regarding all policies and procedures
discussed in this section.
f) Knowledge of responsibilities. Dispatchers shall be:
1) knowledgeable of their responsibilities under the CAA Nepal regulations (such as briefing
PIC; canceling, re-scheduling, or diverting for safety; inflight monitoring; in-flight
notification to PIC);
2) knowledgeable of their responsibilities under the operator's manual.
g) Proficiency. Dispatchers shall be:
1) competent in the performance of their assigned duties; and
2) alert for potential hazards.

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h) Duty time. Regulatory requirements shall be complied with. [Note to CAA Nepal— This
assumes you have such regulations. In the absence of regulatory requirements replace with: “Shifts
should be of a reasonable length and adequate rest time should be provided between shifts”. ]

[Link] Supervisors
a) Qualification. Supervisors of dispatchers shall themselves be qualified and current as
dispatcher
b) Conduct of competency check. Competency Checks which are administered by
supervisors shall be appropriate, thorough, and rigorous
[Link] Facilities and staff
a) Physical:
1) Working space shall be adequate for the number of people working in the dispatch center.
2) Temperature, lighting, and noise levels shall be conducive to effective performance by
operations personnel.
3) Access to the facilities shall be controlled.
b) Information:
1) Dispatchers shall be supplied with all the information they require (such as on flight status,
maintenance status, load, weather, facilities).
2) Information shall be effectively disseminated and displayed; and it must be quickly and
accurately located.
3) Real-time weather displays shall be available for adverse weather avoidance.
c) Management:
1) Overall responsibility for operations in progress shall be assigned by the operator to one
individual who can coordinate the activities of all of the dispatchers.
2) Adequate internal communications links to flow control type facilities and to high level
management officials shall be established.
d) Workload:
1) The operator shall assign sufficient personnel to adequately handle the workload during
periods of both normal and non-routine operations.
2) Dispatchers shall have sufficient time to effectively perform both dispatch and flight
following duties. Dispatchers shall not be used to perform other functions such as clerks,
maintenance officers, etc., to the detriment of their primary function.

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Attachment F
AIR OPERATOR OPERATIONAL CONTROL INSPECTION CHECKLIST/REPORT

Operator: Date:

Location: Inspector:

S = Satisfactory; U = Unsatisfactory; NA = Not applicable

 S/U/NA

A. .POLICIES AND PROCEDURES

1. Authorized operations
2. Manuals
3. Predeparture Functions
Crew assignment
Load planning
Aircraft routing
Flight planning
Release of the aircraft from maintenance
Control of MEL and CDL limitations
Compliance with flight operations limitations
Weight and balance
Adequate supervision
4. Original operational flight plan
5. Dispatcher briefing
6. Dual responsibility
7. Flight-following
8. Planned re-release
9. Inability to proceed as released
10. Weather
11. Aerodrome operation
12. Minimum en-route altitude
13. Selection of alternates
14. NOTAMs
15. Information
16. Fuel
17. Engine-out performance
18. Emergency procedures
19. Change-over procedures
20. Comm. And reports
B. DISPATCHERS AND METEOROLOGISTS
1. Qualification
2. Knowledge of weather
3. Knowledge of area
4. Knowledge of aircraft and flight planning
5. Knowledge of duties and responsibilities
6. Knowledge of policy
7. Proficiency
8. Duty time

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 S/U/NA

C. SUPERVISORS

1. Qualification
2. Conduct of competency checks
D. FACILITIES AND STAFF
1. Adequacy of facilities
2. Pertinent information
Comprehensive
Disseminated
Available
Current
3. Management
4. Workload

Remarks:

OVERALL RESULT: Inspector’s

signature:

Satisfactory Name:

Unsatisfactory Date:

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Attachment F (1)
AERODROME OPERATING MINIMA INSPECTION CHECKLIST

Operator: Date:

Location: Inspector:

S = Satisfactory; U = Unsatisfactory; NA = Not applicable

Flight Operations Requirements (A)

4.2.8 Aerodrome Operating Minima

[Link] An operator shall establish Aerodrome Operating Minima for each aerodrome to be used in
operations, and shall obtain approval of Civil Aviation Authority of Nepal for the method of
determination of such minima. Such minima shall not be lower than any that may be
established for such aerodromes by the State in which the aerodrome is located, except
when specifically approved by that State.
POLICIES AND PROCEDURES S/U/NA REMARKS

1. The type, performance and handling characteristics of the

aeroplane

2. The composition of the flight crew, their competence and

experience

3. The dimensions and characteristics of the runways which may be

selected for use

4. The adequacy and performance of the available visual and non-

visual ground aids

5. The equipment available on the aeroplane for the purpose of

navigation and/or control of the flight path during the approach to
landing and the missed approach

6. The obstacles in the approach and missed approach areas and

the obstacle clearance altitude/height for the instrument
approach procedures
7. The means used to determine and report meteorological
conditions
8. The obstacles in the climb-out areas and necessary clearance
margins

9. Is RVR information provided for Category II and Category III

instrument approach and landing operations?

10. For instrument approach and landing operations, aerodrome

operating minima below 800 m visibility shall not be authorized
unless RVR information is provided.

11. IFR departure minimums shall be consistent with CAA Nepal

regulations and specific CAA Nepal approvals.

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12. Take-off alternates shall be named in the operational flight plan

when flights are released with the departure aerodrome below
landing minimums, and shall meet the requirements of local
State regulations.

13. Destination weather minimums shall be clearly defined.

14. Destination alternates shall be named in the operational flight
plan.
15. Flights shall not be continued toward the aerodrome of intended
landing unless the latest available information indicates that
operating minima can be complied with.

Remarks:

OVERALL RESULT: Inspector’s

signature:

Satisfactory Name:

Unsatisfactory Date:

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Chapter 9
OPERATIONS AND FLIGHT (TRIP) RECORDS INSPECTIONS

9.1 BACKGROUND AND OBJECTIVES

9.1.1 FOR-A para 4.3 and FOR-H Sec. 2 para 2.3.1 require that a flight shall not be commenced
until flight preparation forms have been completed certifying that the pilot-in-command is satisfied that:
a) the aeroplane is airworthy and maintenance release has been issued;
b) the instruments and equipment for the particular type of operation to be undertaken, are
installed and are sufficient for the flight;
c) the mass of the aeroplane and centre of gravity location are such that the flight can be
conducted safely, taking into account the flight conditions expected;
d) any load carried is properly distributed and safely secured;
e) a check has been completed indicating that the performance requirements of FOR-A Chapter
5 and FOR-H Sec. 2 Chapter 3 can be complied with for the flight to be undertaken; and
f) the operational flight plan and flight release requirements as required by FOR-A para 4.3.3
and FOR-H Sec. 2 para 2.3.3 have been complied with.
9.1.2 FOR-A para 4.3.2 and FOR-H Sec. 2 para 2.3.2 requires that completed flight preparation
forms are retained by the operator for a period of three months. Examples of common flight
preparation forms meeting these requirements are: the load manifest, the flight release (normally
combined with the operational flight plan), the operational flight plan including weather and NOTAMs
and the maintenance release.
9.1.3 The primary objective of operations and flight records inspections is to ensure that operators
comply with established procedures and Nepalese Civil Aviation Regulations. Inspectors can evaluate
trip records to reconstruct a particular flight or a series of flights by the operational flight plan, flight
release, loading and weight documents, weather documents, and other related flight information
retained by the operator.
9.2 INSPECTION PRACTICES AND PROCEDURES
9.2.1 Trip records inspections are normally conducted at the operator’s principal base of operations.
Operators shall have established a system where transit stations forward all trip records information to
one central location where the information is retained for the required time period. Subject to CAA
Nepal approval, operators may store some or all trip records in an electronic format.
9.2.2 Inspectors shall contact the appropriate air operator manager and advise them that an
inspection shall be conducted. Upon arriving at the record keeping location, the inspector shall
properly identify himself and request records for a specific series of trips completed within the past
three months. This ensures that the operator has an effective means of storing records and is
capable of retrieving specific trip information at the CAA Nepal inspector’s request. Inspectors shall
also request space at the operator’s facility to conduct the inspection. Inspectors should not remove
trip records from the operator's facility.
9.2.3 Before conducting the actual inspection, inspectors shall familiarize themselves with the
operator’s trip records procedures, formats and means of disseminating information to flight crews.
9.2.4 During the conduct of the actual inspection, inspectors shall examine all of the available
documents for each flight and cross check the information between the trip records. For example, the
fuel load on a flight release should agree with the fuel load on the load manifest, the operational flight
plan, and the fuel slip (if available).

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9.2.5 Inspectors shall use the Operations and Flight Records Inspection Checklist/Report form
[Form # Attachment G] included at the end of this chapter to record the results of this inspection.
9.3 TRIP RECORDS INSPECTION AREAS
Operations and flight (trip) records are divided into five inspection areas as follows:
9.3.1 General inspection area. This inspection area refers to those inspection elements that are
common to all trip records. Inspectors shall evaluate such items as record availability, practicality,
currency, legibility, completeness and security as they relate to required record keeping requirements.
Inspectors shall ensure that each trip record package they examine contains all of the required
information and that it is related to the actual flight it represents. Each document shall include a date,
flight number and an aircraft registration number which clearly identifies the applicable flight.
9.3.2 Operational flight plan/flight release inspection area. This inspection area refers to the
operational flight planning requirements. Inspectors shall evaluate operational flight plan content.
Many operators incorporate the operational flight plan and the flight release into one document. This
is acceptable and reduces the duplication of information that may be required by both documents.
The operational flight plan/flight release shall contain or have attached the following information:
a) air operator name;
b) make, model, and registration number of the aircraft being used;
c) flight number, and date of flight;
d) name of the PIC and of each flight crew member;
e) departure aerodrome, destination aerodromes, alternate aerodromes and route;
f) minimum fuel supply ;
g) a statement of the type of operation (e.g., IFR, VFR, EDTO);
h) the latest available weather reports and forecasts for the destination aerodrome and alternate
aerodromes; and
i) any additional available weather information that the PIC considers necessary.
9.3.3 Fuel computation procedures inspection area. The objective of this portion of the
inspection is to determine whether the applicant’s aircraft will be dispatched with adequate fuel loads
calculated in accordance with CAA Nepal regulations and the operations manual.
[Link] To make this determination, inspectors shall review the fuel computation requirements and
sample operational flight plans. The inspection sample selected must include a variety of flights
dispatched from different bases on routes and route sectors calling for wide differences in fuel
requirements. The sample shall include sectors on which aircraft fuel capacity is critical. The fuel
carried shall be validated against expected aircraft performance, with appropriate corrections for wind
conditions and flight levels en-route.
[Link] The inspection shall also consider the additional fuel necessary to proceed to an adequate
aerodrome in the event of failure of one engine or loss of pressurization at the most critical point while
en-route, whichever is higher.
9.3.4 Load manifest inspection area. Each trip records package shall contain aircraft mass and
balance and loading information. Passenger and cargo weight information must be accurately
reflected on the load manifest. Inspectors shall inspect and validate the operator’s loading documents
to verify their accuracy and compliance with the CAA Nepal regulations and the aircraft load data
sheet. The inspection will ascertain that aircraft will be safely and correctly loaded in accordance with:
a) the requirements for the computation of aircraft mass and balance in the operations manual;
b) CAA Nepal regulations restricting mass to meet aircraft performance requirements;

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c) mass and centre of gravity limitations as specified in the aircraft flight manual and the
operations manual;
d) limitations on deck and bulkhead loading as specified in the aircraft flight manual and the
operations manual; and,
e) limitations regarding the transport of dangerous goods (if applicable).
[Link] Operators may have CAA Nepal approved systems which result in the final figures for weight
and balance being transmitted to the flight-crew via ACARS or company radio frequencies after the
aircraft has departed the gate or ramp area. This information, which normally consists of adjusted
take-off gross weight and trim settings, is critical to the crew members for accurately determining the
take-off data. Inspectors shall ensure that the information contained on the load manifest accurately
reflects the actual passenger and cargo weights.
[Link] In addition to the foregoing, another important feature of this evaluation is an investigation of
the applicant’s method of exercising overall mass control. The CAA Nepal inspector shall examine the
system and methods whereby aircraft mass is checked and maintained to ensure that mass
fluctuations due to modifications and other causes are fully taken into account and that the mass
statement is accurate. This determination may require coordination between CAA Nepal flight
operations and airworthiness inspectors.
9.3.5 Airworthiness release area. A maintenance release shall be prepared in accordance with
the procedures contained in the operations manual. Inspectors will:
a) confirm that entries are up to date;
b) confirm the validity of maintenance release;
c) check the number of deferred defects, and that defect deferments include time limits and
comply with the stated time limits; and
d) check compliance with the aircraft MEL to confirm that the aircraft was airworthy and
equipment required for the proposed operation serviceable.
9.3.6 Other required documents inspection area. This inspection area refers to items such as
pertinent weather forecasts, NOTAMs, fuel slips, special route or airspace requirements (if
applicable), and other documents that are issued to flight crew members before each flight.
9.3.7 Report procedures
The Air Operator Operations and Flight Records Inspection Checklist/Report form [Form # Attachment
G] included at the end of this chapter shall be used for recording the results of these inspections.

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Attachment G
AIR OPERATOR OPERATIONS AND FLIGHT RECORDS CHECKLIST/REPORT

Operator: Date:

Location: Inspector:

S = Satisfactory; U = Unsatisfactory; NA = Not applicable

 S/U/NA

A. GENERAL
1. Availability
2. Practicality
3. Currency
4. Legibility
5. Completeness
6. Secure
B. OPERATIONAL FLIGHT
PLAN/FLIGHT RELEASE
1. Contains the following elements:
Air operator name
Type/model of aircraft
Aircraft registration No.
Flight No.
Date
Name of flight crew member and PIC
Point of departure
Proposed route
Point of intended landing
Amount of fuel on board
Minimum fuel required
Alternate aerodrome
Appropriate signatures
C. FUEL COMPUTATIONS
1. Adequate fuel load
2. Adequate fuel for en-route emergencies

D. LOAD MANIFEST

1. Contains the following individual weight

Aircraft
Fuel and oil
Cargo and baggage
Passengers
Crew
2. Contain maximum allowable mass in consideration of:
Runway limit
Climb limits
En-route performance
Landing weight limits

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 S/U/NA
Alternate distance
3. Mass and center of gravity limitations
4. Limitations on load distribution
5. Dangerous goods loading (if applicable)
E. MAINTENANCE RELEASE
1. Certify following conditions have been met
Maintenance release
Defect deferral procedures
MEL compliance
Aircraft is airworthy and required equipment serviceable
F. OTHER REQUIRED DOCUMENTS
1. Weather reports, forecasts, summaries and depictions
2. Fuel slips
3. NOTAMs
4. Special route or airspace requirements
5. Other

Remarks:

OVERALL RESULT: Inspector’s

signature:

Satisfactory Name:

Unsatisfactory Date:

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Chapter 10
FATIGUE MANAGEMENT RECORDS INSPECTIONS

10.1 BACKGROUND AND OBJECTIVES

10.1.1 FOR-A para 9.6.1 and FOR-H Sec. 2 para [Link] require an AOC holder to manage fatigue
through the establishment of flight time, flight duty period, duty period and rest period limitations that
are within the limits prescribed.
10.1.2 FOR-A para 4.10 also permit the CAA Nepal to approve a special flight duty scheme for an
AOC holder on the basis of a risk assessment provided by the operator that provides an equivalent
level of safety as would be achieved through the prescribed limits eg. FRMS.
10.1.3 FOR-A para 9.10.1 and FOR-H para 7.6.2 require an air operator to maintain records for all
its flight and cabin crew members of flight time, flight duty periods, duty periods and rest periods for
six-months and twelve-months period respectively.
10.1.4 The primary objective of the inspection of fatigue management records is to ensure that
operators comply with operations manual and appropriate CAA Nepal regulations relating to flight
time, duty period, flight duty period and rest period limitations.
Note — Standards established in Annex 6 — Operation of Aircraft, Part I — International Commercial Air
Transport — Aeroplanes, paragraph 4.10, enable CAA Nepal to establish regulations for an air operator fatigue
risk management system (FRMS). Although provisions are in the FOR-A for operators to develop an FRMS, CAA
Nepal is reviewing the implications and benefits of FRMS and at this time has not established procedures for
approval of an FRMS.

10.2 GENERAL INSPECTION PRACTICES AND PROCEDURES

10.2.1 Prior to arriving at the air operator facility, inspectors shall review in detail the specific fatigue
management requirements as contained in the air operator operations manual. When reviewing the
operations manual the inspector shall verify that it complies with FOR-A para 9.6 and FOR-H Sec. 2
para 7.6. At the commencement of the inspection at the air operator facility, the inspectors shall
receive a briefing from operator staff regarding their fatigue management record keeping system in its
entirety. The system must ensure that all limitations for management of fatigue as described in the
operations manual are not exceeded.
10.2.2 The system shall also record as duty all tasks carried out at the behest of the operator.
Persons are considered to be on duty if they are performing any tasks on behalf of the AOC holder,
whether scheduled, requested or self-initiated.
10.2.3 FOR-A para [Link] and FOR-H Sec. 2 para 7.6.4 regulations permit limitations to be
exceeded due to circumstances such as adverse weather conditions or adverse situations beyond the
control of the AOC holder. Inspectors shall review any such instances to ensure that the flight duty
period was planned within the allowable limits and the circumstances were actually beyond the control
of the operator.
10.2.4 The inspector shall then review a sufficient number of records for individual crew members to
ensure that regulatory requirements are being met. Figures which are used in flight time summaries
(cumulative totals) to track required time intervals shall be checked against original flight logs or
similar records, to ensure that times for specific flights are being accurately recorded and totaled.
Similarly, flight times which appear on flight logs and summaries may be checked against
maintenance or payroll records for consistency.
10.3 INSPECTION AREAS
The record-keeping system shall have the following attributes:

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10.3.1 Adequacy. The record-keeping system which the operator uses is adequate for recording all
essential information to demonstrate full compliance with CAA Nepal requirements.
10.3.2 Accessibility and security. Data regarding flight and duty time shall be readily accessible to
personnel who have responsibility for scheduling and monitoring compliance with various time
intervals. Records shall be secure from tampering or other unauthorized access.
10.3.3 Currency. Data available to personnel responsible for ensuring that individual crew members
do not exceed regulatory requirements shall be updated expeditiously. The system used by the
operator shall provide that schedulers and/or flight control personnel are made aware in a timely
manner when daily totals may be exceeded. Flight time totals from written crew logs must be
expeditiously transmitted to the scheduling or flight control office, so that weekly and monthly totals,
where required, may be promptly updated.
10.3.4 Accuracy. The system shall faithfully track daily flight and duty time and rest periods for crew
members and accurately reflect totals for longer prescribed time intervals.
10.3.5 Conformity. The records shall reflect conformance with regulatory flight and duty time
limitations.
10.4 INSPECTION REPORTING PROCEDURES
The Air Operator Fatigue Management Inspection Checklist/Report [Form # Attachment H] which
appears at the end of this section reflects the areas discussed in paragraph 10.3 above and shall be
used for all such inspections. Inspectors shall indicate in the comments section of the report form the
scope of their records inspections (i.e. number of individual crew member records inspected, time
interval covered, cross-checks with other records, etc.).

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Attachment H
AIR OPERATOR FATIGUE MANAGEMENT RECORDS INSPECTION
CHECKLIST/REPORT

Operator: Date:

Location: Inspector:

S = Satisfactory; U = Unsatisfactory
1. Adequacy
Comments:

2. Practicality
Comments:

3. Accessibility and security

Comments:

4. Currency
Comments:

5. Accuracy
Comments:

6. Conformity
Comments:

OVERALL RESULT: Inspector’s

signature:

Satisfactory Name:

Unsatisfactory Date:

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Chapter 11
TRAINING AND QUALIFICATION RECORDS INSPECTION

11.1 BACKGROUND AND OBJECTIVES

11.1.1 AOCR para [Link].2, [Link].3 and [Link].4 requires an AOC holder to maintain records of
the qualifications and training for each crew member and flight dispatcher. The records shall have
sufficient detail to enable the CAA Nepal to determine that the personnel meet the experience and
qualification for duties in commercial air transport operations. The air operator is required to retain
such records until twelve months after the crew member or flight dispatcher has left the employment
of the operator.
11.1.2 The primary objective of training and qualifications records inspections is to confirm that
operators have a system in place to ensure that crew members and flight dispatchers are fully
qualified in accordance with the CAA Nepal regulations, and that they have received the training
required as approved in the operations manual.
11.2 TRAINING AND QUALIFICATION REQUIREMENTS
11.2.1 Each record of a training or qualification event in an individual file shall contain the following
as a minimum:
a) employee’s name;
b) employee’s position;
c) specific type of training or qualification conducted – the terminology employed shall reflect
that contained in the operator’s approved training programme, (e.g. “A-330 Pilot Recurrent
Ground Training”);
d) total time and date(s) on which training was conducted;
e) results of training or qualification – complete or incomplete, satisfactory or unsatisfactory;
f) instructor or examiner’s name and signature.
11.2.2 Specific information that must be contained in training and qualification records is as follows:
a) flight crew member records:
1) full name;
2) current assignment;
3) flight crew member licence – State issuing the licence and, if appropriate, the validation or
conversion, licence type, number and ratings, including instrument rating and the
language proficiency endorsement;
4) medical assessment and date;
5) company procedures indoctrination training;
6) initial and recurrent emergency equipment and procedures training;
7) initial, recurrent, conversion training and/or upgrading (as appropriate);
8) record of last proficiency and instrument rating check;
9) initial and recurrent dangerous goods;
10) initial and recurrent human factors including threat and error management;
11) recency of experience (90 days);

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12) area, route and aerodrome qualifications for pilot-in-command;

13) special authorizations training.
b) cabin crew member records:
1) full name;
2) current assignment;
3) qualification and expiration date;
4) initial training, including dangerous goods, general indoctrination and aircraft emergency
procedures training;
5) recurrent training, including dangerous goods, emergency and evacuation procedures
training on specific aircraft; and
6) competency check every twelve months.
c) flight dispatcher:
1) full name;
2) certification that the dispatcher is suitably in accordance with ICAO Annex 1;
3) company procedures indoctrination;
4) aircraft qualifications;
5) route or area qualification initially and every 12 months;
6) maintenance of competency;
7) recurrent training every 12 months;
8) competency check every 12 months.
11.3 GENERAL INSPECTION PRACTICES AND PROCEDURES
11.3.1 While training and qualification requirements are generally outlined above, there will be some
variations in the training requirements for each air operator. Prior to the inspection the inspector must
review in detail the specific air operator’s crew and flight dispatcher training and qualification
requirements as contained in the operations manual.
11.3.2 Computer systems are often used to track qualifications and training events. If so, the data
contained in these systems must be based on either hard copy documentation or electronic records
containing the information outlined above. The inspector conducting the records inspection must also
verify the accuracy of computer-based records by comparison against a sample of the original written
records.
11.3.3 Inspectors will randomly select a sample of files to review for each specialty and determine
that the crew member or flight dispatched has received the required training and was fully qualified. If
an employee was unqualified for a specific period, the inspector should cross-check other records
such as fatigue management records or scheduling records, to ensure that the unqualified employee
was not scheduled.
11.4 INSPECTION AREAS
Records shall be examined to determine the following:
• Adequacy. The record-keeping forms which the operator uses are adequate for recording
essential information which is required by the CAA Nepal.
• Practicality. The forms are easy to fill out and to understand.

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• Accessibility and Security. Records are easily accessible to the operator’s staff that are
required to use them and secure from tampering by unauthorized individuals.
• Accuracy. Details of individual training events are properly recorded by instructors and
examiners.
• Currency. Individual files have been expeditiously updated following completion of a training
or qualification event.
• Conformity. Employees are properly licensed and rated, have received all required training
and checks, and were fully qualified to be used in their specific crew member or operations
control positions.
11.5 INSPECTION REPORTING PROCEDURES
Specific training courses which meet the requirements listed in paragraph 11.3 above may vary widely
between operators. The Air Operator Training Records Inspection Checklist/Report [form #
Attachment I] which appears at the end of this section contains the areas listed in paragraph 11.3
above, and will be used for all such inspections. Inspectors should clearly identify on the form the
types of training and/or qualification records which were examined (e.g. “Cabin crew recurrent
training”, “B-737-400 initial training”, etc.).

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Attachment I
AIR OPERATOR TRAINING AND QUALIFICATION RECORDS CHECKLIST/REPORT

Operator: Date:

Location: Inspector:

Type of records
inspected:

S = Satisfactory; U = Unsatisfactory

1. Adequacy
Comments:

2. Practicality
Comments:

3. Accessibility and security

Comments:

4. Currency
Comments:

5. Accuracy
Comments:

6. Conformity
Comments:

OVERALL RESULT: Inspector’s

signature:

Satisfactory Name:

Unsatisfactory Date:

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Chapter 12
STATION FACILITIES INSPECTION

12.1 BACKGROUND AND OBJECTIVES

12.1.1 FOR-A para 4.1, para [Link] and FOR-H Sec. 2 para 2.1.1, para [Link] require air operators
to arrange for ground handling facilities at each aerodrome to ensure the safe servicing and loading of
its flights. Station facility operations are defined as those support activities required to originate, turn
around, or terminate a flight. A station facilities inspection includes both the operations and the
facilities required to conduct them. Approval of a particular aerodrome may be granted without
inspection by the CAA Nepal if the operator evaluates the facility as adequate for its operations, using
an acceptable documented process and establishes operating minima and appropriate procedures.
12.1.2 Stations may vary from a large facility with a permanently assigned station manager,
numerous employees, and various departments, to a facility consisting of one employee and a
counter. Inspectors will encounter a wide range of situations and operational conditions. A station
facilities inspection may be conducted to provide for an overall view of the operator's operation or it
may be focused on a specific area of interest. Whenever possible, inspections should be conducted
when actual departure or arrival operations are in progress, in order to assess the operation of the
station and the effectiveness of the equipment, services, procedures and personnel utilized. The
direction and guidance provided in this section is general in nature, not all of which may be
appropriate in a given situation.
12.2 GENERAL INSPECTION PRACTICES AND PROCEDURES
12.2.1 When planning for a station facilities inspection, the inspector shall review previous inspection
reports and review any previously identified discrepancies along with the corrective actions that were
required. Inspectors should normally coordinate with the station manager ahead of time to establish a
date and time for conducting the inspection. ( Note —The normal practice of providing advance notification
does not prevent a no-notice inspection if this is necessary to address a safety concern. ) Station facilities
inspections at small or remote locations will normally be conducted in conjunction with in-flight
inspections.
12.2.2 Before beginning the inspection, the inspector should request that the station manager
provide a briefing on the facility operation, including assigned personnel and operational procedures.
The inspector should explain the purpose and scope of the inspection to the manager and staff. This
explanation should include:
a) purpose of the facility inspection;
b) the specific areas to be inspected;
c) inspection authority (Civil Aviation Regulations 2002, amendment no.02, clause 84 para 4);
d) the proposed time and place of the exit briefing.
12.2.3 The actual inspection should begin after the briefing with a tour of the facility. The tour should
provide the inspector with an overview of the operation and the location of individual sections. The
inspector should introduce himself to section supervisors and other employees during the facility tour
in order to become familiar with each section or unit. The tour shall include those areas of the facility
that are used by the flight and cabin crews for dispatch, briefing, and flight planning and also those
areas used for passenger loading, cargo loading, weight and balance preparation and ramp areas.
12.3 SPECIFIC INSPECTION AREAS
A station facility inspection includes eleven areas.

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12.3.1 Personnel. The inspector shall review the staffing of the facility. During this review the
inspector should determine if the station is adequately staffed and if the assigned personnel are
competent in performing their duties. This may be accomplished by the inspector observing
individuals as they perform their assigned job tasks. For example, the inspector may review recently
completed forms for accuracy and may interview personnel regarding their job functions. Certificates
should be sampled for appropriateness and currency for those personnel whose job functions require
that they hold certificates. Duty time and length of shifts should be checked. Lengthy duty periods
may indicate inadequate staffing.
12.3.2 Manuals. The inspector should review the operator's manual or system of manuals for the
operation of the facility to determine if the necessary manuals are on hand, current, readily available
to personnel and adequate in content.
a) Availability. The inspector should determine prior to the inspection which manuals are
supposed to be available. During the course of the inspection, the inspector shall determine
whether the manuals are sufficient or if station personnel require additional information which
was not available.
b) Currency. The inspector should also ensure that the operator’s manuals are current and that
required revisions accurately posted. An inspector shall obtain information on the revision
status of manuals from the supervising inspector and/or the operator before beginning the
inspection.
c) Adequacy. Each manual or publication should be checked by the inspector to ensure that it
includes that information and guidance necessary to allow personnel to perform their duties
and responsibilities effectively and safely. Manuals or instructions which are kept at transit
stations typically provide guidance and procedures for the following operational areas:
1) refueling procedures;
2) aircraft towing or movement requirements/procedures;
3) weight and balance procedures;
4) operation of and procedures regarding ground service equipment;
5) aircraft flight manual (AFM) (for types of aircraft regularly scheduled);
6) personnel training manual;
7) current emergency telephone listing;
8) accident/incident telephone listing;
9) security training and procedures;
10) severe weather notification procedures;
11) carry-on baggage procedures;
12) identification or handling of dangerous goods;
13) instructions and procedures for notification of PIC when there are dangerous goods
aboard (if applicable);
14) contract services (if applicable); and
15) trip records disposition.
12.3.3 Records. Records which are required to be kept at the transit base or are kept at the
discretion of the operator should be inspected. These may include:
a) crew and duty time records;
b) trip records; and

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c) communications (ground to aircraft) records.

12.3.4 Training. The inspector shall review the training conducted for the various classifications of
station personnel. Personnel shall receive both initial and recurring training in assigned job functions.
Depending on the specific air operator’s training programme approved by the CAA Nepal, this training
may be formal classroom training and/or on the job training. Specific areas to consider:
a) duties and responsibilities;
b) dangerous goods;
c) passenger handling and protection;
d) load planning and weight and balance procedures;
e) manual back-up procedures in case of computer or communications equipment failures;
f) aircraft servicing and ramp operations;
g) first aid and emergency actions; and
h) communications procedures,
Note — Depending upon operator procedures, training records might be held only at the main base. In this case
this portion of the inspection will be completed when conducting during the training records inspection at the main
base.

12.3.5 Facility/equipment/surface. The operator’s facilities must be adequate to provide safe

operating conditions for both aircraft and personnel. The inspector shall conduct an evaluation to
ensure the following:
a) ramp areas. Ramp areas shall be clean and clear of foreign objects. In northern climates,
adequate arrangements must be in place for snow removal.
b) passenger movement. Employees and passengers must be protected from jet or prop blast.
Inspectors should evaluate passenger handling procedures and facilities and give particular
attention paid to the movement of passengers across ramps. The operator should have
established procedures for assisting restricted mobility passengers, especially if boarding
ramps are not used.
c) lighting. To ensure that adequate lighting is available and is being used for safe ground
operations, inspections should include observations during night operations.
d) hazards and obstacles. Station manager responsibility usually includes surveillance of the
aerodrome and reporting aerodrome hazards and any new obstructions. Inspectors should
determine what responsibilities have been assigned to the station manager and how those
responsibilities are being discharged.
12.3.6 Conformance. In each area to be inspected, inspectors should evaluate the operator’s
procedures for compliance with provisions of the applicable CAA Nepal requirements. In addition, the
operator’s employees must comply with the operator's directives as provided for in the operator's
manuals.
12.3.7 Flight control. The inspection of a station's flight control function should be conducted at a
time when actual arrival or departure operations are in progress. This allows the inspector to get an
overall view of the effectiveness of the operation and assigned personnel.
a) Operational control inspection. When a dispatch or flight following center is located within the
station, an operational control inspection should be conducted in conjunction with the station
facilities inspection.
b) Line station functions. Operators often exercise operational control from a central location
and task the transit stations with related support functions, such as delivering dispatch

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releases and flight plans to the flight crew. In this situation, inspectors shall determine which
functions is the responsibility of the station staff. Inspectors shall evaluate station personnel in
the performance of these functions, as well as for the effectiveness of the division of
responsibility between the central flight control center and the line station.
c) Load planning. Inspectors shall determine responsibilities for load planning and weight and
balance control. Passenger and cargo weights must be accurate and reliably obtained,
collected and transmitted. Personnel must be adequately trained. Procedures should be
simple and effective. When computerized systems are used, there should be adequate back
up provisions for computer failure. If station personnel are assigned to perform manual
calculations in case of computer failure, there should a means of ensuring continued
proficiency of personnel in making these calculations. Inspectors should ask these individuals
to perform a manual calculation and compare the individual's solution to the computer
solution.
d) Weather. Inspectors shall determine the official source of weather for the station, and
whether or not this source is adequate for the operation.
e) NOTAMs. If the station is responsible for disseminating NOTAMs to flight crews, currency of
NOTAMs and the method for updating shall be examined
12.3.8 Servicing. The servicing area of a station facilities inspection covers routine loading and
servicing. This does not normally include maintenance activities. While operations inspectors should
record and report observations they believe to be maintenance discrepancies, they are not assigned
to inspect the maintenance area. Inspectors shall evaluate areas of concern to operations personnel,
such as the manner in which logbooks are handled and MEL provisions are complied with. The
inspector shall observe the operator’s service operations to ensure that safe practices are conducted
and that adequate personnel are available for the required aircraft servicing. The operations that the
inspectors should observe may include, but are not limited to, the following:
a) fueling (ensuring that proper procedures are being followed);
b) de-icing (ensuring the correct ratio of glycol/water is being used and that all snow and ice is
removed), if applicable;
c) marshaling (ensuring safe operation and correct procedures);
d) chocks/mooring (ensuring chocks are in place, the parking ramp is level, and brakes are set
or released).
12.3.9 Management. Managers shall be thoroughly aware of their duties and responsibilities and
those of the personnel they supervise. Areas that inspectors must observe and evaluate include the
following:
a) communications. Throughout the inspection, inspectors should observe managers and
supervisors, and evaluate the organizational structure, particularly the effectiveness of vertical
and horizontal communications.
b) contract services. If the operator contracts with other companies for station services, the
station manager should have established adequate controls over their performance. The
manager must assure adequate training is provided to contractor personnel.
c) contingency planning. The station management shall be prepared for contingencies. Action
plans should be available in case of events such as accidents, injury, illness, fuel spills, bomb
threats, hijacking, severe weather and dangerous goods spills. Station personnel shall know
the location of these plans. Plans should contain emergency notification checklists and
procedures for suspending or canceling operations. Emergency telephone listings should be
posted in obvious locations and be clearly legible.

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12.3.10 Security. Security procedures shall be observed with regard to passenger and cargo
screening, integrity of sterile areas, and access to ramp and other restricted areas.
12.3.11 Aerodrome. Operations inspectors shall be alert for obvious deficiencies in aerodrome
facilities and condition, such as rescue and firefighting equipment and services, medical services and
ramp and vehicle control. Other areas, such as marking, lighting, obstructions, navigation facilities,
approach aids, etc. are more properly observed in the course of conducting other types of inspections
such as in-flight cockpit inspections.
12.4 STATION FACILITIES INSPECTION REPORT
The Air Operator Station Facilities Inspection Checklist/Report [form # Attachment J] at the end of this
chapter shall be used. It is organized around the same inspection areas which are covered in
paragraph 12.3 of this chapter. When completing the report form, discrepancies observed during the
inspection shall be documented along with any on the spot corrective action taken by the operator.
Any recommended corrective actions shall also be noted on the report.

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Attachment J
AIR OPERATOR STATION FACILITY INSPECTION CHECKLIST/REPORT

Operator: Date:

Location: Aircraft type:

Management and supervisory personnel (List):
Name: Title:
Name: Title:
Name: Title:
Inspector:

S = Satisfactory; U = Unsatisfactory; N/O = Not observed

 S/U/NO

A. PERSONNEL
1. Adequacy of staffing
2. Competence
B. MANUAL
1. Available
2. Current
3. Adequate Information
• Refueling procedure
• Aircraft towing/ movement
• Weight and balance
• Operation of GSE
• AFM and performance
• Training requirements
• Emergency phone list
• Accident/incident procedures
• Security
• Severe weather
• Carry-on baggage
• Dangerous goods
• Contract services
• Trip records disposition
C. RECORDS
1. Trip
2. Crew and duty time
3. Communications
D. TRAINING
1. Duties and responsibilities
2. Passenger handling
3. Load planning
4. Aircraft servicing
5. First aid and emergency actions
6. Communications
E. FACILITY EQUIPMENT AND SURFACE

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 S/U/NO
1. Ramp area
2. Passenger movement
3. Lighting
4. Hazards/obstructions
F. CONFORMANCE
1. CAA Nepal requirements
2. Operator’s Directive
G. FLIGHT CONTROL
1. Flight planning
2. Load planning
3. Weather
4. NOTAMs
H. SERVICING
1. Loading
2. Logbook/MEL entries
3. Fueling
4. De-icing
5. Marshaling
6. Chocks/mooring
I. MANAGEMENT
1. Communications
2. Contract services
3. Contingency planning
J. SECURITY
1. Passenger screening
2. Baggage and cargo screening
3. Limited access areas
K. AERODROME
1. Fire fighting
2. Medical services
3. Ramp
4. Runway
5. Taxiway

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Remarks:

OVERALL RESULT: Inspector’s

signature:

Satisfactory Name:

Unsatisfactory Date:

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Chapter 13
IN-FLIGHT COCKPIT INSPECTION

13.1 BACKGROUND AND OBJECTIVES

13.1.1 The primary objective of inflight cockpit inspections is to observe and evaluate the in-flight
operations of a certificate holder within the total operational environment of the air transportation
system. Inflight inspections are an effective method of accomplishing air transportation surveillance
objectives and responsibilities. These inspections provide the CAA Nepal with an opportunity to
assess elements of the aviation system that are both internal and external to an operator.
13.1.2 Elements of the aviation system which are internal to the operator and can be observed
during inflight cockpit inspection include:
• crew members;
• operator manuals and checklists;
• use of MELs and CDLs;
• operational control functions (dispatch and flight-following);
• use of checklists, approved procedures and safe operating practices;
• crew coordination/cockpit resource management;
• cabin safety;
• aircraft condition and servicing; and
• training programme effectiveness.
13.1.3 Elements of the aviation system which are external to the operator and can be observed
during in-flight inspections include:
• airport surface areas;
• ramp/gate activities;
• airport condition and construction;
• aircraft and vehicle movements;
• ATC and airway facilities;
• ATC and airspace procedures;
• instrument approach procedures (IAPs), SIDs and STARs;
• navigational aids; and
• communications
13.2 GENERAL IN-FLIGHT COCKPIT INSPECTION PRACTICES AND PROCEDURES
13.2.1 When planning in-flight inspections, inspectors shall become familiar with the operating
procedures and facilities used by the operator. This includes, but is not limited to:
• reviewing pertinent sections of the operator's manuals;
• obtaining briefings from other inspectors who are acquainted with the operator's procedures
and facilities; and
• through training and briefing by the operator.

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Inspector observations, both negative and positive, shall be recorded on the inspection report [form #
Attachment K] and inspectors shall provide a verbal debrief to the flight crew following the completion
of the flight or series of flights.
13.2.2 CAA Nepal regulations require that inspectors have free uninterrupted access to the cockpit
observer’s seat (jumpseat) and operators shall have established procedures to be used by inspectors
for scheduling cockpit inspections (i.e., access to the jumpseat). Inspectors should make jumpseat
arrangements as far in advance as possible. Nevertheless, inspections without prior notice to the
operator are part of the CAA Nepal safety oversight system and operator’s procedures shall
accommodate use of an available jumpseat on short notice.
13.2.3 Inspectors should plan in-flight cockpit inspections in a manner that will avoid unnecessary
disruption of operator-scheduled check flights. Should an inspector arrive for a flight and find a line
check or other type of check in progress, he must determine whether or not it is essential that the
cockpit in-flight inspection be conducted on that flight. If it is essential, the operator should be so
advised and shall make the jumpseat available to the inspector. If the in-flight inspection can be
rescheduled and the objectives of the inspection can still be met, the inspector shall make
arrangements to conduct the inspection on another flight.
13.2.4 An inspector should begin an in-flight inspection by reporting at the operations area when the
flight crew would normally report for duty. He should complete any necessary jumpseat paperwork for
inclusion in the operator's passenger manifest and weight and balance documents. After the inspector
introduces himself to the flight crew, including presentation of official credentials, he should inform the
PIC of his intention to conduct an in-flight cockpit inspection. The inspector should review
documentation with the flight crew prior to boarding the aircraft, including:
• crew licensing and qualification;
• operational flight plan;
• weather documents;
• NOTAMs;
• planned route of flight;
• flight release documents; and
• information concerning the airworthiness of the aircraft.
13.2.5 When it is not possible to meet and inform the PIC of the intention to conduct an in-flight
inspection before boarding the aircraft, the inspector shall, as soon as possible after boarding the
aircraft, introduce himself to the PIC, present his credentials, and inform the flight crew of his intention
to conduct an in-flight cockpit inspection. An inspector should be prepared to present his identification
and any applicable jumpseat paperwork to the flight attendant before entering the cockpit.
13.2.6 When boarding the aircraft, an inspector should also avoid impeding passenger flow or
interrupting flight attendants during the performance of their duties. During this time an inspector may
be able to observe and evaluate the operator's carry-on baggage procedures and the gate agent's or
flight attendant's actions concerning oversized items. Once inside the cockpit, the inspector should
request an inspection of the documentation noted in section 13.2.4 above. In conducting document
inspection in the cockpit the inspector must avoid interfering with crew duties.
13.2.7 The inspector must wear a headset during the flight. During in-flight inspections, inspectors
must try to avoid diverting the attention of flight crew members performing their duties during “critical
phases of flight”. Inspectors must be alert and point out to the flight crew any apparent hazards such
as conflicting traffic. If during an in-flight inspection, an inspector becomes aware that the flight crew is
violating a regulation, or an ATC clearance, the inspector should immediately inform the PIC of the
situation.

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13.3 SPECIFIC IN-FLIGHT COCKPIT INSPECTION PROCEDURES

13.3.1 Once situated in the cockpit, the PIC or a designated crew member should offer to give the
inspector a safety briefing. If the PIC does not make such an offer, the inspector should request a
briefing. The inspector shall check the jumpseat oxygen and emergency equipment (if applicable) and
connect the headset to the appropriate interphone system. It is important that the inspector monitor all
radio frequencies being used by the flight crew to properly evaluate ATC procedures, flight crew
compliance, transmission clarity, and radio phraseology. The monitoring of these frequencies also
ensures that the inspector does not inadvertently interfere with any flight crew communications.
13.3.2 The inspection is divided into four categories. Inspectors should consider all inspection areas,
both internal and external to the operator, to be of equal importance:
• crew members;
• flight conduct;
• airport; and
• ATC/airspace.
The Air Operator In-flight Inspection Checklist/Report form [form # Attachment K] which appears at
the end of this chapter shall be used to conduct in-flight inspections.
[Link] Crew members. This inspection area applies primarily to flight crew members, but cabin
crew members may also be observed in certain areas such as coordination with the flight crew.
Inspectors should evaluate such items as flight crew member knowledge, ability and proficiency by
directly observing crew members performing their duties and functions. The checklist/report form
provides a list of items which should be observed in the crew member inspection area.
Note —The list provided on the checklist/report form is not all-inclusive but is representative of the types of items
which are common to several phases of flight and which inspectors should evaluate during a typical cockpit in-
flight inspection. Inspectors may also include other items that they observe.

a) Licenses – valid as follows:

• proper ratings and endorsements for the positions occupied; and
• medical certificate or endorsement appropriate and current.
b) Knowledge – demonstrated knowledge in the following specific areas:
• AOM/FCOM/POH – Specific aircraft limits, systems, equipment, procedures, and flight
profiles;
• Operations Manual (OM) or equivalent - General company policy and procedures related
to crew conduct and type of operation;
• CAA Nepal regulations appropriate to the type of operation conducted;
• route and aerodrome manual – Interpretation and application of approach plates, STARS,
SIDS, airport and line station information, communications, etc.;
• MEL/CDL – Familiarization to the extent that specific items can be expeditiously located
and information properly interpreted and applied;
• checklists – Cockpit flow and responses to challenges in normal checklists, knowledge of
where to locate and an understanding of the philosophy behind abnormal and emergency
procedures; and
• general – body of aviation knowledge commensurate with assigned crew member
position and experience: ATC, weather, aerodynamics, powerplants, etc.

