IOSA Standards Manual ISM Ed. 11

IOSA Standards Manual
Effective 1 September 2017
11th Edition
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IOSA Standards Manual, 11th edition

ISBN 978-92-9229-461-8
© 2017 International Air Transport Association. All rights reserved.
Montreal—Geneva
Table of Contents
ISM Eleventh Edition ...................................................................................................................... DOC 1
Introduction ......................................................................................................................................... INT 1
1 Purpose ................................................................................................................................... INT 1
2 Structure .................................................................................................................................. INT 1
3 Sources for IOSA Standards and Recommended Practices (ISARPs) ....................................INT 1
4 Applicability of ISARPs ............................................................................................................ INT 1
5 Explanation of ISARPs............................................................................................................. INT 2
6 Guidance Material.................................................................................................................... INT 4
7 Operational Audit ..................................................................................................................... INT 4
8 Safety Management Systems (SMS)....................................................................................... INT 6
9 IOSA Documentation System .................................................................................................. INT 6
10 English Language .................................................................................................................... INT 6
11 Manual Revisions .................................................................................................................... INT 7
12 Modification Status .................................................................................................................. INT 7
13 Conflicting Information ............................................................................................................. INT 7
14 Definitions and Abbreviations .................................................................................................. INT 7
15 IOSA Documents and Forms ................................................................................................... INT 7
16 Authority................................................................................................................................... INT 7
Section 1 — Organization and Management System (ORG) ..........................................ORG 1
1 Management and Control ...................................................................................................... ORG 1
1.1 Management System Overview............................................................................................. ORG 1
1.2 Management Commitment .................................................................................................... ORG 5
1.3 Accountability, Authorities and Responsibilities ....................................................................ORG 7
1.4 Communication ..................................................................................................................... ORG 9
ISM Ed. 11, September 2017 TOC 1

1.5 Management Review........................................................................................................... ORG 10
1.6 Provision of Resources........................................................................................................ ORG 12
1.7 (Intentionally open).............................................................................................................. ORG 14
1.8 Operational Planning........................................................................................................... ORG 14
2 Documentation and Records ............................................................................................... ORG 15
2.1 Documentation System ....................................................................................................... ORG 15
2.2 Records System .................................................................................................................. ORG 18
3 Safety Management ............................................................................................................ ORG 19
3.1 Safety Risk Management .................................................................................................... ORG 19
3.2 Safety Assurance ................................................................................................................ ORG 23
3.3 Flight Safety Analysis Program ........................................................................................... ORG 25
3.4 Quality Assurance Program................................................................................................. ORG 31
3.5 Quality Control of Outsourced Operations...........................................................................ORG 41
3.6 Product Quality Control ....................................................................................................... ORG 43
4 Emergency Response ......................................................................................................... ORG 44
4.1 Emergency Response Plan ................................................................................................. ORG 44
Table 1.1–Documentation System Specifications ..................................................................................ORG 51
Section 2 — Flight Operations (FLT) .........................................................................................FLT 1
1 Management and Control........................................................................................................ FLT 1
1.1 Management System Overview .............................................................................................. FLT 1
1.2 State Requirements ................................................................................................................ FLT 2
1.3 Accountability, Authorities and Responsibilities ......................................................................FLT 4
1.4 Communication and Coordination ........................................................................................... FLT 8
1.5 Provision of Resources ......................................................................................................... FLT 10
1.6 Documentation System ......................................................................................................... FLT 13
1.7 Operations Manual................................................................................................................ FLT 16
TOC 2 ISM Ed. 11, September 2017

Table of Contents
1.8 Records System.................................................................................................................... FLT 18
1.9 (Intentionally open)................................................................................................................ FLT 19
1.10 Quality Assurance Program .................................................................................................. FLT 19
1.11 Quality Control of Outsourced Operations and Products.......................................................FLT 21
1.12 Safety Management .............................................................................................................. FLT 24
2 Training and Qualification...................................................................................................... FLT 27
2.1 Training and Evaluation Program..........................................................................................FLT 27
2.2 Training Elements ................................................................................................................. FLT 38
2.3 Line Qualification................................................................................................................... FLT 63
2.4 Special Qualification.............................................................................................................. FLT 67
2.5 SMS Training ........................................................................................................................ FLT 70
3 Line Operations..................................................................................................................... FLT 70
3.1 Common Language............................................................................................................... FLT 70
3.2 Flight Crew Responsibilities .................................................................................................. FLT 71
3.3 Flight Crew Qualifications...................................................................................................... FLT 71
3.4 Flight Crew Scheduling ......................................................................................................... FLT 76
3.5 Flight Preparation.................................................................................................................. FLT 81
3.6 Route and Airport Planning ................................................................................................... FLT 83
3.7 Fuel, Weight/Mass and Balance, Flight Plans .......................................................................FLT 85
3.8 Aircraft Preflight and Airworthiness ....................................................................................... FLT 88
3.9 Ground Handling ................................................................................................................... FLT 92
3.10 Airspace Rules ...................................................................................................................... FLT 97
3.11 In-Flight Operations............................................................................................................. FLT 100
3.12 Flight Deck Policy and Procedures......................................................................................FLT 121
3.13 Flight Deck, Passenger Cabin, Supernumerary Compartment Coordination ......................FLT 124
3.14 Non-Normal/Abnormal and Emergency Operations ............................................................FLT 133

3.15 Flight Crew Reporting Requirements ..................................................................................FLT 139
4 Operations Engineering Specifications ...............................................................................FLT 140
4.1 Aircraft Performance ........................................................................................................... FLT 140
4.2 Navigation and Facilities ..................................................................................................... FLT 143
4.3 Aircraft Systems and Equipment Specifications ..................................................................FLT 145
Table 2.1–Onboard Library Specifications .............................................................................................FLT 149
Table 2.2–Operations Manual (OM) Content Specifications ..................................................................FLT 150
Table 2.3–Flight Crew Qualification Requirements ................................................................................FLT 152
Table 2.4–(Intentionally open) ............................................................................................................... FLT 153
Table 2.5–Route and Airport Knowledge Requirements ........................................................................FLT 154
Table 2.6–Elements Common to an Advanced Qualification Program (AQP), an Alternative

Training and Qualification Program (ATQP) or an Evidence-based Training (EBT) Program ................FLT 155
Table 2.7–Requirements Specific to an Advanced Qualification Program (AQP) or an Alternative

Training and Qualification Program (ATQP) ..........................................................................................FLT 157
Table 2.8–Requirements Specific to an Evidence-based Training (EBT) Program................................FLT 159
Table 2.9–Required Aircraft Systems and Equipment ...........................................................................FLT 161
Table 2.10–Guidance Material: Required Aircraft Systems and Equipment ..........................................FLT 170
Table 2.11–Guidance Material: First Aid Kit Contents ...........................................................................FLT 173
Table 2.12–Recommended Aircraft Systems and Equipment................................................................FLT 174
Table 2.13–Guidance Material: Recommended Aircraft Systems and Equipment.................................FLT 175
Section 3 — Operational Control and Flight Dispatch (DSP) ..........................................DSP 1
1 Management and Control....................................................................................................... DSP 4
1.1 Management System Overview ............................................................................................. DSP 4
1.2 (Intentionally open)................................................................................................................. DSP 4
1.3 Accountability, Authorities and Responsibilities .....................................................................DSP 4
1.4 Communication and Coordination ........................................................................................DSP 12
1.5 Provision of Resources ........................................................................................................ DSP 13

Table of Contents
1.6 Documentation System ........................................................................................................ DSP 17
1.7 Operations Manual............................................................................................................... DSP 19
1.8 Records System................................................................................................................... DSP 21
1.9 (Intentionally open)............................................................................................................... DSP 24
1.10 Quality Assurance Program ................................................................................................. DSP 24
1.11 Quality Control of Outsourced Operations and Products......................................................DSP 25
1.12 Safety Management ............................................................................................................. DSP 28
2 Training and Qualification..................................................................................................... DSP 31
2.1 Training and Evaluation Program.........................................................................................DSP 31
2.2 Training Elements ................................................................................................................ DSP 33
2.3 Line Qualification.................................................................................................................. DSP 35
2.4 Special Qualification............................................................................................................. DSP 38
2.5 SMS Training ....................................................................................................................... DSP 38
3 Line Operations.................................................................................................................... DSP 39
3.1 General ................................................................................................................................ DSP 39
3.2 Flight Preparation and Planning ........................................................................................... DSP 39
3.3 Aircraft Performance and Load Planning..............................................................................DSP 45
3.4 Icing Conditions.................................................................................................................... DSP 46
3.5 Aircraft Tracking ................................................................................................................... DSP 47
3.6 Flight Monitoring and In-Flight Management ........................................................................DSP 50
3.7 Emergency Response.......................................................................................................... DSP 54
4 Operational Control Requirements and Specifications.........................................................DSP 56
4.1 Alternate and Isolated Airports ............................................................................................. DSP 58
4.2 Minimum Flight Altitudes and En Route Performance ..........................................................DSP 65
4.3 Fuel Planning ....................................................................................................................... DSP 67
4.4 Oxygen................................................................................................................................. DSP 78

4.5 Operations Beyond 60 Minutes from an En Route Alternate Airport and Extended
Diversion Time Operations (EDTO) .....................................................................................DSP 78
4.6 Performance-based Methods of Compliance/Conformance ................................................DSP 81
Table 3.1–Operational Control Personnel............................................................................................... DSP 90
Table 3.2–Operations Manual (OM) Content Specifications ...................................................................DSP 92
Table 3.3–Operational Flight Plan (OFP) Specifications.........................................................................DSP 94
Table 3.4–Flight Information ................................................................................................................... DSP 95
Table 3.5–Competencies of Operational Control ....................................................................................DSP 96
Section 4 — Aircraft Engineering and Maintenance (MNT) .............................................MNT 1
1 Management and Control ...................................................................................................... MNT 1
1.1 Management System Overview ............................................................................................. MNT 1
1.2 Accountability, Authorities and Responsibilities .....................................................................MNT 2
1.3 Maintenance Program ........................................................................................................... MNT 4
1.4 Provision of Resources .......................................................................................................... MNT 6
1.5 Communication...................................................................................................................... MNT 7
1.6 Documentation System.......................................................................................................... MNT 8
1.7 Maintenance Management Manual (MMM) ...........................................................................MNT 8
1.8 Maintenance Records System .............................................................................................MNT 11
1.9 (Intentionally open) .............................................................................................................. MNT 13
1.10 Quality Assurance Program ................................................................................................. MNT 13
1.11 Quality Control of Outsourced Operations and Products .....................................................MNT 15
1.12 Safety Management............................................................................................................. MNT 19
2 Maintenance Control............................................................................................................ MNT 22
2.1 Control System .................................................................................................................... MNT 22
2.2 Maintenance Planning ......................................................................................................... MNT 22
2.3 Parts Installation .................................................................................................................. MNT 23

Table of Contents
2.4 Deferred Maintenance ......................................................................................................... MNT 25
2.5 Continuing Airworthiness Information ..................................................................................MNT 26
2.6 Repairs and Modifications.................................................................................................... MNT 26
2.7 Defect Recording and Control.............................................................................................. MNT 27
2.8 Extended Diversion Time Operations (EDTO) .....................................................................MNT 27
2.9 Aircraft Recorders................................................................................................................ MNT 28
2.10 Electronic Navigation Data Management.............................................................................MNT 28
2.11 Reduced Vertical Separation Minima (RVSM) .....................................................................MNT 29
2.12 Reporting to the Authority .................................................................................................... MNT 29
3 Technical Records ............................................................................................................... MNT 30
3.1 Aircraft Maintenance Records.............................................................................................. MNT 30
3.2 Aircraft Technical Log (ATL) ................................................................................................ MNT 31
3.4 Airworthiness Directives ...................................................................................................... MNT 32
4 Maintenance Organizations ................................................................................................. MNT 32
4.1 Approval............................................................................................................................... MNT 32
4.2 Management........................................................................................................................ MNT 34
4.3 Quality Assurance................................................................................................................ MNT 35
4.4 Personnel............................................................................................................................. MNT 37
4.5 Training Program ................................................................................................................. MNT 38
4.6 Facilities and Physical Resources ....................................................................................... MNT 40
4.7 Material Handling................................................................................................................. MNT 44
4.9 Procedures Manual.............................................................................................................. MNT 46
4.10 Maintenance Release .......................................................................................................... MNT 48
4.11 Tooling and Calibration ........................................................................................................ MNT 50

Table 4.1–Maintenance Program Specifications ....................................................................................MNT 51
Table 4.2–Maintenance Management and Control Functions ................................................................MNT 52
Table 4.3–Maintenance Management Manual Content Specifications...................................................MNT 53
Table 4.4–Defect Reporting Specifications.............................................................................................MNT 54
Table 4.5–EDTO Maintenance Requirements for Twin Turbine Engine Aircraft.....................................MNT 55
Table 4.6–Aircraft Technical Log (ATL) Specifications ...........................................................................MNT 56
Table 4.7–Quality Assurance Program Specifications and Control Processes.......................................MNT 57
Table 4.8–ESD Program Specifications ................................................................................................. MNT 58
Table 4.9–Maintenance Procedures Manual Content Specifications .....................................................MNT 59
Table 4.10–Tooling and Calibration Program Specifications ..................................................................MNT 60
Section 5 — Cabin Operations (CAB) ......................................................................................CAB 1
1 Management and Control....................................................................................................... CAB 1
1.1 Management System Overview ............................................................................................. CAB 1
1.2 Accountability, Authorities and Responsibilities .....................................................................CAB 2
1.3 Communication ...................................................................................................................... CAB 4
1.4 Provision of Resources .......................................................................................................... CAB 5
1.5 Documentation System .......................................................................................................... CAB 6
1.6 Operations Manual................................................................................................................. CAB 7
1.7 Records System................................................................................................................... CAB 10
1.8 (Intentionally open)............................................................................................................... CAB 11
1.9 Quality Assurance Program ................................................................................................. CAB 11
1.10 Quality Control of Outsourced Operations and Products......................................................CAB 12
1.11 Safety Management ............................................................................................................. CAB 14
2 Training and Qualification..................................................................................................... CAB 16
2.1 Training Program ................................................................................................................. CAB 17
2.2 Program Elements ............................................................................................................... CAB 21

Table of Contents
2.3 Line Qualification.................................................................................................................. CAB 31
2.4 SMS Training ....................................................................................................................... CAB 34
3 Line Operations.................................................................................................................... CAB 34
3.1 Cabin Crew Requirements ................................................................................................... CAB 34
3.2 Cabin Crew Policies and Procedures ...................................................................................CAB 40
3.3 Flight Deck Coordination ...................................................................................................... CAB 44
3.4 Cabin Operations Policies and Procedures..........................................................................CAB 47
4 Cabin Systems and Equipment ............................................................................................CAB 53
4.1 Preflight Inspection............................................................................................................... CAB 53
4.2 Systems and Equipment Requirements ...............................................................................CAB 54
Table 5.1–Operations Manual Content Specifications ............................................................................CAB 55
Table 5.2–Elements of an Advanced Qualification Program (AQP) ........................................................CAB 56
Table 5.3–Requirements of an Advanced Qualification Program (AQP).................................................CAB 58
Table 5.4–Required Cabin Systems and Equipment ..............................................................................CAB 60
Table 5.5–Guidance Material: Required Cabin Systems and Equipment ...............................................CAB 64
Table 5.6–Guidance Material: First Aid Kits ........................................................................................... CAB 65
Table 5.7–Recommended Cabin Systems and Equipment.....................................................................CAB 66
Table 5.8–Guidance Material: Medical Kit Contents ...............................................................................CAB 67
Table 5.9–Guidance Material: Universal Precaution Kit Contents ..........................................................CAB 69
Section 6 — Ground Handling Operations (GRH) ...............................................................GRH 1
1 Management and Control ...................................................................................................... GRH 1
1.1 Management System Overview............................................................................................. GRH 1
1.2 Accountability, Authorities and Responsibilities.....................................................................GRH 2
1.3 Communication...................................................................................................................... GRH 3
1.4 Provision of Resources.......................................................................................................... GRH 3
1.5 Documentation System ......................................................................................................... GRH 4

1.6 Operational Manuals ............................................................................................................. GRH 5
1.7 Records System .................................................................................................................... GRH 9
1.8 (Intentionally open) .............................................................................................................. GRH 10
1.9 Quality Assurance Program................................................................................................. GRH 10
1.10 Quality Control of Outsourced Operations and Products .....................................................GRH 11
1.11 Safety Management ............................................................................................................ GRH 13
2 Training and Qualification .................................................................................................... GRH 16
2.1 Training Program................................................................................................................. GRH 16
2.2 Program Elements............................................................................................................... GRH 18
2.3 SMS Training....................................................................................................................... GRH 21
3 Ground Handling Operations ............................................................................................... GRH 22
3.1 Passenger and Baggage Handling ......................................................................................GRH 22
3.2 Airside Operations ............................................................................................................... GRH 24
3.3 Load Control ........................................................................................................................ GRH 27
3.4 Aircraft Loading ................................................................................................................... GRH 31
3.5 Ground Support Equipment ................................................................................................. GRH 35
3.6 Airside Event Response and Reporting ...............................................................................GRH 36
3.7 Security................................................................................................................................ GRH 38
4 Special Aircraft Ground Handling Operations ......................................................................GRH 39
4.1 Aircraft Fueling .................................................................................................................... GRH 39
4.2 Aircraft De-/Anti-icing........................................................................................................... GRH 43
Table 6.1—Safety Training Specifications.............................................................................................. GRH 46
Table 6.2—Airside Driver Training Specifications ..................................................................................GRH 49
Table 6.3—Load Control Functional Training Specifications..................................................................GRH 50
Table 6.4—Passenger Handling Functional Training Specifications ......................................................GRH 51
Table 6.5—Baggage Handling Functional Training Specifications.........................................................GRH 52

Table of Contents
Table 6.6—Aircraft Handling and Loading Functional Training Specifications .......................................GRH 53
Table 6.7—Passenger Boarding Bridge Training Specifications ............................................................GRH 54
Table 6.8—Aircraft Loading Supervisor Training Specifications.............................................................GRH 55
Table 6.9—Aircraft Ground Movement Functional Training Specifications ............................................GRH 57
Table 6.10—Fueling Operations Functional Training Specifications ......................................................GRH 58
Table 6.11—De/Anti-Icing Operations Functional Training Specifications .............................................GRH 59
Section 7 — Cargo Operations (CGO) .....................................................................................CGO 1
1 Management and Control ...................................................................................................... CGO 1
1.1 Management System Overview............................................................................................. CGO 1
1.2 Accountability, Authorities and Responsibilities ....................................................................CGO 2
1.3 Communication ..................................................................................................................... CGO 3
1.4 Provision of Resources.......................................................................................................... CGO 3
1.5 Documentation System ......................................................................................................... CGO 4
1.6 Operational Manuals ............................................................................................................. CGO 4
1.7 Records System .................................................................................................................... CGO 6
1.8 (Intentionally open)................................................................................................................ CGO 7
1.9 Quality Assurance Program................................................................................................... CGO 7
1.10 Quality Control of Outsourced Operations and Products.......................................................CGO 9
1.11 Safety Management ............................................................................................................ CGO 10
2 Training and Qualification.................................................................................................... CGO 13
2.1 Training Program................................................................................................................. CGO 13
2.2 Program Elements............................................................................................................... CGO 15
2.3 SMS Training....................................................................................................................... CGO 17
3 Acceptance and Handling.................................................................................................... CGO 18
3.1 General Cargo..................................................................................................................... CGO 18
3.2 Dangerous Goods ............................................................................................................... CGO 19

3.3 Live Animals and Perishables .............................................................................................CGO 25
3.4 Other Special Cargo ............................................................................................................ CGO 27
3.5 Unit Load Device (ULD)....................................................................................................... CGO 27
3.6 Combi Aircraft Operations ................................................................................................... CGO 28
3.7 Security ............................................................................................................................... CGO 29
Table 7.1—Operations Manual Content Specifications..........................................................................CGO 32
Section 8 — Security Management (SEC) ..............................................................................SEC 1
1 Management and Control....................................................................................................... SEC 1
1.1 Management System Overview ............................................................................................. SEC 1
1.2 Air Operator Security Program (AOSP)..................................................................................SEC 4
1.3 Authorities and Responsibilities ............................................................................................. SEC 4
1.4 Communication ...................................................................................................................... SEC 6
1.5 Provision of Resources .......................................................................................................... SEC 7
1.6 Documentation System .......................................................................................................... SEC 8
1.7 (Intentionally open)................................................................................................................. SEC 9
1.8 Records System..................................................................................................................... SEC 9
1.9 Management Review ........................................................................................................... SEC 10
1.10 Quality Assurance/Quality Control Programs .......................................................................SEC 11
1.11 Quality Control of Outsourced Operations and Products......................................................SEC 14
1.12 Operational Reporting .......................................................................................................... SEC 16
2 Training and Qualification..................................................................................................... SEC 17
2.1 Training Program ................................................................................................................. SEC 17
3 Security Operations.............................................................................................................. SEC 20
3.1 Access Control ..................................................................................................................... SEC 20
3.2 (Intentionally open)............................................................................................................... SEC 22
3.3 Carriage of Weapons ........................................................................................................... SEC 22

Table of Contents
3.4 Passengers, Supernumeraries and Cabin Baggage ............................................................SEC 23
3.5 Special Category Passengers .............................................................................................. SEC 27
3.6 Hold Baggage ...................................................................................................................... SEC 28
3.7 Cargo Shipments ................................................................................................................. SEC 31
3.8 In-Flight, Catering and Other Supplies .................................................................................SEC 32
3.9 General Protection ............................................................................................................... SEC 32
4 Security Threat and Contingency Management ...................................................................SEC 32
4.1 Threat Management............................................................................................................. SEC 32
4.2 Contingency Planning .......................................................................................................... SEC 33
4.3 Investigation and Notification ............................................................................................... SEC 34
Appendix A ............................................................................................................................................ A 01
MO-1-FLT: Line Flight Operations ............................................................................................................... A 01
MO-2-FLT: Flight Simulator Operations ....................................................................................................... A 08
MO-FLT-3: Flight Crew Scheduling Operations ........................................................................................... A 12
MO-4-DSP: Operational Control/Flight Dispatch Operations .......................................................................A 13
MO-5-MNT: Maintenance Outsourcing Management ..................................................................................A 17
MO-6-MNT: Aircraft Part/Component Installation/Replacement ..................................................................A 19
MO-7-MNT: AD/SB Management ................................................................................................................ A 20
MO-8-MNT: Aircraft Parts/Components Management/Handling..................................................................A 21
MO-9-CAB: Line Cabin Operations.............................................................................................................. A 22
MO-10-GRH: Load Control Operations........................................................................................................ A 26
MO-11-GRH: Passenger/Baggage Handling Operations.............................................................................A 27
MO-12-GRH: Aircraft Loading Operations ................................................................................................... A 28
MO-13-GRH: Aircraft Ground Handling Operations .....................................................................................A 29
MO-14-CGO: Cargo Acceptance Operations............................................................................................... A 31
MO-15-CGO: Cargo Handling Operations ................................................................................................... A 33
MO-16-SEC: Passenger/Baggage Security................................................................................................. A 35

INTENTIONALLY LEFT BLANK

List of Effective Pages
Page Number Date

Title Page N/A N/A
Disclaimer N/A N/A
Change/Revision History N/A April 2017
Table of Contents TOC 1 to TOC 14 April 2017
List of Effective Pages LEP 1 to LEP 2 April 2017
Record of Revisions ROR 1 to ROR 2 April 2017
Description of Changes DOC 1 to DOC 20 April 2017
Introduction INT 1 to INT 8 April 2017
IOSA Standards and Recommended Practices
Section 1
Organization and Management System (ORG) ORG 1 to ORG 52 April 2017
Section 2
Flight Operations (FLT) FLT 1 to FLT 176 April 2017
Section 3
Operational Control and Flight Dispatch (DSP) DSP 1 to DSP 98 April 2017
Section 4
Aircraft Engineering and Maintenance (MNT) MNT 1 to MNT 60 April 2017
Section 5
Cabin Operations (CAB) CAB 1 to CAB 70 April 2017
Section 6
Ground Handling Operations (GRH) GRH 1 to GRH 60 April 2017
ISM Ed. 11, September 2017 LEP 1

Section 7
Cargo Operations (CGO) CGO 1 to CGO 32 April 2017
Section 8
Security Management (SEC) SEC 1 to SEC 34 April 2017
Appendix A A 01 to A 36 April 2017
LEP 2 ISM Ed. 11, September 2017

Record of Revisions
Edition Number Revision Number Issue Date Effective Date

1 N/A Apr 2003 Apr 2003
2 0 Aug 2006 Mar 2007
2 1 May 2007 Jan 2008
2 2 Feb 2009 Jul 2009
3 0 Jun 2010 Oct 2010
4 N/A Jul 2011 Dec 2011
5 N/A Nov 2011 Apr 2012
6 N/A Apr 2012 Sep 2012
7 N/A Apr 2013 Sep 2013
8 N/A Apr 2014 Sep 2014
9 N/A Apr 2015 Sep 2015
10 N/A Apr 2016 Sep 2016
10 1 Apr 2016 Sep 2016
11 N/A Apr 2017 Sep 2017
ISM Ed. 11, September 2017 ROR 1

ROR 2 ISM Ed. 11, September 2017

ISM Eleventh Edition
The following tables describe changes contained in the Edition 11 of the IOSA Standards Manual (ISM 11).
The first table, titled ISM 11 Revision Highlights, describes significant changes in ISM 11.
Subsequent tables describe all of the changes in each of the sections in relation to the ISM Edition 10.
The second table, titled Summary–ISARPs Added/Eliminated (All Sections), displays the number of
standards and recommended practices added and eliminated in ISM 11. The added/eliminated provisions
specific to each discipline are again identified with more detail at the beginning of each table for the
respective ISM sections.
ISM 11 Revision Highlights

Description of Significant Changes
• Introduction: Wording added to describe applicability of aircraft and cabin systems and equipment
specifications contained in new FLT and CAB tables.
• Introduction: Wording added to describe ISM convention for identifying suspended standards.
• ORG section: Wording revised in ORG 3.5.2 and guidance to clarify that IOSA/ISAGO registration is
acceptable as a means for monitoring external service providers when included in, or used in
combination with, a risk assessment of the provider.
• ORG section: ORG 3.5.5 suspended in accordance with IOSA Standards Special Review Process.
• FLT section: New guidance in multiple provisions that explains/clarifies use of the terms normal, non-
normal, abnormal and emergency in reference to procedures and situations.
• FLT section: Table 9.1, Item xxi (g) suspended in accordance with IOSA Standards Special Review
Process.
• FLT section: Table 9.1, Item xxxiv suspended in accordance with IOSA Standards Special Review
Process.
• FLT section: Multiple aircraft systems and equipment provisions eliminated and incorporated into new
tables.
• DSP section: New provisions that address aircraft tracking in accordance with Amendment 40A to
Annex 6.
• DSP section: Revised note in multiple provisions to indicate eligibility for conformance using
performance-based variations derived in accordance with relevant provisions in subsection 4.6.
• DSP section: Revised wording in multiple provisions and in guidance to address the use of
performance-based methods.
• MNT section: Multiple technical and editorial revisions to clarify intent and accuracy of specifications.
• MNT section: Revisions to clarify intent of specifications that address Electrostatic Discharge (ESD)
program.
• CAB section: Multiple cabin systems and equipment provisions eliminated and incorporated into new
tables.
• GRH section: Revised standard specifies applicability of initial/recurrent training to individual ground
handling functions.
• GRH section: New recommended practice and associated tables specify training curricula for individual
ground handling functions.
• GRH section: Consolidation of dangerous goods passenger notification provisions into one standard
that specifies a dangerous goods notification system that encompasses all types of passenger
notifications.
• GRH section: New guidance that introduces information that addresses use of aviation biofuels.
• GRH section: Multiple updated IGOM references.
• CGO section: New recommended practice to address transport of time and temperature-sensitive
healthcare products (new separate cargo category; previously include under perishable cargo).
ISM Ed. 11, September 2017 DOC 1

• SEC section: Revised wording in multiple provisions to more closely harmonize the elements of SeMS
with the elements of SMS.
• Appendix – Mandatory Observation Checklists added
Summary–ISARPs Added/Eliminated (All Sections)

Standards Eliminated • Total fifty-eight (58)
• Includes:
– Two (2) ORG standards
– Twenty-nine (29) FLT standards (all incorporated into new table)
– Three (3) DSP standards
– Twenty (20) CAB standards (19 incorporated into new table)
– Four (4) GRH standards (one replaced by recommended practice)
Standards Suspended • Total three (3)
• Includes:
– One (1) ORG standard
– One (1) FLT standard
– One (1) FLT standard (partial, one sub-specification only)
Standards Added • Total ten (10)
• Includes:
– One (1) FLT standard (includes associated tables)
– Six (6) DSP standards
– One (1) CAB standard (includes associated tables)
– Two (2) SEC standards (repeated ORG standards)
Recommended Practices • Total seven (7)
Eliminated
• Includes:
– Four (4) FLT recommended practices (all incorporated into new
table)
– Two (2) CAB recommended practice (all incorporated into new table)
– One (1) SEC recommended practice upgraded to a repeated ORG
standard.
Recommended Practices • Total six (6)
Added
• Includes:
– One (1) FLT recommended practice (includes associated tables)
– Two (2) DSP recommended practices
– One (1) CAB recommended practice (includes associated tables)
– One (1) GRH recommended practice (replaces eliminated standard
using same identifier; includes associated tables)
– One (1) CGO recommended practice
Note: As indicated above, numerous FLT and CAB aircraft/cabin equipment/system standards and
recommended practices have been eliminated and the specifications consolidated in new FLT and CAB
tables. Such consolidation is part of a comprehensive plan to improve the overall audit process.
DOC 2 ISM Ed. 11, September 2017

Description of Changes
Introduction
Area Changed Description of Change(s)
1 Purpose • Editorial change: Paragraphs rearranged for improved order.
4 Applicability of ISARPs • Technical change: Paragraph added to explain applicability of aircraft
systems and equipment specifications.
5 Explanation of ISARPs • Technical change: Wording added to address Special Review
Suspension; description of the convention used to identify a
suspended standard or sub-specification(s) within a standard when a
new edition of the ISM is published.
6 Guidance Material • Technical change: Wording added/revised to address General
Guidance.
7 Operational Audit • Editorial change: Sub-header changed to Outsourced Operational
Functions for consistency with other references in the ISM.
8 Safety Management System • Technical change: Note added to explain relationship between safety
and security in the ISM.
13 Conflicting Information • Editorial changes: Wording revised to improve description of potential
conflicts between the DGR and the ISM.
Section 1 (ORG)
General (changes that are • None.
applied multiple times)
Standards Eliminated • Two (2): ORG 3.3.4, ORG 3.4.5.
Standards Suspended • One (1): ORG 3.5.5
Standards Added • None.
Recommended Practices • None.
Eliminated
Added
Applicability Box • None.
General Guidance • None.
Subsection 1.1 • Editorial change: Wording in title revised; improves description of
ISARPs in subsection.
ORG 1.1.10 Guidance • Technical change: Error corrected (number of ICAO Framework
elements).
ORG 1.3.1 • Editorial change: Wording in note revised for accuracy.
ORG 1.3.1 Guidance • Editorial change: Term added to IRM reference.
• Technical changes: Wording revised to (1) provide expanded
explanation of the flow of responsibilities and accountability within a
management system, and (2) clarify what is meant by “lines” of safety
accountability.
ORG 1.4.1 Guidance • Editorial change: Wording added to provide expanded information
regarding communications methods; relocated from CGO 1.3.1; will be
used as reference in other sections.
ORG 1.4.2 • Editorial change: Wording revised to improve expression of intent.
ORG 1.4.2 Guidance • Technical change: Wording added to describe sources for information
relevant to safety performance.
ORG 1.5.2 • Editorial change: Repeat symbol added (repeated in SEC section)
ORG 1.6.5 Guidance • Technical change: Reference to ORG 3.5.5 deleted; no longer
accurate.

ORG 3.3.2 • Technical change: Sub-spec iii) added; relocated from (eliminated)
ORG 3.3.4.
ORG 3.3.2 Guidance • Editorial change: Wording revised to improve clarity.
• Technical change: Wording added; relocated from (eliminated)
ORG 3.3.4 guidance.
ORG 3.3.4 • Eliminated; Redundant; marked as placeholder (intentionally open);
some deleted material incorporated into ORG 3.3.2 and guidance.
ORG 3.3.13 • Technical change: Wording in note revised; PCO expiry extended.
ORG 3.4.2 • Technical change: Sub-spec iii) added; relocated from (eliminated)
ORG 3.4.5.
ORG 3.4.2 Guidance • Technical change: Wording added; relocated from (eliminated)
ORG 3.4.5 guidance.
• Editorial change: Wording revised to improve clarity.
ORG 3.4.5 • Eliminated; Redundant; marked as placeholder (intentionally open);
some deleted material incorporated into ORG 3.4.2 and guidance.
ORG 3.4.7 Guidance • Editorial change: Wording deleted; redundant.
ORG 3.4.8 Guidance • Editorial change: Wording deleted; redundant.
ORG 3.5.1 • Technical change: Wording added for clarification; contract must
indicate application of measurable specifications, but actual
specifications might not be contained in the contract.
ORG 3.5.1 Guidance • Technical changes: Wording added/revised to provide expanded
information regarding where the actual measurable specifications
might reside.
• Technical change: Note added to define makeup of contract (may
consist of more than one document).
ORG 3.5.2 • Editorial change: Punctuation corrected (comma deleted)
• Technical change: Note added to specify that IOSA/ISAGO registration
as a monitoring method must be used in conjunction with a risk
assessment of the provider.
ORG 3.5.2 Guidance • Technical change: Wording revised to address use of IOSA/ISAGO
registration as a method of monitoring a provider.
• Editorial change: Wording added; relocated with minor editorial
revisions from guidance under ORG 3.5.3 (more appropriate location).
ORG 3.5.3 Guidance • Editorial change: Wording deleted; relocated with minor editorial
revisions to guidance under ORG 3.5.2 (more appropriate location).
ORG 3.5.4 Guidance • Technical change: Wording added; recommendation that wet lease
agreements greater than three months are with an IOSA operator.
ORG 3.5.5 and Guidance • Administrative change: Standard and guidance suspended in
accordance with IOSA Standards Special Review Process.
Section 2 (FLT)
General (changes that are • Technical changes: Wording added to guidance to explain terms non-
applied multiple times) normal, abnormal, emergency.
• Editorial changes: Terminology standardized; flight deck entry door
and cabin entry door revised to flight deck door and cabin door.

Standards Eliminated • Twenty-nine (29): FLT 4.3.2, FLT 4.3.3, FLT 4.3.6, FLT 4.3.7,
FLT 4.3.8, FLT 4.3.9, FLT 4.3.10, FLT 4.3.13, FLT 4.3.14,
FLT 4.3.17B, FLT 4.3.18, FLT 4.3.19, FLT 4.3.20A, FLT 4.3.22,
FLT 4.3.23, FLT 4.3.24, FLT 4.3.29, FLT 4.3.31, FLT 4.3.32 <AC>,
FLT 4.3.33, FLT 4.3.34 <AC>, FLT 4.3.35 <AC>, FLT 4.3.36 <AC>,
FLT 4.4.1, FLT 4.4.2, FLT 4.4.3, FLT 4.4.4, FLT 4.5.1, FLT 4.5.2
(all incorporated into Table 2.9)
Standards Suspended • Two (2): Table 9.1, Items xxi (g), Item xxxiv
Standards Added • One (1): FLT 4.3.37 (includes associated tables)
Recommended Practices • Four (4): FLT 4.3.17A, FLT 4.3.20B, FLT 4.3.28, FLT 4.5.3 (all
Eliminated incorporated into Table 2.12)
Recommended Practices • One (1): FLT 4.3.38 (includes associated tables)
Added
Applicability Box • No changes.
Subsection 1.1 • Editorial change: Wording in title revised; consistent with ORG;
improves description of ISARPs in subsection.
FLT 1.2.1 • Technical change: Wording in sub-spec vii) I revised for consistency
with ICAO dangerous goods terminology.
FLT 1.6.1 • Editorial change: Reference changed to Table 1.1.
FLT 1.6.3 Guidance • Editorial change: Wording deleted to harmonize with guidance under
DSP 1.6.3.
FLT 1.10.1 • Technical changes: Wording added (sub-spec v) for consistency with
ORG 3.4.1.
FLT 1.10.3 Guidance • Editorial change: Wording revised to correct grammar.
FLT 1.11.1 • Technical change: Wording added for consistency with change in
ORG 3.5.1.
FLT 1.11.4B • Editorial change: Invalid reference deleted.
FLT 1.12.1 • Editorial change: Wording revised for consistency with ORG 3.1.1.
FLT 1.12.2 Guidance • Editorial change: Wording revised to be more appropriate (potentially).
• Technical changes: Wording added; list of examples of potential
hazards subject to risk assessment expanded.
FLT 2.1.12 Guidance • Technical change: Wording added to explain terminology.
FLT 2.1.35 • Technical changes: Wording revised; sub-spec ii) observation activities
expanded.
FLT 2.1.36 • Editorial change: Wording revised to standardize terminology.
FLT 2.2.17 • Technical change: Wording revised to reflect current terminology.
FLT 2.2.31 Guidance • Technical changes: Wording revised description of LOS scenarios
expanded.
• Technical change: Wording added to explain terminology.
FLT 2.5.1 Guidance • Technical change: Reference to ORG 3.5.5 deleted; no longer
accurate.
FLT 3.4.2 • Editorial change: Word added to improve accuracy.
FLT 3.4.3A Guidance • Technical change: Wording revised; title of reference document
updated.
FLT 3.4.3B • Editorial change: Wording revised for accuracy, harmonize with CAB.

FLT 3.4.3B Guidance • Technical change: Wording revised; title of reference document
updated.
FLT 3.4.3C • Editorial change: Wording revised for consistency.
FLT 3.4.3C Guidance • Technical change: Wording revised; title of reference document
updated.
FLT 3.7.5 • Technical changes: Wording added to improve expression of intent.
• Editorial change: GM symbol added.
FLT 3.7.5 Guidance • New guidance: IRM reference added.
FLT 3.7.9 • Technical change: Active Implementation expiry revised to 31 August
2018 to coincide with the expiry of ISM 11.
FLT 3.8.7B • Editorial change: Wording revised to clarify intent.
FLT 3.8.7B Guidance • Editorial change: Wording deleted as unnecessary.
FLT 3.8.10 • Technical changes: Invalid references deleted.
FLT 3.8.10 Guidance • Technical change: Reference to CAB provisions deleted; no longer
accurate.
FLT 3.9.3 Guidance • Editorial change: Wording deleted as unnecessary.
FLT 3.9.8 Guidance • Technical changes: Wording added to address information related to
dangerous goods acceptance by flight crew.
• Editorial change: Wording revised for clarity
FLT 3.11.20 • Technical change: Wording added to explain terminology.
FLT 3.12.2 • Editorial change: Wording revised to correct typo.
FLT 3.13.9 <AC> • Editorial change: Wording rearranged to clarify intent.
FLT 3.13.10 <AC> Guidance • Editorial change: Wording revised for applicability.
FLT 3.13.16 • Editorial change: Invalid references deleted.
FLT 3.13.17 • Editorial changes: References revised.
FLT 3.13.17 Guidance • Editorial changes: References revised.
FLT 3.13.18 • Technical changes: Wording revised, standard restructured to define
and clarify intent; References revised.
FLT 3.13.19 • Editorial change: Invalid references deleted.
FLT 3.14.11 • Editorial change: GM symbol added.
FLT 3.14.11 Guidance • New guidance to explain terminology.
FLT 4.2.2 • Editorial change: Wording in sub-spec vii) deleted as unnecessary.
FLT 4.2.3 • Technical change: Note added to clarify the meaning of en route
emergency airports.
Group placeholder • New placeholder (Intentionally open); reflects elimination of
FLT 4.3.2–4.3.3

FLT 4.3.2 • Eliminated: Designated as placeholder (intentionally open);

incorporated into Table 2.9.
FLT 4.3.3 • Eliminated: Designated as placeholder (intentionally open);
incorporated into Table 2.9.
FLT 4.3.6–4.3.36; previous placeholders incorporated.
FLT 4.3.6 • Eliminated: Designated as placeholder; incorporated into Table 2.9.
FLT 4.3.13 • Editorial change: Incorrect references deleted.
FLT 4.3.17A • Eliminated: Designated as placeholder; incorporated into Table 2.12.
FLT 4.3.17B • Eliminated: Designated as placeholder; incorporated into Table 2.9.
FLT 4.3.20A • Eliminated: Designated as placeholder; incorporated into Table 2.9.
FLT 4.3.20B • Eliminated: Designated as placeholder; incorporated into Table 2.12.
FLT 4.3.32 • Editorial change: <AC> symbol deleted.
• Technical changes: Wording revised for consolidation of ISARPs;
references to cargo aircraft deleted;
• Eliminated: Designated as placeholder; incorporated into Table 2.9,
above changes incorporated.
FLT 4.3.33 • Eliminated: Designated as placeholder; incorporated into
Table 2.9 (xxiii).
conditional phrase added;
• Eliminated: Designated as placeholder; incorporated into
Table 2.9 (xxiv).


• Technical changes: Consolidation of ISARPs; references to cargo
aircraft deleted.
• Technical change: Note added to address cargo aircraft.
Table 2.9 (xxvi).
references to cargo aircraft deleted.
Table 2.9 (xxvii).
FLT 4.3.37 and Guidance • New standard: Addresses aircraft systems/equipment specifications;
applicability of Table 2.9.
FLT 4.3.38 and Guidance • New recommended practice: Addresses aircraft systems/equipment
specifications; applicability of Table 2.12.
Subsection 4.4 • Eliminated: Title deleted
FLT 4.4.1 • Eliminated: Incorporated into Table 2.9 (xxviii).
FLT 4.4.2 • Eliminated: Incorporated into Table 2.9 (xxix).
FLT 4.4.3 <AC> • Eliminated: Incorporated into Table 2.9 (xxx).
FLT 4.4.4 <AC> • Eliminated: Incorporated into Table 2.9 (xxxi).
Subsection 4.5 • Eliminated: Title deleted
FLT 4.5.1 • Eliminated: Incorporated into Table 2.9 (xxxii).
FLT 4.5.2 • Eliminated: Incorporated into Table 2.9 (xxxiii).
FLT 4.5.3 • Eliminated: Incorporated into Table 2.12 (iv).
Table 2.9 • New table: Associated with FLT 4.3.37; specifies required aircraft
systems and equipment.
• Item xxi: Sub-spec (g) suspended in accordance with IOSA Standards
Special Review Process.
• Item xxxiv: Suspended in accordance with IOSA Standards Special
Review Process.
Table 2.10 • New table: Contains guidance material associated with aircraft
systems and equipment specifications in Table 2.9
• Item viii: Guidance partially suspended in association with suspension
of Table 9.1, Item xxi (g).
• Item xvi: Guidance suspended in association with suspension of
Table 9.1, Item xxxiv.
Table 2.11 • New table: Contains guidance material that addresses contents of the
first aid kit.
Table 2.12 • New table: Associated with FLT 4.3.38; specifies recommended
aircraft systems and equipment.
Table 2.13 • New table: Contains guidance material associated with aircraft
systems and equipment specifications in Table 2.12.
Section 3 (DSP)
General (changes that are • Editorial changes: Use of specific and consistent wording, terminology
applied multiple times) and structure in provisions that address performance-based methods
of achieving conformance/compliance.
Standards Eliminated • Three (3): DSP 4.6.1A, DSP 4.6.1B, DSP 4.6.1C.

Standards Added • Six (6): DSP 3.5.1, DSP 3.5.3, DSP 3.5.4, DSP 4.6.4, DSP 4.6.5,
DSP 4.6.6
Eliminated
Recommended Practices • Two (2): DSP 3.5.2, DSP 4.1.3
Added
Applicability Box • Technical changes: Wording added to describe the application of
performance-based methods of conformance in the DSP section.
• Editorial change: Wording revised to eliminate repetition.
DSP 1.3.6 • Technical change: Wording added (new sub-spec vi) to address
changes in Amendment 40 to Annex 6.
• Editorial change: Note added to explain effective date
DSP 1.3.6 Guidance • Editorial change: IRM reference added.
• Technical change: Wording added to explain effective date contained
in sub-spec vi).
DSP 1.6.1 • Editorial change: Reference changed to Table 1.1.
DSP 1.7.4 Guidance • Editorial change: Wording simplified
DSP 1.8.4 Guidance • Editorial change: IRM reference added (repeated to complement new
guidance wording that addresses aircraft tracking).
• Technical change: Wording added to address changes in
Amendment 40 to Annex 6 (retention of aircraft tracking data).
DSP 1.10.1 • Technical changes: Wording added (sub-spec v) for consistency with
ORG 3.4.1.
DSP 1.11.1 • Technical change: Wording added for consistency with change in
ORG 3.5.1.
DSP 1.11.1 Guidance • Technical change: Wording added (in examples) to include aircraft
tracking.
• Editorial change: Reference to ORG 3.5.1 relocated for consistency.
DSP 1.11.3 Guidance • Technical change: Wording added (in examples) to include aircraft
tracking/products.
DSP 1.12.1 • Editorial change: Wording revised for consistency with ORG 3.1.1.
DSP 1.12.1 Guidance • Technical change: Wording added to address performance-based
methods of conformance.
DSP 1.12.2 Guidance • Editorial change: Wording revised to be more appropriate (potentially).
• Technical changes: Wording added; list of examples of potential
hazards subject to risk assessment expanded.
• Technical change: Wording added to address performance-based
• Editorial change: Wording relocated for consistency.
DSP 2.5.1 Guidance • Technical change: Reference to ORG 3.5.5 deleted; no longer
accurate.
DSP 3.2.9C • Editorial change: Wording deleted to correct grammar.
Sub-section 3.5 • New sub-section: Title is Aircraft Tracking.

DSP 3.5.1 and Guidance • New standard and guidance: Addresses aircraft tracking in accordance
with Annex 6, Amendment 40A.
DSP 3.5.2 and Guidance • New recommended practice and guidance: Addresses aircraft tracking
in accordance with Annex 6, Amendment 40A.
DSP 3.7.1 Guidance • Editorial changes: Abbreviation added; ISM references revised for
accuracy.
DSP 4.1.1 • Technical change: Note added to address performance-based
methods of conformance as specified in sub-section 4.6.
DSP 4.1.2 • Technical changes: Sub-spec iv) deleted; note added to address
performance-based methods of conformance as specified in sub-
section 4.6.
DSP 4.1.2 Guidance • Technical changes: Wording deleted as unnecessary, inaccurate.
DSP 4.1.3 and Guidance • New recommended practice and guidance (replaces placeholder) to
address operations with aircraft that have cargo fire suppression time
limits; in accordance with Annex 6, Amendment 40A.
DSP 4.1.4 • Editorial change: PCO symbol deleted from sub-spec iii).
• Technical change: Sub-spec iii) deleted.
• Technical change: Note describing PCO deleted.
• Technical change: Wording revised in note describing performance-
based method of conformance.
DSP 4.1.4 Guidance • Technical changes: Wording related to PCO deleted.
• Technical changes: Wording revised for accuracy.
• Technical change: Wording deleted; no longer accurate.
DSP 4.1.5 • Editorial change: PCO symbols deleted from sub-specs iii) and iv).
• Technical change: Note describing PCOs deleted.
• Technical change: Wording revised in note describing performance-
DSP 4.1.5 Guidance • Editorial changes: Wording revised for consistency.
• Technical changes: Wording revised for accuracy.
DSP 4.1.7 • Technical change: AI expiration date extended.
DSP 4.1.7 Guidance • Technical change: Wording revised for accuracy.
DSP 4.3.1 Guidance • Technical change: Wording added/deleted to ensure accuracy.
DSP 4.3.5 • Technical change: Wording revised for accuracy.
• Technical change: Note added to address performance-based
DSP 4.3.5 Guidance • Technical changes: Wording revised and deleted for accuracy.
DSP 4.3.6 • Technical change: Wording revised for accuracy, to improve statement
of intent.
DSP 4.3.6 Guidance • Technical changes: Wording revised for accuracy.
DSP 4.3.7 • Technical change: Wording revised in note describing performance-

DSP 4.3.7 Guidance • Editorial change: Wording revised for consistency.

• Technical changes: Wording revised/deleted for accuracy.
DSP 4.3.8 Guidance • Technical changes: Wording deleted for accuracy.
DSP 4.3.13 • Technical change: Sub-spec iv) deleted.
• Administrative change: AlI expiry revised; advanced to coincide with
ISM publishing schedule.
DSP 4.3.13 Guidance • Editorial change: Invalid reference deleted.
Subsection 4.6 Title • Editorial change: Title revised to better reflect content of provisions in
subsection.
Subsection 4.6 General • New general guidance and table; Provides information on application
Guidance of performance-based provisions.
DSP 4.6.1A • Eliminated: Identifier changed to DSP 4.6.1; designated as placeholder
(intentionally open).
DSP 4.6.1B • Eliminated
DSP 4.6.1C • Eliminated
DSP 4.6.2 • Technical changes: Wording revised/added for accuracy in specifying
the basic requirements required for an operator to use performance-
based methods for achieving conformity with eligible operational
standards.
• Technical changes: Three notes added to provide supporting
information.
DSP 4.6.2 Guidance • Technical changes; Wording revised to improve accuracy, intent of the
standard and consistency with ORG 3.1.1.
DSP 4.6.3 • Technical changes: Wording revised to improve statement of intent
(integration of performance-based methods into SMS).
DSP 4.6.3 Guidance • Technical changes: Wording revised for accuracy.
DSP 4.6.4 and Guidance • New standard and guidance: Addresses performance-based methods
used for alternate airport selection.
used for fuel planning.
used for EDTO planning.

Table 3.4 • Wording added: New sub-spec xix) to addresses aircraft tracking for
search and rescue.
Table 3.5 • Editorial changes: Formatting change for better readibility
Section 4 (MNT)
General (changes that are • Editorial changes: Terminology standardized; flight deck entry door
applied multiple times) and cabin entry door revised to flight deck door and cabin door.
Standards Eliminated • None.
Eliminated
Added
MNT 1.1.3 Guidance • Editorial change: Word revised for accuracy.
MNT 1.3.1 • Technical change: Wording revised to improve accuracy.
MNT 1.3.1 Guidance • Technical changes: Wording revised/added/deleted to improve
accuracy, improve description of intent.
MNT 1.3.3 • Technical changes: Wording/structure revised to more accurately state
intent.
MNT 1.5.1 Guidance • Editorial change: Wording revised for ISM standardization; reference to
ORG 1.4.1 expanded.
MNT 1.6.1 • Editorial change: Reference changed to Table 1.1.
MNT 1.8.1 • Technical changes: Wording revised in sub-specs to more accurately
state intent.
MNT 1.10.1 • Technical change: Wording added (sub-spec v) for consistency with
ORG 3.4.1.
MNT 1.11.2 • Technical change: Wording added to expand intent.
MNT 1.11.2 Guidance • Editorial change: IRM reference added.
• Editorial change: Word revised to improve description of intent.
• Technical change: Wording added to improve description of intent
(examples).
MNT 1.12.1 • Editorial change: Wording revised for consistency with ORG 3.1.1.
MNT 1.12.6 Guidance • Technical change: Reference to ORG 3.5.5 deleted; no longer
accurate.
MNT 2.5.1 • Editorial change: Wording added to improve intent.
MNT 2.5.2 • Technical change: Wording revised to improve accuracy.
MNT 2.5.2 Guidance • New guidance.
MNT 2.9.1 • Editorial changes: Wording revised to improve accuracy and
consistency.
MNT 3.1.2 Guidance • Editorial change: Wording deleted (examples) for accuracy.
MNT 3.2.2 • Technical change: Wording revised to more accurately state intent
(sub-spec iii).
MNT 4.5.1 • Editorial change: Wording revised to improve accuracy.
MNT 4.5.1 Guidance • Technical change: Wording added to explain intent (exception).

MNT 4.7.3 • Technical change: Wording revised to improve statement of intent.

MNT 4.7.3 Guidance • Editorial change: Wording revised for consistency with standard.
MNT 4.7.4 • Editorial change: Wording added to improve intent.
Table 4.1 • Technical changes: Wording revised/added for accuracy.
Table 4.5 • Editorial change: Wording revised for consistency with table title.
Table 4.8 • Technical changes: Wording revised for accuracy.
Section 5 (CAB)
Standards Eliminated • Twenty (20): CAB 3.2.11, CAB 4.2.1, CAB 4.2.2, CAB 4.2.3,
CAB 4.2.5, CAB 4.2.6, CAB 4.2.7, CAB 4.2.8, CAB 4.2.9, CAB 4.2.10,
CAB 4.2.11, CAB 4.2.12, CAB 4.2.13, CAB 4.2.14, CAB 4.2.15,
CAB 4.2.16, CAB 4.2.17, CAB 4.2.18, CAB 4.2.23A, CAB 4.2.23B
(19 incorporated into Table 5.4)
Standards Added • One (1): CAB 4.2.24 (includes associated tables).
Recommended Practices • Two (2): CAB 4.2.2, CAB 4.2.3 (both incorporated into Table 5.5).
Eliminated
Recommended Practices • One (1): CAB 4.2.25 (includes associated tables).
Added
Applicability Box • Editorial change: Wording that addresses conditional phrases revised
for accuracy.
General Guidance • No changes.
CAB 1.3.1 Guidance • Editorial changes: Wording revised/deleted for ISM standardization;
reference to ORG 1.4.1 expanded.
CAB 1.5.1 • Editorial change: Reference changed to Table 1.1.
CAB 1.9.1 • Technical changes: Wording added (sub-spec v) for consistency with
ORG 3.4.1.
CAB 1.10.1 • Technical changes: Wording added for consistency with ORG 3.5.1.
CAB 1.11.1 • Editorial change: Wording revised for consistency with ORG 3.1.1.
CAB 2.2.4 Guidance • Editorial change: Wording revised to improve accuracy.
CAB 2.2.8 Guidance • Editorial changes: IRM references added; wording revised to be more
appropriate for guidance.
CAB 2.2.11 • Editorial change: Wording revised; terminology spelling correction (first
aid).
CAB 2.4.1 Guidance • Technical change: Reference to ORG 3.5.5 deleted; no longer
accurate.
CAB 3.1.4A Guidance • Editorial change: Wording revised to improve flow.
• Technical change: Wording revised; title of reference document
updated.
CAB 3.1.4B • Editorial change: Wording revise in sub-spec ii) for accuracy.
CAB 3.1.4B Guidance • Technical change: Wording revised; title of reference document
updated.
CAB 3.1.4C Guidance • Technical change: Wording revised; title of reference document
updated.
CAB 3.2.2 • Editorial change: Wording revised in sub-spec v) for simplification,
consistency.