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c) Proficiency – skill in applying the above knowledge to specific phases of flight and in
manipulating aircraft controls and systems at the assigned crew member position.
d) Situational awareness – related to proficiency but refers to apparent or demonstrated
awareness (particularly in critical phases of flight) of such factors as traffic flow, weather,
position and configuration of airplane, airspeed, altitude, rate of descent, etc.
e) Conformity – to provisions of AOM, OM, other company bulletins and instructions, CAA Nepal
regulations, ATC practices and specific instructions, MEL/CDL, and route and aerodrome
manual. Attention should be given to:
• Remaining at duty stations per regulatory guidance
• Use of seatbelts and safety harnesses
• Use of oxygen
• Use of corrective lenses (glasses) when required by medical certificate
f) Manuals – available, current, and adequate (information regarding latest changes can be
obtained from the operator prior to the inspection).
g) Coordination – between cockpit crew members (cockpit resource management) and between
cockpit and cabin crew members (crew resource management).
h) Use of checklists – prompt and consistent use of required checklists during appropriate phase
of flight
i) Required equipment – flashlight, cockpit key, and other such personal items which may be
required by CAA Nepal regulations or company policy.
[Link] Flight conduct. This inspection area is the largest and most complex. It relates to
specific phases of flight which can be observed during an in-flight inspection. The checklist/report form
contains a list of the items that should be evaluated by inspectors during these phases of flight. These
items are not all-inclusive and in some cases may not be applicable to the flight conducted. Inspectors
are, however, encouraged to observe, evaluate, and report on as many of these items as possible. In
all cases the Inspector must be alert to assess the actions against the operator’s SOPs.
a) Pre-flight. Inspectors should determine that the flight crew has all the necessary flight
information including the appropriate weather, flight-release information, operational flight
plan, NOTAM’s and weight and balance information. Aircraft defects should be resolved in
accordance with the operator’s MEL and appropriate maintenance procedures. If possible, the
inspector should observe the flight crew performing appropriate exterior and interior pre-flight
duties in accordance with the operator’s procedures.
b) Pre-departure. Inspectors should observe the flight crew accomplishing all pre-departure
checklists, take-off performance calculations and required ATC communications. If a flight
management system (FMS) is installed, setup and data entry should be observed. Flight crew
should verify fuel quantity indications against amount delivered. The flight crew should use
coordinated communications (via hand signals or the aircraft interphone) with ground
personnel. Crew should properly monitor engine starts.
c) Taxi. The following areas should be observed during taxi:
• adherence to taxi clearances;
• control of taxi speed and direction;
• observance of taxiway signs and markings;
• cockpit setup and checklist;
• conduct of a pre-take-off briefing in accordance with the operator's procedures;

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• awareness of other ground movement (aircraft and vehicles); and

• use of appropriate checklists.
When weight and balance information is transmitted to the aircraft by company radio or
ACARS during the outbound taxi, the flight crew should follow the operator's procedures
specifying which crew member receives the information and completes the final takeoff
performance calculations and which crew member monitors the ATC frequency.
d) Take-off. Inspectors should observe and evaluate the following items or activities during the
take-off phase:
• aircraft centerline alignment;
• application of power to all engines;
• take-off power settings;
• use of crosswind control techniques;
• flight crew call-outs and coordination;
• adherence to appropriate takeoff or V speeds;
• rate and degree of initial rotation;
• use of flight director, autopilot and auto-throttles (FMS if applicable);
• gear and flap retraction schedules and limiting airspeeds; and
• use of radar and weather avoidance if applicable.
e) Climb. Inspectors should observe and evaluate the following items and activities during the
climb phase of flight:
• compliance with the ATC departure clearance or with the appropriate published departure;
• adherence to proper climb profile;
• airspeed/mach control;
• navigational tracking/heading control;
• powerplant control;
• use of radar and weather avoidance, if applicable;
• use of auto-flight systems;
• pressurization procedures, if applicable;
• sterile cockpit procedures;
• cockpit vigilance and traffic awareness; and
• after-take-off checklist.
f) Cruise. Inspectors should observe and evaluate the following areas during the cruise phase of
flight:
• adherence to RVSM procedures;
• cruise mach/airspeed control;
• navigational tracking/heading control;
• use of radar, if applicable;
• turbulent air procedures, if applicable;

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• monitoring operational flight plan (actual vs. planned fuel consumption and flight time);
• awareness of mach buffet and maximum performance ceilings;
• coordination with cabin crew;
• compliance with oxygen requirements, if applicable;
• vigilance – proper visual lookout and crew members at stations except to attend to
physiological needs; and
• compliance with ATC clearances and instructions.
g) Descent. Inspectors should observe and evaluate the following areas before and during the
descent phase of flight:
• descent planning;
• weather/ATIS check;
• crossing restriction requirements;
• navigational tracking/heading control;
• use of radar, if applicable;
• awareness of Vmo/Mmo speeds and other speed restrictions;
• compliance with ATC clearance and instructions;
• use of auto-flight systems including FMS as applicable;
• pressurization control, if applicable;
• weather considerations;
• altimeter settings;
• briefings, as appropriate;
• coordination with cabin crew;
• sterile cockpit procedures;
• vigilance; and
• descent checklist.
h) Approach. Inspectors should observe and evaluate the following areas during the approach
phase of flight:
• approach checklists;
• approach briefings, as appropriate;
• compliance with ATC clearances and instructions;
• navigational tracking/heading and pitch control;
• airspeed control, Vref speeds;
• flap and gear configuration schedule;
• use of flight director, autopilot, auto-throttles and FMS if installed;
• compliance with approach procedure;
• stabilized approach in the full landing configuration;
• sink rates;

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• flight crew call-outs and coordination; and

• transition to visual segment, if applicable.
i) Landing. Inspectors should observe and evaluate the following areas during the landing phase
of flight:
• before-landing checklist;
• powerplant control land engine spool-up considerations;
• threshold crossing height (TCH);
• aircraft centerline alignment;
• Use of crosswind control techniques;
• sink rates to touchdown;
• powerplant control/engine spool-up considerations;
• touchdown and rollout;
• thrust reversing and speedbrake procedures;
• use of autobrakes, if applicable;
• use of nosewheel steering;
• braking techniques;
• diverting attention inside the cockpit while still on the runway; and
• after-landing checklist.
j) Arrival. Inspectors should evaluate crew use of visual parking aids and/or parking directors,
parking speed and accomplishment of after-landing checklists, ground crew parking and
passenger deplaning procedures.
k) Post-arrival. Inspectors should observe and evaluate the flight crew complete post-flight duties
such as post-flight checks, aircraft logbook entries and flight trip paperwork completion and
disposition.
[Link] Airports. This inspection area pertains to the various elements of airports which may be
observed during flights such as runways, taxiways, ramps and aircraft ground movements. Inspectors
should observe and evaluate as many of these elements as possible:
a) condition of surface areas such as ramp and gate areas, runways, and taxiways (cracks,
depressions, weeds, overgrowth, etc.);
b) lighting of runways, taxiways, ramp and other traffic areas;
c) taxiway signs, markers, sterile areas and hold lines;
d) ramp vehicles, equipment, movement control;
e) aircraft servicing, parking and taxi operations;
f) obstructions, construction and surface contaminants (such as ice, slush, snow, fuel spills,
rubber deposits);
g) foreign object (FO);
h) snow control, if applicable;
i) security and public safety; and
j) navaids, approach lighting and communications.

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[Link] ATC/Airspace. The ATC/airspace inspection area pertains to the various elements of air
traffic control and national or international airspace systems. These elements should be observed and
evaluated by inspectors during in-flight inspections. From an operational standpoint, these evaluations
are a valuable information source which can be used not only to enhance safety with respect to air
traffic control and the airspace system, but also to enhance the effectiveness of in-flight and terminal
facilities and procedures. During cockpit in-flight inspections, inspectors have the opportunity to
observe and evaluate ATC operations and airspace procedures from the vantage point of the aircraft
cockpit. Inspectors may observe and evaluate the following areas from the cockpit:
a) radio frequency congestion, overlap or blackout areas;
b) controller phraseology, clarity and transmission rate;
c) ATIS validity, clarity, etc.;
d) departure and approach instructions;
e) clearance deliveries for responsiveness and acceptable, safe clearances;
f) aircraft separation standards; and
g) controller situational awareness – traffic flow, conflicts, aircraft flight characteristics, priorities,
etc.
13.3.3 Although these four general inspection areas cover a wide range of items, they are not the
only areas that can be observed and evaluated during cockpit in-flight inspections. Inspectors may
have the opportunity to evaluate many other areas, such as line station operations and flight control
procedures. Such functions can often be observed before a flight begins, at in-flight stops, or at the
termination of a flight. Inspectors should include any remarks regarding such areas in the comments
section of the checklist.
13.3.4 Inspectors will advise the company chief pilot of the results of the in-flight cockpit inspection
and follow-up to ensure that the corrective action is taken to rectify and of the findings from the
inspection. For possible findings external to the air operator such as possible ATC and/or aerodrome
deficiencies, the inspector will pass these to the appropriate CAA Nepal inspectors for review and
follow-up.

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Attachment K
AIR OPERATOR IN-FLIGHT COCKPIT INSPECTION CHECKLIST/REPORT

Operator: Flight No.: Date:

From: To:

Aircraft type: Registration:

Captain: License No.:

Other flight
First officer:
crew:

Senior flight
Inspector:
attendant:
S = Satisfactory; U = Unsatisfactory; NO = Not observed; N/a = Not applicable
 S/U/NO  S/U/NO
A. CREW MEMBERS • Performance awareness
1. Licences • Coordination with cabin
2. Knowledge • Vigilance
• AOM • ATC compliance
• FOM 7. Descent
• CAA Nepal Requirements • Planning
• Airway Manual • Weather and ATIS checks
• MEL/CDL • Speed awareness
• Checklists • ATC compliance
• General • Pressurization control
3. Proficiency • Altimeter settings
4. Situational Awareness • Briefings
5. Conformity • Weather consideration
6. Manuals • Coordination with cabin
7. Coordination • Sterile cockpit
8. Use of Checklists • Checklist
9. Required Equipment • Vigilance
B. FLIGHT CONDUCT 8. Approach
1. Pre-flight • Approach checklist
• Flight plan • Briefing
• Dispatch release • ATC compliance
• Weather • Airspeed monitor
• NOTAMs • Gear and flap extension
• Load information • Approach procedure
• MEL items • Call-outs/coordination
• Ext and int aircraft Inspection • Transition to landing
2. Pre-departure 9. Landing
• Checklists • Before-landing checklist
• Performance calculations • Power-plant control
• ATC communications • Standard call-out
• Ground crew coordination • Power control
• Pushback • Touchdown and rollout
• Engine start • Speedbrake/thrust reverse
3. Taxi • Braking/monitoring
• Taxi clearance compliance • Nosewheel steering
• Taxiway signs and markings • Vigilance

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• Cockpit setup/checklist • After landing checklist

• Pre-take-off briefing 10. Arrival
• Awareness of other traffic • Taxi
4. Take-off • Parking
• Power application • Ground crew coordination
• Power settings 11. Post- arrival
• Callouts/coordination • Post-flight checks
• V speeds monitoring • Logbooks/paperwork
• Gear/flap retraction C. AIRPORTS AWARENESS
• Weather monitoring 1. Surface condition
5. Climb 2. Lighting
• ATC compliance 3. Signs/markings
• Climb profile 4. Ramp vehicle control
• Airspeed/mach control 5. Aircraft movement
• Navigadtion monitor 6. Obstructions/construction/
contaminants
• Powerplant control 7. FO
• Radar/weather avoidance 8. Snow control (as applicable)
• 5000 interval scan checks 9. Security and public safety
• Pressurization procedures 10. Navaids/approach lighting
and communications
• Sterile cockpit D. AIR TRAFFIC CONTROL
• Vigilance 1. Radio Frequencies
• After take-off checks 2. ATIS
6. Cruise • Clarity
• RVSM procedures • Currency
• Mach/airspeed control 3. Departure and approach
instructions
• Turbulence procedures
• Flight plan/fuel monitoring
Remarks:

OVERALL RESULT: Satisfactory ______ Unsatisfactory ______

Inspector’s signature:

Name: Date:

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Chapter 14
IN-FLIGHT CABIN INSPECTION

14.1 BACKGROUND AND OBJECTIVES

14.1.1 In-flight cabin inspections are conducted to assess the effectiveness of cabin safety
procedures by the direct observation and evaluation of operations conducted in the aircraft cabin.
Cabin inspections provide the CAA Nepal inspectors with information concerning the effectiveness of
cabin crew training programmes, operator procedures and the condition and maintenance of aircraft
emergency equipment and furnishings.
14.1.2 Inspectors must have a good understanding of the specific operator procedures, which are to
be designed to ensure that cabin in-flight operations are conducted in accordance with CAA Nepal
regulations. A wide variation may exist, however, in the manner in which different operators meet
these requirements. The CAA Nepal inspector shall review the operator’s Cabin Crew Manual or
other similar document] prior to the inspection in order that he is aware of the particular procedures.
14.2 CABIN INSPECTION AREAS
Areas which are examined during cabin inspections may be grouped into three broad categories as
follows:
14.2.1 Aircraft. The aircraft inspection area applies to the general airworthiness of the aircraft and
the condition, required complement, serviceability and accessibility of aircraft cabin safety equipment.
14.2.2 Crew member. The crew member inspection will be applicable to all cabin crew carried on
board the aircraft during the inspection. Inspectors shall evaluate crew member knowledge, ability and
proficiency by directly observing cabin crews performing their respective safety duties and functions
including coordination with the fight deck.
14.2.3 Flight conduct. The flight conduct inspection area refers to items which relate to a particular
phase of the flight such as passenger briefings, turbulent air procedures and stowage of carry-on
baggage.
14.3 GENERAL IN-FLIGHT CABIN INSPECTION PRACTICES AND PROCEDURES
14.3.1 The inspector shall make prior arrangements with the operator, in accordance with
established procedures, for occupying a passenger seat on revenue flights. The inspector should
meet the cabin crew in the cabin crew dispatch meeting area to observe the pre-flight briefing and to
be able to question cabin crew as outlined below. If this is not possible, the inspector should board the
aircraft before passengers are boarded in order to allow adequate time to inspect the aircraft's
emergency equipment, furnishings, cabin crew manuals and to discuss duties, responsibilities and
normal and emergency procedures with cabin crew members as time permits. The inspector should
first introduce himself using official credentials to both the captain and the cabin crew in-charge to
inform them that an in-flight cabin inspection is being conducted.
14.3.2 Cabin crew should be questioned regarding their familiarity with the location and use of
various types of emergency equipment (e.g., life rafts, ELT, medical kits and first aid kits) and their
specific duties in the event of an emergency such as a ditching or an emergency evacuation. The
interviews with cabin crew members provide an opportunity for the CAA Nepal inspector to assess the
effectiveness of their training. Inspectors should make a careful distinction between inadequate
knowledge on the part of the crew member and a deficient operator procedure. Inadequate
knowledge may reflect a deficiency in training. Some examples for assessing knowledge and
procedures include:

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a) how to remove a fire extinguisher or portable oxygen bottle, its method of operation, how to
determine its maintenance and inspection status and how to stow the extinguisher or oxygen
bottle correctly into its restraint mechanism;
b) the procedure for dealing with lavatory or galley fires;
c) the type of fire extinguisher should be used on galley (grease/electrical) fires, cabin
furnishings fires (seats or floor), lavatory or galley waste container fires (paper or plastic);
d) the procedures for documenting (in aircraft or cabin logbooks, when available) the need for
items of cabin equipment to be repaired, adjusted, or replaced;
e) how to manually deploy a passenger service unit, including how to ensure adequate oxygen
flow;
f) normal and emergency procedures for communications with the flight deck;
g) normal and emergency procedures for opening/deploying exit doors and slides or sliderafts,
including how to deal with adverse conditions such as wind, fire, or an unleveled aircraft (for
example, in a collapsed landing gear situation);
h) the procedures in the event of a rapid depressurization;
i) the “brace for impact” position and the appropriate flight deck signal to assume the position;
j) the procedures during operations in turbulent air, including securing galley service carts,
keeping passengers seated, flight deck coordination;
k) knowledge on dangerous goods including emergency drills; and
l) the procedures during a hijacking, bomb threat, or other potential security problem including
the company’s specific procedures for notifying the flight deck.
14.3.3 An inspector shall be cordial and non-confrontational with the crew members being evaluated.
Inspectors shall avoid interfering with the crew member’s assigned duties, particularly during
passenger loading. Inspectors may make useful observations, such as evaluating the gate agent’s or
cabin crew’s actions concerning carry-on baggage and oversized items.
14.3.4 Operators require cabin crews to accomplish a pre-flight check of at least some of the safety
equipment in the cabin. The inspector shall observe the cabin crew checking the equipment.
Inspectors shall not examine items such as exits, slide pressure gauges, fire extinguishers, or
portable oxygen bottles etc. in view of passengers as this may cause alarm.
14.3.5 Inspectors shall evaluate cabin crew performance of duties and the fulfillment of
responsibilities for requiring passengers to comply with their instructions and the CAA Nepal
requirements. When the flight has ended, the inspector shall thoroughly debrief the cabin crew in-
charge and if possible, the captain, of all pertinent observations and of any deficiencies noted during
the inspection.
14.4 SPECIFIC IN-FLIGHT CABIN INSPECTION PRACTICES AND PROCEDURES
14.4.1 Aircraft. The aircraft emergency equipment and furnishings shall be inspected before
passenger boarding as time permits, including:
a) cabin logbooks (for open discrepancies, carry-over items and items of cabin equipment
needing repair or replacement);
b) required placards and signs (exit signs; seat belt/no smoking signs; emergency/safety
equipment placards; seatbelt/flotation equipment placards at seats; weight restriction placards;
no-smoking placards; door-opening instruction placards; etc.);
c) fire extinguishers (for correct type, number and location; if properly serviced, tagged, and
stowed);

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d) portable oxygen bottles (for correct number and location; if properly serviced, tagged, and
stowed; for condition of mask, tubing, and connectors);
e) protective breathing equipment (if installed) for correct location, properly stowed and sealed;
f) first aid kits and emergency medical kits (for correct number and location; if properly tagged
and stowed);
g) megaphones (for correct number and location; if operable and properly stowed);
h) passenger briefing cards (if at each passenger seat position; if appropriate to aircraft; if they
contain the necessary information including emergency exit location and operation, slides,
oxygen use, seatbelt use, brace positions, flotation devices; appropriate pictorials for
extended overwater operations including ditching exits, life preservers, and liferaft or slideraft
location);
i) passenger seats (if not blocking emergency exits; if seat cushions are intact; for latching
mechanism on tray tables; if seatbelts are operational – not frayed or twisted; presence and
condition of life preservers if required);
j) passenger oxygen service units (if closed and latched without any extended red service
indicators or pins);
k) cabin crew station (for seat retraction/restraint system operation – if retracts and is properly
secured; if seatbelts are not frayed or twisted and inertial reel retracts; seat cushions intact;
for correct position of headrest; if PA system and interphone are operable; for aircraft-installed
flashlight holders);
l) galleys (for latching mechanisms (primary and secondary); tie-downs; condition of restraints;
padding; proper fit of cover and lining of trash receptacles; hot liquid restraint systems;
accessibility and identification of circuit breakers and water shut-off valves; non-skid floor;
debris or corrosion of girt bar; "clean" stationary cart tie-downs (mushrooms); if galley carts in
good condition and properly stowed; lower lobe galley (if applicable) emergency cabin floor
exits should be passable and not covered by carpeting);
m) galley personnel lift (if applicable) (should not move up or down with doors open; for safety
interlock system; for proper operation of activation switches);
n) lavatories (for smoke alarm, no-smoking placards; for proper fit of cover and lining of trash
receptacles; for automatic fire extinguisher system);
o) stowage compartments (for weight restriction placards; for restraints and secondary latching
mechanisms; for compliance with stowage requirements; for accessibility to emergency
equipment; for carry-on baggage provision);
p) crew baggage (if properly stowed);
q) emergency lighting system (for independence from main system; if operable; for floor
proximity escape path system); and
r) exits (for general condition; door seals; girt bar and brackets; handle mechanisms; signs and
placards; slide or slideraft connections and pressure indications; lights).
14.4.2 Crew members. The inspector shall determine if the required number of cabin crew are
aboard. When evaluating cabin crew knowledge and competency, inspectors should ask clear and
concise questions that are related primarily to the use of emergency equipment and operational duties
and responsibilities. At least one [cabin crew manual] should be reviewed for currency and for
determining the manual’s accessibility when cabin crews are performing assigned duties.

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14.4.3 Flight conduct. Inspectors shall evaluate the cabin crew during each phase of flight. This
evaluation shall include noting the cabin crew’s adherence to the procedures outlined in the cabin
crew manual as well as adherence to CAA Nepal regulations. The evaluation of the various phases of
flight will be accomplished as follows.
a) Pre-departure. An inspector shall observe cabin crews accomplishing tasks such as
supervising the boarding of passengers and properly stowing carry-on baggage. As required
by FOR-A para 4.8 and FOR-H para 2.7, the passenger-loading door shall not be closed until
a required crewmember verifies that each piece of carry-on luggage is properly stowed. Items
that cannot be stowed shall be processed as checked baggage. Additionally, carry-on
baggage shall not cover, or in any way interfere with, aircraft emergency equipment in the
overhead compartments. Persons seated at emergency exits would be able to understand
and perform the functions necessary to open an exit and to exit rapidly.
The departure briefing may be given any time before take-off, provided the cabin crew have
sufficient time to take their assigned positions and to secure their restraint systems. The
quality, clarity and volume level of the PA system shall be evaluated by the inspector during
the briefing. Passenger briefings shall contain the following areas of information:
1) smoking. No smoking when the no-smoking signs are illuminated; requirement for
passenger compliance with lighted signs and posted placards; prohibited in lavatories
including a statement regarding prohibition against tampering with, disabling, or
destroying any smoke detector in an airplane lavatory;
2) exit locations. The preferred method is to physically point out exits in a meaningful way;
3) seatbelt use. Including instructions on how to fasten and unfasten seatbelts;
4) flotation devices. Including the location and use of the means of flotation;
5) tray tables and seatbacks. Position for takeoff and landing;
6) baggage. How to be properly stowed for takeoff and landing;
7) oxygen use. Shall point out the location of and demonstrate the use of the oxygen mask
(if applicable);
8) overwater operations. Including the location, donning and use of life preservers, life rafts
(or slide rafts) and other means of flotation;
9) passenger briefing card; and
10) special passenger briefings (if applicable) for persons who have restricted mobility or who
otherwise require special attention and for the individuals assisting them. If someone
requires the assistance of another person in an emergency evacuation, both persons
shall be briefed by a cabin crew on the location and path to the exits and on the most
appropriate manner for assisting the person so as to prevent pain or injury. Inspectors
shall refer to the cabin crew manual for company policy and procedures for the handling
of these persons.
b) Taxi and take-off. During taxi operations and before take-off, cabin crews should remain
seated and shall perform only those duties that are safety-related and that require movement
around the cabin. Items or activities which should be evaluated during taxi and take-off
include:
1) each exit is closed and locked with the girt bars properly attached (if applicable);
2) all stowage compartments are properly secured and latched closed;
3) the galley is secured with no loose items; all serving carts are properly restrained in the
proper floor attachment points; the flight deck door is secure;

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4) passenger seatbelts and shoulder harnesses, if installed, are secured;

5) compliance with operator procedures for ensuring passengers are seated before the
aircraft is moved;
6) compliance with company procedures concerning the use of portable electronic devices
(PEDs);
7) during the actual take-off, each cabin crew is seated with restraint systems properly
fastened; any unoccupied cabin crew seat is properly secured for takeoff; signal from
flight deck to cabin crews is properly given;
8) after take-off, and either before or immediately after the seatbelt illumination is shut off, it
is recommended that an announcement is made that passengers should keep their
seatbelts fastened, even when the seatbelt sign is turned off;
c) En-route/cruise procedures. During the en-route phase of flight, several areas may be
evaluated by the inspector to note whether they conform to regulations and to safe operating
practices:
1) signs (monitoring of seatbelt and no-smoking signs to ensure passenger compliance);
2) crew coordination (for flight crew and cabin crewmember communications – routine
and/or emergency);
3) turbulent air procedures (including the proper restraint of serving carts, galley furnishings
and equipment, passenger seatbelts fastened, and instructions from the flight deck being
followed);
4) passenger handling (including not serving alcoholic beverages to intoxicated passengers;
handling abusive or disruptive passengers; handling handicapped or ill passengers; and
handling those passengers who for other reasons require special attention);
d) Approach and landing. During the approach and landing phases of flight, cabin crews shall
prepare the cabin for arrival by performing at least the following actions:
1) ensuring carry-on baggage is stowed and all seat backs and tray tables are upright and
stowed respectively;
2) removing all food, beverages, or tableware from each passenger seat location;
3) observing "sterile flight deck" procedures;
4) ensuring that passenger seatbelts are fastened; and
5) being seated before landing at assigned duty positions, with appropriate restraint systems
fastened, for a uniform distribution among the floor level exits to provide the most
effective egress of passengers in the event of an emergency evacuation.
e) Landing/arrival. After landing, the cabin crew shall prepare the aircraft for arrival by
performing duties such as the following:
1) before the captain has turned off the seatbelt sign, observing operator procedures for
ensuring passengers remain in their seats with seatbelts fastened;
2) upon arrival at the gate and after the seatbelt sign has been turned off, preparing the exits
for deplaning; and
3) ensuring the appropriate complement of cabin crews remain onboard the aircraft at en
route stops (when passengers remain onboard the aircraft to proceed to another
destination).

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14.5 REPORTING PROCEDURES

14.5.1 The Air Operator Cabin Inspection Checklist/Report [form # Attachment L] included at the end
of this chapter contains a list of reminder items for the specific inspection areas which should be
observed and evaluated. This form follows the format of this chapter. It is necessarily general in
nature and intended to cover all aircraft types and conditions of flight, thus, every item may not apply
to a particular flight.

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Attachment L
AIR OPERATOR IN-FLIGHT CABIN INSPECTION CHECKLIST/ REPORT

Operator: Flight No.: Date:

From: To:

Aircraft
Register No.:
type:

Captain: In-charge CC:

Inspector:
S = Satisfactory; U = Unsatisfactory; NO = Not observed N/a = Not applicable
 S/U/NO  S/U/NO
A. AIRCRAFT EQUIPMENT • Ash trays
1. Required signs and placards • Seatbelts/tray tables
2. Logbooks • Life preservers
• Open items 9. PAX O2, service units
• Carryovers • Operational
• Cabin items • Service pins
3. Fire extinguishers 10. F/A station
• Correct type • Retracts
• Number • Seatbelts/inertial locks
• Location • PA and interphone
• Serviced 11. Galleys
4. Megaphones • Latch mechanisms
• Number • Restraints, tie-downs, covers
• Location • Cleanliness/corrosion
• Tested • Lifts/elevators
5. Portable O, bottles • Water quality
• Number 12. Lavatories
• Service • Signs/lights
• Location • Smoke alarms
• Condition mask/hoses • Trash containers
6. PBE • Extinguishers
• Properly stowed 13. Stowage areas
• Sealed • Latch mechanisms
7. PAX briefing cards • Access to equipment
• At each seat 14. Emergency lighting
• Required information • Tested/operable
8. PAX seats • Floor/escape path
• Emergency exits 15. Exits
• Condition • Controls/seals
• Girt bar and brackets • Rafts/lanyards
• Signs/symbols
B. FLIGHT ATTENDANTS • Door arming
1. Crew compliment • Report to flight deck
• Initial boarding • Emergency exit row passenger
• En-route stops 2. Pre-departure briefings
2. Coordination with flight deck • Smoking
3. Knowledge • Exit locations
• PIC authority • Seatbelt use
• Cabin fires • Flotation devices

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• PSU • Stowage of baggage

• Emergency communications • Use of oxygen
with flight deck
• Location and use of • Passenger briefing card
emergency equipment
• Decompression • Special PAX
• Turbulent air 3. Taxi/take-off
• Unruly PAX • Cabin secured
• Hijacking • FA position
• Contents of cabin crew manual • Taken-off signal
4. Ability/proficiency • PED policy adherence
• Remove/demo use of oxygen • Announcement
bottles and fire extinguishers
• Demo emergency exit 4. Cruise
procedures
• Demo “brace for impact” • Monitor signs
position
• Demo donning of life vests • Crew coordination
5. Personal equipment • Passenger handing
• Flashlight • Turbulent air procedures
6. Manual 5. Approach/landing/arrival
• Available • Announcement
• Current • Cabin secured
C. FLIGHT CONDUCT • Passenger seatbelts
1. Pre-departure • FA position
• PAX boarding • Monitoring
• Carry-on baggage • Doors de-armed
• PAX count
Remarks:

OVERALL RESULT: Inspector’s

signature:

Satisfactory Name:

Unsatisfactory Date:

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Chapter 15
RAMP INSPECTIONS OF NEPALESE AIR OPERATORS

15.1 BACKGROUND AND OBJECTIVES

15.1.1 Ramp inspections provide an opportunity for an overall evaluation of the effectiveness of air
operator’s procedures during actually operations. Ramp inspections allow inspectors to observe and
evaluate the routine methods and procedures used by an operator’s personnel during the period
immediately before or after a flight and to determine the operator’s compliance with regulations and
safe operating practices.
15.2 GENERAL RAMP INSPECTION PRACTICES AND PROCEDURES
15.2.1 A ramp inspection may be conducted any time an aircraft is at a gate or a fixed ramp location,
provided the inspection is conducted when the crew and ground personnel are performing the
necessary preparations for a flight or when they are performing post-flight tasks and procedures.
15.2.2 The operator does not have to be given advance notice that a ramp inspection is going to be
conducted. In fact, some ramp inspections shall be conducted as no notice inspections. Inspectors
must conduct inspections in a manner that does not unnecessarily delay crewmembers and/or ground
personnel in the performance of their duties.
15.2.3 Inspection activities should be timed so that they do not delay or interfere with passenger
enplaning or deplaning and servicing or catering. In addition, inspectors should be aware of the
aircraft departure time and the time when passenger boarding will take place.
15.3 RAMP INSPECTION AREAS
15.3.1 During a ramp inspection an inspector may observe, in a short period of time, many of the
areas which are also examined during the more time-consuming station facility inspections, in-flight
cockpit inspection and in-flight cabin inspection. Ramp inspections customarily involve the aircraft and
its crew, line station operations, servicing and maintenance and the ramp and gate area condition and
activity. Areas which may be observed and evaluated during ramp inspections fall into five different
categories:
a) crew member. Refers to the evaluation of crew member preparation for flight and compliance
with post-flight procedures as applicable. This area includes evaluations of crew member
manuals and any required flight equipment, flight crew flight planning, flight crew licenses,
crew member disposition of trip paperwork and other items that relate to crew member
responsibilities;
b) station operations. Refers to the various methods and procedures used by the operator to
support the flight such as flight release, flight planning material, passenger handling, boarding
procedures and carry-on baggage screening;
c) aircraft. Refers to the aircraft’s general airworthiness, logbook entries, MEL compliance,
defect deferrals and required items of emergency and cabin safety equipment;
d) ground handling, servicing and maintenance. Applies to any ongoing maintenance and
servicing, such as fueling, [de-icing], or catering;
e) ramp and gate condition and activity. Refers to taxi and marshaling operations, ramp or
parking area surfaces, any apparent contamination or debris, vehicle operations and the
condition and use of support equipment.

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15.4 CONDUCTING RAMP INSPECTIONS

15.4.1 While ramp inspections may be conducted by one inspector, it is desirable to conduct them
with a team of inspectors. Normally, this would consist of one operations and one airworthiness
inspector. For large aircraft, a third inspector could be utilized to conduct the cabin safety inspection.
Prior to the inspection, a determination is to be made on the distribution of tasks and the time to be
allocated to each task.
15.4.2 Where a team of inspectors cannot be utilized it might not be possible to cover all the desired
elements in the time available. Also, the inspector may not have the expertise to conduct inspections
in all areas. For this reason, the inspector should vary the areas of emphasis over several inspections
and describe in their reports how the inspection was limited in scope. The elements of the checklist in
Attachment B and C marked with an asterisk (*) are minimum items that should be addressed in a
ramp inspection.
15.4.3 When an inspector makes direct contact with a crew member, the inspector shall provide an
official but courteous introduction, offer appropriate identification for the crew member to inspect and
inform the crew member that a ramp inspection is being conducted. Upon completion of the
inspection, the inspector shall provide a verbal debriefing of the results of the inspection to the aircraft
captain or, if he is not available, another crew member.
15.4.4 All ramp inspections will be conducted with reference to the Guidance for Ramp Inspections
found in Attachment A of this chapter and recorded in the appropriate checklist contained in
Attachment B and C and/or D of this chapter.
15.4.5 Special-purpose ramp inspections focused on a particular air operator may be conducted
where previous inspections have indicated a high level of non-conformances to requirements. In
addition, reports from air traffic services, aerodrome staff and/or incident reports may also result in a
requirement for special-purpose ramp inspections.
15.5 RESOLUTION OF SAFETY DEFICIENCIES
15.5.1 Inspector action resulting from deficiencies noted during ramp inspections will depend on the
seriousness of the safety finding. In the case of a serious deficiency such as aircraft not being
airworthy or unqualified flight crew, the inspector is authorized, in accordance with the Civil Aviation
Regulations 2002, amendment no. 02 clause 84 para 4 ratified by the Ministry of Culture, Tourism and
Civil Aviation on 2070/9/14 (29 December 2013), to take such steps as are necessary to detain the
aircraft.
15.5.2 In the other cases where there is not an immediate threat to safety, the air operator will be
advised of the results of the ramp inspection in writing and requested to advise the CAA Nepal within
30 days of the corrective action that has or is to be taken to rectify any deficiencies noted. Inspectors
will follow up as required to ensure that corrective action is both effective and has been completed.
15.5.3 Further disposition and analysis of the ramp inspections findings shall be in accordance with
Volume II, Chapter 6 – Continuing Safety Oversight – Surveillance of this handbook.

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Attachment M

GUIDANCE FOR RAMP INSPECTIONS OF NEPALESE AIR OPERATORS

[Note - Guidance Materials and procedures including a checklist for the Safety Assessment of Foreign Aircraft
(SAFA) is separately published in the Foreign Carrier Surveillance Procedure Manual.]
1. GENERAL
The items to be checked during a ramp check are summarized below:
a) Flight deck;
b) Cabin/safety;
c) Aircraft external condition;
d) Cargo; and
e) General.
2. DETAILED LIST
The detailed list contains information on the items to be checked. For each item, guidance is provided
on how to perform the check. Each item is also provided with the applicable reference where available.
3. SCOPE
It is not possible to cover all items on the list at every ramp inspection. Inspections should be planned
to cover high-risk items and to cover all other items over a series of inspections. It is essential that
adequate records be kept and that there is complete coordination between all inspectors involved in
ramp inspections of any one operator.

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4. ITEMS TO BE CHECKED

A. FLIGHT DECK

GENERAL

A.1 General condition

Instructions: Check cleanliness, tidiness and general condition
References: Nil

A.2 Emergency exit

Instructions: Check if in compliance with ICAO Standards and Recommended Practices
References: Annex 8, 4.1.7 – Emergency landing provisions

A.3 Equipment
Instructions: Check for the presence of the following equipment where required:

a) two sensitive pressure altimeters with counter drumpointer or equivalent presentation

(IFR operations);
b) airborne collision avoidance system (ACAS);
c) cockpit voice recorder (CVR) and flight data recorder (FDR);
d) emergency locator transmitter (ELT);
e) ground proximity warning system (GPWS); and
f) where a flight management computer (FMC) is provided – valid database

References: Altimeters: Annex 6, Part I, 6.9.1. c)

ACAS II: Annex 6, Part I, 6.18
CVR and FDR: Annex 6, Part I, 6.3; and Part III, Section II, 4.3
GPWS: Annex 6, Part I, 6.15
ELT: Annex 6, Part I, 6.17 and Part III, Section II, 4.7
Database: Annex 6, Part I, 7.4.2
FOR-A para 6.3, 6.9.1, 6.15, 6.17, 6.18
FOR-H Chapter 4

DOCUMENTATION

A.4 Manuals. All required manuals

Instructions: Check for presence. Check if manuals are up-to-date and accepted or approved as
required. Flight manual data may be included in the operations manual which may itself
be in several parts, some of which are dealt with in A5, 6 and 7 below.

References: Flight manual: Annex 6, Part I, 6.2.3, 11.1; and Part III, Section II, 4.2.3, 9.1
Operations manual: Annex 6, Part I, 4.2.2, 6.2.3 and Appendix 2; and Part III, Section II,
2.2.2, 4.2.3 and Attachment H
Aircraft operating manual: Annex 6, Part I, 6.1.4 and Appendix 2, 2.2; and Part III,
Section II, 4.1.4 and Attachment H, 2.2.
FOR-A para 6.2.3
FOR-H para 4.17

A.5 Checklists
Instructions: a) Confirm checklists are available and up to date. Check if their content is in

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compliance with the requirement. Normal, non-normal and emergency checklists are
sometimes combined in a “Quick Reference Handbook”
b) Check the availability of an aircraft search procedure checklist; and
c) Confirm availability of the checklist of emergency and safety equipment.

References: Flight crew checklists: Annex 6, Part I, 4.2.5, 6.1.4 and Appendix 2, 2.2.2; and Part III,
Section II, 2.2.5, 4.1.4 and Attachment H, 2.2.10
Aircraft search procedure checklist: Annex 6, Part I, 13.3; and Part III, Section II, 11.1
Checklist of emergency and safety equipment: Annex 6, Part I, Appendix 2, 2.2.10; and
Part III, Attachment H, 2.2.8
FOR-A para 6.2.3
FOR-H para 4.17

A.6 Route guide

Instructions: Check if a route guide, including charts, is available, suitable and up-to-date.
References: Annex 6, Part I, 6.2.3 and Appendix 2, 2.3.1; and
Annex 6, Part III, Section II, 4.2.3 and Attachment H, 2.3.1
FOR-A para 6.2.3
FOR-H para 4.17

A.7 Minimum equipment list (MEL) - which is a part of the AFM

Instructions: Check if the MEL is available, up-to-date and approved.
References: Annex 6, Part I, 6.1.3, Appendix 2, 2.2.9 and Attachment G; and
Annex 6, Part III, Section II, 4.1.3, Attachment E and Attachment H, 2.2.7
FOR-A para 6.2.3
FOR-H para 4.17

A.8 Documents required to be carried on board

a) Certificate of registration:

Instructions: Check for presence and accuracy and format.

References: Convention on International Civil Aviation, Article 29
Annex 7, 7

FOR-A para 6.2.3

FOR-H para 4.17

b) Identification plate:

Instructions: Check presence and location.

References: Annexes 7 and 8

c) Certificate of Airworthiness:

Instructions: Check that the Certificate of Airworthiness of the aircraft is on board and valid.
References: Convention on International Civil Aviation, Articles 29 and 31
Annex 8, Part II, Chapter 3
FOR-A para 6.2.3
FOR-H para 4.17

d) Crew member licenses:

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Instructions: Check valid in: date; type rating; instrument rating; competency check; language
proficiency endorsement; medical assessment; and format (see also item E 3 below).
References: Convention on International Civil Aviation, Article 29
Annex 1, 1.2.1, [Link], 1.2.9, 2.1.3, 2.1.7 and Chapter 5;
Annex 6, Part I, 9.4.4; and
Annex 6, Part III, Section II, 7.4.4
FOR-A para 6.2.3
FOR-H para 4.17

e) Journey log book or technical log and voyage report:

Instructions: Check entries up to date, validity of maintenance release. Check number of deferred
defects (specify in the report where necessary). Check that defect deferments include
time limits and comply with the stated time limits. Where applicable, check compliance
with the aircraft MEL
References: Convention on International Civil Aviation, Article 29
Annex 6, Part I, 4.3.1 and 11.4; and
Annex 6, Part III, Section II, 2.3.1 and 9.4
FOR-A para 6.2.3
FOR-H para 4.17

f) Radio Mobile licence:

Instructions: Check available and up to date.

References: Convention on International Civil Aviation, Articles 29 and 30
Annex 6, Part I, 7.1; and
Annex 6, Part III, Section II, 5.1
FOR-A para 6.2.3
FOR-H para 4.17

g) Noise certification document or statement, where applicable:

Instructions: Check available and valid.

References: Annex 6, Part I, 6.13; Part III, Section II, 4.11; and
Annex 16, Volume I, Parts I and II
FOR-A para 6.2.3
FOR-H para 4.17

h) Air Operator Certificate (certified true copy) and Operations Specifications (copy):

Instructions: Check available, applicable and valid.

References: Annex 6, Part I, 4.2.1, 6.1.2, Appendix 5, 7 and Appendix 6; and
Annex 6, Part III, Section II, 2.2.1, 4.1.2, Appendix 1, 7 and Appendix 3
FOR-A para 6.2.3
FOR-H para 4.17

i) Only relevant parts of the operations manual that pertain to flight operations;

References: FOR-A para 6.2.3

FOR-H para 4.17

j) the current Maintenance Release issued in relation to that aeroplane;

References: FOR-A para 6.2.3

FOR-H para 4.17

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k) a copy of the Air Traffic Control flight plan, if applicable;

References: FOR-A para 6.2.3

FOR-H para 4.17

l) Aeroplane search procedure checklist

Checklist of the procedures to be followed in searching for a bomb in case of suspected sabotage.
The checklist shall be supported by guidance on the course of action to be taken should a bomb or
suspicious object be found and information on the least-risk bomb location specific to the aeroplane.
It should be in a sealed envelope or pack duly signed by the Flight Safety Officer of the operator.

References: FOR-A para 6.2.3

FOR-H para 4.17

m) Standard Operating Procedures

References: FOR-A para 6.2.3

FOR-H para 4.17

FLIGHT PREPARATION
A.9 Operational flight plan

Instructions: Check for presence, accuracy and signature(s) and for adequate fuel and oil reserve
planning and supply on-board.
References: Annex 6, Part I, 4.3.3 and Appendix 2, 2.1.16; and
Annex 6, Part III, Section II, 2.3.3 and Attachment H, 2.1.15
FOR-A para 6.2.3
FOR-H para 4.17

A.10 Mass and balance sheet (load/trim sheet)

Instructions: Check for presence of load sheet and accuracy.

References: Annex 6, Part I, 4.3.1 and Appendix 2, 2.1.14; and
Annex 6, Part III, Section II, 2.3.1 and Attachment H, 2.1.13
FOR-A para 6.2.3
FOR-H para 4.17

A.11 Aircraft performance limitations using current route, airport obstacles and
runway analysis data
Instructions: Check for availability of aircraft performance information including limitations and runway
performance analysis based on current airport data.
References: Annex 6, Part I, 5.1, 5.2 and 5.3; and
Annex 6, Part III, Section II, 3.1 and 3.2
FOR-A Chapter 5
FOR-H Chapter 3

A.12 Passenger manifest and, if applicable, Cargo manifest

Instructions: Check for availability of completed passenger manifest and, if required, cargo manifest.
References: Annex 9, 2.12, 2.13 and 4.12 and Appendices 2 and 3
FOR-A para 6.2.3
FOR-H para 4.17

A.13 Pre-flight inspection

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Instructions: Check for presence of pre-flight inspection or preparation forms (landing documents, air
traffic service flight plan).
References: Annex 6, Part I, 4.3; and
Annex 6, Part III, Section II, 2.3

A.14 Weather reports and forecasts

Instructions: Check for availability of weather reports and forecasts adequate for the flight.
References: Annex 6, Part I, [Link]; and
Annex 6, Part III, Section II, [Link]
FOR-A para [Link]
FOR-H para 2.3.5

A.15 NOTAM (Notice to Airman)

Instructions: Check for availability of NOTAMs for the route of flight.

References: Annex 15, Chapter 1 – Definitions

SAFETY EQUIPMENT
A.16 Portable fire extinguishers

Instructions: Check for presence, number, condition and expiry date.

References: Annex 6, Part I, 6.2.2 b);
Annex 6, Part III, Section II, 4.2.2 b);
FOR-A para 6.2.2 b);
FOR-H para 4.2.2 b)

A.17 Life jackets/flotation devices

Instructions: Check for presence, condition and where applicable expiry date.
References: Annex 6, Part I, 6.5; and
Annex 6, Part III, Section II, 4.3
FOR-A para 6.5
FOR-H para 4.5.2

A.18 Safety harness

Instructions: Check for presence, condition and quantity.

References: Annex 6, Part I, 6.2.2; and
Annex 6, Part III, Section II, 4.2.2
FOR-A para 6.2.2 c)
FOR-H para 4.2.2 c)

A.19 Oxygen equipment

Instructions: Check for presence, quantity and condition.

References: Annex 6, Part I, 4.3.8; and
Annex 6, Part III, Section II, 2.3.8
FOR-A para 6.7
FOR-H para 4.8

A.20 Emergency flashlight

Instructions: Check for appropriate quantities of emergency flashlight. Check their condition if
possible.
References: Annex 6, Part I, 6.10; and

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Annex 6, Part III, Section II, 4.4.2

FOR-A para 6.10

B. CABIN/SAFETY

B.1 General condition

Instructions: Check for cleanliness, tidiness and general condition.
References: Annex 8, Part III, 8.3

B.2 Cabin crew seats and safety harness

Instructions: Check for presence and compliance with the requirement.
References: Annex 6, Part I, 6.16; and
Annex 6, Part III, Section II, 4.12
FOR-A para 6.16
FOR-H para 4.12

B.3 First aid kit/emergency medical kit

Instructions: Check for presence, condition, location and expiry date if available.
References: Annex 6, 6.2.2.; and
Annex 6, Part III, Section II, 4.2.2
FOR-A para 6.2.2
FOR-H para 4.2.2

B.4 Portable fire extinguishers

Instructions: Check for presence, number, condition and expiry date if available.
References: Annex 6, Part I, 6.2.2; and
Annex 6, Part III, Section II, 4.2.2
FOR-A para 6.2.2
FOR-H para 4.2.2

B.5 Life jackets/flotation devices

Instructions: Check for presence, condition and expiry date as applicable.
References: Annex 6, Part I, 6.5; and
Annex 6, Part III, Section II, 4.5
FOR-A para 6.5
FOR-H para 4.5.2

B.6 Seat belts

Instructions: Check for presence and condition.
References: Annex 6, Part I, 6.2.2; and
Annex 6, Part III, Section II, 4.2.2
FOR-A para 6.2.2 c)
FOR-H para 4.2.2

B.7 Emergency exit lighting and marking, emergency flashlights

Instructions: Check for presence of emergency exit signs, lighting and marking and emergency
flashlights (one per cabin crew member). Where possible, check condition of floor path
lighting/marking and of flashlights.
References: Annex 6, Part I, 6.10;
Annex 6, Part III, Section II, 4.4.2;

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Annex 8, Part III A, [Link] and Part IIIB, D.6.3

FOR-A para 6.10

B.8 Slides/life rafts and pyrotechnical distress signalling devices (as required)
Instructions: Check bottle gauge, slide bar and slide expiry date. Check presence of life raft, when
required.
References: Annex 6, Part I, 6.5 and 6.6;
Annex 6, Part III, Section II, [Link] 4.6;
Annex 8, Part III A, 4.1.7 (and Part III D.6.2 to D.6.4)
FOR-A para 6.5 and 6.6
FOR-H para 4.5 and 4.6

B.9 Oxygen supply – cabin crew and passengers

Instructions: Check for presence and condition where applicable.

References: Annex 6, Part I, 4.3.9 and 6.7; and
Annex 6, Part III, Section II, 2.3.8 and 4.8 and Section III, 2.9 and 4.5
FOR-A para 4.3.9 and 6.7
FOR-H para 2.3.8 and 4.8

B.10 Emergency briefing cards

Instructions: Check for presence and accuracy.

References: Annex 6, Part I, [Link] and 6.2.2; and
Annex 6, Part III, Section II, 2.2.10 and Section III, 2.3
FOR-A para [Link], 6.2.2 d) and 12.8
FOR-H para [Link] and 12.0

B.11 Cabin crew members

Instructions: Check that the number of cabin crew is appropriate. Check whenever possible that the
location of cabin crew members allows to effect a safe and expeditious evacuation of the
aircraft.
References: Annex 6, Part I, 12.1; and
Annex 6, Part III, Section II, 10.1
FOR-A para 12.1
FOR-H para 10.1

B.12 Access to emergency exits

Instructions: Check that appropriate access to emergency exits is provided and that it is not impeded.
References: Annex 8, Part III A, 4.1.7 (and Part III D.6.2 and D.6.3)

B.13 Safety of cabin baggage

Instructions: Check that the crew and the passengers do not carry oversized hand baggage for the
stowage capacity of the aircraft. Check proper stowage of cabin baggage.
References: Annex 6, Part I, 4.8; and
Annex 6, Part III, Section II, 2.7
FOR-A para 4.8
FOR-H para 2.7

B.14 Seating capacity

Instructions: Check that the number of persons boarding does not exceed the number permitted
(number of seats normally, except specific circumstances).
References: Annex 6, Part I, 6.2.2; and

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Annex 6, Part III, Section II, 4.2.2

FOR-A para 6.2.2 c)
FOR-H para 4.2.2 c)

B.15 Security of the flight crew compartment door (if applicable)

Instructions: Check that the flight crew compartment door, if provided, is lockable. Where applicable,
check that the flight crew compartment door is penetration resistant.
References: Annex 6, Part I, 13.2
FOR-A para 13.2

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C. AIRCRAFT EXTERNAL CONDITION

C.1 General condition

Instructions: Check general condition of the airframe: apparent corrosion; cleanliness; presence of
ice, snow, frost; legibility of markings, etc.
References: For markings: Annexes 7, 3, 4 and 5

C.2 Doors and hatches

Instructions: Check for passenger and cargo door condition, external markings, seals, operating
instructions and condition of hatches.
References: Nil

C.3 Wings and tail

Instructions: Check wings, vertical and horizontal stabilizers, including all flight control surfaces.
Check for obvious damage, corrosion, disbonding, evidence of lightning strikes, dents,
looseness of fittings, missing static discharges, etc.
References: Nil

C.4 Wheels, brakes and tires

Instructions: Inspect for damage, wear and signs of tire under inflation.
References: Nil

C.5 Undercarriage

Instructions: Visual inspection. Focus on lubrication, leakage & corrosion and wear on door fittings
and hinges.
References: Nil

C.6 Wheel well

Instructions: Visual inspection. Focus on cleanliness, leakage and corrosion.

References: Nil

C.7 Intake and exhaust nozzle

Instructions: Visual inspection. Focus on damage, cracking, dents and loose/missing fasteners
(intake) and LPT blades (where visible), obvious damage to sensors, jet pipe nozzle,
exhaust, thrust reversers, etc.
References: Nil

C.8 Fan blades (if applicable)

Instructions: Visual inspection. Check for foreign object damage, cracks, cuts, corrosion, erosion etc.
References: Nil

C.9 Propellers (if applicable)

Instructions: Visual inspection. Check for corrosion, looseness of blades in hub, erosion, stone
damage, anti/de-icing system, etc.
References: Nil
C.10 Previous structural repairs
Instructions: Visual inspection. Note any previous repairs – check condition and verify compliance to
standard practices.

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References: Nil

C.11 Obvious damage

Instructions: Visual inspection. Note unassessed and unrecorded damage including corrosion,
lightning strike damage and bird strikes etc.

References: Annex 8, Part II, 3.6

C.12 Leakage
Instructions: Visual inspection: fuel, oil, hydraulic leaks. Inspect for toilet leaks at service locations.
References: Nil

D. CARGO

D.1 General condition of cargo compartment and containers

Instructions: Check for cleanliness and general condition of cargo compartment and containers.
Check damage to compartment liners and condition of fire protection, detection and
extinguishing system (if appropriate). Check condition of container locking devices.

References: Nil

D.2 Dangerous goods

Instructions: If dangerous goods are on board, check that the pilot has received appropriate
notification. Check that the operations manual includes relevant information as required
by ICAO Annex 18.

References: Annex 6, Part I, Appendix 2, 2.1.35;

Annex 6, Part III, Attachment H, 2.1.28; and
Annex 18, 9.1 and 9.2
FOR-A APPENDIX 1 para 2.1.35
FOR-H APPENDIX 1 para 2.1.28

D.3 Safety of cargo on board

Instructions: Check that loads are properly distributed and safely secured.
References: Annex 6, Part I, 4.3.1; and
Annex 6, Part III, Section II, 2.3.1
FOR-A para 4.3.1 e)
FOR-H para 2.3.1 e)

E. GENERAL

E.1 Additional remarks

Instructions: Record and report any items of significant nature that may be observed which are not
covered by this guidance.
References: Nil

E.2 Refuelling

Instructions: Check that the procedures relating to refuelling with passengers on board are complied

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with.
References: Annex 6, Part I, 4.3.8; and
Annex 6, Part III, Section II, 2.3.7
FOR-A para 4.3.8
FOR-H para 2.3.7

E.3 Language for communication

Instructions: Check that all pilots [and those flight navigators required to use the radio telephone] are
fluent in the language used for radiotelephony communications or in the English
language.
References: Annex 1, 1.2.9

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Attachment N
RAMP INSPECTION AIRWORTHINESS CHECKLIST

Aircraft
Date: make and Handling agent:
model:
Airframe Maintenance
Operator: support:
serial no.:
Reg.
Route from: marks: Station:

Route to: Flight no:

S = Satisfactory U = Unsatisfactory N = Not check

CHECK
ITEM REMARK(S)
(S/U/N)

A. Flight deck
1 General condition
2 Emergency exit
3 Equipment (GPWS, ACAS, ELT, CVR/FDR, etc.)
Minimum equipment list and deferred defect
4*
rectification
5 Documents
6* Operational flight plan
7* Mass and balance
8* Aircraft performance data
9 Cargo/passenger manifest
10 Portable fire extinguishers
11 Life jackets/flotation devices
12 Safety harness
13 Oxygen equipment
14 Emergency flashlight
C. Aircraft external condition
1 General condition
2* Doors and hatches
3* Wings and tail
4* Wheels, brakes and tires
5* Undercarriage
6* Wheel well
7* Intake and exhaust nozzle
8* Fan blades (if applicable)
9 Propellers (if applicable)
10* Previous structural repairs
11* Obvious damage
D. Cargo
General condition of cargo compartment and
1
containers
2* Dangerous goods
3 Safety of cargo on board

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CHECK
ITEM REMARK(S)
(S/U/N)

E. General
1 Additional remarks
2 Refuelling

Inspected Report no.:

by:

Note 1: The elements of the list that are marked with an asterisk (*) are minimum items that should be
addressed in a ramp inspection. Time permitting, the remaining items should also be addressed to
constitute a complete ramp inspection.
Note 2: If inspection is carried out as a team (airworthiness, cabin safety and flight operations), coordination
between the inspectors is required to avoid duplication.
Note 3: If cabin safety inspector is not available during the ramp inspection, cabin safety checklist for cabin
items is to be used by either airworthiness inspector or flight operations inspector as appropriate.

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Attachment O
RAMP INSPECTION FLIGHT OPERATION CHECKLIST

Aircraft
Date: make and Captain:
model:
Airframe F/O:
Operator:
serial no.:
Reg.
Route from: marks: Other:

Handling
Route to:
agent:

Flight no: Station:

S = Satisfactory U = Unsatisfactory N = Not check N/a = Not applicable

CHECK
ITEM REMARK(S)
(S/U/N)

A. Flight deck
1 General condition
2 Emergency exit
Equipment (GPWS, ACAS, ELT, cockpit door,
3
FDR/CVR, etc.)
4 Manuals
5 Checklists
6* Route guide
Minimum equipment list and deferred defect
7*
rectification
8 Documents
9* Operational flight plan
10* Mass and balance
11* Aircraft performance data
12 Cargo/passenger manifest
13 Pre-flight forms (operational flight plan, etc.)
14 Weather reports and forecasts
15 NOTAM (Notice to Airman)
16 Portable fire extinguishers
17 Life jackets/flotation devices
18 Safety harness
19 Oxygen equipment
20 Emergency flashlight
E. General

Inspected Report no.:

by:

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Attachment P
RAMP INSPECTION CABIN SAFETY CHECKLIST

Aircraft
In-flight
Date: make and
Supervisor
model:
Airframe
Operator:
serial no.:
Reg.
Route from: marks: Station:

Route to: Flight no:

S = Satisfactory U = Unsatisfactory N = Not check N/a = Not applicable

CHECK
ITEM REMARK(S)
(S/U/N)

B. Cabin/safety

1 General condition
2 Cabin crew’s seat and harness
3 First aid kit/emergency medical kit
4 Portable fire extinguishers
5 Life jackets/flotation device
6 Passenger seat belts
Emergency exit lighting and marking, emergency
7
flashlights
Slides/life-rafts and pyrotechnical signalling devices
8
(as required)
9 Oxygen supply (cabin crew and passengers)
10 Emergency briefing cards
11 Cabin crew members
12 Access to emergency exits
13 Safety of cabin baggage
14 Seating capacity
15 Security of flight crew compartment door
Inspected by: Report
no.:

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Chapter 16
PERFORMANCE-BASED NAVIGATION APPROVAL
[Note — ICAO has developed a Performance-based Navigation (PBN) Operational Approval Manual (Doc 9997)
which provides detailed guidance on the operational approval process in the context of performance-based
navigation. The guidance outlines the specific requirements for each navigation specification and includes
detailed job aids. CAA Nepal has adapted this Doc and has published the PBN Operational Approval Handbook
2011. This chapter provides a brief overview of PBN and outlines the CAA Nepal policy which is to adopt the
guidance and job aids outlined in Doc 9997 as the methodology for air operator approval of PBN].

16.1 BACKGROUND
16.1.1 FOR-A 7.2.2 require operators to be authorized prior to conducting flights in defined portions
of airspace or any routes where a navigation specification for performance-based navigation is
prescribed. In addition, the aircraft must be equipped with navigation equipment in accordance with
the navigation specification and flight crews provided with appropriate training. This chapter outlines
the CAA Nepal procedures for providing authorization where a navigation specification is prescribed.
16.1.2 Conventional navigation is dependent upon ground-based radio navigation aids. It has been
the mainstay of aviation for the last seventy years and pilots, operators, manufacturers and air
navigation service providers are all familiar with the associated technology, avionics, instrumentation,
operations, training and performance.
16.1.3 Performance-based navigation (PBN) detailed in the ICAO Performance-based Navigation
(PBN) Manual (Doc 9613) is based upon area navigation principles. While various methods of area
navigation have been in existence for many years, the widespread use of area navigation as a
primary navigation function is a more recent phenomenon. The PBN concept is intended to better
define the use of area navigation systems and is expected to replace much of the existing
conventional navigation routes within the next twenty years.
16.1.4 The fundamentals of PBN operations are relatively straightforward and operational approval
need not be a complicated process for either applicant or CAA Nepal. However, the transition to new
technology, new navigation and new operational concepts and the dependence on data driven
operations requires careful management. Concerning this matter, ICAO has developed Performance-
based Navigation (PBN) Operational Approval Manual (Doc 9997) to provide guidance on the
operational approval process in the context of performance-based navigation (PBN). It is intended for
inspectors and others involved in the regulation of PBN operations. The CAA Nepal PBN Operational
Approval Handbook 2011 is an adaptation of the ICAO Doc 9997. CAA Nepal Inspectors are required
to refer to this manual for approval of PBN operations.
16.2 PBN OVERVIEW
16.2.1 Area navigation systems evolved in a manner similar to conventional ground-based routes
and procedures. The early systems used very high-frequency omnidirectional radio range (VOR) and
distance measuring equipment (DME) for estimating their position in domestic operations and inertial
navigation systems (INS) were employed in oceanic operations. In most cases, a specific area
navigation system was identified and its performance was evaluated through a combination of
analysis and flight testing. In some cases, it was necessary to identify the individual models of
equipment that could be operated within the airspace concerned. Such prescriptive requirements
resulted in delays to the introduction of new area navigation system capabilities and higher costs for
maintaining appropriate certification. The PBN concept was developed with globally-applicable
performance requirements, detailed in accompanying navigation specifications, in order to avoid
these high costs and delays.
16.2.2 The PBN concept requires that the aircraft area navigation system performance is defined in
terms of the accuracy, integrity, availability, continuity and functionality necessary to operate in the

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context of a particular airspace concept. Appropriate positioning sensors are also identified. These
may include VOR/DME, DME/DME, GNSS and/or INS. The performance is detailed in a navigation
specification at sufficient a level of detail to facilitate global harmonization. The navigation
specification not only lays out the aircraft system performance requirements but also the requirements
in terms of flight crew procedures and training, as well as any appropriate maintenance requirements,
such as the provision of navigation databases.
16.3 RNAV AND RNP
16.3.1 RNAV specifications have been developed to support existing capabilities in aircraft equipped
with area navigation systems which, in the general case, were not designed to provide on-board
performance monitoring and alerting. RNAV specifications are similar to RNP specifications but do not
require an on-board performance monitoring and alerting capability.
16.3.2 RNP specifications have been developed from a need to support operations that require
greater integrity assurance, where the pilot is able to detect when the navigation system is not
achieving, or cannot guarantee with appropriate integrity, the navigation performance required for the
operation. Such systems are known as RNP systems. RNP systems provide greater assurance of
integrity and, hence, can offer safety, efficiency, capacity and other operational benefits.
16.4 CAA Nepal PBN OPERATIONAL APPROVAL PROCESS
16.4.1 The CAA Nepal will issue authorization to operators, where a navigation specification for
performance-based navigation is prescribed, provided that the operator can demonstrate compliance
with the applicable requirements. A list of available navigation specifications is outlined in Attachment
A to this chapter.
16.4.2 The requirements and guidance provided in CAA Nepal PBN Operational Approval Handbook
2011 will be utilized by CAA Nepal staff for the review of PBN applications by Nepalese air operators
and subsequent issuance of PBN approvals as follows:
a) air operators requesting authorization for a particular performance-based navigation
specification shall make application providing the information as outlined in Annex D of Doc
9997;
b) the Job Aid for the requested navigation specification(s) as contained in CAA Nepal PBN
Operational Approval Handbook 2011, Part 3 JOB AIDS will be completed by the air operator
and the CAA Nepal inspector as appropriate. The actions recommended for the inspector and
the operator contained in the Job Aid will be mandatory for CAA Nepal inspectors and
operators; and
c) upon completion of the job aid confirming that all requirements have been met for the
particular navigation specification, the CAA Nepal will issue the appropriate operations
specification. Examples of operations specification entries as outlined in Annex B of Doc 9997
will be utilized.

16.5 PROCEDURES

Refer to Appendix 33 and 34 of this Volume II for the detailed procedures on acceptance, verification
and approval of Special Operations authorization.

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Attachment Q

1.4 NAVIGATION SPECIFICATIONS

1.4.1 The navigation specifications in Table 1-1 have been published to date.
Table 1-1. Navigation specifications published to date
Flight Phase
En-route Approach
Navigation oceanic/ En-route
specification remote continental Arrival Initial Intermediate Final Missed Departure
RNAV 10 10
a
RNAV 5 5 5
RNAV 2 2 2 2
b
RNAV 1 1 1 1 1 1 1
RNP 4 4
RNP 2 2 2
f b
Advanced RNP 2 2 or 1 1 1 1 0.3 1 1
d b d
RNP 1 1 1 1 1 1
e b
RNP 0.3 0.3 0.3 0.3 0.3 — 0.3 0.3
g b c
RNP APCH 1 1 0.3 1 or 0.3
f
RNP AR APCH 1-0.1 1-0.1 0.3-0.1 1-0.1

Notes:

a) RNAV 5 is an en-route navigation specification which may be used for the initial part of a STAR outside
30 NM and above MSA.
b) Applies only once 50 m (40 m Cat H) obstacle clearance has been achieved after the start of climb.
c) RNP APCH is divided into two parts. This value applies during the initial straight ahead segment in RNP
APCH Part B (SBAS LPV) approaches.
d) Beyond 30 NM from the airport reference point (ARP), the accuracy value for alerting becomes 2 NM.
e) The RNP 0.3 specification is primarily intended for helicopter operations.
f) If <RNP 1 is required in the missed approach, the reliance on inertial to cater for loss of GNSS in final means
that accuracy will slowly deteriorate and any accuracy value equal to that used in final can be applied only
for a limited distance.
g) RNP APCH is divided into two parts. RNP 0.3 is applicable to RNP APCH Part A. Different angular
performance requirements are applicable to RNP APCH Part B only.

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Chapter 17
LOW VISIBILITY TAKE-OFF, CATEGORY II AND III APPROVAL

17.1 BACKGROUND AND OBJECTIVES

17.1.1 FOR-A para [Link] require air operators to be authorized prior to conducting low visibility
take-off (LVTO) and Category II and III operations. Furthermore, the regulations prescribe
requirements for ground and aircraft equipment, crew training and authorization, and the
establishment of Category II and/or Category III operating procedures. Operating procedures can be
contained in the operations manual or in a separate manual. This chapter outlines the CAA Nepal
procedures for providing authorization to air operators for LVTO; Category II and/or Category III
operations.
17.1.2 Depending on a variety of factors, an operator may be granted approval to conduct the
following categories of approaches to the limits specified:
Decision Height Runway Visual Range
Category
(DH) (Meters)
CAT II 100 ft 300 m
CAT III a No DH or <100 ft 175 m
CAT III b No DH or <50 ft 175 m to ≥ 50 m

17.1.3 Low visibility take-off requirements are outlined in 17.4 of this chapter.
17.2 GENERAL APPROVAL REQUIREMENTS
17.2.1 There are five elements involved in the approval of an LVP operation as follows:
a) authorization of the aeroplane and its equipment;
b) authorization of the use of the aerodrome;
c) authorization of the flight crew;
d) authorization of the operation; and
e) authorization of minima.
[Link] Authorization of the aeroplane and its equipment. These are indicated by appropriate
entries in the Aircraft Flight Manual.
Note — Detailed requirements outlined in 17.3.

[Link] Authorization of the use of the aerodrome. Air operators are responsible for
determining the facilities available at the aerodrome meet the requirements of the FOR-A Appendix 6
Chapter 8 Airport Requirements and shall ensure the following:
a) the State of the Aerodrome authorizes use of the facilities and services only if they meet the
relevant ICAO specifications;
b) the appropriate OCA/H is published by the State of the Aerodrome; and
c) where the State of the Aerodrome has established an aerodrome operating minima policy and
published landing and take-off minima in the AIP, the minima authorized for the use of an
operator by the CAA Nepal will not be lower than the former, except where specifically
authorized by the State of the Aerodrome.
[Link] Authorization of the flight crew. Flight crews will be qualified to operate to the
applicable aerodrome operating minima as follows:

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a) the pilot-in-command and co-pilot each hold a valid instrument rating and meet the
requirements for recent experience established by the FOR-A;
b) flight crew members are qualified and trained for take-off, instrument approaches and
operations for Low Visibility Take-Off, Category II and/or Category III operations, as
applicable;
c) flight crew members have completed all required proficiency checks, including demonstration
of proficiency for Low Visibility Take-Off and using the relevant types of instrument
approaches; and
d) the pilot-in-command has the necessary experience in the aeroplane type with restricted
(higher) minima before being authorized to use the lowest approved minima;
e) the operator maintains a system of records to ensure that the necessary qualifications of the
flight crew members are being met on a continuing basis.
Note —Detailed requirements outlined in 17.3.

[Link] Authorization of the operation. Before granting such an authorization, inspectors shall
ensure that the operator has established a system to ensure that:
a) applicable Aerodrome Operating Minima for the use of flight crews for all types of approaches
to all aerodromes to be used in the operations have been determined;
b) the proficiency of flight crews have been determined;
c) required operating procedures have been established;
d) an operations manual with instructions appropriate to the intended operation and that reflect
the mandatory procedures and/or limitations contained in the Aircraft Flight Manual; and
e) that sufficient experience has been gained by the air operator in operational service in
weather minima higher than those proposed.
Note —Detailed requirements outlined in 17.3.

[Link] Authorization of minima. FOR-A para [Link] require an air operator establishing
Aerodrome Operating Minima to have its method for determining such minima approved by the CAA
Nepal. Approval may be granted provided the operator’s method for determining
Aerodrome-Operating Minima accurately accounts for:
a) the type, performance and handling characteristics of the aircraft;
b) the composition and experience of the flight crew;
c) the dimensions and characteristics of the runways selected for use;
d) aircraft equipment used for navigation and aircraft control during the approach to landing and
the missed approach;
e) obstacles in the approach and missed approach areas and the obstacle clearance
altitude/height for the intended instrument approach procedures;
f) the means used to determine and report meteorological conditions;
g) the obstacles in the climb out areas and the necessary clearance margins; and
h) the adequacy and performance of the available visual and non-visual ground aids.
17.3 SPECIFIC APPROVAL REQUIREMENTS CATGORY II/III
17.3.1 Aeroplane and its equipment
[Link] The instruments and equipment for Category II and III operations shall comply with the
airworthiness requirements of the State of Registry of the aeroplane. In addition, aeroplane

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performance shall enable a missed approach to be carried out with an engine inoperative and without
outside visual reference, from any height down to the decision height in Category II operations and
down to touchdown in Category III operations, while remaining clear of obstacles. The instruments
and equipment appropriate to various precision approach operations are outlined in FOR-A Appendix
6, Chapter 6. The MEL shall reflect the equipment required for low visibility operations.
[Link] The target level of safety and the acceptable frequency of missed approaches due to
airborne equipment performance, in conjunction with the intended operating minima, determine the
airborne equipment design requirements with regard to:
a) system accuracy;
b) reliability;
c) characteristics in case of failures;
d) monitoring procedures and equipment; and
e) degree of redundancy.
[Link] A reporting system shall be implemented to enable continual checks and periodic reviews
during the operational evaluation period before the operator is authorized to conduct Category II and
III operations. Furthermore, the reporting system will be used for a two-year period after the
authorization has been given to ensure that the required standards of performance are maintained.
The reporting system shall cover all successful and unsuccessful approaches, with reasons for the
latter, and include a record of system component failures.
[Link] For Category II operations, air operators will differentiate between successful and
unsuccessful approaches and provide a questionnaire to be completed by the flight crew to obtain
data on actual or practice approaches which were not successful. As a minimum, the following data
will be gathered to evaluate a Category II operation:
a) the aerodrome and runway used;
b) weather conditions;
c) time;
d) reason for failure leading to an aborted approach;
e) adequacy of speed control;
f) trim at time of automatic flight control system disengagement;
g) compatibility of automatic flight control system;
h) flight director and raw data; and
i) an indication of the aeroplane’s position relative to the ILS centre line and glide path when
descending through 30 m (100 ft).
The number of approaches made during initial operational evaluation will vary depending on the
capabilities of the aircraft and the operator’s experience. A minimum of ten simulated approaches
shall be completed to demonstrate that the performance of the system in commercial service is such
that an adequate approach success rate will result. When determining the success rate, failures due
to external factors, such as ATC instructions or ground equipment faults, should be taken into account.
[Link] Air operators shall have a one-year experience with Category II operations prior to being
authorized for Category III. Similar but more stringent demonstration procedures will be followed. Use
may be made of recording equipment such as a sophisticated flight data recorder to obtain the
necessary data. Any landing irregularity will be fully investigated using all available data to determine
its cause. Failure to positively identify and correct the cause of any landing reported to be

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unsatisfactory may jeopardize the future of the particular operation. A minimum of 20 simulated
approaches will be conducted prior to approval being granted.
[Link] Aircraft manufactures design and certificate aircraft having CAT II and III operational
capability. The automatic systems concept is described in type-certification requirements, including
requirements for minimum system performance and failure conditions, flight demonstration during
certification and information to be included in the aeroplane flight manual. Inspectors will confirm that
the authorization being sought by the air operator is within the operational capability as outlined in the
aircraft flight manual. Additional considerations for the certification of the aeroplane as a whole for
approach and landing in restricted visibility must be included in the operators programme (e.g.
experience and operational demonstration of performance).
[Link] The operator shall establish a maintenance programme to ensure that the airborne
equipment continues to operate in service to the required performance level. This programme shall be
capable of detecting any deterioration in the overall level of performance as described in [Link] to
[Link]. The following areas shall be emphasized:
a) maintenance procedures;
b) maintenance and calibration of test equipment;
c) procedure for monitoring the initial and recurrent training of maintenance staff; and
d) recording and analysis of airborne equipment failures.
[Link] Maintenance programmes shall be established consistent with the aeroplane
manufacturer’s recommendations. Aeroplane system design and architecture and the manufacturer’s
maintenance philosophy can introduce significant variation between aeroplane types for failure
detection, annunciation and return-to-service methods.
17.3.2 Operating procedures
[Link] Low weather minima operations require special procedures and instructions to be
included in the operations manual, but it is desirable that any such procedures should also be used as
the basis for all operations in order to provide the same operating philosophy for all categories of
operations. These procedures cover all foreseeable circumstances so that flight crews are fully
informed as to the correct course of action which should be followed. This is particularly true for the
last part of the approach and landing where limited time is available for decision making. Possible
modes of operation include:
a) manual take-off;
b) manual approach and landing;
c) coupled approach down to DA/H, manual landing thereafter;
d) coupled approach to below DA/H, but manual flare and landing;
e) coupled approach followed by auto-flare and auto-landing; and
f) coupled approach followed by auto-flare, auto-landing and auto-roll-out.
[Link] The precise nature and scope of procedures and instructions shall be a function of the
airborne equipment used and the flight deck procedure applied. The duties of flight crew members
during take-off, approach, flare, roll-out and missed approach are to be clearly delineated in the
operations manual. Particular emphasis shall be placed on flight crew responsibilities when
transitioning from non-visual conditions to visual conditions and on procedures to be used in
deteriorating visibility or when failures occur. Special attention should be paid to the distribution of
flight deck duties to ensure that the workload of the pilot making the decision to land or to execute a
missed approach enables the pilot to concentrate on oversight and decision-making.
[Link] The following areas are to be addressed in the operations manual:

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a) checks for satisfactory functioning of equipment, both on the ground and in flight;
b) effects on minima caused by changes in the status of the ground installations;
c) use and application of RVR reports from multiple runway positions and sensors;
d) pilot assessment of aircraft position and monitoring of the performance of the automatic flight
control system, the effects of the failure of any required portion of the automatic flight control
system or instruments used with the system and action to be taken in the event of inadequate
performance or failure of any portion of either the system or the associated instruments;
e) actions to be taken in the case of failures, such as engines, electrical systems, hydraulics and
flight control systems;
f) allowable aeroplane equipment deficiencies;
g) precautions necessary when making practice approaches where full ATC procedures to
support Category III operations are not in force or when ILS ground equipment of a lower
standard is used for Category II or III practice operations;
h) operating limitations resulting from airworthiness certification; and
i) information on the maximum deviation allowed from the ILS glide path and/or localizer from
the region of the DA/H down to touchdown, as well as guidance regarding the visual
reference required.
[Link] Air operators will establish procedures for the gradual introduction of low weather minima
operations. The procedures shall implement reduced visibility operations through a gradual reduction
in meteorological criteria commensurate with experience. Such procedures will ensure the following:
a) the practical evaluation of airborne equipment before commencing actual operations as
outlined in 17.3.15 and [Link] ;
b) accumulation of experience with the procedures discussed above before commencing actual
operations and, if necessary, the adjustment of those procedures;
c) accumulation of operating experience using Category II operations minima before proceeding
to Category III operations minima;
d) providing, for analysis purposes, a means of pilot reporting on ground and airborne system
performance;
e) accumulation of flight crew experience; and
f) accumulation of experience in the maintenance of particular equipment.
Note — Procedures and limitations for all weather operations may be contained in the operations manual or in a
separate manual.

17.3.3 Flight crew qualification and training

[Link] Before conducting Category II or III operations, the flight crew shall complete an approved
programme of training and education. The approved programme of training will be related to the
aeroplane type and the operating procedures adopted, as outlined in 17.3.2. For modern transport
aircraft and operators, this is typically incorporated as part of the operator’s approved flight crew
training programme.
[Link] The increased dependence on the use of automatic systems highlights the role of the
flight crew in safely and effectively operating these systems and the need for this role to be addressed
in training and qualification processes. This emphasis should include pilot assessment of the position
of the aeroplane and monitoring of the automatic flight control system performance throughout all
phases of the approach, flare, touchdown and roll-out.

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[Link] Flight crews shall be required to demonstrate their competency to the designated
examiner or CAA Nepal inspector. The captain will have at least 500 hours as pilot-in-command in
turbo-jet and 100 hours of pilot-in-commend on the aeroplane type before being authorized by the air
operator to apply Category II or III operations minima under actual conditions.
[Link] Flight crews shall make full use of ground and airborne equipment intended for use during
Category II and III operations. They shall therefore be instructed in how to obtain maximum benefit
from redundancy provided in the airborne equipment and to fully understand the limitations of the total
system, including both ground and airborne elements. The ground instruction shall cover at least the
following:
a) the characteristics, capabilities and limitations of the NAVAIDs involved (e.g. ILS, GLS)
including the effect on aeroplane system performance of interference to the ILS signal caused
by other landing, departing or overflying aeroplanes and the effect of the infringement of ILS
critical and sensitive areas by aeroplanes or vehicles in the manoeuvring area;
b) the characteristics of the visual aids (e.g. approach lighting, touchdown zone lighting, centre
line lighting) and the limitations on their use as visual cues in reduced visibility with various
glide path angles and cockpit cut-off angles, and the heights at which various cues may be
expected to become visible in actual operations;
c) the operation, capabilities and limitations of the airborne systems (e.g. the automatic flight
control systems, monitoring and warning devices, flight instruments including altimetry
systems and the means the pilot has to assess the position of the aeroplane during the
approach, touchdown and rollout);
d) approach, including missed approach procedures and techniques, along with descriptions of
the factors affecting height loss during missed approach in normal and abnormal aeroplane
configurations;
e) the use and limitations of RVR, including the applicability of RVR readings from different
positions on the runway, the different methods of assessing RVR, the conversion method of
visibility into an RVR in some States and the limitations associated with each method;
f) the basic understanding of obstacle limitation and the obstacle-free zone, including missed
approach design criteria and obstacle clearance for Category II and III operations;
g) the effects of low-level wind shear, turbulence and precipitation;
h) pilot tasks at decision height, and procedures and techniques for transition from instrument to
visual flight in low visibility conditions, including the geometry of eye, wheel and antenna
positions with reference to ILS reference datum height;
i) action to be taken if the visual reference becomes inadequate when the aeroplane is below
decision height and the technique to be adopted for transition from visual to instrument flight
should a go around become necessary at these low heights;
j) use of alert height and appropriate actions;
k) action to be taken in the event of failure of approach and landing equipment above and below
decision height;
l) recognition of and action to be taken in the event of failure of ground equipment;
m) significant factors in the determination of decision height;
n) effect of specific aeroplane malfunctions (e.g. engine failure) on auto-throttle, auto-pilot
performance;
o) procedures and precautions to be followed while taxiing during limited visibility conditions; and
p) the existence and effects of visual illusions.

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[Link] Each member of the flight crew shall be trained to carry out the duties appropriate to the
particular airborne system and subsequently demonstrate their ability to carry out the duties, as a
member of the flight crew, to an acceptable level of competency before being authorized to engage in
the particular category of operations. Additionally, before a pilot is authorized to operate to Category II
or III minima, the pilot shall have gained experience as outlined in [Link] in using the appropriate
procedures in meteorological conditions above the relevant minima. Flight crews shall be given
practical training and tests in the use of applicable systems and associated procedures in conditions
of the lowest minima to be authorized.
[Link] Training may only be carried out in an approved FSTD with a suitable visual system
qualified for LVTO, CAT II and/or CAT III as applicable. It is important that the visibility simulated for
both static and dynamic visual scenes is a correct reflection of the RVR intended. The specific type of
training will depend upon the particular airborne system and on the operating procedures adopted.
The initial training shall at least include:
a) approaches with all engines operating, and with an engine inoperative, using the appropriate
flight guidance and control systems installed in the aeroplane down to the appropriate
minimum height, without external visual reference, followed by transition to visual reference
and landings;
b) approaches with all engines operating, and with an engine inoperative, using the appropriate
flight guidance and control systems installed in the aeroplane down to the appropriate
minimum height, followed by missed approaches, all without external visual reference;
c) approaches utilizing the automatic flight control and landing system, followed by reversion to
manual control for flare and landing after disconnecting the automatic system at low level, if
appropriate;
d) approaches utilizing the automatic flight control and landing system with automatic flare,
automatic landing and, where appropriate, automatic roll-out;
e) procedures and techniques for reversion to instrument flight and the execution of a missed
approach from DA/H, including obstacle clearance aspects; and
f) go-around from a height below decision height which may result in a touchdown on the
runway in cases of a go-around initiated from a very low altitude, e.g. such as to simulate
failures or loss of visual reference prior to touchdown.
[Link] The flight training programme shall provide practice in handling system faults, particularly
those which have an effect on the operating minima and/or subsequent conduct of the operation.
However, the frequency of system malfunctions introduced shall not be such so as to undermine the
confidence of flight crews in the overall integrity and reliability of the systems used in low minima
operations.
[Link] In conjunction with normal pilot proficiency checks at regular intervals, a pilot shall
demonstrate the knowledge and ability necessary to perform the tasks associated with the authorized
category of operation. The use of an approved FSTD for recurrent training, proficiency checking and
renewal of authorizations is mandatory.
[Link] Air operators shall ensure that pilots use procedures developed for Category II or III
operations during normal service, regardless of the weather conditions, when the necessary ground
facilities are available and traffic conditions permit. This practice ensures flight crew familiarity with the
procedures, builds confidence with the equipment and ensures appropriate maintenance of the
Category II and III related systems. The flight crew shall conduct one simulated or actual CAT II and
CAT III landing as applicable every two months to maintain their qualification. The pilot will annotate
the pilot logbook to this effect.

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[Link] When a flight crew member becomes fully qualified for Category II or III operations, the
operator shall document these qualifications by either an endorsement in the pilot logbook or the
issuance of a qualification card which shall contain evidence of recurrent checks.
17.4 SPECIFIC APPROVAL REQUIREMENTS FOR LOW VISIBILITY TAKE-OFF
17.4.1 Take-off minima are usually stated as visibility or RVR limits. Where there is a specific need
to see and avoid obstacles on departure, take-off minima may include cloud base limits. Where
avoidance of such obstacles may be accomplished by alternate procedural means, such as use of
climb gradients or specified departure paths, cloud base restrictions need not be applied.
17.4.2 While the State of the Aerodrome may establish standard take-off minima, low visibility take-
off (LVTO) minima may also be established for aerodromes based on the availability of specified
facilities and aerodrome procedures. The CAA Nepal may authorize the use of LVTO minima based
on the following factors:
a) flight characteristics and cockpit instrumentation typical of multi-engine turbine aircraft;
b) comprehensive programmes for crew qualification which address use of the specified minima;
c) comprehensive programmes for airworthiness, with any necessary equipment operational
(MEL);
d) availability of specified facilities for the respective minima, including programmes for
assurance of the necessary reliability and integrity;
e) availability of air traffic services to ensure separation of aircraft and timely and accurate
provision of weather, NOTAM and other safety information;
f) standard runway and airport configurations, obstruction clearance, surrounding terrain, and
other characteristics typical of major facilities serving scheduled international operations;
g) routine low visibility weather conditions (e.g. fog, precipitation, haze, wind components) which
do not require special consideration; and
h) availability of alternate courses of action in the event of emergency situations.
17.4.3 Air operators requesting authorization for LVTO at aerodromes where these may be available
may make application to the CAA Nepal. The application will be approved provided the air operator
can adequately demonstrate that each of the factors outlined above has been addressed.
17.4.4 The air operator may be authorized to the LVTO minima outlined in 17.4.5 below provided
these minima are authorized by the State of the Aerodrome for that particular aerodrome.
17.4.5 Approved take-off minima commercial transport aeroplanes:
1
FACILITIES RVR/VIS
2
Adequate visual reference (day only) 500 m/1 600 ft
3
Runway edge lights or runway centre line markings 400 m/1 200 ft
3
Runway edge lights and runway centre line markings 300 m/1 000 ft

Runway edge lights and runway centre line lights 200 m/600 ft

Runway edge lights and runway centre line lights TDZ 150 m/500 ft
4 MID 150 m/500 ft
and relevant RVR information
Stop-end 150 m/500 ft

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TDZ 125 m/400 ft

High intensity runway edge lights and runway centre line lights
4 MID 125 m/400 ft
(spacing 15 m or less) and relevant RVR information
Stop-end 125 m/400 ft

High intensity runway edge lights and runway centre line lights TDZ 75 m/300 ft
(spacing 15 m or less), approved lateral guidance system and MID 75 m/300 ft
4
relevant RVR information Stop-end 75 m/300 ft

1
The TDZ RVR/VIS may be assessed by the pilot.
2
Adequate visual reference means that a pilot is able to continuously identify the take-off surface and
maintain directional control.
3
For night operations at least runway edge lights or centre line lights and runway end lights are
available.
4
The required RVR is achieved for all relevant RVRs.
17.4.5 Take-off minima, which are relevant to the take-off manoeuvre itself, should not be confused
with weather minima required for flight initiation. For flight initiation, departure weather minima at an
aerodrome shall not be less than the applicable minima for landing at that aerodrome unless a
suitable take-off alternate aerodrome is available. The take-off alternate aerodrome shall be located
within the following distances of the aerodrome of departure:
a) 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) 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) aeroplanes engaged in extended diversion time operations (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 approved maximum diversion time
considering the actual take-off mass.
17.5 ISSUANCE OF OPERATIONS SPECIFICATION
17.5.1 Operations and airworthiness inspectors will review the air operator’s submission utilizing Job
Aid LVO-001. Once all requirements of this chapter have been met for the authorization requested,
inspectors shall authorize the operations through the issue of operations specifications for low
visibility operations. The operations specification will include the applicable precision approach
category (CAT II, IIIA, or IIIB) and minimum RVR in metres and decision height in feet. For low
visibility take-off the operations specification will include the approved minimum take-off RVR in
metres.
17.6 PROCEDURES

Refer to Appendix 33 and Appendix 34 for detailed procedure of acceptance, verification and approval
of Special Operations authorization.

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Attachment R

Job Aid – Low Visibility Operations

FOI OR AWI DATE
DATE REFERENCE
SUBJECT SIGNATURE APPROVED/
SUBMITTED DOCUMENT
(AS APPLICABLE) ACCEPTED
A. Low Visibility Take-off (LVTO)
1. Air operator training programme
2. LVTO procedures
3. PPC to include LVTO
4. LVTO Operations Specification Issued
B. CAT II
1. Aircraft instruments and equipment
2. Maintenance programme
3. Reporting System and proving
4. Operating procedures
5. Flight crew certification and training
C. CAT III
1. Aircraft instruments and equipment
2. Maintenance programme
3. One year experience with CAT II
4. Reporting System and proving
5. Operating procedures
6. Flight Crew certification and training
Remarks:

Acknowledgement/signature (as applicable)

Flight Operations Inspector (FOI) Airworthiness Inspector (AWI)

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Chapter 18
DESIGNATED EXAMINER APPROVAL
[Note – For Designated Examiner Approval, refer to CAA Nepal Designated Check Pilot Manual.]

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Chapter 19
TRANSPORTATION OF DANGEROUS GOODS APPROVALS

19.1 BACKGROUND AND OBJECTIVES

19.1.1 Dangerous Goods Handling Requirements second edition 2011 para 1.7 and 3.1 require that
air operators be authorized by the CAA Nepal to carry dangerous goods. In addition, CAA Nepal
regulations require that the carriage of dangerous goods be in accordance with the Technical
Instructions for the Safe Transport of Dangerous Goods by Air (Doc 9284) issued by ICAO, with the
CAA Nepal Dangerous Goods Handling Requirements 2009 and any variations to those instructions
that the CAA Nepal may mandate and provide notification of to ICAO.
19.1.2 While the requirements for air operators to be authorized to carry dangerous goods are
extensive, air operators who do NOT carry dangerous goods are also required by Dangerous Goods
Handling Requirements second edition 2011 Chapter 14, Table 14.2 to meet certain requirements.
19.2 INSPECTION PRACTICES AND PROCEDURES
19.2.1 Air operators NOT transporting dangerous goods as cargo
[Link] Air operators NOT transporting dangerous goods are required by DG Handling Requirements
2011 to meet the following requirements:
a) establish an approved dangerous goods training programme that meets the requirements of
DG Handling Requirements 2011;
b) established dangerous goods policies and procedures in its Operations Manual which would
allow operator personnel to:
1) identify, reject and report undeclared dangerous goods, including COMAT classified as
dangerous goods within 72 hours of the discovery; and
2) report dangerous goods accidents and incidents to CAA Nepal and the State in which the
accident or incident occurred within 72 hours of the discovery.
[Link] The training programme as outlined in [Link] shall ensure that:
a) staff who are engaged in general cargo handling have received training to carry out their
duties in respect of dangerous goods which covers, as a minimum, the areas identified in
Column I of Table 1 to a depth sufficient to ensure that an awareness is gained of the hazards
associated with dangerous goods and how to identify such goods; and
b) crew members, passenger handling staff and security staff employed by the AOC holder who
deal with the screening of a passengers and their baggage have received training which
covers, as a minimum, the areas identified in Column 2 of Table 1 to a depth sufficient to
ensure that an awareness is gained of the hazards associated with dangerous goods, how to
identify them and what requirements apply to the carriage of such goods by passengers.

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1 2
staff who are crew members,
AREAS OF DANGEROUS GOODS TRAINING engaged in passenger
general cargo handling staff
handling and security
staff
General philosophy X X

Limitations on the transport of dangerous goods X X

by air

Package marking and labelling X X

DG transport document and other relevant X

documentation
Dangerous goods in passenger and crew X X
baggage

Recognition of undeclared dangerous goods X X

Emergency procedures X X

Table 1.
19.2.2 Operators transporting dangerous goods as cargo
19.2.3.1The requirements for the initial approval and continuing safety oversight of air operators carry
dangerous goods are extensive. Therefore, the Dangerous Goods Inspector Handbook has been
established as a separate handbook and the procedures and job aids/checklist in this particular
document will be utilized by CAA Nepal inspectors for the approval and oversight of air operators who
may wish to carry dangerous goods.
[Note — Many air operators may not wish to carry dangerous goods due to the costs incurred for training of staff.
If air operators do not carry dangerous goods, there is no need then to develop a separate handbook mentioned
above.]

19.3 Checklists
19.3.1 Inspectors shall use the Checklist provided in the CAA Nepal DG Inspector Handbook
(Guidance Manual – 2010):
Checklist 2 Dangerous Goods Audit Form,
Checklist 3 Dangerous Goods Inspection Report – Passenger Terminal Notices,
Checklist 4 Dangerous Goods Manual Approval Checklist and
Checklist 5 Dangerous Goods Training Program – Approval Checklist.

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Chapter 20
REDUCED VERTICAL SEPARATION MINIMA (RVSM) OPERATOR
APPROVAL

20.1 BACKGROUND AND OBJECTIVE

20.1.1 FOR-A para 7.2.4 prohibits the operation of an aircraft within RVSM airspace unless
authorization has been received from the CAA Nepal. The CAA Nepal regulations prescribe the
requirements that must be met prior to issuing such authorization. Further guidance to operators is
provided in FOR-A para 7.2.5, 7.2.6 and Appendix 12.
20.1.2 RVSM refers to a vertical separation minimum of 300 m (1 000 ft) between FL 290 and
FL 410 inclusive. This chapter provides guidance for evaluating an application for an operator to
conduct flights in airspace where RVSM is applied and, once applicable requirements are met, for
issuing operations specifications. Guidance is also provided on the on-going monitoring of the RVSM
approval such as reports from incidents and the Regional Monitoring Agency (RMA).
20.1.3 All operators that operate or intend to operate in airspace where RVSM is applied are required
to participate in the RVSM monitoring program. The Monitoring Requirements Table below, addresses
requirements for monitoring in accordance with requirements defined in ICAO Standards, Annexes 6
and 11. In accordance with the ICAO Standards, operators must satisfy the requirements in
Monitoring Requirements Table every 2 years. In their application to the CAA Nepal for RVSM
approval, operators must show a plan for meeting the applicable monitoring requirements. Monitoring
should be completed as soon as possible but not later than 6 months after the issue of RVSM
approval and thereafter as directed by the RMA.
20.1.4 Update Of Monitoring Requirements Table And Website. As significant data is obtained,
monitoring requirements for specific aircraft types may change. When the Monitoring Requirements
Table is updated, a letter will be distributed by the Regional Monitoring Agencies (RMAs) to the States
concerned. The updated table will be posted on the RMA website being maintained by the
International Civil Aviation Organization (ICAO). The secure website address is: [Link]
The inspector should check the update regularly to ensure it the most current one.
20.1.5 Monitoring Prior To The Issue Of RVSM Operational Approval Is NOT A Requirement.
Operators should submit monitoring plans to the CAA Nepal and the RMA that show how they intend
to meet the requirements specified in the Monitoring Requirements Table below. Monitoring will be
carried out in accordance with this table.
20.1.6 Monitoring Of Airframes That Are RVSM Compliant On Delivery. If an operator adds new
RVSM compliant airframes of a type for which it already has RVSM operational approval and has
completed monitoring requirements for the type in accordance with the attached table, the new
airframes are not required to be monitored. If an operator adds new RVSM compliant airframes of an
aircraft type for which it has NOT previously received RVSM operational approval, then the operator
should complete monitoring in accordance with the attached table.
20.2 RVSM APPROVAL GENERAL
20.2.1 Where RVSM is applied, the specific aircraft type or types that the operator intends to use will
need to be approved by the CAA Nepal. RVSM approval will encompass the following elements:
a) airworthiness approval (including continued airworthiness). Airworthiness inspectors shall
ensure the aircraft is approved as meeting the requirements for operation in RVSM airspace
and that the aircraft altimetry and height-keeping equipment is maintained in accordance with
approved procedures and servicing schedules; and
b) operational approval. Air operators will be required to establish procedures for operations in
RVSM airspace and incorporate these procedures into their training programme for flight crew.

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20.2.2 RVSM approval issued for one region is valid globally provided that operating procedures
specific to a given region are outlined in the operations manual. If the air operator wishes to conduct
RVSM flights outside of ICAO APAC region, they shall ensure that information for RVSM procedures
in other applicable regions is made available to flight crews.
20.2.3 CAA Nepal, Flight Safety Standards Department shall be responsible for confirmation of the
approval status of an aircraft/operator and shall apply the following measures:
a) maintaining a comprehensive record of all approvals granted for operations in RVSM airspace
for each registered aircraft;
b) providing the approvals records in 4.2.3, a) to the Regional Monitoring Agency (RMA) for
inclusion in its regional RVSM-approvals database;
c) reviewing the RVSM approval status of aircraft/operators when conducting routine inflight
cockpit inspections; and
d) reviewing the RVSM approval status of aircraft identified in reports received from the RMA as
not complying with required height-keeping performance or having had damage that may
affect the height-keeping performance.
20.2.4 All approvals will be applicable to an individual aircraft or to a group of aircraft, as defined in
4.2.5, that are nominally identical in aerodynamic design and items of equipment contributing to
height-keeping accuracy.
20.2.5 For aircraft to be considered as part of a group for the purposes of airworthiness approval,
the following conditions shall be satisfied:
a) the aircraft shall have been constructed to a nominally identical design and shall be approved
on the same Type Certificate (TC), TC amendment or Supplemental TC, as applicable;
b) the static system of each aircraft shall be nominally identical. The Static Source Error (SSE)
corrections shall be the same for all aircraft of the group; and
c) the avionics units installed on each aircraft to meet the minimum RVSM equipment criteria
shall comply with the manufacturer’s same specification and have the same part number
Note — Aircraft that have avionics units which are of a different manufacturer or part number may be considered
part of the group if it can be demonstrated that this standard of avionics equipment provides equivalent system
performance.