CAB 3.2.7 Guidance • Editorial change: Word deleted as unnecessary.

CAB 3.2.9 Guidance • Editorial changes: Wording revised to be more appropriate for
guidance.
CAB 3.2.10 • Technical changes: Wording revised/added; specifications from
(eliminated) CAB 3.2.11 incorporated
CAB 3.2.11 • Eliminated: Marked as placeholder (intentionally open); specifications
incorporated into CAB 3.2.10.
CAB 3.3.2 • Editorial change: Invalid references deleted.
CAB 3.3.2 Guidance • Editorial change: Invalid references deleted.
CAB 3.3.3 Guidance • Editorial changes: Wording revised for consistency with specifications
in standard, to be more appropriate for guidance.
CAB 3.3.5 Guidance • Editorial change: Wording revised to be more appropriate for guidance.
CAB 3.4.2 • Editorial change: Wording revised (PIC) for consistency of ISM
terminology.
CAB 3.4.3 • Technical changes: Wording revised for accuracy (in conditional
phrase and in core specification).
CAB 3.4.4 • Technical changes: Wording revised for accuracy.
CAB 3.4.5 • Editorial change: Wording revised for accuracy.
CAB 3.4.12 • Technical change: Conditional wording added to sub-spec iv) to allow
for variable applicability.
CAB 4.2.1–4.2.23 previous placeholders incorporated.
CAB 4.2.1 • Eliminated: Designated as placeholder; incorporated into Table 5.4 (i).
CAB 4.2.2 • Eliminated: Designated as placeholder; incorporated into Table 5.5 (i).
CAB 4.2.3 • Eliminated: Designated as placeholder; incorporated into Table 5.5 (ii).
CAB 4.2.5 • Eliminated: Designated as placeholder; incorporated into Table 5.4 (ii).
CAB 4.2.6 • Eliminated: Designated as placeholder; incorporated into Table 5.4 (iii).
CAB 4.2.7 • Eliminated: Designated as placeholder; incorporated into
Table 5.4 (iv).
Table 5.4 (vi).
CAB 4.2.9 • Eliminated: Designated as placeholder; incorporated into Table 5.4 (v).
Table 5.4 (vii).
Table 5.4 (viii).
Table 5.4 (ix).
CAB 4.2.13 • Eliminated: Designated as placeholder; incorporated into Table 5.4 (x).
Table 5.4 (xi).
Table 5.4 (xii).
Table 5.4 (xiii).
Table 5.4 (xiv).
Table 2.9 (xvii).

CAB 4.2.23A • Eliminated: Designated as placeholder; incorporated into

Table 5.4 (xv).
CAB 4.2.23B • Eliminated: Designated as placeholder; incorporated into
Table 5.4 (xvi).
CAB 4.2.24 • New standard and guidance: Addresses cabin systems/equipment
specifications; applicability of Table 5.4.
CAB 4.2.25 • New recommended practice and guidance: Addresses cabin
systems/equipment specifications; applicability of Table 5.7.
Table 5.4 • New table: Associated with CAB 4.2.23; specifies required cabin
Table 5.5 • New table: Contains guidance material associated with cabin systems
and equipment specifications in Table 5.4.
first aid kit.
Table 5.7 • New table: Associated with CAB 4.2.24; specifies recommended cabin
medical kit.
universal precaution kit.
Section 6 (GRH)
General (changes that are • Editorial changes: IGOM references revised; reference to chapter
applied multiple times) deleted where the reference is more specific than the chapter number.
Standards Eliminated • Four (4): GRH 2.2.4 (replaced by recommended practice), GRH 2.2.5,
GRH 3.1.3, GRH 3.1.4
Eliminated
Recommended Practices • One (1): GRH 2.2.4 (replaces eliminated standard; includes associated
Added tables)
General Guidance • Technical change: Wording deleted; replace with wording that defines
sources of processes and procedures.
GRH 1.3.1 Guidance • Editorial changes: Wording revised/deleted for ISM standardization;
GRH 1.5.1 • Editorial change: Reference changed to Table 1.1.
GRH 1.5.1 Guidance • Technical change: IGOM references revised to improve accuracy.
GRH 1.6.4 Guidance • Technical change: IGOM reference revised to improve accuracy.
GRH 1.6.7 • Technical changes: Wording revised for accuracy and to clarify intent.
GRH 1.6.9 Guidance • Technical change: Wording deleted for accuracy.
GRH 1.9.1 • Technical changes: Wording added (sub-spec v) for consistency with
ORG 3.4.1.
GRH 1.10.1 • Technical changes: Wording added for consistency with ORG 3.5.1.

GRH 1.10.1 Guidance • Editorial changes: Wording revised to improve verbiage; reference to
ORG 3.5.1 relocated for consistency.
GRH 1.11.1 • Editorial change: Wording revised for consistency with ORG 3.1.1.
GRH 2.1.2 Guidance • Technical change: Reference to Table 6.1 added.
• Editorial change: Wording deleted (non-relevant).
GRH 2.1.3 • Editorial change: Format correction; bullet symbols converted to lower
Roman numerals in accordance with ISM convention.
GRH 2.1.3 Guidance • New guidance: Provides explanation of intent.
GRH 2.2.3 • Technical changes: Specifications deleted/revised; sub-specs added
to identify operational areas that are included in initial and recurrent
training for ground handling personnel.
• Editorial change: GM symbol deleted.
GRH 2.2.3 Guidance • Eliminated.
GRH 2.2.4 • Technical change: Standard eliminated; replaced by recommended
practice.
• Technical changes: Specifications deleted/revised; sub-specs added
to provide references to tables that address training for specific ground
handling operational functions.
GRH 2.2.4 Guidance • New guidance.
GRH 2.2.5 and Guidance • Eliminated: Specifications incorporated into GRH 2.2.3.
GRH 2.3.1 Guidance • Technical change: Reference to ORG 3.5.5 deleted; no longer
accurate.
GRH 3.1.1 • Technical changes: Wording revised to expand intent; specifications
now address a comprehensive dangerous goods notification system.
GRH 3.1.1 Guidance • Technical changes: Wording added/revised to expand explanatory
information.
GRH 3.1.2 Note • Editorial change: Wording in note revised to improve clarity.
GRH 3.1.2 Guidance • Technical changes: DGR reference revised, IGOM reference added.
GRH 3.1.3 and Guidance • Eliminated. Marked as placeholder (intentionally open); redundant;
addressed in revised GRH 3.1.1.
GRH 3.1.4 and Guidance • Eliminated. Marked as placeholder (intentionally open); redundant;
addressed in revised GRH 3.1.1.
GRH 3.1.5 • Technical change: Wording in sub-spec i) revised for consistency with
current industry terminology.
GRH 3.1.5 Guidance • Technical change: IGOM reference added.
GRH 3.2.2 Guidance • Technical changes: AHM and IGOM references revised.
GRH 3.2.3 Guidance • Technical changes: AHM reference revised.
GRH 3.2.5 Guidance • Technical changes: IGOM reference revised.
GRH 3.2.6 • Editorial change: Wording in note revised to correct typo.
GRH 3.3.1 Guidance • Technical change: Wording revised to improve intent.
• Technical change: AHM reference revised.
GRH 3.3.2 • Technical changes: Wording revised to improve accuracy.

GRH 3.3.2 Guidance • Technical changes: Wording revised to provide expanded description
of load control system.
• Technical change: AHM reference revised.
GRH 3.3.6 Guidance • Technical changes: IGOM references revised.
GRH 3.3.7 Guidance • Technical changes: IGOM references revised.
GRH 3.3.8 Guidance • Technical change: DSP reference deleted (inaccurate)
GRH 3.4.1 Guidance • Technical changes: IGOM and AHM references revised.
GRH 3.4.3 Guidance • Technical change: IGOM reference added.
GRH 3.4.4 Guidance • Technical change: one DGR reference deleted.
GRH 3.4.6 Guidance • Technical change: IGOM reference deleted.
GRH 3.4.10 Guidance • Technical change: DGR reference revised.
GRH 3.4.11 Guidance • Technical change: DGR reference revised.
GRH 3.4.12 • Technical change: Wording revised/added to address the transport of
passenger items in cabin passenger seats; harmonized with
CAB 3.2.3.
GRH 3.4.12 Guidance • Technical changes: Wording revised/added to expand explanation of
intent.
GRH 3.5.3 • Technical changes: Wording revised/added to expand and clarify
intent.
• Editorial change: GM symbol deleted.
GRH 3.5.3 Guidance • Eliminated.
GRH 3.6.1 Guidance • Technical change: IGOM reference revised.
GRH 3.6.4 Guidance • Technical change: AHM reference revised.
GRH 4.1.1 • Editorial change: Wording revised for accuracy.
GRH 4.1.1 Guidance • Technical changes: Wording added to address biofuels and
documentation of procedures.
GRH 4.1.7 Guidance • Technical change: AHM reference revised.
GRH 4.2.1 Guidance • Technical change: SAE reference document replaces AEA document;
consistent with standard that will be used in IFQP starting January
2017.
GRH 4.2.2 Guidance • Technical change: SAE reference document added; consistent with
standard that will be used in IFQP starting January 2017.
GRH 4.2.4 • Technical change: SAE reference added to sub-spec ii); consistent
with standard that will be used in IFQP starting January 2017.
Table 6.1 • New table: Supplements guidance associated with GRH 2.1.2;
addresses safety training for ground handling personnel; specifies
functional groups/typical training curricula.

Table 6.2 • New table: Supplements GRH 2.2.3 (recommended practice); provides
specifications that define a typical curriculum for airside driver training.
specifications that define a typical curriculum for load control functional
training.
specifications that define a typical curriculum for passenger handling
functional training.
specifications that define a typical curriculum for baggage handling
specifications that define a typical curriculum for aircraft handling and
loading functional training.
specifications that define a typical curriculum for passenger boarding
bridge training.
specifications that define a typical curriculum for aircraft loading
supervisor training.
specifications that define a typical curriculum for aircraft ground
movement functional training.
specifications that define a typical curriculum for fueling operations
specifications that define operational functions/typical curricula for
de/anti-icing functional training.
Section 7 (CGO)
Eliminated
Recommended Practices • One (1): CGO 3.4.2.
Added
CGO 1.3.1 Guidance • Editorial changes: Wording revised/deleted for ISM standardization;
CGO 1.5.1 • Editorial change: Reference changed to Table 1.1.
CGO 1.9.1 • Technical changes: Wording added (sub-spec v) for consistency with
ORG 3.4.1.
CGO 1.10.1 • Technical changes: Wording added for consistency with ORG 3.5.1.
CGO 1.10.1 Guidance • Editorial change: Reference to ORG 3.5.1 added.
CGO 1.11.1 • Editorial change: Wording revised for consistency with ORG 3.1.1.

CGO 1.11.2 Guidance • Technical changes: list of typical sources of cargo operations hazards
added (similar to lists under FLT 1.12.2 and DSP 1.12.2).
CGO 2.1.4 • Editorial change: Error in provision identifier corrected; reference to
CGO 2.1.1.
CGO 2.2.3 • Editorial change: Wording added; reference to ULDs termed where
applicable.
CGO 2.3.1 Guidance • Technical change: Reference to ORG 3.5.5 deleted; no longer
accurate.
CGO 3.1.4 • Technical changes: Wording revised for accuracy of intent.
CGO 3.2.1 • Editorial changes: Provision restructured to include sub-specs;
wording revised to include DGR abbreviation.
• Technical changes: Wording added (sub-spec ii) to reflect DGR
acceptance checklist identification requirement.
CGO 3.2.3 • Editorial changes: Wording revised to improve statement of intent.
CGO 3.2.3 Guidance • Technical change: Wording deleted as unnecessary.
CGO 3.2.6 Guidance • Editorial change. Wording revised to improve flow.
CGO 3.4.2 and Guidance • New recommended practice and guidance: Addresses
acceptance/handling of time/temperature-sensitive healthcare
products (new separate cargo category; previously included under
perishable cargo).
Section 8 (SEC)
Standards Added • Two (2): SEC 1.9.2 (repeat of ORG 1.5.2; not repeated previously in
SEC), SEC 1.12.1 (repeat of ORG 3.1.3; upgraded from recommended
practice to standard in SEC for consistency with ORG 3.1.3).
Recommended Practices • One (1): SEC 1.12.1 (repeat of ORG 3.1.3; upgraded to standard for
Eliminated consistency with ORG 3.1.3).
Added
SEC 1.1.1 Guidance • Technical change: Wording added to clarify intent.
SEC 1.1.2 • Technical changes: Wording added to expand statement of intent.
SEC 1.2.1 Guidance • Editorial change: Wording added to provide alternative names for an
AOSP.
SEC 1.3.1 • Technical changes: Wording added to expand intent and for more
consistency with ORG 1.3.1.
SEC 1.3.2 • Technical changes: Wording revised for more consistency with
ORG 1.3.2.
SEC 1.3.3 • Technical changes: Wording revised for more consistency.
SEC 1.4.1 • Technical changes: Wording revised for more consistency with
ORG 1.4.1.
SEC 1.4.1 Guidance • Technical changes: Wording added to expand relevant information and
explanation of intent.
SEC 1.6.1 • Editorial change: Reference changed to Table 1.1.

SEC 1.8.1 Guidance • Editorial change: Word revised to improve flow and correct spelling.
• Editorial change: Wording deleted; relocated into the standard.
SEC 1.9.1 • Editorial change: Abbreviation SeMS replaces existing wording.
SEC 1.9.2 and Guidance • New standard and guidance: Addresses continual improvement of
SeMS; repeat of ORG 1.5.2 (SMS) adapted for application to SeMS.
SEC 1.10.4 • Editorial change: Wording revised to improve statement of intent.
SEC 1.11.1 Guidance • Editorial changes: Wording revised to improvement statement of intent.
SEC 1.12.1 • New standard: Upgraded from recommended practice; consistent with
ORG 3.1.3, which is repeated as a standard in all other ISM sections;
wording/structure tailored for applicability to reporting security issues.
SEC 2.1.1 • Editorial change: Word revised to correct spelling.
SEC 2.1.2 • Editorial changes: Wording revised/added to expand training program
specifications.
• Editorial change: Structure revised to include sub-specifications.
Appendix
Appendix • Mandatory Observation Checklists MO-1 to MO-16 added

Introduction
1 Purpose
The IOSA Standards Manual (ISM) is published in order to provide the IOSA standards,
recommended practices (ISARPs), associated guidance material and other supporting information
necessary for an operator to successfully prepare for an audit.
The ISM is the sole source of assessment criteria to be utilized by auditors when conducting an audit
against the ISARPs.
The ISM may also be used as a guide for any operator desiring to structure its operational
management and control systems in conformity with the latest industry operational practices.
2 Structure
The ISM is organized as follows:
• Section 1 → Organization and Management System (ORG);
• Section 2 → Flight Operations (FLT);
• Section 3 → Operational Control and Flight Dispatch (DSP);
• Section 4 → Aircraft Engineering and Maintenance (MNT);
• Section 5 → Cabin Operations (CAB);
• Section 6 → Ground Handling Operations (GRH);
• Section 7 → Cargo Operations (CGO);
• Section 8 → Security Management (SEC).
Each section in this Manual is assigned an associated 3-letter identifier (in parentheses above). The
reference number for every standard or recommended practice within a section includes the specific
3-letter identifier for that section (e.g. ORG 1.1.1).
3 Sources for IOSA Standards and Recommended Practices (ISARPs)

The safety and security requirements published in the Annexes to the Convention on International
Civil Aviation (ICAO Annexes) are the primary source for specifications contained in the ISARPs.
Safety and security requirements in the ICAO Annexes used as the basis for ISARPs are those that
are applicable either directly or indirectly to the air operator.
4 Applicability of ISARPs
Applicability Guidance
To provide guidance to operators, an Applicability box is found at the beginning of each section of
this manual. Within the box is a general description of the applicability of the ISARPs contained in the
section.
The applicability of individual standards or recommended practices is always determined by the
auditor. As a means to assist with the interpretation of individual application, many ISARPs begin
with a conditional phrase as described below.
Systemic Applicability
When making a determination as to the applicability of individual ISARPs, it is important to take into
account operations (relevant to the individual standard or recommended practice) that are conducted
within stations and locations throughout the operator's network.
Aircraft Applicability
The ISARPs as published in this version of the ISM are applicable only for the audit of an operator
that operates a minimum of one (i.e. one or more) multi-engine, two-pilot aircraft with a maximum
certificated takeoff mass in excess of 5,700 kg (12,566 lb) to conduct:
• Passenger flights with or without cabin crew.
• Cargo flights with or without the carriage of passengers or supernumeraries.
ISM Ed. 11, September 2017 INT 1

ISARPs may not be applied or used for the Audit of an operator that either:
• Does not operate a minimum of one aircraft as specified above, or
• Has all aircraft operations conducted by another operator.
ISARPs may not be applied or used for the Audit of operations that are conducted with:
• Aircraft that have a maximum certificated takeoff mass of 5,700 kg (12,566 lb) or less;
• Single engine aircraft;
• Piston engine aircraft;
• Single pilot aircraft;
• Helicopters;
• Seaplanes.
During an audit, ISARPs are applied only to those aircraft that are of the type authorized in the Air
Operator Certificate (AOC) and utilized in commercial passenger and/or cargo operations. Certain
ISARPs are also applicable to non-commercial operations, and such application is indicated in a note
that is part of the standard or recommended practice.
Other owned or leased aircraft that are not of the type authorized in the AOC and/or not utilized in
commercial air transport operations will not be evaluated during an audit. However, the existence of
such aircraft will be referenced with an explanation in the IOSA Audit Report (IAR).
Systems and Equipment Applicability
Aircraft that meet the above-specified aircraft applicability criteria are assessed for conformity with
the applicable aircraft and cabin systems and equipment specifications contained in ISM Section 2
(FLT), Tables 2.9 and 2.12, and in ISM Section 5 (CAB), Tables 5.4 and 5.7.
5 Explanation of ISARPs
ISARPs contained in this manual have been developed for use under the IOSA program and contain
the operational criteria upon which the audits are based. ISARPs are not regulations.
ISARPs Identifiers
All ISM provisions (i.e. the ISARPs) are preceded by an identifier that consists of the three-letter
section abbreviation and a string of three numbers separated by two decimal points (e.g. ORG 1.1.1).
Stabilization of the ISARPs identifiers is an important goal, primarily for facilitating use of the ISARPs
by operators, auditors and others, but also for the purpose of ensuring an accurate statistical basis.
Therefore, when revising the ISM, every effort is made to minimize any re-numbering of the ISARPs.
In certain instances new provisions must be inserted into an existing series of ISARPs. Normally this
is done when it is important that the new provision has a logical locational relationship with another
existing provision. When this occurs, an additional upper-case letter is attached to the identifier of the
applicable provisions as the means of avoiding the re-numbering of other ISARPs that follow in the
series.
For example, when a new FLT provision was developed to address AQP/ATQP, its logical location
was immediately following the existing FLT 2.1.1, which contains the core flight crew training
program specifications. The new provision was inserted immediately under FLT 2.1.1, and the two
provisions became FLT 2.1.1A and FLT 2.1.1B. The addition of upper-case letters to the identifiers of
those two provisions precluded the need to renumber all of the other ISARPs that follow in that
series.
Standards
IOSA Standards are specified systems, policies, programs, processes, procedures, plans, sets of
measures, facilities, components, types of equipment or any other aspect of operations under the
scope of IOSA that have been determined to be an operational necessity, and with which an operator
will be expected to be in conformity at the conclusion of an audit.
Standards always contain the word “shall” (e.g. “The Operator shall have a process…”) in order to
denote that conformance by an operator being audited is a requirement for IOSA registration.
INT 2 ISM Ed. 11, September 2017

Introduction
During an audit, determination of nonconformity with specifications contained in an IOSA Standard

results in a Finding, which in turn results in the generation of a Corrective Action Report (CAR).
To close a Finding, an operator will develop a Corrective Action Plan (CAP), and then implement
corrective action in accordance with the CAP.
Recommended Practices
IOSA Recommended Practices are specified systems, policies, programs, processes, procedures,
plans, sets of measures, facilities, components, types of equipment or any other aspects of
operations under the audit scope of IOSA that have been determined to be operationally desirable,
but conformance is optional by an operator. Recommended Practices always contain the italicized
word “should” (e.g. “The Operator should have a policy…”) to denote conformance is optional.
During an audit, a determination of nonconformity with specifications contained in an IOSA
Recommended Practice results in an Observation, which in turn results in the generation of a CAR.
An operator is not obliged to close an observation with corrective action but, as a minimum, must
provide the root cause analysis (RCA) portion of the CAP. However, if an operator chooses to close
an Observation, it will require subsequent implementation of corrective action in the same manner as
is required to close a Finding.
Conditional Phrase
Certain provisions (i.e. standards or recommended practices, or sub-specifications within certain
provisions), begin with a conditional phrase. The conditional phrase states the conditions (one or
more) that serve to define the applicability of the provision or sub-specification to the individual
operator being audited. A conditional phrase begins with the words “If the Operator…”
When assessing an operator against a provision or sub-specification that begins with a conditional
phrase, the Auditor will first determine if an operator meets the condition(s) stated in the conditional
phrase. If the operator meets the stated condition(s), the provision or sub-specification is applicable
to the operator and must be assessed for conformance. If the operator does not meet the
condition(s), the provision or sub-specification is not applicable to that operator, and such non-
applicability will then be recorded as N/A.
Parallel Conformity Option (PCO)
A Parallel Conformity Option (PCO) may be included in a limited number of provisions in this ISM.
A PCO provides an optional means for an operator to be in conformity with an IOSA provision that
contains a basic operational specification (typically derived from ICAO standards), which, due to
technical, logistical regulatory or other relevant factors, cannot be implemented by a large segment of
the industry.
Where a PCO is included in an IOSA provision, it will be clearly identified by a [PCO] symbol and
described in an informational note (see Notes and Symbols below). If the PCO has an expiration
date, the note will also include the expiration date.
Within a provision, the basic operational specification(s) will always be stated first and the identifiable
PCO specification(s) will immediately follow thereafter.
Each PCO is subject to approval under the IOSA Standards Change Management Process. If a PCO
includes an expiration date, such date will be reviewed on a regular basis to determine if an
extension is required. Such review will include an investigation of industry capability to meet the basic
operational specification. At the point it can be determined the industry will have the capability to
meet the basic operational specification, a PCO will be allowed to expire.
Notes and Symbols
An italicized note (Note:) immediately following a provision contains information relevant to the
specification(s) in the provision, and is to be considered as part of the provision.
An <AC> symbol in the reference number of an IOSA provision indicates that the provision is
applicable to an operator that conducts flights with cargo aircraft.
An [SMS] symbol in bold text following the last sentence of an IOSA provision indicates the provision
specifies one or more of the elements of a safety management system (SMS). (SMS is addressed in
subsection 8 below.)

A [PCO] symbol in bold text following a sub-specification within or the last sentence of an IOSA
provision identifies a parallel conformity option (PCO).
A (GM) symbol in bold text following the last sentence of an IOSA provision indicates the existence of
associated guidance material. (Guidance Material is addressed in subsection 6 below.)
A ► symbol at the end of an individual standard or recommended practice in Section 1 (ORG)
indicates the specific provision is repeated almost verbatim in one or more of the other seven
sections of the ISM.
A ◄ symbol at the end of a provision in Sections 2–8 indicates the specific provision is also
contained in Section 1 (ORG) and has been repeated almost verbatim.
A ▲ symbol is the identifier for a paragraph that immediately follows a provision and designates the
provision as eligible for the application of Active Implementation. (Active Implementation is
addressed in subsection 7 below.)
Special Review Suspension
IATA, upon request from an appropriate industry source, may subject the technical specifications
within an IOSA standard to a special review in accordance with the IOSA Standards Special Review
Process. Such process is defined in Section 1 of the IOSA Program Manual (IPM).
When a special review is conducted, the IOSA standard or certain sub-specifications within the IOSA
standard are put under suspension until the special review has been completed.
When a new edition of the ISM is published while a special review is in progress, the suspended
IOSA standard or sub-specification(s) within the IOSA standard will be identified with either of the
following, as appropriate:
• (This standard is currently suspended in accordance with the IOSA Standards Special
Review Process), or
• (This sub-specification is currently suspended in accordance with the IOSA Standards
Special Review Process)
6 Guidance Material
Guidance material is informational in nature and supplements or clarifies the meaning or intent of
certain ISARPs. ISARPs that are self-explanatory do not have associated guidance material.
Guidance material is designed to ensure a common interpretation of specifications in ISARPs and
provide additional detail that assists an operator to understand what is required in order to achieve
conformity. Where applicable, guidance material also presents examples of acceptable alternative
means of achieving conformity.
Guidance material associated with an individual standard or recommended practice is co-located
with the relevant provision and is preceded by the bold sub-heading Guidance.
Additionally, some guidance material relates to an entire ISM section or to a specific grouping of
provisions within a section. Such guidance stands alone in an appropriate location and is preceded
by the bold heading General Guidance.
Audit specifications are contained only in the ISARPs, and never in the guidance material.
7 Operational Audit
During an audit, an operator is assessed against the ISARPs contained in this manual. To determine
conformity with any standard or recommended practice, an auditor will gather evidence to assess the
degree to which specifications are documented and implemented by the operator. In making such an
assessment, the following information is applicable.
Documented
Documented shall mean the specifications in the ISARPs are published and accurately represented
by an operator in a controlled document. A controlled document is subject to processes that provide
for positive control of content, revision, publication, distribution, availability and retention.
Documentation is necessary for an operator to ensure systems, programs, policies, processes,
procedures and plans are implemented in a standardized manner, and to further ensure such

Introduction
standardized implementation is sustained on an on-going basis. Documentation provides the

standards that govern the way personnel perform tasks within the management system and in
operations. Such documented standards are necessary for an operator to:
• Provide continuity in the flow of information to personnel;
• Ensure personnel are properly trained;
• Conduct evaluations (e.g. audits, inspections, performance assessments).
Implemented
Implemented shall mean the specification(s) in the ISARPs are established, activated, integrated,
incorporated, deployed, installed, maintained and/or made available, as part of the operational
system, and is (are) monitored and evaluated, as necessary, for continued effectiveness.
The continuity of implementation is directly linked to documentation. To ensure standardization within
the management system and in the conduct of operations, an operator must ensure specified
systems, programs, policies, processes, procedures and plans are implemented as published in its
controlled documents.
The requirement for specifications to be documented and implemented by an operator is inherent in
ISARPs unless indicated otherwise.
Mandatory Observations
Mandatory Observations are conducted during an Audit as a means for collecting evidence that may,
or may not, complement factual evidence that has already been (or will be) collected during the
course of the Audit. These observations are normally conducted using checklists supplied by IATA,
which are attached to the ISM as an Appendix. The applicability and use of the MO checklists is
described in the IPM and the IAH.
Inactive Approved Operations
It is not unusual for an operator to elect not to conduct certain types of operations for which it has
regulatory approval (e.g. transport of dangerous goods). In such cases, IOSA provisions with
specifications that address such inactive operations would not be applicable to the operator during an
Audit if it is stated clearly in a controlled document (e.g. Operations Manual) that the specified
operations are not conducted by the operator.
Outsourced Operational Functions
Where an operator has chosen to outsource operational functions specified in IOSA provisions to
external service providers, conformity with those provisions will be based on evidence provided by
the operator that demonstrates acceptable processes are in place (i.e. processes that are
documented and implemented) for monitoring such external service providers to ensure fulfillment of
applicable operator and regulatory requirements affecting the safety and security of operations.
Auditing is recommended as an effective method for an operator to monitor external service
providers.
Active Implementation (AI)
Certain IOSA Standards may be designated as eligible for the application of Active Implementation
(AI), which is a concept that permits an operator to be in conformity with a standard based on a
demonstration of active and real progress toward completion of an acceptable Implementation Action
Plan (IAP). Provisions eligible for AI are identified by a ▲ symbol (see Notes and Symbols above).
An acceptable IAP defines and maps out the satisfaction of all requirements for an operator to
achieve conformity with the designated IOSA Standard. As a minimum, an acceptable IAP shall
specify:
• A detailed schedule of all work or activities necessary to complete the IAP;
• The equipment, components, material or other physical resources necessary to complete the
IAP;
• A series of milestone dates against which progress toward completion of the plan can be
measured;
• A date when the plan is projected to be completed.

Designation of any IOSA Standard for the application of AI will always be predicated on an up-front
risk analysis that indicates application of AI would not pose an unacceptable safety risk. Additionally,
such designation may include prerequisite conditions that must be satisfied by an operator in order to
be eligible for AI.
An IOSA Standard that has been designated for application of AI will be clearly identified in this
manual, along with prerequisite conditions, if any.
To conform to a standard based on AI, an operator must be able to provide evidence that execution
of an acceptable IAP is underway and material or physical progress toward completion of the plan is
consistent with the planned schedule, as measured against published milestones. If applicable, an
operator must also demonstrate satisfaction of any associated prerequisite conditions.
An operator that provides only an IAP without other demonstrable evidence of having materially or
physically begun execution of the plan does not meet the criteria for conformance based on AI.
8 Safety Management Systems (SMS)

The components and elements of an SMS for air operators are published in the ICAO Framework for
Safety Management Systems (SMS) as published in ICAO in Annex 19. Guidance supporting the
Framework may be found in the ICAO Safety Management Manual (SMM), Doc 9859. All SMS
components and elements contained in the ICAO Framework are addressed in the ISARPs.
Specific SMS requirements for an operator will always be mandated by the State in accordance with
its individual State Safety Plan (SSP).
SMS standards are identified by a bold [SMS] symbol immediately following the last sentence of the
provision. An operator that is audited and found to be in conformity with all standards identified by the
[SMS] symbol is considered to have a baseline SMS in place.
Such baseline SMS might not meet the SMS requirements of all states because certain states, in
accordance with their individual SSP, could add requirements above those contained in the ICAO
framework. Additionally, some states might mandate operators to implement SMS using a multi-
phase approach. In either case, having the basic SMS elements implemented in accordance with the
IOSA standards should facilitate compliance with individual state SMS requirements.
Note: The term safety as used In the ISM includes the management of both safety and/or security
risks that have the potential to affect aircraft operations.
9 IOSA Documentation System

The ISM is used in association with the following related manuals:
• IOSA Program Manual (IPM);
• IATA Reference Manual for Audit Programs (IRM);
• IOSA Audit Handbook (IAH).
The IPM, ISM, IRM and IAH comprise the IOSA documentation system.
10 English Language
English is the official language of the IOSA Program; documents comprising the IOSA
Documentation System are written in International English* in accordance with IATA policy.
The IPM requires auditors to ensure the English language version of this ISM and/or IOSA Checklists
is always used as the basis for a final determination of conformity or nonconformity with ISARPs
during the conduct of an audit. Versions of the ISM or IOSA Checklists that have been translated into
another language are subject to misinterpretation; therefore, any translated IOSA document is
considered an unofficial reference.
* Refer to the IRM for the definition of International English.
* The official reference for International English in accordance with IATA policy is the online Merriam-
Webster Dictionary (http://www.merriam-webster.com).

Introduction
11 Manual Revisions
Revisions to the ISM are developed and issued in accordance with the IOSA Standards Change
Management process, which is published in the IOSA Program Manual (IPM).
The ISM is normally revised annually. In accordance with IATA policy, a revision to the ISM (other
than a temporary revision) will always result in a new edition of the ISM.
The time period between the issuance of a new edition of the ISM and the effective date of such new
edition is typically four full months.
Should critical issues arise that affect the content of the ISM, a temporary revision (TR) will be
issued.
Usable Edition
For an initial IOSA registration or IOSA registration renewal audit, the operator, in conjunction with
the audit organization (AO), normally determines the edition of the ISM that will be used for an audit.
The Operator has the option to select either:
• The edition that is effective on the day before the on-site phase of the Audit is scheduled to
begin, or
• An edition that has been published prior to the day the on-site phase of the Audit is
scheduled to begin, but has not yet become effective.
12 Modification Status
All changes in this document are listed in the revision highlights table. For easier orientation, the
following symbols identify any changes made within each section:
 Addition of a new item.

 Change to an item.
 Deletion of an item.
13 Conflicting Information
IOSA Documentation System
Manuals within the IOSA documentation system are not revised concurrently, thus creating the
potential for conflicting information in different IOSA manuals. In the case of such conflicting
information, the information contained in the manual with the most recent revision date shall be
considered valid.
IATA Dangerous Goods Regulations (DGR)
The DGR is a manual that is published annually and is effective on 1 January of each calendar year.
The ISM is published in April of each calendar year, which creates the potential for conflicting
DGR-ISM requirements. In the case of a DGR-ISM conflict, the requirement contained in the current
effective version of the DGR shall be considered valid.
14 Definitions and Abbreviations

The IATA Reference Manual for Audit Programs (IRM) contains the Glossary of Terms and the List of
Abbreviations that are associated with the IOSA program.
15 IOSA Documents and Forms

IOSA documents and forms that are referenced in this manual are available for download on the
IOSA website (http://www.iata.org/iosa).
16 Authority
The IOSA Program operates under the authority of the IATA Operations Committee (OPC) with
reference to the IATA Board of Governors (BoG).


Section 1 — Organization and Management System (ORG)
Applicability
Section 1 addresses the organization and management system of an operator for the purpose of ensuring
the safety and security of aircraft operations.
Individual provisions or sub-specifications within a provision that:
• Begin with a conditional phrase (“If the Operator...”) are applicable if the operator meets the
condition(s) stated in the phrase.
• Do not begin with a conditional phrase are applicable to all operators unless determined otherwise
by the Auditor.
Many IOSA standards and recommended practices in this Section 1 (ORG ISARPs) are repeated in one or
more other sections of the ISM (as indicated by the ► symbol). Refer to the IOSA Audit Handbook for
information relevant to the proper internal auditing of repeated ORG ISARPs.
ORG 3.4.6, 3.4.7, 3.4.8 and 3.4.14 in this section are applicable only to an operator that is currently on the
IOSA Registry and is being audited for the purpose of registration renewal.
General Guidance
Definitions of technical terms used in this ISM Section 1, as well as the meaning of abbreviations and
acronyms, are found in the IATA Reference Manual for Audit Programs (IRM).
1 Management and Control
1.1 Management System Overview

ORG 1.1.1 The Operator shall have a management system that has continuity throughout
the organization and ensures control of operations and management of safety and security
outcomes. (GM) ►
Auditor Actions
□ Identified/Assessed organizational management system structure.
□ Assessed status of conformity with all other ORG management system ISARPs.
□ Coordinated to verify status of conformity with management system ISARPs in all operational
areas.
□ Other Actions (Specify)
Guidance
Refer to the IRM for the definitions of Operations, Operator, Safety (Operational), Security (Aviation)
and State.
A management system is documented in controlled company media at both the corporate and
operational levels. Manuals or controlled electronic media are acceptable means of documenting the
management system.
Documentation provides a comprehensive description of the scope, structure and functionality of the
management system and depicts lines of accountability throughout the organization, as well as
authorities, duties, responsibilities and the interrelation of functions and activities within the system
for ensuring safe and secure operations.
Acceptable means of documentation include, but are not limited to, organograms (organization
charts), job descriptions and other descriptive written material that define and clearly delineate the
management system.
Documentation also reflects a functional continuity within the management system that ensures the
entire organization works as a system and not as a group of independent or fragmented units (i.e.,
silo effect).
ISM Ed. 11, September 2017 ORG 1

An effective management system is fully implemented and functional with a clear consistency and
unity of purpose between corporate management and management in the operational areas.
The management system ensures compliance with all applicable standards and regulatory
requirements. In addition to internal standards and regulations of the State, an operator may also be
required to comply with authorities that have jurisdiction over operations that are conducted over the
high seas or within a foreign country.
ORG 1.1.2 (Intentionally open)
ORG 1.1.3 The Operator shall identify one senior management official as the accountable
executive (AE) who is accountable for performance of the management system as specified in
ORG 1.1.1 and:
(i) Irrespective of other functions, is accountable on behalf of the Operator for the
implementation and maintenance of the safety management system (SMS) throughout the
organization;
(ii) Has the authority to ensure the allocation of resources necessary to manage safety and
security risks to aircraft operations;
(iii) Has overall accountability for ensuring operations are conducted in accordance with
conditions and restrictions of the Air Operator Certificate (AOC), and in compliance with
applicable regulations and standards of the Operator. [SMS] (GM)
Auditor Actions
□ Identified senior management official designated as the AE for the conduct of operations.
□ Examined management system structure and organizational lines of accountability.
□ Examined job description of designated AE (focus: accountability/responsibilities are as
specified in the standard).
□ Interviewed AE and/or designated management representative(s).
Guidance
Refer to the IRM for the definitions of Accountability, Accountable Executive (AE), Authority, Aircraft
Operations, Responsibility, Safety Risk Management and Senior Management.
The requirement for an AE is an element of the Safety Policy and Objectives component of the SMS
framework.
The designation of an AE means the accountability for operational quality, safety and security
performance is placed at a level in the organization having the authority to take action to ensure the
management system is effective. Therefore, the AE is typically the chief executive officer (CEO),
although, depending on the type and structure of the organization, it could be a different senior
official (e.g. chairperson/member of the board of directors, company owner).
The AE has the authority, which includes financial control, to make policy decisions, provide
adequate resources, resolve operational quality, safety and security issues and, in general, ensure
necessary system components are in place and functioning properly.
In an SMS, the AE would typically have:
• Ultimate responsibility and accountability for the safety of the entire operation together with
the implementation and maintenance of the SMS;
• Responsibility for ensuring the SMS is properly implemented in all areas of the organization
and performing in accordance with specified requirements.
The AE also is responsible for ensuring the organization is in compliance with requirements of
applicable authorities (i.e. regulations), as well as its own policies and procedures, which may
exceed existing regulations or address areas that are not regulated (e.g. ground handling
operations). An operator's policies and procedures are typically published in its Operations
Manual (OM).
ORG 2 ISM Ed. 11, September 2017

Standards and Recommended Practices
To ensure that the operator continues to meet applicable requirements, the AE might designate a
manager with the responsibility for monitoring compliance. The role of such manager would be to
ensure that the activities of the operator are monitored for compliance with the applicable regulatory
requirements, as well as any additional requirements as established by the operator, and that these
activities are being carried out properly under the supervision of the relevant head of functional area.
Expanded guidance may be found in the ICAO SMM, Document 9859.
ORG 1.1.4 If required by the State of the Operator (hereinafter, the State), the Operator shall have
post holders within the management system that are acceptable to the Authority and have the
accountability for ensuring, in their respective defined operational areas:
(i) The management of safety risks and security threats to aircraft operations;
(ii) Operations are conducted in accordance with conditions and restrictions of the Air Operator
Certificate (AOC), and in compliance with applicable regulations and standards of the
Operator. (GM) ►
Auditor Actions
□ Identified post holders accountable for the conduct of operations.
□ Examined management system structure and organizational lines of accountability.
□ Examined job descriptions of all post holders throughout the organization (focus:
accountability/responsibilities are as specified in the standard).
Guidance
Refer to the IRM for the definition of Post Holder.
Managers in such positions might be referred to as post holders, directors or another title as specified
by each State.
ORG 1.1.5–1.1.9 (Intentionally open)
Safety Management System

ORG 1.1.10 The Operator shall have an SMS that is implemented and integrated throughout the
organization to ensure management of the safety risks associated with aircraft operations.
[SMS] (GM)
Note: Conformity with this ORG standard is possible only when the Operator is in conformity with all
standards that are identified by the [SMS] symbol.
Auditor Actions
□ Identified/Assessed safety management system (SMS) structure.
□ Assessed status of conformity with all ORG SMS standards.
□ Coordinated to verify status of conformity with SMS standards in all operational areas.
Guidance
Refer to the IRM for the definitions of IOSA Operator, Safety Management System (SMS) and State
Safety Program (SSP).
IOSA specifications for an operator's SMS are derived from the SMS Framework, which is published
in Annex 19 to the Convention on International Civil Aviation (ICAO Annex 19). The SMS Framework
specifies the four major components and 12 elements that make up the basic structure of an SMS.
Where applicable, an SMS is designed and implemented in accordance with the State Safety
Program (SSP). The manner in which the elements of SMS are implemented typically reflects the
size and complexity of the operator's organization.

In general, an SMS is designed and implemented to:

• Identify safety hazards in operations;
• Ensure remedial action is implemented to control safety risks;
• Provide for ongoing monitoring and assessment of safety performance;
• Make continual improvement to the level of safety in operations.
The specific requirements for each operator's SMS will normally be found in the regulations
associated with the SSP. In addition, states would typically publish guidance designed to assist
operators in the implementation of SMS.
A description of an operator's SMS is contained in the documentation that is specified in ORG 2.1.5.
Expanded guidance may be found in the ICAO Safety Management Manual (ICAO SMM),
Document 9859.
ORG 1.1.12 The Operator shall designate a manager who is responsible for the implementation,
maintenance and day-to-day administration of the SMS throughout the organization on behalf of the
AE and senior management. [SMS] (GM)
Auditor Actions
□ Identified designated manager for day-to-day administration and oversight of the SMS.
□ Examined SMS organizational structure.
□ Examined job description of SMS manager (focus: assigned responsibility for organizational
implementation of SMS).
□ Interviewed SMS manager and/or designated representative.
Guidance
The requirement for a manager that focuses on the administration and oversight of the SMS on
behalf of the AE is an element of the Safety Policy and Objectives component of the SMS framework.
The individual assigned responsibility for organizational implementation of an SMS is ideally a
management official that reports to the AE. Also, depending on the size, structure and scope of an
operator's organization, as well as the complexity of its operations, such individual may be assigned
functions in addition to those associated with the SMS manager position provided those functions do
not result in a conflict of interest.
The title assigned to the designated manager will vary for each organization. Regardless of title, the
manager is the designated organizational focal point for the day-to-day development, administration
and maintenance of the SMS (i.e. functions as the SMS champion). It is important that such manager
has the necessary degree of authority when coordinating and addressing safety matters throughout
the organization.
Whereas the designated manager has responsibility for day-to-day oversight of the SMS, overall
accountability for organizational safety rests with the AE. Likewise, post holders (refer to ORG 1.1.4)
or operational managers always retain the responsibility (and thus are accountable) for ensuring
safety in their respective areas of operations.
Note: Depending on the size of an operator's organization and the complexity of its operations, the
responsibilities for implementation and maintenance of the SMS (i.e. fulfillment of the SMS manager
role) may be assigned to one or more persons.

1.2 Management Commitment

ORG 1.2.1 The Operator shall have a corporate safety policy that:
(i) Reflects the organizational commitment regarding safety, including the promotion of a
positive safety culture;
(ii) Includes a statement about the provision of the necessary resources for the implementation
of the safety policy;
(iii) Is communicated throughout the organization;
(iv) Is periodically reviewed to ensure continued relevance to the organization. [SMS] (GM)
Auditor Actions
□ Identified/Assessed corporate safety policy (focus: organizational commitment to
safety/provision of necessary resources).
□ Interviewed SMS manager and/or designated management representative.
□ Examined examples of corporate communication: (focus: safety policy communicated
throughout organization).
□ Coordinated to verify communication of safety policy in all operational areas.
Guidance
The requirement for an operator to have a defined safety policy is an element of the Safety Policy
and Objectives component of the SMS framework.
The safety policy typically also reflects the commitment of senior management to:
• Compliance with applicable regulations and standards of the Operator;
• Ensuring the management of safety risks to aircraft operations;
• The promotion of safety awareness;
• Continual improvement of operational performance.
Such policy might be documented in the operations manual or other controlled document, and, to
enhance effectiveness, is communicated and made visible throughout the organization through
dissemination of communiqués, posters, banners and other forms of information in a form and
language which can be easily understood. To ensure continuing relevance, the corporate policy is
typically reviewed for possible update a minimum of every two years.
Consistent with the structure and complexity of the operator's organization, the corporate safety
policy may be issued as a stand-alone policy or combined with either or both of the policies specified
in ORG 1.2.2 and ORG 1.2.3.
ORG 1.2.2 The Operator shall have a corporate policy that states the commitment of the
organization to continual improvement of the management system. (GM)
Auditor Actions
□ Identified/Assessed corporate continual improvement policy (focus: organizational
commitments to continual improvement of management system).
□ Coordinated to verify implementation of continual improvement policy in all operational areas.
Guidance
Refer to the IRM for the definitions of Quality Management System (QMS) and Security Management
System (SeMS).
The policy of an operator reflects the commitment of senior management to ensure measuring and
evaluating on a continuing basis, and making changes that improve the management system and the

culture. Ideas for improvement may come from internal and external sources; therefore the
organization would be constantly monitoring all sources and willing to make changes as necessary to
keep the management system refreshed and strongly focused on improving operational quality,
safety and security performance.
Such policy typically commits the organization to:
• Regular review of performance-based indicators by senior management;
• Regular analysis of malfunctions or undesirable operational results;
• Follow-up of corrective actions and their effectiveness in improving operational performance.
The continual improvement policy is typically reviewed periodically to ensure continuing relevance to
the organization.
An SMS, as well as a Quality Management System (QMS) and Security Management System
(SeMS), are integrated components of an operator's overall management system and would typically
be subjected to protocols for continual improvement in accordance with the operator's policy.
A continual improvement policy is normally documented in operations manuals or other controlled
documents and, to enhance effectiveness, communicated and made visible throughout the
organization by disseminating communiqués, posters, banners and other forms of informational
media.
Consistent with the structure and complexity of the operator's organization, the continual
improvement policy may be issued as a stand-alone policy or combined with the safety policy
specified in ORG 1.2.1.
ORG 1.2.3 The Operator shall have a corporate safety reporting policy that encourages personnel
to report hazards to aircraft operations and, in addition, defines the Operator's policy regarding
disciplinary action, to include:
(i) Types of operational behaviors that are unacceptable;
(ii) Conditions under which disciplinary action would not apply. [SMS] (GM)
Auditor Actions
□ Identified/Assessed corporate safety reporting policy (focus: personnel urged to report
operational hazards; definition of disciplinary policy/potential disciplinary actions).
□ Coordinated to verify implementation of safety reporting in all operational areas.
Guidance
The requirement for an operator to have a safety reporting policy is an element of the Safety Policy
and Objectives component of the SMS framework.
Safety reporting is a key aspect of SMS hazard identification and risk management.
Such a policy is typically documented in operations manuals or other controlled documents.
Consistent with the structure and complexity of the operator's organization, the safety reporting policy
may be issued as a stand-alone policy or combined with the safety policy that is specified in
ORG 1.2.1.
A safety reporting policy encourages and perhaps even provides incentive for individuals to report
hazards and operational deficiencies to management. It also assures personnel that their candid
input is highly desired and vital to safe and secure operations.
The safety reporting policy is typically reviewed periodically to ensure continuing relevance to the
organization.
Refer to ORG 3.1.3, 3.1.4 and 3.1.5, each of which specifies types of safety reporting.

1.3 Accountability, Authorities and Responsibilities

ORG 1.3.1 The Operator shall ensure the management system defines the safety accountability,
authorities and responsibilities of management and non-management personnel throughout the
organization, and specifies:
(i) The levels of management with the authority to make decisions regarding risk tolerability
with respect to the safety and/or security of aircraft operations;
(ii) Responsibilities for ensuring operations are conducted in accordance with applicable
regulations and standards of the Operator;
(iii) Lines of safety accountability throughout the organization, including direct accountability for
safety and/or security on the part of senior management;
(iv) Responsibilities of members of management, irrespective of other functions, as well as of
non-management personnel, with respect to the safety performance of the organization.
[SMS] (GM) ►
repeats of this ORG standard in other ISM sections. Refer to the IOSA Audit Handbook (IAH)
Interlinked and Repeated ISARPs, for information that identifies such repeats.
Auditor Actions
□ Identified/Assessed defined safety accountability/authorities/responsibilities for
management/non-management personnel (focus: definitions apply to personnel throughout the
organization).
□ Coordinated to verify defined accountability/authorities/responsibilities in all operational areas.
Guidance
Refer to the IRM for the definitions of IOSA Audit Handbook (IAH), Organogram and Risk Tolerability.
The definition of authorities and responsibilities of management and non-management personnel is
an element of the Safety Policy and Objectives component of the SMS framework.
In the context of the management system, the following typically apply:
• Accountability is the obligation to accept ultimate responsibility and be answerable for
decisions and policies, and for the performance of applicable functions, duties, tasks or
actions. Accountability may not be delegated.
• Authority is the delegated power or right to command or direct activities, and to make
decisions.
• Responsibility is the obligation to execute or perform assigned functions, duties, tasks and/or
actions. Responsibility may be accompanied by an appropriate level of delegated authority.
In the context of an SMS, the assignment of responsibility to individual personnel means such
personnel are ultimately accountable for safety performance, whether at the overall SMS level
(accountable executive) or at specific product and/or process levels (other applicable members of
management).
An effective management system ensures that responsibilities, and thus accountability, for safety
and security are allocated to relevant management and non-management personnel that perform
safety- or security-related functions, or that have a defined role in either the SMS or the SeMS.
Responsibilities and accountability are typically defined in the functional job description for such
personnel, and are designed to flow from corporate senior management into all operational areas of
the organization.
Responsibilities and accountability are normally described and communicated in a manner that
ensures a clear understanding throughout the organization. Organization charts, or organograms,
are typically used to depict the functional reporting system of an organization, and thus are an
acceptable means for defining the flow (or “lines” as depicted on an organogram) of responsibilities
and accountability within the management system.

Management positions critical to operational safety or security may require enhanced job
descriptions or terms of reference that reflect specialized requirements inherent in certain key
positions. Such specialized requirements would include any delegation of authority exercised by
personnel on behalf of an authority (e.g. designated or authorized flight examiner).
Compliance with regulatory requirements, as well as internal policies and procedures, is an essential
element of a safe and secure operational environment. The responsibility for ensuring compliance
with both regulatory and internal requirements is specified and assigned within the management
system. Job descriptions, terms of reference and operating manuals are examples of appropriate
locations for documenting management system responsibilities.
ORG 1.3.2 The Operator shall have a process for the delegation of duties within the management
system that ensures managerial continuity is maintained when operational managers, including post
holders, if applicable, are absent from the workplace. (GM) ►
Auditor Actions
□ Identified/Assessed processes for management system delegation of duties (focus: processes
maintain managerial continuity during periods when corporate/operational managers are absent).
□ Coordinated to verify processes for management system delegation of duties in all operational
areas.
□ Examined example(s) of delegation of duties due to absence of managers.
Guidance
The intent of this provision is for an operator to have a documented process that ensures a specific
person (or perhaps more than one person) is identified to assume the duties of any operational
manager that is or is expected to be away from normal duties. An operator may have nominated
deputies in place or a process for ensuring the appointment of a temporary replacement.
A notification of such delegation of duties may be communicated throughout the management
system using email or other suitable communication medium.
ORG 1.3.3 The Operator shall ensure a delegation of authority and assignment of responsibility
within the management system for liaison with regulatory authorities, original equipment
manufacturers and other operationally relevant external entities. (GM) ►
Auditor Actions
□ Identified corporate management individuals with authority for liaison with regulators/other
external entities.
□ Interviewed selected manager(s) with authority for liaison with regulators/other external entities.
□ Coordinated to identify managers with authority for liaison with external entities in all operational
areas.
Guidance
To ensure the communication and coordination with external entities is consistent and appropriate,
liaison with operationally relevant external entities is normally controlled through the delegation of
authority and assignment of responsibility to specifically named management personnel. Such
authorities and responsibilities would normally be included in the job descriptions of the applicable
managers.

ORG 1.3.5 The Operator shall have a policy that informs operational personnel throughout the
organization of their responsibility to comply with the applicable laws, regulations and procedures in
all locations where operations are conducted.
Auditor Actions
□ Identified/Assessed corporate compliance policy (focus: requirement for organizational
compliance with applicable laws/regulations/procedures by operational personnel)
□ Coordinated to verify implementation of compliance policy in all operational areas.
1.4 Communication
ORG 1.4.1 The Operator shall have a communication system that enables an exchange of
information relevant to the conduct of operations throughout the management system and in all areas
where operations are conducted. (GM) ►
Auditor Actions
□ Identified/Assessed corporate communication system (focus: organizational capability for
communicating information relevant to operations to all personnel).
□ Observed examples of information communication.
□ Interviewed selected management system personnel.
□ Coordinated to verify implementation of communication system in all operational areas.
Guidance
An effective communication system ensures the exchange of operational information throughout all
areas of the organization, and includes senior managers, operational managers and front line
personnel. To be totally effective, the communication system would also include external
organizations that conduct outsourced operational functions.
Methods of communication will vary according to the size and scope of the organization. However, to
be effective, methods are as uncomplicated and easy to use as is possible, and facilitate the
reporting of operational deficiencies, hazards or concerns by operational personnel.
Specific methods of communication between management and operational personnel could include:
• Email, Internet;
• Safety or operational reporting system;
• Communiqués (e.g. letters, memos, bulletins);
• Publications (e.g. newsletters, magazines)
If email is used as an official medium for communication with operational personnel, the process is
typically formalized by the operator to ensure control and effectiveness.
ORG 1.4.2 The Operator shall have processes for the communication of safety information
throughout the organization to ensure personnel maintain an awareness of operational safety
management. [SMS] (GM)
Auditor Actions
□ Identified/Assessed corporate communication system (focus: organizational capability for
communicating safety information to personnel; information stresses SMS
awareness/operational safety issues).
□ Interviewed selected management system personnel.
□ Observed examples of safety information communication.

□ Coordinated to verify communication of safety information in all operational areas.