20.2.6 Granting of RVSM approval – MAAR Form F2 shall be completed and submitted to MAAR
immediately by CAA Nepal or the State of Registry when the RVSM approval is granted to an aircraft
intended to operate (or continue to operate) in the RVSM airspace.
20.3 CONTENT OF OPERATOR RVSM APPLICATION
20.3.1 The following information is required to be provided to the CAA Nepal from an air operator
applying for RVSM authority at least 60 days prior to the intended start of RVSM operations.
a) Airworthiness documents and a maintenance programme. The applicant shall provide
documentation to confirm that each aircraft is certificated for RVSM operations. An RVSM
maintenance programme shall be submitted to the CAA Nepal for approval.
b) Description of aircraft equipment. The applicant shall provide a configuration list that details
all components and equipment relevant to RVSM operations.
c) Operations manuals and checklist. The appropriate manuals and checklists shall be revised
to include information/guidance on standard operating procedures as outlined in Chapter 4,
Section 4.2 of the ICAO’s Manual on Implementation of a 300 m (1 000 ft) Vertical Separation
Minimum Between FL 290 and FL 410 Inclusive (Doc 9574).

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d) Operations training programmes. AOC holders shall submit training syllabi to CAA Nepal to
show that the RSVM operating and contingency procedures, and any items related to RVSM
operations are incorporated in initial and, where warranted, recurrent training programmes.
Training for flight dispatchers shall also be included. [Note — Assumes flight dispatchers have
responsibilities for operational control in addition to the aircraft PIC.]

Note — Certain items may already be adequately standardized in existing operator training programmes and
operating practices. If this is found to be the case, then the intent of this guidance can be considered to be
met.

e) Minimum equipment list (MEL). A MEL amendment to include items pertinent to operating in
RVSM airspace. Note— The MEL may already include this information.
f) Plan for participation in monitoring programmes. The operator shall provide a plan for
participation in the regional monitoring programme.
20.4 MONITORING PROGRAMMES
20.4.1 As outlined in FOR-A para 7.2.7, a programme to monitor or verify aircraft height-keeping
performance is a necessary element of RVSM approval. Monitoring programmes have the primary
objective of observing and evaluating aircraft height-keeping performance to validate crew procedures,
aircraft performance and maintenance procedures. Each aircraft or group of aircraft is required to
meet height-keeping performance monitoring approval as soon as possible, but no later than six
months after receiving the approval.
20.4.2 Subsequently, a minimum of two aeroplanes of each aircraft type grouping of the operator will
have their height-keeping performance monitored, 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.
20.4.3 The Regional Monitoring Agency will provide other information concerning aircraft grouping
and monitoring requirements.
20.5 ISSUANCE OF OPERATIONS SPECIFICATION
20.5.1 Operations and airworthiness inspectors will review the air operator’s submission utilizing Job
Aid RVSM-001. If all requirements have been met the operations specification for RVSM shall be
issued. In the operations specification specific approval column, list the aircraft group or specific
aircraft type as applicable.
20.5.2 CAA Nepal shall provide the Regional Monitoring Agency (Monitoring Agency for Asia Region
[MAAR], Thailand) Tel: +662-287-8154, Fax: +662-287-8155, [maar@[Link]] with information
concerning the aircraft RVSM approval by completion of the Record of Approval to Operate in RVSM
Airspace form (available on the Regional Monitoring Agency website: [Link]
CAA Nepal operations inspectors will follow-up to ensure that within six months the height-keeping
performance monitoring requirements have been completed by the air operator and subsequently as
outlined in 4.4.1 above.
20.6 REMOVAL OF RVSM APPROVAL
20.6.1 The operator shall report any altitude errors when operating in RVSM airspace to the CAA
Nepal within 72 hours with initial analysis of causal factors and measures to prevent further events.
Errors that shall be reported and investigated are any vertical deviation equal to or greater than 90 m
(300 ft), for any reason, from cleared levels whether the deviation causes an incident or not.
20.6.2 Height-keeping errors fall into two broad categories: errors caused by malfunction of aircraft
equipment and operational errors. An operator who consistently commits errors of either variety may
lose its approval for RVSM operations. If a problem is identified that is related to one specific aircraft,
then RVSM approval may be removed from the operator for that specific aircraft.

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20.6.3 CAA Nepal or the State of Registry must use the MAAR Form F3, which is available in the
MAAR website in Excel format, when an operator’s RVSM approval has been withdrawn and submit it
to MAAR immediately.
20.7 ENFORCEMENT
20.7.1 Where the CAA Nepal is advised that an air operator has operated in RSVM airspace without
approval, enforcement action will be taken in accordance with FOR-A para 7.2.8 and CAA Nepal
Aviation Enforcement Policy Manual.
20.8 PROCEDURES
Refer to Appendix 33 and 34 for detailed procedures on Special Operations authorization.

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MONITORING REQUIREMENTS TABLE

MONITORING IS REQUIRED IN ACCORDANCE WITH THIS TABLE

MONITORING PRIOR TO THE ISSUE OF RVSM APPROVAL IS NOT A REQUIREMENT

MINIMUM OPERATOR
MONITORING FOR
CATEGORY AIRCRAFT GROUP
EACH AIRCRAFT
GROUP

A124, A300, A306, A310-GE, A310-PW,

A318, A320, A330, A340, A345, A346,
A3ST, AVRO, B712, B727, B737CL,
GROUP APPROVED: B737C, B737NX, B747CL, B74S, B744-5, Two airframes from
B744-10, B752, B753, B767, B764, B772, each fleet* of an
B773, BD100, CL600, CL604, CL605, operator to be
1
DATA INDICATES C17, C525, C560, C56X, C650, C680, monitored.
COMPLIANCE WITH C750, CARJ, CRJ7, CRJ9, DC10, E135-
THE RVSM MASPS 145, E170-190, F100, F900, FA10, GALX,
GLEX, GLF4, GLF5, H25B-800, J328,
KC135, LJ40, LJ45, LJ60, MD10, MD11,
MD80, MD90, PRM1, T154

Other group aircraft other than those

listed above including:
A148, A158, A380, A400, AC90, AC95,
AN72, ASTR, ASTR-SPX, B701, B703,
B703-E3, B731, B732, B787, BD700,
BE20, BE30, BE40, B744-LCF, B748,
GROUP APPROVED: 60% of airframes
C130, C500, C25A, C25B, C25C, C441,
(round up if fractional)
C5, C510, C550-552, C550-B, C550-II,
from each fleet of an
2 C550-SII, CRJ10, D328, DC85, DC86-87,
INSUFFICIENT DATA operator or individual
DC91, DC93, DC94 DC95, E50P, E55P,
ON APPROVED monitoring
EA50, F2TH, F70, FA20, FA50, FA7X,
AIRCRAFT G150, G250, GLF2, GLF2B, GLF3, GLF6,
H25B-700, H25B-750, H25C, HA4T, IL62,
IL76, IL86, IL96, L101, LJ23, LJ24, LJ25,
LJ28, L29B-2, L29B-731, LJ31, LJ35-36,
LJ55, MU30, P180, PAY4, PC12, SB20,
SBR1, SBR2, T134, T204, T334, TBM,
WW24, YK42

Aircraft types for which no generic

compliance method exists: 100% of aircraft shall
3 Non-Group be monitored
BA11, R722, SJ30, STAR, B720, A225,
GLEX-ASTOR, GLF5-AEW, VC-10,
GSPN, B74S-SOFIA

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RVSM APPROVAL FLOW

Operator CAA Nepal MAAR
RVSM Approval
Procedures

Apply for RVSM Yes

RVSM Approval Application Approved? Update Approval
Approval Submit Database
F2*
No

Meet the Minimum Monitoring Coordinate with operator

Requirement (MMR) and LTHM by and/or State CAA to obtain
participating in an HKPM program: the RVSM approval record
Height Monitoring Requirement Procedures

1. Undergo GMU HKPM, or

2. Be in level flight within the No
coverage of a ground –based
monitoring system Has valid RVSM
approval record?
Apply for HKPM Submit Monitoring Application
to MAAR Yes
OR
Request for Monitoring Result in
HKPM Monitoring
case the a/c operates within any
using OR Result
certified ground-based monitoring Submit Monitoring Result Retrieval
systems. Form to MAAR EGMU Retrieval

Submit
the result
to CAA
Take any necessary actions if the a/c is No
Compliant? NEPAL Monitoring
deemed to be non-compliant Result
Yes
Acknowledge the result Update RVSM expiry date and Update approval
resubmit F2*, if applicable database

Submit a copy to the operator

*F2 = MAAR Approval Issuance Form

RVSM Approval Flow Chart

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Attachment T
Job Aid RVSM-001
FOI OR AWI DATE
DATE REFERENCE
SUBJECT SIGNATURE APPROVED/
SUBMITTED DOCUMENT
(AS APPLICABLE) ACCEPTED
A. Airworthiness documentation review
1. Aircraft or group of aircraft certified for RVSM
and inspected as required
2. Maintenance programme for RVSM
3. List of RVSM Equipment and Components

4. Review of MEL
B. Operations Documentation Review
1. Operations manuals and checklists revised for
RVSM
2. For operators conducting RVSM flights outside
the ICAO ASIAPAC region, operational
procedures for other applicable regions are
made available to flight crew in the operations
manual
3. Initial and recurrent RVSM training programme
for flight crew
4. RVSM training provided to flight crews
5. RVSM Flight Dispatcher training programme (if
applicable)
6. RVSM training provided to flight dispatchers (if
applicable)
7. MEL amendment for RVSM operations

8. Plan for Monitoring programme submitted

9. Procedures establish by operator for reporting
altitude errors
10. Operations specification amended to include
RVSM approval
11. RMA provided with information concerning the
aircraft approval
12. Plan for participation in height-keeping
performance monitoring (HKPM)
13. If HKPM not completed within six months from
the approval date, then operations specification
for RVSM to be withdrawn
Remarks:

Acknowledgement/signature (as applicable)

Certification Project Manager (PM) Flight Operations Inspector Airworthiness Inspector (AWI)
(FOI)

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Chapter 21
EXTENDED DIVERSION TIME OPERATIONS (EDTO)

21.1 BACKGROUND AND OBJECTIVES

21.1.1 FOR-A Chapter 4.7 requires an AOC holder to be approved by the CAA Nepal to operate an
aeroplane with two turbine engines or more over a route which contains a point further from an
adequate aerodrome than the distance flown in 60 minutes at the one-engine-inoperative cruise
speed.
21.1.2 In order to be approved to conduct operations beyond the threshold distance as outlined in
21.1.1, the air operator shall meet the following requirements.
[Link] Aeroplanes
a) For all aeroplanes:
i) the most limiting EDTO significant system time limitation, if any indicated in the Aeroplane
Flight Manual (directly or by reference) and relevant to that particular operation is not
exceeded; an
ii) the additional fuel required by FOR-A para [Link] shall include the fuel necessary to
comply with the EDTO critical fuel scenario as established by the CAA Nepal.
b) For aeroplanes with two turbine engines, the aeroplane is EDTO certified and following has
been verified:
i) reliability of the propulsion system
ii) airworthiness certification for EDTO of the aeroplane type; an
iii) EDTO maintenance programme.
[Link] A Safety Risk Assessment has been completed which demonstrates how an
equivalent level of safety will be maintained, taking into account the following:
a) capabilities of the operator;
b) overall reliability of the aeroplane;
c) reliability of each time limited system;
d) relevant information from the aeroplane manufacturer; and
e) specific mitigation measures.
Note 1 — EDTO may be referred to as ETOPS in some documents.

Note 2 — The new provisions for EDTO are based on best practices and lessons learned from extended range
operations by twin-engined aeroplanes (ETOPS) to ensure that all operators and new entrants operate at the
same level of safety in order to maintain the current track record of long-range operations. The EDTO
requirements established by ICAO through Amendment 36 to Annex 6 are being implemented through
amendment to the FORs. Guidance material to establish an acceptable means of compliance for implementation
of these requirements will be developed at a later date.

21.2 PROCEDURES
Refer to Appendix 33 and 34 for detailed procedures on Special Operations authorizations.

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APPENDICES

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APPENDICES
TABLE OF CONTENTS
APPENDIX PAGE
TITLE
NUMBER NUMBER
1 Corrective Action Notice 216
Organization And Contents Of An Operations Manual Checklist - FOS
2 219
FORM CL-107-OM
Checklist On The Critical Elements Of An Operations Manual - FOS
3 224
FORM CL-108-OMCE
Flight Safety Documentation System Checklist –
4 232
FOS FORM CL-109-FSDS
Base Audit For AOC Renewal/Revalidation Of AOC Holders –
5 238
FOS FORM CL-118-BA
Emergency Response Planning Checklist –
6 241
FOS FORM CL-200-ERP
7 RESERVED 247
Passenger Handling Inspection Checklist -
8 248
FOS FORM CL-202-PH
Station And Ground Handling Inspection Checklist -
9 250
FOS-FORM-CL-203-STA/GH
Flight Operations Officer Manual Inspection Checklist -
10 255
FOS-FORM-CL-204-FOOM
11 Checklist for Simulator User Approval 260
12 Evaluation Of Simulator Training & Checking Guide 261
Flight Simulation Training Device (FSTD) Evaluation Checklist -
13 265
FOS-FORM-CL-205-FSTD
14 LOSA Programme Evaluation Guide 270
15 FDA Programme Evaluation Guide 271
16 Information Gathering And Analysis Guide 273
17 MULTI-PILOT/CREW Proficiency Check Guide 275
18 Training-In-Progress Inspection Guide 277
19 Dispatcher Qualification Inspection Guide 279
20 Dispatch Facilities And Support Inspection Guide 280
Model Agreement Between States On The Implementation Of
21 281
Article 83 bis Of The Convention
Checklist On The Approval Of HUD, SVS Or CVS –
22 283
FOS-FORM-CL-206-HUD/SVS/CVS
Checklist For The Approval Of Electronic Flight Bags –
23 287
FOS-FORM-CL-207-EFB
24 Ground Instructor Authorization Checklist FOS-FORM-CL-208-GIA 288
25 Procedure for the preparation and conduct of a pre-certification meeting 290
26 Procedure for the review and acceptance of a formal AOC application 303
27 Procedure for the verification of Operations Manual Part A 307
28 FSSD Manual Evaluation Form 311
29 Procedure for the approval/acceptance of air operator manuals 313
30 Procedure for the verification of an SMS manual 315
31 Procedure for the verifications of an SMS Implementation Plan 320
32 Procedure for the verification and approval of a Minimum Equipment List 323
Procedure for the ACCEPTANCE of a Special Operation authorization
33 326
application (Operations Specification)
Procedure for the verification and APPROVAL of special operation
34 328
authorization application (Operations Specifications)

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35 Procedure for the conduct of a multi-disciplinary flight inspection 331

36 Procedure to follow-up on proposed corrective action 339
37 Procedure for the addition of a new destination on the AOC 344
Procedure for the review of a method to establish Aerodrome Operating
38 348
Minima
39 Element requiring specific approval 350
40 Procedure for the verification and acceptance of an air operator CDL 351
41 Procedure for the verification of Operations Manual part B 354
42 Procedure for the verification of Operations Manual part C 358
43 Procedure for the verification of Operations Manual part D 361
Procedure for the verification and approval of Cabin Crew issues of
44 366
Operations Manual part B

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APPENDIX 1

FLIGHT OPERATIONS
CORRECTIVE ACTION NOTICE
CORRECTIVE ACTION NOTICE (CAN)
CAN No : Date :
Operator : Accountable Manager:
Organisation Rep : CAA Nepal Inspector :
Type of Inspection : Date of Inspection :

FINDING ( Level I / II / III )

Regulatory Reference/Non-compliance with :
Description :

Action to be completed by operator by (date) : ………………

Name : ……………………………….. Name : ………………………………………….
Signature : ……………………………… (Organisation Rep) Signature : …………..……… … (CAA Nepal Inspector)

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PROPOSED CORRECTIVE ACTION(S) BY OPERATOR (Record action/s to correct the finding)

IDENTIFIED ROOT CAUSE:

SHORT TERM CORRECTIVE ACTION:

LONG TERM/SYSTEM WIDE CORRECTIVE ACTION:

MEANS TO VERIFY EFFECTIVENESS OF CORRECTIVE ACTIONS:

Name :
Signature : …………………………………………… (Organisation Rep) Date : ………………………………

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*Delete as applicable

ACCEPTANCE OF PROPOSED CORRECTIVE ACTION(S) (This section for CAA Nepal use only)

ROOT CAUSE:
YES/NO* [If no, state reason(s)]

SHORT TERM CORRECTIVE ACTION:

YES/NO* (If no, state reason(s))

LONG TERM/SYSTEM WIDE CORRECTIVE ACTION:

YES/NO* (If no, state reason(s))

MEANS TO VERIFY EFFECTIVENESS OF CORRECTIVE ACTIONS:

YES/NO* (If no, state reason(s))

FOLLOW UP ACTION BY CAA Nepal

Follow Up Details :

Date CAN closed : ……………………………… Signature : ……….…………………………….. (FOI)

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APPENDIX 2

ORGANIZATION AND CONTENTS

OF AN OPERATIONS MANUAL CHECKLIST

FOS FORM CL-107-OM

For CAA Nepal
FOR OPS MANUAL REFERENCE
use
Sat/Unsat.
1 GENERAL Inspector’s
Initials
1.1 Instructions outlining the responsibilities of
operations personnel pertaining to the conduct of
flight operations.

1.2 (a) Rules limiting the flight time and flight duty
periods and providing for adequate rest periods for
flight crewmembers and cabin crew.
(b) Policy and documentation pertaining to FRMS.

1.3 A list of the navigational equipment to be carried

including any requirements relating to operations
where Performance Based Navigation is prescribed.
1.4 Where relevant to the operations, the long-
range navigation procedures, engine failure
procedure for ETDO and the nomination and
utilization of diversion aerodromes.
1.5 The circumstances in which a radio listening
watch is to be maintained.
1.6 The method for determining minimum flight
altitudes.
1.7 The methods for determining aerodrome
operating minima.
1.8 Safety precautions during refuelling with
passengers on board.

1.9 Ground handling arrangements and procedures

1.10 Procedures for pilots-in-command in observing
an accident.
1.11 The flight crew for each type of operation
including the designation of the succession of
command.
1.12 Specific instructions for the computation of
the quantities of fuel and oil to be carried, having
regard to all circumstances of the operation
including the possibility of the failure of one or more
engines while en-route.
1.13 The conditions under which oxygen shall be
used and the amount of oxygen determined in
accordance with the FOR requirements.

1.14 Instructions for mass and balance control.

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1.15 Instructions for the conduct and control of

ground de-icing/anti-icing operations.

1.16 The specifications for the operational flight

plan.
1.17 Standard operating procedures (SOP) for each
phase of flight.
1.18 Instructions on the use of normal checklists and
the timing of their use.
1.19 Departure contingency procedures.
1.20 Instructions on the maintenance of altitude
awareness and the use of automated or flight crew
altitude call-out.
1.21 Instructions on the use of autopilots and auto
throttles in IMC.
1.22 Instructions on the clarification and acceptance
of ATC clearances, particularly where terrain
clearance is involved.

1.23 Departure and approach briefings.

1.24 Procedures for familiarization with areas, route

and aerodromes.

1.25 Stabilized approach procedure.

1.26 Limitation on high rates of descent near the
surface.
1.27 Conditions required to commence or to
continue an instrument approach.

1.28 Instructions for the conduct of precision and

non-precision instrument approach procedures.

1.29 Allocation of flight crew duties and procedures

for the management of crew workload during
night and IMC instrument approach and landing
operations.
1.30 Instructions and training requirements for the
avoidance of controlled flight into terrain and policy
for the use of the ground proximity warning system
(GPWS).
1.31 Policy, instructions, procedures and training
requirements for the avoidance of collisions and the
use of the airborne collision avoidance system
(ACAS).
1.32 Information and instructions relating to the
interceptions civil aircraft including:
a) procedures, as prescribed in Annex 2, for pilots-
in-command of intercepted aircraft, and
b) visual signals for use by intercepting and
intercepted aircraft, as contained in Annex 2.

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1.33 For aeroplanes intended to be operated above

15 000m (49 000 ft):
a) 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
b) procedures in the event that a decision to
descend is taken, covering:
1) the necessity of giving the appropriate ATS unit
prior warning of the situation and of obtaining a
provisional descent clearance; and
2) the action to be taken in the event that
communication with the ATS unit cannot be
established or is interrupted.

1.34 Details of the Safety Management System.

1.35 Information and instructions on the carriage of

dangerous goods, including action to be taken in the
event of an emergency.

1.36 Security instructions and guidance.

1.37 The search procedure checklist

1.38 Instructions and training requirements for the

use of Head Up Display (HUD) and Enhanced Visual
System (EVS) equipment as applicable.
1.39 Instructions and training requirements for the
use of Electronic Flight Bags (EFB).
Part B of the Operations Manual is mainly a combination of all
2 AIRCRAFT OPERATING INFORMATION manufacturer supplied documents relating to that particular aircraft
type. Eg, AFM, FCOM, MEL, CDL, SOP, QRH etc.

2.1 Certification limitations and operating limitations.

2.2 The normal, abnormal and emergency

procedures and checklists to be used by the flight
crew
2.3 Operating instructions and information on climb
performance with all engines operating

2.4 Flight planning data for pre-flight and in-flight

planning with different thrust/power and speed
settings.
2.5 The maximum crosswind and tailwind
components for each aeroplane type operated and
the reductions to be applied to these values having
regard to gusts, low visibility, runway surface
conditions, crew experience, use of autopilot,
abnormal or emergency circumstances, or any other
relevant operational factors.
2.6 Instructions and data for mass and balance
calculations.

2.7 Instructions for aircraft loading and securing of

load.

2.8 Aircraft systems, associated controls and

instructions for their use

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2.9 The minimum equipment list and MEL & CDL is part of AFM
configuration deviation list for the aeroplane types
operated and specific operations authorized,
including any requirements relating to operations
where Performance Based Navigation is prescribed.
2.10 Checklist of emergency and safety equipment
and instructions for its use.
2.11 Emergency evacuation procedures, including
type specific procedures, crew coordination,
assignment of crew’s emergency positions and the
emergency duties assigned to each crew member.
2.12 The normal, abnormal and emergency
procedures to be used by the cabin crew, the
checklists relating thereto and aircraft systems
information as required, including a statement
related to the necessary procedures for the
coordination between flight and cabin crew.

2.13 Survival and emergency equipment for different

routes and the necessary procedures to verify its
normal functioning before take-off, including
procedures to determine the required amount of
oxygen and the quantity available.

2.14 The ground-air visual signal code for use by

survivors.

3 ROUTES AND AERODROMES

3.1 A route guide to ensure that the flight crew will Jeppesen Manuals
have, for each flight, information relating to
communication facilities, navigation aids,
aerodromes, instrument approaches, instrument
arrivals and instrument departures as applicable for
the operation, and such other information as the
operator may deem necessary for the proper
conduct of flight operations.

3.2 The minimum flight altitudes for each route to be Jeppesen Enroute Charts
flown.
3.3 Aerodrome operating minima for each of the
aerodromes that are likely to be used as
aerodromes of intended landing or as alternate Jeppesen Approach Charts
aerodromes.
3.4 The increase of aerodrome operating minima in
case of degradation of approach or aerodrome Jeppesen Approach Charts
facilities.
3.5 Instructions for determining aerodrome operating
minima for instrument approaches using HUD and
EVS.

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3.6 The necessary information for compliance with

all flight profiles required by regulations, 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;
(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.

4 TRAINING

4.1 Details of the flight crew-training programme.

4.2 Details of the cabin crew duties training
programme.
4.3 Details of the flight operations officer/flight
dispatcher training programme when employed in
conjunction with a method of flight supervision
Note: Guidance materials for flight operations /
flight dispatcher training programme are contained in
5.3 of FOS FORM CL-108-OMCE

For CAA Nepal Use

Contents checked against Ops manual: *SAT / NOT SAT

COMMENTS:

_________________________________ ___________________________________
Operations Inspector POI) Signature & Date

Verified by:

_________________________________ ____________________________________
Chief (Flight Operations) Signature & Date

* delete where appropriate

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APPENDIX 3

CHECKLIST ON THE CRITICAL ELEMENTS OF AN OPERATIONS

MANUAL
FOS FORM CL-108-OMCE
Operator’s Name:
Operations
Information provided in the Operations Manual Manual or other For CAA Nepal
Section of manual
manual use
(specify)

1. General

1.1 A statement that the operations manual complies with Sat./Unsat.

Operations
applicable laws and AOC conditions and the Inspector’s
Manual - part A
corresponding Operations Specifications. Initials
1.2 A list and a summarized description of the different parts Operations
of the manual, their contents, applicability and utilization. Manual
1.3 A statement that the operations manual contains
Operations
operating instructions which are required to be complied
Manual
with by all personnel.
1.4 A registration sheet for the amendments and revisions Operations
with the dates of registration and validity. Manual
1.5 A list of effective pages. Operations
Manual
1.6 Amendment and revision changes indicated by marks or Operations
signals in text, graphics and diagrams. Manual
1.7 Updating and implementing any changes made in the Operations
Flight Manual. Manual
1.8 Instructions outlining the responsibilities of management
and operations personnel pertaining to the conduct of
flight operations ensuring duties, responsibilities,
Operations
functional tasks, lines of reporting and authorities are
Manual
clearly defined (covering but not limiting to safety
management, quality assurance management and
emergency management)
1.9 Provision of flight time limits, flight duty periods and for Operations
the provision of rest periods for crew members. Manual
1.10 Responsibilities for operational control and developed
Operations
related policies, processes, standards and procedures as
Manual
per FOR (A) [Link] and FOR (H) [Link].
1.11 Require that a certified true copy of the AOC and
Operations
corresponding OPSPECS including leased aircraft is
Manual
carried on board at all times.
1.12 Operational limitations in accordance with the AFM in the Operations
operating manual. Manual
1.13 Aircraft operating information contains an approved
Operations
MEL/CDL for the aeroplane types operated and specific
Manual
operations authorized.
1.14 An organization and management system for the
operational control of all flights in accordance with Operations
specific operating regulations applicable to aircraft Manual
operations.
1.15 Adequate procedures for the preparation and
dissemination of NOTAM and information contained in Operations
the AIP, AIC and AIRAC to flight crew and operations Manual
personnel

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2. Standard Operating Procedures (SOP)

2.1 Standard operating procedures (SOP) for each phase of Operations

flight Manual
2.2 Checklists as an integral part of its SOPs and has Operations
instructed its flight crew on how to use them. Manual
2.3 Crew briefings as an integral part of the SOPs. Operations
Manual

3. In-Flight Procedures

3.1 Policy and procedures for flight crew to record and report
on routine meteorological observation during departure
Operations
and en-route and climb-out phases of the flight and
Manual
special and other non-routine observations during any
phase of the flight.
3.2 Policy and procedures for flight crew to record and report
on volcanic activity.
3.3 Policy, instructions, procedures and training requirements
for the avoidance of collisions and the use of the airborne
collision avoidance system (ACAS) are as per PANS-
OPS (Doc 8168), Volume 1, Part VIII, Chapter 3, and in
PANS-ATM (Doc 4444), Chapters 12 and 15.
Instructions on the clarification and acceptance of air
3.4 traffic control (ATC) clearances, particularly where terrain
clearance is involved.
Instructions for the preservation of flight recorder records
and, if necessary, associated flight recorders to the
3.5
extent possible, in the event that the aeroplane becomes
involved in accident or incident.
Procedures for the retention of flight recorder records and
3.6
flight recorders in safe custody pending their disposition.

4. SMS Program

SMS Component 1. Safety policy and objectives.

Safety policy outlines the principles, processes and

methods of the organization’s SMS to achieve the
desired safety outcomes.
4.1
The policy establishes senior management’s commitment
to incorporate and continually improve safety in all
aspects of its activities. Senior management develops
measureable and attainable organization-wide safety
objectives to be achieved.
SMS Component 2. Safety risk management.

Service providers should ensure that the safety risks

encountered in aviation activities are controlled in order
to achieve their safety performance targets.
4.2
This process is known as safety risk management and
includes hazard identification, safety risk assessment and
the implementation of appropriate remediation measures.

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SMS Component 3. Safety assurance.

Safety assurance consists of processes and activities
undertaken by the service provider to determine whether
the SMS is operating according to expectations and
requirements.

The service provider continually monitors its internal

4.3
processes as well as its operating environment to detect
changes or deviations that may introduce emerging
safety risks or the degradation of existing risk controls.

Such changes or deviations may then be addressed

together with the safety risk management process.
SMS Component 4. Safety promotion
Safety promotion encourages a positive safety culture
and creates an environment that is conducive to the
achievement of the service provider’s safety objectives.

A positive safety culture is characterized by values,

attitudes and behaviour that are committed to the
4.4 organization’s safety efforts. This is achieved through the
combination of technical competence that is continually
enhanced through training and education, effective
communications and information sharing.

Senior management provides the leadership to promote

the safety culture throughout an organization.
SMS implementation planning.
A system review and description of the SMS elements
and their interface with existing systems and processes is
the first step in defining the scope and applicability of the
SMS.

This exercise provides an opportunity to identify any gaps

related to the service provider’s SMS components and
elements.
4.5
The system description includes the SMS interfaces
within the organization, as well as pertinent interfaces
with other external organizations such as subcontractors.

An overview of the system description and its

accountability and reporting structure should be included
in the SMS documentation.
Phased implementation approach
The reasons for a phased approach to SMS
implementation include:
a) the provision of a manageable series of steps to
follow in implementing an SMS, including allocation
of resources;
b) the need to allow implementation of SMS framework
4.6
elements in various sequences, depending upon the
results of each service provider’s gap analysis;
c) the initial availability of data and analytic processes
to support reactive, proactive and predictive safety
management practices; and
d) the need for a methodical process to ensure effective
and sustainable SMS implementation.

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Flight Data Analysis Program

a) A post holder responsible for the development
and establishment of the FDAP and his/her
functions and responsibilities are clearly defined
4.7 and documented in the Flight Safety Documents
System.
b) Flight data analysis programme is non punitive
and contains adequate safeguards to protect the
source(s) of the data.

5.1 Training Programme (Flight Crew)

5.1.1 The training manual covering training programmes and Part D

syllabi for initial, recurrent, transition (conversion), re-
Operations
qualification, upgrade, recency of experience,
Manual
familiarization, differences, safety management and/or
other specialized training.
5.1.2 Instructions and training requirements for the avoidance Operations Part D
of controlled flight into terrain (CFIT) and policy for the Manual
use of the ground proximity warning system (GPWS).
5.1.3 Procedures for remedial training and subsequent Part D
Operations
examination of flight crew unable to achieve or maintain
Manual
required standards.
5.1.4 Address the following, as applicable:
1. Training policies and directives.
2. Administrative support of air operator.
3. List of designated instructors and line check airmen.
4. Comprehensive syllabi, including lesson plans for
approved training.
5. Procedures for the conduct of examinations and
Operations
manoeuvre tolerances.
Manual
6. Procedures to require that flight crew members are
properly trained and examined on abnormal and
emergency conditions.
7. Procedures for remedial training and subsequent
examination of flight crew unable to achieve or
maintain required standards.
Training provided and flight documentation used are
correctly reflected in the operators’ flight safety
documents system.
Note : If a separate training organization is approved to
5.1.5 provide crew training, the training provided and flight
documentation used correctly reflect the operator’s flight
safety documents system

Adequate ground and flight training facilities, simulators

and/or cockpit procedures, training devices (fixed-base
simulator [FBS] computer-based training [CBT], etc.) and
5.1.6
syllabus materials including the listing of approved
training facilities / approved flight simulator training
devices and training programs.

5.2 Training Programme (Cabin Crew)

5.2.1 Details of the cabin crew duties training programme. Operations Part D
Manual

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5.2.2 Basic indoctrination in the different functions, duties and

responsibilities of cabin crew members to cover:
1. Introduction to aircraft systems and limitations.
2. Aircraft emergency evacuation, life-safety
equipment and related information to
passengers.
3. Cabin crew members’ assignment, coordination
and two-way communication.
4. Knowledge and skills related to the transport of
dangerous goods.
5. Security procedures.
6. Recurrent training programme including an
examination to determine competence.
7. Formulated rules to limit flight duty periods and
for the provision of adequate rest periods for all
its crew members.
5.2.3 Is the initial Cabin Crew Training Program defined?
5.2.4 Are the following Cabin Crew Training Programs defined:
a. Recurrent
b. Requalification
c. Recency of experience
d. Conversion
e. Upgrade
5.2.5 Is the Emergency Evacuation Drill defined?
Are the following training programs defined?
a. First Aid
b. Fire fighting
5.2.6 c. Human factors
d. CRM
e. SMS
f. Unlawful interference and bomb threat
Are training programs for Cabin Crew Instructors and
Examiners established to ensure that they
5.2.7
possess/maintain the required knowledge, skills and
qualifications?
Adequate ground and flight training facilities, cabin mock-
ups and/or simulators, training devices (computer-based
training [CBT], etc.) and syllabus materials including the
5.2.8
listing of approved training facilities/approved cabin
mock-ups and/or simulators, training devices and training
programs.
Training provided and flight documentation used are
correctly reflected in the operators’ flight safety
documents system.
5.2.9 Note : If a separate training organization is approved to
provide crew training, the training provided and flight
documentation used correctly reflect the operator’s flight
safety documents system

5.3 Training Programme (Flight Dispatcher)

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5.3.1 Training programmes to include:

1. Flight dispatch/flight operations officer
2. Aviation indoctrination
3. Use of operations manual
4. Aircraft performance
5. Navigation
6. Flight planning and monitoring
7. Rules of the air, communication and air traffic
management
8. Meteorology
9. Mass and balance control
10. Use of MEL/CDL
11. Transport of dangerous goods by air
12. Security procedures
13. Emergency response plan
14. Flight observation
15. Recurrent training programme
Recurrent training of the knowledge, skills and
5.3.2 qualifications of flight dispatch/flight operations officers
and ground instructors.
Details of the flight operations officer/flight dispatcher
5.3.3 training programme when employed in conjunction with a
method of flight supervision.
5.3.4 Adequate ground training facilities, training devices
(computer-based training [CBT], etc.) and syllabus
materials including the listing of approved training
centres, training devices and training programs.
Training provided and flight documentation used are
correctly reflected in the operators’ flight safety
documents system.
Note : If a separate training organization is approved to
5.3.5
provide Flight Dispatcher (Flight Operations Officer)
training, the training provided and flight documentation
used correctly reflect the operator’s Flight Safety
Documents System
6. SECURITY
Security training programme has been established
6.1 covering:
1. Security of the flight crew compartment
2. Aircraft search procedure checklist
3. Determination of the seriousness of any occurrences:
PTI (Positive Target Identification)
4. Crew communication and coordination
5. Appropriate self-defence responses
6. Use authorized by the CAA Nepal of
non-lethal protective devices assigned to crew members
7. Understanding of behaviour of terrorists
8. Live situational training exercises regarding various
threat conditions
9. Post-flight concerns for the crew
Procedures to enable cabin crew to discreetly
6.2 communicate to flight crew in the event of suspicious
activity or security breaches in the passenger cabin.
Procedures in relation to the flight crew compartment
6.3 access.

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Procedures in relation to a bomb threat or warning, when Operations Part D

6.4 the aircraft is on the ground or in flight. Manual
Developed a procedure checklist for searching a bomb
6.5 and/or inspecting an aircraft for concealed weapons, Operations
Part A
explosives and other dangerous devices. Manual

7. GROUND HANDLING

7.1 Training requirements, subcontracting policies, handling Part A

Operations
processes, procedures and practices for all aircraft
Manual
ground handling operations.
Organizational structure which includes the
7.2 responsibilities and authority for the management of all
ground handling functions.
7.3 The line of responsibilities is clearly defined for ground
handling functions and associated with the following,
when applicable:
1. Ramp operations
2. Passenger services
3. Baggage services
4. Cabin services
5. Weight and balance control
6. Ground support equipment
7. Fuel services
7.4 Air operator ground handling responsibility is permanently Part A
maintained, when all or part of the functions and tasks
related to ground handling services have been contracted
to a service provider.

8. OPERATOR INTENDING TO CARRY DANGEROUS GOODS

Detailing the functions and responsibilities of personnel

8.1
for the carriage of Dangerous Goods.
Acceptance Checklist to prevent acceptance of
dangerous goods for transport by air unless they are
accompanied by a completed dangerous goods transport
8.2
document and their marking, package, overpack or
freight container have been inspected in accordance with
the acceptance procedure contained in the TI.
Procedures for loading of Dangerous Goods eg.
8.3 Appropriate loading, segregation and inspection for
damage or leakage.
Provision of NOTOC to the PIC and the personnel (job
title or function) with responsibilities for operational
control of the aircraft when Dangerous Goods are carried
8.4 and retaining the NOTOC on the ground and readily
accessible to the aerodromes of last departure and next
scheduled arrival for each of its flights on which
dangerous goods are carried.
Dangerous Goods Initial and Recurrent Training Program
for company staff involved in transport of dangerous
8.5
goods eg. Flight and Cabin Crew, Check-in staff, cargo
acceptance staff, ground handling staff.
In-flight procedures for emergency response for aircraft
8.6
incidents involving dangerous goods.
Dangerous Goods Procedures and Training Program
incorporated in either the Operations Manual or a
8.7
separate document as part of the Flight Safety
Documentation System.

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Inflight procedures to convey information to emergency

services and to appropriate authorities in the event of an
8.8
incident or accident on an aircraft carrying dangerous
goods.
Procedures to ensure passengers are warned as to the
8.9 types of Dangerous Goods that are prohibited or
restricted from transporting aboard an aircraft.
Procedures for reporting incidents and accidents
involving Dangerous Goods. This includes undeclared,
8.10
mis-declared and unintentional release of Dangerous
Goods.
Provision to subcontractors with appropriate dangerous
8.11 goods documents and manuals covering handling
procedures and responsibilities.

9. OPERATOR NOT INTENDING TO CARRY DANGEROUS GOODS

Initial and recurrent training program for ground and flight

9.1
personnel to recognize and refuse dangerous goods.
Policy not to transport spare parts for maintenance
9.2 purposes that should be categorized as dangerous goods
(COMAT).
Procedures to report incidents/accidents involving
9.3
dangerous goods.

Declaration by applicant

I declare that the information given in this application form is true in every respect.

__________________________ ________________________
Name & Position Signature & Date

For CAA Nepal Use

Contents checked against Ops manual: *SAT / NOT SAT

Exchange of letter with applicant – *YES / NO / NOT APPLICABLE

_________________________________ ___________________________________
Principal Operations Inspector (POI) Signature & Date

For information:

_________________________________ ____________________________________
Chief (Flight Operations) Signature & Date

* delete where appropriate

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APPENDIX 4

FLIGHT SAFETY DOCUMENTATION SYSTEM CHECKLIST

FOS FORM CL-109-FSDS

Operator’s Name :
INFORMATION PROVIDED

1. INTRODUCTION

The following material provides guidance on the organisation and development of an operator’s Flight Safety
Documents System. It should be understood that the development of a flight safety documents system is a
complete process, and changes to each document comprising the system may affect the entire system.
1.1
Guidelines applicable to the development of operational documents have been produced by government and
industry sources and are available to operators. Nevertheless, it may be difficult for operators to make the
best use of these guidelines, since they are distributed across a number of publications.

Furthermore, guidelines applicable to operational documents development tend to focus on a single aspect of
documents design, for example, formatting and typography.

Guidelines rarely cover the entire process of operational documents development. It is important for
operational documents to be consistent with each other, and consistent with regulations, manufacturer
1.2
requirements and Human Factors principles.

It is also necessary to ensure consistency across departments as well as consistency in application. Hence
the emphasis on an integrated approach, based on the notion of the operational documents as a complete
system.

The following matters address the major aspects of an operator’s Flight Safety Documents System
development process, with the aim of ensuring compliance with FOR A-Chapter 3, 3.3.8 and FOR H-Chapter
1.3.7 “An operator shall establish a Flight Safety Documents System, for the use and guidance of operational
1.3 personnel, as part of its Safety Management System”. The guidelines are based not only upon scientific
research, but also upon current best industry practices, with an emphasis on a high degree of operational
relevance.
Inspectors may use additional pages if necessary, when using this checklist.

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Comments/ Remarks/Ops Verified by CAA

Information Provided
Manual Reference Nepal Inspector?*

2. ORGANISATION

A Flight Safety Documents System should be organized

according to criteria which:
(i) ensure easy access to information required for flight and
2.1 ground operations contained in the various operational
documents comprising the system and
(ii) which facilitate management of the distribution and
revision of operational documents.
Information contained in a Flight Safety Documents System
should be grouped according to the importance and use of the
information, as follows:

(a) time critical information, i.e,, information that can

jeopardise the safety of operation if not immediately
[Link].- aircraft checklists, NOTAMs

(b) time sensitive information, i.e., information that can affect

the level of safety or delay the operation if not available in
.2 a short time [Link].- flight orders, PIREPs

(c) frequently used information eg. Operations Manual,

Training Programs

(d) reference information, e.g., information that is required for

the operation but does not fall under (b) or (c) above

(e) information that can be grouped based on the phase of

operation in which it is used. –eg. Standard Operating
Procedures
Time critical information should be placed early and
2.3
prominently in the Flight Safety Documents System.
The following information should be placed in cards and quick-
reference guides:
2.4 (i) Time critical information,
(ii) time sensitive information, and
(iii) frequently used information

3. VALIDATION

(i) The Flight Safety Documents System should be

validated before deployment, under realistic conditions.

(ii) Validation should involve the critical aspects of the

3.1 information use, in order to verify its effectiveness.

(iii) Interactions among all groups that can occur during

operations should also be included in the validation
process.

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4. DESIGN

A Flight Safety Documents System should maintain consistency

4.1 in terminology and in the use of standard terms for common
items and actions.

(i) Operational documents should include a glossary of terms,

acronyms and their standard definition, updated on a regular
basis to ensure access to the most recent terminology.
4.2
(ii) All significant terms, acronyms and abbreviations included in
the Flight Documents System should be defined.

(i) A Flight Safety Documents System should ensure

standardisation across document types, including writing
style, terminology, use of graphics and symbols, and
formatting across documents.
4.3
(ii) This includes a consistent location of specific types of
information, consistent use of units of measurement and
consistent use of codes.

A Flight Safety Documents System should include a master

index to locate, in a timely manner, information included in more
than one operational document.
4.4
Note - The master index must be placed in the front of each
document and consist of no more than three levels of
indexing. Pages containing abnormal and emergency
information must be tabbed for direct access.

A Flight Safety Documents System should comply with the

4.5
requirements of the operator’s quality system, if applicable.

5. DEPLOYMENT

(i) Operators should monitor deployment of the Flight Safety

Documents System, to ensure appropriate and realistic use
of the documents, based on the characteristics of the
operational environment and in a way which is both
5.1 operationally relevant and beneficial to operational
personnel.

(ii) This monitoring should include a formal feedback system

for obtaining input from operational personnel.
(i) Location: The documents that consist of the FSDS may not
necessarily be located in one office but may be spread
across a variety of departments or divisions located far
from each other. Nevertheless, it is assumed that the main
5.2 base will have a copy of all the documents that compose
the FSDS.

(ii) The Flight Safety Department should maintain a Master

Index of where each document is located.

6. AMENDMENT

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Operators should develop (i) an information gathering, (ii)

review, (iii) distribution and (iv) revision control system to
process information and data obtained from all sources relevant
to the type of operation conducted, including, but not limited to,
the CAA Nepal, State of design, State of Registry,
manufacturers and equipment vendors.
6.1
Note - Manufacturers provide information for the operation of
specific aircraft that emphasizes the aircraft systems and
procedures under conditions that may not fully match the
requirements of operators. Operators should ensure that such
information meets their specific needs and those of CAA Nepal.
Operators should develop (i) an information gathering, (ii) review
and (iii) distribution system to process information resulting from
changes that originate within the operator, including:
(a) changes resulting from the installation of new
Equipment.
6.2
(b) changes in response to operating experience
(c) changes in an operator’s policies and procedures
(d) changes in an operator certificate
(e) changes for purposes for maintaining cross fleet
standardisation
A Flight Safety Documents System should be reviewed:
(a) on a regular basis (at least once a year)
(b) after major events (mergers, acquisitions, rapid growth,
6.3 downsizing, etc.)
(c) after technology changes (introduction of new
equipment)
(d) after changes in Safety Regulations
Operators should develop methods of communicating new
information. The specific methods should be responsive to the
degree of communication urgency.
6.4
Note - As frequent changes diminish the importance of new or
modified procedures, it is desirable to minimize changes to the
Flight Safety Documents System.
New information should be reviewed and validated considering
6.5 its effects on the entire Flight Safety Documents System.
(i) The method of communicating new information should be
complemented by a tracking system to ensure currency by
6.6 operational personnel.
(ii) The tracking system should include a procedure to verify
that operational personnel have the most recent updates.
Declaration

I declare that the information given in this application form is true in every respect.