Guidance
Safety communication is an element of the Safety Promotion component of the SMS framework.
The general intent of safety communication is to foster a positive safety culture in which all
employees receive ongoing information on safety issues, safety metrics, specific hazards existing in
the workplace, and initiatives to address known safety issues. Such communication typically conveys
safety-critical information, explains why particular actions are taken to improve safety, and why safety
procedures are introduced or changed.
Information and issues relevant to safety performance are typically derived from various sources
such as, but not limited to, the quality assurance/flight safety analysis programs, operational safety
reporting and accident/incident investigations.
1.5 Management Review

ORG 1.5.1 The Operator shall have a process to review the management system at intervals not
exceeding one year to ensure its continuing suitability, adequacy and effectiveness in the
management and control of operations. A review shall include assessing opportunities for
improvement and the need for changes to the system, including, but not limited to, organizational
structure, defined safety objectives, reporting lines, authorities, responsibilities, policies, processes
and procedures, as well as allocation of resources and identification of training needs. (GM)
Auditor Actions
□ Identified/Assessed corporate management review process (focus: process identifies
organizational opportunities for changes/improvement to management system).
□ Examined selected records of management review meetings.
□ Examined selected examples of output from management review process (focus: changes
implemented to improve organizational performance).
Guidance
Management review is a necessary element of a well-managed company that provides a medium
through which organizational control and continual improvement can be delivered. To be effective, a
formal management review takes place on a regular basis, typically once or more per year.
An appropriate method to satisfy this requirement is a periodic formal meeting of senior executives.
The agenda of the meeting would typically include a general assessment of the management system
to ensure all defined elements are functioning effectively and producing the desired operational
safety outcomes consistent with defined safety objectives.
Senior management ensures deficiencies identified during the management review are addressed
through the implementation of organizational changes that will result in improvements to the
management system.
Input to the management review process would typically include:
• Results of audits;
• Findings from operational inspections and investigations;
• Operational feedback;
• Incidents and near-miss reports;
• Changes in regulatory policy or civil aviation legislation;
• Process performance and organizational conformance;
• Status of corrective and preventative actions;

• Results from implementation or rehearsal of the emergency response plan (ERP);

• Follow-up actions from previous management reviews;
• Feedback and recommendations for management system improvement;
• Regulatory violations.
Output from the management review process would typically include decisions and actions related to:
• Improvement of the processes throughout the management system;
• Safety and security requirements;
• Resource needs.
The management review is a formal process, which means documentation in the form of meeting
schedules, agendas and minutes are produced and retained. Additionally, the output of the
management review process would normally include action plans for changes to be implemented
within the system where deemed appropriate.
Examples of strategies that might improve the overall effectiveness of the management review
process include:
• Integrating the management review meeting into other performance review meetings;
• Scheduling management review meetings frequently enough to ensure any action that might
be required is timely;
• Ensuring senior managers understand their responsibilities as part of the review process;
• Ensuring action items resulting from meetings are documented and progress is tracked;
• Ensuring there is always a responsible name associated with action items.
ORG 1.5.2 The Operator shall have processes to monitor and assess its SMS processes in order
to maintain or continually improve the overall effectiveness of the SMS. [SMS] (GM) ►
Auditor Actions
□ Identified/Assessed SMS review process (focus: processes for monitoring and assessing SMS
to maintain/improve safety performance).
□ Examined selected examples of output from SMS review process (focus: changes implemented
to maintain/improve organizational safety performance).
Guidance
Refer to the IRM for the definitions of Safety Assurance, Safety Action Group (SAG) and Safety
Review Board (SRB).
Safety performance monitoring and measurement is an element of the Safety Assurance component
of the SMS framework.
Monitoring and assessing the effectiveness of SMS processes would normally be the function of a
strategic committee of senior management officials that are familiar with the workings and objectives
of the SMS. Such committee is typically referred to as a Safety Review Board (SRB), which is a very
high level, strategic committee chaired by the AE and composed of senior managers, including
senior line managers responsible for functional areas in operations (e.g. flight operations,
engineering and maintenance, cabin operations).
To ensure front line input as part of the SMS review process, an operator would form multiple units of
specially selected operational personnel (e.g. managers, supervisors, front line personnel) that
function to oversee safety in areas where operations are conducted. Such units are typically referred
to as Safety Action Groups (SAGs), which are tactical committees that function to address
implementation issues in front line operations to satisfy the strategic directives of the SRB.

1.6 Provision of Resources

ORG 1.6.1 The Operator shall ensure existence of the facilities, workspace, equipment and
supporting services, as well as work environment, necessary to satisfy operational safety and
security requirements. (GM) ►
Auditor Actions
□ Observed/Assessed physical resources/services (focus: adequacy to meet operational needs).
□ Interviewed AE or designated management representative(s).
□ Coordinated to verify adequacy of physical resources/services in all operational areas.
Guidance
The management system would identify, typically through policy, risk assessment, management
review or other means, the infrastructure and resource requirements that would be necessary to
deliver safe and secure operations, to include operations and maintenance support facilities, services
and equipment appropriate for the area, such as:
• Buildings, workspaces and associated utilities;
• Facilities for people in the organization;
• Support equipment, including tools, hardware and software;
• Support services, including transportation and communication.
A suitable work environment satisfies human and physical factors and considers:
• Safety rules and guidance, including the use of protective equipment;
• Workplace location(s);
• Workplace temperature, humidity, light, air flow;
• Cleanliness, noise or pollution.
ORG 1.6.2 The Operator shall ensure management and non-management positions within the
organization that require the performance of functions relevant to the safety or security of aircraft
operations are filled by personnel on the basis of knowledge, skills, training and experience
appropriate for the position. (GM) ►
Auditor Actions
□ Identified/Assessed standards/processes for hiring/selection of management/non-management
personnel (focus: safety/security positions relevant to aircraft operations are filled by personnel
with qualifications appropriate for position).
□ Interviewed selected personnel that perform safety/security functions relevant to aircraft
operations.
□ Coordinated to verify implementation of personnel selection standards/processes in all
operational areas.
Guidance
Prerequisite criteria for each position, which would typically be developed by the operator, and
against which candidates would be evaluated, ensure personnel are appropriately qualified for
management system positions and operational roles in areas of the organization critical to safe and
secure operations.
ORG 1.6.3 The Operator shall ensure personnel who perform functions relevant to the safety or
security of aircraft operations are required to maintain competence on the basis of continued
education and training and, if applicable for a specified position, continue to satisfy any mandatory
technical competency requirements. (GM)

Auditor Actions
□ Identified/Assessed standards/processes for maintaining competency of personnel in functions
relevant to safety/security of aircraft operations (focus: standards specify continuing
education/training, meeting technical requirements).
□ Coordinated to verify application of competency standards.
Guidance
Positions or functions within an airline organization considered “operationally critical” are those that
have the potential to affect operational safety or security. This definition includes management
positions and any positions or functions that may affect the airworthiness of aircraft.
Typically, training programs are implemented to ensure personnel throughout the organization are
qualified and competent to perform individual duties.
Some management positions within airline operations may require an individual to maintain a
technical competency as a requirement for being assigned to the position. For example, it may be
specified that certain management positions within Flight Operations may only be filled by individuals
who are qualified flight crew members. Similar situations could exist within Cabin Operations,
Engineering and Maintenance or other operational disciplines.
In such cases, the job description specifies the requirement for maintaining technical competency,
and adequate opportunity is provided to fulfill the requirement.
ORG 1.6.4 The Operator should have a policy that requires personnel who perform operational
functions critical to the safety of aircraft operations to be physically and medically fit for duty. (GM)
Auditor Actions
□ Identified/Assessed policy that requires personnel in operational functions critical to the safety
of aircraft operations to be physically/medically fit for duty (focus: methods used to determine
physical/medical fitness).
□ Interviewed AE or designated management representative(s).
□ Coordinated to verify policy is implemented in all operational areas.
Guidance
Refer to the IRM for the definition of Operational Function (Aircraft Operations).
ORG 1.6.5 The Operator shall have a program that ensures personnel are trained and competent
to perform SMS duties. The scope of such training shall be appropriate to each individual's
involvement in the SMS. [SMS] (GM) ►
repeats of this ORG standard in other ISM sections. Refer to the IAH for information that identifies
such repeats.
Auditor Actions
□ Identified/Assessed requirement for personnel to be trained/competent to perform SMS duties.
□ Interviewed SMS manager and/or designated management representative(s).
□ Examined selected training curricula requirement for personnel to be trained/competent to
perform SMS duties
□ Examined selected management/non-management personnel training records (focus:
completion of SMS training).
□ Coordinated to verify SMS training is implemented in all operational areas.

Guidance
SMS training is an element of the Safety Promotion component of the SMS framework.
An SMS typically specifies initial and recurrent safety training standards for personnel that perform
operational functions for the operator, to include managers and supervisors, senior managers and
the AE.
The content of such training is appropriate to the individual's responsibilities and involvement in the
SMS, and typically includes or addresses some or all of the following subject areas, as appropriate
for the functions performed by the personnel being trained:
• Organizational safety policies, goals and objectives;
• Organizational safety roles and responsibilities related to safety;
• Basic safety risk management principles;
• Safety reporting systems;
• Safety management support (including evaluation and audit programs);
• Lines of communication for dissemination of safety information;
• A validation process that measures the effectiveness of training;
• Initial indoctrination and, when applicable, recurrent training requirements.
1.7 (Intentionally open)
1.8 Operational Planning

ORG 1.8.1 The Operator shall ensure the management system includes planning processes for
operations which:
(i) Define desired operational safety and security objectives;
(ii) Address operational resource allocation requirements;
(iii) Take into account requirements originating from applicable external sources, including
regulatory authorities and original equipment manufacturers. (GM)
Note: The definition of desired safety objectives as specified in item i) shall take into account and be
consistent with the Operator's safety policy.
Auditor Actions
□ Identified/Assessed planning processes for operations (focus: planning includes defining
operational safety/security goals/objectives, allocates necessary resources).
□ Interviewed responsible management representative(s).
□ Examined selected planning records/documents (focus: planning addresses internal/external
operational safety/security objectives/requirements).
□ Coordinated to verify planning processes take into account all operational areas.
Guidance
Management system planning processes are necessary to ensure sufficient resources are in place to
meet internal operational safety and security requirements, as well as to meet requirements from
external sources, such as regulatory authorities and equipment manufacturers. Resource
requirements would typically be determined through risk assessment, management review or other
management processes.
Planning processes typically result in the generation of goals, objectives or other types of
performance measures that would represent the operational safety and security outcomes an
operator plans for and desires to achieve.

Defined safety objectives typically reflect the service provider's commitment to maintain or
continuously improve the overall effectiveness of its SMS. Such objectives also form the basis for the
setting of safety performance measures as specified in ORG 3.2.1.
Planning processes may be part of, or associated with, the budgetary process, which typically take
place prior to the start of a calendar or fiscal year, and involve decisions that result in a plan for
capital and operating expenditures to support operations.
Expanded guidance regarding the setting of safety objectives may be found in the ICAO SMM,
Document 9859.
2 Documentation and Records
2.1 Documentation System

ORG 2.1.1 The Operator shall have a system for the management and control of documentation
and/or data used directly in the conduct or support of operations. Such system shall comprise the
elements specified in Table 1.1. (GM) ►
Auditor Actions
□ Identified/Assessed system(s) for management/control of operational documentation/data
(focus: system addresses applicable documentation types/elements as specified in Table 1.1).
□ Examined selected examples of documentation/data used in operations.
□ Interviewed persons involved in the documentation management/control process.
□ Coordinated to verify implementation of documentation management/control system in all
operational areas.
Guidance
Refer to the IRM for the definitions of Documentation, Electronic Documentation and Paper
Documentation.
The primary purpose of document control is to ensure necessary, accurate and up-to-date
documents are available to those personnel required to use them, to include, in the case of
outsourced operational functions, employees of external service providers.
Examples of documents that are controlled include, but are not limited to, operations manuals,
checklists, quality manuals, training manuals, process standards, policy manuals, and standard
operating procedures.
Documentation received from external sources would include manuals and other types of relevant
documents that contain material that is pertinent to the safety of operations conducted by the
operator (e.g. regulations, operating standards, technical information and data).
An electronic system of document management and control is an acceptable means of conformance.
Within such a system, document files are typically created, maintained, identified, revised,
distributed, accessed, presented, retained and/or deleted using computer systems (e.g. a web-based
system). Some systems specify immediate obsolescence for any information or data that is
downloaded or otherwise extracted (e.g. printed on paper) from the electronic files.
Document control might include:
• Retention of a master copy;
• Examination and approval prior to issue;
• Review and update, to include an approval process;
• Version control (electronic documents);
• Identification of revision status;
• Identification and retention of revisions as history;
• Identification and retention of background or source references as history;

• Distribution to ensure appropriate availability at points of use;

• Checking of documents to verify they remain legible and readily identifiable;
• As required, identification, update, distribution and retention of documents of external origin;
• As applicable, identification and retention of obsolete documents;
• As applicable, disposal of documents.
Additionally, control of operational manuals might include:
• Assignment of an individual with responsibility for approval for contents;
• A title page that generally identifies the operational applicability and functionality;
• A table of contents that identifies parts and sub-parts;
• A preface or introduction outlining the general contents of the manual;
• Reference numbers for the content of the manual;
• A defined distribution method and identification of recipients;
• Identification of responsibility for authorizing the manual;
• A record of revisions, both temporary and permanent;
• A list of effective pages within the manual;
• Identification of revised content.
Each “loose” documented procedure that is not held within a manual typically includes:
• A title page that identifies the operational applicability and functionality;
• Identification of the date(s) of issue and date of effectiveness;
• Reference numbers for the content;
• A distribution list;
• Identification of responsibility for authorizing the document.
ORG 2.1.3 The Operator shall have processes to ensure documentation used in the conduct or
support of operations:
(i) Contains legible and accurate information;
(ii) Is presented in a format appropriate for use in operations;
(iii) If applicable, is accepted or approved by the Authority. ►
Auditor Actions
□ Identified/Assessed systems for management/control of content/format of operational
documentation/data.
□ Examined selected operational documents (focus: legibility/accuracy/format; approval as
applicable).
□ Coordinated to verify documentation management/control in all operational areas.
ORG 2.1.4 The Operator should have a documentation system that ensures operations,
maintenance and security manuals are centrally managed or coordinated under a corporate scheme
of document hierarchy. (GM)
Auditor Actions
□ Identified/Assessed central system for management/control of content/format of operational
documentation/data (focus: common standards for documentation/data control in all areas of
operations).

□ Examined/Compared selected operational documents (focus: standardized documents

consistent with central system standards).
Guidance
A centrally controlled or coordinated system ensures a standardized documentation product
throughout the organization. Ideally, all documents conform to a corporate standard, thus ensuring
an organization-wide consistency in documentation philosophy, format and presentation of content.
ORG 2.1.5 The Operator shall have SMS documentation that includes a description of:
(i) The safety policy and objectives, SMS requirements, SMS processes and procedures, the
accountability, authorities and responsibilities for processes and procedures, and the SMS
outputs;
(ii) Its approach to the management of safety, which is contained in a manual as a means of
communication throughout the organization. [SMS] (GM)
Auditor Actions
□ Identified/Assessed SMS documentation (focus: description of overall organizational
management of safety).
□ Examined selected parts of SMS documentation (focus: content includes safety
policy/objectives; describes/defines accountability/responsibilities for safety
processes/procedures in all areas of operations).
□ Coordinated to verify SMS documentation in all operational areas.
Guidance
SMS documentation is an element of the Safety Policy and Objectives component of the SMS
framework.
SMS documentation is typically scaled to the size and complexity of the organization, and describes
both the corporate and operational areas of safety management to show continuity of the SMS
throughout the organization. Typical documentation would include a description of management
positions and associated accountability, authorities, and responsibilities within the SMS.
To ensure personnel throughout the organization are informed, SMS documentation includes a
description of the operator's approach to safety management. Such descriptive information would be
contained in a manual and presented in a manner that ensures the SMS information is clearly
identifiable. The exact title and structure of such manual may vary with each operator.
Depending on the size, structure and scope of an operator's organization, as well as the complexity
of its operations, SMS documentation may be in the form of stand-alone documents or may be
integrated into other organizational documents.
Requirements for SMS documentation will vary according to the individual state safety program
(SSP).
SMS documentation typically addresses:
• Scope of the SMS;
• Safety policy and objectives;
• Safety accountability;
• Key safety personnel;
• Documentation control procedures;
• Coordination of emergency response planning;
• Hazard identification and risk management schemes;
• Safety assurance;
• Safety performance monitoring;

• Safety auditing (safety and quality auditing may be combined);

• Management of change;
• Safety promotion;
• Outsourced services.
2.2 Records System

ORG 2.2.1 The Operator shall have a system for the management and control of operational
records to ensure the content and retention of such records is in accordance with requirements of the
Authority, as applicable, and to ensure operational records are subjected to standardized processes
for:
(i) Identification;
(ii) Legibility;
(iii) Maintenance;
(iv) Retrieval;
(v) Protection and security;
(vi) Disposal, deletion (electronic records) and archiving. (GM) ►
Auditor Actions
□ Identified/Assessed system for management/control of operational records (focus: system
includes standardized processes as specified in standard).
□ Examined selected examples of operational records.
□ Coordinated to verify implementation of records management/control processes in all
operational areas.
Guidance
The system addresses the management and control of all records associated with operations, which
includes personnel training records, and also includes any other records that document the fulfillment
of operational requirements (e.g. aircraft maintenance, operational control, operational security).
ORG 2.2.2 If the Operator utilizes an electronic system for the management and control of records,
the Operator shall ensure the system provides for a scheduled generation of backup record
files. (GM) ►
Auditor Actions
□ Identified/Assessed process for scheduled back-up of electronic operational records (focus:
system defines schedule for periodic file backup).
□ Coordinated to verify applicable back-up process is implemented in all operational areas.
Guidance
Maintaining records in electronic files is a reliable and efficient means of short and long-term storage.
The integrity of this type of record-keeping system is ensured through secure, safe storage and
backup systems.
In an electronic records system, record files are managed and controlled (i.e. created, maintained,
identified, updated, accessed, retained and deleted) using computer systems, programs and displays
(e.g. a web-based system).

To preclude the loss of records due to hardware or software failures, an electronic system is
programmed to create backup files on a schedule that ensures records are never lost. Typically, an
electronic system provides for file backup on a daily basis.
Where necessary, the look and feel of electronic records is similar to that of a paper record.
The retention period for records is defined by the operator and, if applicable, will always be in
accordance with requirements of the Authority.
Hardware and software, when updated or replaced, is retained to enable retrieval of old records.
3 Safety Management
3.1 Safety Risk Management

ORG 3.1.1 The Operator shall have a hazard identification program that is implemented and
integrated throughout the organization, to include:
(i) A combination of reactive and proactive methods of hazard identification;
(ii) Processes for safety data analysis that identify existing hazards, and may predict future
hazards, to aircraft operations. [SMS] (GM) ►
such repeats.
Auditor Actions
□ Identified/Assessed organizational safety hazard identification program (focus: program
identifies hazards to aircraft operations; describes/defines method(s) of safety data
collection/analysis).
□ Identified/Assessed cross-discipline process for safety hazard identification (focus: all
operational disciplines participate in process).
□ Examined selected records/documents that illustrate organizational integration (focus:
coordinated involvement of all operational disciplines in hazard identification process).
□ Examined selected examples of hazards identified through data collection/analysis.
□ Coordinated to verify implementation of safety hazard identification program in all operational
areas.
Guidance
Refer to the IRM for the definitions of Hazard (Aircraft Operations) and Safety Risk.
Hazard identification is an element of the Safety Risk Management component of the SMS
framework.
The methods used to identify hazards will typically depend on the resources and constraints of each
particular organization. Some organizations might deploy comprehensive, technology-intensive
hazard identification processes, while organizations with smaller, less complex operations might
implement more modest hazard identification processes. Regardless of organizational size or
complexity, to ensure all hazards are identified to the extent possible, hazard identification processes
are necessarily formalized, coordinated and consistently applied on an on-going basis in all areas of
the organization where there is a potential for hazards that could affect aircraft operations.

To be effective, reactive and proactive processes are used to acquire information and data, which are
then analyzed to identify existing or predict future (i.e. potential) hazards to aircraft operations.
Examples of processes that typically yield information or data for hazard identification include:
• Confidential or other reporting by personnel;
• Investigation of accidents, incidents, irregularities and other non-normal events;
• Flight data analysis;
• Observation of flight crew performance in line operations and training;
• Quality assurance and/or safety auditing;
• Safety information gathering or exchange (external sources).
Processes would be designed to identify hazards that might be associated with organizational
business changes (e.g. addition of new routes or destinations, acquisition of new aircraft type(s), the
introduction of significant outsourcing of operational functions).
Typically hazards are assigned a tracking number and recorded in a log or database. Each log or
database entry would normally include a description of the hazard, as well as other information
necessary to track associated risk assessment and mitigation activities.
ORG 3.1.2 The Operator shall have a safety risk assessment and mitigation program that includes
processes implemented and integrated throughout the organization to ensure:
(i) Hazards are analyzed to determine corresponding safety risks to aircraft operations;
(ii) Safety risks are assessed to determine the requirement for risk mitigation action(s);
(iii) When required, risk mitigation actions are developed and implemented in operations.
[SMS] (GM) ►
such repeats.
Auditor Actions
□ Identified/Assessed organizational safety risk assessment/mitigation program (focus: hazards
analyzed to identify/define risk; risk assessed to determine appropriate action; action
implemented/monitored to mitigate risk).
□ Identified/Assessed cross-discipline process for risk assessment/mitigation (focus: all
operational disciplines participate in process).
□ Examined selected records/documents that illustrate organizational integration (focus:
coordinated involvement of all operational disciplines in risk assessment/mitigation program).
□ Examined selected examples of risk assessment/risk mitigation action(s).
□ Coordinated to verify implementation of safety risk assessment/mitigation in all operational
areas.
Guidance
Refer to the IRM for the definition of Safety Risk Assessment (SRA).
Risk assessment and mitigation is an element of the Safety Risk Management component of the
SMS framework.
To be completely effective, a risk assessment and mitigation program would typically be
implemented in a manner that:
• Is active in all areas of the organization where there is a potential for hazards that could
affect aircraft operations;
• Has some form of central coordination to ensure all existing or potential hazards that have
been identified are subjected to risk assessment and, if applicable, mitigation.

The safety risks associated with an identified existing or potential hazard are assessed in the context
of the potentially damaging consequences related to the hazard. Safety risks are generally
expressed in two components:
• Likelihood of an occurrence;
• Severity of the consequence of an occurrence.
Typically, matrices that quantify safety risk acceptance levels are developed to ensure
standardization and consistency in the risk assessment process. Separate matrices with different risk
acceptance criteria are sometimes utilized to address long-term versus short-term operations.
A risk register is often employed for the purpose of documenting risk assessment information and
monitoring risk mitigation (control) actions.
Operational Reporting
ORG 3.1.3 The Operator shall have an operational safety reporting system that is implemented
throughout the organization in a manner that:
(i) Encourages and facilitates personnel to submit reports that identify safety hazards, expose
safety deficiencies and raise safety concerns;
(ii) Ensures mandatory reporting in accordance with applicable regulations;
(iii) Includes analysis and management action as necessary to address safety issues identified
through the reporting system. [SMS] (GM) ►
such repeats.
Auditor Actions
□ Identified/Assessed organizational operational safety reporting system (focus: system
urges/facilitates reporting of hazards/safety concerns; includes analysis/action to
validate/address reported hazards/safety concerns).
□ Examined records of selected operational/safety reports (focus: analysis/follow-up to
identify/address reported hazards/safety concerns).
□ Coordinated to verify implementation of operational safety reporting system in all operational
areas.
Guidance
Frontline personnel, such as flight or cabin crew members and maintenance technicians, are
exposed to hazards and face challenging situations as part of their everyday activities. An
operational reporting system provides such personnel with a means to report these hazards or any
other safety concerns so they may be brought to the attention of relevant managers.
To build confidence in the reporting process and encourage more reporting, an acknowledgement of
receipt is typically provided to each person that submits a report.
An effective system provides for a review and analysis of each report to determine whether a real
safety issue exists, and if so, ensure development and implementation of appropriate action by
responsible management to correct the situation.
ORG 3.1.4 The Operator should have a confidential safety reporting system that is implemented
throughout the organization in a manner that encourages and facilitates the reporting of events,
hazards and/or concerns resulting from or associated with human performance in
operations. (GM) ►

Auditor Actions
□ Identified/Assessed organizational confidential safety reporting system (focus: system
urges/facilitates reporting of events/hazards/safety concerns caused by humans; reporters are
assured confidentiality; includes analysis/action to validate/address reported hazards/safety
concerns).
□ Examined records of selected confidential safety reports (focus: assurance of confidentiality,
analysis/follow-up to identify/address reported hazards/safety concerns).
□ Crosschecked to verify implementation of confidential safety reporting system in all operational
areas.
Guidance
The specified confidential safety reporting system is sometimes referred to as a Confidential Human
Factors (or Incident) Reporting System.
The success of a confidential safety reporting system depends on two fundamentals:
• The ability of the organization to assure absolute protection of a report submitted by any
individual;
• The level to which individuals within the organization exercise their freedom to report actual
or potential unsafe conditions or occurrences.
In certain states, information submitted under a pledge of confidentiality could be subject to laws
protecting such information. Therefore, an operator would typically have procedures in place to
protect report confidentiality (e.g. de-identification).
There is a difference between confidential reporting and anonymous reporting. Confidential reporting
is the preferred system because it permits feedback to the reporter in response to the report. Not only
is the reporter entitled to an explanation, but also such feedback provides excellent incentive for the
submission of future reports.
The effectiveness of a confidential safety reporting system is determined by a basic requirement for
safeguarding safety and risk information. Typically, individuals will continue to provide information
only when there is confidence that such information will be used only for safety purposes and will
never be compromised or used against them.
An effective confidential safety reporting system might typically include:
• A process that provides absolute protection of confidentiality;
• An articulated policy that encourages reporting of hazards and human errors in operations;
• A shared responsibility between the individual flight and cabin crew members (or, if
applicable, respective professional associations) and the organization to promote a
confidential safety reporting system;
• A tracking process of action taken in response to reports;
• A process to provide feedback to the reporter;
• A communication process for ensuring flight and cabin crew members, as well as other
relevant personnel, are informed of potential operating hazards through dissemination of de-
identified report information.
ORG 3.1.5 The Operator should have a non-punitive safety reporting system that is implemented
throughout the organization in all areas where operations are conducted. (GM)
Auditor Actions
□ Identified/Assessed organizational non-punitive safety reporting system (focus: system
urges/facilitates reporting of events/hazards/safety concerns; defines criteria for reporter non-
discipline; includes analysis/action to validate/address reported hazards/safety concerns).

□ Examined records of selected non-punitive safety reports (focus: application of reporter non-
discipline criteria; analysis/follow-up to identify/address reported hazards/safety concerns).
□ Crosschecked to verify implementation of non-punitive safety reporting system in all operational
areas.
Guidance
A non-punitive reporting system might also be referred to as an open reporting system. Such system
might be considered an attribute of a reporting culture.
Front line operational personnel are often in the best position to observe and identify operational
hazards and conditions, including the actions or behavior of other personnel that could lead to
accidents or incidents. Experience has shown that personnel will not provide information if there is
apprehension or fear that such reporting will result in disciplinary action.
To be effective, a non-punitive safety reporting system assures employees that the reporting of
unintentional errors does not result in disciplinary or punitive action being taken against the reporter
or other individuals involved unless such errors result from illegal activity, willful misconduct or other
egregious actions, as defined by the operator. Also, in such a system employees are assured that the
identity or information leading to the identity, of any employee who reports an error under this policy
is never disclosed unless agreed to by the employee or required by law.
A non-punitive safety reporting system is typically documented in operations manuals or other
controlled documents.
3.2 Safety Assurance

ORG 3.2.1 The Operator shall have processes for setting performance measures as a means to
monitor the operational safety performance of the organization and to validate the effectiveness of
safety risk controls. [SMS] (GM) ►
such repeats.
Auditor Actions
□ Identified/Assessed organizational program for setting performance measures (focus: program
defines/requires development/application of performance measures; measures used to
track/monitor operational safety performance/validate safety risk controls).
□ Examined selected performance measures currently being tracked (focus: performance
measures are set/tracked in all operational disciplines).
□ Examined selected records/documents that identify tracking of performance measures (focus:
tracking used to assess/monitor operational safety performance, assess/validate risk control
effectiveness).
□ Coordinated to verify implementation of performance measures in all operational areas.
Guidance
Refer to the IRM for the definition of Performance Measures.
Setting performance measures in support of the operator's safety objectives is an element of the
Safety Assurance component of the SMS framework.
By setting performance measures, an operator is able to track and compare its operational
performance against a target (i.e. the performance objective, typically expressed as a rate or number
reduction) over a period of time (e.g. one year). Achievement of the target (or objective) would
represent an improvement in the operational performance. The use of performance measures is an

effective method to determine if desired safety outcomes are being achieved, and to focus attention
on the performance of the organization in managing operational risks and maintaining compliance
with relevant regulatory requirements.
In addressing operational performance, meaningful measures typically focus on lower level (i.e.
lower consequence) occurrences or conditions that are considered by the operator to be precursors
to serious events. Performance measures may be specific to a certain area of operations or may be
broad and apply to the entire system.
In addressing compliance, meaningful measures, as a minimum, would focus on compliance with
significant regulatory requirements (as determined by the operator) in all operational areas.
Ideally, performance measures are designed to be challenging, which, in turn, enhances the
effectiveness of the risk management system.
Performance measures may be set in almost any operations or maintenance area. Some possible
examples include:
• Flight operations (e.g., takeoff and landing tail strikes, unsatisfactory line or training
evaluations);
• Operational control (e.g., flight diversions due to fuel);
• Engineering and maintenance (in-flight engine shutdowns, aircraft component/equipment
failures);
• Cabin operations (inadvertent slide deployments);
• Ground handling (aircraft damages due to vehicles or equipment);
• Cargo operations (dangerous goods spills);
• Operational security (unauthorized interference or access events).
ORG 3.2.2 The Operator shall have a process to identify changes within or external to the
organization that have the potential to affect the level of safety risks associated with aircraft
operations, and to manage risks that may arise from or are affected by such changes. [SMS] (GM)
Auditor Actions
□ Identified/Assessed organizational change management process (focus: process
identifies/assesses internal/external changes to determine operational safety risk).
□ Examined selected records/documents that show processing of internal/external changes
(focus: assessment of changes to determine safety risk; actions taken to implement/revise
new/existing risk controls).
□ Coordinated to verify implementation of change management process in all operational areas.
Guidance
Refer to the IRM for the definition of Change Management.
Change management is an element of the Safety Assurance component of the SMS framework.
Change management is considered a proactive hazard identification activity in an SMS.
Change may affect the appropriateness or effectiveness of existing safety risk mitigation strategies.
In addition, new hazards and related safety risks may be inadvertently introduced into an operation
whenever change occurs.
A change management process is designed to ensure risk management is applied to any internal or
external changes that have the potential to affect established operational processes, procedures,
products and services.
Internal changes typically include organizational expansion, contraction or consolidation, new
initiatives, business decisions, as well as the introduction of new or the modification of existing
systems, equipment, programs, products or services.

External changes could include new regulatory requirements or changes to the operating
environment (e.g. new security regulations, amendments to the dangerous goods regulations,
changes to the air traffic control system).
3.3 Flight Safety Analysis Program

ORG 3.3.1 The Operator shall have a flight safety analysis program that provides for the
identification of hazards and the analysis of information and data associated with aircraft operations,
to include:
(i) Implementation of systematic processes for identifying and analyzing hazards and
potentially hazardous conditions;
(ii) Production of relevant analytical information and data for use by operational managers in
the prevention of accidents and incidents. [SMS] (GM)
Auditor Actions
□ Identified/Assessed flight safety analysis program (focus: role/purpose within
organization/SMS; definition of program scope/objectives; description of program
elements/procedures for information/data collection/analysis).
□ Interviewed flight safety analysis program manager.
□ Examined selected information/data analysis reports (focus: examples of safety hazard
identification).
□ Examined examples of information/data provided to operational managers (focus: usefulness of
information in the management of safety risk).
Guidance
Refer to the IRM for the definition of Flight Safety Analysis Program.
A primary function of a flight safety analysis program is hazard identification, which is an element of
the Safety Risk Management component of the SMS framework.
In many organizations the flight safety analysis program is typically known as the flight safety
program.
The flight safety analysis program primarily provides operational hazard identification and data
analysis services for use by operational managers.
For some operators the flight safety analysis program is part of an independent corporate safety
structure, which typically has a direct line of reporting to senior management. This type of structure
allows an effective and fully integrated system of prevention and safety across all relevant
operational disciplines of the organization.
Other operators may choose to have a flight safety analysis program reside within an operational unit
(e.g., flight operations). In this type of system, to ensure objectivity in addressing safety matters and
independence from frontline operational managers, the program manager would not only have a
direct reporting line to the head of that operational unit, but also an indirect reporting line to senior
management.
Documentation of the program typically includes a description of the structure, individual
responsibilities, available resources and core processes associated with the program.
ORG 3.3.2 The Operator shall have a designated manager with appropriate qualifications,
authority and independence (from operational management), that is responsible for:
(i) The performance of the flight safety analysis program;
(ii) Ensuring communication and coordination with appropriate operational managers;

(iii) The dissemination of information to management and non-management operational

personnel as appropriate to ensure an organizational awareness of relevant flight safety
issues. (GM)
Auditor Actions
□ Identified flight safety analysis program manager.
□ Examined job description of flight safety analysis program manager (focus:
qualification/duties/responsibilities).
Guidance
The exact title of the manager responsible for the flight safety analysis program may vary depending
on the organization.
The manager oversees the implementation of all activities and processes associated with the
program. An effective working environment results in full cooperation between the program manager
and those operational managers that have direct responsibility for the safety of operations. It is not
the role of the program manager to dictate safety action, but rather to provide services that assist
operational managers in their role of ensuring safe and secure operations.
To be effective, the manager of the flight safety analysis program would typically have qualifications
appropriate for the position, which might include:
• Requisite licensing, as applicable;
• Relevant operational and safety experience;
• Formal training in risk management.
As a means of safety promotion, an effective flight safety analysis program includes dissemination of
safety information and data for the continuing education and interest of operational and other
associated personnel. Such information might include an up-to-date status of operational
performance against stated performance measures.
The method of dissemination is commensurate with the target audience and the size of the
organization. Typical means could include periodic briefings or presentations, or the issuance of
magazines, newsletters or bulletins in either an electronic or paper form.
ORG 3.3.3 The Operator shall have a process to ensure significant issues arising from the flight
safety analysis program are subject to management review in accordance with ORG 1.5.1 and, as
applicable, ORG 1.5.2. [SMS] (GM)
Auditor Actions
□ Identified/Assessed process for management review of issues from the flight safety analysis
program (focus: continual improvement of flight safety analysis program).
□ Examined selected records/documents of management review of flight safety analysis program
issues (focus: specific issues/changes identified/implemented to improve flight safety analysis
program).
Guidance
Management review of flight safety issues supports the continual improvement of safety
performance, which is an element of the Safety Assurance component of the SMS framework.
Such review permits senior management to consider issues that have the potential to affect the
safety of operations, and ensure appropriate corrective or preventive actions have been implemented
and are being monitored for effectiveness in preventing accidents and incidents.


ORG 3.3.5 The Operator should have an electronic database to ensure effective management of
data derived from the flight safety analysis program. (GM)
Auditor Actions
□ Identified/Assessed flight safety analysis program database.
□ Observed demonstration of flight safety analysis program database functionality.
Guidance
The intent of this provision is for an operator to have an electronic database that permits an operator
to manage information and data associated with aircraft operations in a manner that results in the
identification of hazards and the provision of information to operational managers as specified in
ORG 3.3.1.
The type and complexity of such database will vary according to the size and scope of the
organization.
Program Elements
ORG 3.3.10 The Operator shall have a process for the investigation of aircraft accidents and
incidents, to include reporting of events in accordance with requirements of the State. [SMS] (GM)
Auditor Actions
□ Identified/Assessed accident investigation process (focus: process includes compliance with
regulatory accident/incident reporting requirements; output includes final report with
recommendations).
□ Interviewed responsible manager(s).
□ Examined selected accident and incident reports (focus: investigation identifies operational
safety hazards, produces recommendations to prevent recurrence/mitigate risk).
Guidance
Accident and incident investigation is considered a reactive hazard identification activity in an SMS.
A primary purpose of accident and incident investigation is hazard identification, which is an element
of the Safety Risk Management component of the SMS framework.
Investigations typically result in a report that describes the factors that contributed to the event, which
is then made available to responsible senior operational managers to permit them to evaluate and
implement appropriate corrective or preventive action.
An effective investigation process typically includes:
• Qualified personnel to conduct investigations (commensurate with operation size);
• Procedures for the conduct of investigations;
• A process for reporting investigative results;
• A system for implementing any corrective or preventive action;
• An interface with relevant external investigative authorities (when applicable);
• A process for the dissemination of information derived from investigations.
To ensure awareness among operational personnel, information derived from investigations is
disseminated to relevant areas throughout the organization.
In the event of a major accident, an operator responds to and possibly participates in an investigation
in accordance with provisions contained in ICAO Annex 13. Such capability requires an operator to

maintain an ongoing interface with relevant investigative authorities to ensure preparedness in the
event a major accident occurs.
ORG 3.3.11 The Operator shall have a process for identifying and investigating irregularities and
other non-routine operational occurrences that might be precursors to an aircraft accident or incident.
[SMS] (GM)
Auditor Actions
□ Identified/Assessed process for identification/investigation of irregularities/non-routine
occurrences (focus: process output includes final report with recommendations).
□ Examined selected irregularity/non-routine occurrence reports (focus: process identifies
operational safety hazards, produces recommendations to mitigate risk).
Guidance
Investigation of operational irregularities is considered a reactive hazard identification activity in an
SMS.
A primary purpose of investigating non-routine operational occurrences is hazard identification, which
is an element of the Safety Risk Management component of the SMS framework.
The investigation of irregularities or non-routine occurrences is a hazard identification activity. Minor
events, irregularities and occurrences occur often during normal operations, many times without
noticeable consequences. Identifying and investigating certain irregular operational occurrences can
reveal system weaknesses or deficiencies that, if left un-checked, could eventually lead to an
accident or serious incident. These types of events are referred to as accident precursors.
A process to monitor operations on a regular basis permits the identification and capture of
information associated with internal activities and events that could be considered precursors. Such
events are then investigated to identify undesirable trends and determine contributory factors.
The monitoring process is typically not limited to occurrences, but also includes a regular review of
operational threats and errors that have manifested during normal operations. Monitoring of normal
operations can produce data that further serve to identify operational weaknesses and, in turn, assist
the organization in developing system solutions.
As with the investigation of accidents and serious incidents, the investigation of minor internal
occurrences results in a report that is communicated to relevant operational managers for analysis
and the possible development of corrective or preventive action.
ORG 3.3.13 The Operator shall have a flight data analysis (FDA) program that is non-punitive and
contains adequate safeguards to protect data sources. The program shall include either:
(i) For aircraft of a maximum certified takeoff mass in excess of 27,000 kg (59,525 lb), a
systematic download and analysis of electronically recorded aircraft flight data, or
(ii) For all aircraft, a systematic acquisition, correlation and analysis of flight information derived
from a combination of some or all of the following sources:
(a) Aircraft flight data recorder (FDR) readouts;
(b) Confidential flight and cabin crew operational safety reports;
(c) Flight and cabin crew interviews;
(d) Quality assurance findings;

(e) Flight and cabin crew evaluation reports;

(f) Aircraft engineering and maintenance reports. [PCO] [SMS] (GM)
Note: Item ii) is a Parallel Conformity Option (PCO) for item i); in effect until 31 August 2020.
Auditor Actions
□ Option 1: Applicable to (ORG 3.3.13 i)
□ Identified/Assessed flight data analysis (FDA) program (focus: download/analysis of recorded
flight data; defined criteria for non-discipline; identification of existing/potential flight safety
hazards; production of recommendations to mitigate risk).
□ Interviewed FDA analyst(s).
□ Observed FDA resources and activities.
□ Examined selected FDA program data/reports (focus: analysis of data; identification of flight
safety hazards; recommendations to mitigate risk).
□ Option 2: Applicable to (ORG 3.3.13 ii)
□ Identified/Assessed flight data analysis (FDA) program (focus: acquisition/correlation/analysis
of flight information; defined criteria for non-discipline; identification of existing/potential flight
safety hazards; production of recommendations to mitigate risk).
□ Interviewed FDA analyst(s).
□ Observed FDA resources and activities.
□ Examined selected FDA program data and reports (focus: analysis of information; identification
of flight safety hazards; recommendations to mitigate risk).
□ Crosschecked to verify sources of FDA information in applicable operational areas.
Guidance
Refer to the IRM for the definitions of Flight Data Analysis (FDA) Program and Parallel Conformity
Option (PCO).
Refer to the ISM Introduction for an expanded description of Parallel Conformity Option.
Flight data analysis is considered a reactive and proactive hazard identification activity in an SMS.
A primary purpose of an FDA program is hazard identification, which is an element of the Safety Risk
Management component of the SMS framework.
The systematic download and analysis of recorded flight data has been used by international airlines
for many years to identify hazards, evaluate the operational environment, validate operating criteria
and establish training effectiveness.
As a minimum, an acceptable program for the analysis of recorded aircraft flight data includes the
following elements:
• A manager and staff of flight operations experts, commensurate with the size of the
operation, to provide verification and analysis of the data collected from the aircraft fleet
under the operator's program;
• Aircraft designated within the operator's fleet that provide downloadable flight data from
onboard recording systems, such as the flight data recorder (FDR) or quick access recorder
(QAR);
• A system for downloading and transferring recorded data from the aircraft to a data analysis
system;
• A data analysis system that transforms raw digital data into a usable form of information that
can then be verified, processed, categorized and analyzed by flight operations experts for
flight safety purposes;

• A process for applying the output from flight data analysis to the management of risk and
assessment of flight operations performance;
• A process for management of the data, to include security and retention.
All or certain of the elements could be outsourced to an external party; however, the operator would
retain overall responsibility for the maintenance of the program.
The most comprehensive approach to flight data analysis would be a program that includes not only
systematic download and analysis of electronically recorded aircraft flight data (as described above),
but also acquisition, correlation and analysis of flight information derived from other sources (as
described below).
Where appropriate, there might be a formal agreement with applicable labor organizations to ensure
a mutually acceptable and structured approach to the investigation of significant safety events
identified through the FDA program.
Further guidance may be found in the ICAO Safety Management Manual (Doc 9859).
Parallel Conformity Option

If an operator does not have a process for the regular download and analysis of recorded flight data,
then as an alternative the operator may have a systematic process for acquiring and correlating flight
information from other sources that can be analyzed to identify hazards or potential hazards to flight.
Useful information can be derived from external sources to supplement flight data derived internally.
Other such sources include:
• Regulatory authorities;
• Investigative bodies;
• Safety organizations;
• Manufacturers;
• Other operators.
Flight information is analyzed collectively to identify hazards, system weaknesses, process
breakdowns, regulatory violations and other trends or conditions that could potentially lead to
accidents or serious incidents. The process includes a method of risk analysis and prioritization to
enable the development and implementation of effective corrective or preventive action.
ORG 3.3.14 The Operator should have a program for the systematic acquisition and analysis of
data from observations of flight crew performance during normal line operations. (GM)
Auditor Actions
□ Identified/Assessed line operations monitoring program (focus: observations of flight crew
performance on routine line flights; trained/qualified non-evaluation observers;
acquisition/analysis of data from observations of identification of operational threats/errors/risk;
production of data/recommendations used to mitigate risk).
□ Interviewed line operations observer(s) and data analyst(s).
□ Examined selected line monitoring program reports (focus: analysis of observation data;
identification of flight safety hazards; recommendations to mitigate risk).
Guidance
If implemented, line monitoring would be considered a proactive hazard identification activity in an
SMS.
A line operations monitoring program is a completely different activity from line evaluation (or line
checking) of the flight crew. Line operations monitoring cannot be accomplished in conjunction with
any type of operational evaluation of the flight crew.
Under this program, flight crew performance in a normal line environment is observed from the flight
deck jump seat by individuals who have been specially selected and trained. Observers, with the

cooperation of the flight crew, systematically gather operational data that can be analyzed and used
to make real improvements to certain areas of the operation. Observers are particularly aware of, and
record, threats and errors that occur in the operating environment.
The Line Operations Safety Audit (LOSA) is a well-known and successful example of a normal line
operations monitoring program.
An acceptable program would have the following characteristics:
• A planned and organized series of observations of flight crew performance during normal line
flights is typically conducted a minimum of once during every four year period.
• Observations are conducted on regular and routine line flights, and the flight crew is advised
and clearly understands that normal line monitoring is not an evaluating, training or checking
activity. The flight crew would be expected to operate as if the observer were not there.
• There is mutual support and cooperation from both the management of the operator and
flight crew members (through their professional association, if applicable).
• Participation from the flight crew is voluntary; observations are not conducted unless
permission is received from the flight crew.
• Data collected from observations are confidential, de-identified and used for safety
enhancement purposes only. Data from an observation are never permitted to be used for
disciplinary action unless there is evidence of willful misconduct or illegal activity.
• Procedures are in place to ensure data from observations are retained in a way that ensures
effective security.
• Objectives of observations are clearly defined, and collected data are always used to
address specific issues that affect flight safety.
• Observers are specifically selected and trained (calibrated) to ensure a high level of
consistency and standardization in the data being collected. Observers are objective,
impartial and have a high level of integrity.
• There is a process in place to ensure data collected from observations are subjected to
analysis from appropriately diverse subject matter experts to ensure consistency and
accuracy.
• Data derived from observations are analyzed and presented in a manner that identifies
potential weakness and permits the operator to develop appropriate action(s) that will
enhance specific aspects of the operation.
• Results from the monitoring program, including the corrective action plan, are communicated
to flight crew members.
3.4 Quality Assurance Program

ORG 3.4.1 The Operator shall have a quality assurance program that provides for the auditing
of the management system, and of operations and maintenance functions, to ensure the
organization is:
(i) Complying with applicable regulations and standards;
(ii) Satisfying stated operational needs;
(iii) Identifying areas requiring improvement;
(iv) Identifying hazards to operations;
(v) Assessing the effectiveness of safety risk controls. [SMS] (GM) ►
such repeats.

Auditor Actions
□ Identified/Assessed quality assurance program (focus: role/purpose within organization/SMS;
definition of audit program scope/objectives; description of program elements/procedures for
ongoing auditing of management system/operational areas).
□ Interviewed quality assurance program manager.
□ Interviewed selected operational managers (focus: interface with quality assurance program).
□ Examined selected audit reports (focus: audit scope/process/organizational interface).
□ Coordinated to verify implementation of quality assurance audit program in all operational
areas.
Guidance
Refer to the IRM for the definitions of Audit and Quality Assurance.
The quality assurance program comprises two complementary functions: To monitor an operator's
compliance with relevant regulations and standards, as well as to evaluate and continually improve
operational safety performance. Such functions are elements of the Safety Assurance component of
the SMS framework.
In some organizations the quality assurance program may have a different name (e.g. internal audit
program, internal evaluation program).
A robust quality assurance program ensures a scope of auditing that encompasses all areas of the
organization that impact operational quality in terms of safety and/or security. Operational functions
include flight operations, operational control/flight dispatch, maintenance operations, cabin
operations, ground handling and cargo operations.
This provision is designed to permit flexibility in the implementation of the quality assurance program.
The structure and organization of the program within an operator's management system, whether
centralized, non-centralized or a combination thereof, is at the discretion of the operator in
accordance with its corporate culture and regulatory environment.
An effective audit program includes:
• Audit initiation, including scope and objectives;
• Planning and preparation, including audit plan and checklist development;
• Observation and gathering of evidence to assess documentation and implementation;
• Analysis, findings, actions;
• Reporting and audit summary;
• Follow-up and close out.
To ensure auditors gather sufficient evidence to produce realistic assessments during an audit, the
program typically includes guidance that defines the various sampling techniques that are expected
to be used by auditors in the evidence collection phase of the audit.
The audit process typically includes a means whereby the auditor and responsible personnel from
the audited area have a comprehensive discussion and reach agreement on the findings and
corresponding corrective actions. Clear procedures are established to resolve any disagreement
between the auditor and audited area.
All action items require follow-up to ensure closeout within an appropriate period of time.
ORG 3.4.2 The Operator shall appoint a manager with appropriate qualifications, authority and
independence that is responsible for:
(i) The performance of the quality assurance program;
(ii) Ensuring communication and coordination with operational managers in the management of
operational risk;

(iii) Dissemination of information to management and non-management operational personnel

as appropriate to ensure an organizational awareness of relevant quality assurance issues
and results. (GM)
Auditor Actions
□ Identified quality assurance program manager.
□ Examined job description of quality assurance program manager (focus:
qualifications/duties/responsibilities).
Guidance
Refer to the IRM for the definition of Quality Assurance Manager.
The designated manager (or multiple managers if an operator does not have a centralized program)
is appointed to oversee the implementation of the activities and processes associated with the quality
assurance program.
The exact title of the manager(s) designated as responsible for the quality assurance program may
vary depending on the organization.
Operational managers have direct responsibility for the safety and security of operations, and
therefore always have the authority to develop and implement corrective action as necessary to
address audit findings in their respective areas of operations.
The manager of the quality assurance program is “operationally independent” in a manner that
ensures objectivity is not subject to bias due to conflicting responsibilities.
To be effective, an individual designated as manager of the quality assurance program has
appropriate qualifications for the position, which may include:
• Formal training or certification as a quality auditor;
• Relevant operational and auditing experience;
• Formal training in risk management.
Quality assurance audit activities may be centrally controlled or controlled within each relevant
operational function as long as independence is maintained.
Typically, the manager of the quality assurance program has direct lines of communication to senior
management to ensure the efficient reporting of safety and security issues, and to ensure such
issues are appropriately addressed.
An effective quality assurance program includes the dissemination of appropriate information for the
purpose of maintaining an ongoing awareness of quality assurance results that might affect
compliance, operational safety or security or identify opportunities for improvement. As an example,
such information might include a summary of audit program results such as finding, causation, risk,
error trends and opportunities for continuous improvement.
The method of dissemination is commensurate with the target audience and the size of the
organization. Typical means could include periodic briefings or presentations, or the issuance of
magazines, newsletters or bulletins in either an electronic or paper form.
ORG 3.4.3 The Operator shall have a process for addressing findings that result from audits
conducted under the quality assurance program, which ensures:
(i) Identification of root cause(s);
(ii) Development of corrective action as appropriate to address findings;
(iii) Implementation of corrective action in appropriate operational area(s);
(iv) Evaluation of corrective action to determine effectiveness. (GM) ►
such repeats.

Auditor Actions
□ Identified/Assessed process for addressing quality assurance audit findings.
□ Examined selected audit reports/records (focus: identification of root cause,
development/implementation of corrective action, follow-up to ensure effectiveness).
□ Coordinated to verify implementation of audit findings process in all operational areas.
Guidance
Certain audit findings might fall under the category of hazards to operations. In such cases, the
hazard would be subject to the risk assessment and mitigation process in the development of
corrective action.
Refer to the IAH for information relevant to auditing under the quality assurance program.
ORG 3.4.4 The Operator shall have a process to ensure significant issues arising from the quality
assurance program are subject to management review in accordance with ORG 1.5.1 and, as
applicable, ORG 1.5.2. [SMS] (GM) ►
such repeats.
Auditor Actions
□ Identified/Assessed process for management review of quality assurance program issues
(focus: continual improvement of quality assurance program).
□ Examined selected records/documents of management review of quality assurance program
issues (focus: specific issues/changes identified/implemented to improve quality assurance
program).
□ Coordinated to verify management review of significant quality assurance issues in all
operational areas.
Guidance
Management review of significant quality assurance issues supports the continual improvement of
safety performance, which is an element of the Safety Assurance component of the SMS framework.
Such review permits senior management to consider significant issues of non-compliance in areas of
the organization that impact operational safety and security, and to:
• Continually monitor and assess operational safety and security outcomes;
• Ensure appropriate corrective or preventive actions that address the relevant compliance
issues have been implemented and are being monitored for effectiveness;
• Ensure continual improvement of operational safety and security performance.
ORG 3.4.6 If the Operator is currently on the IOSA Registry, the Operator shall ensure the quality
assurance program as specified in ORG 3.4.1 provides for the auditing of the IOSA Standards and
Recommended Practices (ISARPs) a minimum of once during the IOSA registration period. For
internal audits of the ISARPs, the Operator shall have processes that ensure:
(i) The effective edition of the IOSA Standards Manual (ISM) is utilized;
(ii) Auditor Actions are accomplished by auditors. (GM)

Note: If a new edition of the ISM becomes effective during the first 19 months of the Operator's
24-month IOSA registration period, the Operator shall take into account all changes that might
require additional auditing (e.g. new or significantly revised ISARPs).
Auditor Actions
□ Identified/Assessed processes that ensure auditing of all ISARPs during the IOSA registration
period.
□ Identified/Assessed internal audit processes/procedures (focus: use of effective ISM edition;
auditors accomplish Auditor Actions).
□ Interviewed selected internal auditors.
□ Examined selected database records/reports of audits performed against ISARPs (focus:
effective ISM edition used; Auditor Actions accomplished).
Guidance
Refer to the IRM for the definitions of Auditor Actions, IOSA Operator, IOSA Registration Period and
Registration Renewal Audit.
The currently effective edition of the ISM is used for auditing of the ISARPs during the first 19 months
of the IOSA registration period. Use of an ISM edition that becomes effective in the final five (5)
months of the operator's registration period is optional.
To the extent possible, auditing of the ISARPs should be spread out over the full registration period
rather than waiting to conduct all auditing just prior to the registration renewal audit.
Refer to the IAH for information relevant to auditing of the ISARPs under the quality assurance
program.
ORG 3.4.7 If the Operator is currently on the IOSA Registry, the Operator shall have a process for
the production of a Conformance Report (CR) that is certified by the accountable executive (or
designated senior management official) as containing accurate information related to the audit of all
ISARPs as is specified in ORG 3.4.6. The CR shall be submitted in the English language and include
the following:
(i) Completed and signed Declaration of Internal Assessment Completion;
(ii) Record of Internal Auditors;
(iii) Operational Profile;
(iv) List of Document References. (GM)
Note: The specified process for production of a CR shall ensure the Operator's completed CR and
any accompanying documents are submitted to the Audit Organization (AO) no less than 14 days
prior to the start date of the registration renewal audit.
Note: Changes to the CR that occur after submission to the AO do not require a re-submission of the
CR.
Auditor Actions
□ Identified/Assessed process for producing/maintaining Conformance Report.
□ Interviewed AE or designated representative(s).
□ Examined Conformance Report (focus: content includes all required information).
Guidance
Refer to the IRM for the definition of Conformance Report.