_______________________ _______________________
Name & Position Signature & Date

For Official Use

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Contents checked against Ops manual: *SAT / NOT SAT

_________________________________ ___________________________________
Principal Operations Inspector (POI) Signature & Date

For information:

_________________________________ ____________________________________
Chief (Flight Operations) Signature & Date

* delete where appropriate

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The principles of the Flight Safety Documentation System apply to the following documents
as an example:

FLIGHT SAFETY DOCUMENTATION SYSTEM

TIME CRITICAL INFORMATION TIME SENSITIVE INFORMATION

Abnormal/Emergency Checklists
NOTAMs Performance Manual, Wx Reports
Flight Safety Circulars
ADs, Service Bulletins
CAA NEPAL Circulars

FREQUENTLY USED INFORMATION

Operations Manual Parts A, B, C, D
Cabin Crew Manual
Flight Dispatch Manual

REFERENCE INFORMATION
AIP; FOR; CAA Nepal ACTS & REGS.;
AOCR; NCAR; PELR; AFM

INFORMATION THAT CAN BE GROUPED BASED ON THE

PHASE OF OPERATION IN WHICH IT IS USED
Standard Operating Procedures

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APPENDIX 5

BASE AUDIT for AOC RENEWAL/REVALIDATION of AOC holders

FOS FORM CL-118-BA

Operator : Operating Base :

CEO / Accountable Manager : Aircraft Type(s) :

Date of last audit : Date of audit :

SAT/ SAT/
ITEM ITEM
UNSAT UNSAT
F. PUBLICATIONS AND DOCUMENT
A. FOLLOW UP OF LAST AUDIT
CONTROL
[Link] of audit findings [Link] of amendment service
[Link] of audit recommendations [Link] Manual
B. MANAGEMENT AND STAFFING [Link] System documentation
1. Organisation / management structure [Link]
[Link] of reference of Key Appointment Holders [Link] of records
[Link] / supervision of staff [Link] guide /Route Manual
[Link] of post holders [Link] notices
[Link] Assurance System [Link]’s and information propagation
[Link] Provider – management structure /
responsibilities and authority for ground handling [Link] and information propagation
functions
[Link] Provider- Training requirements,
[Link] Operations Notices/Circulars
subcontracting policies
[Link] / permissions log and record of
[Link] Providers- Quality Assurance Process
use
[Link] kept - training / FTL / returned
[Link] Control
flight documentation
G. FLIGHT, DUTY AND REST PERIOD
[Link]
CONTROL
[Link] (Office Space) [Link] Flight Time Limitation Scheme
C. FLIGHT DESPATCH OPERATIONS [Link] Procedures
[Link] and update of Operations Manual [Link] and Duty Hours records
[Link] Manual Library at Operations Control
[Link]’s discretion report
Centre
[Link] of Computerized Flight Plan (CFP) [Link] system for FTL
[Link] Dispatcher – Qualifications and Recency H. SAFETY MANAGEMENT SYSTEM
D. FLIGHT PLANNING, PERFORMANCE AND
[Link] Risk Management
LOADING
[Link] Planning [Link] Assurance
[Link] Policy [Link] Training and Communications
[Link] Procedures, including loadsheet [Link] Management

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compilation
I. FLIGHT SAFETY DOCUMENTATION
E. LOAD CONTROL
SYSTEM
[Link] preparation [Link]
[Link] and Recency of Loader dispatchers [Link]
[Link] Load Control (as applicable) [Link]
[Link] data Reconciliation [Link]
[Link]
SAT/ SAT/
ITEM ITEM
UNSAT UNSAT
J. FLIGHT SAFETY N. TRAINING - GROUND STAFF
[Link] Occurrence Reports, including [Link] Manuals, including approval of
numbers per aircraft type training courses
[Link] [Link] Facilities
[Link] Action [Link] Staff / Qualification and recency
[Link] Reports [Link] Training, including training records
YES/NO/
[Link] Data Analysis Programme O. FINANCIAL ASSESSMENT NOT
OBS
[Link] Program (part of SMS) [Link] lay-offs or turnover of personnel
[Link] of safe operating standards or
K. TRAINING - PILOTS
evidence of “cutting corners”
[Link] Manuals, including approval of training
[Link] standards of training
courses
[Link] for “cash on delivery” by suppliers
[Link] and Ground Training Facilities
who formerly granted the operator credit
[Link] Staff/Instructors/ Qualification and
[Link] maintenance of aircraft
Recency
[Link] Training, including training files [Link] of supplies and spare parts
[Link] or reduced frequency of revenue
[Link] Procedures Training (SEP)
flights
[Link] or repossession of aircraft or other
[Link] and Airfield Competency
major equipment items

[Link] - CABIN CREW P. DANGEROUS GOODS

[Link] Manuals, including approval of training
[Link] Programme
courses

[Link] and Ground Training Facilities [Link] Records

[Link] Staff/instructors / Qualification and [Link] of Dangerous Goods

Recency Documentation
[Link] Training, including training files [Link] Goods Manual ( Update)
[Link] Training, including training records
M. TRAINING – FLIGHT DISPATCHERS
[Link] and Ground Training Facilities
[Link] Staff/Instructors / Qualification and
Recency
[Link] Training, including training records

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COMMENTS / ADDITIONAL INFORMATION

ACTION TAKEN

______________________________ ______________________________
CAA Nepal Inspector Signature & Date

_____________________________ ______________________________
Chief (Flight Operations) Signature & Date

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APPENDIX 6

EMERGENCY RESPONSE PLANNING CHECKLIST

FOS FORM CL-200-ERP

Operator’s Name :

INFORMATION PROVIDED

1. Introduction

An Emergency Response Plan (ERP) outlines in writing what should be done after an accident or aviation crisis
and who is responsible for each action. In different product and service providers, such emergency planning may
be known by different terms such as Contingency Plan, Crisis Management Plan, Continuing Airworthiness
1.1
Support Plan, etc. The generic term emergency response plan (ERP) is used to address the relevant
contingency plans expected of aviation service providers whose product/service may have an impact on aviation
safety.
Where there is a possibility of an organization‘s aviation operations or activities being compromised by other
crisis or emergencies originating from external sources, such as a public health emergency/pandemic, these
scenarios should also be addressed in its aviation ERP as appropriate. Hence, an ERP is essentially an integral
component of an organization‘s safety risk management procedure to address all possible safety or quality
1.2
related emergency, crisis or event that its product or services could contribute to or be associated with. The ERP
should address all possible/ likely scenarios and have appropriate mitigating actions or processes put in place so
that the organization, its customers, the public and/ or the industry at large may have a better level of safety
assurance as well as service continuity.
An emergency response plan (ERP) provides the basis for a systematic approach to managing the organization‘s
1.3
affairs in the aftermath of a significant unplanned event — in the worst case, a major accident.
The purpose of an emergency response plan is to ensure:
a) delegation of emergency authority;
b) assignment of emergency responsibilities;
c) documentation of emergency procedures and processes;
1.4 d) coordination of emergency efforts internally and with external parties;
e) safe continuation of essential operations, while the crisis is being managed;
f) proactive identification of all possible emergency events/ scenarios and their corresponding mitigation
actions; etc

2.0 ERP DESIGN

DESIGN SAT/UN-SAT REMARKS

To be effective, an ERP should:

a) be appropriate to the size, nature and complexity of
the organization;

b) be readily accessible to all relevant personnel and

other organizations where applicable;
2.1 c) include checklists and procedures relevant to different
or specific emergency situations;

d) have quick reference contact details of relevant

personnel;

e) be regularly tested through exercises;

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f) periodically reviewed and updated when details

change, etc

3.0 ERP CONTENTS

CONTENTS SAT/UN-SAT REMARKS

An emergency response plan (ERP) would normally be documented in the

format of a manual. It should set out the responsibilities and roles and
actions for the various agencies and personnel involved in dealing with
specific emergencies. An ERP should take account of such considerations
as:
3.1
a) Governing policies. The ERP should provide
direction for responding to emergencies, such as
governing laws and regulations for investigations,
agreements with local authorities, company policies
and priorities.
b)Organization. The ERP should outline management’s
intentions with respect to the responding
organizations by:

1) designating who will lead and who will be assigned to

the response teams;
2) defining the roles and responsibilities of personnel
assigned to the response teams;
3) clarifying the reporting lines of authority;

4) setting up an emergency management centre (EMC);

5) establishing procedures for receiving a large number

3.2 of requests for information, especially during the first
few days after a major accident;
6) designating the corporate spokesperson for dealing
with the media;
7) defining what resources will be available, including
financial authorities for immediate activities;
8) designating the company representative to any formal
investigations undertaken by CAA Nepal officials;
9) defining a call-out plan for key personnel.
An organizational chart could be used to show
organizational functions and communication
relationships.
c) Notifications. The plan should specify who in the
organization should be notified of an emergency, who
will make external notifications and by what means.
The notification needs of the following should be
considered:
1) management;
3.3
2) CAA Nepal authorities (search and rescue, the
regulatory authority, the accident investigation board,
etc.);
3) local emergency response services (aerodrome
authorities, fire fighters, police, ambulance, medical
agencies, etc.);

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4) relatives of victims (a sensitive issue that, in many

States, is handled by the police);
5) company personnel;
6) media; and

7) legal, accounting, insurers, etc.

d) Initial response. Depending on the circumstances, an
initial response team may be dispatched to the
accident or crisis site to augment local resources and
oversee the organization’s interests. Factors to be
considered for such a team include:

1) Who should lead the initial response team?

3.4
2) Who should be included on the initial response team?

3) Who should speak for the organization at the accident

site?
4) What would be required by way of special equipment,
clothing, documentation, transportation,
accommodation, etc.?
e) Additional assistance. Employees with appropriate
training and experience can provide useful support
during the preparation, exercising and updating of an
organization’s ERP. Their expertise may be useful in
planning and executing such tasks as:
3.5
1) acting as passengers or customers in exercises;

2) handling survivors or external parties;

3) dealing with next of kin, authorities, etc.

f) Emergency management centre (EMC). An EMC

(normally on standby mode) may be established at the
organization’s headquarters once the activation
criteria have been met. In addition, a command post
(CP) may be established at or near the crisis site. The
ERP should address how the following requirements
are to be met:

1) staffing (perhaps for 24 hours a day, 7 days per week,

during the initial response period);
3.6 2) communications equipment (telephones, facsimile,
Internet, etc.);
3) documentation requirements, maintenance of
emergency activity logs;
4) impounding related company records;

5) office furnishings and supplies; and

6) reference documents (such as emergency response
checklists and procedures, company manuals,
aerodrome emergency plans and telephone lists).

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The services of a crisis centre may be contracted from an

airline or other specialist organization to look after the
service provider’s interests in a crisis away from home
base. Company personnel would
normally supplement such a contracted centre as soon
as possible.
g) Records. In addition to the organization’s need to
maintain logs of events and activities, the organization
will also be required to provide information to any
State investigation team. The ERP should address the
3.7 following types of information required by
investigators:

1) all relevant records about the product or service

concerned;
2) lists of points of contact and any personnel associated
with the occurrence;

3) notes of any interviews (and statements) with anyone

associated with the event;

4) any photographic or other evidence.

h) Accident site. For a major accident, representatives

from many jurisdictions have legitimate reasons for
accessing the site: for example, police; fire fighters;
medics; aerodrome authorities; coroners (medical
examining officers) to deal with fatalities; State
accident investigators; relief agencies such as the
Red Cross and even the media. Although coordination
of the activities of these stakeholders is the
responsibility of the State’s police and/or investigating
authority, the service provider should clarify the
following aspects of activities at the accident site:

1) nominating a senior company representative at the

accident site if:
— at home base;
— away from home base;
3.8 — offshore or in a foreign State;

2) management of surviving victims;

3) the needs of the relatives of victims;

4) security of the wreckage;

5) handling of human remains and personal property of

the deceased;
6) preservation of evidence;
7) provision of assistance (as required) to the
investigation authorities;

8) removal and disposal of the wreckage; etc.

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i) News media. How the company responds to the media

may affect how well the company recovers from the
event. Clear direction is required regarding, for
example:

1) what information is protected by statute (FDR data,

CVR and ATC recordings, witness statements, etc.);
2) who may speak on behalf of the parent organization at
head office and at the accident site (public relations
manager, chief executive officer or other senior
3.9 executive, manager, owner);
3) prepared statements for immediate response to media
queries;
4) what information may be released (what should be
avoided);
5) the timing and content of the company’s initial
statement;
6) provisions for regular updates to the media.

j) Formal investigations. Guidance for company

3.10 personnel dealing with State accident investigators
and police should be provided.

k) Family assistance. The ERP should also include

guidance on the organization’s approach to assisting
crisis victims or customer organizations. This
guidance may include such things as:

1) State requirements for the provision of assistance

services;

2) travel and accommodation arrangements to visit the

crisis site;
3.11
3) programme coordinator and point(s) of contact for
victims/customers;

4) provision of up-to-date information;

5) temporary assistance to victims or customers.

Note — ICAO Circular 285, Guidance on Assistance to

Aircraft Accident Victims and their Families, provides
further guidance on this subject.

l) Post-occurrence review. Direction should be provided

to ensure that, following the emergency, key
3.12 personnel carry out a full debrief and record all
significant lessons learned which may result in
amendments to the ERP and associated procedures.

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4.0 CHECKLISTS

CHECKLIST CONCEPT and

SAT/UN-SAT REMARKS/REFERENCE
IMPLEMENTATION
Everyone involved in the initial response to a major
aviation event will be suffering from some degree of
disorientation. Therefore, the emergency response
process lends itself to the use of checklists. These
checklists can form an integral part of the company’s
4.1
Operations Manual or Emergency Response Manual. To
be effective, checklists must be regularly:

a) reviewed and updated (for example, currency of call-

out lists and contact details); and
4.2 b) tested through realistic exercises.

5.0 TRAINING AND EXERCISES

TRAINING PLAN AND EXERCISES SAT/UN-SAT REMARKS/REFERENCE

TRAINING. An ERP is a paper indication of intent.

Hopefully, much of an ERP will never be tested under
actual conditions. Training is required to ensure that
5.1
these intentions are backed by operational capabilities.
Since training has a short “shelf life”, regular drills and
exercises are advisable.

EXERCISES. Some portions of the ERP, such as the

call-out and communications plan, can be tested by
“desktop” exercises. Other aspects, such as “on-site”
5.2 activities involving other agencies, need to be exercised
at regular intervals. Such exercises have the advantage
of demonstrating deficiencies in the plan, which can be
rectified before an actual emergency.

COMMENTS:

________________________________________________________________________________________
Overall Result  Acceptable  Unacceptable

Name of Inspector Signature Date

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APPENDIX 7

RESERVED

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APPENDIX 8

PASSENGER HANDLING INSPECTION CHECKLIST

FOS FORM CL-202-PH

DATE: MAINT. REP.:

OPERATOR: ACFT. REGN. NO.:

STATION: P-I-C:

MGMT REP.: INSPECTOR:

SAT./
No. AREA OF INSPECTION REMARKS
UNSAT.
1 PASSENGER HANDLING IN TERMINAL

1.1 Acceptable procedures for identification and

seat allocation for handicapped persons?
1.2 Seat allocation for infants and children?
1.3 Scales for weighing baggage and cargo?

1.4 Appropriate system for control of loose articles

in the cabin (carry-on baggage?
2 PASSENGER RAMP SAFETY

2.1 DAY – Air bridge/directions to board

2.2 NIGHT – Air bridge/directions to board

2.3 DAY – Proper positioning of steps?

2.4 NIGHT – Proper positioning of steps?

2.5 DAY – Staff in attendance with passengers?

2.6 NIGHT - Staff in attendance with passengers?
2.7 DAY – Protection from jet blast?

2.8 NIGHT – Protection from jet blast?

2.9 DAY – Clearance from propellers?

2.10 NIGHT – Clearance from propellers?

2.11 DAY – Clear of taxiing aircraft?

2.12 NIGHT – Clear of taxiing aircraft?

2.13 DAY – Clear of moving vehicles?

2.14 NIGHT – Clear of moving vehicles

2.15 DAY – Positioning of service vehicles?

2.16 NIGHT – Positioning of service vehicles?

DAY – Are there safety routes available for

2.17
emergency evacuation?
2.18 NIGHT – Are there safety routes available for

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emergency evacuation?
3 CREW COORDINATION WITH LOAD CONTROL
3.1 Are passengers occupying their assigned seats?
Was a head count compared to load manifest for
3.2
accuracy?

Inspector’s Signature Air Operator’s Rep. Signature

Question
Remarks
No.

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APPENDIX 9

STATION AND GROUND HANDLING INSPECTION CHECKLIST

FOS-FORM-CL-203-STA/GH

DATE: MAINT. REP.:

OPERATOR: ACFT. REGN. NO.:

STATION: P-I-C:

MGMT REP.: INSPECTOR:

SAT./
No. AREA OF INSPECTION REMARKS
UNSAT.

CONFORMANCE WITH RELEVANT

1
STANDARDS

Were all personnel and documents in

1.1
conformance with aviation law and regu- lations?
Were the operations found to be in conformance
1.2
with ICAO Standards?
Were there any practices that did not conform to
1.3
published relevant safety practices?

STATION STAFF (INCLUDING SERVICE

2
PROVIDERS)

Is there adequate staff to handle the required

2.1
support functions?

Did all staff demonstrate competent performance in

2.2
their function?

Did the staff follow the proper procedures for the

2.3
functions they performed?

Did the company and service provider training and

2.4 qualification records show that all personnel were
adequately trained for their functions?

3 EQUIPMENT & FACILITIES

Were there adequate facilities and equipment for

3.1 the complexity and functions performed?
Have mobile equipment to be utilized in the
operation such as Fuelling Vehicles, Ground Power
Units, Oxygen and Compressed Gas Servicing
Equipment, Towing Tugs, Cargo and Baggage
3.2 Handling Equipment, Catering Vehicles, Sanitary
Servicing Trucks, De-Icing Equipment, etc. been
inspected with primary emphasis on adequacy,
suitability and the safety aspects of its use?
4 PASSENGER HANDLING

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Were adequate guidance and procedure manuals

4.1 available for the persons per- forming this
function?
Were qualified personnel available to accomplish
4.2
this function for each flight?
Were the passenger ticketing and baggage
4.3
acceptance performed satisfactorily?
Were the passengers and baggage weighed
4.4
before emplaning?
Was the handling of passenger enplaning and
4.5
deplaning performed satisfactory?
Were the passenger security measures
4.6
satisfactory?
If a jetway was not used, was a designated walk
4.7 route with adequate guide persons available to
ensure passenger ramp safety?
5 AIRCRAFT MOVEMENT ON RAMP
Were adequate guidance and procedure manuals
5.1
available for the persons per- forming this function?

Were qualified personnel available to accomplish

5.2
this function for each flight?

Was the marshalling of aircraft performed

5.3
satisfactorily?

Were the ramp and gate areas properly marked for

5.4
towing, taxiing and parking position?
Was the aircraft parking area clear of carts and
5.5
other vehicles during the parking of the aircraft?

Was the towing of the aircraft performed

5.6
satisfactorily?

Were security measures for identification of all

5.7
ramp personnel clearly available?

If a service provider was used to perform this

5.8 function, were the arrangements, guidance and
qualification of personnel acceptable?
6 AIRCRAFT SERVICING
Were adequate guidance and procedure manuals
6.1 available for the persons per- forming functions
involved?
Were qualified personnel available to accomplish
6.2
these functions for each flight?
Was the servicing of aircraft performed
6.3
satisfactorily?
6.4 Was the fueling of aircraft performed satisfactorily?
Was the loading of aircraft performed satisfactorily?
6.5

6.6 Was the deicing of aircraft performed satisfactorily?

Was the equipment used to perform these
6.7 functions operational, adequate for the task, and
operated knowledgeably by the personnel

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involved?
Were security measures for identification and
6.8 monitoring of all servicing per- sonnel
satisfactory?
If service providers were used to perform these
6.9 functions, were the arrange- ments, guidance and
qualification of personnel acceptable?
7 AIRCRAFT OVERNIGHT PARKING
Were adequate guidance and procedure manuals
7.1 available for the persons per- forming this
function?
Were qualified personnel available to accomplish
7.2
this function for each flight?
Was the aircraft properly lighted and identifiable as
7.3
required for the parking location?
Was the aircraft “guarded” by assigned persons at
7.4 all times?

If a service provider were used to perform these

7.5 functions, were the arrange- ments, guidance and
qualification of personnel acceptable?
MASS, BALANCE & PERFORMANCE
8
COMPUTATIONS
Were adequate guidance and procedure manuals
8.1 available for the persons per- forming this
function?

Were qualified personnel available to accomplish

8.2
this function for each flight?

Were the correct procedures for passenger

8.3 loading, count and communication of the
positioning followed?
Were specific passenger seat assignments used
8.4 to ensure a safe C.G. for flight?

Were the correct procedures for cargo loading,

8.5
and communication of position- ing followed?
Were the correct procedures for dangerous goods
8.6 loading, and communication of positioning (e.g.
NOTOC) followed?

Were the mass and balance calculations and

8.7
procedures satisfactory?

Were the last-minute mass and balance revisions

8.8
due to passengers or cargo handled correctly?
Were the takeoff and landing performance
8.9
calculations performed correctly?
9 FLIGHT PLANNING
Were adequate guidance and procedure manuals
9.1
available for the persons per- forming this function?

Were qualified personnel available to accomplish

9.2
this function for each flight?

9.3 Was the weather acquisition (including selection of

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alternates) and briefing of crews performed

correctly?

Was the NOTAM acquisition and briefing of crews

9.4
performed correctly?

Was the operational flight plan (including fuel

9.5 loading) calculations and procedures performed
correctly?
If a service provider were used to perform one or
more of these functions, were the arrangements,
9.6
guidance and qualification of personnel
acceptable?
10 COMMUNICATIONS
Were adequate guidance and procedure manuals
10.1
available for the persons per- forming this function?

Were qualified personnel available to accomplish

10.2
this function for each flight?

Was there adequate communications capability

10.3 with main base operations and maintenance
functions, including relay of information?

Were flight following procedures performed

10.4
correctly?

Were emergency response procedures performed

10.5
correctly?
Were accident/incident procedures performed
10.6
correctly?
Were the correct numbers for telephone and/or fax
10.7 notifications associated with emergency response
available?
If a service provider were used to perform one or
more of these functions, were the arrangements,
10.8
guidance and qualification of personnel
acceptable?
11 MAINTENANCE
Were adequate maintenance guidance and
11.1 procedure manuals available for the level of
maintenance to be performed?
Were qualified maintenance personnel available to
11.2 accomplish the level of maintenance to be
performed?

Was the performance and recording of routine

11.3
maintenance satisfactory?

Was the performance and recording of deferred

11.4
maintenance satisfactory?

If a service provider was used to perform this

11.5 function, were the arrangements, guidance and
qualification of personnel acceptable?
12 RECORDS RETENTION & ACCURACY
Were the flight preparation and other official
12.1
records up-to-date and correctly filed?

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Was there adequate file retention security for

12.2
official records?

Air Operator’s
Inspector’s Signature Rep. Signature

Question Remarks
No.

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APPENDIX 10

FLIGHT OPERATIONS OFFICER MANUAL INSPECTION CHECKLIST

FOS-FORM-CL-204-FOOM

AIR OPERATOR:

S. No. INTRODUCTION
Annex 6, Part I, and Part III, Section II, requires an operator to establish and maintain a method of
control and supervision of flight operations that is approved by CAA Nepal.

Responsibility for operational control can be delegated only to the pilot-in-command, and to a flight
operations officer/flight dispatcher if the approved method of control and supervision of flight
operations requires the use of flight operations officer/flight dispatcher personnel. Because of the
nature and extent of the duties and responsibilities involved in the supervision of flight operations, the
0.1
CAA Nepal and the operator should consider the advantages of an approved method of control and
supervision of flight operations requiring the services of a flight operations officer/flight dispatcher.

In such a system, the flight operations officer/flight dispatcher is assigned to duty in the company
operations control centre and is responsible, while on duty, for carrying out the operational control
procedures and policies specified in the operations manual. The flight operations officer/flight
dispatcher may be licensed or not depending upon the requirements of CAA Nepal.
The operations manual should specify the responsibilities and functions assigned to flight operations
officers/flight dispatchers. The actual responsibilities assigned are part of the approved method of
0.2 control and supervision of flight operations. Annex 6, Part I, and Part III, Section II, gives information
on the duties of flight operations officers/flight dispatchers. The duties assigned will be very similar for
all such operations personnel, whether licensed or unlicensed.
The responsibilities of a flight operations officer/flight dispatcher include the provision of assistance to
the pilot-in-command in flight preparation; completion of operational and ATS flight plans; liaison with
the air traffic, meteorological and communication services; and the provision to the pilot-in-command
during flight of information necessary for the safe and efficient conduct of the flight.
0.3
Flight operations officers/flight dispatchers should also be responsible for monitoring the progress of
each flight under their jurisdiction and for advising the pilot-in-command of company requirements for
cancellation, re-routing or re-planning, should it not be possible to operate as originally planned. In
connection with the foregoing, it should be understood that the pilot-in-command is the person
ultimately responsible for the safety of the flight.
Operators may mark as “Not Applicable” in those areas which are not relevant to the type of
0.4
operations currently being conducted.

OPERATOR DOC. FOR CAA Nepal USE

1.0 AUTHORISED OPERATIONS
REF. NO. SAT/UNSAT

Are the operations that may and may not be

1.1 conducted according to the Ops. Specs.
(including areas of operation) clearly specified?
Are there clear definitions of domestic,
international and supplemental operations?
1.2
Are there clear definitions of the rules under
which each of these operations is conducted?
Are the applicable regulations identified and the
1.3 operator’s policies applicable to each type of
operation clearly stated?
2 MANUALS
Is there a section of the Ops Manual, Part A in
2.1 which the policy and guidance for operational

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control has been collected for the guidance of

flight crews and dispatchers?
2.2 Are the topics listed on this job aid adequately
covered?
(Is the applicable section of the Ops Manual,
2.3
Part A readily available to dispatchers and flight
crews while they perform their duties?
Is the copy of the operator’s Ops Manual, Part A
2.4
that is available to dispatchers or flight crews
current?

3 ORIGINAL RELEASE

Are the conditions clearly stated under which a

3.1
flight may and may not be dispatched?
Are the conditions stated under which a flight
3.2
must be re-routed, delayed, or cancelled?
3.3 Does the flight release contain all required
elements?
3.4 Are limitations required in the remarks of the
release?
Is a written copy of weather reports and
3.5
forecasts (including PIREPs) and NOTAMs
attached to the release and provided to the
flightcrew?
4 RESPONSIBILITY FOR PRE-DEPARTURE
FUNCTIONS
Are the responsibility and procedures for
4.1
accomplishing the following functions clearly
specified?
4.2 Crew assignment?
4.3 Load planning
4.4 Flight planning
4.5 Release of the aircraft from maintenance
4.6 Control of MEL and CDL limitations
4.7 Weight and balance
Have adequate procedures for crosschecking
4.8
and verifying these activities been established?
4.9 Is each of these procedures effective?
What means has the operator established for the
4.10 PIC and dispatcher to ensure that each of these
functions has been satisfactorily accomplished
before the aircraft departs?
5 DISPATCHER BRIEFING
How do the operator’s procedures provide for
5.1
briefing of the PIC by the dispatcher?
5.2 Is the minimum content of the briefing specified
and adequate?
6 DUAL RESPONSIBILITY
How are the signatures of both the PIC and the
6.1
dispatcher on the dispatch release
accomplished?
Is the PIC’s obligation to operate the flight
6.2
according to the release, or to obtain an

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amended release, clearly stated?

7 FLIGHT-FOLLOWING
Are the dispatcher’s flight-following requirements
7.1
and procedures clearly stated?
Is policy and guidance provided to flight crews
7.2
and dispatchers for monitoring fuel en route?
7.3 Are flightcrew reporting requirements and
procedures clearly stated?
Are there specified procedures for dispatchers to
7.4
follow when a required report is not received?
7.5 Is a record of communication made and
retained?
8 INABILITY TO PROCEED AS RELEASED
Is a policy stated concerning the PIC’s latitude
8.1
to deviate from a dispatch release without
obtaining a new release?
Is there specific and adequate direction and
8.2 guidance to PICs and dispatchers for the
actions to take when a flight cannot be
completed as planned (such as destinations or
alternates below minimums, runways closed or
restricted)?
Are there procedures to follow in case of
8.3
diversion or holding specifically and clearly
stated?

9 Weather

Does the operator obtain weather reports from

9.1
an approved source?
Are procedures for making flight movement
forecasts clearly specified?
Are those individuals authorized to make a flight
9.2 movement forecast clearly specified?
Are other individuals specifically prohibited from
making flight movement forecasts?
Does the operator have an adverse weather
9.3
system?
Does the operator have adequate procedures for
providing the latest available weather reports
9.4 and forecasts to flight crews while the flight is en
route?
Does the operator have adequate procedures for
9.5 updating weather information when the aircraft is
delayed on the ground?
10 WEATHER MINIMUMS

10.1 Is release under VFR authorized by CAA Nepal?

If so, has the forecast and actual weather
10.2 allowed VFR flight to destination on those flights
so released?

10.3 Have turbojet aircraft been released under VFR?

10.4 Are IFR departure minimums authorized by CAA

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Nepal?
When flights are released with the departure
10.5 airport below landing minimums, are takeoff
alternates named on the dispatch release?
Are destination weather minimums authorized
10.6
by CAA Nepal?
Weather minimums for “high minimums”
10.7
captains followed?
When a flight is released to a destination below
CAT I minimums, is that aeroplane type
10.8 authorized at CAT II or CAT III operations at that
location?
When destination alternates are required, are
10.9 they named on the dispatch release?
Is the weather at the named alternate airport
10.10 equal or better than that required by regulation?
Is “marginal” defined for the designation of two
10.11 alternates on the dispatch release?

10.12 Are two alternates designated when required?

Are dispatchers made aware of these limitations

10.13
before dispatching a flight?
Do weather forecasts from the trip records show
10.14 that these limits have been complied with for
dispatch?
11 SELECTION OF ALTERNATES
Is policy, direction, and guidance provided for the
11.2
selection of alternates?
Is terrain and engine-out performance
11.3
considered in the alternate selection?
12 NOTAMs
Is the required NOTAM information provided
12.1
(Class I, Class II, and Local)?
13 INFORMATION
What provisions does the operator make for
13.1 supplying airport and navigation information?
What means does the operator use to comply
13.2 with the requirement for an airport data system?
Is it adequate?
Are flight crews provided with written flight plans
13.3 for monitoring flight progress and fuel burn?
How does the operator provide data to
13.4 dispatchers on takeoff and landing minimums at
each airport?
Do dispatchers have immediate access to such
13.5
data?
Are provisions made for nonstandard operations,
13.6 such as inoperative centerline lighting?

14 FUEL

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Are all the required increments of fuel provided

(start and taxi, takeoff to arrival at destination,
approach and landing, missed approach,
14.1
alternate fuel, 45 minutes of reserve, and
contingency fuel)?
Are the operator’s policies concerning
14.2 contingency fuel adequate for the environment
in which operations are conducted?
Are there minimum fuel procedures specified for
14.3
both dispatchers and PICs?
When aircraft are dispatched without an
alternate, is adequate contingency fuel carried
14.4 for unforecast winds, terminal area delays,
runway closures, and contingencies?
15 EMERGENCY PROCEDURES
Are emergency action procedures and
15.1 checklists published and readily available for the
following emergencies?
15.2 In-flight Emergency

15.3 Crash

15.4 Overdue or missing aircraft

15.5 Bomb threat

15.6 Hijacking

16 CHANGEOVER PROCEDURES
Is an adequate overlap provided for the
16.1 dispatcher being released to brief the oncoming
dispatcher on the situation?

17 TRIP RECORDS

Are the required trip records carried to

17.1
destination?
17.2 Are trip records retained for 30 days?

Overall assessment – SAT/ UNSAT

Inspector’s Name and Signature Date

___________________________ ____________________
Chief, Flight Operations Section Date

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APPENDIX 11

Checklist for Simulator User Approval

Refer to FOR (A) Chapter 15.22 Flight Simulation Training Devices (FSTD) USER APPROVALS

FSTD USER__________________________________
ADDRESS___________________________________
AIRCRAFT TYPE______________________________
Date _____________

SUBMITTED
S. NO. ITEM REMARKS
YES/NO
1. Application from the AOC holder/individual
2. Copy of the original certificate of approval issued by the State where
the Simulator is located
3. Copy of the certificate of the approval of the Training Organization
issued by the State where the Training Organization is located
4. Current FSTD Qualification
Verify whether UK CAA, FAA, EASA or other qualified
5. Verify whether FFS or FTD.
If FFS, verify Identification Code and Qualification Level
6. User Approval Form filled and submitted as per FOR (A) Appendix 5
7. Report of the AOC holder’s Chief Pilot or Chief of Training Dept. on the
performance of the simulator.
8. A declaration made by the AOC holder in respect of the differences
between the FSTD and the aircraft for which training is being undertaken
on that FSTD. Additional information concerning identified differences
and training mitigation must be submitted with the application where
appropriate.
9. Verify the differences, if any, between the Operator’s aircraft and the
simulator being used and identify any significant risk factors due to the
differences
10. Verify the parts of a Pilot Proficiency Check that may be performed in the
simulator. Refer FOR (A) note 1 – para [Link]
11. Fee as per CAA Nepal Fee Schedule
12. Report of the CAA Nepal Inspector (based on paras 7, 8 and 9)

Prepared By_________________________________ Verified by______________________

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APPENDIX 12

EVALUATION OF SIMULATOR TRAINING & CHECKING GUIDE

Appendix 13 contains the FSTD Evaluation Checklist.

CAA Nepal Inspectors shall take the assistance of the following guidelines for the Evaluation of Simulator
Training and Checking:

A. PROCESSING OF REQUEST

1. Were the request documentation contents satisfactory?

2. Was the FAA ATG and MATG Current? (FAA Approval)
3. Was the JAA TG and MTG Current? (EASA Approval)
4. Was the other CAA TG and MTG Current? CAA ID ______________
5. Was the CAA Nepal TG and MTG Current? (CAA Nepal Approval)
6. Was the approving CAA contacted to confirm currency of approval? Phone
Number:_____________
7. Is the simulator to be used for takeoff and landing qualification?
8. Is the simulator to be used for LOFT training?
9. Is the simulator to be used for Category III approach training and checking?
10. Is the simulator to be used for EDTO training and checking?

B. SIMULATOR MAINTENANCE ARRANGEMENTS

1. Is the daily preflight documentation easily accessible for review?

2. The simulator’s maintenance records do NOT show a pattern of recurring failures?
3. Does the simulator owner provide adequate personnel to correct simulator deficiencies during
the periods of time the operator’s personnel will be engaged in simulator training and checking?

C. SIMULATOR TESTING PROVISIONS

1. Is there a means for quickly and effectively testing simulator programming and hardware?
2. Is there documentation that the control feel dynamics and relative integrated sensory cues
were tested in the last CAA approval?
3. Is there ia means of recording the visual response time for visual systems?
4. Were the demonstration of surface resolution confirmed by calculations in the statement of
compliance?
5. Do the test procedures confirm that the visual system colour, RVR, focus, intensity, level
horizon, and attitude adequately replicate those experienced during operation of the aircraft?
6. Did the visual system meet all standards during the validation of functions and subjective tests?

D. GENERAL IMPRESSION OF SIMULATOR

1. Is the overall condition and cleanliness of simulator acceptable?

2. Does the simulator cockpit consist of all the aircraft cockpit space forward of a cross section of
the fuselage?
3. Are the required crew member duty stations and required bulkheads aft of the pilots' seats,
(considered part of the cockpit) a replication of the flight deck of the operator’s aircraft?
4. Are there observer seats available for the check airman/examiner and inspector?
5. Are the instructor controls adequate to control all required system variables and insert
abnormal or emergency conditions necessary for the prescribed procedures and maneuvers?

E. COMPARISON TO OPERATOR’S AIRCRAFT

1. Is the simulator cockpit a full scale replica of the operators aircraft cockpit?
2. Does the simulator replicate the actual instrumentation and switch location of the operator’s
aircraft?
3. Are the direction of movement of control and switches identical to that in the aircraft?
4. Are circuit breakers properly located and functionally accurate?
5. Are all differences identified and acceptable?

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F. PRE-START & GROUND OPERATIONS

1. Cockpit preparation checklist accomplished with normal check indications?

2. Start checklist accomplished with normal start indications?
3. Representative sample of abnormalities possible using instructor control panel?
4. Taxi for takeoff in visual conditions adequately simulated and possible?
5. If low visibility taxi operations, taxi for takeoff in low RVR adequately simulated and possible,
including taxiway lighting and markings?
6. Pre-takeoff checklist accomplished with realistic indications?

G. TAKEOFF & CLIMB OPERATIONS

1. Normal maximum gross weight takeoff realistically simulated?

2. Normal visual takeoff with maximum cross-wind component realistically simulated?
3. Low visibility (minimum RVR approved for operator) maximum gross weight takeoff realistically
simulated, including visual cues?
4. Low visibility (minimum RVR approved for operator) maximum gross weight abort just prior to
V1 realistically simulated, including visual cues?
5. Low visibility (minimum RVR approved for operator) maximum gross weight takeoff with engine
failure at V1 and climb profile realistically simulated, including visual cues?

H. INFLIGHT MANUEVERS

1. Warnings for approach to stall in a climb configuration conform to the expected sequence and
approximate airspeeds, with realistic recovery profile possible?
2. Warnings for approach to stall in a landing configuration conform to the expected sequence
and approximate airspeeds, with realistic recovery profile possible?
3. Windshear profiles provide realistic indications, with escape configuration possible?
4. Steep turns are possible, with realistic power and attitude configurations?
5. Engine-out drift-down and level flight possible in conformance with published performance for
weight, temperature and altitude?
6. Navigation simulation appropriate to the type of navigation and RNP requirements?
7. If approved for EDTO route checking, the necessary route and alternate possibilities are
included in simulator software?

I. VISUAL AND INSTRUMENT APPROACHES

1. Maneuvering for landing in visual conditions provide adequate visual cues?

2. Category I precision approach can be made to prescribed minimums
3. Engine-out Category I precision approach can be made to prescribed minimums
4. If approved for the operator, Category II precision approach can be made to prescribed
minimums
5. If approved for the operator, Category III precision approach can be made to prescribed
minimums?
6. Non-precision approaches (approved for the operator) are possible using nav-aids available in
the simulator.
7. Precision approach visual references necessary to land (from lowest approved visibility) are
adequate for landing from DH. (Freeze simulator at DH and review)
8. Non-precision visual references necessary to land (from lowest approved visibility) are
adequate for landing from MDA. (Freeze simulator at MDA and distance and review)
9. Circle-to-land maneuvering possible from an instrument approach using visual references.
(Freeze simulator prior to turning final and review)

J. LANDING & TAXING TO GATE

1. Visual landing from DH possible using visual cues and procedures

2. Rejected landing just prior to touchdown requires realistic configuration and thrust settings for
proper completion?
3. Landing in visual conditions with maximum cross-wind component provides realistic approach
and landing requirements?
4. Engine-out landing from an Category I precision approach can be completed in accordance
with profile?

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5. If approved for the operator, Category II or III hand-flown touchdown and rollout realistically
possible with visual cues?
6. If approved for the operator, Category III Autoland functions properly throughout the touchdown
and rollout with landing?
7. Taxi to the gate possible in visual conditions?
8. If approved for operator, taxi to the gate possible in lowest visibility minima approved?

K. ABNORMAL AND EMERGENCY EVENT REPLICATION

1. All planned abnormal indications can be realistically simulated?

2. Completion of all planned abnormal procedures can be accomplished?
3. All emergencies can be realistically simulated?
4. Completion of all emergency procedures can be accomplished?

L. REPLICATION OF AERODYNAMIC CONTROL FORCES

1. Do the control forces and control travel replicate those of the operator’s aircraft?
2. Do the relevant instrument indications replicate those experienced in
3. the operator’s aircraft respond correctly to control movement by crew or induced disturbance to
the simulated aircraft: e.g. turbulence or windshear?
4. Do the effects of aerodynamic changes for various combination of drag and thrust replicate
those normally experienced in the operator's aircraft during flight?
5. Are the effects of change in aircraft attitude, thrust, drag, altitude, temperature, gross weight,
centre of gravity location, and configuration adequately replicated?

M. REPLICATION OF SYSTEMS/PROCEDURES

1. Do the communications, navigation and caution and warning equipment correspond to that
installed in the operator’s aircraft?
2. Do the simulator systems replicate applicable aircraft system operation both on the ground and
in flight?
3. Is it possible to accomplish all normal, abnormal and emergency procedures as specified in the
operator’s aircraft and training documentation.

N. REPLICATION OF SENSORY PERCEPTIONS

1. Are the sounds and aircraft noise perceptible to the pilot during ground and flight operations of
the operator’s aircraft replicated accurately?
2. Do the cockpit sounds which result from pilot actions replicate those experienced in the
operator’s aircraft?

O. REPLICATION OF AIRCRAFT MOTION

1. Do the motion cues e.g. touchdown cues a function of the simulated rate of descent?
2. Do the touchdown cues correspond to the rate of descent?

P. REPLICATION OF VISUAL CUES

1. Continuous minimum collimated visual field-of-view as specified.

2. Verification of visual ground segment and visual scene content at a decision height on landing
approach.
3. Do the visual cues adequately replicate deck angle and sink rate required for depth perception
during takeoffs and landings
4. Dusk scene to enable identification of visible horizon and terrain characteristics.
5. Visual landing cues for daylight, dusk and night adequate for recognition of airport, terrain and
major landmarks and accomplishment of landing.

Q. AVAILABLE OPERATOR DOCUMENTATION

1. Is the operator’s approved condensed checklist available for use during training and checking
activities in the simulator?
2. Is the operator’s quick reference abnormal and emergency checklist available for use during
training and checking activities in the simulator?

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3. Is the operator’s aircraft operating manual containing expanded normal, abnormal and
emergency procedures and aircraft limitations
4. available for use during training and checking activities in the simulator?
5. Is the operator’s manual for aircraft systems function and operation
6. available for use during training and checking activities in the simulator?
7. Is the operator’s manual for runways analysis and aircraft performance
8. available for use during training and checking activities in the simulator?
9. Is the operator’s approved minimum equipment list available for use during training and
checking activities in the simulator?
10. Are the operator’s instrument departure, en-route and approach charts available for use during
training and checking activities in the simulator?

R. ARRANGEMENTS FOR INSTRUCTOR/CHECK PERSONNEL

1. Have the operator’s training and checking personnel been trained on the use of the simulator to
adequately recreate required scenarios?
2. If training instructors are provided by simulator operator, are there records of the training of
these persons?
3. If checking personnel are provided by simulator operator, are there records of the orientation of
these persons by the Authority?
4. Does the simulator control panel allow the instructor/check airman to conduct realistic
scenarios of flight with this simulator?
5. Does instructor has developed lesson plans and scenarios for the accomplishment of the
training with this simulator?
6. Does instructor have developed lesson plans for realistic LOFT scenarios that provide for a
normal line flight operation of the aircraft?
7. Does designated check airman/examiner have developed realistic real-time proficiency check
scenarios that provide for all required check events and manoeuvres to be accomplished in
reasonable time?

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APPENDIX 13

FLIGHT SIMULATION TRAINING DEVICE (FSTD)

EVALUATION CHECKLIST

FOS-FORM-CL-205-FSTD

Operator File Ref: Name of Operator:

SIM Address: SIM Owned By:
Aircraft Type: SIM Level:
SIM Approving Agency (ID): SIM Approving CAA Authority (ID):

Evaluation (GRD TNG/CBT/SIM/SFI/SFE/ TRI/TRE): Date(s) of Evaluation:

Name(s) of SFI/TRI: Name(s) of TRE/SFE:
GND-
SIM-
Name(s) of Trainee: Name of Inspector:
CAA Nepal Office Order: Office Order Date:
ASSESSMENT: S = Satisfactory; U=Unsatisfactory; NC = Not Checked; NA = Not Applicable; (Comments
Required for U)
AREAS OF ASSESSMENT AND CHECKLIST S/U/NC/NA COMMENT
A. PROCESSING OF REQUEST
1. Were the request documentation contents satisfactory?
2. Was the FAA ATG and MATG Current? (FAA Approval)
3. Was the JAA TG and MTG Current? (EASA Approval)
4. Was the other CAA TG and MTG Current? CAA ID?
5. Was the CAA Nepal TG and MTG Current? (CAA Nepal
Approval)
6. Was the approving CAA contacted to confirm currency of
approval?
7. Phone Number of Approving CAA?
8. Is the simulator to be used for takeoff and landing qualification?
9. Is the simulator to be used for LOFT training?
10. Is the simulator to be used for Category II/III approach training
and checking?
11. Is the simulator to be used for EDTO training and checking?
B. FACILITY LOCATION
1. Environmentally suitable and secured?
2. Transportation facilities for pick up & drop adequate?
3. Hotel Facility adequate for rest and study?
4. Any Other
C. GROUND TRAINING FACILITY
1. Training/Class Rooms adequate?
2. Briefing/De-briefing Rooms specious and well equipped?
3. Equipment/Audio/Audio Visual adequate?
4. Lesson Plan/Execution performance adequate?
5. Technical Documents/Checklist available?
6. Documents, Maps, Charts available?
7. Board/Marker/Projector/Lighting adequate and available?

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8. Safety Equipment & Emergency Training arrangement?