The IATA CR template contains fields for all information required to be included in the CR, as well as
instructions for completing each of the fields. Completion of the template will result in a Conformance
Report that contains all information necessary to be in conformity with ORG 3.4.7 and ORG 3.4.8.
A signed declaration, as specified in item i), may consist of an electronic signature.
The operational profile, as specified in item iii), is a compilation of information (types of operations
conducted, fleet composition) that is relevant to the audit of the operator. The CR template contains
fields that, once completed with the requested information, define the operational profile of an
operator.
The Conformance Report may also be produced using the operator's current internal database
software. In such case, it will be required that the CR:
• Is produced in an electronic format similar to that of the IATA Conformance Report template;
• Contains, as a minimum, all information specified in ORG 3.4.7 and ORG 3.4.8.
Refer to the IAH for detailed information relevant to production of the Conformance Report.
ORG 3.4.8 If the Operator is currently on the IOSA Registry, the Operator shall ensure the
Conformance Report produced in accordance with ORG 3.4.7 also contains information that is
specific to the audit of each individual IOSA standard and recommended practice, to include:
(i) The alpha-numeric identifier;
(ii) Appropriate documentation reference(s) (from the Operator's documentation system);
(iii) Auditor name(s);
(iv) Audit date(s);
(v) The list of Auditor Actions accomplished by the auditor(s) to assess implementation;
(vi) If applicable, a description of non-conformance(s) and:
(a) The root cause(s) of non-conformance(s);
(b) The corrective action(s) implemented to address non-conformance(s).
(vii) If applicable, a description of non-applicability (N/A);
(viii) The current status of conformance (documented and implemented). (GM)
Note: At the option of the Operator, items iii), iv), v) and, as applicable, vi) may be replaced in the CR
with accurate reference(s) to the location(s) where all such information may be found, either in the
Operator's electronic database as specified in ORG 3.4.14 or in controlled procedural documents
that are defined in audit processes as specified in ORG 3.4.6.
Auditor Actions
□ Identified/Assessed process for producing/maintaining Conformance Report.
□ Interviewed AE or designated representative(s).
□ Examined Conformance Report (focus: content includes all required information).
Guidance
Completion of the IATA Conformance Report Template will result in a Conformance Report that
contains all information necessary to be in conformity with ORG 3.4.7 and ORG 3.4.8.
The listing of Auditor Actions in the CR is indicative of what was done by auditors to gather evidence
that is subsequently subjected to analysis in order to determine whether or not a standard or
recommended practice is documented and implemented by the operator.
If an operator elects to provide references in the CR to electronic database locations or controlled
procedural documents, then all specified information will appear in those referenced locations.
An example of a controlled procedural document is an audit checklist that contains the procedure an
auditor will follow, including the specific Auditor Action steps, when auditing the individual standard or
recommended practice.

Regardless of location (i.e. CR, electronic database, procedural document), the record of Auditor
Actions will show the Auditor Action steps that were accomplished (or, if applicable, not
accomplished) when the individual IOSA standard or recommended practice was audited.
Refer to the IAH for information relevant to production of the Conformance Report.
Program Elements
ORG 3.4.10 The Operator shall have an audit planning process and sufficient resources, including
auditors as specified in ORG 3.4.12, to ensure audits are:
(i) Scheduled at intervals to meet regulatory and management system requirements;
(ii) Completed within a specified time period. (GM) ►
Auditor Actions
□ Identified/Assessed quality assurance audit planning process (focus: audits
planned/scheduled/completed in order to meet applicable internal/external requirements).
□ Identified/Assessed audit resources (focus: availability of sufficient (auditors/other resources to
accomplish audit plan).
□ Crosschecked audit plan with selected audit reports (focus: audits conducted in accordance
with audit plan).
□ Coordinated to verify implementation of audit plan in all operational areas.
Guidance
The planning process produces a schedule of the audit modules to be conducted within the planning
period (e.g. calendar year) and reflect the status of each audit module, to include the applicable audit
interval (e.g. 12, 24, 36 months), the date of the previous audit and the scheduled due date for the
next audit.
Refer to the IAH for information relevant to planning and resources associated with auditing of the
ISARPs.
ORG 3.4.11 The Operator shall ensure the audit planning process defines the scope of each audit,
as appropriate for the area being audited, and also:
(i) Includes audit objectives that address ongoing compliance with regulatory requirements,
Operator standards and other applicable regulations, rules and standards;
(ii) Considers relevant operational safety or security events that have occurred;
(iii) Considers results from previous audits, including the effectiveness of corrective action that
has been implemented. (GM)
Auditor Actions
□ Identified/Assessed quality assurance audit planning process (focus: audits
□ Examined selected audit plans (focus: audit scope/objectives defined; operational
events/previous audits considered).
with audit plan).

Guidance
The audit scope refers to the breadth of operational disciplines or operational areas covered by an
audit and therefore will vary depending on the focus area for each audit (e.g., flight dispatch function,
dangerous goods handling, ramp handling operations, line maintenance activities).
Audit objectives define tangible achievements expected to result from an audit, normally expressed
as a statement of intent (e.g. to determine compliance with regulatory requirements, to establish
conformity with operator standards, to assess conformity with IOSA standards, to determine
efficiency of operations).
To be effective, auditors prepare for an audit of a particular area of operations by:
• Conducting research into any relevant incidents or irregularities that may have occurred;
• Reviewing reports from previous audits.
Refer to the IAH for information relevant to planning associated with auditing of the ISARPs.
ORG 3.4.12 The Operator shall ensure the quality assurance program utilizes auditors that are
impartial and functionally independent from the operational activities to be audited. (GM)
Auditor Actions
□ Identified/Assessed quality assurance auditor administration program (focus: definition of
selection/qualification criteria for quality assurance program auditors).
□ Examined selected individual auditor records (focus: application of selection/qualification
criteria).
□ Crosschecked selected audit reports (focus: appropriately qualified auditors independent from
the activity audited).
□ Interviewed selected quality assurance auditors (focus: verification of individual qualifications).
Guidance
A quality assurance program is independent in a manner that permits the scheduling and conduct of
audits as deemed appropriate for the size and scope of operations. Functional independence
ensures auditors are not put in a position where their objectivity may be subject to bias due to
conflicting responsibilities.
A code of conduct may be used to enhance the impartiality and independence of auditors. An
effective auditor code of ethics would require auditors:
• To act in a strictly trustworthy and unbiased manner in relation to both the organization to
which they are employed, contracted or otherwise formally engaged and any other
organization involved in an audit performed by them or by personnel under their direct
control;
• To disclose to their employer any relationship they may have with the organization to be
audited before undertaking any audit function in respect of that organization;
• Not to accept any gift, commission, discount or any other profit from the organization audited,
from their representatives, or from any other interested person nor knowingly allow personnel
for whom they are responsible to do so;
• Not to disclose the findings, or any part of them, nor to disclose any other information gained
in the course of the audit to any third party, unless authorized in writing by both the auditee
and the audit organization, if applicable;
• Not to act in any way prejudicial to the reputation or interest of the audit organization; and
• In the event of any alleged breach of this code, to co-operate fully in any formal enquiry
procedure.
An auditor may be considered functionally independent from the operational activities to be audited
when he/she is not responsible for the activity being audited (at the time of the audit). For example, a
flight crew member may audit line flight operations from the flight deck jump seat as an independent

observer (supernumerary), but may not do so when functioning as part of the operating crew (or
functioning as an augmenting crew member).
Refer to the IAH for information relevant to auditor qualification and independence.
ORG 3.4.13 The Operator shall have a training and qualification program that ensures auditors that
conduct auditing under the quality assurance program as specified in ORG 3.4.1:
(i) Have the knowledge, skills and work experience needed to effectively assess areas of the
management system and operations that will be audited;
(ii) Maintain an appropriate level of current audit experience;
(iii) Complete initial and continuing auditor training that provides the knowledge and
understanding necessary to effectively conduct audits against:
(a) Applicable regulations and standards;
(b) If the Operator is currently on the IOSA Registry, the ISARPs.
(iv) Are evaluated on a periodic basis. (GM)
Note: Sub-specification iii) b) is applicable to auditors that may be assigned to conduct internal
auditing against the ISARPs.
Auditor Actions
□ Identified/Assessed auditor training and qualification program.
□ Examined selected individual auditor records (focus: completion of initial/continuing
qualification/periodic evaluations, in accordance with program standards).
□ Interviewed selected quality assurance auditors (focus: verification of initial/continuing
qualifications).
□ Crosschecked selected audit reports/records (focus: currency of auditors).
Guidance
The intent of this standard is for the operator to have a program that ensures all auditors that conduct
auditing under its quality assurance program, including internal auditor personnel (e.g. employees) or
external auditor personnel (e.g. consultants), are trained, evaluated and qualified in accordance with
the criteria specified in this standard.
The delivery of auditor training and evaluation under the operator's program may be accomplished by
the operator or by an external party (or a combination of both) as long as all auditors that conduct
auditing under the operator's quality assurance program are trained, evaluated and qualified in
accordance with the criteria specified in this standard.
Internationally recognized standards published in ISO 19011 provide a reliable guide for the training
and/or certification of auditors utilized in the quality assurance program.
For all auditors that conduct auditing of the management system, and of operations and maintenance
functions for the operator under its quality assurance program as specified in ORG 3.4.1, training and
qualification typically addresses the following subject areas:
• Application of audit principles, procedures and techniques;
• Planning and organizing work effectively;
• Conducting the audit within the agreed timescale;
• Prioritizing and focusing on matters of significance;
• Collecting information (i.e. audit evidence) through effective interviewing, listening, observing
and examination of documents, records and data;
• Understanding the appropriateness and consequences of using sampling techniques for
auditing;
• Verifying the accuracy of collected information;

• Confirming the sufficiency and appropriateness of audit evidence to support audit findings
and conclusions;
• Assessing those factors that can affect the reliability of the audit findings and conclusions;
• Using work documents to record audit activities;
• Preparing audit reports;
• Maintaining the confidentiality and security of information;
• Communicating effectively, either through personal linguistic skills or through an interpreter.
For those auditors assigned to conduct auditing against the ISARPs as specified in ORG 3.4.6,
training and qualification typically addresses the following subject areas:
• IOSA program overview;
• IOSA documentation;
• Understanding the role of the ICAO annexes as the primary source of specifications
contained in the ISARPs;
• Reading and understanding the ISARPs;
• IOSA quality assurance requirements (ORG subsection 3.4);
• Auditor Actions;
• Mandatory observations;
• Root cause analysis;
• Conformance Report (CR);
• Auditing ORG and repeated ORG ISARPs;
• Auditing SMS;
• Auditing quality assurance;
• Assessing outsourced operational functions.
Refer to the IAH-Airlines for information relevant to the training and qualification of auditors that
assess conformity with the ISARPs.
ORG 3.4.14 The Operator shall have an electronic database to ensure the effective management
of information and data associated with audits conducted under the quality assurance program. Such
database shall include:
(i) Information and data derived from audits of the management system, and operations and
maintenance functions, as specified in ORG 3.4.1;
(ii) Information that is specific to the audit of each individual IOSA standard and recommended
practice as specified in ORG 3.4.8. (GM)
▲ An operator may conform to ORG 3.4.14 i) through Active Implementation as long as the
implementation Action Plan (IAP) projects conformance on or before 1 September 2018.
Auditor Actions
□ Identified/Assessed electronic database for management of quality assurance audit data.
□ Examined selected database records (focus: content includes information/data specified in ORG
3.4.8).
Guidance
Refer to the IRM for the definition of Database.
A fully completed IATA Conformance Report Template may be considered as a database equivalent
for the purpose of conforming to item ii) of this standard.

Refer to the IAH for information that addresses options for the production and format of the
Conformance Report.
Refer to the ISM Introduction for the description of Active Implementation.
3.5 Quality Control of Outsourced Operations

ORG 3.5.1 The Operator shall have processes to ensure a contract or agreement is executed with
external service providers that conduct outsourced operational functions for the Operator. Such
contract or agreement shall identify the application of measurable specifications that can be
monitored by the Operator to ensure requirements that affect the safety and/or security of operations
are being fulfilled by the service provider. (GM) ►
Auditor Actions
□ Identified/Assessed processes for contract/agreement production/execution with external
service providers that conduct outsourced operations, maintenance security functions.
□ Examined selected outsourcing contracts/agreements (focus: inclusion of measurable
specifications applicable to service providers).
□ Coordinated to verify implementation of service provider contract/agreement processes in
applicable operational areas.
Guidance
Refer to the IRM for the definitions of Outsourcing and Service Level Agreement (SLA).
An operator would always retain full responsibility for ensuring an outsourced operational function is
performed properly by an external provider, even if such provider is the parent organization or an
affiliate of the operator.
A contract or agreement is necessary to ensure details of the operational functions to be performed
by the external service provider are formally documented. The contract or agreementNote not only sets
forth the services the provider is expected to perform, but also describes the application of specific
performance indicators or targets (i.e. measurable specifications) that will be monitored (by the
operator) in the provider's performance of those services. Such measurable specifications typically
provide the basis for a monitoring process as specified in ORG 3.5.2.
As an example, some operators might use performance measures that have been set in accordance
with ORG 3.2.1 as the measurable specifications that are applied to outsourced operational
functions.
The structure of contracts or agreements will vary with individual operators and, depending on such
structure, defined measurable specifications may or may not be contained in any of the contractual
documents. When the measurable specifications are not contained in the contract, they may be
defined (in technical terms) in a controlled document that is part of the operator's documentation
system, and then conveyed to the provider (perhaps periodically) in a manner that ensures
understanding.
Note: For the purpose of this provision, the contract or agreement may comprise multiple parts,
including the basic document that sets forth legal and commercial terms, and, as applicable, other
associated documents that state terms or conditions of service (e.g. appendices, addenda, service
level agreement).
ORG 3.5.2 The Operator shall have processes to monitor external service providers that conduct
outsourced operational, functions for the Operator to ensure requirements that affect the safety
and/or security of operations are being fulfilled. (GM) ►
Note: IOSA or ISAGO registration is acceptable as part of the Operator's monitoring process when
such registration is included in or combined with a risk assessment of the provider.

Auditor Actions
□ Identified/Assessed processes for monitoring external service providers that conduct
outsourced operational functions.
□ Examined selected records/reports resulting from monitoring of service providers (focus:
monitoring process ensures provider is fulfilling applicable safety/security requirements).
□ Coordinated to verify implementation of service provider monitoring in applicable operational
areas.
Guidance
An operator has a responsibility to ensure outsourced operational functions are conducted in a
manner that meets its own operational safety and security requirements. A monitoring process is
necessary to satisfy that responsibility, and such process would be applicable to any external service
provider that conducts outsourced operational functions, including the parent organization or a
separate affiliate of the operator.
In some regulatory jurisdictions, there may be a regulatory control process that permits certain
organizations to meet rigorous standards and become approved to conduct outsourced operations or
maintenance for an operator. Such regulatory control process would be an acceptable means for
meeting the specification of this provision if it can be demonstrated by the operator that the regulatory
control process:
• Includes ongoing monitoring of the approved service providers;
• Such monitoring is sufficiently robust to ensure the approved service providers fulfill the
operational requirements of the operator on a continuing basis.
Achieving and maintaining IOSA and/or ISAGO registration is a way for an external service provider
to demonstrate fulfillment of requirements that affect the safety and/or security of operations. Thus,
an operator's process that requires such service providers to maintain IOSA and/or ISAGO
registration would be acceptable as a method of monitoring when such registration(s) is/are used in
conjunction with a risk assessment of the provider.
To ensure effective monitoring, consideration is given to a range of internal and external methods for
use in the oversight of external service providers. Methods might include auditing, systematic review
and risk assessment of reported hazards and/or occurrences, monitoring of performance output
(KPIs), reporting and governance processes; monitoring and analysis of targeted risk areas, as well
as the establishment of an effective two-way communication link with the service provider.
Under certain circumstances, operational functions may be involuntarily removed from an operator
and conducted by a governmental or quasi-governmental authority that is not under the control of the
operator (e.g., passenger or baggage security screening at some airports). Under such
circumstances, the operator would have a process to monitor output of the function being conducted
by the authority to ascertain desired results are being achieved.
ORG 3.5.3 The Operator should include auditing as a process for the monitoring of external service
providers in accordance with ORG 3.5.2. (GM)►
Auditor Actions
□ Identified/Assessed auditing processes used for monitoring external service providers that
conduct outsourced operational functions.
□ Examined selected records/reports resulting from auditing of service providers (focus: audit
process ensures provider is fulfilling applicable safety/security requirements).
□ Coordinated to verify implementation of service provider auditing in applicable operational
areas.

Guidance
The intent of this provision is for an operator to use, as deemed appropriate for the situation, auditing
as one of the processes for satisfying the requirement for monitoring external service providers (as
specified in ORG 3.5.2).
Both IOSA and ISAGO are audit programs, so, where applicable, the use of IOSA or ISAGO
registration could be considered as an audit process for the purpose of monitoring external service
providers.
ORG 3.5.4 If the Operator satisfies aircraft operational needs through a wet lease agreement with
one or more other operators, the Operator shall have a process to monitor the performance of such
wet lease operators for the purpose of ensuring the operational safety and security needs of the
Operator are being fulfilled. (GM)
Auditor Actions
□ Identified/Assessed process for monitoring safety/security performance of wet lease operators.
□ Interviewed responsible managers.
□ Examined plan for monitoring wet lease operators (focus: includes all applicable wet lease
operators).
□ Examined selected wet lease monitoring reports (focus: monitoring process ensures wet lease
operator is fulfilling applicable safety/security requirements).
Guidance
Under a wet lease agreement, one operator (the lessee) leases an aircraft from another operator (the
lessor), and the aircraft is operated and supported by the lessor. Typical support functions include
operational control of flights, maintenance of aircraft and/or implementation of security controls.
Typically, the lessee may monitor the performance of the lessor by requesting certification,
conducting inspections and audits, accepting third party audits, flight monitoring or other means.
For wet lease agreements in excess of three months, it is recommended for operators that conduct
passenger flights to wet lease with IOSA-registered operators.
ORG 3.5.5 (This standard is currently suspended in accordance with the IOSA Standards Special
Review Process)
3.6 Product Quality Control

ORG 3.6.1 The Operator should have processes to ensure equipment or other operational
products relevant to the safety or security of aircraft operations that are purchased or otherwise
acquired from an external vendor or supplier meet the product technical requirements specified by
the Operator prior to being used in the conduct of operations or aircraft maintenance. (GM) ►
Auditor Actions
□ Identified/Assessed processes for ensuring acquired operational products meet technical
requirements.
□ Examined selected product acceptance records (focus: acquired products meet applicable
technical requirements).
□ Coordinated to verify product acceptance processes implemented in applicable operational
areas).

Guidance
This provision applies only to products that are purchased or otherwise acquired from an external
supplier or vendor. Whereas purchasing might be the most typical means of acquiring such products,
other means might be also be used (e.g. lease, barter).
This provision does not apply to outsourced operational functions or services that are provided by an
external organization or service provider (this is addressed in ORG 3.5.1 and 3.5.2).
This provision does not apply to electronic navigation data products utilized in flight (e.g. FMS
database) or for operational control (e.g. flight planning database). The acquisition of such navigation
data products require control procedures, as specified in Sections 2 (FLT) and 3 (DSP).
Following are some examples of products that could have a negative effect on operations if put into
service with substandard quality (i.e. the operator's technical standards are not met):
• Training devices (e.g. simulators, door mock-ups);
• Cabin safety cards or videos;
• Cabin service carts or trolleys;
• Onboard safety equipment (e.g. PBE, life jackets);
• Ground support equipment;
• Operational software, databases (non-navigation);
• Security screening equipment;
• Unit load devices (ULDs).
Part of the process is a method for identifying products that have a direct effect on the safety or
security of operations.
To ensure technical specifications are met, a process may focus on the supplier, the product or a
combination of both.
The process may include an evaluation of suppliers, with the selection of suppliers based on their
ability to supply products in accordance with the operator's requirements and technical specifications.
The use of formal industry supplier audit or evaluation programs is one means for assessing the
abilities of suppliers to deliver quality products, such as the Coordinating Agency for Supplier
Evaluation (CASE).
Implementation of a rigorous receiving inspection process (or equivalent activity) provides another
means of verifying that operationally critical products meet specified technical requirements prior to
such products being put into service.
4 Emergency Response
4.1 Emergency Response Plan

ORG 4.1.1 The Operator shall have a corporate emergency response plan (ERP) for the central
management and coordination of all activities should it be necessary to respond to a major aircraft
accident or other type of adverse event that results in fatalities, serious injuries, considerable
damage and/or a significant disruption of aircraft operations. [SMS] (GM)
Auditor Actions
□ Identified/Assessed corporate emergency response plan (ERP) (focus: plan suitable for
organizational response to major aircraft accident/other adverse event).
□ Interviewed designated ERP manager.
□ Coordinated to verify implementation of ERP in all operational areas.

Guidance
Refer to the IRM for the definition of Emergency Response Plan (ERP).
Emergency response planning is an element of the Safety Policy and Objectives component of the
SMS framework.
An emergency (or crisis) response plan is based upon an assessment of risk appropriate to the size
and type of operations, and includes consideration of a major aircraft accident and other potential
aircraft and/or non-aircraft events that would require a full corporate emergency response.
In some states, emergency or crisis response is assumed by a governmental authority rather than by
the operator. In such case, an emergency response plan focuses on and addresses interaction with
and/or participation in the governmental response to an emergency or crisis.
An effective ERP includes industry best practices and ensure community expectations are
addressed. Additionally, an ERP:
• Specifies general conditions for implementation;
• Provides a framework for an orderly implementation;
• Ensures proper coordination with external entities at all potential locations (refer to
ORG 4.1.4);
• Addresses all potential aspects of an event, including casualties;
• Ensures regulatory requirements associated with specific events are satisfied;
• Provides a scenario for the transition back to normal operations;
• Ensures regular practice exercises as a means to achieve continual improvement (refer to
ORG 4.1.14 and ORG 4.1.15).
ORG 4.1.2 The Operator shall have a designated manager with appropriate qualifications and
authority to manage and be responsible for the development, implementation and maintenance of the
corporate ERP. (GM)
Auditor Actions
□ Identified designated corporate ERP manager.
□ Examined job description of ERP manager (focus: background/duties/responsibilities).
□ Interviewed corporate ERP manager.
Guidance
The exact title of the manager designated as responsible for the corporate ERP may vary depending
on the organization.
In order to manage a corporate ERP, an individual's qualifications would typically include training and
background experience that ensures the requisite knowledge in emergency response principles.
Such experience and knowledge is necessary, even though various ERP functions are typically
delegated to designated personnel throughout the management system.
ORG 4.1.3 If the Operator has individual departmental or station emergency response plans within
the organization, the Operator shall ensure such individual plans are coordinated with the overall
corporate emergency response plan under the ERP manager. (GM)
Auditor Actions
□ Identified/Assessed process(es) for coordinating departmental/station ERPs.
□ Interviewed designated corporate ERP manager.
□ Examined ERP for selected stations (focus: station ERP is coordinated with corporate ERP).

Guidance
Certain operational departments might have individual ERPs, especially where departments are
located remotely (e.g. maintenance or cargo). Likewise, station ERPs might be individually tailored to
meet varying requirements at each station. Therefore, coordination is always required to ensure each
individual ERP within an operator's organization contains or addresses the applicable common
elements of the corporate ERP.
ORG 4.1.4 The Operator shall ensure the ERP as specified in ORG 4.1.1 includes provisions for
the appropriate coordination with the emergency response plans of other applicable organizations
relevant to the particular event or crisis. [SMS] (GM)
Auditor Actions
□ Identified/Assessed ERP transition processes (focus: plan includes transition from normal-
emergency/and emergency-normal operations; coordination with relevant external
organizations).
Guidance
ERP transition and reporting is an element of the Safety Policy and Objectives component of the
SMS framework.
An ERP typically defines:
• Coordination procedures for action by key personnel;
• External entities that will interact with the organization during emergency situations;
• ERPs of external entities that will require coordination;
• Method(s) of establishing coordination with external ERPs.
Plan Elements
ORG 4.1.10 The Operator shall have a process in the ERP to provide an accurate manifest to the
appropriate authorities in the event of an aircraft accident. Such manifest shall list crew members,
passengers and cargo, to include dangerous goods.
Auditor Actions
□ Identified/Assessed ERP process for providing accurate manifest to authorities in the event of
aircraft accident.
□ Identified specific person/function with assigned responsibility for providing accurate manifest to
authorities in the event of aircraft accident.
ORG 4.1.12 The Operator shall have published procedures and assigned responsibilities to ensure
a coordinated execution of the corporate ERP. (GM)

Auditor Actions
□ Identified/Assessed procedures/responsibilities for execution of corporate ERP.
□ Coordinated to verify procedures/assigned responsibilities for ERP execution in all operational
areas.
Guidance
Personnel are typically assigned with specific responsibilities throughout the organization for the
implementation of procedures associated with the ERP. Such responsibilities and procedures might
include:
• Assemblage of required personnel;
• Travel arrangements, as required;
• Provision of facilities, equipment and other resources;
• Humanitarian and other assistance to individuals involved in the event, as required;
• Management of continuing normal operations;
• Control of areas impacted by the event, as applicable;
• Liaison with relevant authorities and other external entities.
The following areas would normally be considered in developing plans for liaison with external
entities associated with any event:
• Fire;
• Police;
• Ambulance;
• Coast guard and other rescue agencies;
• Hospitals and other medical facilities;
• Medical specialists;
• Civil aviation or defense agencies;
• Poison control centers;
• Chemical or radiation specialists;
• Environmental agencies;
• Insurance companies.
Additionally, contact and arrangements are typically made with certain operational business partners,
including code share and wet lease operators.
ORG 4.1.13 The Operator should ensure all personnel with responsibilities under the ERP are
appropriately trained and qualified to execute applicable procedures. (GM)
Auditor Actions
□ Identified/Assessed training/qualification program for ERP personnel.
□ Examined training curriculum for ERP personnel (focus: training subjects appropriate for role in
ERP).
□ Examined selected training/qualification records of ERP personnel (focus: completion of ERP
training).

Guidance
Refer to the IRM for the definition of Family Assistance.
Training for personnel with responsibilities under the ERP could be conducted externally or in-house
by an operator's own qualified staff, and would typically include drills, desktop exercises, and/or
simulations. Attendees typically include both management and operational personnel from the
headquarters and, as applicable to the operator's structure, station locations.
Ideally, specific and/or personalized training would also be conducted for key senior managers (e.g.
CEO).
Training programs are generally tailored for personnel based on the role performed under the ERP.
Typically, persons involved in family assistance and crisis communications, as well as members of
the corporate emergency response group or committee (as applicable), would be required to
complete ERP training.
The curriculum for ERP training normally includes general subjects associated with emergency
response management, as well as role-specific subjects that address issues associated with:
• Family assistance/special assistance;
• Cultural sensitivity;
• Telephone enquiry;
• Team call-out and assembly;
• Crash site discipline;
• Effects retrieval.
ORG 4.1.14 The Operator shall ensure the corporate ERP is rehearsed periodically to:
(i) Familiarize personnel with responsibilities and procedures;
(ii) Ensure ready functionality of all equipment and facilities;
(iii) Expose deficiencies in the plan and its execution, and ensure such deficiencies are
addressed. (GM)
Auditor Actions
□ Identified/Assessed plan for corporate ERP rehearsal (focus: definition of rehearsal
type/schedule; rehearsals include use of applicable personnel/facilities/equipment).
□ Examined selected records of ERP rehearsals (focus: implementation/completion of ERP
rehearsals).
Guidance
The ERP typically has provisions that ensure all aspects of the ERP are rehearsed or practiced at
regular intervals, and practice exercises include the involvement of all personnel that would be called
upon during an actual emergency or crisis situation. In some locations, the extent of ERP rehearsals
might be limited by the relevant authority. In such cases, a modified rehearsal that ensures overall
ERP readiness in accordance with the specifications stated in this provision is acceptable.
Rehearsal of an ERP typically results in the discovery of, and thus an opportunity to correct,
deficiencies in the plan. Such deficiencies could include outdated contact information (e.g. names,
telephone numbers, email addresses) and/or plan execution discrepancies (e.g. organizational
changes, personnel turnover).
The results of rehearsals or practice exercises are normally recorded and analyzed, and then used
as the basis for continual improvement of the plan (refer to ORG 4.1.15).

ORG 4.1.15 The Operator should have a process for a detailed debriefing and critique whenever
the ERP is executed, either as a rehearsal or in response to an actual event. (GM)
Auditor Actions
□ Identified/Assessed process for debriefing/critique after execution of ERP (focus:
debriefing/critique part of actual/rehearsed ERP implementation).
□ Examined selected records of detailed debriefing/critique after rehearsal/actual ERP activation.
Guidance
Such process ensures vital information is communicated to regulatory authorities, corporate
management, operational personnel and the local community whenever the ERP is activated,
whether for an actual event or for a rehearsal.
If recommendations for corrective action or other changes result from activation of the plan, there
should be a process for providing a de-briefing to relevant internal and external entities to ensure
awareness and consideration of such recommendations.
ORG 4.1.16 The Operator should have the ready availability of a facility for use as an emergency
command center with sufficient space, furnishings and equipment to successfully manage the
execution of the corporate ERP.
Auditor Actions
□ Observed/Assessed emergency command center (focus: adequate
space/furnishings/equipment to manage ERP and associated resources).
ORG 4.1.17 The Operator should have procedures under the corporate ERP that ensure a central
coordination and control of all communications with external entities. (GM)
Auditor Actions
□ Identified/Assessed ERP procedures for central coordination/control of communications with
external entities.
Guidance
A vital aspect of an effective ERP is ensuring a controlled and consistent message to external
entities, especially the news media. The ERP should designate an individual or group as the central
point of control for all external communication. Additionally, authorization and responsibilities should
be assigned to certain personnel within the organization to act as the point(s) of contact for
communication with specified external entities.
ORG 4.1.18 The Operator should have resources immediately available under the corporate ERP
that provide for, in the event of an emergency:
(i) The establishment of local emergency command centers at line stations or remote locations;
(ii) A telephone enquiry center capable of handling the potential volume of calls expected with
emergency events;
(iii) Dedicated equipment and material necessary for successful execution of the corporate
ERP;
(iv) The dispatch on short notice of humanitarian teams to appropriate location(s) to attend to
individuals in need of assistance.

Auditor Actions
□ Identified/Assessed resources available under corporate ERP (focus: local command centers;
adequate communication capability; humanitarian personnel/teams for humanitarian/victim
family assistance).
□ Observed examples of resources available in the event of ERP activation.

Table 1.1–Documentation System Specifications

ORG 2.1.1 The Operator shall have a system for the management and control of documentation and/or data
used directly in the conduct or support of operations. Such system shall comprise the elements specified
below. Note: Refer to the IRM for the definitions of Documentation, Electronic Documentation and
Paper Documentation.
Elements Documentation Types
Type 1 Type 2 Type 3
(i) Identification of the version and effective
Recommended Recommended Required Note
date of relevant documents and/or data.
(ii) Identification of the title and, if
applicable, sub-titles of relevant Recommended Recommended Required Note
documents and/or data.
(iii) Distribution and/or dissemination that
ensures all users are provided relevant
documents and/or data on or before the
effective date:
(a) Throughout appropriate areas Required Note Required Note Required Note
of the organization;
(b) To external service providers
that conduct outsourced
operational functions.
(iv) Definition of the specific media type(s)
designated for presentation or display of
Required Note Required Note Required Note
the controlled version of relevant
documents and/or data.
(v) Definition of documentation and/or data
that is considered to be reproduced Required Note Required Note Required Note
and/or obsolete.
(vi) Review and revision to maintain the
currency of relevant documents and/or Required Note Required Note Required Note
data.
(vii) Retention that ensures access to the
content of relevant documents and/or
data for a minimum period as defined by
the Operator.
(viii) Provision for a scheduled back up by
copying and archiving relevant
documents and/or data, to include Required Note Required Note Required Note
validation of the documents or data
being backed up.
(ix) Identification and allocation of
documentation access/user and Required Note Required Note Required Note
modification rights.
(x) Dissemination and/or accessibility of
documentation received from external
sources such as regulatory authorities
and original equipment manufacturers.
Note: Required for conformity with ORG 2.1.1.


Section 2 — Flight Operations (FLT)
Applicability
Section 2 addresses safety and security requirements for flight operations, and is applicable to an operator
that utilizes two-pilot, multi-engine aircraft with a maximum certificated takeoff mass in excess of 5,700 kg
(12,566 lbs.) to conduct:
• Passenger flights with or without cabin crew;
• Cargo flights with or without the carriage of passengers or supernumeraries.
Additionally, the IOSA standards and recommended practices (ISARPs) in Section 2 are applicable only to
those aircraft that are of the type authorized in the Air Operator Certificate (AOC) and utilized in
commercial passenger and/or cargo operations unless applicability is extended to encompass non-
commercial operations as stated in a note immediately under the body of the provision.
• Do not begin with a conditional phrase are applicable unless determined otherwise by the Auditor.
Individual provisions that contain the <AC> symbol in the reference number are applicable to an operator
that conducts flights with cargo aircraft.
Where an operator outsources flight operations functions to external service providers, an operator retains
responsibility for ensuring the management of safety in the conduct of such operations and must
demonstrate processes for monitoring applicable external service providers in accordance with
FLT 1.11.2.
Some cabin safety specifications applicable to functions or equipment within the scope of flight operations
are located in Section 5 (CAB) of this manual.
General Guidance
The definitions of technical terms used in this ISM Section 2, as well as the list of abbreviations and

FLT 1.1.1 The Operator shall have a management system for the flight operations organization that
ensures control of flight operations and the management of safety and security outcomes. (GM) ◄
Auditor Actions
□ Identified/Assessed management system structure for flight operations.
□ Interviewed manager(s) of flight operations.
□ Assessed status of conformity with all other FLT management system ISARPs.
Guidance
Refer to the IRM for the definitions of Operations and Operator.
The specifications of this provision ensure the management system for the flight operations
organization addresses the elements of operational safety and security specifically related to flight
operations. Safety and security management at this operational level typically occurs within the
greater context of the operator's overall or corporate safety and/or security management plan. For
example, the overall requirements for security of the flight deck would typically be specified in an
operator's security plan, but the actual operational management of flight deck security would occur
ISM Ed. 11, September 2017 FLT 1

under the supervision of flight operations and flight operations personnel (e.g., development of
procedures, training of personnel, following procedures).
Refer to Guidance associated with ORG 1.1.1 located in ISM Section 1.
FLT 1.1.2 The Operator shall have one or more designated managers in the flight operations
organization that, if required, are post holders acceptable to the Authority, and have the
responsibility, and thus are accountable, for ensuring:
(i) The management and supervision of all flight operations activities;
(ii) The management of safety and security in flight operations;
(iii) Flight operations are conducted in accordance with conditions and restrictions of the Air
Operator Certificate (AOC), and in compliance with applicable regulations and standards of
the Operator. (GM) ◄
Auditor Actions
□ Identified designated/nominated managers for flight operations.
□ Examined job description of manager for flight operations (focus:
authority/accountabilities/responsibilities for flight operations organization).
□ Interviewed responsible manager of flight operations.
□ Interviewed other managers in flight operations.
Guidance
Refer to the IRM for the definitions of Accountability, Authority, Post Holder and Responsibility.
The term “manager” is generic; the actual title associated with such positions will vary with each
operator.
In some states the individual that fills certain key managerial positions within the flight operations
organization must be nominated and then either accepted or approved by the Authority as specified
in ORG 1.1.4. Managers in such positions might be referred to as post holders, directors or another
title as specified by each State. The specification in item ii) ensures the manager for the flight
operations organization is accountable to senior management for the elements of operational safety
and security specifically related to the conduct or supervision of flight operations. Safety and security
management at this operational level typically occurs within the greater context of the operator's
overall or corporate safety and/or security management plan. For example, the overall requirements
for security of the flight deck would typically be specified in an operator's security plan, but the actual
operational management of flight deck security would occur under the supervision of flight operations
and flight operations personnel (i.e. development of procedures, training of personnel, following
procedures). In this example, in order to conform to the specifications of item ii), the manager of the
flight operations organization would be accountable to senior management for ensuring the day to
day security of the flight deck.
Refer to ORG 1.1.4 located in ISM Section 1.
1.2 State Requirements

FLT 1.2.1 The Operator shall have a valid Air Operator Certificate (AOC) or equivalent document
issued by the State of the Operator (hereinafter, the State) that authorizes the Operator to conduct
commercial air transport operations in accordance with specified conditions and limitations. The AOC
and/or associated documents shall include:
(i) Operator identification (name and location);
(ii) Date of issue and period of validity;
(iii) Description of types of operations authorized;
(iv) Type(s) of aircraft authorized for use;
(v) Authorized areas of operation or routes;
(vi) Exemptions, deviations and waivers (listed by name);
FLT 2 ISM Ed. 11, September 2017

(vii) Special authorizations, to include, as applicable:

(a) Low visibility takeoff (LVTO);
(b) CAT II and/or III approaches;
(c) Head-up displays (HUD) and enhanced vision systems (EVS) operations (if such
systems are used to gain operational benefit);
(d) GPS approaches;
(e) EDTO;
(f) RVSM operations;
(g) MNPS operations;
(h) RNAV/RNP operations, to include approved applications and, when applicable, the
associated approved RNP levels required to operate within a defined airspace;
(i) Transport of dangerous goods as cargo (if AOC authorization is required for the
transport of dangerous goods);
(j) Electronic Flight Bag (EFB) operations (if approval for such operations is required
by the Authority). (GM)
Auditor Actions
□ Identified the documents that authorize the Operator to conduct commercial air transport
operations in accordance with conditions and limitations specified by the State.
□ Interviewed responsible manager(s) in flight operations.
□ Examined AOC (focus: information is current and relevant to the Operator).
□ Crosschecked AOC against OM (focus: authorizations/limitations consistent with operations
conducted by Operator).
Guidance
Refer to the IRM for the definition of Electronic Flight Bag (EFB), EDTO (Extended Diversion Time
Operations), Enhanced Visual System (EVS), Head-up Display (HUD), Minimum Navigation
Performance Specifications (MNPS), Area Navigation (RNAV), Required Navigation Performance
(RNP), Reduced Vertical Separation Minima (RVSM) and State.
The specifications of this provision require the conditions and limitations of any State-approved or
State-accepted air transport operations, conducted by the operator, to be described in the AOC, AOC
equivalents and/or associated documents.
The AOC is produced (by the State) in a manner consistent with local conditions for State approval or
acceptance. This should not preclude the operator from describing authorized operations, including
conditions and limitations for such operations, in associated documents and in a manner that is
consistent with the specifications of this provision. Such documents typically include the OM or any
operational document that describes the conditions and limitations of authorized operations.
The exemptions, deviations, waivers and special authorizations in specifications vi) and vii) may be
described in State-approved or State-accepted documents other than the AOC.
Operators subject to laws or regulations of the State that prevent the issuance of an AOC consistent
with the specifications of this provision and/or prohibit the description of authorized operations in a
manner consistent with the specifications of this provision may demonstrate an equivalent method of
ensuring the specifications of this provision are satisfied.
The period of validity is designated on the AOC or determined by reference to the dates of issuance
and expiration.
The specification in item vii) e) refers to aircraft operated on routes where the diversion time from any
point on the route to an en route alternate airport exceeds the threshold time but is within the
maximum diversion time as established by the State.

Threshold times for EDTO are typically calculated in ISA and still air conditions at the one-engine
inoperative cruise speed for aircraft with two turbine engines and at the all-engine operating cruise
speed for aircraft with more than two turbine engines.
The approvals in item vii) e) also typically address the most limiting EDTO significant system time
limitation, if any, and any applicable EDTO certification requirements.
The specification in item vii) h) refers to approvals for a wide range of RNAV and RNP operations that
allow access to RNAV routes and terminal procedures designed with specific RNAV/RNP capabilities
in mind. RNP adds onboard navigation monitoring and alerting to RNAV, and is a statement of the
navigation performance that would be required to operate within a defined airspace. It is important to
note that there are numerous standard RNP levels and associated applications. Equally important is
the prerequisite that any approvals associated with RNAV, which require the maintenance of a
particular RNP, typically associate the RNP level required with the approved application (e.g.
RNP 0.1 to 1.0 for RNP AR Approach segments and RNP 10 for oceanic/remote areas where 50 NM
lateral separation is applied).

FLT 1.3.1 The Operator shall ensure the flight operations management system defines the
accountability, authorities and responsibilities of management and non-management personnel that
perform functions relevant to the safety or security of aircraft operations in areas of the flight
operations organization specified in FLT 1.3.2. The management system shall also specify:
with respect to the safety and/or security of flight operations;
(ii) Responsibilities for ensuring operations are conducted in accordance with applicable
(iii) Lines of accountability throughout flight operations, including direct accountability for safety
and/or security on the part of flight operations senior management. [SMS] (GM) ◄
Auditor Actions
□ Identified/Assessed defined safety/security accountability/authorities/responsibilities for
management/non-management personnel in flight operations (focus: definitions apply to
personnel throughout flight operations).
□ Interviewed responsible manager in flight operations.
□ Examined job descriptions of selected management/non-management personnel (focus:
definition of accountability/authorities/responsibilities for roles/positions in flight operations).
Guidance
The intent of this provision is to ensure operational personnel required to perform functions relevant
to the safety and security of aircraft operations are identified, their accountability, authorities and
responsibilities are defined by the operator and communicated throughout the flight operations
organization. Additionally, the provision addresses, as a minimum, the accountability, authorities and
responsibilities of the relevant management and non-management flight operations personnel
specified in FLT 1.3.2.
Refer to Guidance associated with ORG 1.3.1, located in ISM Section 1, for expanded information
regarding accountability, authority and responsibility as applicable to management and non-
management personnel.
FLT 1.3.2 The Operator shall delegate authority and assign responsibility for the management and
supervision of specific areas of the organization relevant to the flight operations management
system, to include, as a minimum:
(i) Fleet operations;
(ii) Line operations;
(iii) Documentation control;

(iv) Flight crew training;

(v) Operations engineering;
(vi) Flight crew scheduling;
(vii) Accident prevention and flight safety;
(viii) Human resources;
(ix) Quality assurance;
(x) Security. (GM)
Auditor Actions
□ Identified positions with authority/responsibility for management/supervision of the specified
areas of flight operations.
□ Examined job description for selected management positions (focus: authority/responsibility for
management of the specified areas of flight operations).
Guidance
Refer to the IRM for the definition of Flight Crew and Operations Engineering.
The specification in:
• Item i) refers to the management of policies, rules, procedures and instructions governing
specific aircraft.
• Item ii) refers to the management of policies, rules, procedures and instructions governing
flight crew.
• Item vii) could also be referred to as the flight safety program.
• Item viii) refers to the provision of Human Resources including management staff, support
staff, administrative staff and flight crew.
FLT 1.3.3 The Operator shall have a procedure for the delegation of duties within the flight
operations management system that ensures managerial continuity is maintained when operational
managers are absent from the workplace. (GM) ◄
Auditor Actions
□ Identified/Assessed processes for flight operations management system delegation of duties
(focus: processes maintain managerial continuity during periods when managers are absent).
Guidance
The operational managers subject to the specifications of this provision include, as a minimum,
managerial personnel, as defined by the operator or Authority, required to ensure control and
supervision of flight operations.
FLT 1.3.4 The Operator shall ensure a delegation of authority and assignment of responsibility
within the flight operations management system for liaison with regulatory authorities, original
equipment manufacturers and other external entities relevant to flight operations. (GM) ◄
Auditor Actions
□ Identified positions within flight operations with authority/responsibility for liaison with
regulators/other external entities.
□ Interviewed selected flight operations manager(s) with authority for liaison external entities.

liaison with external entities).
Guidance
Refer to Guidance associated with ORG 1.3.3 located in ISM Section 1 regarding the need to
coordinate and communicate with external entities.
The specifications of this provision are intended to ensure ongoing compliance with regulations,
organizational standards and other applicable rules and requirements.
FLT 1.3.5 (Intentionally open)
FLT 1.3.6 The Operator shall assign responsibility to the pilot-in-command (PIC) for:
(i) The safety of all crew members, passengers and/or cargo on board the aircraft when the
doors are closed;
(ii) The operation and safety of the aircraft from the moment the aircraft is ready to move for the
purpose of taking off until the moment it finally comes to rest at the end of the flight and the
engine(s) are shut down;
(iii) Ensuring checklists are complied with. (GM)
Auditor Actions
□ Identified/Assessed documents that assign responsibilities to the PIC.
□ Interviewed flight/cabin crew members.
□ Observed line flight and flight simulator operations (focus: PIC demonstrates responsibility for
safety of flight; ensures compliance with checklists).
Guidance
The intent of this provision is to ensure that the specified responsibilities are assigned to the PIC and
such assignment is evident in Operator policies or procedures.
Specifications in item i) and ii) may be satisfied by policies documented in, or referenced in, the OM
that assign responsibilities to the PIC in a manner consistent with regulations of the State and the
intent of the provision. Slight variations in the wording of policies are permissible if the periods of
responsibility as specified in each item are addressed by the operator's policies.
For example, an operator could assign responsibility to the PIC for the safety of passengers from the
time they board the aircraft until they deplane. Such policy would satisfy this provision because it
exceeds the period of PIC responsibility as specified in this provision.
The specification in item iii) may be satisfied by any policy or combination of policies that assign the
responsibility for compliance with standard operating procedures to the PIC.
FLT 1.3.7 The Operator shall ensure, for the duration of each flight, one pilot is designated to act
as PIC. (GM)
Auditor Actions
□ Identified/Assessed documents that describe flight crew composition and/or succession of
command.
□ Interviewed flight crew members.
□ Observed line flight operations (focus: designation of primary PIC).
□ Other Action (Specify)

Guidance
The specification of this provision is satisfied if one pilot is designated to act as PIC, regardless of
crew configuration or en route crew changes.
The operator may choose to address the specification of this provision as part of a plan for
succession of command in accordance with FLT 1.3.8.
FLT 1.3.8 The Operator shall ensure the duties and responsibilities of flight crew members, to
include a plan for succession of command, are defined and described in the OM. (GM)
Auditor Actions
□ Identified/Assessed OM description of flight crew composition and/or succession of command.
□ Interviewed flight crew members.
□ Observed line flight operations (focus: flight crew responsibilities/duties performed as defined).
Guidance
Refer to the IRM for the definition of Flight Crew Member.
FLT 1.3.9 The Operator shall have a policy to address willful and deliberate violation of flight
operations organizational policies and/or procedures by flight operations personnel. (GM)
Auditor Actions
□ Identified policy that addresses willful/deliberate violation of flight operations policies/procedures
by flight operations personnel.
□ Examined selected records of policy enforcement.
Guidance
Refer to the IRM for the definition of Controlled Document.
Appropriate policy regarding procedure violations typically includes NAA intervention, committee for
case review (operator, trade union or mixed) and/or equivalent types of action.
The specification of this provision is applicable to flight operations personnel and is not restricted only
to flight crew.
The policy may be documented or referenced in the OM or reside in another controlled document
that is available to the flight crew.
FLT 1.3.10 If the Operator utilizes supernumeraries in the passenger cabin or supernumerary
compartment of an aircraft that are required for the safety of operations in accordance with
FLT 2.2.44, the Operator should have policies and procedures that:
(i) Define and describe duties or responsibilities assigned to such personnel that are related to
safety;
(ii) Ensure such supernumeraries do not impede flight crew members in the performance of
their duties;
(iii) If a cabin crew is used, ensure supernumeraries do not impede cabin crew members in the
performance of their duties. (GM)
Auditor Actions
□ Identified/Assessed policies/procedures that define and address the use of supernumeraries.
□ Examined defined duties and responsibilities for supernumeraries.

□ Examined selected supernumerary training curricula and records.

□ Observed line flight operations (focus: control/role/use of supernumeraries).
Guidance
Refer to the IRM for the definitions of Cabin Crew, Cabin Crew Member, Passenger, Supernumerary
and Supernumerary Compartment. The definition of Supernumerary further defines and includes
examples of supernumeraries, including those that are required for the safety of operations.
This provision is applicable only to supernumeraries that are required for safety of operations, and
the intent is to ensure:
• Supernumeraries required for the safety of operations on board an aircraft during commercial
or non-commercial operations are aware of (through training, briefing or other means) safety
roles, responsibilities and duties;
• Specific duties and responsibilities assigned to supernumeraries that are related to safety
are appropriately defined;
• Supernumeraries are prepared to assist, but will not interfere with, qualified crew members in
the performance their duties.
Refer to FLT 2.2.44 for specifications related to supernumeraries required for the safety of
operations.
Supernumeraries that are not required for the safety of operations would typically be made aware of
safety-related roles or responsibilities via a briefing, announcement or other applicable means as
specified in subsections 3.8, 3.13 and 3.14.
1.4 Communication and Coordination

FLT 1.4.1 The Operator shall have a communication system that enables and ensures an effective
exchange of information relevant to the conduct of flight operations throughout the flight operations
management system and among operational personnel. (GM) ◄
Auditor Actions
□ Identified/Assessed communication system(s) in flight operations (focus: capability for
communicating information relevant to operations within the flight operations organization).
□ Examined examples of information communication/transfer in flight operations.
□ Interviewed selected non-management operational personnel in flight operations.
Guidance
FLT 1.4.2 The Operator shall have a process to ensure issues that affect operational safety and
security are coordinated among personnel with expertise in the appropriate areas within the flight
operations organization and relevant areas outside of flight operations, to include, as appropriate:
(i) Accident prevention and flight safety;
(ii) Cabin operations;
(iii) Engineering and maintenance;
(iv) Operations engineering;
(v) Operational control/flight dispatch;
(vi) Human resources;
(vii) Ground handling, cargo operations and dangerous goods;
(viii) Manufacturers, (AFM/AOM, operational and safety communication);
(ix) Regulatory agencies or authorities. (GM)

Auditor Actions
□ Identified/Assessed operational safety and security coordination process(es).
□ Examined selected evidence of internal/external coordination.
Guidance
Refer to the IRM for the definitions of Aircraft Operating Manual (AOM) and Approved Flight Manual.
Some examples of issues that could affect operational safety and security include aircraft
modifications, new equipment, new destinations/routes, or regulatory changes.
The specifications of this provision are satisfied if an operator can demonstrate that a process exists
within the flight operations organization that ensures necessary internal and external coordination.
The coordination processes specified in this provision may occur during meetings or other means of
liaison (e.g. email, memos, conference call).
The specification in item iv) refers to coordination with the following or other appropriate categories of
personnel:
• The operations engineering manager or other person responsible for defining, producing,
customizing and distributing aircraft performance data;
• The manager responsible for defining, producing, customizing and/or distributing route and
airport instructions or information, NOTAMs and FMS databases, if applicable;
• The operations engineering manager or other person in charge of aircraft equipment
specification.
The specification in item iv) typically includes coordination on the following operational safety issues:
• Fleet and cross-fleet standardization;
• Flight deck layout;
• Aircraft avionics, instrumentation, equipment and/or components in accordance with the
provisions of FLT 4.3.1.
The specification in item vi) refers to coordination with respect to staffing necessary to meet operator
requirements.
FLT 1.4.3 The Operator shall have a process to ensure the dissemination of safety-critical
operational information to appropriate personnel within and external to the flight operations
organization, to include:
(i) Airworthiness Directives (ADs);
(ii) Manufacturer bulletins;
(iii) Flight crew bulletins or directives;
(iv) NOTAMs. (GM)
Auditor Actions
□ Identified/Assessed process that ensures the dissemination of safety-critical operational
information.
□ Interviewed front line personnel.
□ Examined selected evidence of information dissemination.
Guidance
Refer to the IRM for the definitions of Airworthiness Directive, Flight Crew Bulletin and NOTAM.
The intent of this provision is to ensure a process is in place to disseminate safety critical information
to personnel that require it.


FLT 1.5.1 The Operator shall have the necessary facilities, workspace, equipment and
supporting services, as well as work environment, to satisfy flight operations safety and security
requirements. (GM) ◄
Auditor Actions
□ Observed/Assessed physical resources and services (focus: adequacy to meet flight operations
needs).
Guidance
Conformity with FLT 1.5.1 does not require specifications to be documented by an operator.
The specifications of this provision refer to the infrastructure and resource requirements that would
be necessary to deliver safe and secure flight operations, to include flight operations and support
facilities, services and equipment.
The specifications of this provision do not apply to the aircraft interior.
FLT 1.5.2 The Operator shall ensure management and non-management positions within the flight
operations organization that require the performance of functions relevant to the safety and security
of aircraft operations are filled by personnel on the basis of knowledge, skills, training and experience
appropriate for the position. (GM) ◄
Auditor Actions
□ Identified/Assessed standards and processes for selection of flight operations personnel in
functions relevant to safety and security of aircraft operations.
□ Interviewed personnel that perform flight functions relevant to the safety or security of aircraft
operations.
Guidance
The operational positions subject to the specifications of this provision typically include:
• Management personnel required to ensure control and supervision of flight operations in
accordance with FLT 1.1.1 as defined by the operator or Authority;
• Management personnel assigned the responsibility for the management and supervision of
specific areas of the organization relevant to flight operations in accordance with FLT 1.3.2.
Flight crew member knowledge, skill and experience requirements are in accordance with FLT 1.5.3,
1.5.4, and 1.5.5.
Flight crew member training requirements are in accordance with the applicable provisions contained
in Subsection 2, Training and Qualification.
FLT 1.5.3 The Operator shall have a process to ensure candidates, prior to being employed as
flight crew members, are screened for the purpose of determining if they possess the requisite
certifications, skills, competencies and other attributes required by the Operator and/or State. Such
process, as a minimum, shall include procedures for reviewing and/or assessing:
(i) Technical competencies and skills;
(ii) Aviation experience;
(iii) Credentials and licenses;
(iv) Interpersonal skills;

(v) Medical fitness;

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

Auditor Actions
□ Identified/Assessed instructor/evaluator/line check airman selection criteria and processes.
□ Examined selected instructor/evaluator/line check airman candidate screening records.
Guidance
The intent of this provision is to ensure instructors and evaluators are selected in a manner
consistent with the overall objectives of an operator's training program. To achieve this aim a
selection criteria and processes would typically include:
• Confirmation that a minimum level of experience has been attained;
• A review of the training records of potential selectees;
• Recommendations from Flight Operations management and/or the training department.
FLT 1.5.7 The Operator should have a procedure for screening or testing prospective flight crew
members for psychoactive substances, unless such screening or testing is performed or prohibited
by the State.
Auditor Actions
□ Identified/Assessed procedure used for screening/testing flight crew members for psychoactive
substances.
□ Interviewed the responsible manager(s) in flight operations.
□ Examined selected records of flight crew screening/testing for psychoactive substances.
FLT 1.5.8 The Operator shall have a policy that addresses the use of psychoactive substances by
flight crew crewmembers, which, as a minimum:
(i) Prohibits the exercise of duties while under the influence of psychoactive substances;
(ii) Prohibits the problematic use of psychoactive substances;
(iii) Requires that all personnel who are identified as engaging in any kind of problematic use of
psychoactive substances are removed from safety-critical functions;
(iv) Conforms to the requirements of the Authority. (GM)
Auditor Actions
□ Identified/Assessed policy that addresses use of psychoactive substances by flight crew
members.
□ Interviewed flight crew members (focus: familiarity with psychoactive substance policy).
Guidance
Refer to the IRM for the definitions of Biochemical Testing, Psychoactive Substance and Problematic
Use of Substances.
Operators subject to laws or regulations of the State that preclude the publication of a psychoactive
substance prohibition policy as specified in this provision may demonstrate an equivalent method of
ensuring that personnel engaging in any kind of problematic use of psychoactive substance abuse do
not exercise their duties and are removed from safety-critical functions.
Re-instatement to safety-critical duties could be possible after cessation of the problematic use and
upon determination that continued performance is unlikely to jeopardize safety.

Some of the specifications of this provision may be addressed through implementation of a

scheduling policy in accordance with FLT 3.4.2.
Examples of other subjects that might be addressed in a comprehensive and proactive policy
include:
• Education regarding the use of psychoactive substances;
• Identification, treatment and rehabilitation;
• Employment consequences of problematic use of psychoactive substances;
• Biochemical testing;
• Requirements of ICAO and the Authority. (GM)
Additional guidance may be found in the ICAO Manual on Prevention of Problematic use of
Substances in the Aviation Workplace (Doc 9654-AN/945).

FLT 1.6.1 The Operator shall have a system for the management and control of flight operations
documentation and/or data used directly in the conduct or support of operations, to include the
operations manual (OM), training manual, onboard library and other documents referenced in the OM
that contain information and/or guidance relevant to the flight crew. Such system shall include the
elements as specified in ORG Table 1.1. (GM) ◄
Auditor Actions
□ Identified/Assessed system(s) for management and control of documentation/data used in flight
operations (focus: applicable system elements as specified in ORG Table 1.1;
management/control of OM, Training Manual, other specified documents and the onboard
library).
□ Interviewed responsible manager in flight operations.
□ Examined selected parts of the OM/other documents/data used in flight operations.
□ Interviewed person(s) responsible for flight operations documentation management/control
process(es).
□ Traced life of selected OM or Training Manual revision from inception to publication to
obsolescence.
Guidance
Refer to the IRM for the definitions of Documentation, Electronic Documentation, Master Minimum
Equipment List (MMEL), Minimum Equipment List (MEL), Onboard Library and Operations Manual
(OM) and Paper Documentation.
Refer to ORG 2.1.1 and associated Guidance, and Table 1.1, located in ISM Section 1.
Internal operational documents are subject to management and control.
External documents that are customized and redistributed for use by an operator are subject to
management and control. One such example is the MMEL produced by an aircraft manufacturer and
subsequently customized by the operator and distributed to operational personnel as the MEL.
Documents received from external sources:
• Are managed by the operator and controlled by the issuing entity;
• Include applicable regulations and associated documents, original manufacturer's manuals
and documents and/or data produced externally for the operator;
• Typically include dangerous goods documents, route and airports charts, FMS databases,
GPWS terrain and obstacle databases, airport analysis data, weight/mass and balance data
and performance data.
Refer to FLT 1.6.3 for the description of additional external documents subject to management
and/or control.

Required manuals and documents may be carried on board by the flight crew. Also, maintenance of
the manuals and documents carried on board by the flight crew may be delegated to the flight crew.
Required onboard manuals and documents may also be contained in an EFB device or system used
in accordance with FLT 3.5.3.
This provision refers to any organized system for documentation retention that contains current
manuals, regulatory publications and other essential documents associated with flight operations.
FLT 1.6.3 The Operator shall ensure the system for the management and control of flight
operations documentation as specified in ORG 2.1.1 and Table 1.1 addresses documents from
external sources, to include, as a minimum:
(i) As applicable, regulations of the State and of the other states or authorities relevant to
operations;
(ii) As applicable, relevant ICAO International Standards and Recommended Practices;
(iii) Airworthiness Directives;
(iv) As applicable, Aeronautical Information Publications (AIP) and NOTAMS;
(v) Manufacturer's Approved Flight Manual (AFM), including performance data, weight/mass
and balance data/manual, checklists and MMEL/CDL;
(vi) As applicable, other manufacturer's operational communications. (GM)
Auditor Actions
□ Identified/Assessed system(s) for management and control of documentation and data used in
flight operations (focus: system includes management/control of specified documents from
external sources).
□ Examined selected documents from external sources (focus: application of management/control
elements).
Guidance
Refer to the IRM for the definitions of Aeronautical Information Publication (AIP), Aircraft Operating
Manual (AOM), Approved Flight Manual (AFM), Configuration Deviation List (CDL), Master Minimum
Equipment List (MMEL) and Minimum Equipment List (MEL).
The specification in items i) and ii) refer to relevant regulations, standards and recommended
practices made applicable to the operator by any states or authority with jurisdiction over the
operations of the operator. Applicable authorities typically include those authorities that have
jurisdiction over international operations conducted by an operator over the high seas or over the
territory of a state that is other than the State of the Operator.
The specification in item i) refers to applicable regulations imposed on an operator by the State,
which issues the Air Operator Certificate (AOC), and other states and/or authorities that actively
regulate foreign operators. This may be done through the issuing of an Operational Specification
(OPS SPEC) or specific state legislation.
The specification in item ii) refers to applicable ICAO standards and/or recommended practices that
are referenced in the operator's documentation.
The specification for the manufacturer's AFM in item v) may be replaced by an Aircraft Operating
Manual (AOM) customized by the manufacturer for the specific use in flight operations by an
operator. In such case, the MMEL may also be replaced by an MEL.
The specification in item vi) refers to bulletins or directives distributed by the manufacturer for the
purposes of amending aircraft technical specifications and/or operating procedures.

FLT 1.6.4 The Operator shall ensure documentation used in the conduct or support of flight
operations, including the Operations Manual (OM) and associated revisions:
(ii) Is written in language(s) understood by flight operations personnel;
(iii) Is presented in a format that meets the needs of flight operations personnel;
(iv) If required, is accepted or approved by the Authority. (GM) ◄
Auditor Actions
□ Identified/Assessed system(s) for management/control of content/format of operational
documentation/data used in flight operations.
□ Examined selected parts of the OM (focus: legibility/accuracy/format; approval as applicable).
Guidance
Refer to the IRM for the definitions of Operations Manual, State Acceptance and State Approval.
The intent of this provision is for an operator to provide operational documentation in a form that is
acceptable to the Authority and useable by all relevant personnel.
Documentation used in the support of flight operations may:
• Exist in electronic form;
• Be issued in more than one language.
FLT 1.6.6 The Operator shall ensure documents that comprise the onboard library, as specified in
Table 2.1, are carried on board the aircraft for each flight and located in a manner that provides for
access by the flight crew. (GM)
Auditor Actions
□ Identified/Assessed the document that describes the onboard library.
□ Observed line flight operations (focus: content/accessibility of onboard library).
Guidance
Refer to Table 2.1 for specifications related to accessing performance calculations via telecom
systems (e.g. ACARS) in lieu of onboard documentation.
FLT 1.6.8 <AC> If the Operator conducts flights with cargo aircraft, the Operator should ensure the
parts of the Operations Manual that address ground handling are on board the aircraft. (GM)
Auditor Actions
□ Identified/Assessed onboard library (focus: includes parts of OM that address ground handling).
□ Observed line flight operations (focus: onboard library includes ground handling guidance).
Guidance
Refer to the IRM for the definition of Cargo Aircraft.
The intent of this provision is for an operator to have the specified portions of the OM on board the
aircraft if such documentation would be required for flight crew members or other personnel (flight or

ground) to accomplish their assigned duties. As such, the applicability of the specification is
determined by requirements of the operator or the State.
1.7 Operations Manual

FLT 1.7.1 The Operator shall have an Operations Manual (OM) for the use of personnel in the flight
operations organization, which may be issued in separate parts, and which contains or references
the policies, procedures, checklists and other guidance or information necessary for compliance with
applicable regulations, laws, rules and Operator standards. As a minimum, the OM shall be managed
and controlled in accordance with FLT 1.6.1, define the content of the onboard library and be in
accordance with specifications contained in Table 2.2. (GM)
Auditor Actions
□ Identified/Assessed operational documents that comprise the OM.
□ Identified external documents referenced in the OM that contain operational information used by
flight crew.
□ Examined selected parts of OM (focus: contents in accordance with Table 2.2).
□ Observed line flight and flight simulator operations (focus: flight crew use/interpretation of OM
and related checklists).
Guidance
The intent of this provision is to ensure the flight crew will find all information necessary to perform its
functions within the OM, or within another document that is referenced in the OM. The OM is
identified as a source of operational information approved or accepted for the purpose by the
operator or the State.
Guidance and procedures in the OM enable the flight crew to comply with the conditions and
limitations specified in the AOC.
FLT 1.7.2 The Operator shall ensure information in the OM pertaining to flight crew duties and
responsibilities is published in the designated common language(s), as specified in FLT 3.1.1. (GM)
Auditor Actions
□ Identified common language(s) designated in accordance with FLT 3.1.1.
□ Examined selected parts of OM that address flight crew duties.
□ Observed line flight operations (focus: OM crew duties/responsibilities published in designated
common language).
Guidance
The intent of this provision is that the OM is published in a common language designated by the
operator, which ensures all flight crew members are able to understand information that pertains to
their duties and responsibilities. Additionally, if the OM is published in more than one designated
language, to ensure there is harmonization between language versions of the OM pertaining to flight
crew duties and responsibilities, which eliminate the possibility of differences in understanding or
interpretation.
FLT 1.7.4 The Operator shall have a process to develop and establish procedures and checklists
for use by the flight crew. Such process shall ensure:
(i) Human factors principles are observed in the design of the OM, checklists and associated
procedures;

(ii) The specific parts of the OM relevant to flight crew are clearly identified and defined;
(iii) Any differences from procedures and checklists provided by the manufacturer(s) are based
on operational considerations. (GM)
Auditor Actions
□ Identified/Assessed process used to develop flight crew checklists and procedures.
□ Identified specific parts of OM relevant to flight crew.
□ Interviewed responsible manager(s) ) in flight operations.
□ Observed line flight operations (focus: flight crew use/interpretation of OM and related
checklists).
Guidance
Refer to the IRM for the definition of Human Factors Principles.
The intent of this provision is to ensure procedures and checklists are developed in a manner that
ensures they are useable, identifiable and consistent with manufacturer specifications. Any
deviations from manufacturer procedures or checklists are typically based on operational concerns
identified by the operator.
Human factors principles in document design and checklist usage typically address the following:
• Preparation of documentation in a useable format for information presentation, at the
appropriate reading level and with the required degree of technical sophistication and clarity.
• Improving user performance through the use of effective and consistent labels, symbols,
colors, terms, acronyms, abbreviations, formats and data fields.
• Ensuring the availability and usability of information to the user for specific tasks, when
needed, and in a form that is directly usable.
• Designing operational procedures for simplicity, consistency and ease of use.
• Enabling operators to perceive and understand elements of the current situation and project
them to future operational situations.
• Minimizing the need for special or unique operator skills, abilities, tools or characteristics.
• Assessing the net demands or impacts upon the physical, cognitive and decision-making
resources of the operator, using objective and subjective performance measures.
The specification in item ii) ensures the relevant sections of the OM are clearly identified as the OM
can, in some instances, include sections published for flight operations personnel other than flight
crew. As such, all OM sections need not be provided to the flight crew (e.g., training syllabi are
usually restricted to training/checking personnel).
Refer to FLT 1.6.1 for specifications applicable to all flight operations documentation, including the
OM.
FLT 1.7.5–1.7.6 (Intentionally open)
FLT 1.7.7 The Operator shall have a description of the Operational Flight Plan (OFP) or equivalent
document in the OM, which includes:
(i) An outline of the OFP content;
(ii) Guidance for its use by flight crews. (GM)
Auditor Actions
□ Identified/Assessed description of OFP in OM or equivalent document.
□ Examined selected OFP(s).

Guidance
Refer to the IRM for the definition of Operational Flight Plan (OFP).
Items readily available in other documentation, obtained from another acceptable source or irrelevant
to the type of operation, may be omitted from the OFP.
Refer to DSP 1.7.2 contained in ISM Section 3 for an outline of the OFP content.
1.8 Records System

FLT 1.8.1 The Operator shall have a system for the management and control of flight operations
for:
(i) Identification;
(ii) Legibility;
(iii) Maintenance;
(iv) Retention and retrieval;
(vi) Disposal, deletion (electronic records) and archiving. (GM) ◄
Auditor Actions
□ Identified/Assessed system for management/control of operational records in flight operations
(focus: system includes standardized processes as specified in standard).
□ Examined selected flight operations records.
Guidance
Refer to guidance associated with ORG 2.2.1 located in ISM Section 1.
FLT 1.8.2 The Operator shall ensure the system for the management and control of flight
operations records as specified in FLT 1.8.1 includes retention, for a period of time determined by the
Operator or the Authority, of records that document:
(i) The fulfillment of flight crew qualification requirements, as specified in Table 2.3;
(ii) Successful and unsuccessful flight crew evaluations, as specified in FLT 2.1.28. (GM)
Auditor Actions
□ Identified/Assessed the management and control system for operational records in flight
operations.
□ Examined selected flight crew qualification records (focus: fulfilment of requirements in Table
2.3, successful/unsuccessful flight crew evaluations).
Guidance
The intent of this provision is for an operator, as a minimum, to record completion of the flight crew
qualification activities specified in i) and ii), and to retain the specified records for a period of time
acceptable to the Authority.
FLT 1.8.3 If the Operator utilizes an electronic system for the management and control of flight
operations records, the Operator shall ensure the system provides for a scheduled generation of
back-up record files. (GM) ◄

Auditor Actions
□ Identified/Assessed process for back-up of electronic flight operations records (focus: system
defines schedule for periodic file backup).
□ Examined selected record(s) of back-up files for electronic records.
Guidance

FLT 1.10.1 The Operator shall have a quality assurance program that provides for the auditing and
evaluation of the flight operations management system and operational functions at planned intervals
to ensure the organization is:
(v) Assessing the effectiveness of safety risk controls. [SMS] (GM) ◄
Auditor Actions
□ Identified/Assessed quality assurance program in flight operations (focus: role/purpose within
organization/SMS; definition of audit program scope/objectives; description of program
elements/procedures for ongoing auditing of management/operational areas).
□ Interviewed responsible quality assurance program manager.
□ Examined selected flight operations audit reports (focus: audit scope/process/organizational
interface).
Guidance
Refer to the IRM for the definition of Quality Assurance (QA).
Refer to Guidance associated with ORG 3.4.1 located in ISM Section 1 for typical audit program
requirements.
The specifications of this provision would typically apply to periodic audits of the training organization
and program, whether training is conducted by the operator or outsourced to an external service
provider.
Audits would normally be conducted at intervals that meet the requirements of the operator and/or
the Authority.
FLT 1.10.2 The Operator shall have an audit planning process and sufficient resources to ensure
audits of flight operations functions are:
(i) Scheduled at intervals that meet management system requirements;
(ii) Completed within a specified time period. (GM) ◄

Auditor Actions
□ Identified/Assessed quality assurance audit planning process in flight operations (focus: audits
□ Identified/Assessed audit resources (focus: availability of sufficient auditors/other resources to
□ Interviewed Quality Assurance Program Manager.
□ Crosschecked audit plan with selected audit reports, to verify adherence to plan (focus: audits
conducted in accordance with audit plan).
Guidance
Intervals of surveillance activities typically vary, depending on the operator.
Previous outcomes would typically be considered by the operator when determining audit intervals.
FLT 1.10.3 The Operator shall have a process to ensure significant issues arising from audits of
flight operations functions are subject to management review in accordance with ORG 1.5.1 and, as
applicable, ORG 1.5.2. [SMS] (GM) ◄
Auditor Actions
□ Identified/Assessed process for management review of flight operations quality assurance
issues (focus: continual improvement of quality assurance program).
□ Examined selected records/documents of management review of flight operations quality
assurance program issues (focus: specific issues/changes identified and implemented to
improve quality assurance program).
Guidance
Refer to ORG 1.5.1, 1.5.2, 3.4.4 and associated Guidance located in ISM Section 1.
Significant issues are typically defined by the operator, and are regarded as those issues that could
impact the safety, security and/or quality of flight operations.
FLT 1.10.4 The Operator shall have a process for addressing findings that result from audits of
flight operations functions, which ensures:
(ii) Development of corrective action as appropriate to address the finding(s);
(iii) Implementation of corrective action in appropriate operational areas;
(iv) Evaluation of corrective action to determine effectiveness. (GM) ◄
Auditor Actions
□ Identified/Assessed process for addressing/closing flight operations audit findings.
development/implementation of corrective action, follow-up to evaluate effectiveness).
Guidance

1.11 Quality Control of Outsourced Operations and Products

FLT 1.11.1 If the Operator has external service providers conduct outsourced flight operations
functions, the Operator shall have a process to ensure a contract or agreement is executed with such
external service providers. Contract(s) or agreement(s) shall identify the application of measurable
specifications that can be monitored by the Operator to ensure requirements that affect the safety or
security of flight operations are being fulfilled by the service provider. (GM) ◄
Auditor Actions
service providers that conduct outsourced flight operations functions.
□ Examined selected flight operations outsourcing contracts/agreements (focus: inclusion of
measurable specifications applicable to external service providers).
Guidance
Refer to the IRM for the definitions of Operational Function (Aircraft Operations) and Outsourcing.
This provision only addresses flight operations functions that are outsourced to external service
providers. An example of an operational function relevant to flight operations that could be conducted
by external organizations is flight crew training.
functions, the Operator shall have a process to monitor such external service providers to ensure
requirements that affect the safety or security of flight operations are being fulfilled. (GM) ◄
Auditor Actions
□ Identified/Assessed processes used for monitoring external flight operations service providers
(focus: monitoring process ensures provider fulfils applicable safety/security requirements).
□ Examined selected records/reports resulting from monitoring of flight operations service
providers (focus: monitoring process ensures provider fulfils applicable safety/security
requirements).
Guidance
The intent of this provision is to ensure operators that outsource flight operations functions) to
external service providers as specified in FLT 1.11.1 have processes in place to monitor such
providers in accordance with the specifications of this provision.
An example of an operational function relevant to flight operations that could be conducted by
external organizations is flight crew training.
Examples of outsourced security functions related to flight operations include aircraft/flight deck
security sweeps and the transmission of threat information to operators or aircraft.
Auditing is typically a preferred process for the monitoring and control of external organizations.
FLT 1.11.3 The Operator should have a process to ensure data or products purchased or
otherwise acquired from an external vendor or supplier (other than electronic navigation data
products, as specified in FLT 1.11.4A), meet the product technical requirements specified by
Operator prior to being used in the conduct of operations. (GM) ◄

Auditor Actions
□ Identified/Assessed acceptance processes for ensuring acquired products used in flight
operations meet technical requirements.
□ Examined selected product acceptance records (focus: products meet flight operations technical
requirements).
Guidance
The specifications of this provision address data or products that directly affect aircraft, flight deck, or
cabin operational safety. Such data or products typically include GPWS terrain and obstacle
databases, airport analysis data, weight/mass and balance data and performance data.
The intent of the monitoring and control specifications of this provision pertaining to data is to ensure
operational data acquired from external suppliers and used for the support of flight operations are
current, accurate and complete.
Electronic navigation data product integrity is addressed in FLT 1.11.4.
FLT 1.11.4A If the Operator utilizes aircraft with electronic navigation data capabilities, the
Operator shall have processes, approved or accepted by the State, if required, which ensure
electronic navigation data products acquired from suppliers, prior to being used as a means for
navigation in operations:
(i) Are assessed for a level of data integrity commensurate with the intended application;
(ii) Are compatible with the intended function of equipment in which it is installed;
(iii) Are distributed in a manner to allow insertion of current and unaltered electronic navigation
data into all aircraft that require it. (GM)
Auditor Actions
□ Identified/Assessed processes for acceptance/internal distribution of electronic navigation data
products.
□ Identified suppliers of electronic navigation data products (focus: suppliers accredited in
accordance with approved/accepted standards of data integrity/quality).
□ Examined selected product acceptance records (focus: products assessed for data integrity,
currency and compatibility with intended function).
□ Examined selected aircraft data insertion records (focus: current/unaltered data inserted on all
applicable aircraft).
□ Coordinated with MNT auditor (focus: verification of currency of aircraft navigation databases).
Guidance
Refer to the IRM for the definition of Navigation Data Integrity.
The responsibility of ensuring that electronic navigation data is assessed for integrity and is
compatible with its intended application rests with the operator.
Navigation database integrity can be assured by obtaining data from a supplier accredited in
accordance with approved or accepted standards of data integrity and quality. Such standards
include:
• RTCA/DO-200A, Standards for Processing Aeronautical Data, issued 09/28/98;
• RTCA/DO-201A, Standards for Aeronautical Information, issued 04/19/00;
• Advisory Circular (AC) 20-153A, Acceptance of Data Processes and Associated Navigation
Databases, issued 09/20/10;

• Any other State-approved or State-accepted standards of data integrity and quality that
assure navigation database integrity.
The specifications in items i) and ii) may be satisfied by the operator, in accordance with State-
approved or State-accepted methods for assuring data integrity and compatibility, such as:
• Obtaining a letter of acceptance from an applicable authority stating the data supplier
conforms to a recognized standard for data integrity and compatibility that provides an
assurance level of navigation data integrity and quality sufficient to support the intended
application; or
• The existence of operator and flight crew validation processes to determine navigation data
compatibility and accuracy that provide an assurance level of navigation data integrity and
quality sufficient to support the intended application.
Letters of acceptance are approved by the applicable authority (the state where data is sourced or
supplied) and approved or accepted by the State (state in which the data is applied). For example,
the FAA, via a letter of acceptance, attests to the integrity of data from a U.S. supplier. The State
would subsequently approve or accept the FAA letter as the operator's means to assure data
integrity.
The specification in item iii) refers to processes that ensure timely insertion of data and mitigate the
introduction of aeronautical information errors related to the content of navigation databases. The
physical insertion of navigation data into applicable aircraft is addressed in ISM Section 4 (MNT),
Subsection 2, Maintenance Control.
Monitoring and control of electronic navigation data products acquired from suppliers would also be
FLT 1.11.4B If the Operator utilizes aircraft equipped with a GPWS with a Forward-looking Terrain
Avoidance Function, the Operator should ensure terrain and, if applicable, obstacle data acquired
from an external vendor or supplier is distributed in a manner to allow the timely insertion of current
and unaltered data into all aircraft for which it is required. (GM)
Auditor Actions
□ Identified/Assessed processes for internal distribution of terrain/obstacle data acquired for use
on aircraft with GPWS and FLTA function.
□ Identified suppliers of terrain/obstacle data.
□ Examined selected terrain/obstacle data insertion records (focus: timely insertion of
current/unaltered data into all applicable aircraft).
Guidance
Refer to the IRM for the definition of GPWS with a Forward-looking Terrain Avoidance (FLTA)
Function.
The intent of this provision is to ensure operators develop the means to periodically update GPWS
terrain and, if applicable, obstacle databases, for the purposes of reducing false warnings and
ensuring actual hazards are properly identified.
The specifications of this provision refer to:
• Terrain database(s) for all areas of potential operations and surrounding airports of intended
use;
• If an obstacle database is commercially available and obstacle detection/display functionality
is installed, obstacle databases for all areas of potential operations.
functions, the Operator should include auditing as a process for the monitoring of external service
providers in accordance with FLT 1.11.2. (GM) ◄

Auditor Actions
□ Identified/Assessed auditing processes used for monitoring external flight operations service
providers.
□ Examined selected records/reports resulting from auditing of flight operations service providers
(focus: audit process ensures provider is fulfilling applicable safety/security requirements).
Guidance
Monitoring and control of external organizations typically include random samplings, product audits,
supplier audits, or other similar methods.
1.12 Safety Management

Risk Management
FLT 1.12.1 The Operator shall have a hazard identification program in the flight operations
organization that includes:
(i) A combination of reactive and proactive methods for hazard identification;
hazards, to aircraft operations. [SMS] (GM) ◄
Auditor Actions
□ Identified/Assessed safety hazard identification program in flight operations (focus: program
□ Identified/Assessed role of flight operations in cross-discipline safety hazard identification
program (focus: participation with other operational disciplines).
□ Interviewed person(s) that perform flight operations data collection/analysis to identify hazards
to aircraft operations.
□ Examined selected examples of hazards identified through flight operations data
collection/analysis.
Guidance
framework.
FLT 1.12.2 The Operator shall have a safety risk assessment and mitigation program in the flight
operations organization that specifies processes to ensure:
(i) Hazards are analyzed to determine the corresponding safety risks to aircraft operations;
(iii) When required, risk mitigation actions are developed and implemented in flight
operations. [SMS] (GM) ◄
Auditor Actions
□ Identified/Assessed safety risk assessment and mitigation program in flight operations (focus:
hazards analyzed to identify/define risk; risk assessed to determine appropriate action; action

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

assessment/mitigation program (focus: participation with other operational disciplines).
□ Interviewed person(s) that perform flight operations risk assessment/mitigation.
□ Examined selected records/documents that illustrate risk assessment/mitigation action.
Guidance
Refer to the IRM for the definition of Rescue and Fire Fighting Services (RFFS).
SMS framework.
Hazards relevant to the conduct of aircraft operations are potentially associated with:
• Weather (e.g. adverse, extreme and space);
• Geophysical events (e.g. volcanic ash, earthquakes, tsunamis);
• Operations in airspace affected by armed conflict;
• ATM congestion;
• Mechanical failure;
• Geography (e.g. adverse terrain, large bodies of water, polar);
• Airport constraints (e.g. isolated, runway closure, RFFS capability);
• Alternate airport selection, specification and availability at the estimated time of use;
• Preflight fuel planning and in-flight fuel management;
• Critical fuel scenarios;
• EDTO;
• Performance-based compliance to prescriptive regulations;
• The capabilities of an individual aircraft (e.g. cargo smoke detection and fire suppression
systems, open MEL items);
• Criminal, dangerous, and/or unauthorized activities directed at manned aircraft or in the
vicinity of manned aircraft operations (e.g. laser pointing, unauthorized UAS/RPAS
operations);
• Any other condition(s) that would pose a safety risk to aircraft operations (e.g. radiation).
FLT 1.12.3 The Operator shall have an operational safety reporting system in the flight operations
organization that:
(i) Encourages and facilitates flight crew members and other flight operations personnel to
submit reports that identify safety hazards, expose safety deficiencies and raise safety
concerns;
(iii) Includes analysis and flight operations management action as necessary to address safety
issues identified through the reporting system. [SMS] (GM) ◄
Auditor Actions
□ Identified/Assessed operational safety reporting system in flight operations (focus: system
□ Interviewed person(s) that perform operational safety report review/analysis/follow-up in flight
operations.

□ Interviewed selected flight crew members.

□ Examined selected data that confirm an effective flight operations safety reporting system
(focus: quantity of reports submitted/hazards identified).
□ Examined records of selected flight operations safety reports (focus: analysis/follow-up to
identify and address reported hazards/safety concerns).
Guidance
FLT 1.12.4 The Operator should have a confidential safety reporting system in the flight operations
organization that encourages and facilitates the reporting of events, hazards and/or concerns
resulting from or associated with human performance in operations. (GM) ◄
Auditor Actions
□ Identified/Assessed confidential safety reporting system in flight operations (focus: system
urges/facilitates reporting of events/hazards/safety concerns caused by humans; report/reporters
are de-identified; includes analysis/action to validate/address reported hazards/safety concerns).
□ Examined records of selected flight operations confidential safety reports (focus: report/reporter
de-identification; analysis/follow-up to identify/address reported hazards/safety concerns).
Guidance
Safety Performance Monitoring and Management

FLT 1.12.5 The Operator shall have processes in the flight operations organization for setting
performance measures as a means to monitor the safety performance of the organization and to
validate the effectiveness of risk controls. [SMS] (GM) ◄
Auditor Actions
□ Identified/Assessed program for setting performance measures in flight operations (focus:
program defines/requires development/application of performance measures; measures used to
□ Examined selected performance measures currently being tracked/monitored.
□ Examined records/documents that identify tracking of flight operations performance measures
(focus: tracking used to assess/monitor operational safety performance, assess/validate risk
control effectiveness).
Guidance
Refer to the IRM for the definition of Safety Assurance.
Setting performance measures that are consistent with the operator's safety objectives is an element
of the Safety Assurance component of the SMS framework.

Performance measures in flight operations might address, for example, takeoff or landing tail strikes,
unsatisfactory line or training evaluations, unstabilized approaches, runway incursions, or any other
measurable occurrences that are managed by the SMS.
2 Training and Qualification

General Guidance
Certain provisions in this sub-section specify traditional training program requirements that may be
replaced by an equivalent requirement as part of an Advanced Qualification Program (AQP),
Alternative Training and Qualification Program (ATQP) or Evidence-based Training (EBT) program in
accordance with FLT 2.1.1A and FLT 2.1.1B. AQP, ATQP and EBT are contemporary data-driven
training programs that allow for variations in the manner and method by which training and, when
applicable, an evaluation are conducted. Additionally, traditional recurrent training intervals may be
replaced in accordance with intervals specified in the continuing qualification curriculum that is
defined in an operator's AQP, ATQP or EBT (as applicable).
Many provisions in this subsection contain specifications related to the recurring frequency of training
and evaluation events for flight crew members. Such provisions, with a few exceptions, define cycles
or intervals for the completion of recurrent training and/or evaluation expressed in months since
training was first completed or qualification was first established. It is important to note, however, that
for the purpose of conformance with these provisions, such intervals are nominal and that the actual
interval may vary slightly. For example, an operator may adjust the frequency of evaluations to
minimize overlap, provide scheduling flexibility, preserve the original qualification date, and/or ensure
evaluations are consistently completed in accordance with the nominal cycle set forth by the State
and/or applicable authorities. Accommodations of this nature are commonplace and vary widely by
regulatory jurisdiction. In all cases, however, the auditor will make the determination of whether or not
such accommodations fit within the nominal cycles established in each provision.
2.1 Training and Evaluation Program

General
FLT 2.1.1A The Operator shall have a training and evaluation program, approved or accepted by
the Authority, that consists of ground and flight training and, when applicable, evaluations to ensure
flight crew members are competent to perform assigned duties. The program shall address traditional
and, if applicable, advanced, alternative or evidence-based training and qualification, and ensure
training and evaluation is conducted for each type of aircraft in the fleet. Such program shall also, as
a minimum, address:
(i) Initial qualification;
(ii) Continuing qualification;
(iii) Re-qualification;
(iv) As applicable, aircraft transition or conversion;
(v) Upgrade to PIC;
(vi) As applicable, other specialized training requirements, including those associated with
operations authorized in the AOC;
(vii) As applicable, each traditional training program requirement that is replaced by a
requirement under an Advanced Qualification Program (AQP), Alternative Training and
Qualification Program (ATQP) or Evidence-based Training (EBT) program. (GM)

Auditor Actions
□ Identified/Assessed flight crew training/qualification program (focus: program includes each
type of aircraft in the fleet).
□ Identified/Assessed AQP/ATQP/EBT elements/regulatory approval (as applicable).
□ Examined training/qualification course curriculum for selected aircraft types (focus: inclusion of
applicable training/qualification courses for each aircraft type).
□ Examined training/qualification records of selected flight crew members (focus: completion of
applicable training/qualification courses).
Guidance
Refer to the IRM for the definitions of Advanced Qualification Program (AQP), Alternative Training
and Qualification Program (ATQP) and Evidence-based Training (EBT).
The intent of this provision is to ensure an operator's training program contains the elements
necessary to ensure flight crew members are continuously competent to perform assigned duties.
The initial qualification process provided to newly hired crew members typically includes company
indoctrination and initial endorsement on company aircraft types. This presupposes that the newly
hired crew member already holds a commercial flying license.
Initial endorsement training may not be required as part of initial qualification if a newly hired crew
member already holds a type endorsement acceptable to both the State and the Operator. Company
indoctrination training, however, is considered a part of initial qualification.
Continuing qualification includes recurrent or refresher training and also includes any training
necessary to meet recency-of-experience requirements.
Transition (conversion) training refers to an aircraft type qualification training and evaluation program
for each type of aircraft in the fleet and is not required when an operator only utilizes one type of
aircraft.
Specialized training could also include training on a specific type of new equipment (e.g., ACAS).
AQP/ATQP incorporate the elements and specifications contained in FLT 2.1.1B, Table 2.6 and
Table 2.7.
EBT incorporates the elements and specifications contained in FLT 2.1.1B, Table 2.6 and Table 2.8.
Training could be outsourced, in which case services typically range from simple dry lease of a
training device to delegation of all training to an external organization (e.g., Authorized Flight Training
School).
FLT 2.1.1B If the Operator conducts training and evaluation in accordance with an AQP, ATQP or
EBT program, such program shall be approved or accepted by the Authority and incorporate all of the
elements and specifications contained in Table 2.6 and, as applicable, Table 2.7 or Table 2.8. (GM)
Auditor Actions
□ Identified/Assessed flight crew AQP/ATQP/EBT (focus: regulatory approval; requirements for
elements/specifications in accordance with Tables 2.6, 2.7).
□ Examined selected training/qualification course curricula/syllabi for different aircraft types.
□ Examined selected flight crew member training/qualification records (focus: completion of
AQP/ATQP/EBT elements).

Guidance
AQP/ATQP incorporate the elements and specifications contained in FLT 2.1.1B, Table 2.6 and
Table 2.7.
EBT incorporates the elements and specifications contained in FLT 2.1.1B, Table 2.6 and Table 2.8.
An operator, in accordance with the requirements of the Authority, typically uses technical guidance
for the development of an AQP, ATQP or EBT program. Such guidance might be derived from one or
more of the following source references, as applicable:
• Office of the Federal Register, (2 October 1990), Special Federal Aviation Regulation 58 -
Advanced Qualification Program, Federal Register, Vol. 55, No. 91, Rules and Regulations
(pp. 40262-40278).
• FAA 14 CFR Part 121, Subpart Y.
• FAA Advisory Circular 120–54A, Advanced Qualification Program (23 June 2006).
• Advisory Circular 120–35B (6 September 1990), Line Operational Simulations, Federal
Aviation Administration, Washington D. C.: U. S. Department of Transportation.
• FAA Advisory Circular 120–51 (3 January 1995), Crew Resource Management Training,
Federal Aviation Administration, Washington D. C.: U. S. Department of Transportation.
• Commission Regulation (EC) No. 859/2008 of 20 August 2008 OPS 1.978 Alternative
Training and Qualification Program (ATQP) and Appendix 1 to OPS 1.978.
• Mangold, S., and Neumeister, D. (1995). CRM in the model AQP: A preview. In R. S. Jensen
and L.A. Rakovan (Eds.), Proceedings of the Eighth International Symposium on Aviation
Psychology (pp 556-561), Columbus; the Ohio State University.
• ICAO Doc 9995 Manual of Evidence-based Training First Edition.
• IATA Evidence-Based Training Implementation Guide July 2013 1st Edition.
• IATA Data Report for Evidence-Based Training August 2014 1st Edition.
• Any equivalent reference document approved or accepted by the Authority for the
development of an advanced training and qualification program designed to conform to the
specifications of Table 2.6 and Table 2.7.
FLT 2.1.2 The Operator shall ensure objectivity is maintained in the training and evaluation
program, and that instructors, evaluators and line check airmen are permitted to perform assigned
activities without inappropriate interference from management and/or external organizations. (GM)
Auditor Actions
□ Identified/Assessed requirement for objectivity in flight crew training/evaluation program.
□ Interviewed selected instructors/evaluators (focus: evaluation criteria/methodology).
□ Examined selected instructor/evaluator job descriptions.
□ Observed flight simulator operations (focus: objectivity; no undue external interference in
training/evaluation).
Guidance
The intent of this provision is to ensure an absence of bias in the training and evaluation program that
permits trainees to be objectively assessed against the operating standards set forth by the operator
and/or authority without undue internal or external interference.
Policies and/or procedures used to address objectivity do not apply to ground training courses and
evaluations, but do typically address one or more of the following:
• If applicable, the organizational structure of an operator's training program that ensures flight
crew members are trained and evaluated by separate and distinct departments or individuals
within the training organization;

• The requirements of the State related to the evaluation of pilots to whom an evaluator may
have given flight instruction for a license or rating during Type qualification, Transition
(conversion), Upgrade to PIC and/or Re-qualification;
• The proper conduct of evaluations administered in conjunction with simulator, aircraft and/or
line training, whether conducted or administered by any of the following:
○ Different organizations, or
○ Different individuals than those that conducted the majority of the training, or
○ A common instructor and check airman (e.g. training to proficiency).
• Exceptions that may be appropriate under extenuating circumstances, such as the
introduction of new aircraft types or the management of very small fleets.
FLT 2.1.3 The Operator shall ensure flight crew members receive training that supports the
introduction of:
(i) New policies, rules, instructions and procedures;
(ii) New aircraft types, systems and fleet modifications/upgrades. (GM)
Auditor Actions
□ Identified/Assessed methodology for introduction of specified new elements into flight crew
training/evaluation program.
□ Examined selected training/qualification course curricula/syllabi (focus: examples of new
elements as specified).
□ Observed flight simulator operations (focus: training/evaluation reflects current
policies/procedures/equipment/aircraft modifications).
Guidance
This provision is satisfied if a process exists for the introduction into the training program of each
specification that results from the coordination processes required by FLT 1.4.2. Such coordination
processes typically occur:
• Within the training program;
• Between those responsible for the training program and the relevant areas of the
organization in accordance with FLT 1.4.2.
FLT 2.1.4 If the Operator utilizes distance learning and/or distance evaluation in the flight crew
training and qualification program, the Operator shall ensure such training and/or evaluation is
monitored in accordance with FLT 2.1.28 and, if required, is approved or accepted by the State. (GM)
Auditor Actions
□ Identified/Assessed regulatory approval, process for monitoring/continual improvement of
distance learning in flight crew training/evaluation program.
□ Examined selected distance learning/qualification course development records (focus:
monitoring/continual improvement).
Guidance
Refer to the IRM for the definition of Distance Learning.
Distance learning refers to flight crew training or evaluation that is not conducted in a classroom or
face-to-face with an instructor or evaluator, but rather is conducted through the use of distributed
printed material or electronic media (e.g., Internet, compact disc, etc.).

Training Manual
FLT 2.1.10 The Operator shall have a Training Manual for the use of flight operations personnel,
which may be issued in separate parts, that contains the details of all relevant training programs,
policies, procedures, requirements and other guidance or information necessary to administer the
Operator's Training Program. The Training Manual shall, as a minimum, be managed and controlled
as specified in FLT 1.6.1, and be in accordance with specifications contained in FLT 1.6.4 and
Table 2.2. (GM)
Auditor Actions
□ Identified/Assessed flight crew training manual, regulatory approval, content in accordance with
Table 2.2.
□ Examined selected parts of training manual (focus: content includes
policies/procedures/requirements, other guidance/information necessary to administer the
□ Observed flight simulator operations (focus: simulator training consistent with Training Manual).
Guidance
The training manual typically applies to instructors, evaluators, line check airmen, flight crew
members, training schedulers, simulator operations personnel, administrative support personnel and
other applicable flight operations personnel.
The training manual may be split among several publications with the relevant parts made easily
accessible to the appropriate personnel.
FLT 2.1.12 The Operator shall ensure the Training Manual contains standards for flight crew
training and evaluation that have been approved or accepted by the State and include, as a
minimum:
(i) Standardized procedures for training and the conduct of evaluations;
(ii) Standards that ensure piloting technique and the ability to execute normal and non-normal
procedures are checked in a way that demonstrates each pilot's competence;
(iii) A requirement that simulated aircraft, weather and environmental conditions are
standardized and appropriate for the training/evaluation being administered;
(iv) If the Operator conducts training flights, a definition of the conditions and/or maneuvers that
can be safely simulated in the aircraft, as well as the minimum weather and environmental
conditions required to ensure the training/evaluation being administered can be safely and
effectively conducted;
(v) Limits for the number of times maneuvers may be repeated and the evaluation still be
considered acceptable;
(vi) Procedures for remedial training and subsequent evaluation of a flight crew unable to
achieve or maintain required standards. (GM)
Auditor Actions
□ Identified/Assessed flight crew training manual, regulatory approval of standards..
□ Examined selected parts of training manual (focus: content includes specified
standards/requirements).
□ Examined training/qualification records of selected flight crew members (focus: application of
training manual standards/requirements in flight crew training).

Guidance
Refer to the IRM for the definitions of Maneuver Tolerances and Training Flights.
The intent of this provision is to ensure that the standards for flight crew training and evaluation are
published or referenced in the Training Manual.
The specifications in item ii) of this provision are normally satisfied by the application of tolerances to
normal and non-normal maneuvers during training and evaluations for the following flight
parameters:
• Heading
• Airspeed
• Height/altitude
• Course tracking
With respect to item iv), operators that conduct training flights and cannot safely train/evaluate a non-
normal maneuver or procedure in an aircraft or in a representative flight simulator as specified in
FLT 2.2.38 may demonstrate an alternative means of conformance in accordance with FLT 2.2.41.
For training and/or evaluations conducted in an aircraft during line operations, maneuver tolerances
normally include allowances for turbulence, aircraft characteristics and passenger comfort.
Remedial training and subsequent evaluation of flight crew unable to achieve or maintain required
standards can be tailored to the needs of the individual concerned.
The terms “normal” and “non-normal/emergency” typically refer to AOM checklists, procedures
and/or maneuvers. The term “non-normal” includes AOM emergency checklists and/or procedures
(i.e. an emergency procedure is a subset of non-normal).
The terms can also be used to describe an event, situation or operation that would be addressed by
normal or non-normal/emergency procedures or checklists. When used in this manner, the terms
may be separated by forward slash marks (e.g. normal/non-normal/emergency).
FLT 2.1.14 The Operator shall ensure instructors, evaluators, line check airmen and flight crew
members use documents for the conduct of training and evaluation that are authorized by the
Operator for such use. (GM)
Auditor Actions
□ Identified/Assessed requirement for use of authorized documents by instructors/evaluators/line
check airmen/flight crew members in flight crew training/evaluation program.
□ Examined selected training/qualification course curricula/syllabi (focus: identification/use of
authorized documents).
□ Observed flight simulator operations (focus: use of authorized documents in training/evaluation).
Guidance
The intent of this provision is to ensure unauthorized training materials (e.g., handouts, training aids)
are not distributed to or used for the training or evaluation of flight crew members.

Resources
FLT 2.1.19 The Operator shall ensure instructors, evaluators, line check airmen and flight crew
members (whether employed or contracted), training facilities, devices, equipment and course
materials (whether owned or contracted) are standardized and:
(i) As applicable, have the required certification(s) and approval or acceptance from the State;
(ii) As applicable, meet the required qualification and performance standards of the Operator or
the State;
(iii) Are periodically evaluated to ensure compliance with required qualification and performance
standards.
Auditor Actions
□ Identified/ Assessed standards for evaluation/certification/acceptance/approval of
human/physical resources/facilities for flight crew training/evaluation program.
□ Examined selected records associated with training
personnel/facilities/devices/equipment/course materials (focus:
evaluation/certification/acceptance/approval in accordance with applicable standards).
□ Observed flight simulator operations (focus: Instructors/evaluators/facilities/devices meet
required standards).
FLT 2.1.21 The Operator shall have sufficient instructors, evaluators, line check airmen and
support personnel to administer the training and evaluation programs in accordance with
requirements of the Operator and/or the State, as applicable.
Auditor Actions
□ Identified/Assessed staffing requirements for instructor/evaluator/line check airman/support
personnel in flight crew training/evaluation program.
□ Examined selected personnel staffing records (focus: staffing in accordance with required
levels).
Program Improvement
FLT 2.1.27 The Operator shall ensure formal and regular communication occurs between and
among flight operations management, instructors, evaluators, line check airmen and flight crew
members to achieve continual improvement of ground, simulator and aircraft training and line
operations. (GM)
Auditor Actions
□ Identified/Assessed requirements for communication among management/training
personnel/flight crew members for continual improvement in flight crew training/evaluation
program.
□ Interviewed selected flight training personnel/flight crew members.
□ Examined selected communication media: (focus: communication for purpose of program
continual improvement).

Guidance
The intent of this provision is for the operator to ensure a mandate exists, as well the means and
opportunity, for the conduct of regular communications between and among the operational
personnel for the purpose of achieving continual program improvement.
FLT 2.1.28 The Operator shall have processes for ensuring continual improvement of the flight
crew training and evaluation program, to include, as a minimum, the monitoring, recording and
evaluation of results of successful and unsuccessful flight crew evaluations. (GM)
Auditor Actions
□ Identified/Assessed processes for program monitoring, continual improvement of flight crew
□ Examined selected records of program monitoring (focus: improvements resulting from
monitoring).
Guidance
Flight crew operational non-compliances, training deficiencies and evaluation trends (simulator,
aircraft and line operations) are typically used by the training organization for trend analysis and
program improvement.
Grading scale criteria (e.g. numerical, letter grade) provides a means to accurately identify areas for
improvement.
Instructors, Evaluators, and Line Check Airmen

FLT 2.1.35 The Operator shall have an initial training program for instructors, evaluators and line
check airmen, to include:
(i) An instructor course that addresses as a minimum:
(a) The fundamentals of teaching and evaluation;
(b) Lesson plan management;
(c) Briefing and debriefing;
(d) Human performance issues;
(e) Company policies and procedures;
(f) Simulator serviceability and training in simulator operation;
(g) If the Operator conducts training flights, dangers associated with simulating system
failures in flight;
(h) As applicable, the simulated or actual weather and environmental conditions
necessary to conduct each simulator or aircraft training/evaluation session to be
administered.
(ii) A formal observation program consisting of:
(a) The observation by the candidate of experienced instructors administering the
course and syllabus lessons;
(b) The observation of the candidate during supervised practical instruction.
(iii) A seat-specific (right or left seat, as applicable) qualification program for instructors,
evaluators, line check airmen and any other pilots, so designated by management, who
perform duties from either seat;
(iv) If non-line qualified instructors are utilized, a jump seat observation program or equivalent
for non-line qualified instructors to provide familiarity with current and type-related line
operations. (GM)

Auditor Actions
□ Identified/Assessed requirement for initial training program for instructors/evaluators/line check
airmen in flight crew training/evaluation program.
□ Examined selected initial training course curricula/syllabi for instructors/evaluators/line check
airmen (focus: specified elements are addressed in initial training for instructors/evaluators/line
check airmen).
□ Observed flight simulator operations (focus: Instructor/evaluator demonstrates competence to
administer flight training).
Guidance
The specification in item iv) of this provision may be satisfied by an equivalent program that includes
line-oriented simulator sessions and/or completion of the company recurrent training program
administered to line pilots.
The specification in item i), sub-item g), is applicable to operators that conduct training flights.
The specification in item i), sub-item h), would typically require operators that conduct training flights
to specify the actual conditions that will permit such training to be accomplished safely and effectively
FLT 2.1.36 The Operator shall have a recurrent qualification program for instructors, evaluators,
and line check airmen that, as a minimum, requires participation in:
(i) Standardization meetings as defined by the Operator or the State;
(ii) Training or evaluation sessions (simulator or aircraft) conducted while supervised by an
individual approved by the Operator;
(iii) A State-approved or State-accepted minimum number of training events and/or evaluations
per 12-month period or required participation in a supplementary re-qualification/
recertification program if the minimum number of events are not completed;
(iv) A seat-specific (right or left seat, as applicable) recurrent program for instructors, evaluators,
Line Check Airmen, who perform duties from either pilot station;
(v) If non-line qualified instructors are utilized, a jump seat observation program or equivalent
approved or accepted by the State for non-line qualified instructors to provide familiarity with
current and type-related line operations. (GM)
Auditor Actions
□ Identified/Assessed requirement for recurrent training program for instructors/evaluators/line
check airmen in flight crew training/evaluation program.
□ Interviewed selected instructors/evaluators/line check airmen.
□ Examined selected recurrent training course curricula/syllabi for instructors/evaluators/line
check airmen (focus: specified observations/events/seat-specific training are included in
recurrent training).
□ Examined selected instructor/evaluator/line check airman training/qualification records (focus:
completion of applicable formal observations/required events/seat-specific training).
Guidance
The operator could have different recurrent qualification programs for line check airmen authorized to
conduct line flying under supervision and those who conduct simulator and/or aircraft evaluations.
Instructors, evaluators and line check airmen typically attend a standardization meeting at least once
within the preceding 12 months. Minutes of standardization meetings are normally distributed to
instructors, evaluators and line check airmen.

The observations required in conjunction with item ii) are typically conducted at least within the
preceding 12 months for each instructor, evaluator and line check airman, unless a longer interval is
approved or accepted by the Authority.
Simulator observations in conjunction with item ii) typically entail an assessment of the individual
while carrying out the duties for which highest qualified (e.g., instructor or evaluator).
If airline security does not permit line observations, the specification in item v) of this provision may
be satisfied by an equivalent program that includes line-oriented simulator sessions and/or
completion of the company recurrent training program administered to line pilots.
Facilities, Training Aids and Equipment

FLT 2.1.45 The Operator shall ensure training aids and equipment, to include mock-ups, flight deck
procedure trainers and other devices and/or course materials used in the flight crew training and
evaluation program, reasonably reflect the configuration of the fleet(s) for which the respective
training is being conducted. (GM)
Auditor Actions
□ Identified/Assessed standards/requirements for course materials/training
aids/devices/equipment in flight crew training/evaluation program.
□ Observed/Assessed selected course materials/training aids/devices/equipment (focus:
consistency with configuration of fleet(s)).
□ Observed flight simulator operations (focus: simulator configuration consistent with aircraft type).
Guidance
Differences in equipment configuration are normally acceptable, provided the differences are clearly
identified in the training manual or other training program documents available to instructors,
evaluators, line check airmen and flight crew members.
FLT 2.1.46 The Operator shall have published guidance for instructors and evaluators, approved
or accepted by the State, if applicable, that specifies minimum serviceability levels of training devices
and/or training aircraft to ensure serviceability does not adversely affect training, evaluation and/or
safety, as applicable. (GM)
Auditor Actions
□ Identified/Assessed guidance for instructors/evaluators that specifies minimum required
serviceability levels for training devices in flight crew training/evaluation program.
□ Interviewed selected instructors/evaluators.
□ Observed flight simulator operations (focus: documentation that specifies minimum simulator
serviceability levels for type of training/evaluation to be conducted).
Guidance
Minimum serviceability guidance for training devices typically takes into account, among other things,
simulator motion, visual systems, or instrumentation.
Minimum serviceability guidance for aircraft utilized for Training Flights would typically take into
account MEL allowances that are permissible under passenger operations, but unsuitable for the
conduct of the training/evaluation to be conducted.

The specification of this provision is satisfied if an operator provides guidance to instructors and
evaluators when critical components of a training device are fully or partially inoperative. For
example, simulator minimum serviceability requirements typically refer instructors or evaluators to
published company guidance to determine if a certain type of training (such as LOFT/LOS) can be
conducted with simulator components inoperative.
FLT 2.1.47 If the Operator has a zero flight time training (ZFTT) program, the Operator shall ensure
such training program is approved or accepted by the State and:
(i) Is conducted using flight simulators representative of the aircraft flown by the Operator and
qualified to Level C, D or an equivalent;
(ii) Specifies minimum pilot experience requirements for entry into each ZFTT
qualification/training course;
(iii) Each ZFTT qualification/training course is customized as necessary to address pilot
experience, flight crew position and simulator level;
(iv) A demonstration of competency is completed in a flight simulator conforming to the
specifications in item i) under the supervision of an evaluator;
(v) A final demonstration of competency is completed in an aircraft during actual line operations
under the supervision of an evaluator, instructor or current and qualified Pilot-in-Command
(PIC) designated for the purpose by the Operator and/or State. (GM)
Auditor Actions
□ Identified/Assessed program elements for ZFTT in flight crew training/evaluation program;
approval by State.
applicable ZFTT program elements).
□ Observed flight simulator operations (focus: simulators at level to support ZFTT).
Guidance
Refer to the IRM for the definitions of Zero Flight Time Training (ZFTT), Instructor and Flight
Simulator. The latter definition includes descriptions of simulator qualification levels.
The intent of this provision is to define the elements of a ZFTT program, which may be used by an
Operator in conjunction with other training programs to qualify flight crew members (e.g. ZFTT could
be approved for a specific fleet type but not for all fleets).
The specification in item iv) refers to the demonstration of competencies that must be completed in a
qualified simulator as designated for completion during simulator training in an operator's State-
approved or State-accepted ZFTT qualification course.
The specification in item v) refers to the final demonstration of competencies that must be completed
in an aircraft as designated for completion during actual line operations in an operator's State-
approved or State-accepted ZFTT qualification course. Such final demonstration is typically tailored
to account for competencies previously demonstrated as part of simulator training in accordance with
item iv).
The combination of competencies demonstrated in a qualified simulator plus competencies
demonstrated in the aircraft during actual line operations encompasses all of the competencies,
designated for demonstration in an operator's State-approved or -accepted ZFTT qualification
course, as necessary for the release of a ZFTT candidate to unsupervised flying.