9. Any Other
D. COMPUTER BASED TRAINING FACILITY
1. Equipment/Audio/Audio Visual arrangement adequate?
2. Panel Layouts as per the operator’s aircraft?
3. Lesson Plan/Execution as per the operator’s training policy?
4. Response to Switches/Levers adequate?
5. Instrument Adequacy?
6. System Accuracy
7. Communication Procedure adequate?
8. Instruction Adequacy by SFIs/TRIs
9. Safety & Security Arrangements adequate?
10. Any Other
E. SIMULATOR MAINTENANCE ARRANGEMENTS
1. Is the daily preflight documentation easily accessible for review?
2. The simulator’s maintenance records do NOT show a pattern of
recurring failures?
3. Does the simulator owner provide adequate personnel to correct
simulator deficiencies during the periods of time the operator’s
personnel will be engaged in simulator training and checking?
F. SIMULATOR TESTING PROVISIONS
1.
Is there a means for quickly and effectively testing simulator
programming and hardware?
2. Is there documentation that the control feel dynamics and relative
integrated sensory cues were tested in the last CAA approval?
3. Is there a means of recording the visual response time for visual
systems?
4. Were the demonstration of surface resolution confirmed by
calculations in the statement of compliance?
5. Do the test procedures confirm that the visual system colour,
RVR, focus, intensity, level horizon, and attitude adequately
replicate those experienced during operation of the aircraft?
6. Did the visual system meet all standards during the validation of
functions and subjective tests?
G. GENERAL IMPRESSION OF SIMULATOR
1. Is the overall condition and cleanliness of simulator acceptable?
2. Does the simulator cockpit consist of all the aircraft cockpit space
forward of a cross section of the fuselage?
3. Are the required crew member duty stations and required
bulkheads aft of the pilots' seats, (considered part of the cockpit)
a replication of the flight deck of the operator’s aircraft?
4. Are there observer seats available for the check airman/examiner
and inspector?
5. Are the instructor controls adequate to control all required system
variables and insert abnormal or emergency conditions necessary
for the prescribed procedures and maneuvers?
H. COMPARISON TO OPERATOR’S AIRCRAFT
1. Is the simulator cockpit a full scale replica of the operators aircraft
cockpit?
2. Does the simulator replicate the actual instrumentation and switch
location of the operator’s aircraft?
3. Are the direction of movement of control and switches identical to
that in the aircraft?
4. Are circuit breakers properly located and functionally accurate?
5. Are all differences identified and acceptable?
I. PRE-START & GROUND OPERATIONS
1. Cockpit preparation checklist accomplished with normal check

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indications?
2. Start checklist accomplished with normal start indications?
3. Representative sample of abnormalities possible using instructor
control panel?
4. Taxi for takeoff in visual conditions adequately simulated and
possible?
5. If low visibility taxi operations, taxi for takeoff in low RVR
adequately simulated and possible, including taxiway lighting and
markings?
6. Pre-takeoff checklist accomplished with realistic indications?
J. TAKEOFF & CLIMB OPERATIONS
1. Normal maximum gross weight takeoff realistically simulated?
2. Normal visual takeoff with maximum cross-wind component
realistically simulated?
3. Low visibility (minimum RVR approved for operator) maximum
gross weight takeoff realistically simulated, including visual cues?
4. Low visibility (minimum RVR approved for operator) maximum
gross weight abort just prior to V1 realistically simulated, including
visual cues?
5. Low visibility (minimum RVR approved for operator) maximum
gross weight takeoff with engine failure at V1 and climb profile
realistically simulated, including visual cues?
K. INFLIGHT MANUEVERS
1. Warnings for approach to stall in a climb configuration conform to
the expected sequence and approximate airspeeds, with realistic
recovery profile possible?
2. Warnings for approach to stall in a landing configuration conform
to the expected sequence and approximate airspeeds, with
realistic recovery profile possible?
3. Wind shear profiles provide realistic indications, with escape
configuration possible?
4. Steep turns are possible, with realistic power and attitude
configurations?
5. Engine-out drift-down and level flight possible in conformance
with published performance for weight, temperature and altitude?
6. Navigation simulation appropriate to the type of navigation and
RNP requirements?
7. If approved for ETOPS route checking, the necessary route and
alternate possibilities are included in simulator software?
L. VISUAL AND INSTRUMENT APPROACHES
1. Maneuvering for landing in visual conditions provide adequate
visual cues?
2. Category I precision approach can be made to prescribed
minimums?
3. Engine-out Category I precision approach can be made to
prescribed minimums
4. If approved for the operator, Category II precision approach can
be made to prescribed minimums?
5. If approved for the operator, Category III precision approach can
be made to prescribed minimums?
6. Non-precision approaches (approved for the operator) are
possible using Nav-aids available in the simulator?
7. Precision approach visual references necessary to land (from
lowest approved visibility) are adequate for landing from DH.
(Freeze simulator at DH and review)?
8. Non-precision visual references necessary to land (from lowest
approved visibility) are adequate for landing from MDA. (Freeze
simulator at MDA and distance and review)?

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9. Circle-to-land maneuvering possible from an instrument approach

using visual references. (Freeze simulator prior to turning final
and review)?
M. LANDING & TAXING TO GATE
[Link] landing from DH possible using visual cues and
procedures?
2. Rejected landing just prior to touchdown requires realistic
configuration and thrust settings for proper completion?
3. Landing in visual conditions with maximum cross-wind component
provides realistic approach and landing requirements?
4. Engine-out landing from an Category I precision approach can be
completed in accordance with profile?
5. If approved for the operator, Category II or III hand-flown
touchdown and rollout realistically possible with visual cues?
6. If approved for the operator, Category III Auto-land functions
properly throughout the touchdown and rollout with landing?
7. Taxi to the gate possible in visual conditions?
8. If approved for operator, taxi to the gate possible in lowest
visibility minima approved?
N. ABNORMAL AND EMERGENCY EVENT REPLICATION
1. All planned abnormal indications can be realistically simulated?
2. Completion of all planned abnormal procedures can be
accomplished?
3. All emergencies can be realistically simulated?
4. Completion of all emergency procedures can be accomplished?
O. REPLICATION OF AERODYNAMIC CONTROL FORCES
1. Do the control forces and control travel replicate those of the
operator’s aircraft?
2. Do the relevant instrument indications replicate those experienced
in the operator’s aircraft respond correctly to control movement by
crew or induced disturbance to the simulated aircraft: e.g.
turbulence or wind shear?
3. Do the effects of aerodynamic changes for various combination of
drag and thrust replicate those normally experienced in the
operator's aircraft during flight?
4. Are the effects of change in aircraft attitude, thrust, drag, altitude,
temperature, gross weight, centre of gravity location, and
configuration adequately replicated?
P. REPLICATION OF SYSTEMS/PROCEDURES
1. Do the communications, navigation and caution and warning
equipment correspond to that installed in the operator’s aircraft?
2. Do the simulator systems replicate applicable aircraft system
operation both on the ground and in flight?
3. Is it possible to accomplish all normal, abnormal and emergency
procedures as specified in the operator’s aircraft and training
documentation?
Q. REPLICATION OF SENSORY PERCEPTIONS
1. Are the sounds and aircraft noise perceptible to the pilot during
ground and flight operations of the operator’s aircraft replicated
accurately?
2. Do the cockpit sounds which result from pilot actions replicate
those experienced in the operator’s aircraft?
R. REPLICATION OF AIRCRAFT MOTION
1. Do the motion cues e.g. touchdown cues a function of the
simulated rate of descent?
2. Do the touchdown cues correspond to the rate of descent?
S. REPLICATION OF VISUAL CUES
1. Continuous minimum collimated visual field-of-view as specified?
2. Verification of visual ground segment and visual scene content at

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a decision height on landing approach?

3. Do the visual cues adequately replicate deck angle and sink rate
required for depth perception during takeoffs and landings?
4. Dusk scene to enable identification of visible horizon and terrain
characteristics?
5. Visual landing cues for daylight, dusk and night adequate for
recognition of airport, terrain and major landmarks and
accomplishment of landing?
T. AVAILABLE OPERATOR DOCUMENTATION

1. Is the operator’s approved condensed checklist available for use

during training and checking activities in the simulator?
2. Is the operator’s quick reference abnormal and emergency
checklist available for use during training and checking activities
in the simulator?
3. Is the operator’s aircraft operating manual containing expanded
normal, abnormal and emergency procedures and aircraft
limitations available for use during training and checking activities
in the simulator?
4. Is the operator’s manual for aircraft systems function and
operation available for use during training and checking activities
in the simulator?
5. Is the operator’s manual for runways analysis and aircraft
performance available for use during training and checking
activities in the simulator?
6. Is the operator’s approved minimum equipment list available for
use during training and checking activities in the simulator?
7. Are the operator’s instrument departure, en-route and approach
charts available for use during training and checking activities in
the simulator?
U. ARRANGEMENTS FOR INSTRUCTOR/CHECK PERSONNEL
1. Have the operator’s training and checking personnel been trained
on the use of the simulator to adequately recreate required
scenarios?
2. If training instructors are provided by simulator operator, are there
records of the training of these persons?
3. If checking personnel are provided by simulator operator, are
there records of the orientation of these persons by the Authority?
4. Does the simulator control panel allow the instructor/check airman
to conduct realistic scenarios of flight with this simulator?
5. Does instructor has developed lesson plans and scenarios for the
accomplishment of the training with this simulator?
6. Does instructor have developed lesson plans for realistic LOFT
scenarios that provide for a normal line flight operation of the
aircraft?
7. Does designated check airman/examiner have developed realistic
real-time proficiency check scenarios that provide for all required
check events and maneuvers to be accomplished in reasonable
time?
V. LIST OF DOCUMENTS ATTACHED
1. Training Centre Certificate No.
2. License Documents of the Instructors and Examiners.
3. Simulator Approval Certificate No.

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APPENDIX 14
LOSA PROGRAMME EVALUATION GUIDE
CAA Nepal Inspectors shall take the assistance of the following guidelines for the LOSA Programme Evaluation
of an operator:

A. GENERAL

1. There is a signed agreement between pilots and management for the application of LOSA audits?
2. Does the LOSA guidance provide for collection of only de-identified, confidential safety data?
3. Is the atmosphere of non-punitive use of the observations applied without exception?
4. The observer obtains the flight crew’s permission before conducting LOSA observations?
5. Are LOSA observations are limited to routine flights (as opposed to line checks, or other training flights)
6. Is the there a neutral party arrangement for objective analysis of results?

B. LOSA OBSERVER TRAINING

1. Are the observers trained in concepts of threat and error management and in the use of the LOSA rating forms?
2. Does the company maintain records of the training and standardization of the LOSA observers?
3. Does the airlines have a trusted data collection site that maintains the confidentiality of the observations?

C. FLIGHT CREW PARTICIPATION & INTERACTION

1. Do the line pilots exhibit respect and trust necessary to ensure acceptance of LOSA programme?
2. Do the flight crews allow the conduct of a LOSA without refusals?
3. Flight crews are given feedback of results and management’s plan for improvement?

D. DATA COLLECTION

1. Is all data is collected on a specifically designed LOSA Observation Form?

2. Are flight and crew demographics provided, such as city pairs, aircraft type, flight time, years of experience in
that position and with that airline, and crew familiarity?
3. Are written narratives provided, describing what the crew did well and what they did poorly and how they
managed threats or errors for each phase of the flight?
4. Are CRM performance ratings using made by the observers using validated behavioural markers?
5. Is a technical worksheet used by the observers for the descent/approach/landing phases that highlight the type
of approach flown,
6. the landing runway and whether the crew met the parameters of a stabilized approach?
7. Do the observers use a threat management worksheet to detail each threat and how it was handled?
8. Do the observers use a error management worksheet that lists each error observed, how each error was
handled and the final outcome?

E. DATA ANALYSIS

1. Before using the data derived, data quality management procedures and consistency checks are employed,
including round table discussions with representatives of management and the pilots association to scan raw
data for inconsistencies?
2. Identified problematic patterns are identified as targets for enhancement?
3. Action plans are developed and change strategies are implemented to make the necessary enhancements?

F. EFFECTIVENESS OF CHANGE STRATEGIES

1. Redefining operational philosophies and guidelines?

2. Modifying existing procedures or implementing new ones?
3. Arranging specific training in error management and crew countermeasures?
4. Reviewing checklists to ensure relevance of the content and then issuing clear guidance for their initiation and
execution?
5. Defining tolerances for stabilized approaches, as opposed to the “perfect approach” parameters promoted by
existing SOPs?

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APPENDIX 15

FDA PROGRAMME EVALUATION GUIDE

CAA Nepal Inspectors shall take the assistance of the following guidelines for the FDA Programme Evaluation of
an operator:

A. GENERAL
1. A non-punitive company policy for the use of the FDA programme is in place. The main objective of the
programme must be to identify hazards,
2. Are there any indications that the company management has deviated from this policy?
3. Is there a formal agreement between management and the pilots, identifying the procedures for the use and
protection of data?
4. Are there any indications that the company management has deviated from this agreement?
5. Is the FDA programme managed by a dedicated staff within the safety or operations departments, with a high
degree of specialization and logistical support?
6. Are there any indications that this programme is viewed in positive manner by both management and the flight
crews?

B. PROTECTION OF DATA
1. Data has protection from use for disciplinary purposes?
2. Data has protection from use in enforcement actions against individuals or against the company, except in
cases of criminal intent or intentional disregard of safety?
3. Data has protection from disclosure to the media and the general public under the provisions of Nepalese laws
for access to information?
4. Data has protection from disclosure during civil litigation

C. DATA SECURITY
1. There is a well-structured, de-identification system in place to protect the confidentiality of the data?
2. Data security policies strictly limit data access to selected individuals within the company?
3. Data security requires the maintenance of tight control to ensure that identifying data are removed from the
flight data records as soon as possible?
4. Access to crew identification information during follow-up is available only to specifically authorized persons
and used only for the purpose of an investigation?
5. The data enabling the crew identification is be destroyed immediately after initial analysis for exceedence?

D. FDA PROGRAMME IMPLEMENTATION

1. Has the operator established a baseline of operational parameters against which changes can be detected and
measured?
2. Are non-standard, unusual or basically unsafe circumstances compared to the baseline margins of safety and
the observed changes quantified?
3. Are unsafe trends identified and the inherent risks assessed to determine the need for mitigation actions?
4. When unacceptable risk are identified, appropriate risk mitigation actions are decided and implemented?
5. Once a remedial action has been put in place, its effectiveness is monitored, confirming that it has reduced the
identified risk and that the risk has not been transferred elsewhere?

E. REGULAR ANALYSIS AND FOLLOWUP

1. FDA data are compiled on a regular basis (at least monthly)?
2. Data is then reviewed by a working group to identify specific exceedence and emerging undesirable trends?
3. The initial analysis for operational exceedence are conducted promptly after extracting the data from the
aircraft?
4. Data information and trends are then disseminated to the flight crews in a de-identified form?
5. The information on specific exceedence is passed to an agreed aircrew representative for confidential
discussion with the pilot?
6. The aircrew representative provides the necessary contact with the pilot in order to clarify the circumstances,
obtain feedback, and give advice and recommendations for appropriate action,

F. DATABASE ARCHIVE & ANALYSIS

1. All events are archived in a compatible database?

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2. Database is used to sort, validate and display the data in easy-to understand management reports?
3. Database is used to identify patterns and trends across the fleets?
4. Is a specific organization and manager responsible for the monitoring and identification of the pattern and
trends on an on-going basis?
5. Where the development of an undesirable trend becomes evident (within a fleet, or at a particular phase of
flight, or airport location), does the operator implement measures to reverse the trend?
6. Are the implemented measures monitored for successful impact and unintended consequences?

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APPENDIX 16

INFORMATION GATHERING AND ANALYSIS GUIDE

Pursuant to Volume I, Chapter 12 Incident Reporting System, CAA Nepal Inspectors shall take the assistance of
the following guidelines for Information Gathering and Analysis:

A. GENERAL
1. Is there effective information gathering methods?
2. Is there a recording of pertinent data?
3. Is preliminary analysis and hazard identification implemented?
4. Is a formal risk assessment process occurring, including prioritization of risks?
5. Are risk control strategies being developed and discussed?
6. Is the preferred risk control option being implemented for each significant hazard?
7. Is there a monitoring and evaluation process to determine the effectiveness
8. of the actions taken, the residual risks?

B. INFORMATION EXCHANGE
1. Are monthly or quarterly safety reports to management?
2. Are notifications of validated hazards to affected personnel?
3. Is feedback to reporters to the safety incident reporting system?
4. Are incident investigation reports disseminated?
5. Is there promotion of specific safety issues and practices?

C. USE OF SAFETY DATA

1. Trend analysis of operational events?
2. Occurrence investigations?
3. Hazard identification, risk assessment and risk control?
4. Routine performance monitoring using FDA and LOSA data?
5. Review of training programmes;?
6. Reports for management (e.g. quarterly summaries, safety promotion)?

D. VERIFYING STATISICAL DATA

1. Conducting more complex statistical analytical procedures?
2. Developing sampling techniques?
3. Interpreting statistical outputs particularly when data samples are small?
4. Advising on the use of appropriate normative data?
5. Assisting in the use of specialized databases, extraction and analysis tools?
6. Detecting data corruption?
7. Advising on the use and interpretation of data from external sources, etc.?
8. Consolidating data, checking its homogeneity and relevance?

E. SAFETY ANALYSIS PRACTICES

1. Verify the utility and limitations of available data?
2. Assist in deciding what additional facts are needed?
3. Establish consistency, validity and logic?
4. Ascertain causal and contributory factors?
5. Assist in reaching valid conclusions; etc.?

F. PROTECTION OF SAFETY DATA

1. Adequacy of “access to information” laws vis-à-vis long-term accident prevention requirements?
2. Company policies on protection of safety data?
3. De-identification, by removing all details which might lead a third party to infer the identity of individuals (flight
numbers, dates/times, locations, aircraft type, etc.)?
4. Security of information systems, data storage and communication networks?
5. Limiting access to databases to those with a “need to know”; and Prohibitions on un-authorized use of data?

G. SAFETY DATABASE CAPABILITIES

1. Log safety events under various categories?

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2. Link events to related documents (e.g. reports and photographs)?

3. Monitor trends?
4. Compile analyses, charts and reports?
5. Check historical records?
6. Data-share with other organizations?
7. Monitor event investigations?
8. Apply risk factors?
9. Flag overdue action responses?
10. Ensure action taken to avoid reoccurrence?

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APPENDIX 17

MULTI-PILOT/CREW PROFICIENCY CHECK GUIDE

CAA Nepal Inspectors shall take the assistance of the following guidelines for the Multi-Pilot/Crew Proficiency
Check:

A. FLIGHT PREPARATION
1. Performance calculation?
2. Airplane exterior visual inspection?
3. Use of checklists prior to starting engines?
4. Taxiing (at minimum authorized RVR)?
5. Preflight checks and checklists?

B. TAKEOFFS
1. Normal takeoffs, including expedited takeoff?
2. Takeoff with instrument transition at 100 AGL?
3. Instrument takeoff at minimum authorized RVR?
4. Crosswind Takeoff (a/c if practical)?
5. Takeoff at maximum takeoff mass (actual or simulated)?
6. Takeoff with simulated engine failure (at 500 AGL)?
7. Takeoff with simulated engine failure shortly after reaching V2?
8. Takeoff with simulated engine failure between V1 and V2?
9. Takeoff with simulated engine failure as close as possible after V2?
10. Rejected takeoff at a REASONABLE speed before reaching V1?

C. FLIGHT MANUEVERS
1. Turns with and without spoilers?
2. Tuck under and Mach buffets after reaching critical Mach number?
3. Steep Turns (45 degree bank-180 to 360 degrees left and right)?
4. Takeoff configuration stall (early recognition and counter measures)?
5. Cruising flight configuration stall (recognition and counter measures)?
6. Landing configuration stall (recognition and countermeasures)?
7. Recovery from full stall or activation of stall warning device?

D. ABNORMAL AND EMERGENCY PROCEDURES

1. (Minimum Mandatory = 3 Procedures Selected From List)
2. Fire Drills (e.g. Engine, APU, cabin, cargo compartment, flight deck, win and electrical fires including
evacuation)?
3. Smoke control and removal?
4. Engine failures, shutdown and restart (at safe altitude)?
5. Fuel dumping (simulated)?
6. Wind shear at takeoff or landing?
7. Simulated cabin pressure failure and emergency descent?
8. Incapacitation of flight crew member?
9. Special emergency procedure required by AFM?

E. INSTRUMENT FLIGHT PROCEDURES

1. Adherence to departure and arrival routes and ATC instructions?
2. Holding Procedures?
3. ILS approach (200 DH) manually without flight director?
4. ILS approach (200 DH) manually with flight director?
5. ILS approach (200 DH) automatically with autopilot?
6. ILS approach (200 DH) manually with one engine inoperative?
7. NDB or VOC/LOC to MDA?
8. Circling Approach to another runway at least 90 degrees off centerline from final approach at circling approach
altitude (or low visibility pattern?)

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F. MISSED APPROACH PROCEDURES

1. Go-around with all engines operating after ILS approach from DH?
2. Other missed approach procedures?
3. Go-around with one engine simulated inoperative at ILS-DH?
4. Rejected landing at 15m (50 feet) above runway threshold and go-around?

G. LANDINGS
1. Normal landings?
2. Normal landings after ILS approach with transition to visual flight on reaching DH?
3. Landing with simulated jammed horizontal stabilizer in any out of trim system?
4. Prior to proficiency check, enter a “X” in the NA column for any line item maneuver not applicable to this
particular check or not permitted, if an actual aircraft check.
5. Prior to proficiency check, enter a “W” in the W column for any line item maneuver or procedure that will not be
performed during the proficiency check scenario.
6. If the waiver decision is made during the course of the check, the "W” will be entered at that time.
7. Crosswind landing (a/c, if practical)?
8. Traffic pattern and landing without extended or with partly extended flaps and slats?
9. Landing with critical engine simulated inoperative?
10. Landing with two engines inoperative (3 and 4 engine a/c)?

H. ALL WEATHER OPERATIONS

1. (Required, if authorized in company ops specs)
2. Aborted takeoff just prior to V1 at minimum authorised RVR?
3. ILS to applicable DH/AH using flight guidance system?
4. Go-around on reaching DH/AH?
5. Landing with visual reference established at DH/AH
6. Auto landing from CAT IIIC?

I. ADDITIONAL REQUIREMENTS FOR FLIGHT ENGINEERS NORMAL AND ABNORMAL SYSTEMS

OPERATIONS (MINIMUM MANDATORY = 3 PROCEDURES SELECTED FROM LIST)
1. Engine (if necessary propeller)
2. Pressurization and air conditioning
3. Pitot/static system
4. Fuel system
5. Electrical system
6. Hydraulic system
7. Flight control and trim system
8. Anti- and de-icing system, glare shield heating
9. Autopilot and flight director
10. Stall warning, stall avoidance and stability augmentation devices
11. Ground proximity warning system, weather radar, radio altimeter,
12. Transponder
13. Radios, navigation equipment, instruments, flight management system
14. Landing gear and brake-system
15. Slat and flap system
16. Auxiliary power unit
17. Check YES column if the observed performance met the testing standards.
18. Check NO column if the observed performance did not meet testing standards.
19. Enter any notes regarding a NO answer.

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APPENDIX 18

TRAINING IN PROGRESS INSPECTION GUIDE

CAA Nepal Inspectors shall take the assistance of the following guidelines for the evaluation of Training Facility
and Training In Progress of an air operator for issue of AOC:

A. ADMINISTRATION
1. Adequate accommodation and facilities?
2. Adequate supervisory support staff available?
3. Adequate administrative support staff available?
4. Training schedules coordinated with operational needs?

B. PRODUCTION FACILITIES
1. Printing capability?
2. Presentation development capability?
3. Video editing capability?
4. Electronic versions of training documents and handouts?
5. Computers available to training and checking personnel?

C. TRAINING & PROCEDURES MANUAL

1. Current revision (compare to CAA approved copy)?
2. Current list of effective pages (compare to CAA approved copy)?
3. Manual properly updated?
4. Pertinent portions of manual provided to instructor, checking and
5. administration staff?
6. Tracking of amendments provided to personnel?

D. CURRICULUM & LESSON PLANS

1. Curriculum(s) in use available?
2. Lesson plan(s) in use available?
3. Curriculum(s) and lesson plan(s) current to relevant regulation and
4. industry practices?

E. INSTRUCTOR(S)
1. Adequate staffing/availability for range of training?
2. Knowledge of subjects and procedures?
3. Instruction techniques and delivery?
4. Adherence to lesson plan outline, content and timing?
5. Instructor(s) have proper qualifications?
6. Instructor(s) records up-to-date?
7. Appropriate “O” checklist for evaluation of instructor records completed?

F. CHECKING PERSONNEL
1. Adequate staffing/availability for range of checking?
2. Checking personnel records are available?
3. Checking personnel records up-to-date?
4. Appropriate “O” checklist for evaluation of checking person performance completed?
5. Appropriate “O” checklist for evaluation of checking person records completed?

G. EVALUATION & DEBRIEFINGS

1. Were the acceptable completion standards available?
2. Did the student receive a debriefing regarding performance?

H. COMPLETION OF RECORDS
1. Instructor or checking person made completion entries in student’s record(s)
2. Entries were accurate with respect to the debriefing and the student’s performance?

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I. CLASSROOMS & TRAINING AREAS

1. Number and size adequate for the purpose used?
2. Student seating and writing accommodation?
3. Student visibility accommodation?
4. Student hearing accommodation?
5. Minimal visual and aural distractions?
6. Reasonable heating/cooling/ventilation/lighting?

J. BRIEFING ROOMS FOR PRE-/POST-FLIGHT LESSON

1. Number and size adequate for the task?
2. Adequately furnished and equipped?

K. DOCUMENTS & HANDOUTS

1. Appropriate route and navigation charts available?
2. Appropriate portions of Operations Manual available?
3. Training source materials and examples?
4. Training problems and calculations?
5. Tests and other evaluation tools?

L. EQUIPMENT
1. White boards, markers and erasers?
2. Flight deck pictorial layout available?
3. Overhead projector?
4. Computer projector?
5. Video player?
6. Computer?
7. Special Equipment – System Mockup available?
8. Special Equipment – Synthetic trainer available?
9. Special Equipment – Simulator available?

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APPENDIX 19
DISPATCHER QUALIFICATION INSPECTION GUIDE
The following areas should be inspected and the observation found, should be written down for report making on
Dispatcher Qualification Inspection:

A. QUALIFIED DISPATCHERS
1. Are all dispatchers certified?
2. Have all dispatchers successfully completed a competency check within the eligibility period?
3. Have all dispatchers completed route familiarization within the preceding 12 calendar months?
4. How does the operator ensure that dispatchers are currently familiar with the areas in which they work?
B. KNOWLEDGE OF WEATHER
1. Are dispatchers knowledgeable about the following weather conditions?
2. Surface (fronts, fog, low ceilings, etc.)
3. Upper air (tropopause, jet streams)
4. Turbulence (pressure and temperature gradients)
5. Severe (low-level windshear, microburst, icing, thunderstorms)
6. Can dispatchers read a terminal report, forecast accurately, and interpret the meanings?
7. Can dispatchers read various weather depiction charts and interpret the meanings?
8. Can dispatchers read upper-air charts and interpret the meanings?
C. KNOWLEDGE OF THE AREA
1. Do dispatchers immediately recognize the airport identifiers for the airports in the area in which they are
working?
2. Are dispatchers generally familiar with the airports in the area in which they are working (number and length of
runways, available approaches, general location, elevation, surface temperature limitations)?
3. Are dispatchers aware of which airports, in the areas in which they
4. are working, are special airports, and why?
5. Are dispatchers aware of the terrain surrounding the airports in the
6. areas in which they are working?
7. Are dispatchers aware of dominant weather patterns and seasonal
8. variations of weather in the area?
9. Are dispatchers aware of route segments limited by drift-down?
D. KNOWLEGE OF AIRCRAFT USED
1. Are dispatchers aware of the general performance characteristics of each airplane with which they are working
(such as average hourly fuel burn, holding fuel, engine-out, drift-down height, effect of an additional 50 knots
of wind, effect of a 4,000-foot lower altitude, crosswind limits, maximum takeoff and landing weights, required
runway lengths)?
2. Can dispatchers read and explain all the items on the operator’s flight plan?
E. KNOWLEDGE OF POLICY
1. Are dispatchers knowledgeable of the Ops Specs, particularly such items as authorised minimums?
2. Are dispatchers aware of the policies and provisions of the operator’s manual as discussed under policies and
procedures?
F. KNOWLEDGE OF RESPONSIBILITIES
1. Are dispatchers knowledgeable of their responsibilities under the FORs (such as briefing PIC; canceling,
rescheduling, or diverting for safety; in-flight monitoring; in-flight notification to PIC)?
2. Are dispatchers knowledgeable of their responsibilities under the operator’s manual?
3. Are dispatchers aware of their obligations to declare emergencies?
G. PROFICIENCY
1. Are dispatchers competent in the performance of their assigned duties?
2. Are dispatchers alert for potential hazards?
H. DUTY TIME
1. Are the regulatory duty time requirements being complied with?
I. SUPERVISORS
1. Are supervisors qualified and current as dispatchers?
2. Are competency checks appropriate, thorough, and rigorous?

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APPENDIX 20

DISPATCH FACILITIES AND SUPPORT INSPECTION GUIDE

The following areas should be inspected and the observation found, should be written down for report making on
Dispatch Facilities and Support Inspection:

PHYSICAL
1. Is enough space provided for the number of people working in the dispatch center?
2. Are the temperature, lighting, and noise levels conducive to effective
3. human performance?
4. Is access to the facility controlled?

A. INFORMATION
1. Are dispatchers supplied with all the information they require (such as flight status, maintenance status, load,
weather, facilities?)
2. Is the information effectively disseminated and displayed? Can information be quickly and accurately located
without overloading the dispatcher?
3. Are real-time weather displays available for adverse weather avoidance?

B. DUAL RESPONSIBILITY
1. Can a dispatcher establish rapid and reliable radio communications (voice or ACARS) with the captain when a
flight is parked at the gate?
2. How much time does it take to deliver a message to an en route flight and get a response?
3. Are direct-voice radio communications available at all locations?
4. Are they reliable? If communications facilities are shared with other airlines, does traffic congestion preclude
rapid contact with a flight?
5. If hub-and-spoke operations are conducted, are there adequate communication facilities available to contact
and deliver a message to all arriving flights within a 15-minute period?
6. Are backup communications links available in case of a failure of the primary links?

C. MANAGEMENT
1. Has overall responsibility for operations in progress been assigned to one individual who can coordinate the
activities of all the dispatchers?
2. Have procedures been established for coordinating with central flow control?
3. Have adequate internal communications links been established?

D. WORKLOAD
1. What method does the operator use to show compliance with the requirement to assign enough dispatchers
during periods of normal operations and periods of non-routine operations?
2. Are the operator’s methods adequate?
3. Do dispatchers have enough time to perform both dispatch and flight-following duties in a reasonable manner?

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APPENDIX 21

MODEL AGREEMENT BETWEEN STATES ON THE

IMPLEMENTATION OF ARTICLE 83 BIS OF THE CONVENTION
Model Agreement between [State 1] and [State 2] on the Implementation of Article 83 bis of the Convention

WHEREAS, the Protocol relating to Article 83 bis of the Convention on International Civil Aviation (Chicago, 1944)
(hereinafter referred to as “the Convention”), to which [State 1] and [State 2] are parties, entered into force on 20
June 1997;

WHEREAS Article 83 bis, with a view to enhanced safety, provides for the possibility of transferring to the State
of the Operator all or part of the State of Registry’s functions and duties pertaining to Articles 12, 30, 31 and 32 a)
of the Convention;

WHEREAS, in line with Doc 9760 (Airworthiness Manual), Volume II, Part B, Chapter 10, and in light of Doc 8335
(Manual of Procedures for Operations Inspection, Certification and Continued Surveillance), Part V, it is
necessary to establish precisely the international obligations and responsibilities of [State 1] (State of Registry)
and [State 2] (State of the Operator) in accordance with the Convention;

WHEREAS, with reference to the relevant Annexes to the Convention, this Agreement organizes the transfer
from [State 1] to [State 2] of responsibilities normally carried out by the State of Registry, as set out in Sections 3
and 4 below;

The Government of [State 1], represented by its [Civil Aviation Authority], and The Government of [State 2],
represented by its [Civil Aviation Authority], Hereinafter referred to as “the Parties”, have agreed as follows on the
basis of Articles 33 and 83 bis of the Convention:

ARTICLE I—SCOPE
Section 1. [State 1] shall be relieved of responsibility in respect of the functions and duties transferred to [State
2], upon due publicity or notification of this Agreement as determined in paragraph b) of Article 83 bis.
Section 2. The scope of this Agreement shall be limited to [types of aircraft] on the register of civil aircraft of
[State 1] and operated under leasing arrangement by [operator], whose principal place of business is in [State 2].
The list of aircraft concerned, identified by type, registration number and serial number, is reproduced in
Attachment 1, which also indicates the term of each leasing arrangement.

ARTICLE II—TRANSFERRED RESPONSIBILITIES

Section 3. Under this Agreement, the Parties agree that [State 1] transfers to [State 2] the following functions
and duties, including oversight and control of relevant items contained in the respective Annexes to the
Convention:
Annex 1 — Personnel Licensing, issuance and validation of licenses.
Annex 2 — Rules of the Air, enforcement of compliance with applicable rules and regulations relating to the flight
and manoeuvre of aircraft.
Annex 6 — Operation of Aircraft (Part I — International Commercial Air Transport — Aeroplanes and Part III —
International Operations — Helicopters), all responsibilities which are normally incumbent on the State of
Registry. Where responsibilities in Annex 6, Part I, may conflict with responsibilities in Annex 8 — Airworthiness
of Aircraft, allocation of specific responsibilities is defined in Attachment 2.
Section 4. Under this Agreement, while [State 1] will retain full responsibility under the Convention for the
regulatory oversight and control of Annex 8 — Airworthiness of Aircraft, the responsibility for the approval of line
stations used by the [operator], which are located away from its main base, is transferred to [State 2]. The
procedures related to the continuing airworthiness of aircraft to be followed by the [operator] will be contained in
the operator’s Continuing Airworthiness Management Exposition (CAME). Attachment 2 hereunder describes the
responsibilities of the Parties regarding the continuing airworthiness of aircraft.

ARTICLE III—NOTIFICATION
Section 5. Responsibility for notifying directly any States concerned of the existence and contents of this
Agreement pursuant to Article 83 bis b) rests with [State 2] as the State of the Operator, as needed. This
Agreement, as well as any amendments to it, shall also be registered with ICAO by [State 1] as the State of

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Registry or [State 2] as the State of the Operator, as required by Article 83 of the Convention and in accordance
with the Rules for Registration with ICAO of Aeronautical Agreements and Arrangements (Doc 6685).
Section 6. A certified true copy [in each language] of this Agreement shall be placed on board each aircraft to
which this Agreement applies.
Section 7. A certified true copy of the air operator certificate (AOC) issued to [operator] by [State 2], in which the
aircraft concerned will be duly listed and properly identified, will also be carried on board each aircraft.

ARTICLE IV—COORDINATION
Section 8. Meetings between [State 1-CAA] and [State 2-CAA] will be held at [three-] month intervals to discuss
both operations and airworthiness matters resulting from inspections that have been conducted by respective
inspectors. For the sake of enhanced safety, these meetings will take place for the purpose of resolving any
discrepancies found as a result of the inspections and in order to ensure that all parties are fully informed about
the [operator’s] operations. The following subjects will be among those reviewed during these meetings:
A. Flight operations
B. Continuing airworthiness and aircraft maintenance
C. Operator’s MCM procedures, if applicable
D. Flight and cabin crew training and checking
E. Any other significant matters arising from inspections
Section 9. Subject to reasonable notice, [State 1-CAA] will be permitted access to [State 2-CAA] documentation
concerning [operator] in order to verify that [State 2] is fulfilling its safety oversight obligations as transferred from
[State 1].
Section 10. During the implementation of this Agreement, and prior to any aircraft subject to it being made the
object of a sub-lease, [State 2], remaining the State of the Operator, shall inform [State 1]. None of the duties and
functions transferred from [State 1] to [State 2] may be carried out under the authority of a third State without the
express written agreement of [State 1].

ARTICLE V—FINAL CLAUSES

Section 11. This Agreement will enter into force on its date of signature, and come to an end for aircraft listed in
Attachment 1 at the completion of the respective leasing arrangements under which they are operated. Any
modification to the Agreement shall be agreed by the parties thereto in writing.
Section 12. Any disagreement concerning the interpretation or application of this Agreement shall be resolved by
consultation between the Parties.
Section 13. In witness thereof, the undersigned directors of civil aviation of [State 1] and [State 2] have signed
this Agreement.

For the Government of [State 1] For the Government of [State 2]

[Signature] [Signature]

[Name, title, place and date] [Name, title, place and date]

Attachments:

Attachment 1 — Aircraft Affected by this Agreement

Attachment 2 — Responsibilities of [State 1] and [State 2] Regarding Airworthiness

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APPENDIX 22

CHECKLIST ON THE APPROVAL OF HUD, SVS or CVS

(Reference to FOR (A) para 6.23)

FOS-FORM-CL-206-HUD/SVS/CVS

Air Operator:
OPERATOR’S
Satisfactory/
SUBJECT DOCUMENT REMARKS
Unsatisfactory
REFERENCE

1. HUD TRAINING

HUD training should address all flight operations for which the HUD is designed and operationally
1.1 approved. Some training elements may require adjustments based on whether the aeroplane has a
single or dual HUD installation. HUD training should include the following elements as applicable to the
intended use:
an understanding of the HUD, its
flight path, energy management
concepts and symbology. This
1.1.1 should include operations during
critical flight events (e.g. ACAS
traffic advisory/resolution advisory,
upset and wind shear recovery,
engine or system failure);

HUD limitations and normal

procedures, including
maintenance and operational
checks performed to ensure
1.1.2 normal system function prior to
use. These checks include pilot
seat adjustment to attain and
maintain appropriate viewing
angles and verification of HUD
operating modes;
HUD use during low visibility
operations, including taxi, take-off,
instrument approach and landing
1.1.3 in both day and night conditions.
This training should include the
transition from head-down to
head-up and head-up to head-
down operations;
failure modes of the HUD and the
1.1.4 impact of the failure modes or
limitations on crew performance;
crew coordination, monitoring and
verbal call-out procedures for
single HUD installations with
1.1.5 head-down monitoring for the pilot
not equipped with a HUD and
head-up monitoring for the pilot
equipped with a HUD;
1.1.6 crew coordination, monitoring and
verbal call-out procedures for dual

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HUD installations with use of a

HUD by the pilot flying the aircraft
and either head-up or head-down
monitoring by the other pilot;
consideration of the potential for
loss of situational awareness due
1.1.7 to “tunnel vision” (also known as
cognitive tunnelling or attention
tunnelling);
any effects that weather, such as
1.1.8 low ceilings and visibilities, may
have on the performance of a
HUD;
1.1.9 HUD airworthiness requirements;
Training should include
1.1.10 contingency procedures required
in the event of head-up display
degradation or failure.

2. VISION SYSTEMS

Training should address all flight operations for which the vision system is approved. Training for
2.1 situational awareness should not interfere with other required operations. Training for operational credit
should also require training on the applicable HUD used to present the enhanced visual imagery.
Training should include the following elements as applicable:
an understanding of the system
2.1.1 characteristics and operational
constraints;
normal procedures, controls,
modes and system adjustments
2.1.2 (e.g. sensor theory including
radiant versus thermal energy and
resulting images);
operational constraints, normal
2.1.3 procedures, controls, modes and
system adjustments;
2.1.4 limitations;
2.1.5 airworthiness requirements;
vision system display during low
visibility operations, including taxi,
2.1.6 take-off, instrument approach and
landing; system use for instrument
approach procedures in both day
and night conditions;
failure modes and the impact of
2.1.7 failure modes or limitations upon
crew performance, in particular,
for two-pilot operations;
crew coordination and monitoring
2.1.8 procedures and pilot call-out
responsibilities;
transition from enhanced imagery
2.1.9 to visual conditions during runway
visual acquisition;
rejected landing: with the loss of
2.1.10 visual cues of the landing area,
touchdown zone or rollout area;
2.1.11 any effects that weather, such as
low ceilings and visibilities, may

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have on the performance of the

vision system;
2.1.12 effects of aerodrome lighting using
LED lights;
training should include
2.1.13 contingency procedures required
in the event of system degradation
or failure.
3. OPERATIONAL PROCEDURES

The operational procedures associated with the use of a HUD, vision systems and hybrid systems
3.1 should be included in the Operations Manual. The instructions in the Operations Manual should
include:
any limitation that is imposed by
3.1.1 the airworthiness or operational
approvals;
3.1.2 how operational credit affects:
flight planning with respect to
3.1.2a destination and alternate
aerodromes;
3.1.2b ground operations;

3.1.2c flight execution, e.g. approach ban

and minimum visibility;
Crew Resource Management that
takes into account the equipment
3.1.2d configuration, e.g. the pilots may
have different presentation
equipment;
Standard Operating Procedures,
e.g. use of autoflight systems, call-
3.1.2e outs that may be particular to the
vision system or hybrid system,
criteria for stabilized approach;
3.1.2f ATS flight plans and radio
communication.
4 SAFETY MANAGEMENT SYSTEM
Operator’s Safety Risk
4.1
Assessment

Note 1 — “Vision systems” is a generic term referring to the existing systems designed to provide images, i.e.
enhanced vision systems (EVS), synthetic vision systems (SVS) and combined vision systems (CVS).
Note 2 — Operational credit can be granted only within the limits of the design approval.
Note 3 — Currently, operational credit has been given only to vision systems containing an image sensor
providing a real-time image of the actual external scene on the HUD.

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Remarks:

OVERALL RESULT: Inspector’s

signature:

Satisfactory Name:

Unsatisfactory Date:

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APPENDIX 23

CHECKLIST FOR THE APPROVAL OF ELECTRONIC FLIGHT BAGS

FOS-FORM-CL-207-EFB

Air Operator:

OPERATOR’S Unsatisfactory/
SUBJECT REMARKS
REFERENCE Satisfactory

During approval for the use of an EFB, it shall be ensured that:

the EFB equipment and its associated This item to be
installation hardware, including interaction addressed by
1. with aeroplane systems if applicable, meet AWID Inspector.
the appropriate airworthiness certification
requirements;
the operator has assessed the safety risks
2. associated with the operations supported by
the EFB function(s)-Safety Risk
Assessment;
the operator has established requirements
3. for redundancy of the information (if
appropriate) contained in and displayed by
the EFB function(s);
the operator has established and
4. documented procedures for the management
of the EFB function(s) including any
database it may use;
the operator has established and
5. documented the procedures for the use of,
and training requirements for the EFB and
the EFB function(s).
Overall assessment or remarks:

Name and signature of Inspector

Date:

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APPENDIX 24

GROUND INSTRUCTOR AUTHORIZATION CHECKLIST

For Initial and Renewal
Reference to FOR-H para 13.4 and FOR-A para 15.4
AIR OPERATOR:
FOS-FORM-CL-208-GIA
Date:
REMARKS (For
CAA Nepal use)
S. CAA Nepal REFERENCE/
DESCRIPTION ATTACHMENTS Acceptable/Unacc
No. REGULATIONS
eptable/
Not Applicable
Qualification:
 Pilot
1.  Engineer
 FOO
 Cabin Crew
2. State type of license held:
 CPL (for single-engine and
Helicopters)
 ATPL
 AMT or
Engineering Degree
 FOO
3. Instructor Course attended?
What certificates held?
4. Is the Company Training
Program Approved?
5. CAA Nepal FEE
6. Ground Course conducted in
presence of CAA Nepal
Observer
7. For renewal, evidence of
having conducted at least one
class in the past year.

Overall assessment – SAT/UNSAT

Inspector’s Name and Signature Date

___________________________ ____________________
Chief, Flight Operations Section Date

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INTENTIONALLY LEFT BLANK

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APPENDIX 25

Procedure for the preparation and conduct of a pre-certification meeting

FOD-PROCEDURE [AOC-PROC-01]

PURPOSE:
To prepare for the conduct of a pre-certification meeting with an AOC applicant and to conduct
the meeting.
CIRCUMSTANCES OF USE:
Whenever a prospective applicant to an AOC has submitted a Prospective Operator Pre-
Assessment Statement (POPS).
NOTE: It is also appropriate to use appropriate elements of this procedure when an air
operator intends to add a new aircraft type to the AOC or obtain additional operations
specifications.
REFERENCE CRITERIA:
AOCI Manual
COORDINATION:
Flight operations, airworthiness, cabin safety, Dangerous Goods and Ground handling inspectors
as appropriate.
TASK TO PERFORM:
FSSD management establishes a certification team composed of inspectors having the
appropriate expertise to cover all aspects of the plan operation mentioned in the POPS;
Note- in the case of addition of a new type of the same category of aircraft, POPS form shall not
be required.
FSSD management nominates a certification project manager (team leader);
The certification team reviews the POPS to determine the pre-certification (preliminary) meeting
preparation details;
The team determines the time required to prepare for the meeting and sets a tentative meeting
date;
The project manager assigns specific preparatory tasks to each team member;

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The project manager verifies the availability of an adequate meeting room and makes the
necessary reservation;
The project manager drafts a letter of invitation and a meeting agenda along the lines of the
document outlined in Appendix 1 to this procedure;
Team members assigned to prepare the certification information package to be handed over to
the applicant during the meeting. The package should at least include:
 The applicable regulations;
 The Air Operator Certificate Requirements (AOCR);
 The Flight Operations Requirements (FOR)
 The Nepalese Civil Airworthiness Requirements (NCAR);
 The Air Operator Certificate Guidance Material (AOC GM);
 The Air Operator Certificate Inspector Manual (AOCI);
 All forms to be completed and submitted;
 A schedule of events format and content example; and
 An initial statement of compliance format and content example.

Team members will be assigned responsibilities for the preparation and delivery of specific
speaking points based on the generic pre-certification speaking points template provided in
ATTACHMENT B to this procedure.

END

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ATTACHMENT A to Appendix 25
Pre-certification meeting invitation by means of a letter

[Name of applicant]
[Address of applicant]
Date:__________
Subject: Air Operator Certificate

Sir or Madam,
Further to the prospective operator pre-assessment statement submitted to this office on [insert date],
you and your proposed post holder nominees are kindly invited to meet with the appointed certification team
on [insert date].
The meeting is intended to confirm your intentions, provide you with essential information on the
certification process and answer any question you might have in relation to air operator certification.
The meeting will take place at [insert location] and will start at [insert time].and the agenda is attached for
your kind information.
[closing formula]

[FSSD signature block]

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ATTACHMENT B to Appendix 25

______________________________________________
[NAME OF PROSPECTIVE APPLICANT]

PRE-CERTIFICATION MEETING

________________________
[insert meeting location]

___________________________
[insert meeting start time]

AGENDA

1. Meeting opening
2. Introduction of participants
3. Review of the agenda
4. Administrative and housekeeping considerations
5. Certification process
6. Information package related to certification
7. Formal application preparation
8. Other business
9. Meeting closing

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ATTACHMENT C to Appendix 25

PRELIMINARY CERTIFICATION MEETING – [insert applicant name]

[Identify meeting place and date]

SPEAKING POINTS

NOTE 1: This template is intended to guide in the preparation of a preliminary meeting. Each
presenting team member will need to expand his or her assigned section to have a detailed list of
speaking points so as to prepare for presenting the subject during the meeting.

NOTE 2: The completed speaking points document shall also be used during the meeting as a team
member reminder while presenting the topics and as a checklist to ensure that all listed topics and
aspects have been addressed..

Introduction aspects

1. Welcome and introduction presented by [insert CAAN official name]

i. Opening the meeting and welcome participants

ii. Explain that the meeting is intended to provide information and answer any
question the applicant might have in relation to certification.

iii. Introduction of meeting participants

a) Certification team members

b) Applicant team members

iv. Review of the meeting agenda

a) Read the agenda

b) Ask for comments suggestions

c) Suggest leaving other business open

d) Set break times as appropriate

POPS review and confirmation

2. POPS review and validation presented by [insert CAAN certification team member name]

i. ask for confirmation of each information provided

ii. Note changes provided by applicant

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b) Assess the impact of the changes made affecting the:

i. Certification information package

ii. Identified regulations and requirements

iii. Composition of the certification team

c) Decide upon

i. Continuation of the meeting

ii. Rescheduling of the meeting

Certification process

3. Explanation of the 5 phase certification process presented by [insert CAAN certification team
member name]

a) Phase 1 Preliminary phase

i. This meeting is the main aspect of phase 1

b) Phase 2 formal application phase

c) Phase 3. Document evaluation phase

i. Perhaps the most time consuming phase

d) Phase 4 inspection and demonstration phase

e) Phase 5 certification phase

f) Time required for the completed certification process is expected to be 6

months if there are no problems encountered during the process.