2.2 Training Elements

FLT 2.2.7 The Operator shall ensure flight crew members complete Operator familiarization
training during initial ground training and prior to being assigned to duties in line operations. Such
training shall ensure familiarity with:
(i) Duties and responsibilities;
(ii) Relevant state regulations;
(iii) Authorized operations;
(iv) Relevant sections of the OM. (GM)
Auditor Actions
□ Identified/Assessed initial training/qualification course curriculum/syllabus (focus: operator
familiarization training; definition of subjects addressed).
operator familiarization training prior to assignment to line duties).
□ Observed line flight operations (focus: flight crew demonstrates familiarity with operational
responsibilities and requirements).
Guidance
Training is applicable to all flight crew members.
Many operators refer to this training course as Basic Company Indoctrination.
FLT 2.2.8 The Operator shall ensure flight crew members complete practical training exercises:
(i) In the use of emergency and safety equipment required to be on board the aircraft, and such
training shall be completed during initial ground training and subsequently during recurrent
training either once every 12 months or, if applicable, in accordance with the continuing
qualification schedule as defined in the Operator's AQP/ATQP/EBT that conforms to the
specifications of FLT 2.1.1B;
(ii) That address emergency evacuation and coordination among flight crew members and, as
applicable, cabin crew members and/or supernumeraries, and such training shall be
completed during initial ground training and subsequently during recurrent training either
once every 36 months or, if applicable, in accordance with the continuing qualification
schedule as defined in the Operator's AQP/ATQP/EBT that conforms to the specifications of
FLT 2.1.1B. (GM)
Auditor Actions
□ Identified/Assessed requirement for practical training exercises in flight crew training/evaluation
program.
□ Identified/Assessed flight crew AQP/ATQP/EBT, (focus continuing qualification recurrent
schedule for practical training exercises).
□ Examined selected initial/recurrent training/qualification course curricula/syllabi (focus: inclusion
of initial/recurrent practical training exercises as specified).
practical training exercises in initial/recurrent training).

Guidance
The principal intent of the specifications of this provision is to ensure flight crew members have a
working knowledge of the emergency and safety equipment required to be on board an aircraft.
Training exercises typically address the operation of safety and emergency equipment carried on the
flight deck, emergency exits and slides, flotation devices (e.g. life rafts, life vests) and locating
equipment (e.g. ELT).
The extent to which training exercises must include the actual use or manipulation of such equipment
is typically determined by the operator in conjunction with requirements of the Authority. Additionally,
since the routine manipulation or use of certain required items may pose an occupational health
hazard, such training is typically accomplished using mock-ups or non-functioning replicas.
Supernumeraries as specified in item ii) are those that are required for the safety of operations in
accordance with FLT 2.2.44.
FLT 2.1.1B addresses overall AQP/ATQP/EBT elements and specifications, as well as Authority
approval/acceptance requirements.
FLT 2.2.9 If the Operator conducts passenger flights with cabin crew, the Operator should ensure
flight crew members participate in joint training activities or exercises with cabin crew members for
the purpose of enhancing onboard coordination and mutual understanding of the human factors
involved in addressing emergency situations and security threats. Such training should be completed
during initial ground training and subsequently during recurrent training either once every 36 months
or, if applicable, in accordance with the continuing qualification schedule as defined in the Operator's
AQP/ATQP/EBT that conforms to the specifications of FLT 2.1.1B. (GM)
Auditor Actions
□ Identified/Assessed requirement for flight-cabin crew joint training activities/exercises in flight
crew training/evaluation program.
□ Identified/Assessed flight crew AQP/ATQP/EBT (if applicable): (focus continuing qualification
recurrent schedule for flight-cabin crew joint training activities/exercises).
□ Examined selected initial/recurrent training/qualification course curricula/syllabi (focus inclusion
of initial/recurrent flight-cabin crew joint training in activities/exercises as specified).
□ Examined selected flight crew member training/qualification records (focus: completion of flight-
cabin crew joint training activities/exercises).
Guidance
Refer to the IRM for the definition of Passenger Flight.
The intent of this provision is that the specified training is delivered jointly to flight and cabin crew
members together in a common location. However, under certain specific conditions, conformity with
this provision may be accomplished through training delivered independently to flight and cabin crew
members under either of the following conditions:
• When approved by the Authority under an AQP, ATQP or EBT program, or
• When the flight crew training and cabin crew training occur at different geographical
locations.
When training is delivered independently under the above conditions, learning objectives are
normally determined jointly through interdepartmental coordination and subsequently incorporated
into the respective flight crew and cabin crew training curricula. It is possible that, although the
learning objectives are determined jointly, the development of curricula and administration of the
training occurs independently within each department.

FLT 2.2.10 The Operator shall ensure flight crew members receive training in all aspects of aircraft
performance during initial ground training. Such training shall include:
(i) Weight/mass and balance;
(ii) Takeoff, climb, cruise, approach and landing performance;
(iii) Obstacle clearance;
(iv) Fuel planning;
(v) Diversion planning;
(vi) Effect of inoperative or missing components (MEL/CDL);
(vii) If applicable, engine-out driftdown. (GM)
Auditor Actions
□ Identified/Assessed requirement for training in aircraft performance in flight crew
□ Examined selected initial training/qualification course curricula/syllabi (focus: aircraft
performance training; definition of aspects/subjects addressed).
□ Examined selected flight crew member training/qualification records (focus: completion of initial
aircraft performance training).
Guidance
The specification in item vi) might not apply to ferry flights or maintenance flights.
The specification in item vii) is applicable when engine-out performance is operationally limiting.
FLT 2.2.11 The Operator shall ensure flight crew members complete training and an evaluation in
aircraft systems and limitations, to include a demonstration of competence in the operation of aircraft
systems. Such training and evaluation shall be completed during initial ground training and
subsequently during recurrent training either once every 36 months or, if applicable, in accordance
with the continuing qualification schedule as defined in the Operator's AQP/ATQP/EBT that conforms
to the specifications of FLT 2.1.1B. (GM)
Auditor Actions
□ Identified/Assessed requirement for training/evaluation in aircraft systems/limitations in flight
recurrent schedule for training/evaluation in aircraft systems/limitations).
□ Examined selected initial/recurrent training/qualification course curricula/syllabi (focus:
training/evaluation in aircraft systems limitations/operation).
training/evaluation in aircraft systems limitations/operation).
□ Observed flight simulator operations (focus: training/evaluation in flight crew operation of aircraft
systems/limitations).
Guidance
Training and evaluation is applicable to all flight crew members.

FLT 2.2.12 If the Operator transports dangerous goods as cargo, the Operator shall ensure flight
crew members complete training and an evaluation in dangerous goods during initial ground training
and subsequently once during recurrent training either within the 24-month period from the previous
training in dangerous goods or, if applicable, in accordance with the continuing qualification schedule
as defined in the Operator's AQP/ATQP/EBT that conforms to the specifications of FLT 2.1.1B. Such
training shall include:
(i) General philosophy;
(ii) Limitations;
(iii) List of dangerous goods;
(iv) Labeling and marking;
(v) Recognition of undeclared dangerous goods;
(vi) Storage and loading procedures;
(vii) Pilot's notification;
(viii) Provisions for passengers and crew;
(ix) Emergency procedures. (GM)
Auditor Actions
□ Identified/Assessed requirement for training/evaluation in dangerous goods in flight crew
recurrent schedule for training/evaluation in dangerous goods).
dangerous goods training/evaluation; definition of specific aspects/subjects addressed).
training/evaluation in dangerous goods in initial/recurrent training).
Guidance
Recurrent training in dangerous goods is typically completed within a validity period that expires
24 months from the previous training to ensure knowledge is current, unless a shorter period is
defined by a competent authority. However, when such recurrent training is completed within the final
3 months of the 24-month validity period, the new validity period may extend from the month on
which the recurrent training was completed until 24 months from the expiry month of the current
validity period. If such recurrent training is completed prior to the final three months (or 90 days) of
the validity period, the new validity period would extend 24 months from the month the recurrent
training was completed.
Guidance may be found in the IATA Dangerous Goods Regulations (DGR) 1.5, Table 1.5.A.
FLT 2.2.13 If the Operator does not transport dangerous goods as cargo, the Operator shall
ensure flight crew members complete training and an evaluation in dangerous goods during initial
ground training and subsequently once during recurrent training either within the 24-month period
from the previous training in dangerous goods or, if applicable, in accordance with the continuing
specifications of FLT 2.1.1B. Such training shall include:
(ii) Limitations;
(iii) Labeling and marking;
(iv) Recognition of undeclared dangerous goods;

(v) Provisions for passengers and crew;

(vi) Emergency procedures. (GM)
Auditor Actions
□ Identified/Assessed requirement for training/evaluation in dangerous goods in flight crew
recurrent schedule for training/evaluation in dangerous goods).
dangerous goods training/evaluation; definition of aspects/subjects addressed).
training/evaluation in dangerous goods in initial/recurrent training).
Guidance
Guidance may be found in DGR 1.5, Table 1.5.B.
FLT 2.2.14 The Operator shall ensure flight crew members complete training and, when
applicable, an evaluation in crew resource management (CRM), including Threat and Error
Management, using facilitators that have been trained in human performance and human factors
principles. Such training and evaluation shall be completed during initial ground training and
subsequently during recurrent training either once every 36 months or, if applicable, in accordance
with the continuing qualification schedule as defined in the Operator's AQP/ATQP/EBT that conforms
to the specifications of FLT 2.1.1B. (GM)
Auditor Actions
□ Identified/Assessed flight requirements for training/evaluation in CRM, use of CRM facilitators
trained in human performance/factors principles in crew training/evaluation program.
recurrent schedule for training/evaluation in CRM, use of CRM facilitators).
training/evaluation in CRM, threat/error management).
training/evaluation in CRM in initial/recurrent training).
□ Observed line flight operations (focus: application of CRM/TEM principles/skills to flight
management).

Guidance
Refer to the IRM for the definitions of CRM, Facilitator, Human Performance, Human Factors
Principles and Threat and Error Management.
CRM training is applicable to all flight crew members.
FLT 2.1.1B addresses overall AQP/ATQP elements and specifications, as well as Authority
approval/acceptance requirement.
FLT 2.2.15 If the Operator utilizes FOO personnel and the Operator's method of Operational
Control requires shared responsibility between an FOO and the PIC, the Operator should ensure
flight crew members complete resource management training that addresses issues of mutual
concern to flight crew members and FOO personnel. Such training should be conducted for the
purposes of enhancing coordination, ensuring a mutual understanding of the human factors involved
in joint operational control and achieving common learning objectives as set out by the appropriate
flight operations and operational control management personnel. (GM)
Auditor Actions
□ Identified/Assessed requirement for resource management training that addresses issues of
mutual concern to flight crew/FOO personnel.
□ Examined flight crew/FOO training curriculum/syllabus (focus: inclusion of subjects that address
coordination/human factors involved in joint operational control).
resource management training for flight crew/FOO personnel).
Guidance
The intent of this provision is to ensure that resource management issues of mutual concern to both
FOO personnel and flight crew members are addressed for the purposes of enhancing coordination
and to foster a mutual understanding of the human and other factors involved in joint operational
control.
Such training is typically accomplished using common learning objectives determined during
interdepartmental coordination meetings, which are subsequently incorporated into the respective
training curricula. Although the learning objectives are determined jointly, it is possible that the
development of curricula and administration of the training occurs independently within each
department.
The training specified in this provision does not require the physical presence of flight crew members
and FOO personnel at a common training location.
FLT 2.2.16A The Operator shall ensure flight crew members complete training and an evaluation in
subjects associated with adverse weather and/or environmental conditions during initial ground
training and subsequently during recurrent training either once every 36 months or, if applicable, in
accordance with the continuing qualification schedule as defined in the Operator's AQP/ATQP/EBT
that conforms to the specifications of FLT 2.1.1B. Such training and evaluation shall address, as
applicable:
(i) Cold weather operations, to include de-/anti-icing policies and procedures;
(ii) Contaminated runway operations;
(iii) Thunderstorm avoidance. (GM)

Auditor Actions
□ Identified/Assessed requirement for training/evaluation in adverse weather/environmental
conditions in flight crew training/evaluation program.
recurrent schedule for training/evaluation in adverse weather/environmental conditions).
training/evaluation in adverse weather/environmental conditions; definition of aspects/subjects
addressed).
training/evaluation in adverse weather/environmental conditions in initial/recurrent training).
□ Observed flight simulator operations (focus: training/evaluation in operations in adverse
weather/environmental conditions).
Guidance
The intent of this provision is to ensure flight crew members receive recurrent training and an
evaluation in the subjects associated with the adverse weather or environmental conditions they may
encounter in operations.
FLT 2.2.16B If the Operator conducts operations on routes that traverse active volcanic areas or in
the terminal areas of airports in the vicinity of active volcanoes, the Operator shall ensure flight crew
members complete training and an evaluation in such operations during initial ground training and, if
applicable, in accordance with the continuing qualification schedule as defined in the Operator's
AQP/ATQP/EBT that conforms to the specifications of FLT 2.1.1B. (GM)
Auditor Actions
□ Identified/Assessed requirement for training/evaluation in operations associated with potential
volcanic ash in flight crew training/evaluation program.
recurrent schedule for training/evaluation in operations associated with potential for volcanic
ash).
□ Examined selected initial/recurrent training/qualification course curricula/syllabi (focus: training
in operations associated with potential for volcanic ash).
training/evaluation in operations associated with potential for volcanic ash in initial/recurrent
training).
Guidance
The intent of this provision is to ensure flight crew members receive training and an evaluation in the
subjects associated with the adverse environmental conditions they might encounter in operations, to
include the consequences of an inadvertent entry into a volcanic ash cloud or unanticipated volcanic
eruptions along the route of flight. Such training and evaluation is designed to increase flight crew
awareness and vigilance related to volcanic activity and emphasize the possibility that they may be
the first to observe an eruption or be required to pass information related to a new eruption to the
appropriate authorities for dissemination.

Additional information related to the risk management of flight operations with known or forecast
volcanic ash contamination is contained in ICAO Doc 9974, Flight Safety and Volcanic Ash, First
Edition 2012.
FLT 2.2.17 The Operator shall ensure flight crew members complete upset prevention and
recovery training (UPRT) during initial ground training and subsequently during recurrent training
either once every 36 months or, if applicable, in accordance with the continuing qualification
schedule as defined in the Operator's AQP/ATQP/EBT that conforms to the specifications of
FLT 2.1.1B. (GM)
Auditor Actions
□ Identified/Assessed requirement for training in procedures for aircraft upset recovery in flight
recurrent schedule for training in procedures for aircraft upset recovery).
in procedures for aircraft upset recovery).
□ Examined selected flight crew member training/qualification records (focus: completion of upset
recovery training/evaluation in initial/recurrent training).
□ Observed flight simulator operations (focus: training in upset recovery).
Guidance
Training is applicable to all pilot crew members and typically addresses pilot flying (PF) and pilot
monitoring (PM) duties.
Aircraft upset recovery training typically includes:
• Upset prevention;
• Factors leading to an upset or loss of control situation;
• Upset situation identification;
• Recovery techniques;
• Emphasis on aerodynamic factors present during the upset and the recovery.
Acceptable means of ground training may include video presentation(s), verbal instruction and/or
group discussion.
FLT 2.2.18 If the Operator is authorized to conduct RVSM operations and/or operations in airspace
that requires the maintenance of a particular RNP, the Operator shall ensure flight crew members
complete training and an evaluation in RVSM and/or RNP procedures during initial ground training
and, if applicable, in accordance with the continuing qualification schedule as defined in the
Operator's AQP/ATQP/EBT that conforms to the specifications of FLT 2.1.1B. (GM)
Auditor Actions
□ Identified/Assessed requirement for training in RVSM/RNP procedures in flight crew
recurrent schedule for training in RVSM/RNP).
in RVSM/RNP procedures).


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

□ Observed line flight operations (focus: English language proficiency in communication with
ATC).
Guidance
The intent of this provision is to ensure a pilot who is required to communicate with air traffic control
in English demonstrates a sufficient level of English language proficiency to ensure effective
communication during the performance of duties.
Such evaluation applies to each operating member of the flight crew, as required by the AFM, whose
duties require communication in English with ATC.
English proficiency requirements do not apply to flight engineers or flight navigators unless their
duties include air/ground communication in English.
A State requirement, as part of flight crew licensing, for an individual to demonstrate expert English
language proficiency may be used to satisfy the specifications of this provision.
FLT 2.2.22 The Operator shall have a process to ensure flight crew members who conduct flights
into areas where English is required for Air Traffic Control (ATC) communications, and who have not
previously demonstrated expert English language proficiency, receive a periodic evaluation to
demonstrate a minimum level of English language proficiency that is sufficient, as defined by the
Operator and/or the State, to ensure effective communication during the performance of duties. Such
evaluation shall be completed during initial ground training and subsequently once every three (3) to
six (6) years based on the proficiency level of the applicant. (GM)
Auditor Actions
□ Identified/Assessed requirement for English language evaluation for flight crew members that
have not previously demonstrated expert English language proficiency and operate
flights/communicate with ATC in areas where the primary language of ATC is English.
□ Examined initial training/continuing qualification course curriculum/syllabus (focus:
demonstration of English language proficiency necessary for effective ATC communications,
periodic demonstration every 3-6 years based on demonstrated proficiency level).
initial/periodic demonstration of English language proficiency).
Guidance
The intent of this provision is to ensure a pilot who is required to communicate with air traffic control
in English, periodically demonstrates a sufficient level of English language proficiency to ensure
effective communication during the performance of duties.
Such evaluation applies to each operating pilot member of the flight crew, as required by the AFM.
English proficiency requirements do not apply to flight engineers or flight navigators unless their
duties include air/ground communication.
Periodic demonstration of language proficiency is not required of individuals who have previously
demonstrated an expert level of English language proficiency. Such individuals are those whose
native language is English and those whose native language is not English, but who understand
English and speak English that is easily understood, even if spoken with a dialect or accent.
A State requirement, as part of flight crew licensing, for an individual to demonstrate expert English
language proficiency can be used to satisfy the specifications of this provision.
In order to conform to these specifications, an operator may periodically evaluate Individuals that
have not previously demonstrated expert English language proficiency in accordance with either:
• ICAO Annex 1.2.9.6, 1.2.9.7 and ICAO Annex 1, Attachment 1.1 (ICAO Language
Proficiency Rating Scale), or

• Any State-approved or State-accepted method of English language proficiency evaluation

that establishes a minimum proficiency level, defines an evaluation interval and requires pilot
flight crew members to demonstrate a level of English language proficiency sufficient to
ensure effective communication during the performance of duties.
Guidance for the development of language proficiency plans and associated interim risk mitigation
measures related to delayed implementation may be found in ICAO Resolution A36-11 dated
26 October 2007.
FLT 2.2.24 <AC> If the Operator transports dangerous goods on cargo aircraft and assigns flight
crew members duties and responsibilities related to the preflight inspection of ULDs containing
accessible dangerous goods, the Operator shall ensure applicable flight crew members complete
training and an evaluation in the preflight inspection and operation of such ULDs during initial ground
training. (GM)
Auditor Actions
□ Identified/Assessed requirement for flight crew training in preflight inspection of ULDs
containing accessible dangerous goods.
□ Examined selected initial training/qualification course curricula/syllabi (focus: ground training in
preflight inspection of ULDs with dangerous goods).
□ Examined selected flight crew member training/qualification records (focus: completion of initial
ground training in preflight inspection of ULDs with dangerous goods).
Guidance
Refer to the IRM for the definition of Unit Load Device (ULD).
Training and evaluation is applicable to all flight crew members that would be assigned duties and
responsibilities as specified.
Accessible dangerous goods are those containerized or palletized items accessible to the flight crew
that could require flight crew action to ensure:
• ULDs containing accessible dangerous goods are visually intact;
• The airworthiness of the ULD;
• If applicable, the securing and preflight of any fire protection equipment;
• Accessible dangerous goods are loaded properly, to include the proper segregation of
dangerous goods.
A preflight inspection ensures containers and/or pallets containing accessible dangerous goods are
visually intact.
FLT 2.2.26 The Operator shall ensure flight crew members complete training in normal and non-
normal procedures and maneuvers during initial training and subsequently during recurrent training
schedule as defined in the Operator's AQP/ATQP/EBT that conforms to the specifications of FLT
2.1.1B. Such training shall address, as a minimum:
(i) Pilot Monitoring (PM) Pilot Flying (PF) and other flight crew division of duties (task sharing);
(ii) Positive transfer of aircraft control;
(iii) Consistent checklist philosophy;
(iv) Emphasis on a prioritization of tasks (e.g. “aviate, navigate, communicate”);
(v) Proper use of all levels of flight automation. (GM)

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

applicable, an evaluation, that includes a demonstration of competence in normal and non-normal
procedures and maneuvers, to include, as a minimum, rejected takeoff, emergency evacuation,
engine failure and/or those procedures and maneuvers specified in the Operator's AQP/ATQP/EBT
as approved or accepted by the Authority. Such training and, when applicable, evaluation shall be
accomplished either:
(i) During initial training and subsequently during recurrent training once every 12 months, or
(ii) If applicable, in accordance with an AQP, an ATQP or EBT approved by the Authority that
requires evaluations to be satisfactorily completed within the maximum evaluation period
delineated in, as applicable, Table 2.7 or Table 2.8, and includes a demonstration of
competence in normal and non-normal procedures and maneuvers. (GM)
Auditor Actions
□ Identified/Assessed requirement for training/evaluation including a demonstration of
competence in normal/non-normal procedures/maneuvers in flight crew training/evaluation
program.
recurrent schedule for training/evaluation in normal/non-normal procedures/maneuvers).
training/evaluation in specified normal/non-normal procedures/maneuvers).
initial/recurrent training/evaluation in the specified normal/non-normal procedures/maneuvers).
□ Observed flight simulator operations (focus: training/evaluation in performance of normal/non-
normal procedures/maneuvers).
Guidance
The intent of this provision is to define the basic initial and subsequent recurrent training and
evaluation cycles that ensure flight crew members are competent to perform normal and non-normal
procedures and maneuvers. It is understood that competence in all potential normal and non-normal
procedures may not be demonstrated annually but in accordance with a schedule that is acceptable
to the Authority.
The modification of qualification intervals in accordance with an AQP, ATQP or EBT program
requires conformity with FLT 2.1.1B.
Training and, when applicable, a demonstration of competence in specified normal and non-normal
procedures and maneuvers is applicable to all pilot crew members.
Training and, when applicable, evaluation is accomplished as part of ground, simulator/aircraft and
line training;
Line training is in normal procedures/maneuvers only.
An evaluation of competence in the normal and non-normal procedures and maneuvers specified is
applicable when such procedures and/or maneuvers are stipulated by the operator and/or State in
conjunction with State-approved or State-accepted training courses that require a method of
evaluation. Such courses typically include:
• Type qualification;
• Transition (conversion);
• Upgrade to PIC;
• Re-qualification;
• Recurrent training.
Operators that conduct training flights and cannot safely train/evaluate a non-normal procedure or
maneuver in an aircraft or in a representative flight simulator as specified in FLT 2.2.38 may
demonstrate an alternative means of conformance in accordance with FLT 2.2.41.

All pilot flight crew members who receive training in the normal and non-normal procedures and
maneuvers specified in this provision also demonstrate competence in such procedures and
maneuvers in accordance with the applicable specifications of FLT 2.3.2.
FLT 2.2.28 The Operator shall ensure flight crew members, prior to an evaluation, are familiar with
those maneuvers and/or malfunctions that might be presented during the evaluation, but are not
given information that reveals the exact sequence and the circumstances under which such
maneuvers or malfunctions will be presented. (GM)
Auditor Actions
□ Identified/Assessed philosophy/requirements for preparing flight crew members for an
evaluation in flight crew training/evaluation program.
□ Examined guidance for instructors/evaluators (focus: methodology for providing information to
flight crew members in preparation for an evaluation).
□ Observed flight simulator operations (focus: information provided to flight crew members in
preparation for an evaluation).
Guidance
The specification of this provision is not intended to preclude flight crews from knowing the city pairs
to be flown or the general maneuver requirements prior to the evaluation; however, flight crews would
typically not be provided with the exact evaluation scenario.
Operators that conduct training flights in an aircraft may divulge as much information about the
intended training/evaluation as is necessary to ensure the safety of the planned operation.
FLT 2.2.29 The Operator shall ensure flight crew members, before starting line training, have
successfully completed an Operator proficiency evaluation administered by an Evaluator of the
Operator or a representative of the Authority, and have demonstrated the skill and knowledge level
adequate for operating the aircraft at or above the standards stipulated in the training syllabus. (GM)
Auditor Actions
□ Identified/Assessed requirement for a final evaluation prior to a flight crew member
commencing line flight training.
□ Examined syllabus for final evaluations of flight crew members prior to line flight training (focus:
demonstration of skill/knowledge adequate to operate the aircraft at or above the standards
stipulated in the training syllabus; definition of evaluation criteria).
□ Examined selected flight crew member training/qualification records (focus: successful
completion of final evaluation conducted by an evaluator prior to commencing line flight training).
Guidance
An evaluation in conjunction with Initial Type Qualification satisfies the specifications in this provision.
FLT 2.2.30 The Operator shall ensure flight crew members complete training in CRM skills, which
may be accomplished as part of simulator, aircraft and/or line training, as applicable. Such training
shall be completed during initial training and subsequently during recurrent training either once every
12 months or, if applicable, in accordance with the continuing qualification schedule as defined in the

Auditor Actions
□ Identified/Assessed requirements for training in CRM skills in flight crew training/evaluation
program.
recurrent schedule for CRM training).
of CRM training in simulator/aircraft or during line flight training).
initial/recurrent CRM training).
□ Observed line flight and flight simulator operations (focus: training in application of CRM/TEM
principles/skills).
Guidance
This specification is intended to ensure CRM skills are emphasized during and integrated into
simulator or aircraft training, as applicable, and line training.
FLT 2.2.31 The Operator shall ensure flight crew members complete a Line Operational Simulation
(LOS) profile during initial simulator or aircraft training, and subsequently during recurrent training
2.1.1B. Such training shall be:
(i) Approved or accepted by the State;
(ii) Administered real-time in a line environment setting;
(iii) An uninterrupted planned scenario with specific CRM objectives where such skills are
observed and debriefed upon completion. (GM)
Auditor Actions
□ Identified/Assessed requirement for approved LOS in flight crew training/evaluation program.
recurrent schedule for LOS).
□ Examined criteria for administration of LOS (focus: conducted as uninterrupted scenario in real-
time line environment with planned CRM objectives, CRM skills observed/briefed at completion).
of LOS in simulator/aircraft or during line flight training).
□ Examined selected flight crew member training/qualification records (focus: completion of LOS
in initial/recurrent training).
□ Observed flight simulator operations (focus: training using LOS profile).
Guidance
Refer to the IRM for the definition of Line Operational Simulation (LOS).
Training and/or evaluation is applicable to flight crew members.

SPOT, LOE, and/or LOFT scenarios incorporated into the training program satisfy the specifications
of this provision.
LOS scenarios are as standardized and scripted as possible. A simple menu of expected weather
conditions and/or normal/non-normal procedures/maneuvers would not be acceptable as this would
increase the subjectivity of the presentation.
In the absence of a representative flight simulator, such alternatives typically employ:
• LOS profiles conducted in a generic simulation device or representative flight training device;
• An uninterrupted planned scenario in the aircraft with specific CRM objectives that include
behavioral observation and assessment of crew performance, where such skills are
observed and debriefed upon completion. This requires an operator to specify how the CRM
objectives are set, evaluated and debriefed in a line environment.
applicable, an evaluation, that includes a demonstration of competence, in windshear avoidance and
recovery from predictive and actual windshear. Such training shall be completed during initial ground
and simulator training, and subsequently during recurrent simulator training either once every
Auditor Actions
□ Identified/Assessed requirement for training/evaluation/demonstration of competence in
windshear avoidance/recovery from predictive/actual windshear in flight crew training/evaluation
program.
recurrent schedule for windshear training/evaluation).
windshear training/evaluation/demonstration of competence).
initial/recurrent windshear training/evaluation.
□ Observed flight simulator operations (focus: training/evaluation in windshear avoidance/recovery
from predictive/actual windshear).
Guidance
Refer to the IRM for the definition of Windshear.
The intent of this provision is to ensure training and evaluation occurs, as applicable, in the
maneuvers specified within the intervals specified. Such training and evaluation can occur in
conjunction with any State-approved or State-accepted training course.
Training and, when applicable, an evaluation in the specified normal and non-normal procedures and
maneuvers is applicable to all pilot crew members.

Training is accomplished in a representative flight simulator approved for the purpose by the State.
Such evaluation of competence in the normal and non-normal procedures and maneuvers specified
is applicable when such procedures and/or maneuvers are stipulated by the operator and/or State in
• Upgrade to PIC;
• Recurrent training.
Training and evaluation of the non-normal procedures and maneuvers specified in this provision
cannot be safely accomplished in an aircraft on a training flight (see FLT 2.2.38).
Operators that cannot conform to the specifications of this provision due to the non-existence of a
representative flight simulator may demonstrate an alternative means of conforming to these
specifications in accordance with FLT 2.2.41.
The additional ground and line training and evaluation used to satisfy the specifications of this
provision and of FLT 2.2.41 in the absence of a representative flight simulator typically include a
review of:
• Conditions conducive to windshear;
• Effects on aircraft performance;
• Indications of windshear presence;
• Avoidance and recovery techniques;
• Windshear case studies or scenarios.
FLT 2.2.33 The Operator shall ensure flight crew members complete training and an evaluation,
which includes a demonstration of competence in terrain awareness procedures and maneuvers.
Such training shall be completed during initial ground and simulator training and subsequently during
recurrent simulator training either once every 36 months or, if applicable, in accordance with the
continuing qualification schedule as defined in the Operator's AQP/ATQP/EBT that conforms to the
specifications of FLT 2.1.1B. Such training and evaluation shall include:
(i) Knowledge and conduct of associated procedures;
(ii) Response to GPWS alerts and warnings;
(iii) The avoidance of Controlled Flight Into Terrain (CFIT). (GM)
Auditor Actions
□ Identified/Assessed requirement for training/evaluation/demonstration of competence in terrain
awareness procedures/maneuvers in flight crew training/evaluation program.
recurrent schedule for training/evaluation in terrain awareness procedures/maneuvers).
training/evaluation in terrain awareness procedures/maneuvers; definition of subjects
addressed).
initial/recurrent training/evaluation in terrain awareness procedures/maneuvers.
□ Observed line flight and flight simulator operations (focus: terrain awareness
procedures/maneuvers).

Guidance
Training and evaluation in the specified normal and non-normal procedures and maneuvers in a
representative flight simulator approved for the purpose by the State is applicable to pilot crew
members.
provision and of FLT 2.2.41 in the absence of a representative flight simulator typically includes a
review of:
• CFIT avoidance techniques;
• CFIT recovery techniques and maximizing aircraft performance;
• GPWS alerts and warnings;
• CFIT case studies or scenarios.
FLT 2.2.34 If the Operator conducts low visibility operations (LVO), the Operator shall ensure flight
crew members complete training and an evaluation that includes a demonstration of competence in
such operations, as well as operations with inoperative ground based and/or aircraft equipment.
Such training shall be completed during initial ground and simulator training and subsequently during
recurrent simulator training either once every 12 months or, if applicable, in accordance with the
continuing qualification schedule as defined in the Operator's AQP/ATQP/EBT that conforms to the
specifications of FLT 2.1.1B. (GM)
Auditor Actions
□ Identified/Assessed requirement for training/evaluation/demonstration of competence in LVO
and/or operations with inoperative ground based/aircraft equipment in flight crew
recurrent schedule for training/evaluation in LVO and/or operations with inoperative ground
based/aircraft equipment).
training/evaluation in LVO and/or operations with inoperative ground based/aircraft equipment).
initial/recurrent training/evaluation in LVO and/or operations with inoperative ground
based/aircraft equipment.
□ Observed flight simulator operations (focus: training in LVO).
Guidance
Refer to the IRM for the definition of Low Visibility Operations (LVO).
Training and evaluation in low visibility operations is applicable to all pilot crew members.

For the purposes of this provision, low visibility operations are considered in effect when the Runway
Visual Range (RVR) is below 400 m for takeoff and/or below Category I limits for landing.
Operators that conduct training flights and cannot safely train/evaluate the specified procedures in an
aircraft or in a representative flight simulator as specified in FLT 2.2.38 may demonstrate an
alternative means of conformance in accordance with FLT 2.2.41.
FLT 2.2.35 The Operator shall ensure flight crew members with duties and responsibilities related
to TCAS/ACAS alerting equipment complete training and an evaluation that includes a demonstration
of competence in maneuvers and procedures for the proper response to TCAS/ACAS alerts. Such
training and evaluation shall be completed during initial ground and simulator training and
subsequently during recurrent simulator training either once every 36 months or, if applicable, in
accordance with the continuing qualification schedule as defined in the Operator's AQP/ATQP/EBT
that conforms to the specifications of FLT 2.1.1B. (GM)
Auditor Actions
□ Identified/Assessed requirement for training/evaluation/demonstration of competence in
procedures for proper response to TCAS/ACAS alerts in flight crew training/evaluation program.
□ Identified/flight crew AQP/ATQP/EBT (if applicable): (focus continuing qualification recurrent
schedule for training/evaluation in response to TCAS/ACAS alerts).
training/evaluation in procedures for proper response to TCAS/ACAS alerts).
initial/recurrent training/evaluation in procedures for proper response to TCAS/ACAS alerts).
□ Observed flight simulator operations (focus: training/evaluation in response to TCAS/ACAS
alerts).
Guidance
TCAS training may be performed without demonstrating capability in a simulator (since many
simulators do not have TCAS capability).
provision and of FLT 2.2.41 in the absence of a representative flight simulator typically include a
review of:
• TCAS procedures and alert responses;
• TCAS alerts;
• TCAS case studies or scenarios.

FLT 2.2.37 If the Operator utilizes pilot flight crew members designated to perform duties from
either control seat, the Operator shall have seat-specific qualification for such flight crew members, to
include training and an evaluation. Such training and evaluation shall be completed during initial
ground and simulator training and subsequently during recurrent simulator training either once every
Auditor Actions
□ Identified/Assessed requirement for seat-specific qualification of pilot flight crew members
designated to perform duties from either control seat.
recurrent schedule for seat-specific qualification).
□ Examined selected initial/recurrent training/qualification course curricula/syllabi (focus: seat-
specific training/evaluation for flight crew members designated to perform duties from either
control seat).
□ Examined selected flight crew member training/qualification records (focus: completion of seat-
specific evaluation in initial/recurrent training).
Guidance
The intent of this provision is to ensure that any pilot designated to perform duties from either control
seat, including takeoffs and landings, completes seat specific qualification.
The specifications of this provision typically apply to pilot flight crew members, such as:
• Type Rating Instructors (TRIs)
• Type Rating Examiners (TREs)
• Pilots who are authorized to conduct takeoff and landings from either control seat.
Cruise relief pilots may meet the seat-specific requirements of this provision as part of a State-
approved or State-accepted (cruise relief pilot) qualification program.
Cruise relief pilots are not required to receive recurrent training in both control seats once every
12 months unless required as part of a State-approved or -accepted (cruise relief pilot) qualification
program.
FLT 2.2.38 If the Operator conducts training flights, the Operator shall specify those required
maneuvers and procedures that cannot be safely accomplished in an aircraft, and ensure such
maneuvers and procedures are either trained and evaluated in a representative flight simulator or, if
such a synthetic device does not exist, ensure a demonstration of pilot competence in those
maneuvers and procedures using an alternative means in accordance with FLT 2.2.41. Maneuvers
and procedures that cannot be safely accomplished in an aircraft shall include, as a minimum:
(i) Windshear avoidance and recovery;
(ii) Response to GPWS alerts and warnings and the avoidance of Controlled Flight Into Terrain
(CFIT);
(iii) Response to TCAS/ACAS alerts. (GM)
Note: If a representative flight simulator exists, conformity with FLT 2.2.32, FLT 2.2.33 and
FLT 2.2.35 is required for the Operator to be in conformity with this provision.
Note: If a representative flight simulator does not exist, conformity with FLT 2.2.41 is required for the
Operator to be in conformity with this provision.

Auditor Actions
□ Identified/Assessed designation of required maneuvers/procedures that cannot be
accomplished in an aircraft, requirement for flight crew training/evaluation in such
maneuvers/procedures in an approved representative flight training device, or using alternative
means in accordance with FLT 2.2.41.
□ Examined aircraft training/qualification curriculum/syllabus (focus: exclusion of specified
maneuvers from aircraft training).
specified maneuvers in an approved representative training device or via alternative means).
Guidance
Refer to the IRM for the definition of Flight Simulator.
The intent of this provision is to ensure both of the following:
• The maneuvers and procedures that cannot be safely accomplished in an aircraft are
specified by the operator and include, as a minimum, those maneuvers specified in i), ii)
and iii);
• A demonstration of pilot competence in the specified maneuvers and procedures using either
a representative flight simulator or an alternative means (as specified in FLT 2.2.41) if such
flight simulator does not exist.
Refer to FLT 2.2.41 if no representative flight simulator exists for the aircraft type.
Refer to FLT 2.2.32, FLT 2.2.33, FLT 2.2.35 and associated Guidance for additional specifications
and information related to the training and evaluation on the specified maneuvers.
FLT 2.2.39 If the Operator conducts training flights and accomplishes training or evaluation related
to a failed or inoperative engine during such flights, the Operator shall ensure engine failures are
simulated for the purpose of accomplishing any maneuvers that involve a failed or inoperative
engine. (GM)
Auditor Actions
□ Identified/Assessed requirement for only simulated engine failure during aircraft training flights.
□ Examined instructor guidance for aircraft training flights (focus: instructions for simulation of
engine failure for maneuvers that involve failed/inoperative engine).
Guidance
The intent of this provision is to ensure maneuvers that involve a failed or inoperative engine are
safely accomplished when training in such maneuvers is performed in the aircraft (as required by the
Authority or due to the unavailability of a representative flight simulator approved for the purpose by
the State). In order to ensure maneuvers that involve a failed or inoperative engine are accomplished
safely during training flights, engine failures are typically simulated in a manner that would not
prevent the flight crew from recovering immediate and full control of an engine.
applicable, an evaluation that includes a demonstration of competence in duties and procedures
related to flight crew incapacitation. Such training and, when applicable, evaluation shall be
completed during initial ground training and subsequently during recurrent training either once every

Auditor Actions
□ Identified/Assessed requirement for demonstration of competence in duties/procedures related
to flight crew incapacitation in flight crew training/evaluation program.
recurrent schedule for demonstration of competence in duties/procedures related to flight crew
incapacitation).
evaluation in duties/procedures related to flight crew incapacitation).
demonstration of competence in duties/procedures related to flight crew incapacitation in
initial/recurrent training).
Guidance
The specification of this provision is applicable to all flight crew members.
A demonstration of competence in the crew member duties and procedures related to flight crew
incapacitation is applicable when such a demonstration is required by the operator and/or State in
• Upgrade to PIC;
• Recurrent.
FLT 2.2.41 If the Operator conducts training flights and is unable to train and evaluate the required
maneuvers and procedures specified in FLT 2.2.38 due to the non-existence of a representative flight
simulator, the Operator shall utilize an alternative means for ensuring a demonstration of pilot
competence in such maneuvers and procedures. Any alternative means shall be approved or
accepted by the State, and require a demonstration of competence through a combination of means,
to include:
(i) The use of generic flight simulators;
(ii) The use of representative and/or generic flight training devices;
(iii) Additional ground and line training and evaluation;
(iv) As applicable, any other means that ensures a demonstration of pilot competence in the
applicable maneuvers and procedures. (GM)
Auditor Actions
□ Identified/Assessed requirement for flight crew demonstration of competence utilizing
alternative means for required maneuvers/procedures that cannot be accomplished in an aircraft
or due to the non-availability of a representative flight training device.
□ Examined applicable training/qualification curriculum/syllabus (focus: training/evaluation in
designated maneuvers accomplished; definition of acceptable alternative means of training).
□ Examined selected flight crew member training/qualification records (focus: demonstration of
competence in designated maneuvers completed utilizing alternative means).

Guidance
Refer to the IRM for the definition of Flight Training Device (FTD).
The intent of this provision is for the operator to ensure, in the absence of a representative flight
simulator necessary to conform to FLT 2.2.38, that suitable and effective alternatives are utilized for
the training and evaluation of maneuvers and procedures that cannot be safely conducted in an
aircraft.
It is important to note that conformity with this provision requires a combination of alternative training
and evaluation methods to ensure a demonstration of pilot competence (i.e. generic simulators
and/or flight training devices, ground training/evaluation, line training/evaluation, other). This
requirement is based on the presumption that any one method when used alone would be
inadequate to ensure competence in the specified maneuvers as well as associated procedures.
Windshear, GPWS, and TCAS training maneuvers and procedures, as specified in FLT 2.2.38,
cannot be safely accomplished in an aircraft during a training flight or line training.
Refer to FLT 2.2.32, FLT 2.2.33, FLT 2.2.35 and associated Guidance for additional specifications
and information related to the required training and evaluation associated with:
• Windshear avoidance and recovery;
• Response to GPWS alerts and warnings and the avoidance of Controlled Flight Into Terrain
(CFIT);
• Response to TCAS/ACAS alerts.
FLT 2.2.42 If the Operator transports passengers or supernumeraries, the Operator shall ensure
flight crew members complete security training as approved or accepted by the State, and in
accordance with the Operator's security training program as specified in SEC 2.1.1. Such training
shall be completed during initial ground training and subsequently during recurrent training either a
minimum of once every 36 months or, if applicable, in accordance with the continuing qualification
2.1.1B. Flight crew security training shall address the following subject areas:
(i) Determination of the seriousness of the occurrence;
(ii) Crew communication and coordination;
(iii) Appropriate self-defense responses;
(iv) Use of non-lethal protective devices assigned to crew members for use as authorized by the
State;
(v) Understanding the behavior of terrorists so as to facilitate the ability to cope with hijacker
behavior and passenger responses;
(vi) Situational training exercises regarding various threat conditions;
(vii) Flight deck procedures to protect the aircraft;
(viii) Aircraft search procedures;
(ix) As practicable, guidance on least-risk bomb locations. (GM)
Note: Flight crew members shall complete initial security training prior to being assigned to
operational duties.
Note: The specifications of this provision are applicable to flight crew members utilized on board an
aircraft during commercial and/or non-commercial operations.
Auditor Actions
□ Identified/Assessed flight crew security training program (focus: approval/acceptance by the
State; meets applicable requirements of other states).
recurrent schedule for flight crew security training).
□ Examined selected initial/recurrent training/qualification course curricula/syllabi (focus: security
training is included; required subjects are addressed).


security training).
Guidance
Refer to the IRM for the definition of Security Program.
Flight crew members are directly involved in the implementation of security measures and thereby
require an awareness of obligations to the Security Program of the operator.
Crew security training would normally be in accordance with applicable regulations and/or the civil
aviation security program of the State, and where no regulatory guidance exists, in accordance with
the policy of the operator.
Security training for flight crew members typically focuses on the need for the flight crew to maintain
control of the flight deck.
Specific subject areas included in recurrent security training are typically identified and derived from
an analysis of actual or likely situations or trends experienced during line operations.
Training as specified in item v) typically addresses topics or tactics as appropriate for the operator
that might be associated with or could be used to facilitate crew-passenger reaction to or interaction
with hijackers (e.g. conflict management, use of passive or non-passive cooperation, understanding
Stockholm Syndrome, identification of and response to hijacker types/motives).
Training exercises as specified in item vi) are typically interactive in nature, and scenarios or
situations (e.g. bomb threat, hijacking, unruly passenger) may be presented using various accepted
training methods (e.g. live role playing, table top, computer-based training).
Training as specified in item ix) is applicable to aircraft types that have designated least-risk bomb
locations.
FLT 2.2.43 If the Operator conducts passenger flights without cabin crew, the Operator shall
ensure flight crew members, during initial training and subsequently during recurrent training either
every 24 months or, if applicable, in accordance with the continuing qualification schedule as defined
in the Operator's AQP/ATQP/EBT that conforms to the specifications of FLT 2.1.1B, complete
training to ensure competence in the performance of any assigned duties and functions related to
passenger cabin safety. (GM)
Auditor Actions
□ Identified/Assessed requirement for flight crew training in the performance of assigned
duties/functions related to passenger cabin safety.
recurrent schedule for crew training in the performance of assigned duties/functions related to
passenger cabin safety).
in performance of assigned duties/functions related to passenger cabin safety).
training in performance of assigned duties/functions related to passenger cabin safety).
Guidance
The training specified in the provision is to be accomplished as part of initial ground, simulator/aircraft
or line training.

Cabin safety training would typically address:

• Aircraft systems and emergency equipment including:
○ Aircraft interior, passenger seats and restraints;
○ Aircraft-specific cabin duties and responsibilities;
○ Emergency exit locations and operation;
○ Emergency equipment locations and operation;
○ Slides, rafts, slide/rafts, ramp slide/rafts, life vests and other flotation devices as
applicable.
• Cabin safety duties and responsibilities including:
○ Mandatory passenger briefings;
○ Passenger acceptance and handling;
○ The stowage of carry-on baggage;
○ The use of personal electronic devices;
○ Fueling with passengers on board;
○ Cabin safety checks.
• Emergency procedures including:
○ Cabin duties assumed in the event of an emergency;
○ Cabin smoke, fumes and fires;
○ Emergency landing (land and water);
○ Planned and unplanned cabin emergency evacuations (land and water);
○ Oxygen administration;
○ Medical emergencies and first aid.
Cabin safety training elements incorporated into other curricula of the flight crew member training
program may satisfy the specifications of this provision.
FLT 2.2.44 If the Operator utilizes supernumeraries in the passenger cabin or supernumerary
compartment of an aircraft that are required for the safety of operations, the operator should ensure
such supernumeraries receive aircraft type-specific training and an evaluation to ensure competence
in the performance of any assigned duties or functions related to passenger cabin or cargo
compartment safety. (GM)
Note: The specifications of this provision are applicable to supernumeraries utilized on board an
Auditor Actions
□ Identified/Assessed requirement for aircraft type-specific supernumerary training/evaluation in
performance of assigned duties/functions related to passenger cabin/cargo compartment safety.
□ Examined selected supernumerary training course curricula/syllabi (focus: aircraft type-specific
training/evaluation in performance of assigned duties/functions related to passenger cabin/cargo
compartment safety).
□ Examined selected supernumerary training records (focus: completion of aircraft type-specific
training/evaluation in performance of assigned duties/functions related to passenger cabin/cargo
compartment safety).
Guidance
Refer to the IRM for the definition of Supernumerary, which further defines and includes examples of
supernumeraries, including those that are required for the safety of operations.
This provision is applicable only to supernumeraries that are required for safety of operations, and
the intent is to ensure such supernumeraries used in the passenger cabin or supernumerary

compartment in accordance with the specifications of this provision are competent to perform any
assigned duties or functions related to passenger cabin or cargo compartment safety.
An aircraft type-specific training course would typically address any cabin or supernumerary
compartment actions to be taken during normal, abnormal or emergency situations.
2.3 Line Qualification

FLT 2.3.1 The Operator shall have a line qualification program consisting of line training and,
where applicable, evaluations, approved or accepted by the State, which ensures flight crew
members are qualified to operate in areas, on routes or route segments and into the airports to be
used in operations for the Operator. Such program shall:
(i) Be published in the Training Manual or equivalent documents;
(ii) Ensure each pilot flight crew member has adequate knowledge of the elements specified in
Table 2.5, as applicable to the areas, routes and route segments of intended operation;
(iii) Specify qualification requirements for operations in all areas, on all routes or route
segments, and into all airports of intended use;
(iv) Ensure line training and evaluation for each pilot crew member is completed during initial
qualification and, if applicable, in accordance with the continuing qualification curriculum as
defined in the Operator's AQP/ATQP/EBT that conforms to the specifications of FLT 2.1.1B;
(v) Ensure line training and evaluation is completed prior to a pilot crew member being used as
a PIC in operations. (GM)
Auditor Actions
□ Identified/Assessed flight crew line qualification training/evaluation program,
approved/accepted by the State, specifies qualification requirements for operations associated
with areas/routes/route segments/airports used in operations.
schedule for line training/evaluation).
□ Examined flight crew line qualification initial/recurrent curricula/syllabi (focus: line
training/evaluation in areas/airports of operations; program elements consistent with
specifications in Table 2.5).
initial/recurrent line qualification training/evaluation).
□ Observed line flight operations (focus: flight crew demonstrates knowledge of relevant
operational requirements).
Guidance
The intent of this provision is to ensure flight crew members are qualified to conduct routine
operations within each theater of operation as defined by the operator. It does not address the
additional and specialized knowledge required to conform to FLT 2.4.1.

Refer to FLT 2.4.1 and associated Guidance for additional specifications and information that
addresses special areas, routes route segments and special airports.
FLT 2.1.1B addresses overall AQP/ATQP/EBT elements and specifications, as well as
approval/acceptance requirements of the Authority.
This specification in item v) applies to all candidates for the position of PIC, to include SIC upgrade
candidates and pilots hired directly into PIC positions in operations for the operator.
The training and evaluation specified in this provision is accomplished by pilot flight crew members
as part of; ground training, simulator/aircraft training or line training.
FLT 2.3.2 The Operator shall ensure each pilot flight crew member, in order to maintain
qualification, receives training and, when applicable, successfully completes an evaluation at or
above the standards stipulated in the training syllabus and administered by an Evaluator of the
Operator or a representative of the Authority, and demonstrates piloting technique and competence
to execute emergency procedures and comply with instrument flight rules. Such training and, when
applicable, evaluation shall be conducted in accordance with the requirements of the State and
applicable authorities to ensure evaluations for all pilot flight crew members are conducted utilizing
one or more of the following intervals, as applicable:
(i) For the PIC, twice within any period of one year plus or minus one calendar month from the
original qualification anniversary date or base month, and/or
(ii) For pilot crew members other than the PIC, in accordance with i), or once within any period
of one year plus or minus one calendar month from the original qualification anniversary
date or base month, and/or
(iii) For any pilot crew member participating in an AQP, ETQP or EBT program, once within any
period of one year, or other period approved or accepted by the State, provided such
training and qualification program incorporates all elements and specifications contained in
Table 2.6 and Table 2.7. (GM)
Auditor Actions
□ Identified/Assessed requirement for flight crew continuing qualification that includes a
demonstration of piloting technique and competence to execute emergency procedures and
comply with instrument flight rules; definition of continuing training/evaluation interval(s).
schedule for demonstration of piloting technique and competence to execute emergency
procedures and comply with instrument flight rules).
□ Examined selected recurrent training/qualification course curricula/syllabi (focus:
training/evaluation in emergency procedures/compliance with instrument flight rules).
□ Examined selected flight crew training/qualification records (focus: completion of continuing
qualification training/evaluation at intervals as specified).
Guidance
Refer to the IRM for definitions of Base Month, Calendar Month, LOE and Training to Proficiency.
The modification of qualification intervals in accordance with an AQP, ATQP or EBT program
requires conformity with FLT 2.1.1B.
The intent of this provision is to define the conditions necessary for a pilot crewmember to maintain
qualification and to set a basic qualification interval, which may be slightly modified in accordance
with the specifications of the provision or conditions stipulated in guidance material.
The specifications of this provision are minimum requirements and might be exceeded by
requirements of the State or other applicable authorities. The applicable authorities specified in this
provision typically refer to authorities that have jurisdiction over international operations conducted by
an operator over the high seas or the territory of a state that is other than the State of the Operator.

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

Auditor Actions
□ Identified/Assessed requirement for SIC training in PM/PF duties in flight crew line qualification
□ Examined selected SIC training/qualification records (focus: completion of training/evaluation in
PM/PF duties).
Guidance
FLT 2.3.4 The Operator shall ensure pilot flight crew members complete an evaluation that
includes a demonstration of knowledge of the operations approved as part of the Air Operator
Certificate (AOC) during initial training and subsequently during recurrent training either once every
Operator's AQP/ATQP/EBT that conforms to the specifications of FLT 2.1.1B. Such evaluation shall
include a demonstration of knowledge of:
(i) Approaches authorized by the Authority;
(ii) Ceiling and visibility requirements for takeoff, approach and landing;
(iii) Allowance for inoperative ground components;
(iv) Wind limitations (crosswind, tailwind and, if applicable, headwind). (GM)
Auditor Actions
□ Identified/Assessed requirement for flight crew initial/continuing qualification that includes a
demonstration of knowledge of operations approved as part of the AOC.
recurrent schedule for demonstration of knowledge of AOC operations).
□ Examined flight crew line qualification initial/recurrent curricula/syllabi (focus: evaluation of
relevant operational knowledge; definition of operational areas addressed).
□ Examined selected flight crew training/qualification records (focus: completion of
initial/continuing qualification training/evaluation).
Guidance
The training and evaluation specified in this provision is accomplished by pilot flight crew members
as part of ground, simulator/aircraft or line training.
The specifications of this provision are normally satisfied during line training but can occur elsewhere
in the training program.
The wind limitations specified in item iv) refer to maximum limits that have been demonstrated for
takeoff and landing, as well as limits that have been established for the type of operation being
conducted (e.g., as applicable, automatic landing, HUD/EVS guided, or contaminated runway).
FLT 2.3.6 The Operator shall ensure pilot flight crew members complete a Command Training and
Evaluation program during initial training and qualification and, if applicable, in accordance with the
continuing qualification curriculum as defined in the Operator's AQP/ATQP/EBT that conforms to the
specifications of FLT 2.1.1B. Such training and evaluation shall be completed prior to a pilot flight
crew member being assigned as PIC in operations. (GM)

Auditor Actions
□ Identified/Assessed requirement for PIC command training/evaluation program.
recurrent schedule for PIC command training/evaluation).
□ Examined selected flight crew training/qualification records (focus: completion of command
training/evaluation prior to assignment to PIC duties).
□ Other Actions (Specify).
Guidance
The specifications of this provision apply to all candidates for the position of PIC, to include SIC
upgrade candidates and pilots hired directly into PIC positions in operations for the operator.
Command training and evaluation is accomplished by pilot flight crew members as part of ground,
simulator/aircraft or line training.
Command training and evaluation programs may be conducted in addition to, and/or in conjunction
with, one or more of the training programs specified in FLT 2.1.1.
The program specified in this provision addresses the technical and non-technical aspects of
command relevant to the operations of the operator, and typically includes:
• Technical seat-specific aircraft training for the aircraft type;
• Basic operator familiarization training in subjects relevant to the PIC;
• Human performance and CRM skill training relevant to command, the relationship with other
crew members and the operation as a whole (e.g. leadership, team building, conflict
resolution, etc.);
• Training in the sections of the OM relevant to command, to include:
○ Authority and responsibilities of the PIC in operations for the operator;
○ Adherence to the limitations of the AOC;
○ Responsibilities relevant to the OFP and ATL;
○ Responsibilities relevant to the reporting of accidents and incidents.
2.4 Special Qualification

FLT 2.4.1 The Operator shall ensure each PIC completes training in the special skills and/or
knowledge required to operate in areas and on routes or route segments over difficult terrain and/or
into special airports, as designated by the State or by the operator. Such training shall be completed
during initial training and prior to a flight crew member being used as a PIC, and subsequently during
recurrent training once either every 12 months or, if applicable, in accordance with the continuing
specifications of FLT 2.1.1B. The content of training shall ensure the PIC has adequate knowledge of
the elements specified in Table 2.5 as applicable to the areas, routes, route segments and special
airports of intended operation. (GM)
Auditor Actions
□ Identified/Assessed requirement for flight crew training in special skills/knowledge needed for
operations associated with specific areas/routes/route segments/difficult terrain/airports as
designated by State or operator.
recurrent schedule for training in special skills and knowledge required for designated
operations).

□ Examined selected flight crew qualification initial/recurrent curricula/syllabi (focus: training in

special skills/knowledge required for certain operations; program elements consistent with
□ Examined selected flight crew training/qualification records (focus: completion of special training
for operations associated with designated areas/routes/route segments/terrain/airports).
Guidance
Specifications in this provision apply to candidates for the position of PIC, to include SIC upgrade
candidates and pilots hired directly into PIC positions in operations for the operator.
The training specified in this provision is accomplished by pilot flight crew members as part of ground
training, simulator/aircraft training or line training program.
Training requirements typically vary by state and class of special airport, but generally renewed once
per 12-month period unless special airport training occurs in conjunction with the training required to
conform to FLT 2.3.2 or the interval is adjusted in accordance with an operator's AQP/ATQP/EBT as
approved or accepted by the Authority.
Special airport and/or route qualification (if applicable) could include one or more of the following
elements, as approved or accepted by the State:
• PIC review of an adequate pictorial representation (aerial photographic approach plate,
video presentation, slideshows, etc.);
• Simulator training;
• Line check airmen briefing;
• PIC operation into the airport accompanied by a line check or other qualified airman;
• Exemptions for VFR operations.
The specifications of this provision address the training required to operate over difficult terrain
and/or into special airports based on a determination, by the operator and/or State, that pilots require
special skills or knowledge for such operations. Such training typically addresses routes and/or
airports that are over or in areas:
• With mountainous terrain, including high terrain, rapidly rising terrain or terrain with steep
gradients;
• With terrain that contributes to the existence of mountain waves, turbulence, high surface
winds, sudden wind changes and/or other atmospheric phenomena that could affect the
performance of the aircraft;
• Containing topographical variations such as ridgelines, valleys, ravines, fjords or other areas
where downdrafts on the leeward or downwind side can make traversing the area or
accomplishing a crosswind landing hazardous;
• Where the airport, runway and/or approach environment is difficult to identify at night due to
surrounding lights;
• Where featureless or expansive terrain could contribute to optical illusions during the day or
at night;
• That are devoid of lighting where airport, runway and/or approach area identification is
difficult at night due to lack of visible landmarks;
• That are devoid of lighting and sole reference to external or visual cues is insufficient for the
maintenance of proper aircraft attitude control;
• That require the application of any other specific skills or knowledge, as determined by the
operator and/or State.
FLT 2.4.2 If the Operator engages in specialized navigation (MNPS, AMU), the Operator shall
ensure flight crew members complete training or an evaluation in such operations during initial
training and prior to being utilized in operations that require such specialized navigation. (GM)

Auditor Actions
□ Identified/Assessed requirement for flight crew training/evaluation in specialized navigation
operations (MNPS/AMU, as applicable).
□ Examined selected flight crew qualification initial curricula/syllabi (focus: training in relevant
specialized navigation).
training/evaluation in applicable specialized navigation operations prior to being utilized in such
specialized operations).
Guidance
Refer to the IRM for the definitions of Areas of Magnetic Unreliability (AMU) and Minimum Navigation
Performance Specifications (MNPS).
The training or evaluation specified in this provision is accomplished by flight crew members as part
of the initial ground training, simulator/aircraft training or line training program.
The specifications of this provision apply to pilot flight crew members and, if utilized in conjunction
with such operations, flight navigators.
FLT 2.4.3 If the Operator utilizes flight crew members to concurrently operate aircraft of different
types, or operate variants within one type, the Operator shall have qualification processes that are
approved or accepted by the State and ensure such flight crew members complete training and an
evaluation that emphasizes the differences between aircraft types and variants. Such training and
evaluation shall be completed during initial ground, simulator and line training, and subsequently
during recurrent simulator training either once every 12 months or, if applicable, in accordance with
the continuing qualification schedule as defined in the Operator's AQP/ATQP/EBT that conforms to
the specifications of FLT 2.1.1B. (GM)
Auditor Actions
□ Identified/Assessed requirement for flight crew training/evaluation in differences between
aircraft types/variants (as applicable).
recurrent schedule for training/evaluation in differences between aircraft types/variants).
□ Examined flight crew line qualification initial/recurrent curricula/syllabi (focus: training/evaluation
in differences between relevant aircraft types/variants).
training/evaluation in differences between aircraft types/variants).
Guidance
Refer to the IRM for the definitions of Aircraft Type and Aircraft Variant (within Type).
The intent of this specification is to ensure flight crew members are familiarized with the significant
differences in equipment and/or procedures between concurrently operated types or variants.
The determination of variant within type is within the domain of the State as part of flight crew
licensing.
Qualification processes are applicable to all flight crew members used in such operations and as
defined in the IRM.
Aircraft differences that require emphasis typically include level of technology, ergonomics,
operational differences and handling characteristics.

2.5 SMS Training

FLT 2.5.1 The Operator shall have a program that ensures flight operations personnel are trained
and competent to perform SMS duties. The scope of such training shall be appropriate to each
individual's involvement in the SMS. [SMS] (GM) ◄
Note: SMS training is applicable to management and non-management personnel that perform flight
operations functions for the Operator.
Auditor Actions
□ Identified/Assessed requirement for ensuring flight operations personnel to be trained and
competent to perform SMS duties.
□ Examined selected initial/recurrent training curricula/syllabi for management/non-management
personnel (focus: training in individually relevant SMS duties/responsibilities).
Guidance
3 Line Operations
3.1 Common Language

FLT 3.1.1 The Operator shall ensure the designation of a common language(s) for use by all flight
crew members for communication:
(i) On the flight deck during line operations;
(ii) If the Operator conducts passenger flights with cabin crew, between the flight crew and
cabin crew during line operations;
(iii) During flight crew training and evaluation activities. (GM)
Auditor Actions
□ Identified/Assessed requirement for use of common language(s) by flight/cabin crew members.
□ Interviewed selected flight/cabin crew members (focus: awareness/use of designated common
language in operations.
□ Observed line flight and flight simulator operations (focus: instructor/crew use of designated
common language).
Guidance
More than one common reference language might be designated.
Communication in the designated common language is applicable to all flight crew members,
including foreign nationals and expatriates utilized as flight crew members, instructors or evaluators
by the operator.
The operator is expected to be in compliance with the common language requirements of the State
(e.g. mandatory for operations, a condition for employment or a condition for airman certification), if
such requirements exist. If no State requirements exist, the operator is expected to designate an
appropriate common operational language for use by flight crew members, as specified in this
provision.

The existence (and application) of a State common language requirement that satisfies the
specifications of this provision relieves the operator of such a designation in operational
documentation.
3.2 Flight Crew Responsibilities

FLT 3.2.1 The Operator shall ensure the PIC is assigned the responsibility for recording the
following information for each flight:
(i) Aircraft registration;
(ii) Date;
(iii) Flight number;
(iv) Flight crew names and duty assignment;
(v) Departure and arrival airports;
(vi) ATD, ATA, flight time. (GM)
Auditor Actions
□ Identified/Assessed assignment of responsibility for PIC to record flight information; definition of
information to be recorded.
□ Observed line flight operations (focus: recording of flight information).
Guidance
The specifications of this provision could be recorded by electronic means (e.g., ACARS) or manually
by PIC or his/her designee.
The specification in item iv) refers to the designation of crew duty assignments as specified in the
AFM or by the operator (e.g. Captain, First Officer, Flight Engineer, Navigator, Radio Operator, Load
Master).
3.3 Flight Crew Qualifications

FLT 3.3.1 The Operator shall specify the composition and required number of flight crew members
taking into account the type of aircraft, flight crew qualification requirements and flight/duty time
limitations. (GM)
Auditor Actions
□ Identified/Assessed requirement/methodology for determining flight crew composition/number
of crew members based on aircraft type/crew qualification/flight-duty time limitations.
□ Examined selected flight crew pairing records (focus: crew composition/number consistent with
aircraft type/qualifications/limitations).
□ Observed flight crew scheduling operations (focus: scheduling complies with defined flight crew
composition/number of flight crew members based on mission factors).
Guidance
The intent of this provision is to ensure flight crews are composed of the flight crew members
appropriate for the aircraft type and planned operation.
As applicable to an operator, crew composition requirements would typically also address the use of
relief pilots and/or augmented crews.

FLT 3.3.2 The Operator shall have guidance and criteria that address the pairing of inexperienced
pilot crew members and ensure scheduling processes prevent inexperienced pilot flight crew
members, as defined by the Operator or the State, from operating together. (GM)
Auditor Actions
□ Identified/Assessed guidance/criteria that prohibit pairing of inexperienced pilot flight crew
members.
□ Identified/Assessed tracking/scheduling processes that prevent pairing of inexperienced pilot
flight crew members.
□ Examined selected flight crew pairing records (focus: inexperienced flight crew members not
paired together).
□ Observed flight crew scheduling operations (focus: scheduling uses guidance/criteria that
prevent pairing of inexperience flight crew members).
Guidance
The definition of inexperienced pilot flight crew member typically varies depending on the operator or
the State and generally refers to a minimum number of hours in aircraft type after the completion of
initial training/qualification.
The specifications of this provision are intended to preclude two newly trained or inexperienced pilots
from operating together in an aircraft type until they each achieve a level of experience defined by the
operator or the State.
FLT 3.3.3 If the Operator conducts low visibility approaches, the Operator shall define a minimum
level of command experience required for a pilot to be authorized to conduct such approaches as
PIC to approved Operator minima. (GM)
Auditor Actions
□ Identified/Assessed defined minimum level(s) of command experience required for PIC to be
authorized to conduct low visibility approaches to approved minima.
□ Examined OM guidance/procedures (focus: defined PIC minimum level of command experience
to conduct low visibility approaches to approved minima).
□ Examined selected flight crew training/qualification records (focus: low visibility approach
authorization based on experience level).
Guidance
For those flight crew members qualified as PIC on aircraft types equipped for low visibility
approaches, the specification for a minimum level of command experience may be replaced by a
State-approved or State-accepted training program on low visibility operations conducted in a
simulator suitable for the purpose.
FLT 3.3.4 The Operator shall ensure flight crew members will not operate an aircraft unless issued
a medical assessment in accordance with requirements of the State; such assessment shall not be
valid for a period greater than 12 months. (GM)
Auditor Actions
□ Identified/Assessed requirement for flight crew members to have valid medical assessment in
accordance with requirements of the State, maximum 12 months validity.
□ Identified/Assessed tracking/scheduling processes that prevent flight crew members from
assignment to flight duty without valid medical assessment.

□ Examined selected flight crew training/qualification records (focus: existence of valid medical
assessment).
□ Observed flight crew scheduling operations (focus: scheduling tracks/accounts for valid flight
crew member medical assessment).
Guidance
Requirements of the State and/or an applicable authority that are associated with medical
classifications, aircraft types, flight crew positions and/or licensing could require a more restrictive
assessment interval than specified in this provision. An applicable authority is one that has
jurisdiction over international operations conducted by an operator over the high seas or the territory
of a state that is other than the State of the Operator.
FLT 3.3.5 If the Operator conducts international flight operations, the Operator shall ensure either
of the following apply to flight crew members that operate such flights:
(i) The Operator has a method to prevent such crew members from acting as a pilot after
having attained their 65th birthday, or
(ii) Where laws or regulations of the State do not permit maximum age limits, the Operator has
a method, which is acceptable to the State and other applicable states, for making a
determination that pilot flight crew members are no longer permitted to exercise the
privileges of their pilot license in international operations for the operator. (GM)
Auditor Actions
□ Identified/Assessed requirements/restrictions applicable to use of pilot flight crew members that
have attained 65 years of age.
□ Identified/Assessed tracking/scheduling processes that ensure assignments of PIC and crew
pairing for international flights are in accordance with age limitations/restrictions.
□ Examined selected flight crew training/qualification records (focus: retention of age
imitations/restrictions).
□ Observed flight crew scheduling operations (focus: scheduling accounts for/complies with
age/other restrictions that prohibit assignment of flight crew member as pilot in international flight
operations).
Guidance
The intent of this provision is to address pilot flight crew member duty assignments for international
operations when the flight crew includes at least one pilot that has attained 65 years of age.
The specifications of this provision refer to the maximum age(s), as specified by an operator or the
Authority, beyond which pilot privileges are curtailed or cancelled. Such curtailment or cancellation of
privileges is generally associated with flight crew member position and/or flight crew composition.
The specifications in item ii) refer to operators that are subject to laws or regulations of the State that
preclude the specification of maximum age limits for flight crew members to exercise the full
privileges of their pilot license in operations for the operator.
The specifications of this provision may be satisfied by an operator's process for tracking pilot flight
crew member age, if age requirements or limits are specified by the operator or Authority. Such
tracking might be necessary to conform to State requirements when a pilot crew member changes
position or reaches a mandatory age limit.

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

of recent experience is acceptable to the State and applicable authorities, and the PIC or SIC, as
applicable, is required to operate the flight controls in order to satisfy recency-of-experience
requirements.
Item v) specifies that a flight crew member whose recency has lapsed for any reason becomes
unqualified, and must be re-qualified by the operator. The requalification program for such a flight
crewmember need not specify the same number of takeoffs and landings as the recency
requirements.
Applicable authorities include those authorities that have jurisdiction over international operations
conducted by an operator over the high seas or the territory of a state that is other than the State of
the Operator.
FLT 3.3.9 The Operator shall have a process to ensure each pilot, prior to being used as a PIC in
operations, is currently qualified for operations into airports of intended landing in areas, on routes or
route segments to be used in operations for the Operator. If an instrument approach is required into
an airport for which the PIC has not made an actual approach, the PIC shall be accompanied by a
pilot flight crew member or pilot observer on the flight deck who is qualified for the airport unless any
of the following conditions exist:
(i) The approach to the airport is not over difficult terrain and the instrument approach
procedures and aids available are similar to those with which the pilot is familiar, and the
normal operating minima are adjusted by a process that adds a margin of safety that is
approved or accepted by the State, or there is reasonable certainty that the approach and
landing can be made in visual meteorological conditions, or
(ii) Descent from the initial approach altitude to landing at the airport can be made by day in
VMC, or
(iii) The operator qualifies the PIC to land at the airport by means of a pictorial representation
approved or accepted the Authority, or
(iv) The airport is adjacent to another airport at which the PIC is currently qualified to land. (GM)
Auditor Actions
□ Identified/Assessed tracking/scheduling processes for ensuring PICs will meet qualification
requirements for airports/areas/routes to be used in operations.
□ Examined OM guidance/procedures (focus: definition of crew member qualification criteria for
operations into airports/areas/routes used in operations).
□ Observed flight crew scheduling operations (focus: scheduling accounts for PIC qualification on
intended routes/airports).

Guidance
The specification in item i) may be satisfied by a process, approved or accepted by the State, that:
• Identifies instrument approach procedures that require the application of margins to
operating minima;
• Specifies the operating margin to be applied.
The specification in item iii) may be satisfied by any pictorial representation approved or accepted for
the purpose by the Authority, such as an instrument approach plate or chart.
addresses special areas, routes, route segments and special airports.
FLT 3.3.10 The Operator shall have a process to ensure a pilot is not utilized as a PIC in
operations that require the application of special skills or knowledge within areas, on routes over
difficult terrain and/or into special airports, as designated by the State or by the Operator, unless,
within the preceding 12 months, that pilot has either:
(i) Made at least one trip as a pilot flight crew member, line check airman or observer on the
flight deck on a route in close proximity and over similar terrain within the specified area(s),
on the specified route and/or into the special airport, as applicable, or
(ii) Fulfilled special line qualification requirements in accordance with FLT 2.4.1. (GM)
Auditor Actions
□ Identified/Assessed tracking/scheduling processes that prevent PICs from flight duty
assignment into airports/areas and on routes/route segments that require special
skills/knowledge, unless qualification requirements have been satisfied.
□ Examined OM guidance/procedures (focus: definition of PIC qualification criteria for operations
into airports/areas/routes that require special knowledge/skills).
□ Observed flight crew scheduling operations (focus: scheduling tracks/accounts for PIC
qualification for routes/airports that require special knowledge/skills).
Guidance
Special airport and/or route/area re-qualification (if applicable) could take the form of pictorial review,
simulator training, line check airmen briefing or operation into the airport accompanied by a line
check airman.
The intent of this provision is to ensure the PIC has a level of knowledge of terrain, minimum safe
altitudes, seasonal meteorological conditions, communication and air traffic facilities, services and
procedures, search and rescue services and navigational facilities and procedures, including any
long-range navigation procedures, required for safe operations.
addresses special areas, routes route segments and special airports.
3.4 Flight Crew Scheduling

FLT 3.4.1 The Operator shall have a means to ensure flight crew members are qualified and
current prior to accepting and/or being assigned to duty. Such means shall consist of:
(i) A requirement that prohibits flight crew members from operating an aircraft if not qualified for
duty in accordance with requirements contained in Table 2.3;
(ii) A scheduling process that ensures flight crew members, prior to being assigned to duty, are
qualified and current in accordance with the applicable flight crew qualification requirements
contained in Table 2.3 and, if applicable, additional requirements of the State. (GM)

Auditor Actions
□ Identified/Assessed tracking/scheduling processes that prevent flight crew members from flight
duty assignment unless currently qualified in accordance with Table 2.3 or other applicable
requirements of the State.
□ Examined process for determining additional flight crew qualification requirements of the State.
□ Examined selected flight crew duty assignment records (focus: satisfaction of applicable
qualification requirements).
□ Observed flight crew scheduling operations (focus: scheduling requires flight crew member
qualification in accordance with Table 2.3 and requirements of State).
Guidance
The intent of this provision is to ensure flight crew member requirements and related scheduling
processes preclude operation of an aircraft by a flight crew member that is not qualified and current in
accordance with the specifications of the provision.
FLT 3.4.2 The Operator shall have a scheduling policy that ensures flight crew members, prior to
being assigned to duty, will not be adversely affected by factors that could impair human
performance, to include, as a minimum:
(i) Pregnancy;
(ii) Illness, surgery or use of medication(s);
(iii) Blood donation;
(iv) Deep underwater diving;
(v) Fatigue whether occurring in one flight, successive flights or accumulated over a period of
time. (GM)
Auditor Actions
□ Identified/Assessed scheduling policy/process that takes into account factors that could impair
flight crew human performance prior to flight duty assignment.
□ Examined OM guidance/procedures (focus: definition of factors that impair flight crew human
performance).
□ Examined selected flight crew duty assignment records (focus: examples of application of
human performance factors).
□ Observed flight crew scheduling operations (focus: scheduling accounts for human factors that
could affect crew member performance).
Guidance
The intent of this provision is to ensure an operator's policies address flight crew member “fitness for
duty.” Such policies typically assign the responsibility to the flight crew member to report and remain
“fit for duty” in accordance with the list of specifications in this provision.
FLT 3.4.3A The Operator shall have a methodology for the purpose of managing fatigue-related
safety risks to ensure fatigue occurring in one flight, successive flights or accumulated over a period
of time does not impair a flight crew member's alertness and ability to safely operate an aircraft or
perform safety-related duties. Such methodology shall consist of:
(i) Flight time, flight duty period, duty period and rest period limitations that are in accordance
with the applicable prescriptive fatigue management regulations of the State, and/or
(ii) If applicable, the Operator's Fatigue Risk Management System (FRMS) approved or
accepted by the State and established in accordance with FLT 3.4.3B. (GM)

Auditor Actions
□ Identified/Assessed requirements/methodology for flight crew fatigue management in
accordance with regulations of State and/or an FRMS.
□ Identified/Assessed FRMS (if applicable): approved/accepted by State, incorporates elements
as specified in FLT 3.4.3B.
□ Identified/Assessed tracking/scheduling processes that take into account flight time/flight duty
period/duty period/rest period limitations in the flight duty assignment of flight crew members.
□ Examined selected flight crew duty assignment records (focus: examples of application of flight
crew fatigue management limitations).
□ Observed flight crew scheduling operations (focus: scheduling includes management of fatigue-
related safety risk).
Guidance
Refer to the IRM for the definitions of Fatigue and Fatigue Risk Management System (FRMS).
The intent of this provision is to ensure an operator establishes a methodology for the management
of crew member fatigue in a manner that:
• Is based upon scientific principles and knowledge;
• Is consistent with the prescriptive fatigue management and/or FRMS regulations of the State;
• Precludes fatigue from endangering safety of the flight.
Where authorized by the State, the operator may use a Fatigue Risk Management System (FRMS) in
accordance with FLT 3.4.3B alone or in combination with prescriptive flight time, flight duty period,
duty period and rest period limitations as the means for managing fatigue-related risks.
Guidance for the implementation of an FRMS is contained in the IATA/ICAO/IFALPA Fatigue
Management Guide for Airline Operators, 2nd Edition, 2015, and, as applicable, other reference
documents approved or accepted by the State for the purpose of FRMS implementation (e.g. FAA,
AC 120-103A–Fatigue Risk Management Systems for Aviation Safety).
FLT 3.4.3B If the Operator utilizes an FRMS to manage flight crew fatigue-related safety risks, the
Operator shall incorporate scientific principles and knowledge within the FRMS, comply with any
applicable requirements for managing flight crew fatigue as established by the State or Authority and,
as a minimum:
(i) Define and document the FRMS policy;
(ii) Incorporate risk management processes for fatigue hazard identification, risk assessment
and, if required, mitigation;
(iii) Develop and maintain effective FRMS safety assurance processes;
(iv) Establish and implement effective FRMS promotion processes. (GM)
Auditor Actions
□ Identified/Assessed FRMS policy/components/elements, compliance with fatigue risk
management requirements of State/Authority.
□ Identified/Assessed FRMS processes for flight crew fatigue risk management data
collection/analysis/hazard identification, safety risk assessment, safety risk mitigation/control.
□ Interviewed selected personnel that perform flight crew fatigue safety risk management
functions.
□ Examined selected examples of fatigue risk management (focus: hazard identified, risk
mitigation action implemented).

□ Observed flight crew scheduling operations (focus: scheduling includes management of fatigue-
related safety risk in accordance with an approved FRMS).
Guidance
The intent of this provision is to ensure fatigue occurring either in one flight, successive flights or
accumulated over a period of time does not impair a crew member's alertness and ability to safely
operate an aircraft or perform safety-related duties.
Where authorized by the State, the operator may use an FRMS as a means to determine that
variations from prescriptive fatigue management policies demonstrate an acceptable level of safety.
Guidance for the implementation of an FRMS is contained in the IATA/ICAO/IFALPA Fatigue
Management Guide for Operators, 2nd Edition, 2015, and, as applicable, other reference documents
approved or accepted by the State for the purpose of FRMS implementation (e.g. FAA, AC
120-103A–Fatigue Risk Management Systems for Aviation Safety).
The applicability of this provision is limited to those operations wherein fatigue is managed in
accordance with the FRMS as defined in the operator's FRMS documentation. It is important to note,
however, that an FRMS may be used alone or in combination with prescriptive flight time, flight duty
period, duty period and rest period limitations as the means for managing fatigue related risks.
The components of an effective FRMS as specified in this provision are described in the following
table.
FRMS Component Item Description

FRMS policy and (i) Policy:
documentation • Defines FRMS Terms of Reference
• Identifies scope of FRMS operations
• Identifies FRMS elements
• Reflects shared responsibility
• States safety objectives
• Declares management commitment
• Identifies lines of accountability
Documentation:
• Policy and objectives
• Processes and procedures
• Accountabilities, responsibilities and authorities
• Mechanism for involvement of all stakeholders
• FRMS training records
• Planned and actual times worked
• Outputs (findings, recommendations, actions)
Fatigue risk management (ii) • Fatigue hazard identification
processes • Safety risk(s) assessment
• Safety risk(s) mitigation
FRMS safety assurance (iii) • FRMS performance monitoring
processes • Operational and organizational change
management
• Continual FRMS improvement


FRMS promotion processes (iv) • Training programs (for management, flight and
cabin crew, and all other involved personnel
under the FRMS)
• Communication plan (explains FRMS policies,
procedures and responsibilities to all relevant
stakeholders and also describes communication
channels)
FLT 3.4.3C If the Operator utilizes an FRMS to manage flight crew fatigue-related safety risks, the
Operator should ensure the organizational activities specified in FLT 3.4.3B related to the
management of flight crew fatigue-related risks are integrated with the Operator's organizational
safety management system (SMS) as specified in ORG 1.1.10. (GM)
Auditor Actions
□ Identified/Assessed integration of FRMS elements in organizational SMS.
□ Interviewed selected personnel that perform flight crew fatigue safety risk management
functions.
□ Examined selected examples of flight crew fatigue-related hazards addressed/analyzed under
organization-wide safety risk assessment/mitigation program.
□ Other Action (Specify).
Guidance
The intent of this provision is to ensure the “tactical” organizational activities specified in FLT 3.4.3B
interface with organizational safety risk management activities. This includes interfaces with SMS
and Quality systems to ensure operational systems and processes are subjected to the
organization's overarching safety and quality assurance processes.
Guidance for the integration of FRMS and SMS is described in the IATA/ICAO/IFALPA Fatigue Risk
Management System (FRMS) Implementation Guide for Operators, 1st Edition, July 2011.
FLT 3.4.4 The Operator shall consider the following as duty time for the purposes of determining
required rest periods and calculating duty time limitations for operating flight crew members:
(i) Entire duration of the flight;
(ii) Pre-operating deadhead time;
(iii) Training periods prior to a flight;
(iv) Administrative or office time prior to a flight (for flight crew members that serve in a
management function);
(v) If required by the State, flight time accrued by flight crew members in operations other than
those of the Operator. (GM)
Auditor Actions
□ Identified/Assessed requirements/criteria used for determination of required rest
periods/calculation of duty time limitations for operating flight crew members.
□ Identified/Assessed processes used to track flight crew compliance with duty time/rest period
limitations.
□ Examined selected flight crew duty assignment records (focus: application of duty time/rest
period limitations).
□ Observed flight crew scheduling operations (focus: scheduling uses defined criteria for
determining required flight crew rest periods/calculating duty time limitations.

Guidance
Refer to the IRM for the definition of Deadheading.
The intent of this provision is to ensure an operator considers non-flight duty time, or flight time
accrued in operations other than those of the operator, that is likely to induce fatigue into the
calculation of duty time limitations and the determination of required rest periods.
FLT 3.4.6 If the Operator utilizes flight crew members that are concurrently qualified to operate
aircraft of different types, or operate variants within one type, and the State specifies unique training
and/or recency requirements for such flight crew members to remain concurrently qualified, the
Operator shall have a scheduling process that addresses such unique requirements, to include, as a
minimum:
(i) Required differences training (between type or variants);
(ii) Recency of experience necessary to maintain currency on all types or variants. (GM)
Auditor Actions
□ Identified/Assessed scheduling processes that address flight crew members concurrently
qualified to operate aircraft of different types/variants within one type.
□ Interviewed flight crew scheduling personnel.
□ Examined requirements/criteria applicable to concurrently qualified flight crew members (focus:
differences training, recency of experience).
Guidance
The intent of this provision is to ensure scheduling processes address the unique State requirements
(e.g. recency on each type or variant, or training on each type or variant), if any, that are necessary
for flight crew members to remain concurrently qualified to operate multiple types or variants within
type.
The determination of variant within type is within the domain of the State as part of flight crew
licensing
3.5 Flight Preparation

FLT 3.5.1 The Operator shall have procedures that describe flight crew member duties and
responsibilities for flight preparation and ensure flight crew members, prior to the commencement of
each flight, complete a review of:
(i) The Aircraft Technical Log (ATL) and the MEL/CDL;
(ii) The OFP;
(iii) Weather information to include en route and departure, destination and alternate airports;
(iv) NOTAMS;
(v) Aircraft performance;
(vi) Aircraft weight/mass and balance. (GM)
Auditor Actions
□ Identified/Assessed OM guidance/procedures for flight crew preflight preparation (focus:
description of duties/responsibilities; definition of information required to be reviewed).
□ Observed line flight operations (focus: preflight preparation duties/responsibilities).

Guidance
Refer to the IRM for the definition of Aircraft Technical Log (ATL).
FLT 3.5.2 If the Operator utilizes aircraft with electronic navigation data capabilities, the Operator
shall have guidance and procedures for flight crew members to ensure the validity of any electronic
navigation database installed into aircraft navigation equipment. (GM)
Auditor Actions
□ Identified/Assessed OM guidance/procedures for flight crew preflight of aircraft navigation
equipment (focus: validation of any installed navigation databases; definition of validation
criteria).
□ Observed line flight operations (focus: flight crew preflight navigation database validation).
Guidance
Where more than one database is available for use in the aircraft navigation system, an operator can
ensure database validity by providing guidance for the flight crew to select the new database for use
prior to the first flight on the effective date for the new database.
The operator may provide relief in the MEL, permitting flight crew use of a non-current database for a
specified period of time due to database errors or faults.
FLT 3.5.3 If the Operator utilizes electronic flight bag (EFB) devices or systems, the Operator
should have guidance and procedures for flight crew members that address each EFB and the
operations conducted. Such guidance and procedures should address as a minimum:
(i) EFB use during normal and abnormal operations;
(ii) Database currency;
(iii) Operating limitations;
(iv) The remediation of EFB defects and/or errors including MEL processing if applicable;
(v) EFB failures. (GM)
Auditor Actions
□ Identified/Assessed OM guidance/procedures for flight crew use of EFB systems/devices
(focus: definition of areas/conditions/limitations to be addressed in use of EFB).
□ Observed line flight operations (focus: flight crew use of EFB systems/devices).
Guidance
Refer to the IRM for the definition of Electronic Flight Bag (EFB).
An EFB may be used in conjunction with traditional hardcopy documents or to ultimately replace the
paper material a pilot is required to carry.
The specification in item i) refers to normal and abnormal operating procedures for all applicable
flight operations with EFBs. Such procedures are typically designed to control additional workloads
created by using EFB devices or systems and also specify times at which the flight crew should not
use them.
The specification in item ii) refers specifically to flight crew validation procedures for EFB databases
(e.g., electronic charts, performance data, etc.). Such validation may also apply to the software
required to display informative documents, such as pre-composed, fixed presentations of data
currently in paper format, if such validation is not accomplished by other means or personnel. The
management and control of such information by the organization, however, is in accordance with
FLT 1.6.1 to 1.6.5 inclusive. Additionally, the oversight and control of third party software is in
accordance with FLT 1.11.3.

The specification in item iii) refers to limitations regarding the use of an EFB. For example, where the
EFB is used for aircraft performance calculations such limitations would typically require procedures
for flight crew members to independently verify input data and crosscheck calculations in a manner
that provides sufficient opportunities for errors to be detected.
The specification in item iv) refers to the procedures for identifying and correcting defects and/or
errors in EFB software or hardware. Such procedures may or may not require processing in
accordance with the MEL depending on the class of EFB in use by the operator and approved by the
Authority.
The specifications in item v) refer to contingency procedures should an EFB or combination of EFBs
lose specific functionality or become unusable.
3.6 Route and Airport Planning

FLT 3.6.2 The Operator shall have guidance that enables the flight crew to determine if airports of
intended use meet operational requirements, to include:
(i) Applicable performance requirements;
(ii) Runway characteristics;
(iii) Air Traffic Services and associated communications;
(iv) Navigation aids and lighting;
(v) Weather reporting;
(vi) Emergency services. (GM)
Auditor Actions
□ Identified/Assessed OM guidance that specifies operational requirements for airports of
intended use (focus: availability to flight crew; instructions for information in operations).
□ Observed line flight operations (focus: determination of airport operational requirements).
Guidance
Refer to the IRM for the definition of Air Traffic Services.
FLT 3.6.3 The Operator shall have guidance that enables the flight crew to determine operating
minima for airports of intended use. (GM)
Auditor Actions
□ Identified/Assessed OM guidance that specifies operating minima for airports of intended use
(focus: availability to flight crew; instructions for use of information in operations.
□ Observed line flight and flight simulator operations (focus: determination of airport operating
minima).

Guidance
Operating minima refer to the limits of usability of an airport for takeoff or landing expressed in terms
of RVR, visibility, cloud condition or decision altitude/height. Operating minima could be affected by
aircraft equipment, flight crew qualifications and airport facilities/environment.
The specification of this provision only refers to the determination of minima related to airport
facilities/environment.
The specification of this provision also applies to the modification of takeoff and approach minima to
allow for airport equipment outages. Examples of airport equipment outages include: runway edge
lights inoperative, center line lights inoperative, etc.
Airports of intended use include: departure alternate, en route alternate, destination and destination
alternate.
FLT 3.6.4 The Operator shall have guidance that enables the flight crew to determine Runway
Visual Range (RVR) requirements for runways of intended use, to include, as a minimum:
(i) Requirement for the availability of RVR reporting in order for CAT II and CAT III approach
and landing operations to be authorized;
(ii) Required minimum RVR values for takeoff and authorized approaches;
(iii) Required minimum RVR values that consider inoperative approach/runway lighting,
inoperative transmissometers or inadequate visual reference. (GM)
Auditor Actions
□ Identified/Assessed OM guidance that specifies takeoff/landing runway visual range (RVR)
requirements/associated limitations for runways of intended use (focus: availability to flight crew;
instructions for use of information in operations).
□ Observed line flight and flight simulator operations (focus: determination of airport RVR
requirements/associated limitations).
Guidance
The means of RVR measurement typically varies depending on the State.
The specification in item iii) may be satisfied by a corrections table or manual corrections for
inoperative equipment applied to published minima.
FLT 3.6.5 The Operator should have guidance that ensures approach and landing operations are
not authorized when the prevailing visibility is below 800 meters or the Converted Meteorological
Visibility (CMV) is below 800 RVR unless RVR reporting is available for the runway of intended
use. (GM)
Auditor Actions
□ Identified/Assessed OM guidance that requires RVR reporting for approach/landing operations
when prevailing visibility is below 800 meters/CMV below 800 RVR (focus: availability of
guidance to flight crew; statement of prohibition).
□ Observed line flight and flight simulator operations (focus: determination of approach/landing
RVR requirements).
Guidance
Refer to the IRM for the definition of Converted Meteorological Visibility (CMV).
The intent of this provision is to ensure:
• A conversion of meteorological visibility to RVR (CMV) is not used to establish any required
approach and landing RVR minimum less than 800 meters;

• RVR reporting is required for approach and landing operations to be conducted with any
RVR minima less than 800 meters.
3.7 Fuel, Weight/Mass and Balance, Flight Plans

FLT 3.7.1 The Operator shall have a fuel policy and guidance that enables the flight crew to
determine the minimum dispatch/departure fuel for each phase of flight in accordance with
DSP 4.3.1. (GM)
Auditor Actions
□ Identified/Assessed policy/OM guidance that requires flight crew to determine minimum
dispatch/departure fuel. (focus: availability to flight crew; minimum dispatch/departure fuel
includes fuel for phases of flight specified in DSP 4.3.3).
□ Observed line flight and flight simulator operations (focus: determination of minimum
dispatch/departure fuel).
Guidance
DSP 4.3.1 specifies the fuel categories that are typically used when defining regulatory and/or
operational requirements during the flight planning process and on the OFP.
Individual aircraft fuel consumption, MEL/CDL adjustments, anticipated operational constraints
(weather, de-icing, slots, etc.) are all factors normally to be considered in calculating minimum
dispatch/departure fuel required.
Fuel calculations are typically made by a flight crew member, a Flight Operations Officer/Flight
Dispatcher, or both.
FLT 3.7.2 The Operator shall delegate the authority to the PIC to ensure:
(i) A flight is not commenced unless the usable fuel required in accordance with DSP 4.3.1 is
on board the aircraft and is sufficient to complete the planned flight safely;
(ii) If fuel is consumed during a flight for purposes other than originally intended during pre-flight
planning, such flight is not continued without a re-analysis and, if applicable, adjustment of
the planned operation to ensure sufficient fuel remains to complete the flight safely. (GM)
Auditor Actions
□ Identified/Assessed OM requirement for PIC to ensure required safe usable fuel on board prior
to flight (focus: delegation of authority to PIC; instructions for determination of safe usable fuel).
□ Observed line flight operations (focus: determination of usable safe fuel prior to flight).
Guidance
Refer to the IRM for the definition of Discretionary Fuel.
The intent of this provision is for the PIC to have the authority to ensure sufficient fuel is on board the
aircraft to commence or continue the planned flight safely, and to be able to authorize the loading of
Discretionary Fuel if such fuel is required for the safe conduct of the flight and will not cause
operating limits to be exceeded.
In a shared system of operational control, the PIC and the Flight Dispatcher/Flight Operations Officer
share the responsibility to ensure operating limitations are not exceeded and sufficient fuel is on
board to commence or continue the planned flight safely.
The extent of the re-analysis or adjustment specified in item ii) is commensurate with the scope and
complexity of the planned operation.

FLT 3.7.3 The Operator shall have guidance that enables the flight crew to prepare and/or accept a
loadsheet with accurate aircraft weight/mass and balance calculations for each flight. Such guidance
shall:
(i) Assign responsibility to the PIC for ensuring the loadsheet content is satisfactory prior to
each flight;
(ii) Incorporate flight crew procedures for preparing or accepting last minute changes (LMC) to
the loadsheet, to include guidance for the maximum allowable difference between planned
and actual weights.
Auditor Actions
□ Identified/Assessed OM guidance/procedures for PIC/flight crew preparation/acceptance of
loadsheet (focus: instructions for determination of accurate loadsheet, preparing/accepting
LMCs, maximum allowable difference between planned/actual weights).
□ Observed line flight operations (focus: flight crew preparation/acceptance of accurate
loadsheet).
FLT 3.7.5 The Operator shall have a description of the Air Traffic Services (ATS) Flight Plan, as
well as guidance and instructions for its use, that is accessible to the flight crew during flight
preparation and in flight. (GM).
Auditor Actions
□ Identified/Assessed OM description/guidance for preflight use of ATS flight plan (focus:
availability to flight crew; instructions for use of ATS flight plan in preflight preparation).
□ Observed line flight operations (focus: accessibility/use of ATS flight plan during flight
preparation).
Guidance
Refer to the IRM for the definition of Air Traffic Services (ATS).
FLT 3.7.6 The Operator shall ensure an Operational Flight Plan (OFP) or equivalent document is
available for the flight crew during flight preparation and accessible to the flight crew during flight.
Auditor Actions
□ Identified/Assessed requirements for availability/accessibility/use of OFP or equivalent
document (focus: availability/accessibility to flight crew prior to/during flight).
□ Observed line flight and flight simulator operations (focus: accessibility/use of OFP during flight
preparation and flight).
FLT 3.7.7 The Operator shall ensure the OFP or equivalent document is accepted and signed,
using either manuscript or an approved electronic method, by the PIC during flight preparation. (GM)
Auditor Actions
□ Identified/Assessed OM guidance/procedures for PIC preflight acceptance of OFP (focus:
instructions for PIC acceptance; requirement for signature/approved electronic method of
acceptance).
□ Observed line flight operations (focus: acceptance of OFP during flight preparation).

□ Examined selected OFP records.

Guidance
In a shared system of operational control, the signatures of both the PIC and the FOO are required
on the OFP or equivalent document (e.g. dispatch release).
FLT 3.7.8 The Operator shall have guidance that enables the flight crew to identify appropriate en
route alternate airports.
Auditor Actions
□ Identified\Examined OM guidance/procedures for flight crew identification of en route alternate
airports (focus: availability to flight crew; instructions for identifying en route alternate airports).
□ Observed line flight operations (focus: identification of en route alternate airports).
FLT 3.7.9 If the Operator conducts isolated airport operations, the Operator shall have guidance
and instructions for the flight crew to:
(i) Practically calculate or determine a point of safe return (PSR) for each flight into an isolated
airport;
(ii) Ensure the flight does not continue past the actual PSR unless a current assessment of
meteorological conditions, traffic, and other operational conditions indicate that a safe
landing can be made at the estimated time of use. (GM) ▲
▲ An operator may conform to FLT 3.7.9 through Active Implementation as long as the
implementation Action Plan (IAP) projects conformance on or before 31 August 2018.
Auditor Actions
□ Identified aircraft fleets used in isolated aerodrome operations.
□ Identified/Assessed OM guidance/procedures for flight crew calculation/consideration of PSR
for isolated airport operations (focus: instructions for calculation/re-calculation of PSR; definition
of conditions that permit continuation beyond PSR).
□ Identified/Assessed Active Implementation plan (if applicable).
□ Observed line flight operations (focus: calculation/use of PSR).
Guidance
Refer to the IRM for the definitions of Isolated Airport and Point of Safe Return (PSR).
This provision, in combination with the fuel carriage requirements of DSP 4.3.11, is intended to
mitigate some of the risks associated with operations to isolated airports that preclude the selection
and specification of a destination alternate.
A PSR is the point of last possible diversion to an en route alternate. While this point can be
calculated and specified on the OFP during the flight planning stage in accordance with DSP 4.1.7,
such a calculation does not typically take into account discretionary fuel or the real time changes in
fuel consumption that will occur after departure. These factors typically result in an actual PSR that
will be reached later in the flight than the point originally calculated on the OFP.
In order to conform to item i), an operator would provide practical instructions for the flight crew to re-
calculate the position of the PSR while en route. These instructions usually involve using a fuel
plotting chart or the calculating capabilities of the Flight Management System (FMS). Alternatively,
the position of the actual PSR can be re-calculated by operational control personnel and relayed to
the en route aircraft, which also satisfies the specification in item i).

A PSR may coincide with the Final Decision Point used in Decision Point Planning or the Pre-
determined Point used in Pre-determined Point planning.
Guidance on flight planning methods including planning operations to isolated airports and guidance
related to the determination of a PSR is contained in the ICAO Flight Planning and Fuel Management
Manual (Doc 9976).
3.8 Aircraft Preflight and Airworthiness

FLT 3.8.1 The Operator shall have guidance and procedures that describe flight crew duties and
responsibilities for the use and/or application of the ATL, MEL and CDL. Such guidance and
procedures shall be included in the OM or in other documents that are available to the flight crew
during flight preparation and accessible to the flight crew during flight, and shall address, as a
minimum, PIC responsibilities for:
(i) Determining the airworthiness status of the aircraft;
(ii) Ensuring, for each flight, a description of known or suspected defects that affect the
operation of the aircraft is recorded in the ATL;
(iii) Precluding a flight from departing until any defect affecting airworthiness is processed in
accordance with the MEL/CDL. (GM)
Auditor Actions
□ Identified/Assessed OM guidance/procedures for flight crew use of ATL/MEL/CDL (focus:
availability/accessibility to flight crew prior to/during flight; instructions for use of ATL/MEL/CDL,
application of limitations).
□ Observed line flight operations (focus: use/application of ATL/MEL/CDL).
Guidance
The intent of this provision is for the operator to have guidance that ensures the proper use and
application of the ATL, MEL and CDL. Such guidance typically addresses:
• Flight crew responsibilities related to a review of the ATL and the application of the
MEL/CDL;
• Instructions for when to reference the MEL/CDL regarding a malfunctioning system or
component;
• Instructions for the completion of log book entries that ensure defects are properly recorded
for the purpose of remediation and processing in accordance with the MEL/CDL, as
applicable;
• If applicable, the fault identification codes, trouble codes or other entries that ensure defects
are appropriately identified, categorized and tracked for the purposes of remediation and/or
to identify chronic or repetitive unserviceable items;
• Flight crew responsibilities related to the repetitive system or component checks that are
required to conform to the MEL (e.g. verifying a redundant system is operable in the case of
a single system failure);
• Any additional guidance necessary to ensure the ATL, MEL and CDL are used and applied in
accordance with operator requirements.
The specifications of this provision also apply to equivalents for the MEL and CDL.
FLT 3.8.2 The Operator shall have guidance that is published in the OM or other document(s) and
is available to the flight crew to ensure information entered in the ATL:
(i) Is up to date;
(ii) Legible;
(iii) Cannot be erased;

(iv) Is correctable in the case of an error provided each correction is identifiable and errors
remain legible.
Auditor Actions
□ Identified/Assessed OM guidance/procedures for use of ATL by flight crew (focus: availability to
flight crew; instructions for entering information in ATL).
□ Observed line flight operations (focus: use of ATL).
FLT 3.8.3 The Operator shall assign the PIC the authority to reject an aircraft prior to departure
of a flight if dissatisfied with any aspect of the airworthiness and/or maintenance status of the
aircraft. (GM)
Auditor Actions
□ Identified/Assessed OM guidance/procedures for acceptance/rejection of aircraft based on
airworthiness assessment (focus: delegation of authority to PIC; instructions for assessment of
airworthiness).
□ Observed line flight operations (focus: use of ATL).
Guidance
The intent of this provision is to ensure that PIC acceptance of an aircraft is based on a review of the
MEL/CDL, ATL and/or any other operator or State-approved sources of technical information
attesting to the mechanical state of the aircraft.
FLT 3.8.6 The Operator shall ensure, prior to each flight, an exterior aircraft inspection (walk-
around) is performed by a member of the flight crew or delegated to a licensed aircraft maintenance
technician. If delegated, the Operator shall ensure the flight crew is notified prior to flight that the
inspection has been completed.
Auditor Actions
□ Identified/Assessed OM guidance/procedures for aircraft exterior inspection prior to each flight.
(focus: requirement to be conducted by flight crew or delegated to licensed maintenance
technician; requirement for flight crew notification if conducted by maintenance technician).
□ Observed line flight operations (focus: aircraft exterior inspection).
FLT 3.8.7A The Operator shall have guidance, published in the OM or other document(s) available
to the flight crew during flight preparation, that requires an exterior aircraft inspection (walk-around)
that focuses on safety-critical areas of the aircraft and ensures, as a minimum:
(i) Pitot and static ports are not damaged or obstructed;
(ii) Flight controls are not locked or disabled (as applicable, depending on aircraft type);
(iii) Frost, snow or ice is not present on critical surfaces;
(iv) Aircraft structure or structural components are not damaged. (GM)
Auditor Actions
□ Identified/Assessed OM guidance/procedures for aircraft exterior inspection prior to each flight
(focus: instructions for conduct of inspection; definition of safety-critical areas that must be
included).


□ Observed line flight operations (focus: aircraft exterior inspection).
Guidance
If the exterior aircraft inspection is delegated in accordance with FLT 3.8.6, conformity with this
provision would require that guidance is contained in documents accessible to licensed maintenance
technicians.
FLT 3.8.7B The Operator shall have a procedure to ensure the availability, accessibility and
serviceability of aircraft flight deck systems and emergency equipment. Such procedure shall include
a preflight inspection of systems and equipment, which, as a minimum, is conducted by the flight
crew prior to the first flight:
(i) Of the flight crew on an aircraft during a duty period;
(ii) On an aircraft after it has been left unattended by the flight crew for any period of time. (GM)
Note: The specifications of this provision are applicable to commercial and/or non-commercial
operations.
Auditor Actions
□ Identified/Assessed OM guidance/procedures for flight crew preflight inspection of flight deck
emergency systems/equipment (focus: instructions for conduct of inspection; definition of
emergency systems/equipment to be included).
□ Observed line flight operations (focus: flight deck preflight inspection).
Guidance
The intent of this provision is for a preflight inspection of aircraft flight deck systems and emergency
equipment to be accomplished under the circumstances specified.
The period of time specified in item ii) is typically established by the operator and is dependent upon
whether the aircraft was under the direct supervision of personnel appropriately trained to ensure
flight deck systems and emergency equipment remained undisturbed while unattended by the flight
crew.
FLT 3.8.8 If the Operator conducts passenger flights or transports supernumeraries in the
passenger cabin with or without cabin crew, the Operator shall have a procedure to ensure the
availability, accessibility and serviceability of aircraft cabin emergency systems and equipment. Such
procedure shall include a preflight inspection of such systems and equipment, which, as a minimum,
shall be conducted by the flight crew or, if applicable, delegated to the cabin crew prior to the first
flight:
(i) After a new cabin crew or, if no cabin crew is used, a new flight crew has assumed control of
the aircraft cabin;
(ii) After an aircraft has been left unattended by a flight crew or cabin crew for any period of
time. (GM)
operations.
Auditor Actions
□ Identified/Assessed OM guidance/procedure for flight/cabin crew preflight inspection of cabin
emergency systems/equipment (focus: instructions for conduct of inspection; requirement for
systems/equipment to be serviceable and available/accessible to passengers/supernumeraries).

□ Observed line flight operations (focus: cabin preflight inspection).

Guidance
The intent of this provision is for a preflight inspection of cabin emergency systems and equipment to
be accomplished by either the flight crew or cabin crew, as applicable, under the circumstances
specified.
The period of time specified in item ii) is typically established by the operator and is dependent upon
whether or not the aircraft was under the direct supervision of personnel appropriately trained to
ensure aircraft cabin emergency systems and equipment remained undisturbed during the absence
of the flight crew or cabin crew and since the last preflight inspection.
FLT 3.8.9 <AC> If the flight crew is required to conduct a preflight interior inspection of the cargo
compartment and/or supernumerary compartment on cargo aircraft, the Operator shall have
guidance, published in the OM or other document available to the flight crew during the flight
preparation, for the conduct of such inspection to ensure the availability, accessibility and
serviceability of restraint systems and emergency equipment.
operations.
Auditor Actions
□ Identified/Assessed OM guidance/procedures for flight crew preflight inspection of
cargo/supernumerary compartment restraint systems/emergency equipment (focus: instructions
for conduct of inspection; definition of systems/emergency equipment to be inspected).
□ Observed line flight operations (focus: cargo/supernumerary compartment preflight inspection).
□ Examined selected ATL records or other records (of completed cargo compartment and/or
supernumerary compartment).
FLT 3.8.10 If the Operator transports passengers and/or supernumeraries, and does not use a
cabin crew, the Operator shall have procedures to ensure, prior to departure of a flight, passengers
and/or supernumeraries, as applicable, have been briefed and are familiar with the location and use
of safety equipment, to include:
(i) Seat belts;
(ii) Emergency exits;
(iii) Life jackets (individual flotation devices), if required
(iv) Lifesaving rafts, if required
(v) Oxygen masks;
(vi) Emergency equipment for collective use. (GM)
operations.
Auditor Actions
□ Identified/Assessed OM guidance/procedures for preflight briefing for
passengers/supernumeraries; orientation as to location/use of safety equipment (focus:
instructions of conduct of briefing; definition of safety equipment to be addressed/included).
□ Observed line flight operations (focus: preflight briefing/orientation for
passengers/supernumeraries).