Presentation of the relevant certification package content

4. information by [CAAN certification team member]

a) Outline of Operations and regulations, requirements and guidance

material applicable to the intended operation:

i. .[expand and detail as necessary]

ii. . [expand and detail as necessary]

iii. . [expand and detail as necessary]

iv. . [expand and detail as necessary]

v. . [expand and detail as necessary]

vi. . [expand and detail as necessary]

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b) Explanation of flight operation forms to be used outlining intended use

and required contents:

i. Show and explain form samples

 [list all required forms]

 Explain how to fill each form

ii. Schedule of events

iii. Initial compliance statement

iv. Etc.

c) Identification of non-applicable OPS regulatory provisions based on the

POPS information

i. . [expand and detail as necessary]

ii. . [expand and detail as necessary]

iii. . [expand and detail as necessary]

iv. . [expand and detail as necessary]

v. . [expand and detail as necessary]

vi. . [expand and detail as necessary]

vii. . [expand and detail as necessary]

5. Outline of applicable AIR regulation and guidance material presented by [insert CAAN
certification team member]

a) Listing of applicable AIR regulation, requirements and guidance material

i. . [expand and detail as necessary]

ii. . [expand and detail as necessary]

iii. . [expand and detail as necessary]

iv. . [expand and detail as necessary]

b) . Explanation of airworthiness forms to be used outlining intended use and

required contents

i. Show and explain form samples

 List all required forms
 Explain how to fill each form
ii. Schedule of events
iii. Initial compliance statement
iv. Etc.

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c) Identification of non-applicable AIR regulatory provisions based on the

POPS information

i. . [expand and detail as necessary]

ii. . [expand and detail as necessary]

iii. . [expand and detail as necessary]

iv. . [expand and detail as necessary]

v. . [expand and detail as necessary]

vi. . [expand and detail as necessary]

6. Outline of applicable cabin safety regulation and guidance material presented by [insert
CAAN certification team member name]

a) Listing of applicable cabin safety regulation, requirements and guidance

material

i. . [expand and detail as necessary]

ii. . [expand and detail as necessary]

iii. . [expand and detail as necessary]

iv. . [expand and detail as necessary]

b) . Explanation of cabin safety forms to be used outlining intended use and

required contents

i. Show and explain form samples

 List all required forms
 Explain how to fill each form
ii. Schedule of events
iii. Initial compliance statement
iv. Etc.

c) Identification of non-applicable cabin safety regulatory provisions based

on the POPS information

i. . [expand and detail as necessary]

ii. . [expand and detail as necessary]

iii. . [expand and detail as necessary]

iv. . [expand and detail as necessary]

v. . [expand and detail as necessary]

vi. . [expand and detail as necessary]

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7. Outline of applicable dangerous goods regulation and guidance material presented by [insert
CAAN certification team member name]

a) Listing of applicable dangerous goods regulation, requirements and

guidance material

i. . [expand and detail as necessary]

ii. . [expand and detail as necessary]

iii. . [expand and detail as necessary]

iv. . [expand and detail as necessary]

b) . Explanation of dangerous goods forms to be used outlining intended use

and required contents

i. Show and explain form samples

 List all required forms

 Explain how to fill each form

ii. Schedule of events

iii. Initial compliance statement

iv. Etc.

c) Identification of non-applicable dangerous goods regulatory provisions

based on the POPS information

i. . [expand and detail as necessary]

ii. . [expand and detail as necessary]

iii. . [expand and detail as necessary]

iv. . [expand and detail as necessary]

v. . [expand and detail as necessary]

vi. . [expand and detail as necessary]

Detailed explanation of the formal application preparation and submission

8. Required OPS forms, letters and supporting documentation presented by [insert CAAN
certification team member name]

i. Formal application

 Format of application

 Content of formal application

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ii. Nominated post holders

 Format content of nomination

 Required supporting documents

a) Licences

b) Certificates

c) CV

d) Etc.

iii. Schedule of events

 Intended use

 Format

 Required contents

a) When is training planned (not earlier than 30 days

after submitting a complete Operations Manual Part
D)

b) When will the facilities be available for inspection

c) When will aircraft be available for inspection and

procedure demonstration

d) When will aircraft be available for demonstration

flights

e) Other details and elements agreed with CAAN

iv. Other specific elements as applicable

b) Required Airworthiness forms and supporting documentation presented

by [insert CAAN certification team member name]

i. . [expand and detail as necessary]

ii. . [expand and detail as necessary]
iii. . [expand and detail as necessary]
iv. [expand and detail as necessary]
v. Etc.

9. Operations Manual and other required guidance and procedure manuals or documents to be
submitted as part of the formal application presented by [insert CAAN certification team
member name]

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i. General outline of Operations manual Part A structure and contents

with the possible adjoining manuals such as:

 Mass and balance control manual

 Ground handling manual

 Dispatch manual

 Dangerous goods handling manual

ii. General outline of Operations manual Part B structure and contents

with the possible adjoining manuals such as:

 MEL

 AOM / FCOM

 QRH

 SOP

 Cabin crew manual

iii. General outline of Operations manual Part C structure and contents

with the possible adjoining manuals such as:

 Routes charts

 Aerodromes charts

 Instrument approach charts

 Runway analysis charts

 Etc.

iv. General outline of Operations manual Part D structure and contents

with the possible adjoining manuals such as:

 Training programmes

a) Flight crew

b) Cabin crew

c) Flight operations officers /dispatchers

d) Training centres to be used

e) Instructor qualifications

v. General outline of other required manuals such as:

 Safety Management Manual

 Quality Management Manual

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 Security Manual

 Etc.

10. Airworthiness documents and Maintenance Manuals presented by [insert CAAN certification
team member name]

i. Maintenance control manual

i. . [expand and detail as necessary]

ii. . [expand and detail as necessary]

iii. . [expand and detail as necessary]

iv. Etc.

ii. Maintenance programme

i. . [expand and detail as necessary]

ii. . [expand and detail as necessary]

iii. . [expand and detail as necessary]

iv. Etc.

11. Specific OPS elements absolutely essential for having a formal application accepted by CAAN
presented by [insert CAAN certification team member name]:

1) Operations Manual Part A with a complete structure and at least

containing all administrative and organizational and aspects

2) Nomination of post holders with required supporting documentation

meeting the requirements with supporting documentation

3) Operations Manual Part D

4) Schedule of events

5) Initial compliance statement

12. Specific AIR elements absolutely essential for having a formal application accepted by CAAN
presented by [insert CAAN certification team member name]:

1) . [expand and detail as necessary]

2) . [expand and detail as necessary]

3) . [expand and detail as necessary]

4) [expand and detail as necessary]

5) Etc.

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13. Formal application review for acceptability by CAAN. Presented by [insert CAAN certification
team member name]

The formal application and submitted documentation will be reviewed to ensure that:

i. All forms previously discussed submitted and adequately completed

ii. All required supporting documentation submitted and complete

iii. Letter of nomination for each post holder are submitted with complete required
supporting documentation (Id, CV and evidence of qualification)

iv. All submitted manuals structure and content meet the requirements

v. The initial compliance statement contains all required information

vi. The schedule of events covers all the essential points mentioned earlier and
whatever is intended to be submitted at a later date.

14. Other business

Address any remaining topic, unanswered question or item added as other business
throughout the meeting

i. [expand and detail as necessary]

ii. [expand and detail as necessary]
iii. [expand and detail as necessary]
iv. Etc.
15. Meeting closing by CAAN official [insert CAAN official name]
a) Confirm the respective CAAN and applicant contact focal point
coordinates;
b) Reiterate the application processing time indicating that any response
delay from the applicant would be added to the processing time;
c) Thank all participants
d) Outline availability of team members to answer any question and to
provide advice as required.

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APPENDIX 26

Procedure for the review and acceptance of a

formal AOC application

FOD-PROCEDURE-[AOC-PROC-02]

PURPOSE:
Ensure the applicant‟s formal application is acceptable.
NOTE1:| During initial certification this is an assessment on determining whether the
applicant is able to meet the requirements of the AOCR as mentioned under „Formal
Application Phase.
NOTE2: During the AOC amendment application such as addition of new aircraft type or
special operation use only the applicable elements related to manual amendments, training
programmes and schedule of events. There might be cases where new or replacement of post
holder might be required.
CIRCUMSTANCES OF USE:
During initial certification when an applicant submits a formal application
REFERENCE CRITERIA:
AOCR Chapter 3
AOCI Manual, (Volume I, Chapter 5)
AOC Guidance Material, Chapter 3
COORDINATION:
OPS; AIR; PEL; DG; CC; AVSEC
TASK TO PERFORM:
Review the documents submitted with the application.
For initial certification, the entire certification team (OPS; AIR; PEL; DG; CC) will review
the formal application packageThe certification team will, based on the applicable criteria,
verify that the applicant has submitted all required documents and certificates as mentioned
in the Formal Application Phase Job Aid AOC-002;
 At minimum, the following documents must be submitted:
o First chapter of the Operations Manual, Part A depicting the management
structure and the postb holders responsibilities;
o The letter of nomination of all post holders
o The CV of each individual post holder

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o A schedule of events indicating:

 When the remaining manuals or parts thereof will be submitted;
 The date at which the facilities will be available for inspection;
 The date at which each aircraft will be available for inspection;
 The date at which aircraft will be available for demonstration;
 The date when the flight crew training will begin;
 The date at which the maintenance crew training will begin; and
 The date when the cabin crew training will begin.
o If the training is planned to begin within less than ninety (90) days of the
formal application date, the Operations Manual Part D; and
o The initial statement of compliance covering the manuals submitted with the
formal application.
1. The certification team will review the proposed organizational structure and the
nominated post holders qualifications and verify:
a. Individual post holder CV against the qualification and experience
requirements to verify that each nominated post holder meets can be accepted
to occupy the nominated post (Use the post holder acceptance procedure);
b. That the organizational chart reflects the nominated posts and post holders and
that the hierarchic links comply with the requirements;
c. That the nominated post holder responsibilities are outlined the Manual.
2. Te certification team will perform a summary review of the submitted manuals and
verify that each manual:
a. Is properly identified;
b. Is structured in accordance with the requirements
c. Has a foreword or introduction;
d. Has a table of contents;
e. Provides a record of amendment page;
f. Provides a list of effective pages;
g. Provides amendment instructions;
h. Provides interpretation of abbreviations and symbols;
i. Provides definitions and abbreviations;
3. The certification team will note any identified discrepancy and decide whether the
application can be accepted as submitted or not.

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4. If the application is rejected, a letter indication the reasons substantiating the non-
acceptability of the application will be prepared.
5. A meeting with the applicant will be held to explain the decision and the corrections
to be made for the application to be considered acceptable. The letter mentioned in 5
above can be handed out at the end of the meeting.
6. If the application is considered acceptable, a meeting will be held with the applicant
to confirm the acceptability of the formal application, to explain the next steps to be
taken and to revise and agree on the proposed schedule of events.
END

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ATTACHMENT A to Appendix 26

Verification checklist for the review and ACCEPTANCE of a formal AOC application

FOD-CHECKLIST [FOD-FORM-CL-209]

Date: __________________
Applicant / Air Operator:__________________________________ File No.:_____________
[Insert object of verification]: _______________________
[Insert additional information as required]: _______________________________

No. Requirement S U N/A Observations remarks

1 Management structure ☐ ☐ ☐
2 Post holders responsibilities ☐ ☐ ☐
Post holders nomination
2 ☐ ☐ ☐
letters
3 Post holder CV ☐ ☐ ☐
4 Schedule of events ☐ ☐ ☐
5 Training programme (Part D) ☐ ☐ ☐
Each submitted manual
6 satisfies the 9 verification ☐ ☐ ☐
points
Inspector comments:

Recommendation:

Inspector Signature: FOD Signature:

Date: Date:
Chief, FSSD Signature:
Date:

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APPENDIX 27
Procedure for the verification of Operations Manual Part A

FOD Procedure [AOC-PROC-03]

PURPOSE:
Ensure manual compliance with regulatory requirements and manual consistency and clarity
CIRCUMSTANCES OF USE:
During initial certification phase III, manual verification; and
Whenever reviewing an amendment to an Operations Manual Part A.
REFERENCE CRITERIA:
Civil Aviation Regulation 2058 (2002)
Civil Aviation Requirements (CAR 2)
Air Operator Certificate Requirement (AOCR Appendix X when approved)
Flight Operations Requirements (FOR) (FOR Appendix 1)
Air Operator Certificate Inspector Manual (AOCI)
Air Operator Certificate Guidance Material (AOC GM)
LEAD INSPECTOR
Flight operations inspector
COORDINATION:
Specific chapters of the manual will require coordination with Airworthiness, AVSEC, Cabin Safety, Dangerous
Goods, and the authorized CAAN Medical Officer.
TOOLS TO USE
AOCI Manual, Volume II, Chapter 1 paragraphs 1.2, 1.3 and 1.4.1
AOCI Manual Volume II, Attachment A, Operation Manual Inspection Checklist
A copy of AOCR Appendix X (OM Part A) to be used as a checklist.
Sticky paper notes to flag identified need for correction
Manual evaluation from (preferably soft copy with computer)
Paper to note parallel comments and findings
TASK TO PERFORM:
Use a printed copy of the Appendix as a detailed checklist while performing the task;

Read each paragraph of the manual to:

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 Compare the paragraph read with all applicable requirements

 Compare paragraph and requirements with the content of FOR Appendix 1 (AOCR Appendix X
when approved) and note any discrepancy on a separate piece of paper ;
o Ensure all required aspects are addressed;
o Ensure that the text is clear and sufficiently detailed to provide guidance, is logical and
consistent with other paragraphs or manuals and complies with the applicable regulatory
requirements;
 Identify any inconsistency deficiency or non-compliance between the manual and the requirements;
 Flag the paragraph in the Manual with a sequentially numbered sticky note;
 Note your observation on the Manual Evaluation Form in a manner sufficiently clear for the operator
to understand the issue and the expected correction;
 Once an applicable topic identified in the FOR Appendix 1 (AOCR Appendix X when approved) has
been reviewed, annotate your copy of the Appendix with your remarks;
 Note flagged discrepancies, on the Manual Evaluation form as they are identified;
 Once a chapter of the manual has been completed, indicate the overall assessment of the chapter
subject on the attached checklist [insert check list number]. A single point in the chapter being
flagged would justifies an unsatisfactory assessment.

Note - Use Appendix 28 FSSD Manual Evaluation Form to note discrepancies when evaluating
Manuals/Documents.
END

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ATTACHMENT A to Appendix 27
(Refer to Chapter 1, AOCI Vol. II and Attachment A)

Operations Manual Part A Verification checklist

FOD-CHECKLIST [FOD-FORM-CL-210]

Date: __________________
Applicant / Air Operator:__________________________________ File No.:_____________
Operations Manual Part A: _______________________
Subordinate Manual _________________________________
NOTE: This checklist reflects the draft Operations Manual Part A content provided in the revised Appendix X to the
AOCR or the FOR. Therefore, the inspector should be careful in using the checklist as some of the items are not
reflected in the current FOR Appendix 1.

No. Requirement S U N/A Observations remarks

1 Format and presentation ☐ ☐ ☐
2 Structure of the manual ☐ ☐ ☐
3 Introduction to the manual ☐ ☐ ☐
Amendments, distribution and
4 ☐ ☐ ☐
control
Flight Safety Document
5 ☐ ☐ ☐
System
6 Authorized operations ☐ ☐ ☐
7 Organizational structure ☐ ☐ ☐
8 Nominated post holders ☐ ☐ ☐
Responsibilities and duties of
9 operations management ☐ ☐ ☐
personnel
Authority, duties and
10 responsibilities of the ☐ ☐ ☐
commander
Supervision of the operation by the
11 ☐ ☐ ☐
operator
System of promulgation of
12 additional operational instructions ☐ ☐ ☐
and information
13 Operational control. ☐ ☐ ☐
14 Powers of the Authority. ☐ ☐ ☐
Crew qualification
15 ☐ ☐ ☐
requirements
16 Quality System ☐ ☐ ☐
17 Crew Composition ☐ ☐ ☐
18 Qualification requirements ☐ ☐ ☐

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19 Crew health precautions ☐ ☐ ☐

20 Flight preparation ☐ ☐ ☐
21 Ground handling instructions ☐ ☐ ☐
22 Flight procedures ☐ ☐ ☐
23 All weather operations ☐ ☐ ☐
24 EDTO (ETOPS) ☐ ☐ ☐
25 Use of MEL and CDL ☐ ☐ ☐
26 Non-revenue flights ☐ ☐ ☐
27 Oxygen requirements ☐ ☐ ☐
28 Flight and duty times ☐ ☐ ☐
29 Dangerous Goods and weapons
30 Security
31 Occurrence reporting
32 Rules of the air
33 Safety Management System
Inspector comments:

Recommendation:

Inspector Signature: FOD Signature:

Date: Date:
FSSD Signature:
Date:

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APPENDIX 28

FSSD MANUAL EVALUATION FORM

FSSD Form [FOD-FORM-CL-211]

Name of operator / AMO / ATO: ___________________________________________________ File number: ___________________________

Manual verified: ________________________________________________Evaluation from: __________________to ________________

Inspectors: ______________________________________________________________________________________________________________

MANUAL EVALUATION FORM

In column “No.” write the sequential number of the tag affixed in the manual is to be recorded. The tag is intended to point
at the need for a correction or an amendment. One page may contain more than one tag.
The column “Ref.” is used to indicate the manual reference with page number, Chapter and paragraph number for which a
correction is required.
The column “Observations / Comments” is used to provide a brief explanation of the corrections required, of what is
erroneous, or missing.
All observations or comments appearing on this form need to be formally communicated to the entity responsible for the
manual to obtain the required corrections before accepting or approving a manual.
In the “correction verified and accepted”, the inspector indicates the verification date and initials.
Correction verified and
No. Ref. Observations / Comments accepted
Date Init.

01

02

03

04

05

06

07

08

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09

10

11

12

13

14

Insert additional rows as necessary

GENERAL OBSERVATIONS AND CONCLUSIONS

Initial review of the manual Verification of corrections

Signature of inspectors: Signature of inspectors

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APPENDIX 29

Procedure for the approval / acceptance of air operator manuals

FOD-procedure [AOC-PROC-04]

PURPOSE:
To notify an air operator that a manual or a manual amendment has been approved and provide guidance on
how to proceed to complete the approval process before the approved manual or amendment is distributed.
CIRCUMSTANCES OF USE:
When notifying an operator of the approval of one of his developed manual or manual amendment.
CRITERIA:
N/A
COORDINATION:
N/A
TASK TO PERFORM:
Prepare a letter using the letter template to inform the operator that the manual is considered satisfactory and
is being approved as of ............[date of the letter].
Use one letter for each manual or for each amendment.
Use only the paragraph applicable to the approved document either an amendment or a manual and delete
the bold and italic notes and the non-relevant paragraph from the form letter.
When the manual or manual amendment contains provisions requiring specific approval, use the specific
approval paragraph identifying the specifically approved provision.
If there is no specific provision requiring approval delete the paragraph from the letter.
In case of accepted manuals or manual amendments, use the guidance provided above and simply replace
the words approval / approved by the words acceptance / accepted.

END

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ATTACHMENT ‘A’ to Appendix 29

Sample FOD Form Letter [Insert form letter identification number]

Date: _____________
[Name and address of MD or OD]
[Applicant / Operator name]
[Applicant / Operator address]

Subject: [manual identification] [manual identification amendment] approval

[Sir/title/name]
I wish to inform you that your [Manual title] / [Manual title and amendment number] is approved as of
[date]. Please resubmit two copies of the revised list of effective pages reflecting the approval [date] to
FSSD s. FSSD will conduct an accuracy verification of the list of effective pages and validate the approval
on all pages of the list before sending one validated copy to you.
Use only the following paragraph when approving an amendment to a manual:
After receiving the validated list of effective pages, you are expected to distribute copies of the approved
amendment to the manual holders, including FSSD within [number] workday with specific manual
amendment instructions in accordance with distribution procedure contained in your [Operations Manual
Part A] / [Manual title].
Use only the following paragraph when approving a complete manual:
After receiving the validated list of effective pages, you are expected to distribute copies of the approved
manual to the listed manual holders, including FSSD, in accordance with distribution procedure contained in
your [Operations Manual Part A] / [Manual title].
Use the following paragraph when the manual or amendment contains provisions requiring specific
approval:
In addition to [Manual title] / [Manual title and amendment number] approval, the [specific provision] is
specifically approved.
[Usual closing formula]

[Authorized person signature block]

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APPENDIX 30
Procedure for the verification of an SMS manual
FOD-PROCEDURE [AOC-PROC-05]

PURPOSE:
To verify and accept an air operator SMS manual
NOTE: it may be appropriate for an operator to submit a safety manual which will be growing to full
completion as the SMS plan is implemented.
The manual content reflecting the implemented elements and components of the SMS should be quite
detailed. It might therefore be appropriate to initially only have sketchy information covering the yet to be
implemented components as outlined in the implementation plan.
Therefore, verification of the manual might require several reviews to be conducted throughout the growth
of the manual

CIRCUMSTANCES OF USE:
Whenever an air operator or AOC applicant prepares and submits an SMS manual; or
Whenever an air operator amend or adds additional information to the SMS manual.

REFERENCE CRITERIA:
FOR;
SMS Requirements
AOCI;
ICAO SMM (Doc 9859)

COORDINATION:
Flight operations SMS inspector with SSP Division as appropriate.

TASK TO PERFORM:
Verify that the manual structure to ensure that the manual:
 Is properly identified;
 Has pages adequately formatted and identified as required;
 Has Table Of Contents;
 Has a Record Of Amendment page; and
 Has a List Of Effective Pages.
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Verify whether the manual contains:

 An appropriate safety policy endorsed by the Accountable Manager;
 A safety management structure commensurate to the operation, including:
o A Safety Committee or a Safety Action Group involving operational managers;
o A review board or equivalent;
 Assigned safety responsibilities to individual managers ;
 Details of safety communication processes and procedures;
 Details of safety training programme for personnel commensurate to their safety responsibilities;
 A description on how the SMS is coordinated with the emergency response plan;
 A description of the documentation process and record keeping, including archiving and the
progressive development of the Safety Management Manual;
 A description of how the incident and occurrence reporting systems works;
 A description of the incident and occurrence investigation and analysis process;
 A description of how the voluntary hazard reporting systems works;
 A description of the safety risk management procedure, including risk analysis and assessment
criteria;
 Risk mitigation development process;
 A description of how effectiveness of risk mitigation measures is monitored;
 A description of how ineffective mitigation measures are corrected;
 A description of how the confidential reporting systems works;
 A description of the report followed up and feedback process in relation to each established reporting
system;
 A description of the safety data collection system,
 A description of safety data processing and analysis system, including how high consequences
outcomes are addressed;
 A description of the process to identify measurable high consequence Safety Performance Indicators
(SPI) appropriate to the operation;
 A description of the identified high consequence SPIs;
 A description of the high consequence SPI targets and associated alerts;
 A description of the management of change procedure, including the associated risk analysis;
 A description of the established internal quality audit programme;
 A description of the established external quality audit programme;
 A description of the disciplinary policy and procedures with a clear distinction between unintentional
errors or mistakes and deliberate or gross violations;
 A description of the process to amalgamate hazards identified from occurrence investigation reports
with those identified from the voluntary hazard reporting system;
 A description of how hazard identification and risk management procedures of the subcontractor‟s or
customer‟s SMS where applicable are integrated in the operator SMS;
 A description of safety data processing system of low consequences events;
 A description of the process to identify measurable low consequence Safety Performance Indicators
(SPI) appropriate to the operation;
 A description of the identified low consequence SPIs;
 A description of the low consequence SPI targets and associated alerts;
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 A description of the SMS audit programmes (or how they are integrated with existing internal and
external audit programmes);
 A description of other operational SMS review/survey programmes where appropriate;
 A description of how safety information is shared and exchanged internally;
 A description of how safety information is shared and exchanged externally; and
 A description of the process to to review and analyse hazards/threats in fo rm atio n receiv ed
from relevant external sources and reports;

As the review is performed, complete the FOD-CHECKLIST [FOD-FORM-CL-212] with the appropriate
verification results.
Inform the applicant or the operator of the elements to be either completed or added if any are missing.
When the manual is deemed complete and adequate in light of the implementation plan, inform the operator
of the acceptance or partial acceptance of the manual.

END

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ATTACHMENT A to Appendix 30

Verification checklist for an SMS manual

FOD-CHECKLIST [FOD-FORM-CL-212]

Date: __________________
Applicant / Air Operator:__________________________________ File No.:_____________
[Insert object of verification]: _______________________
[Insert additional information as required]: _______________________________
N/
No. Requirement S U Observations remarks
A
1 Manual structure
2 Safety Policy
3 Safety Management Structure
4 safety responsibilities
safety communication
5
processes
6 Safety Training Programme
Coordination with the
7
Emergency Response Plan
Safety Management
8
Documentation process
incident and occurrence
9
reporting systems
incident and occurrence
10
investigation and analysis
Voluntary Hazard Reporting
11
Systems
Safety Risk Management
12
procedure
13 risk mitigation development
risk mitigation measures
14
monitoring
ineffective mitigation
15
measures correction process
Confidential Reporting
16
Systems
report followed up and feedback
17
process
18 Safety Data Collection System
safety data processing and
19
analysis system
Identification of high
20
consequence (SPI)

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description of the identified high

21
consequence SPI
description of the high
22 consequence SPI targets and
associated alerts
management of change
23
procedure
24 internal quality audit programme
external quality audit
25
programme
disciplinary policy and
26
procedures
Amalgamation of identified
27 hazards from investigation
reports and reporting system
hazard identification and risk
management procedures of
28
the subcontractor‟s or
customer‟s SMS
safety data processing system
29
of low consequences events
Identification of low
30
consequence SPI
identified low consequence
31
SPI
description of the SMS audit
32
programmes
description of other
33 operational SMS
review/survey programmes
description of internal safety
34 information sharing and
exchange
description of external safety
35 information sharing and
exchange
description of the
hazards/threats review
36 in fo rm atio n receiv ed
from relevant external
s ources
Inspector comments:

Recommendation:

Inspector Signature: FOD Signature:

Date: Date:
Chief, FSSD Signature:
Date:

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APPENDIX 31
Procedure for the verification of an SMS implementation plan

FOD-PROCEDURE [AOC-PROC-06]

PURPOSE:
To verify and accept an air operator SMS implementation plan.
CIRCUMSTANCES OF USE:
Whenever an air operator or AOC applicant prepares and submits an SMS implementation plan
REFERENCE CRITERIA:
FOR;
SMS Requirements
AOCI;
ICAO SMM (Doc 9859)
COORDINATION:
Flight operations SMS inspector with SSP Division, as appropriate.
TASK TO PERFORM:
Verify whether the operator has performed a GAP analysis to identify elements already in place which can
be used and those missing or requiring adaptation;
Verify that the GAP analysis has considered all the the points outlined in the SMS requirements and Chapter
5, Appendix 7 of the ICAO Safety Management Manual (Doc. 9859);
Verify to proposed implantation plan to determine whether:
 The Accountable Manager has approved the plan;
 The plan addresses all identified GAPs;
 SMS implementation management responsibilities have been assigned;
 The plan is managed by a qualified individual;
Verify that the plan:

 Implemented with the support of adequate resources;

 Is structured in a phased approach;
 Is coordinated with external organizations where applicable;
 Involves managers having operational responsibilities;
 Assigns specific responsibilities for each task to be performed;
 Provides timelines for each task to be performed;
 Provides milestones;
 Addresses all required components and elements; and
 Can be adjusted as necessary considering the progress made.
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As the review is performed, complete the FOD-CHECKLIST [FOD-FORM-CL-213] with the appropriate
verification results.
Inform the applicant or the operator of the elements to be either completed or added if any are missing.
When the plan is deemed complete and adequate, inform the operator of the acceptance of the plan.

END

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ATTACHMENT A to Appendix 31

Verification checklist for an SMS Implementation Plan

FOD-CHECKLIST [FOD-FORM-CL-213]

Date: __________________
Applicant / Air Operator:__________________________________ File No.:_____________
[Insert object of verification]: _______________________
[Insert additional information as required]: _______________________________

N/
No. REQUIREMENT S U OBSERVATIONS / REMARKS
A
1 GAP analysis performed ☐ ☐ ☐
Accountable manager
2 ☐ ☐ ☐
approval
All identified GAPs
2 ☐ ☐ ☐
addressed
Implementation management
3 ☐ ☐ ☐
responsibilities
Qualified implementation
4
manager
5 Phased approach structure ☐ ☐ ☐
6 External coordination
Operational managers
7 ☐ ☐ ☐
involvement
8 Task responsibilities assigned ☐ ☐ ☐
9 Task timelines ☐ ☐ ☐
10 Mile stones ☐ ☐ ☐
All components and elements
11 ☐ ☐ ☐
included
12 Plan adjustment possibilities
Inspector comments:

Recommendation:

Inspector Signature: FOD Signature:

Date: Date:
FSSD Signature:
Date:

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APPENDIX 32

Procedure for the verification and approval of a Minimum Equipment List

FOD Procedure [AOC-PROC-07]

PURPOSE:
Perform a joint airworthiness and flight operation review of an MEL to ensure all requirements are met
before granting approval
CIRCUMSTANCES OF USE:
When an operator submits an MEL for approval
When the operator submits a revision to the MEL
REFERENCE CRITERIA:
Master MEL (MMEL) issued by the type certificate holder, at the latest approved revision
AOCR
FOR
NCAR
Air operator approved Operations Specifications
Aircraft file with installed equipment and configuration information
COORDINATION:
Flight operations and airworthiness
TOOLS
MEL review Check list
Note pad
Stickers
TASK TO PERFORM:
NOTE: The flight operations and the airworthiness inspector will review the MEL independently after which
they will perform a joint review and establish a report. Each inspector will make use of the checklist which
will be the basis for the review report.
Obtain a copy of the latest MMEL revision;
Verify that the below elements are identical to that of the MMEL:
 MMEL date and revision number used for the development of the MEL;
 Table of contents;

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 Definitions & abbreviations;

(Pay particular attention to repair interval categories)
 Preamble.
Proceed line by line to verify:
 That the ATA numbers match those of the MMEL;
 That the nomenclature description is the same as in MMEL;
 That the number installed matches both the MMEL and is reflecting the aircraft configuration;

Verify that number required for dispatch is not less restrictive than that of the MMEL;
For any item indicated “as required by regulations” in the MMEL, verify that the operator has indicated the
number required by the AOCR, the FOR, the NCAR or other applicable regulation. (This could influence the
number installed and the number required).
Verify the repair interval category are no less restrictive that those of the MMEL
Verify the remarks column
 Special conditions
o As required by regulations (See above);
o Combination of defects;
o Etc.
 “O” procedures
o As in MMEL if there is one;
o In accordance with the authorized Operations Specifications requirements;
o In accordance with the operator applicable approved procedures;
 “M” procedures
o As required in MMEL if a procedure is specified;
o Reflects the approved operator specific maintenance procedures for the intended operation;
Verify that the MEL does not contain elements not covered in the MMEL
Verify the LEP is complete and accurate after all other elements have been assessed as satisfactory

END

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ATTACHMENT A to Appendix 32

MEL Verification checklist [Insert object of verification]

FOD / AID –Checklist [FOD-FORM-CL-214]

Date: __________________
Air Operator:__________________________________ File No.:_____________
MEL of Type Aircraft: _______________________

No. Requirement S U Observations remarks

MEL revision status matches
1
the latest MMEL revision
☐ ☐
MEL preamble matches that
2
of the MMEL
☐ ☐
Table of contents matches
3 ☐ ☐
that of the MMEL
Definitions & abbreviations
4 ☐ ☐
match that of the MMEL
ATA numbers match those of
5
the MMEL ☐ ☐
The nomenclature description
6
is the same as in MMEL ☐ ☐
The number installed matches
7
the MMEL and aircraft ☐ ☐
the number required is not
8 ☐ ☐
less restrictive than MMEL
Repair interval category are
9 no less restrictive than
MMEL
10 Special conditions
11 “O” procedures
12 “M” procedures
13 LEP

FOD Signature:
Date:

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APPENDIX 33
Procedure for the ACCEPTANCE of a Special Operation authorization
application (Operations Specification)

FOD-PROCEDURE [AOC-PROC-08]

PURPOSE:
To determine the acceptability of a new application for an operations specification.
CIRCUMSTANCES OF USE:
Whenever an air operator submits an application to add an operation specification to the AOC
REFERENCE CRITERIA:
FOR, NCAR
COORDINATION:
The application will be jointly reviewed by Flight operations and Airworthiness inspectors
TASK TO PERFORM:
Verify the application package to ensure that it contains:
 Evidence of the aircraft capability as indicated in the aircraft certification documents and aircraft
manuals;
 Amendment proposals relevant parts of the CAMO exposition manual and Maintenance programme
appropriate to support the intended additional operation;
 The maintenance technician training programme, if applicable;
 Amendment proposals relevant parts of the operations manual for the addition of appropriate
operating procedures;
 The flight crew training programme, if applicable;
 Amendment proposal to the dispatch procedures, if applicable;
 Amendment proposal to the flight dispatcher training programme, if applicable; and
 Flight Operation Safety Assessment (FOSA) if applicable.
If one or more required elements has not been submitted, FSSD will, in writing, inform the applicant that (1)
the submitted package is incomplete and (2) cannot be processed until the complete application package is
submitted;

If the package is complete, FSSD will acknowledge reception of the package in writing indicating that the
application has been accepted and will be processed;

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ATTACHMENT A to Appendix 33

Verification checklist for the ACCEPTANCE of a Special Operation authorization

application (Operations Specification)

FOD-CHECKLIST [FOD-FORM-CL-215]

Date: __________________
Applicant / Air Operator:__________________________________ File No.:_____________
Insert additional information as required]: _______________________________

N/
No. Requirement S U Observations remarks
A
1 Aircraft capability ☐ ☐ ☐
2 CAMOE ☐ ☐ ☐
2 Maintenance programme ☐ ☐ ☐
Maintenance technician training
3 ☐ ☐ ☐
programme
4 OM amendment ☐ ☐ ☐
5 Flight crew training programme ☐ ☐ ☐
6 Dispatch procedures ☐ ☐ ☐
7 Dispatch training programme ☐ ☐ ☐
Flight Operation Safety
8 ☐ ☐ ☐
Assessment
9 ☐ ☐ ☐
10 ☐ ☐ ☐
11 ☐ ☐ ☐
12 ☐ ☐ ☐
Inspector comments:

Recommendation:

Inspector Signature: FOD Signature:

Date: Date:
Chief, FSSD Signature:
Date:

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APPENDIX 34
Procedure for the verification and APPROVAL of special operation authorization
application (Operations Specifications)

FOD-PROCEDURE [AOC-PROC-09]

PURPOSE:

To assess whether the applicant has satisfied all the requirements applicable to the OPS SPEC applied for.
NOTE: This is a general procedure and there might be cases where the applicable requirements outline
additional elements not covered in this procedure. In such a case, inspectors are responsible to verify those
additional elements and to report them manually in the associated checklist.
CIRCUMSTANCES OF USE:
Whenever an air operator submits an application to add an operation specification to the AOC.
REFERENCE CRITERIA:
FOR
NCAR
COORDINATION:
Flight operations and Airworthiness
TASK TO PERFORM:
Verify each document submitted by the operator against the applicable regulation or requirement to ensure
compliance with all applicable requirements.
The verification will be performed for each of the following documents according to their applicability in
relation to the authorization sought:
 Aircraft capability evidence;
 CAMO exposition manual amendment;
 Maintenance programme amendment;
 Maintenance technician training programme;
 Operations Manual Part A amendment;
 Operations Manual Part B amendment
 MEL amendment
 Operations Manual Part C amendment;
 Operations Manual Part D amendment;
 Dispatch Manual or procedures amendment;
 Dispatcher training programme;
 Flight Operation Safety Assessment, etc.;

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 When there is a specific procedure to verify a document or a procedure, the specific procedure shall
be used to assess that document or procedure and the assessment results indicated on the
corresponding check list.
 The assessment results recorded on specific checklists shall be summarized in the appropriate field of
the checklist [FOD-FORM-CL-216] associated with this procedure.
 Special operation (Operation specification) approval
 While some of the submitted elements might be deemed satisfactory and other not, FSSD will not
issue independent approval of such individual package elements. An approval will be granted only
when all elements have been deemed satisfactory.
 However, in the case of training programmes, FSSD could issue a provisional approval of individual
training programme allowing for the training to take place. Training programme approval may be
conditional to satisfactory monitoring report but in any case should be included with the OP SPEC
approval.
 The approval of the request will be all inclusive and granted only when all requirements are
complied with and after a satisfactory assessment of all applicable elements;
 The approval will be granted through a letter indicating specific approval of each required element
with the attached amended AOC operations specification document.

END

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ATTACHMENT A to Appendix 34

Verification checklist APPROVAL of special operation authorization application

(Operations Specifications)

FOD-CHECKLIST [FOD-FORM-CL-216]

Date: __________________
Applicant / Air Operator:__________________________________ File No.:_____________
[Insert additional information as required]: _______________________________

N/
No. Requirement S U Observations remarks
A
1 Aircraft capability ☐ ☐ ☐
CAMO exposition manual
2 ☐ ☐ ☐
amendment
Maintenance programme
2 ☐ ☐ ☐
amendment;
Maintenance technician
3 ☐ ☐ ☐
training programme;
Operations Manual Part A
4 ☐ ☐ ☐
amendment;
Operations Manual Part B
5 ☐ ☐ ☐
amendment
6 MEL amendment ☐ ☐ ☐
Operations Manual Part C
7 ☐ ☐ ☐
amendment;
Operations Manual Part D
8 ☐ ☐ ☐
amendment;
Dispatch Manual or
9 ☐ ☐ ☐
procedures amendment;
Dispatcher training
10 ☐ ☐ ☐
programme;
Flight Operation Safety
11 ☐ ☐ ☐
Assessment;
12 ☐ ☐ ☐
Inspector’s Comments:

Recommendations:

Inspector Signature: FOD Signature:

Date: Date:
Chief, FSSD Signature:
Date:

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APPENDIX 35
Procedure for the conduct of a multi-disciplinary flight inspection

FSSD-Procedure [AOC-PROC-10]

PURPOSE:
To prepare for a multi-disciplinary flight inspection
CIRCUMSTANCES OF USE:
Whenever an air operator is required to perform a demonstration or proving flight or when an operator
will conduct an initial flight to a new destination.
REFERENCE CRITERIA:
AOCR
FOR
DGR
AOCI
CCTM
COORDINATION:
Flight operations (FOI), airworthiness (AI), cabin safety (CSI), Ground handling (GHI) and Dangerous
Goods (DGI) inspectors as appropriate
TASKS TO PERFORM:
INSPECTION PREPARATION
a) The air operator POI and the FOD Manager will
 Identify the nature of the flight;
 Identify the expertise required to perform the inspection;
 Appoint the necessary inspection team; and
 Identify and assign the tasks to be performed.

b) The inspection team members, each in his or her area of expertise, will review the air operator
manuals and documents submitted with the addition of new sector application to:
 Become familiar with the operation to be inspected;
 Ensure that the necessary manual and procedure amendments, if any is required, have been
Approved or accepted as required;
 Identify and note the specific critical aspects to verify;

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ACTUAL INSPECTION
OUTBOUND FLIGHT
1. Flight crew training or familiarization (FOI)
a. Verify that the assigned crew has received:
i. The required familiarization for the intended route and aerodrome;
ii. The required training in the case of a difficult aerodrome
iii. The information on who and how the following services will be provided at
destination:
1. Passenger handling
2. Aircraft servicing;
3. Line maintenance;
4. Aircraft loading
5. Dispatch and flight planning services;
6. Load control;
2. Dispatch or Operations Control Centre (OCC) system (FOI)
a. Verify that the dispatchers have been trained and qualified to:
i. Obtain the required overflight authorizations;
ii. Adequately plan and release the intended flight;
iii. Perform appropriate flight following along the intended route.
b. Monitor dispatcher flight preparation:
i. Weather
ii. NOTAMs
iii. Contingency measures
iv. Overflight authorizations
v. MEL
vi. Fuel requirements
vii. Performance limitations
viii. Mass and balance
ix. Operational flight plan
x. ATC flight plan.
3. Monitor flight crew preparation (FOI)
a. Dispatcher briefing with review of:
i. Weather;

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ii. NOTAMs;
iii. Aircraft status;
iv. Mass and balance;
v. Required fuel;
vi. Contingency plans;
vii. Performance;
viii. Facilities and services available at destination, including points of contact;
ix. Other aspects relevant to the flight.
b. Monitor flight crew review and discussion of the documents and briefing points;
4. Ground handling at departure (GHI, AI)
a. Verify that the air operator ground handling procedures are effectively implemented:
i. Inspect the area around the aircraft to determine whether markers at the wings and tail
to prevent vehicle from damaging the aircraft;
ii. Monitor cargo/baggage loading and securing in the cargo holds (DGI as appropriate);
iii. Monitor service vehicles approaching the aircraft (Cargo / baggage carts, catering
units, fuel bowsers /pumps, passenger buses, Etc.
iv. How vehicles are guided to prevent damage.
5. Aircraft servicing (AI)
a. Verify maintenance aircraft release (CRS) procedure, if applicable;
b. Monitor maintenance physical aircraft inspection ;
c. Verify Log book entries;
d. Verify deferred maintenance action items.
6. Monitor fuelling procedures (AI, CSI, FOI)
a. Ground line to earths and bowser
i. Connect and disconnect sequence
b. Communications between aircraft and fuelling crew (Most important when passengers are on
embarking, board, or deplaning);
7. Monitor embarking passenger movement on the ramp (GHI, CSI, AI)
6) Monitor how disembarking passenger circulation on the ramp is controlled and monitored to
prevent passengers:
a) Being injured;
b) Accessing unsafe areas;
c) Getting close to the aircraft in areas other than the access stairway.

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8. Cabin crew Inspection (CSI)

NOTE: Use the Air operator in-flight cabin inspection checklist/report (AOCI Attachment L).
Fill the first information block a on the checklist on the ground after the cabin crew briefing
from the Captain; and
Although not indicated on the checklist, verify and note all cabin crew members‟ identity and
licences on the back of the check list.
a. Proceed to the aircraft with the cabin crew and monitor:
i. Briefing from captain
ii. Briefing from in charge or lead cabin crew
iii. Cabin verification and preparation
iv. All equipment verification and specific questions (all aspects of the checklist sections
A and B) are to be covered before passenger boarding;
v. Catering delivery and handling in the galleys;
b. From passenger boarding, quietly observe the cabin crew performance without interfering or
making any intervention unless there is an immediate safety concern;

NOTE: Record your observations and remarks to be discussed during the debriefing after the return
flight.
9. Flight crew inspection (FOI)
NOTE: Use the Air operator in-flight cockpit inspection checklist/report (AOCI Attachment K)
Fill the first information block and item A-1 on the checklist on the ground after the dispatch
briefing;
B-1 first 6 items can be completed while monitoring the dispatch briefing;
Aircraft documents and manuals are to be verified either when entering the flight deck or
during flight (Item A-6);
a. Proceed to the aircraft with the flight crew;
i. Monitor the flight deck preparation in accordance with operator procedures:
1. Documents
2. Safety and emergency equipment;
ii. Observe the flight crew member performing the outside aircraft inspection (walk
around) in accordance with operator procedures;
b. From the flight deck preparation and configuration (last point in B-1), monitor quietly the
flight crew performance and observe all aspects contained in the remaining parts of the
Attachment K checklist.

NOTE: Record your observations and remarks to be discussed during the debriefing after the return
flight.

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10. Monitor disembarking passenger movement on the ramp (GHI, CSI, AI), if applicable
7) Monitor how passenger circulation on the ramp is controlled and monitored to prevent
passengers:
a) Being injured;
b) Accessing unsafe areas;
c) Getting close to the aircraft in areas other than the access stairway

INBOUND FLIGHT
11. Ground handling at new destination (GHI, AI)
a. Verify that the air operator ground handling procedures are effectively implemented:
i. Inspect the area around the aircraft to determine whether markers at the wings and tail
to prevent vehicle from damaging the aircraft;
ii. Monitor cargo/baggage loading and securing in the cargo holds (DGI as appropriate);
iii. Monitor service vehicles approaching the aircraft (Cargo / baggage carts, catering
units, fuel bowsers /pumps, passenger buses, Etc.
iv. How vehicles are guided to prevent damage.
12. Aircraft servicing (AI)
a. Verify maintenance aircraft inspection;
b. Verify maintenance release procedure, if applicable;
c. Monitor maintenance physical aircraft inspection ;
d. Verify Log book entries, as applicable;
e. Verify new deferred maintenance action items, if applicable.
13. Monitor fuelling procedures (AI, CSI, FOI)
a. Ground line to earths and bowser
i. Connect and disconnect sequence
ii. Communications between aircraft and fuelling crew (Most important when passengers
are on embarking, board, or deplaning);
14. Dispatch and flight preparation (FOI)

a. Verify that dispatch and flight preparation are performed in accordance with the air operator
procedures and the documents submitted with the application flight preparation and how the
crew receives/obtain necessary information and briefings concerning:
i. Weather
ii. NOTAMs
iii. MEL

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iv. Fuel requirements

v. Performance limitations
vi. Mass and balance
vii. Operational flight plan
viii. ATC flight plan
ix. Other relevant aspects.
15. Cabin crew Inspection (CSI)
NOTE: Use another copy of the Air operator in-flight cabin inspection checklist/report (AOCI
Attachment L) to record your observations concerning the inbound flight.
a. Monitor catering delivery and handling in the galleys;
b. Monitor cabin cleaning (as applicable)
i. How cabin crew or other air operator staff supervise cleaning;
c. Monitor cabin check performed after passengers left the aircraft and before passengers
embark;
d. From passenger boarding, quietly the cabin crew performance without interfering or making
any intervention unless there is an immediate safety concern
NOTE: Record your observations and remarks to be discussed during the debriefing after the flight.
16. Flight crew inspection (FOI)
NOTE: Use another copy of the Air operator in-flight cockpit inspection checklist/report (AOCI
Attachment K) from the last point in B 1.
a. Proceed to the aircraft with the flight crew;
i. Monitor the flight deck preparation in accordance with operator procedures:
ii. Observe the flight crew member performing the outside aircraft inspection (walk
around) in accordance with operator procedures;
b. From the last point in B-1 of Attachment K, monitor quietly the flight crew performance and
observe all aspects contained in the remaining parts of the checklist.
NOTE: Record your observations and remarks to be discussed during the debriefing after the flight.
17. Flight debriefing (FOI, AI, CSI, GHI, DGI)
a. Under the guidance of the team leader, each inspector will present the observations made, but
to address only those elements directly related to what the flight and cabin crew could correct
or change with a brief overview of the observations or findings to be directed at the company
through the report.
18. Checklist completion
a. Each team member is to provide the team leader with a copy of their respective completed
checklist.
b. The team leader will complete the checklist [FOD-FORM-CL-217 and others as appropriate]
based on the information and checklists provided by the team members.

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19. Inspection report

a. Each participant will prepare an inspection report highlighting the following points:
i. Description of the tasks performed;
ii. Findings requiring corrective actions
1. For each finding, indicate, based on the finding category, a timeframe, within
which corrective actions is required to be implemented.
iii. Positive points observed; and
iv. General conclusion.
b. The inspection team leader will consolidate all inputs and prepare the all-inclusive inspection
report.
c. The consolidated inspection report will be reviewed and validated by the inspection team;
and
d. The inspection report will be sent to the operator and a copy kept in the operator file.

END

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ATTACHMENT A to Appendix 35
Multi-disciplinary Flight Inspection checklist
FOD-CHECKLIST [FOD-FORM-CL-217]

Date: __________________
Applicant / Air Operator:__________________________________ File No.:_____________
[Insert object of verification]: _______________________ [Insert additional information as required]:
_______________________________

N/
No. Requirement S U Observations remarks
A
OUTBOUND segment
Flight crew training or
1 ☐ ☐ ☐
familiarization
2 Dispatch or OCC system ☐ ☐ ☐
3 flight crew preparation ☐ ☐ ☐
4 Ground handling ☐ ☐ ☐
5 Aircraft servicing ☐ ☐ ☐
6 Fuelling procedures ☐ ☐ ☐
Embarking passenger
7 ☐ ☐ ☐
movement
8 Cabin inspection ☐ ☐ ☐
9 Flight deck inspection ☐ ☐ ☐
Disembarking passenger ☐
10 ☐ ☐
movement
INBOUND segment ☐ ☐ ☐
11 Dispatch or OCC system ☐ ☐ ☐
12 flight crew preparation ☐ ☐ ☐
13 Ground handling ☐ ☐ ☐
14 Aircraft servicing ☐ ☐ ☐
15 Fuelling procedures ☐ ☐ ☐
Embarking passenger ☐
16 ☐ ☐
movement
17 Cabin inspection ☐ ☐ ☐
18 Flight deck inspection ☐ ☐ ☐
Team leader inspector comments:

Recommendation:

Team leader inspector Signature: FOD Signature:

Date: Date:
Chief, FSSD Signature: AWID Signature:
Date: Date:

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APPENDIX 36
Procedure to follow-up on proposed corrective actions
FOD-Procedure [AOC-PROC-11]

PURPOSE:
Take or plan follow-up actions in relation to corrective actions submitted
CIRCUMSTANCES OF USE:
This procedure is to be used when an operator has submitted an acceptable corrective action plan.
REFERENCE CRITERIA:
The applicable audit or inspection findings;
The accepted corrective action plan submitted by the operator.
Air operator Operations Manual and other Manuals as applicable to findings and proposed corrective
actions;
Air operator file.
COORDINATION:
Flight operations, cabin safety, dangerous goods, and airworthiness as appropriate to the audit or inspection
findings.
TOOLS TO USE
Computer
FOD CAP tracking worksheet;
Word document.
TASK TO PERFORM:
Review each proposed corrective against the relevant finding and:
1. Determine whether each element of each finding is adequately addressed;
a. If the answer is no, proceed to number 2
b. If the answer is yes proceed to number 3
2. On a separate Word document, list the finding/corrective action reference and identify the missing
element to be notified to the operator;
3. Identify the date(s) at which the action(s) is (are) planned to be completed
a. There could be a date related to the short term action;
b. There could be a different date related to the long term action

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4. Complete the Excel sheet (example provided below) in the following manner for actions listed in
accordance with 1 b. and 3 a. and b. above:
a. Indicate the finding reference number and the subject in the left column of the Excel
worksheet;
b. Indicate the finding / action subject in the adjacent column
c. Indicate a check mark or X in a period after the date identified in 3 a. above to conduct a
follow-up implementation inspection on the associated short term action;
d. Indicate a check mark or X in a period after the date identified in 3 b. above to conduct a
follow-up implementation inspection on the associated long term action;
e. If the action implementation has been completed and does not require further validation
inspection such as manual amendments having been submitted and approved, highlight the
check mark or X in green colour;
5. Complete the Excel sheet in the following manner for actions listed in accordance with 1 a. and 2
above or if no implementation date or no indication that the action has been taken :
a. Highlight the finding reference number and subject in red;
b. Ensure the necessary details are reflected in the word document referred to in point 2 above.
6. Once the entire review of the entire corrective action plan has been completed, the follow-up
inspections plan should be followed upon.

END

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ATTACHMENT A to Appendix 36
EXAMPLE FOD CORRECTIVE ACTION FOLLOW-UP AND TRACKING FORM
(only Excel worksheet to be used)

CORRECTIVE ACTION PLAN FOLLOW-UP

AIR OPERATOR NAME

SEPTEMBER

NOVEMBER

DECEMBER
FEBRUARY
NUMBER
FINDING

OCTOBER
JANUARY

AUGUST
MARCH

FINDING / CAP
APRIL

JULY
JUNE
MAY

FOLLOW-UP REMARKS
ACTIONS PLANNED

Add rows as necessary

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ATTACHMENT B to Appendix 36

FOD corrective action plan deficiencies form letter

[Insert form letter identification number]

Date: __________________

[Name and address of MD or OD]

[Applicant / Operator name]
[Applicant / Operator address]

Subject: Corrective action plan follow-up

[Sir/title/name]
In preparation to conduct follow-up activities on the action plan you have submitted on [date], we have identified that
some of the proposed actions did not completely address the related finding or did not provide a proper completion
target date.
The missing elements or dates are outlined in the attached document with the identification and subject of the finding
allowing you to update the identified incomplete actions in a timely manner.
You are hereby requested to submit the updated actions no later than [date, which should not exceed 30days from the
date of the letter]
[Usual closing formula]

[Authorized person signature block]

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ATTACHMENT C to Appendix 36

FOD corrective action plan deficiencies list form

__________________________
[Insert form identification number]

Name of operator: _______________________________________________________ File number: ___________________________

Audit ☐ Date___________________ Inspection ☐ Date_____________________

Corrective Action Plan (CAP) submission date ________________________________________________

FINDING FINDING / CORRECTIVE ACTION

Observations / Comments
NUMBER SUBJECT

Add additional rows as necessary

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APPENDIX 37
Procedure for the addition of a new destination on the AOC
FOD-Procedure [AOC-PROC-12]

PURPOSE:
To verify that the operator has performed the necessary preparation work before conducting an initial flight
to a new destination.
CIRCUMSTANCES OF USE:
When an Air Operator applies to have a new destination added to an existing AOC
REFERENCE CRITERIA:
AOCR
AOCI
COORDINATION:
Flight operations, airworthiness, cabin safety and Ground handling inspectors.
TASK TO PERFORM:
1. Review the characteristics of the route to be flown and of the destination airport;
Review the Operations Manual Part A to determine whether the current procedures are adequate for
the new route and destination or whether there is a need to amend them;
2. If an amendment is necessary, request an amendment proposal to be submitted for review, and
review the amendment proposal to determine whether it is adequate for the new route and
destination;
3. Review the flight crew route and aerodrome familiarization or training as required by the level of
difficulty associated with the new route and destination;
4. Review the Operator Dispatch or OCC Manual to determine whether the current procedures are
adequate for the new route and destination or whether there is a need to have the procedures
amended and specific training;
5. If an amendment is necessary, request an amendment proposal to be submitted for review, and
review the amendment proposal to determine whether it is adequate for the new route and
destination;
6. Review the operator plans to address the following aspects at the new destination:
 Passenger handling;
 Security;
 Aircraft servicing;
 Line maintenance;
 Aircraft refuelling;
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 Load with mass and balance control;

 Dispatch, flight planning and flight release;
7. When the operator opts for using a local service provider, obtain and review the applicable
contractual service agreement(s) the operator has entered to determine whether all aspects of point
are well covered and are consistent with the operator‟s procedures;
8. Determine whether the operator retains the entire responsibility over the sub-contracted tasks; and
9. Determine whether the operator quality system has established and implemented provisions to
review and ensure the conformity of the sub-contracted services provided.
10. Prepare for the conduct of a multi-disciplinary flight inspection of the inaugural flight.

END

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ATTACHMENT A to Appendix 37

Verification checklist [Insert object of verification]

FOS-FORM [FOD-FORM-CL-218]

Date: __________________
Applicant / Air Operator:__________________________________ File No.:_____________
[Insert object of verification]: _______________________
[Insert additional information as required]: _______________________________

N/
NO. REQUIREMENT S U OBSERVATIONS REMARKS
A
Operations Manual Part A
1 ☐ ☐ ☐
procedures
Operations Manual Part A
2 ☐ ☐ ☐
amendment
Dispatch / OCC Manual
2 ☐ ☐ ☐
procedures and training
Dispatch / OCC Manual
3 Amendment (procedures and ☐ ☐ ☐
training)
Sub-contract service
4 ☐ ☐ ☐
agreement (AWID/FOD)
5 Passenger Handling ☐ ☐ ☐

6 Security; ☐ ☐ ☐
Destination Aircraft
7 ☐ ☐ ☐
servicing; (AWID)
Destination Line
8
maintenance; (AWID)
Destination Aircraft
9
refuelling; (AWID)
Destination Load with mass
10
and balance control;
Destination Dispatch, flight
11
planning and flight release;
Operator retaining
12
responsibility (AWID/FOD)
13 QA system (AWID/FOD)

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Inspector comments:

Recommendation:

Inspector Signature: FOD Signature:

Date: Date:
Chief, FSSD Signature: AWID Signature
Date: Date;

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APPENDIX 38
Procedure for the review of a method to establish Aerodrome Operating Minima

FOD-PROCEDURE [AOC-PROC-13]

PURPOSE:
Review verify and approve the methodology used by an air operator to establish aerodrome operating
minima for take-off, approach and landing.
CIRCUMSTANCES OF USE:
When performing initial verification of an air operator operations manual;
When reviewing an amendment to flight operation manual having an effect on operating minima such as the
addition of an operation specification allowing for lower minima; or
When the operator makes a change to the method of establishing Aerodrome Operating Minima.
REFERENCE CRITERIA:
FOR, section 4.8;
CAAN Manual for the Determination and Approval of the Aerodrome Operating Minima (AOM);
ICAO Manual of All-Weather Operations (Doc 9365);
ICAO PANS-OPS, Volume II, Construction of visual and instrument flight procedures (Doc 8168)
COORDINATION:
Flight operations and procedure design specialist as required.
TASK TO PERFORM:
1. Verify the intended method the operator has opted for and determine whether the operator is:
a. Using the operating minima developed by the State of the aerodrome and published in that
State AIP appropriate for the aircraft category operated;
b. Using the operating minima developed by the State of the aerodrome and appropriate for the
aircraft category operated but published by a commercial publisher such as Jeppesen, LIDO,
or by other similar publisher; or
c. Developing his own aerodrome operating procedures and operating minima;

2. In the case of a) or b) above, verify that the air operator has indicated that the Aerodrome Operating
Minima will be those provided by the State of the aerodrome and published either in the State of the
aerodrome AIP or published by a commercial publisher such as Jeppesen, LIDO, or other provider.

3. In the case of c), verify that the operator has described the entire process used to establish
Aerodrome Operating Minima to ensure adequate obstacle clearance during take-off, approach and
missed approach phase of flights applicable to each category of aircraft operated;

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4. With the assistance of a qualified approach procedures design expert, verify that the method
described by the operator ensures that the Aerodrome Operating Minima provide adequate obstacle
clearance.

5. Once the inspector is satisfied that the operator methodology will provide for adequate obstacle
clearance during take-off, approach and missed approach phase of flights applicable to each category
of aircraft operated, the inspector will draft a specific letter of approval.

END

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APPENDIX 39
Element requiring specific approval
as required by the Annex 6, Part I SARPs

Applicable
Approved

Approved
Not

Not
Approval Means of
Element requiring specific approval
Date Approval
Select appropriate one
The method for establishing minimum flight
1 Letter
altitudes;
The method of determining Aerodrome
2 Letter
Operating Minima;
Additional requirements for single pilot
3 operations under the instrument flight rules OPS SPEC
(IFR) at night;
Flight time, flight duty periods and rest
4 Letter
periods;
5 Specific extended range operations; OPS SPEC
Additional requirements for operations of
single-engine turbine-powered aeroplanes at
6 OPS SPEC
night and/or in instrument meteorological
conditions (IMC);
Aircraft-specific minimum equipment list
7 Letter
(MEL);
8 Performance-based navigation operations; OPS SPEC

9 MNPS operations; OPS SPEC

10 RVSM operations; OPS SPEC

11 LVO OPS SPEC
12 All Training Programs Letter
13 Carriage of Dangerous Goods OPS SPEC

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APPENDIX 40

Procedure for the verification and acceptance of an air operator

Configuration Deviation List - CDL -

AID / FOD Procedure [AOC-PROC-14]

DEFINITION:
A list established by the organization responsible for the aircraft type design, with the approval of the State
of Design, which identifies any external parts of an aircraft type that may be missing at the commencement
of a flight, and which contains, where necessary, any information on associated operating limitations and
performance correction.
PURPOSE:
Perform a joint airworthiness and flight operation review of a CDL to ensure all requirements are met.
CIRCUMSTANCES OF USE:
When an operator submits a CDL.
When the operator submits a revision to the CDL
REFERENCE CRITERIA:
AOCR, FOR, NCAR, Aircraft type AFM, FCOM, Aircraft Manufacturer CDL
COORDINATION:
Flight operations and airworthiness
TOOLS
CDL review Checklist
Note pad
Stickers
TASK TO PERFORM:
The flight operations and the airworthiness inspector will review the CDL independently;
Each inspector to verify the latest manufacturer revision of the CDL;
Each inspector will compare the operator submitted CDL with the latest revision of the manufacturer CDL;
The content of the operator CDL needs to replicate the content of the latest manufacturer CDL revision;

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Each inspector will complete the CDL verification checklist [FOD-FORM-CL-219]

Both inspectors will jointly review the CDL and confirm each other evaluation;
Both inspectors will complete a joint verification checklist [FOD-FORM-CL-219] and submit their
recommendations;
In case of discrepancy between the operator CDL and the latest revision of the manufacturer CDL; the
inspectors will draft a letter to be sent to the operator requiring corrections

END

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ATTACHMENT A to Appendix 40

CDL Verification checklist

FOD / AID –Checklist [FOD-FORM-CL-219]

Date: __________________
Air Operator:__________________________________ File No.:_____________
Type of aircraft: _______________________

No. Requirement S U Observations remarks

Operator CDL is based on the
1 latest revision of the ☐ ☐
manufacturer CDL
Operator CDL format is
identical to the latest
2
manufacturer CDL revision
☐ ☐
format
Operator CDL content is
identical to the content of the
3
latest manufacturer CDL
revision
Inspector comments:

Recommendation:

Airworthiness Inspector Signature: FOD Inspector Signature:

Date: Date:
Chief, FSSD Signature:
Date:

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APPENDIX 41
Procedure for the verification of Operations Manual Part B

FOD Procedure [AOC-PROC-15]

PURPOSE:
Ensure manual compliance with regulatory requirements and aircraft flight manual.
CIRCUMSTANCES OF USE:
During initial certification phase III, manual verification; and
Whenever reviewing an amendment to an aircraft flight manual requiring an amendment to Operations
Manual Part B.
REFERENCE CRITERIA:
Civil Aviation Regulation 2058 (2002)
Civil Aviation Requirements (CAR 2)
Air Operator Certificate Requirement (AOCR Appendix X when approved)
Flight Operations Requirements (FOR) (FOR Appendix 1)
Air Operator Certificate Inspector Manual (AOCI)
Air Operator Certificate Guidance Material (AOC GM)
Aircraft manufacturer Aircraft Flight Manual AFM, Flight Crew Operating Manual (FCOM) or similar
manual relevant to the aircraft type
LEAD INSPECTOR
Flight operations inspector
COORDINATION:
Specific chapters of the manual might require coordination with Cabin Safety.
TOOLS TO USE
AOCI Manual, Volume II,
A copy of FOR Appendix 1 (AOCR Appendix X, OM Part B, when approved) to be used as a checklist;
Aircraft manufacturer AFM;
Sticky paper notes to flag identified need for correction
FSSD Manual Evaluation Form (preferably soft copy with computer)
Paper to note parallel comments and findings

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TASK TO PERFORM:
Use a printed copy of the Appendix 1 (AOCR Appendix X when approved) as a detailed checklist while
performing the task;
Verify the latest edition and revision number of the aircraft manufacturer manuals applicable to the aircraft
type;
Verify that the aircraft manufacturer documentation used as part of the manual or used to develop the
manual is up to the latest revision issued by the aircraft manufacturer;
Verify the manual structure and composition to determine whether it is in compliance with the content of
FOR Appendix 1 (AOCR Appendix X when approved);
Verify that all aspects have been addressed;
Identify any inconsistency deficiency or non-compliance between the manual and the requirements;
Flag the page or provision of the Manual containing a discrepancy with a sequentially numbered sticky note;
Note your observation of any discrepancy on the FSSD Manual Evaluation Form [FOD-FORM-CL-211] in
a manner sufficiently clear for the operator to understand the issue and the expected correction;
Annotate your copy of FOR Appendix 1 (AOCR Appendix X when approved) with your remarks;
Review the operator CDL using the CDL verification procedure and checklist [AOC-PROC-14 and FOD-
FORM-CL-219];
Record the overall results of the CDL verification on the Operations Manual Part B checklist [FOD-FORM-
CL-220];
Review the operator MEL using the MEL verification procedure and checklist [AOC-PROC-07 and FOD-
FORM-CL-214];
Record the overall results of the MEL verification on the Operations Manual Part B checklist [FOD-FORM-
CL-220];
Have the Cabin Safety inspector review the cabin crew procedures with the use of the appropriate procedure
and checklist [AOC-PROC-18 and FOD-FORM-CL-223];
Record the overall results of the cabin crew procedures manual review on the Operations Manual Part B
checklist [FOD-FORM-CL-220];
Write your overall comment and observations on the checklist; and
Draft a letter to inform the operator of the identified discrepancies requiring corrections.
END

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ATTACHMENT A to Appendix 41
Operation Manual Part B verification checklist

FOD-Check List [FOD-FORM-CL-220]

Date: __________________
Applicant / Air Operator:__________________________________ File No.:_____________
Operations Manual Part B: _______________________
Subordinate Manual(s) __________________________________________________________________
NOTE: This checklist reflects the draft Operations Manual Part B content provided in the revised Appendix
X to the AOCR or the FOR. Therefore, the inspector should be careful in using the checklist as some of the
items are not reflected in the current FOR Appendix 1.
No
Requirement S U N/A Observations remarks
.
1 Format and presentation ☐ ☐ ☐
2 Structure of the manual ☐ ☐ ☐
Introduction and management
3 ☐ ☐ ☐
of the manual
Air operator specific
4 ☐ ☐ ☐
limitations
General information and units
5 ☐ ☐ ☐
of measurement
6 Limitations ☐ ☐ ☐
7 Aircraft systems ☐ ☐ ☐
8 Normal procedures ☐ ☐ ☐
Normal, abnormal and
9
emergency procedures
☐ ☐ ☐
10 Performances ☐ ☐ ☐
11 Flight planning ☐ ☐ ☐
12 Mass and balance ☐ ☐ ☐
13 Loading ☐ ☐ ☐
14 CDL ☐ ☐ ☐
15 MEL ☐ ☐ ☐
Survival and emergency
16 ☐ ☐ ☐
equipment
Emergency evacuation
17 ☐ ☐ ☐
procedures
18 Cabin crew procedures ☐ ☐ ☐

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Inspector comments:

Recommendation:

Inspector Signature: FOD Signature:

Date: Date:
Chief, FSSD Signature:
Date:

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APPENDIX 42

Procedure for the verification of Operations Manual Part C

FOD Procedure [AOC-PROC-16]

PURPOSE:
Ensure manual compliance with regulatory requirements and route and aerodrome information.
CIRCUMSTANCES OF USE:
During initial certification phase III, manual verification; and
Whenever reviewing an amendment to an aircraft flight manual requiring an amendment to Operations
Manual Part C.
REFERENCE CRITERIA:
Civil Aviation Regulation 2058 (2002)
Civil Aviation Requirements (CAR 2)
Air Operator Certificate Requirement (AOCR Appendix X when approved)
Flight Operations Requirements (FOR) (FOR Appendix 1)
Air Operator Certificate Inspector Manual (AOCI)
Air Operator Certificate Guidance Material (AOC GM)
State of the aerodrome AIP, (or other document publishing State AIP information)
Air operator manual, method to establish aerodrome and route operating minima.
LEAD INSPECTOR
Flight operations inspector
COORDINATION:
None required.
TOOLS TO USE
AOCI Manual, Volume II,
A copy of FOR Appendix 1 (AOCR Appendix X, OM Part C, when approved) to be used as a checklist;
Sticky paper notes to flag identified need for correction
Manual evaluation from (preferably soft copy with computer)
Paper to note parallel comments and findings

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TASK TO PERFORM:
Use a printed copy of the Appendix 1 (AOCR Appendix X Part C when approved) as a detailed checklist
while performing the task;
Verify the latest edition and revision number of the State of the aerodrome AIP;
Verify the manual structure and composition to determine whether it is in compliance with the content of
FOR Appendix 1 (AOCR Appendix X Part C when approved);
Verify that all aspects mentioned in the FOR Appendix 1 (AOCR Appendix X Part C when approved) have
been addressed;
Identify any inconsistency deficiency or non-compliance between the manual, the requirements and the AIP;
Flag the page or provision of the Manual containing a discrepancy with a sequentially numbered sticky note;
Note your observation of any discrepancy on the FSSD Manual Evaluation form [FOD-FORM-CL-211] in a
manner sufficiently clear for the operator to understand the issue and the expected correction;
Annotate your copy of FOR Appendix 1 (AOCR Appendix X Part C when approved) with your remarks;
Record the overall results of the cabin crew procedures manual review on the Operations Manual Part C
checklist [FOD-FORM-CL-221];
Write your overall comment and observations on the checklist; and
Draft a letter to inform the operator of the identified discrepancies requiring corrections.

END

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ATTACHMENT A to Appendix 42

Operation Manual Part C verification checklist

FOD-Check List [FOD-FORM-CL-221]

Date: __________________
Applicant / Air Operator:__________________________________ File No.:_____________
Operations Manual Part C: _______________________
Subordinate Manual(s) used:_____[such as Jeppesen, Lido,Etc.]__________________________________
NOTE: This checklist reflects the draft Operations Manual Part C content provided in the revised Appendix
X to the AOCR or the FOR. Therefore, the inspector should be careful in using the checklist as some of the
items are not reflected in the current FOR Appendix 1.
No. Requirement S U N/A Observations remarks
1 Format and presentation ☐ ☐ ☐
2 Structure of the manual ☐ ☐ ☐
Introduction and management of
3 ☐ ☐ ☐
the manual
System to keep information
4 ☐ ☐ ☐
and charts updated
System to distribute
5 ☐ ☐ ☐
information
6 Aerodrome categorization ☐ ☐ ☐
Aerodrome instructions and
7 ☐ ☐ ☐
information
8 Route information ☐ ☐ ☐
Inspector comments:

Recommendation:

Inspector Signature: FOD Signature:

Date: Date:
FSSD Signature:
Date:

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APPENDIX 43
Procedure for the verification of Operations Manual Part D

FOD Procedure [AOC-PROC-17]

PURPOSE:
Ensure manual compliance with air operator training programmes regulatory requirements..
CIRCUMSTANCES OF USE:
During initial certification phase III, manual verification; and
Whenever reviewing an amendment to an air operator training programmes.
REFERENCE CRITERIA:
Civil Aviation Regulation 2058 (2002)
Civil Aviation Requirements (CAR 2)
Flight Operations Requirement (FOR);
Flight Operations Requirements FOR Appendix 1;
Personnel Licensing Requirements (PELR);
Air Operator Certificate Inspector Manual (AOCI)
Air Operator Certificate Guidance Material (AOC GM)
LEAD INSPECTOR
Flight operations inspector
COORDINATION:
Cabin Safety inspector, OCC inspector, Dangerous Goods inspector
TOOLS TO USE
AOCI Manual, Volume II,
A copy of FOR Appendix 1 (AOCR Appendix X, OM Part C, when approved) to be used as a checklist;
Sticky paper notes to flag identified need for correction
Manual evaluation from (preferably soft copy with computer)
Paper to note parallel comments and findings.
TASK TO PERFORM:
Use a printed copy of the Appendix 1 (AOCR Appendix X Part D when approved) as a detailed checklist
while performing the task;

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Verify the manual structure and composition to determine whether it is in compliance with the structure and
format of FOR Appendix 1 (AOCR Appendix X Part C when approved);
Verify that all aspects mentioned in the FOR and FOR Appendix 1 (AOCR Appendix X Part D when
approved) have been addressed;
Flag the page or provision of the Manual containing a discrepancy with a sequentially numbered sticky note;
Note your observation of any discrepancy on the FOD Manual evaluation form [Insert form identification
number] in a manner sufficiently clear for the operator to understand the issue and the expected correction;
Annotate your copy of FOR Appendix 1 (AOCR Appendix X Part C when approved) with your remarks;
Record the overall results of the cabin crew procedures manual review on the Operations Manual Part D
checklist [FOD-FORM-CL-222];
Write your overall comment and observations on the checklist; and
Draft a letter to inform the operator of the identified discrepancies requiring corrections.

END

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Attachment A to Appendix 43
Operation Manual Part D verification checklist

FOD-Check List [FOD-FORM-CL-222]

Date: __________________
Applicant / Air Operator:__________________________________ File No.:_____________
Operations Manual Part D: _______________________
Subordinate Manual(s)__________________________________________________________________
NOTE: This checklist reflects the draft Operations Manual Part D content provided in the revised Appendix X to the
AOCR or the FOR. Therefore, the inspector should be careful in using the checklist as some of the items are not
reflected in the current FOR Appendix 1.

No. Requirement S U N/A Observations remarks

1 Format and presentation ☐ ☐ ☐
2 Structure of the manual ☐ ☐ ☐
Introduction and management of
3 ☐ ☐ ☐
the manual
GENERAL TRAINING
4 Company indoctrination ☐ ☐ ☐
5 Human factors ☐ ☐ ☐
Crew resource management
6 ☐ ☐ ☐
(CRM)
7 Security training ☐ ☐ ☐
8 SMS training ☐ ☐ ☐
FLIGHT CREW TRAINING
Initial aircraft type ground
9 ☐ ☐ ☐
training
Initial aircraft/simulator
10 ☐ ☐ ☐
training
Safe aircraft training policy
11 ☐ ☐ ☐
and practices
Aircraft type recurrent
12 ☐ ☐ ☐
training
13 Remedial training ☐ ☐ ☐
Regaining recency or
14 ☐ ☐ ☐
competency
15 Upgrade training ☐ ☐ ☐
16 Line indoctrination ☐ ☐ ☐
17 STOL training ☐ ☐ ☐
18 Instructor qualifications ☐ ☐ ☐
Check Pilot (DCP)
19 ☐ ☐ ☐
qualifications
20 Pilot proficiency checks ☐ ☐ ☐

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Low visibility operations

21 ☐ ☐ ☐
(LVO)
Performance Based
22 ☐ ☐ ☐
Navigation (PBN)
Reduced Vertical Separation
23 ☐ ☐ ☐
Minima (RVSM)
Controlled Flight Into Terrain
24 ☐ ☐ ☐
(CFIT) prevention training
Runway incursion prevention
25 ☐ ☐ ☐
training
Emergency procedures
26 ☐ ☐ ☐
training
27 Conversion training ☐ ☐ ☐
CABIN CREW TRAINING
Cabin crew initial aircraft
28 ☐ ☐ ☐
type training
Cabin practical initial training
29 ☐ ☐ ☐
and drills
Cabin crew aircraft type
30 ☐ ☐ ☐
recurrent training
31 Recurrent proficiency check ☐ ☐ ☐
32 Remedial training ☐ ☐ ☐
Regaining recency or
33 ☐ ☐ ☐
competency
34 Upgrade training ☐ ☐ ☐
35 Line indoctrination ☐ ☐ ☐
36 Instructor qualifications ☐ ☐ ☐
Check cabin crew
37 ☐ ☐ ☐
qualifications
38 Cabin crew proficiency check ☐ ☐ ☐
Emergency procedures
39 ☐ ☐ ☐
training
DISPATCHER/FLIGHT OPERATION
OFFICER TRAINING
40 Initial general training ☐ ☐ ☐
Initial specific aircraft type
41 ☐ ☐ ☐
training
42 Aircraft type familiarization ☐ ☐ ☐
Recurrent aircraft type
43 ☐ ☐ ☐
training
44 Remedial training ☐ ☐ ☐
Regaining recency or
45 ☐ ☐ ☐
competency
46 Instructor qualifications ☐ ☐ ☐
Check dispatcher
47 ☐ ☐ ☐
qualifications
48 Dispatcher proficiency check ☐ ☐ ☐

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Emergency response plan

49 ☐ ☐ ☐
training
Inspector comments:

Recommendation:

Inspector Signature: FOD Signature:

Date: Date:
FSSD Signature:
Date:

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APPENDIX 44

Procedures for the Verification and Approval of Cabin Crew issues of

Operations Manual-Part B

FOD Procedure [AOC-PROC-18]

DEFINITION AND SCOPE

“Cabin Crew Procedures” refers to cabin operation requirements and procedures to be established by an
operator through its Operation Manual and/or through a separate volume known as Cabin Crew Manual. It
includes both the normal and abnormal procedures as applicable to the operation type. It may also cover
general rules and regulations and most importantly training and competency requirements of the cabin crew.
PURPOSE:
To ensure cabin crew procedures/manual of the operator is in compliance and consistent with regulatory
requirements.
CIRCUMSTANCES OF USE:
During initial certification, and whenever reviewing an amendment to the cabin crew procedures or the
content of the manual
REFRENCE CRITERIA:
Air Operator Certificate Requirement (para [Link]; [Link]; [Link].2 b)
Flight Operations Requirements (FOR) (FOR Chapter 12, Chapter 15 para 15.6 and Appendix 1)
Personnel Licensing Requirements Chapter 12
Air Operator Certificate Inspector Manual (AOCI Vol I 1.4)
Air Operator Certificate Guidance Material (AOC GM)
Cabin Crew Training Manual, 2015
LEAD INSPECTOR
Cabin Safety Inspector(s)
COORDINATION:
This Procedure (AOC-PROC-18) will require coordination with Aircraft Flight Manual, Manufacturer‟s
Cabin Crew Operating manual, Operator‟s Operation Manual Part A, B, and D, AVSEC, Dangerous Goods,
and Safety Management System and CAAN‟s requirements.
TOOLS TO USE
AOCI Manual, Volume II, Chapter 1; Para 1.4.1
AOCI Manual Volume II, Attachment A, Operation Manual Inspection Checklist

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AOCI Manual Volume II Attachment A to Appendix 44, Cabin Crew Procedures Verification Checklist
Sticky paper notes to flag identified need for correction
Manual evaluation from (preferably soft copy with computer)
Paper to note parallel comments and findings
TASK TO PERFORM:
Use a printed copy of the Appendix as a detailed checklist while performing the task;
Read each paragraph of the manual to:
 Compare the paragraph read with all applicable requirements
 Compare paragraphs and requirements with the content of AOCR, FOR, PELR, CCTM and/or the
operator‟s other manuals and note any overlapping discrepancy on a separate piece of paper ;
o Ensure all required aspects are addressed;
o Ensure that the text is clear and sufficiently detailed to provide guidance is logical and
consistent with other paragraphs or manuals and complies with the applicable regulatory
requirements;
 Identify any inconsistency deficiency or non-compliance between the manual and the requirements;
 Flag the paragraph in the Manual with a sequentially numbered sticky note;
 Note your observation on the Manual Evaluation Form in a manner sufficiently clear for the operator
to understand the issue and the expected correction;
 Note flagged discrepancies, on the Manual Evaluation form as they are identified;
 Once a chapter of the manual has been completed, indicate the overall assessment of the chapter
subject on the attached checklist. A single point in the chapter being flagged would justify an
unsatisfactory assessment.

END

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ATTACHMENT A to Appendix 44
Cabin Crew Procedures Verification Checklist
FOD-Check List [FOD-FORM-CL-223]

Date: __________________
Applicant / Air Operator:__________________________________ File No.:_____________
Cabin Crew (Procedures) Manual: _______________________
NOTE: This checklist reflects Cabin Crew Procedures in general that an operator has to establish as applicable to its
operation. Therefore, the inspector should be well aware of the operator‟s specific requirements.
No. Requirement S U N/A Observations remarks
1. General
i. Format and presentation ☐ ☐ ☐
ii. Structure of the manual ☐ ☐ ☐
iii. Introduction to the manual ☐ ☐ ☐
System of Amendments,
iv. ☐ ☐ ☐
distribution and control
v. Organization Chart
vi. Nominated post holders ☐ ☐ ☐
Terminologies and
vii.
Definitions
Eligibility, Qualification, and
duties and responsibilities and
[Link] management ☐ ☐ ☐
personnel such as cabin crew
post holders
Cabin Crew Eligibility and
Qualification Requirements
 Cabin crew
ix. ☐ ☐ ☐
 In-charge cabin crew
 Instructor/Examiner
Cabin Crew
Supervision of the operation
x. and system of promulgation of ☐ ☐ ☐
information
xi. Powers of the Authority ☐ ☐ ☐
xii. Chain of command ☐ ☐ ☐
Crew Composition
 Minimum Complement
 Normal Complement
xiii. ☐ ☐ ☐
 Procedures in case of
operation with reduced
number of Cabin Crew
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[Link] health precautions ☐ ☐ ☐

Flight time, duty time, and
xv. ☐ ☐ ☐
rest scheme
Flight Safety Documentation
xvi. ☐ ☐ ☐
System
Operator‟s Safety
xvii. ☐ ☐ ☐
Management System
Dangerous Goods Policy and
xviii. ☐ ☐ ☐
Procedures
Company Security
[Link] ☐ ☐ ☐
(Aircraft Search Checklist)
2. Cabin Crew Standard Operating Procedures/Safety Emergency Procedures (SOP/SEP)
Standard Operating
Procedures
 Cabin Crew Pre-flight,
In-flight and Post flight
duties
 Classification of ☐
i. ☐ ☐
passengers and Handling
 Cabin Baggage and PED
policy
 Passenger Information
and Safety Briefings
 Flight Deck security
Cabin Crew Safety /
Emergency Procedures:
 Cabin Safety
Requirements
 Safety Procedures
- Turbulence
- Refuelling/Defueling
when Passengers on
board/embarking or
disembarking
ii. - Passenger Service on ☐ ☐ ☐
ground
- Surface Contamination
and reporting
- Ramp Hazards and
Safety Procedures
- Unlawful Interference
and Security Issues
- Dangerous Goods
Incidents

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- Aviation first aid

procedures
 Emergency Procedures
- Fire and Smoke
- Decompression
- Pilot/ Cabin Crew
Incapacitation
- Emergency
Landing/Ditching
- Cabin Preparation and
Evacuation Procedures
(Land/Water)
- Cockpit-cabin
Information and
phraseology
- Flight Crew actions
- Post Evacuation
Procedures and
Survival Techniques
- Ground to Air Signals
3. Aircraft Type Specific
Aircraft General Description
 Aircraft type, model,
manufacturer, general
feature
 Cabin Layout,
Configuration and
Seating: Flight Deck,
Galleys, Lavatories,
Closets, Baggage
Compartments, Overhead
i. Bins, Passenger seats, , ☐ ☐ ☐
PSUs, LSUs, Cockpit/
Cabin crew seats and
harness, Cabin Crew
Stations etc.
 Safety Emergency
Equipments: Location,
Description, Operation
and Limitation
 Minimum Equipment List

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 Doors and Windows:

Normal and Emergency
Operating Mechanism of
all doors and emergency
windows,
 LBRL
Aircraft Systems
 Air-conditioning and
Pressurization
 Cabin Lighting : Normal
and Emergency Lightings
 Communication and
Intercom System:
Cockpit-cabin-cockpit,
Cabin to Cabin,
ii. Passenger Call, Lavatory ☐ ☐ ☐
Call, Emergency Alert,
Passenger Address
System
 Attendant Call Panels
and Indications
 Oxygen System
 Water Supply and Waste
Management
4. Training Requirements
Training Syllabus/
i. ☐ ☐ ☐
Courseware and Duration
Training Devices and
ii. ☐ ☐ ☐
Facilities
Training and Evaluation
iii. ☐ ☐ ☐
procedures
Training Types
 Initial Training
 Recurrent
Training(Annual/Biennial)
 Requalification/Refresher
iv. ☐ ☐ ☐
Training
 Remedial Training
 Aircraft Type Training
 Line Indoctrination
Training

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 Conversion Training
 Upgrade/In-charge
Training
 Human Factor Training
 Crew Resource
Management Training
 Dangerous Goods
Handling Training
 First Aid/Aviation
Medicine Training
 Safety Management
System Training
 Security Training
 Company Indoctrination
Training
Attachments
 Passenger Safety Briefing
Cards for each aircraft
type
 Sample of Training
Certificate
v.
 Competency Check form
 Competency Certificates
 Medical Certificate
 Emergency
Announcements (Texts)

Inspector comments:

Recommendation:

Inspector Signature: FOD Signature:

Date: Date:
Chief, FSSD Signature:
Date:

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APPENDIX 45

Procedure for the entry of information of in the AOC and Operations

Specifications sheets
FOD Procedure [AOC-PROC-19]

PURPOSE:
Perform filling in the information in Air Operating Certificate and Operations Specifications sheet for the
purpose of issuing an AOC with Operations Specifications.
CIRCUMSTANCES OF USE:
When an operator has completed all the phases as per Requirements for the issuance of an Air Operator
Certificate.
REFERENCE CRITERIA:
AOCR, Appendix 5 and Appendix 7
AOCI Manual
COORDINATION:
Flight operations and airworthiness and, as required, dangerous goods
TOOLS
AOCI Manual and associated checklists
TASK TO PERFORM:
A. Verify and enter information into the AOC (Figure 1) sheet as guided below in the appropriate boxes.
For filling up the AOC sheet as depicted in Figure 1, enter information in the Fields as follows:

1. Field 1 contains the CAAN Logo.

2. In Field 2, enter “NEPAL”
3. In Field 3, enter “CIVIL AVIATION AUTHORITY OF NEPAL”
4. In Field 4, enter the applicant AOC number. For AOC renewal or AOC reissue, the AOC number
needs to be extended with a “-“ followed by the AOC sequential revision number (Example AOC
number 987-2 for the second revision). In cases of renewal, after the AOC number add the
mention: “supersedes AOC previous number (987-1)”.
5. In Field 5, enter the Expiry Date which indicates the last date that the AOC will be valid till 2400
hrs of that date. Follow the day-month-year format (dd-mm-yyyy). For conformity, only Western
calendar dates should be used.
6. In Field 6, enter the applicant‟s registered name.
7. In Field 7, enter the operator‟s trading name, if different. Insert “dba” before the trading name
(for “doing business as”).
8. In Field 8, enter the Operator‟s principal place of business address.

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9. In Field 9, enter the Operator‟s principal place of business telephone and fax details, including
the country code. Email must be provided when available.
10. In Field 10, enter the contact details including the telephone and fax numbers, including the
country code, and the email address (if available) at which operational management can be
contacted without undue delay for issues related to flight operations, airworthiness, flight and
cabin crew competency, dangerous goods and other matters, as appropriate. Mandatory contact
persons are the CAMO Manager and Director Flight Operations. Where the carriage of DG items
are permitted, the person in-charge of Dangerous Goods should also be listed.
11. In Field 11, enter the name of the controlled document along with the appropriate chapter
number, paragraph number or page reference that is carried on-board the aircraft that contains the
list of contact details e.g. “Contact details are listed in the Operations Manual-A, General,
Chapter 1, para 1.1 etc.” or “.....are listed in the Operations Specifications, page 1” or “.......are
listed in an attachment to this document.”
12. In Field 12, enter the Operator‟s registered name.
13. In Field 13, enter “Civil Aviation Regulations, 2002 and its amendments”
14. In Field 14, enter the date of issuance of the AOC (dd-mm-yyyy).
15. In Field 15, enter the name, of the Chief of Flight Safety Standards Department who has been
delegated this task. Official stamp of FSSD, CAAN shall be stamped here.

Figure 1.

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A. Complete Operations Specification (Figure 2) sheets as guided below in the appropriate boxes. For
filling up the Operations Specifications sheet as depicted in Figure 2, enter information in the Fields as
follows:

1. In Field 1, enter the telephone, fax and email details of CAAN, including the country code.
2. In Field 2, enter the associated AOC number. For AOC renewal or AOC reissue, the AOC
number needs to be extended with a „-„ followed by the AOC sequential revision number
(Example AOC number 987-2 for the second revision). In case of single OPS SPEC
modification, use the same number but add the mention: “amended on date (DD/MM/YYYY).
“supersedes AOC previous number (987-1)”
3. In Field 3, enter the operator‟s registered name and the operator‟s trading name, if different.
Insert “dba” before the trading name (for “doing business as”).
4. In Field 4, enter the issuance date of the Operations Specifications in day-month-year format
(DD/MM/YYYY). In case of amendment to an existing OPS SPEC, the words “amended on”
should be written before the date. Have the signature of the Chief of Flight Safety Standards
Department who has been delegated this task entered.
5. In Field 5, enter the ICAO or CAST designation of the aircraft make, model and series or master
series, if a series has been designated.
6. In Field 6, enter other types of transportation to be specified (e.g. emergency medical service).
7. In Field 7, enter the name of the Region (Countries) followed by the name of authorized
destinations.
 Select Region(s) (countries) as appropriate and list the authorized destinations:
(i) South Asia: (Afghanistan, Bangladesh, Bhutan, India, Maldives, Pakistan, Sri Lanka)
(ii) South East Asia: (Brunei, Cambodia, Indonesia, Laos, Malaysia, Myanmar, Philippines,
Singapore, Thailand, Timor-Leste, Vietnam)
(iii) North Asia: Japan, Democratic People‟s Republic of Korea, Republic of Korea, People‟s
Republic of China, Autonomous Region of Hong Kong, Mongolia, Asian region of
Russia
(iv) Central Asia: Kazakhstan, Uzbekistan, Kirgizstan, Tajikistan
(v) Gulf Region: United Arab Emirates, Bahrain, Oman, Saudi Arabia, Iran, Qatar, Kuwait,
Israel, Jordan, Lebanon
8. In Field 8, enter the applicable special limitations (eg. VFR only, day only, etc.).
9. In the rows below Field 9, enter the most permissive criteria for each approval or the approval
type (with appropriate criteria).
10. In Field 10, enter the applicable precision approach category for which the applicant is approved;
select one from either CAT II, IIIA, IIIB or IIIC. Do not enter CAT I. Insert the minimum RVR
in metres and decision height in feet. Only list the highest authorization provided.
11. In Field 11, enter the approved minimum take-off RVR in metres. One line per approval may be
used if different approvals are granted. Take-off RVR may be approved independently from
precision approaches. In cases where the operator is approved for RVR take-offs but not
approved for Low Visibility precision approaches, the “NO” box must be selected for “Approach
and landing” while the “YES” box must be selected for “Take-off”.
12. In Field 12, enter any airborne capability for which the operator has received approval e.g. HUD,
EVS, SVS, CVS and associated operational credit(s) granted.

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13. In Field 13, “Not applicable (N/A)” box may be checked only if the aircraft maximum ceiling is
below FL 290.
14. In Field 14, select “N/A” if Extended Diversion Time Operations (EDTO) approval is not
applicable based on the provisions in Chapter4, 4.7 of FOR-A. Where the operator has been
approved for such operations, a threshold time and maximum diversion time must be specified.
15. In Field 15, the threshold time and maximum diversion time may also be listed in distance (NM),
as well as the engine type.
16. In Field 16, enter one line for each PBN AR navigation specification approval (e.g. RNP AR
APCH) with appropriate limitations listed in the “Descriptions” column.
17. In Field 17, enter the name of the person/organization responsible for ensuring that the
continuing airworthiness of the aircraft is maintained and the regulation that requires the work,
i.e. within the AOC regulations or a specific approval (e.g. NCAR, Part M,).
18. In Field 18, enter the list of EFB functions with any applicable limitations.
19. In Field 19, enter any other authorizations or data using one line (or one multi-line block) per
authorization (e.g. special approach authorization, MNPS, approved navigation performance).
B. Whenever an amendment is made to a page or a number of pages in the Operations Specifications, the
words “amended on” should be written before the date. Have the signature of the Chief of Flight Safety
Standards Department who has been delegated this task entered.
C. Issue all letters to the operator only in the English language. Sending covering letters to the operator only
in the Nepali language has created confusion and misunderstanding among foreign State CAAs when the
operator submits that letter to foreign CAAs.
D. Enter the AOC number and the issuance date in every page of the AOC and Operations Specifications as
well as the AOC number and revision.
E. When issuing the AOC and Operations Specifications for the first time, add “-1” at the end of the
number e.g. “AOC-099/2017-1”. After every subsequent amendment or renewal or re-issuance,
subsequently add “-2” or “-3” as the case maybe. This is to ensure that only pages belonging to a
particular set of AOC and Operations Specifications issued at one time remain in that set and pages from
different sets cannot be replaced or interchanged.
F. In Part C „Aerodrome authorizations and limitations‟ of the attachment “OTHER DETAILS OF
OPERATIONS SPECIFICATIONS” enter the following:
“Any suitable aerodrome having adequate provisions for the type of aircraft and operations in use as
well as adequate facilities for passenger safety.”
END

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Figure 2

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