Guidance
The briefing related to the specification in item ii) also typically addresses any applicable
requirements and restrictions for personnel seated adjacent to cabin emergency exits.
3.9 Ground Handling

FLT 3.9.2 If the Operator conducts passenger flights, the Operator shall have a process and/or
procedures to ensure a coordinated and expeditious cabin evacuation during aircraft fueling
operations with passengers embarking, on board or disembarking. Such procedures shall require:
(i) Cabin exits are designated for rapid deplaning or emergency evacuation, and routes to such
exits are unobstructed;
(ii) The area outside designated emergency evacuation exits is unobstructed;
(iii) Qualified persons trained in emergency procedures are positioned near aircraft boarding
door(s) or are otherwise in a position to monitor passenger safety and, if required, execute a
cabin evacuation;
(iv) A suitable method of communication is established between qualified persons in a
position to monitor passenger safety and personnel that have responsibility for fueling
operations. (GM)
Auditor Actions
□ Identified/Assessed OM process/procedures for coordinated cabin evacuation during aircraft
fueling operations with passengers embarking/on board/disembarking (focus: description of
required flight crew actions; description of required aircraft system configuration/exterior
conditions/personnel positioning/method of communication).
□ Coordinated with cabin/ground operations (focus: complementary processes/procedures for
cabin evacuation).
□ Observed line flight operations (focus: coordination for potential cabin evacuation).
Guidance
The principal intent of this provision is to ensure an expeditious and coordinated passenger
evacuation regardless of the aircraft type, crew complement or complexity of the fueling operation.
For example, the specifications of the provision could be implemented procedurally and exclusively
by a flight crew supervising the refueling of a small aircraft. Complex air carrier fueling operations, on
the other hand, may call for a process-based approach involving numerous appropriately positioned
and qualified individuals that can collectively ensure conformity with the specifications of the
provision as well as its principal intent.
The specification in item i) refers to the designation of exits for rapid deplaning or emergency
evacuation, which typically considers:
• Aircraft type (e.g. some aircraft types might require the designation of over-wing exits for an
emergency evacuation);
• The method being utilized for passenger boarding and/or deplaning (e.g. boarding bridge, air
stairs);
• Exterior or interior obstructions that might render an exit unusable for an emergency
evacuation.
The specifications in items i) and ii) refer to obstructions that would render an exit or area outside an
exit unusable during an emergency evacuation.
The specification in item iii) refers to the positioning of cabin crew members, or if a cabin crew is not
utilized, other persons trained and qualified to monitor passenger safety and execute a rapid

deplaning or cabin evacuation. Such persons are typically positioned near the boarding door(s) when
a passenger boarding bridge is being utilized or, when a boarding bridge is not in use, in the
location(s) most suitable for monitoring the safety of passengers that are embarking, on board or
disembarking the aircraft. Certain aircraft might be small enough to permit a qualified person to
monitor the safety of passengers embarking, on board or disembarking from outside the aircraft.
The specification in item iv) refers to the procedures for establishing a suitable method of
communication, which may be initiated by any applicable person. Acceptable procedural methods of
initiating and maintaining communication may include one or more of the following:
• The use of the aircraft inter-communication system, or;
• Direct person-to-person contact, or;
• Any other method of communication that ensures the flight crew or other suitably qualified
persons are able to expeditiously direct personnel to discontinue fueling operations for any
reason.
The specification in item iv) may be fulfilled by a flight crew member or other suitably qualified person
when aircraft refueling is conducted or supervised by the flight crew.
FLT 3.9.3 If the Operator conducts passenger flights with or without cabin crew, and transports
passengers that require special handling, the Operator shall have a policy and associated
procedures for the acceptance and onboard handling of such passengers by the flight crew. The
policy and procedures shall be in accordance with applicable regulations and as a minimum address,
as applicable:
(i) Intoxicated and/or abusive passengers;
(ii) Passengers with disabilities or reduced mobility;
(iii) Passengers with injuries or illness;
(iv) Infants and unaccompanied children;
(v) Inadmissible passengers;
(vi) Deportees;
(vii) Passengers in custody. (GM)
Auditor Actions
□ Identified/Assessed OM policy/procedures for passengers that require special handling (focus:
description of flight crew actions; definition of types of passengers that require special handling).
□ Coordinated with cabin/ground operations (focus: complementary policy/procedures for
treatment of special handling passengers).
□ Observed line flight operations (focus: treatment of special handling passengers).
Guidance
The principle intent of this provision is to ensure the appropriate acceptance and onboard handling of
passengers regardless of aircraft type, crew complement or complexity of the operation. An operator
typically provides guidance to the flight crew, commensurate with any assigned responsibilities
relative to passenger handling, to address the acceptance or non-acceptance of passengers
requiring special handling as defined by this provision. Such guidance also typically defines the
conditions necessary to accept or deny boarding to a passenger.
The specifications in items i), v), vi) and vii) might require guidance in the OM that addresses the
proper use of restraint devices, unless such devices are prohibited by the Authority or their use is
impractical due to lack of appropriate crew members.

FLT 3.9.4 If the carriage of weapons on board an aircraft by law enforcement officers and other
authorized persons acting in the performance of their duties is approved by the Operator, State
and/or other applicable authorities, the Operator shall have a procedure to ensure the PIC is notified
prior to the departure of a flight. Such notification shall include:
(i) The number of authorized armed persons on board the aircraft;
(ii) If permitted by the state(s) involved, the location(s) of such persons. (GM)
Auditor Actions
□ Identified/Assessed OM policy/procedures for carriage of weapons by law enforcement/other
persons as approved by State (focus: flight crew duties/responsibilities; requirement for/content
of notification to flight crew).
□ Coordinated with cabin/ground operations (focus: complementary policy/procedures for
notification of onboard weapons).
□ Observed line flight operations (focus: notification of onboard weapons).
Guidance
The term applicable authorities in this provision refers to authorities that have jurisdiction over
international operations conducted by an operator over the high seas or the territory of a state that is
other than the State of the Operator.
FLT 3.9.6 If the Operator conducts flights from any airport when conditions are conducive to
ground aircraft icing, the Operator shall have de-/anti-Icing policies and procedures published in the
OM or in other documents that are available to the flight crew during flight preparation and accessible
to the flight crew during flight. Such policies and procedures shall address any flight crew duties and
responsibilities related to de-/anti-Icing and include:
(i) Holdover Time tables;
(ii) A requirement for a member of the flight crew or qualified ground personnel to perform a
visual check of the wings before takeoff, if any contamination is suspected;
(iii) A requirement that takeoff will not commence unless the critical surfaces are clear of any
deposits that might adversely affect the performance and/or controllability of the aircraft;
(iv) A statement that delegates authority to the PIC to order De-/Anti-icing whenever deemed
necessary. (GM)
operations.
Auditor Actions
□ Identified/Assessed OM policy/procedures for aircraft de-/anti-icing of aircraft (focus:
availability/accessibility to flight crew prior to/during flight; description of flight crew
authority/duties/responsibilities; statement that requires critical surfaces to be clear of ice prior to
takeoff).
□ Observed line flight operations (focus: operations in ground icing conditions; de-/anti-icing
operations).

Guidance
Refer to the IRM for the definitions of De-/Anti-icing Program and Holdover Time.
The intent of this provision is to ensure flight crew members comply with the clean aircraft concept
prior to takeoff anytime there is a potential for the accretion of ice on aircraft critical surfaces during
ground operations.
Refer to GRH 4.2.1 located in ISM Section 6 for specifications and associated guidance related to the
establishment and maintenance of a De-/Anti-icing Program.
Qualified ground personnel specified in item ii) are typically used to perform a visual wing check in
instances when the wings are not visible to the flight crew from the interior of the aircraft (e.g., cargo
aircraft operations).
The surfaces specified in item iii) include: wings, flight controls, engine inlets, fuselage surfaces in
front of engines or other areas defined in the AOM.
FLT 3.9.7 If the Operator does not conduct flights from any airport when conditions are conducive
to ground aircraft icing, the Operator shall have guidance published in the OM or other document that
is available to the flight crew during flight preparation and accessible to the flight crew during flight.
Such guidance shall include:
(i) A description of meteorological and other conditions that are conducive to ground aircraft
icing and/or the formation of ice on aircraft critical surfaces;
(ii) A prohibition from operating an aircraft from any airport when conditions conducive to
ground aircraft icing exist. (GM)
operations.
Auditor Actions
□ Identified/Assessed OM guidance that addresses/prohibits operations in ground icing
conditions (focus: availability/accessibility to flight crew prior to/during flight; description of
conditions conducive to ground aircraft icing; statement that prohibits aircraft operations in
conditions conducive to ground icing).
□ Observed line flight operations (focus: operations in ground icing conditions).
Guidance
The intent of this provision is to preclude flight operations from airports when conditions conducive to
ground aircraft icing exist and there is an absence of de-/anti-icing capability and/or appropriate
policies and procedures that will ensure compliance with the clean aircraft concept prior to takeoff.
FLT 3.9.8 If the Operator transports dangerous goods as cargo, the Operator shall ensure
information and guidance that enable the flight crew to carry out duties and responsibilities related to
the transport of dangerous goods is published or referenced in the OM and included in the onboard
library. Such guidance shall include, as a minimum:
(i) General policies and procedures;
(ii) Duties and responsibilities;
(iii) As applicable, preflight acceptance requirements;
(iv) Flight crew written notification requirements;
(v) Dangerous goods incident and/or emergency response procedures. (GM)

Auditor Actions
□ Identified/Assessed OM guidance/procedures associated with transport of dangerous goods
(focus: included in onboard library; description of flight crew duties/responsibilities;
acceptance/notification requirements).
□ Observed line flight operations (focus: provision/receipt/acknowledgement of onboard
dangerous goods).
Guidance
Refer to the IRM for the definitions of Dangerous Goods Regulations (DGR) and NOTOC
(Notification to Captain).
An operator, in accordance with requirements of the Authority, typically develops flight crew guidance
related to the transport of dangerous goods based on technical information from one or more source
reference documents, to include:
• IATA Dangerous Goods Regulations (DGR);
• ICAO Doc. 9481 AN/928, Emergency Response Guidance for Aircraft Incidents Involving
Dangerous Goods;
• An equivalent dangerous goods manual, dangerous goods emergency response guide or
other reference document approved or accepted by the Authority for the development of
flight crew guidance related to the transportation of dangerous goods by air.
The specification in item iii) refers to procedures and information formulated to assist each applicable
flight crew member in performing or directly supervising the acceptance of dangerous goods for
transport on an aircraft. Such information might include, but not limited to:
• Details and locations of cargo compartments;
• The maximum quantity of dry ice permitted in each compartment;
• If radioactive materials are to be carried, instructions on loading;
• Dangerous goods reporting requirements.
Item iii) is only applicable to flight crew members assigned such responsibilities by the State or the
operator.
The specification in item iv) refers to PIC and/or flight crew duties and responsibilities related to the
acquisition and review of the NOTOC (Notification to Captain).
FLT 3.9.9 If the Operator does not transport dangerous goods as cargo, the Operator shall have
guidance for the flight crew that includes procedures for response to dangerous goods incidents.
Auditor Actions
□ Identified/Assessed OM guidance/procedures that address response to dangerous goods
incidents (focus: description of flight crew duties/responsibilities in the event of dangerous goods
incidents).
□ Examined selected flight crew dangerous goods incident reports.

3.10 Airspace Rules

FLT 3.10.1 The Operator shall require all commercial flights to be conducted under an IFR Flight
Plan and in accordance with an IFR clearance. (GM)
Auditor Actions
□ Identified/Assessed OM requirement for all flights to be conducted under IFR flight plan/in
accordance with IFR clearance (focus: flight crew filing of IFR flight plan, acceptance
of/adherence to IFR clearance).
□ Observed line flight operations (focus: IFR flight plan/clearance; IFR operations).
Guidance
Refer to the IRM for the definition of Instrument Flight Rules (IFR) and Visual Flight Rules (VFR).
The intent of this provision is for an operator to file an IFR flight plan with the appropriate ATS unit
and obtain an IFR clearance in order to ensure its flights are afforded all of the air traffic services
applicable to aircraft operating under IFR within controlled airspace. Such services typically include:
• Maintenance of minimum separation standards;
• Traffic advisory information;
• Terrain or obstruction alerting;
• Low altitude alerting;
• Strategic route planning;
• Automatic flight plan closure at airports with functioning control towers.
The specifications of this provision do not preclude an operator from:
• Operating certain portions of a commercial flight under VFR (visual flight rules) as specified
in FLT 3.10.2 and DSP 3.2.9A;
• Where possible, identifying portions of flights to be flown under VFR, as permissible in
accordance with DSP 3.2.9A, on the ATS flight plan (in lieu of filing a purely IFR Flight Plan);
• Operating non-commercial flights (e.g. maintenance, repositioning flights) under VFR.
FLT 3.10.2 If the Operator is authorized to conduct certain portions of a commercial flight under
VFR, the Operator shall have a policy and procedures that describe how an IFR clearance is to be
obtained (departures) and/or cancelled (arrivals). (GM)
Auditor Actions
□ Identified authorization for portions of flights to be conducted under VFR.
□ Identified/Assessed OM policy/procedures/limitations for portions of flights to be conducted
under VFR (focus: operating under VFR for portion of flight; obtaining/cancelling IFR flight plan).
□ Observed line flight operations (focus: partial VFR operations; obtaining/cancelling IFR flight
plan).
Guidance
The intent of this provision is to afford an operator some latitude in obtaining an IFR clearance or
closing an IFR flight plan when originating or terminating a flight operated in accordance with
DSP 3.2.9A, which specifies how certain portions of a flight may be conducted under VFR. Such
latitude is typically required when flights that have filed an IFR Flight Plan depart from uncontrolled
airports, transit uncontrolled airspace and/or arrive at uncontrolled airports or airports without an
operating control tower.

The specifications of DSP 3.2.9A also refer to the type of flight plan to be filed in instances where
certain portions of a flight will be conducted under VFR. In some cases it may be possible to identify
VFR portions in a predominantly IFR flight plan (e.g. X and Y designation on an ICAO flight plan). In
other cases, an IFR Flight Plan must be filed for all flights and an instrument clearance obtained or
cancelled en route.
FLT 3.10.4 The Operator shall have guidance that addresses the use of standard radio
phraseology when communicating with ATC, the acceptance and readback of ATC clearances and,
when necessary, the clarification of such clearances to ensure understanding. Such guidance shall
include, as a minimum:
(i) A requirement for the use of the call sign;
(ii) A requirement for at least two flight crew members to monitor and confirm clearances to
ensure a mutual (flight crew) understanding of accepted clearances under circumstances,
as determined by the operator or flight crew, when a missed or misunderstood clearance
could pose a safety risk to the flight;
(iii) A requirement to clarify clearances with ATC whenever any flight crew member is in doubt
regarding the clearance or instruction received. (GM)
Auditor Actions
□ Identified/Assessed OM requirement/guidance for standard radio phraseology in
communication with ATC (focus: instructions/procedures for flight crew communications with
ATC; definition/use of standard phraseology).
□ Observed line flight operations (focus: ATC communications; use of standard phraseology).
Guidance
The intent of this provision is for an operator to have policies and procedures that ensure:
• The use of standard radio phraseology;
• ATC clearances are clearly understood during times of increased operational risk.
The specification in item ii) refers to situations when a missed or misunderstood clearance could
pose a safety risk to the flight (e.g. inadequate terrain clearance, runway incursion, loss of
separation). ATC clearances that have the potential to pose such safety risks, if misunderstood by
the flight crew, typically include the following:
• Heading, altitude/flight level, assigned route/waypoint changes;
• Frequency changes during critical phases of flight;
• Instructions for any operation on or near a runway.
FLT 3.10.5 The Operator shall have guidance that requires the flight crew to maintain a radio
listening watch on the frequencies appropriate for the area of operation and as required by the
applicable authorities. Such guidance shall include, as a minimum, an additional requirement for the
flight crew to monitor:
(i) VHF emergency frequency (121.5 MHz):
(a) On long-range over-water flights or on flights that require the carriage of an
emergency locator transmitter (ELT), except during those periods when aircraft are
carrying out communications on other VHF channels, or when airborne equipment
limitations or flight deck duties do not permit simultaneous guarding of two
channels;
(b) If required by the applicable authorities, in areas or over routes where the possibility
of military intercept or other hazardous situations exist.

(ii) If required by the applicable authorities, the appropriate common frequency used for in-flight
communication in designated airspace without ATC coverage. (GM)
Auditor Actions
□ Identified/Assessed OM requirements/guidance/procedures for monitoring of radio frequencies
appropriate to areas of operations (focus: instructions for flight crew monitoring of radio
frequencies; definition of frequencies to be monitored).
□ Observed line flight operations (focus: monitoring of radio frequencies).
Guidance
Refer to the IRM for definitions of In Flight Broadcast Procedures (IFBP), Long-range Over-water
Flights, Selective Calling (SELCAL) and Satellite Communications (SATCOM).
The intent of this provision is to ensure flight crews maintain a radio listening watch on those VHF
and/or HF frequencies that are appropriate for the area of operation and are in accordance with the
requirements of the applicable authorities.
The specification in item ii) refers to the monitoring of the In Flight Broadcast Procedures (IFBP)
frequency in areas of the world where such procedures are required.
The use of SELCAL or SATCOM could relieve the radio listening watch responsibility of this
provision, but not the requirement for VHF emergency and/or IFBP frequency monitoring.
The continuous monitoring of a company discrete frequency or exclusive dedication of a secondary
radio to ACARs does not take precedence over the monitoring of requirements specified in this
provision.
the Operator.
FLT 3.10.6 The Operator shall have procedures and/or limitations that address operations into and
out of uncontrolled airspace and/or airports, to include, if applicable, a prohibition if such operations
are not permitted in accordance with restrictions of the AOC or equivalent documents. (GM)
Auditor Actions
□ Identified/Assessed OM procedures/limitations for operations into/out of uncontrolled
airspace/airports (focus: flight crew actions/responsibilities for airspace/airport operations with no
ATC).
□ Observed line flight operations (focus: uncontrolled airspace/airport operations)..
Guidance
The intent of this provision is to ensure procedures and limitations address operations in uncontrolled
airspace or at uncontrolled airports, and include a prohibition for such operations if not authorized by
either the Authority or the operator.
An uncontrolled airport is an airport without an operating control tower.
A controlled airport is an airport with a manned and operating control tower surrounded by controlled
airspace.
Procedures and limitations typically include aircraft position radio broadcast procedures, VFR
weather requirements and the ability to receive ATC clearance within a specified time/distance from
the departure airport.
FLT 3.10.7 The Operator shall have guidance that enables the flight crew to determine differences
in rules and procedures for any airspace of intended use, to include, as a minimum, an explanation

of the differences between prevailing or local airspace rules and ICAO airspace rules, where
applicable. (GM)
Auditor Actions
□ Identified/Assessed OM requirement/guidance for determining differences in rules/procedures
in airspace of intended use (focus: instructions for flight crew determination of airspace
rules/procedures, differences between prevailing/local and ICAO rules).
Guidance
The specification of this provision ensures flight crews that operate in airspace(s) with different rules
have those differences explained in the OM.
Airspace(s) of intended use typically includes ICAO, FAA, State or any other local airspace subject to
the operations of the operator.
3.11 In-Flight Operations

Navigation
FLT 3.11.1 The Operator shall have guidance that includes a description of flight crew duties and
responsibilities, as well as procedures, for monitoring navigation performance, verifying present
position and, if applicable, maintaining a particular RNP. (GM)
Auditor Actions
□ Identified/Assessed OM requirement/guidance for monitoring navigation performance/verifying
present position/maintaining RNP (focus: description of flight crew actions/responsibilities for
monitoring position/navigation performance).
□ Observed line flight operations (focus: monitoring of navigation performance.
Guidance
There are various means to verify navigation accuracy, for example FMC RNP/ANP display, “High
Accuracy” FMS alerts, navigation radio accuracy checks (radial/DME).
FLT 3.11.2 If applicable, the Operator shall have guidance that includes procedures to ensure
navigation accuracy is checked prior to an approach and after prolonged in-flight operation. (GM)
Auditor Actions
□ Identified/Assessed OM requirement/guidance for verification of navigation accuracy prior to an
approach and after prolonged in-flight operation (focus: procedure/instructions for flight crew
checking of navigation accuracy).
□ Observed line flight operations (focus: verification of navigation accuracy).
Guidance
Prolonged operation may be defined by the operator or manufacturer and refers to navigation
systems with accuracy that could degrade over time or are affected by the presence of external
navigation aids.
The specifications of this provision may be satisfied by guidance that describes flight crew actions
related to Flight Management Computer (FMC) automated navigational accuracy messages (e.g.,
UNABLE REQD NAV PERF or equivalent) or that instructs flight crews to compare Actual Navigation
Performance (ANP) with Required Navigation Performance (RNP).

FLT 3.11.3 The Operator shall have a collision avoidance policy that encourages the flight crew to
maintain vigilance for conflicting visual traffic (“see and avoid”). (GM)
Auditor Actions
□ Identified/Assessed collision avoidance policy that encourages vigilance for conflicting visual
traffic (i.e. “see and avoid") (focus: availability to flight crew; instructions for flight crew traffic
identification/avoidance).
□ Observed line flight operations (focus: visual vigilance for conflicting traffic)..
Guidance
This policy complements TCAS collision avoidance procedures.
FLT 3.11.4 The Operator shall ensure minimum flight altitude information applicable to all phases
of a flight, including guidance that specifies when descent below any applicable prescribed minimum
altitude is permissible, is made available to the flight crew along with instructions for the use of such
information. (GM)
Auditor Actions
□ Identified/Assessed OM guidance that specifies when descent below applicable prescribed
minimum altitude is permissible (focus: availability of minimum altitude information to flight crew
during flight; instructions/procedures for adherence to/descent below minimum altitudes all
phases of flight).
□ Observed line flight and flight simulator operations (focus: adherence to minimum altitudes).
Guidance
Minimum prescribed safety altitudes typically include:
• Minimum Safety Altitude (MSA);
• Minimum Descent Altitude/Height (MDA/H);
• Minimum En route Altitude (MEA);
• Minimum Obstruction Clearance Altitude (MOCA);
• Minimum Off-Route Altitude (MORA);
• Minimum Vectoring Altitude (MVA);
• Any other minimum altitudes prescribed by the Authority.
FLT 3.11.5 The Operator shall have guidance that requires flight crews to monitor meteorological
conditions during the en route phase of flight, to include current weather and forecasts for:
(i) Destination airport;
(ii) Destination alternate airport(s), if applicable;
(iii) En route alternate airports(s), if applicable.
Auditor Actions
□ Identified/Assessed OM requirement/guidance for monitoring meteorological conditions during
the en route phase of flight (focus: instructions for flight crew monitoring of en route
meteorological conditions, current/forecast weather for destination/alternate airports).
□ Observed line flight operations (focus: monitoring en route/airport weather conditions).

FLT 3.11.6 The Operator shall have guidance and procedures to ensure flight crews monitor flight
time and fuel burn for the purposes of identifying trends and for comparison to the OFP. (GM)
Auditor Actions
□ Identified/Assessed OM requirement/guidance for monitoring flight time/fuel burn to identify
trends, for comparison to OFP (focus: instructions/procedure for flight crew monitoring of en
route fuel burn/identifying usage trends/tracking usage against OFP).
□ Observed line flight operations (focus: en route fuel monitoring/tracking).
Guidance
The specifications of this provision ensure fuel and time trends are monitored and compared against
the OFP.
Such guidance and procedures typically address or include:
• An interval, in accordance with operator and/or State requirements, for the flight crew to
record on the OFP the fuel quantity and time over waypoints;
• A description of any equivalent means for monitoring flight progress and/or recording the fuel
quantity over waypoints;
• Equivalent means of recording fuel and time data include FMS, ACARS or other automated
methods for recording data.
FLT 3.11.7 The Operator shall have guidance that requires the PIC to monitor fuel during flight to
ensure a fuel quantity upon landing that is not less than final reserve fuel. (GM)
Auditor Actions
□ Identified/Assessed OM requirement/guidance for monitoring en route fuel to ensure landing
with not less than final reserve fuel (focus: instructions/procedure for flight crew fuel monitoring to
ensure landing with final reserve fuel as specified in DSP 4.3.12).
□ Observed line flight operations (focus: en route fuel monitoring/tracking).
Guidance
Refer to FLT 3.14.16 and FLT 3.14.17 for actions to be taken by the PIC in the event the final reserve
minimum fuel quantity specified in DSP 4.3.12 cannot be protected in flight and preserved upon
landing.
FLT 3.11.8 If the Operator is authorized to conduct RVSM operations and/or RNP operations in
airspace that requires the maintenance of a particular RNP, the Operator shall have guidance that
includes procedures to ensure the proper conduct of such operations. Such guidance shall address,
as a minimum:
(i) Required ground and airborne equipment;
(ii) Operating limitations and procedures;
(iii) As applicable, operating minima. (GM)
Auditor Actions
□ Identified authorization to conduct RVSM/RNP operations in airspace that requires maintenance
of a particular RNP.
□ Identified/Assessed OM guidance/procedures for the conduct of RVSM/RNP operations (focus:
definition of required ground/airborne equipment, operating limitations/procedures, applicable
operating minima).

□ Observed line flight operations (focus: conduct of RVSM/RNP operations).

Guidance
Refer to the IRM for the definitions of Reduced Vertical Separation Minima (RVSM) and Required
Navigation Performance (RNP).
FLT 3.11.9 If the Operator is authorized to conduct LVO, the Operator shall have guidance to
ensure the proper conduct of such operations. Such guidance shall address, as a minimum:
(ii) Operating limitations and procedures;
(iii) Crew qualifications;
(iv) Operating minima (RVR). (GM)
Auditor Actions
□ Identified authorization to conduct low visibility operations.
□ Identified/Assessed OM guidance/procedures for the conduct of low visibility operations (focus:
procedures/limitations for conduct of operations; requirements for ground/airborne equipment,
crew qualifications, operating minima).
□ Observed line flight and flight simulator operations (focus: conduct of low visibility operations).
Guidance
The operating limitations specified in item 1) typically address crosswinds, runway condition and
aircraft equipment capability.
FLT 3.11.10 If the operator conducts operations beyond 60 minutes from a point on a route to an
alternate, including EDTO, the Operator shall have guidance that includes:
(i) Procedures to ensure proper conduct of such operations;
(ii) For all aircraft, a requirement for flight crews to monitor meteorological information for any
en route alternates, including EDTO alternate(s), during the en route phase of a flight;
(iii) Procedures to ensure, for aircraft with two engines engaged in EDTO, the most up-to-date
information provided to the flight crew indicates that conditions at identified en route
alternate airports will be at or above the operator's established airport operating minima for
the operation at the estimated time of use. (GM)
Auditor Actions
□ Identified authorization to conduct EDTO/operations beyond 60 minutes from an alternate
airport.
□ Identified/Assessed OM guidance/procedures for the conduct of EDTO/operations beyond 60
minutes from alternate airport (focus: procedures/limitations for conduct of operations;
requirements for monitoring en route alternate airport meteorological information; for two engine
aircraft, requirements for en route alternate airports).
□ Observed line flight and flight simulator operations (focus: conduct of EDTO/operations beyond
60 minutes from alternate airport).

Guidance
The intent of item ii) of this provision is to ensure flight crew are knowledgeable about diversion
airport options and prevailing weather conditions appropriate for the type of operation conducted.
The intent of item iii) of this provision is to ensure a larger strategy exists to protect a diversion
regardless of whether the diversion is for technical (airplane system- or engine-related) or non-
technical reasons.
An operator, in accordance with requirements of the Authority, typically uses technical guidance for
the conduct of operations beyond 60 minutes, from a point on a route to an en route alternate airport,
including EDTO. Such guidance might be derived from one or more of the following source
references, as applicable:
• ICAO Annex 6, Amendment 36, Attachment D: Guidance for Operations by Turbine Engine
Aeroplanes Beyond 60 minutes to an En-route Alternate Aerodrome Including Extended
Diversion Time Operations (EDTO);
• ICAO Flight Planning and Fuel Management Manual (Doc 9976);
• FAA Advisory Circular - AC No: 120-42B: Extended Operations (ETOPS and Polar
Operations), Effective 6/13/08;
• EU-OPS AMC 20-6 rev. 2 Effective: 12/23/2010: Extended Range Operation with Two-
Engine Aeroplanes, ETOPS Certification and Operation;
• Any equivalent reference document approved or accepted by the Authority for the purpose of
providing guidance for the conduct of flight operations by turbine engine aircraft beyond
60 minutes to an en-route alternate airport including EDTO.
FLT 3.11.11 If the Operator engages in specialized navigation (MNPS, AMU), the Operator shall
have guidance that includes procedures to ensure the proper conduct of such operations and
addresses, as a minimum:
(ii) Operating limitations and procedures. (GM)
Auditor Actions
□ Identified authorization to conduct specialized navigation (MNPS/AMU) operations.
□ Identified/Assessed OM guidance/procedures for the conduct of specialized navigation
operations (focus: procedures/limitations for conduct of operations; requirements for
ground/airborne equipment).
□ Observed line flight and flight simulator operations (focus: conduct of specialized navigation
operations).
Guidance
Refer to the IRM for the definitions of Areas of Magnetic Unreliability (AMU) and Minimum Navigation
Performance Specifications (MNPS).
Flight Management and General Procedures

FLT 3.11.16 The Operator shall publish Crew Resource Management (CRM) principles in the OM
or in other documentation available to the flight crew and have a requirement in the OM for the
application of such principles by the flight crew during line operations.

Auditor Actions
□ Identified/Assessed principles of CRM published in OM/other document (focus: availability to
flight crew; requirement for application of CRM in line operations).
□ Observed line flight and flight simulator operations (focus: application of CRM principles).
FLT 3.11.17 The Operator shall have a policy and procedures that define a sterile flight deck during
critical phases of flight, to include:
(i) A protocol for intra-flight deck communication;
(ii) If the Operator conducts passenger flights with cabin crew, a protocol for communication
between the flight crew and cabin crew;
(iii) The mandatory use of headsets and boom microphones for communication with ATC;
(iv) A restriction of flight crew activities to essential operational matters. (GM)
Auditor Actions
□ Identified/Assessed OM policy/requirement/procedures for sterile flight deck (focus: procedures
associated with sterile flight deck; definition of protocols/requirements/restrictions).
□ Observed line flight operations (focus: adherence to sterile flight deck).
Guidance
Refer to the IRM for the definition of Sterile Flight Deck and Critical Phase of Flight.
The specifications of this provision require an operator to ensure the OM defines the specific phases
of flight when the operational state of the flight deck is to be “sterile.”
FLT 3.11.18 The Operator shall have a task sharing policy and guidance that defines and
addresses the division of duties related to the performance and prioritization of flight crew member
operational tasks, to include, as a minimum:
(i) Instructions for the use of checklists prior to, during and after all phases of flight, and in
abnormal and emergency situations, to ensure compliance with the procedures contained in
the OM and provisions of the aircraft certificate of airworthiness;
(ii) PM/PF duties for all phases of flight, to include normal, abnormal and emergency situations;
(iii) PM/PF actions during manual and automatic flight;
(iv) Flight and cabin crew duties during situations that require coordination, to include, as a
minimum, emergency evacuation, medical emergency and incapacitated flight crew
member. (GM)
Auditor Actions
□ Identified/Assessed OM policy/requirement/guidance for sharing/prioritization in performance of
flight crew operational tasks (focus: guidance that addresses use of checklists; defines PF/PM
duties/task sharing; defines flight/cabin crew duties/task sharing).
□ Observed line flight and flight simulator operations (focus: application of flight crew task
sharing/prioritization).

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

(vii) Weight/mass and balance calculations and associated AFS/FMS entries;

(viii) Performance calculations or inputs, including AFS/FMS entries. (GM)
Auditor Actions
□ Identified/Assessed OM policy/requirement/procedures for crosscheck/confirmation in
performance of critical actions during normal/abnormal/emergency situations (focus: procedures
for flight crew crosscheck/confirmation when performing critical actions; definition of critical
actions in normal/abnormal/emergency situations).
□ Observed line flight and flight simulator operations (focus: flight crew crosscheck/confirmation
when performing critical actions).
Guidance
The intent of this provision is to ensure flight crew actions, when considered critical to the safety of
flight, are crosschecked and confirmed. It is important to note that the criticality of certain actions may
be dependent on phase of flight (e.g. flap selection before takeoff).
The specification in item iii) refers to the barometric pressure setting to which altitude is referenced.
FLT 3.11.21 The Operator shall have a policy and procedures that define and specify the
requirements for standardized verbal callouts (standard callouts) by the flight crew during each phase
of flight. (GM)
Auditor Actions
□ Identified/Assessed OM policy/procedures for standardized callouts (focus: procedures for
flight crew use of standardized verbal callouts during all phases of flight.
□ Observed line flight and flight simulator operations (focus: flight crew use of standardized verbal
callouts).
Guidance
Refer to the IRM for the definition of Standard Callout.
Standard callouts are used to improve crosscheck, coordination and mutual crew member
awareness and are typically used to:
• Give commands, delegate a task;
• Acknowledge a command or confirm receipt of information;
• Challenge and respond to checklist items;
• Call a change of an indication;
• Identify a specific event;
• Identify exceedences.
A silent flight deck philosophy typically limits verbal callouts to the identification of exceedences and
other items as determined by the operator.

FLT 3.11.22 The Operator shall have an automation policy with associated guidance and
procedures that address the use of aircraft automated flight and navigation systems, to include:
(i) Flight crew monitoring of the automated flight and navigation systems (AFS) to ensure
appropriate aircraft response to inputs by:
(a) Cross-checking mode control panel status;
(b) Observing the results of any mode changes;
(c) Supervising the resulting guidance and aircraft response.
(ii) The use of a level of automation appropriate for the task, to include manual flight when
aircraft response is not appropriate or adequate.
Auditor Actions
□ Identified/Assessed OM policy/guidance/procedures for use of aircraft automated
flight/navigation systems (focus: instruction/procedures for flight crew use/monitoring of
automation, selection of appropriate mode of flight/navigation automation).
□ Observed line flight and flight simulator operations (focus: management of flight automation; use
of level appropriate for conditions).
FLT 3.11.23 The Operator shall have guidance that defines and specifies the requirements for the
conduct and content of the briefing to be accomplished by the flight crew prior to any departure and
approach. Such briefing shall address and include, as a minimum:
(i) The technical status of the aircraft unless reviewed in conjunction with another checklist or
procedure;
(ii) Normal and non-normal departure and approach considerations;
(iii) A flight deck jump seat occupant safety briefing. (GM)
Auditor Actions
□ Identified/Assessed requirement/guidance for conduct of departure/approach briefing (focus:
instruction/procedures for flight crew departure/approach briefing; definition of purpose/content
of briefings).
□ Observed line flight and flight simulator operations (focus: departure/approach briefings).
Guidance
Refer to the IRM for the definition of Jump Seat.
Normal and non-normal departure and approach considerations include, as appropriate for each
phase and each flight:
• Fuel status;
• Airport/taxi diagrams;
• Meteorological conditions;
• NOTAMS;
• LVO procedures;
• Departure/approach charts;
• Minimum safe altitudes and terrain;
• Use of automation;
• Takeoff/landing (flaps, autobrakes and stopping distances);
• Missed approach/go-around and alternates;

• Special conditions and operations (e.g., crew familiarization with the route or airport flown,
hazardous materials, environmental, non-standard noise abatement, etc.).
Non-normal departure/approach considerations include items, such as: engine-out procedures,
mountainous terrain or airspace constraints.
Briefings can be structured in order to encourage crew member feedback/participation.
Altitude Awareness and Altimetry

FLT 3.11.28 The Operator shall have policies, procedures and guidance that address altitude
awareness, to include:
(i) Instructions for the use of automated or verbal flight crew altitude callouts and any other
actions to be taken by the flight crew to maintain altitude awareness;
(ii) Policies and/or procedures for the avoidance of altitude deviations;
(iii) Policies and/or procedures that address call sign confusion during altitude clearance
acceptance and readback;
(iv) Instructions for the flight crew to report the cleared flight level on first contact with ATC,
unless specifically requested not to do so by ATC. (GM)
Auditor Actions
□ Identified/Assessed OM policies/guidance/procedures that address altitude awareness (focus:
instruction/procedures for flight crew focus on altitude awareness; definition of strategies for
avoidance of altitude deviations).
□ Observed line flight and flight simulator operations (focus: application of altitude awareness
procedures).
Guidance
Refer to the IRM for the definition of Altitude Deviation.
The intent of this provision is for the operator to provide policies, procedures and guidance in the OM
designed to manage or mitigate potential risks related to the acceptance and maintenance of
assigned altitudes.
As an example, OM guidance to address altitude awareness can include instructions for:
• A crosscheck that the assigned altitude is above the minimum safe altitude;
• “1000 to go” standard callout;
• Dual pilot response for ATC altitude clearance;
• “Double point” to altitude window (both pilots physically point to and confirm the new altitude
set).
FLT 3.11.29 The Operator shall have guidance and procedures that include instructions
for the use of barometric altimeter reference settings appropriate for the area of operation (QNE,
QFE, QNH). (GM)
Auditor Actions
□ Identified/Assessed OM guidance/procedures for use of the barometric altimeter (focus:
instructions/procedures for flight crew use of barometric altimeter, altimeter reference setting
appropriate for area of operations).
□ Observed line flight and flight simulator operations (focus: use/setting of barometric altimeter).

Guidance
Refer to the IRM for the definition of Altimeter Reference Setting, which includes definitions for QNE,
QFE and QNH.
Information related to barometric reference setting instructions appropriate for specific areas of
operation can be found in one or more of the following documents:
• ICAO Doc 8168–Procedures for Air Navigation Services–Aircraft Operations (PANS-OPS),
Volume 1, Flight Procedures, Part III, Section 1;
• U.S. Department of Transportation–Federal Aviation Administration–Aeronautical
Information Manual (AIM)–Official Guide to Basic Flight Information and ATC Procedures,
Section 2. Altimeter Setting Procedures;
• The Aeronautical Information Publication (AIP) of the State;
• Any other State-approved or State-accepted altimetry reference.
FLT 3.11.30 The Operator should have guidance and procedures that include a requirement for
barometric altimeters, referenced to QNH, to be used as the sole barometric altitude reference for the
takeoff, approach and landing phases of flight.
Auditor Actions
□ Identified/Assessed OM requirement/guidance/procedures for barometric altimeter referenced
to QNH for takeoff/approach/landing phases of flight (focus: instructions/procedures for flight
crew to set QNH for takeoff/approach/landing).
□ Observed line flight and flight simulator operations (focus: use/setting of QNH for
takeoff/approach/landing).
FLT 3.11.31 If the Operator engages in operations that require metric/imperial (ft) conversions for
barometric altimeter readings, the Operator shall have guidance and procedures that ensure the
proper computation and application of such conversions. (GM)
Auditor Actions
□ Identified/Assessed OM guidance/procedures for metric/imperial (ft) conversions for barometric
altimeter readings (focus: instructions/procedures for flight crew use/application of barometric
altimeter conversions).
□ Observed line flight operations (focus: application of barometric altimeter conversion).
Guidance
The operator may provide tables, charts or other means for completing the required conversion.
FLT 3.11.32 The Operator shall have guidance that enables the flight crew to correct for potential
errors in altimetry and that addresses:
(i) The effects of Outside Air Temperature (OAT) that is significantly lower than standard
temperature;
(ii) Maximum allowable barometric altimeter errors:
(a) Referenced to field elevation;
(b) Compared to other altimeters;
(c) Permissible to meet RVSM limitations. (GM)

Auditor Actions
□ Identified/Assessed OM guidance that addresses avoidance of potential altimetry errors (focus:
instructions/procedures for flight crew avoidance of barometric altimeter errors; definition of
maximum allowable barometric altimeter errors).
□ Observed line flight operations (focus: avoidance of barometric altimeter errors).
Guidance
The intent of this provision is to ensure that potential errors in altimetry are identified and corrected
when necessary.
The specification in item i) refers to temperature compensation corrections applied to ensure
obstacle clearance in conditions of extreme cold (typically starting at -10 C). Such corrections may be
applied manually by the flight crew (e.g. temperature correction charts) or automatically by onboard
systems (e.g. Air Data Computer).
The operator may provide tables, charts or other means to address potential errors in altimetry.
Meteorological Conditions and Environment

FLT 3.11.38 The Operator shall have policies and procedures for operations in the proximity of
adverse weather and/or environmental conditions to include:
(i) Thunderstorms;
(ii) Turbulence;
(iii) Contaminated runways, including the effect of type and depth of contaminants on
performance;
(iv) Cold weather;
(v) Volcanic ash, if the Operator conducts operations on routes that traverse large active
volcanic areas or in the terminal areas of airports in the vicinity of active volcanoes. (GM)
Auditor Actions
□ Identified/Assessed OM policies/procedures for operations in proximity of adverse
weather/environmental conditions (focus: flight crew adverse weather/environmental conditions
operating procedures; definition of adverse weather/environmental conditions).
□ Observed line flight operations (focus: operations in proximity of adverse weather/environmental
conditions).
Guidance
The intent of this provision is to ensure flight crew members have access to policies and procedures
associated with the adverse weather or environmental conditions they might encounter in operations.
Active volcanic areas specified in item v) normally include the following: Pacific Ring of Fire, the Rift
Valley in Africa, North and South America, Indonesia, Japan and Iceland.
FLT 3.11.39 The Operator shall have guidance that includes policies and procedures for:
(i) Windshear avoidance;
(ii) Windshear encounter recovery;
(iii) As applicable, response to predictive and/or reactive alerts. (GM)

Auditor Actions
□ Identified/Assessed OM policy/guidance for windshear avoidance/encounter
recovery/response to predictive/reactive alerts (focus: flight crew windshear avoidance/recovery
procedures).
□ Observed line flight and flight simulator operations (focus: windshear
awareness/avoidance/recovery).
Guidance
Refer to the IRM for the definition of Airborne Windshear Warning System, which includes definitions
for Predictive Alert and Reactive Alert.
FLT 3.11.40 The Operator shall have guidance that addresses wake turbulence, to include
procedures for encounter avoidance. (GM)
Auditor Actions
□ Identified/Assessed OM guidance for wake turbulence avoidance/encounter recovery (focus:
flight crew wake turbulence avoidance/recovery procedures).
□ Observed line flight operations (focus: wake turbulence awareness/avoidance/recovery).
Guidance
Refer to the IRM for the definition of Wake Turbulence.
Limitations and Performance

FLT 3.11.46 The Operator shall provide, and require compliance with, operating limitations, as
defined by the original equipment manufacturer (OEM) and established by the State of Registry for
each aircraft type used in operations.
Auditor Actions
□ Identified/Assessed OM provision of/requirement for compliance with operating limitations as
defined by OEM (focus: guidance/procedures for flight crew compliance with operating
limitations).
□ Observed line flight and flight simulator operations (focus: compliance with operating limitations).
FLT 3.11.47 The Operator shall have wind component limitations for takeoff, approach and landing
that do not exceed the values demonstrated or recommended by the OEM and also address
operations when the:
(i) Runway is contaminated;
(ii) Visibility is degraded;
(iii) Aircraft stopping capability is degraded. (GM)
Auditor Actions
□ Identified/Assessed OM procedures for compliance with takeoff/approach/landing wind
component limitations that do not exceed OEM limitations (focus: requirement/procedures for
flight crew compliance with wind component limitations).

□ Observed line flight and flight simulator operations (focus: compliance with wind component
limitations).
Guidance
The intent of this provision is to ensure the operator provides wind component limitations for the
phases of flight specified in the body of the provision (e.g. maximum crosswind component for
landing). Additionally, the provision ensures the operator provides wind component limitations under
the conditions specified in the sub-specifications (e.g. maximum crosswind component for landing on
a contaminated runway). In either case such values cannot exceed those demonstrated or
recommended by the OEM.
Contaminated runways are typically defined by a specific contaminant type/depth or equivalent
braking action report.
FLT 3.11.48 The Operator shall have guidance that specifies a minimum aircraft height above
ground level (AGL) or above airport level (AAL) for commencing a turn after takeoff. (GM)
Auditor Actions
□ Identified/Assessed OM guidance that specifies a minimum aircraft height above ground level
(AGL)/above airport level (AAL) for commencing a turn after takeoff (focus:
requirement/procedures for flight crew compliance with minimum altitude limitations for turn after
takeoff).
□ Observed line flight and flight simulator operations (focus: compliance with turn-after-takeoff
altitude limitations).
Guidance
Values typically vary depending on the operator, or could include exceptions covering special airport
operations.
FLT 3.11.49 The Operator shall have guidance for the use of oxygen masks, to include a
requirement for the flight crew to use supplemental oxygen whenever, either:
(i) The cabin altitude exceeds 10,000 feet or the cabin atmospheric pressure is less than
700 hPa, or
(ii) If permitted by the State and applicable authorities, the cabin altitude exceeds 10,000 ft. or
the cabin atmospheric pressure is less than 700 hPa for a period in excess of 30 minutes
and for any period the cabin altitude exceeds 13, 000 ft. or the cabin atmospheric pressure
is less than 620 hPa. (GM)
Auditor Actions
□ Identified/Assessed OM requirement/guidance for flight crew use of supplemental oxygen
(focus: requirement/procedures for flight crew use of oxygen masks; definition of conditions that
require use of oxygen).
□ Observed line flight and flight simulator operations (focus: flight crew use of oxygen
masks/supplemental oxygen).
Guidance
the Operator.

FLT 3.11.50 The Operator shall have guidance that requires flight crews, when operating an
aircraft at low heights AGL, to restrict rates of descent for the purposes of reducing terrain closure
rate and increasing recognition/response time in the event of an unintentional conflict with
terrain. (GM)
Auditor Actions
□ Identified/Assessed OM requirement/guidance for restricting descent rates when operating at
low altitudes (focus: requirement/procedures for flight crew to restrict descent rates at low
altitudes).
□ Observed line flight and flight simulator operations (focus: compliance with descent rate
restriction at low altitudes).
Guidance
The intent of this provision is to preclude CFIT situations when a crew, operating an aircraft at high
rates of descent and temporarily distracted from altitude monitoring by unexpected events, would not
have:
• Sufficient recognition or alert time to realize that terrain is rapidly approaching or;
• Sufficient response time to accomplish an aircraft escape maneuver once potential terrain
conflict is recognized.
The low heights AGL specified in this provision are those altitudes where high descent rates can
result in excessive rates of terrain closure.
Stabilized approach criteria provide conformity with the specifications of this provision for the
approach phase of flight only. The specifications of this provision also require descent rate guidance
be provided for other descents where terrain closure rate could significantly reduce recognition and
response time.
The description of GPWS sink rate mode does not address the specifications of this provision.
FLT 3.11.51 The Operator shall have guidance and applicable data to enable the flight crew to
determine or compute aircraft performance for all phases of the flight. (GM)
Auditor Actions
□ Identified/Assessed OM guidance for use of data to determine/compute aircraft performance for
all phases of the flight (focus: instructions/procedures for flight crew use of aircraft performance
data).
□ Observed line flight and flight simulator operations (focus: computation of relevant aircraft
performance).
Guidance
The specifications of this provision may be satisfied by an automated or electronic means described
in the OM.
FLT 3.11.52 The Operator shall have guidance that addresses the use of flight data recorders
(FDR) and cockpit voice recorders (CVR) to ensure the:
(i) FDR is not intentionally switched off during flight time by the flight crew;
(ii) FDR and/or CVR are only switched off by the flight crew after a flight when required to
preserve data in the event of an accident or serious incident. (GM)

Auditor Actions
□ Identified/Assessed OM guidance that addresses use/control of FDR/CVR, preservation of
FDR/CVR data (focus: instructions/procedures for flight crew for ensuring required preservation
of FDR/CVR data).
Guidance
Refer to the IRM for the definitions of Flight Data Recorder (FDR), Cockpit Voice Recorder (CVR),
Accident, Incident and Serious Incident.
The definition of accident, incident or serious incident could vary according to the state.
Approach and Landing

FLT 3.11.58 The Operator shall have guidance and procedures that enable the flight crew to
determine the conditions required to commence or continue an approach to a landing, to include, as
a minimum:
(i) Crew qualification requirements;
(ii) Onboard equipment requirements;
(iii) Ground based equipment requirements;
(iv) Operating minima.
Auditor Actions
□ Identified/Assessed OM requirements/information/guidance/procedures that enables flight crew
to determine conditions required to commence/continue an approach to landing (focus: flight
crew procedures/requirements for commencing/continuing approach to landing).
□ Observed line flight and flight simulator operations (focus: determination of conditions for
approach/landing).
FLT 3.11.59 The Operator shall have a stabilized approach policy with associated guidance,
criteria and procedures to ensure the conduct of stabilized approaches. Such policy shall specify:
(i) A minimum height for stabilization not less than 1000 feet AAL for approaches in IMC or not
less than 500 ft. AAL for approaches in IMC as designated by the operator and/or State
where a lower stabilization height is operationally required;
(ii) A minimum height for stabilization not less than 500 feet AAL for approaches in VMC;
(iii) Aircraft configuration requirements specific to each aircraft type (landing gear, wing flaps,
speedbrakes);
(iv) Speed and thrust limitations;
(v) Vertical speed limitations;
(vi) Acceptable vertical and lateral displacement from the normal approach path. (GM)
Auditor Actions
□ Identified/Assessed OM policy/guidance/procedures for the conduct of a stabilized approach
(focus: flight crew procedures/definition of criteria for stabilized approach).
□ Examined selected output from FDA/FDM/FOQA program (if applicable) (focus: data that
indicates status of fleet stabilized approach performance).

□ Observed line flight and flight simulator operations (focus: stabilized approach).
Guidance
Refer to the IRM for the definition of Flight Data Analysis (FDA) Program.
The intent of this provision is for the operator to implement a stabilized approach policy, as well as
have guidance, criteria and procedures that ensure the maintenance of the intended lateral and
vertical flight path during visual approaches and/or as depicted in published approach procedures
without excessive maneuvering. The parameters to be considered at the 1000 ft. AAL and 500 ft.
gates as well as in the definition of a stabilized approach are listed in items iii) through vi) of the
provision.
The specifications in item i) permit an operator, in accordance with operational requirements
approved or accepted by the Authority, to establish stabilization criteria for heights lower than 1000 ft.
AAL, but no lower than 500 ft. AAL (IMC or VMC), for approaches designated by the operator and/or
State where:
• Lower minimum approach stabilization heights are authorized for turbo-propeller aircraft
operations (e.g., 500 feet AAL on VMC/IMC approaches), and/or
• Maneuvering at a lower height AAL is required to meet instrument or other charted approach
constraints (e.g. RNAV/RNP approaches, circling approaches and charted visual
approaches), and/or
• Aircraft are required to comply with ATC speed constraints on final approach, and/or
• Deviations from selected approach stabilization criteria at a height lower than 1000 feet AAL,
but above 500 feet AAL, are operationally required, and the operator can demonstrate pilot
adherence to its stabilized approach policy via a continually monitored, managed and active
flight data analysis (FDA) program.
The criteria used to conform to the specifications in item vi) also typically address the maneuvering
that may be required in accordance with a charted visual or instrument approach procedure.
FLT 3.11.60 The Operator shall have a policy that requires the flight crew to execute a missed
approach or go-around if the aircraft is not stabilized in accordance with criteria established by the
Operator. (GM)
Auditor Actions
□ Identified/Assessed OM policy/requirements for execution of a missed approach/go-around
when approach not stabilized in accordance with established criteria (focus: flight crew
guidance/procedures for execution of a missed approach/go-around).
indicates fleet status of missed approach/go-around from unstabilized approach).
□ Observed line flight and flight simulator operations (focus: missed approach/go-around from
unstabilized approach).
Guidance
The intent of this provision is for an operator's stabilized approach policy to address the actions to be
taken by the flight crew in the event of deviations from the criteria that define a stabilized approach,
and to designate the minimum altitude at which a go-around must be accomplished if the aircraft is
not stabilized in accordance with the operator's stabilization criteria.
FLT 3.11.61 The Operator shall have a policy and procedures to ensure the flight crew maneuvers
the aircraft so as to touchdown within the touchdown zone or other defined portion of the runway, as
specified by the Operator or the Authority. (GM)

Auditor Actions
□ Identified/Assessed OM policy/procedures for landing aircraft in the defined touchdown zone
(focus: flight crew guidance/procedures for landing aircraft in touchdown zone).
indicates fleet status of landings in the defined touchdown zone).
□ Observed line flight and flight simulator operations (focus: landing in touchdown zone).
Guidance
The definition of the touchdown zone could vary, depending on the operator.
FLT 3.11.62 The Operator shall have a policy and procedures to ensure the flight crew will not
continue an instrument approach to land at any airport beyond a point at which the limits of the
operating minima specified for the approach in use would be infringed.
Auditor Actions
□ Identified/Assessed OM policy/procedures that address continuation of an instrument approach
to landing beyond limits of specified operating minima (focus: flight crew requirement/procedures
for maintaining adherence to operating minima).
□ Observed line flight and flight simulator operations (focus: adherence to approach/landing
operating minima).
FLT 3.11.63 The Operator shall have a policy and procedures to ensure the flight crew will not
continue an instrument approach beyond a designated point in the approach unless reported
meteorological conditions, including visibility or controlling RVR, are equal to or above those
specified for the approach in use. (GM)
Auditor Actions
□ Identified/Assessed OM policy/procedures that address required meteorological conditions for
continuation of an instrument approach beyond a designated point (focus: flight crew
requirement/procedures for determining/adhering to allowable meteorological conditions for
approach continuation).
□ Observed line flight and flight simulator operations (focus: adherence to approach/landing
operating minima).
Guidance
Designated points in the approach can be defined by the operator or applicable authority (e.g. final
approach fix, outer marker, established on final approach segment).
the Operator.
FLT 3.11.64 The Operator shall have guidance and procedures for the acceptance of a clearance
for a visual approach and the conduct of a visual approach.
Auditor Actions
□ Identified/Assessed OM guidance/procedures for acceptance of clearance and conduct of a
visual approach (focus: flight crew requirements/procedures for accepting/conducting a visual
approach).


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

FLT 3.11.67 The Operator shall have guidance, criteria and procedures for the acceptance of a
clearance for an ILS approach and the conduct of any authorized ILS approach, to include:
(i) Minimum meteorological conditions, including the visibility required to continue an approach;
(ii) Operating conditions that require a missed approach to be initiated. (GM)
Auditor Actions
□ Identified/Assessed OM guidance/procedures/criteria for acceptance of clearance and conduct
of an ILS approach (focus: flight crew procedures/definition of criteria for accepting/conducting
an ILS approach).
□ Observed line flight and flight simulator operations (focus: ILS approach operations).
Guidance
The specifications of the provision refer to ILS approaches authorized by the AOC (e.g. CAT I, II, III).
FLT 3.11.68 The Operator should have guidance that requires the flight crew to assess landing
performance prior to arrival at the destination or alternate airport in order to determine that sufficient
landing distance exists for a landing to be accomplished with an adequate safety margin:
(i) On the runway of intended use;
(ii) In the conditions existing at the estimated time of arrival (ETA);
(iii) In the aircraft configuration and with the means of deceleration that will be used for the
landing. (GM)
Auditor Actions
□ Identified/Assessed OM guidance for determination of landing distance with adequate safety
margin on runway of intended use (focus: flight crew procedures for assessing relevant
factors/computing runway landing distance at expected ETA).
□ Observed line flight and flight simulator operations (focus: assessment of factors, computation of
landing distance).
Guidance
The intent of this provision is for an operator to require a landing performance assessment under
conditions distinct from those presumed at time of dispatch. Such an assessment ensures adequate
landing performance under the conditions existing at the ETA, and when necessary enables the flight
crew to make the determination that a landing cannot be accomplished with an appropriate safety
margin.
This provision is not intended to preclude the flight crew from determining the absolute landing
capability of the aircraft during emergencies or abnormal configurations. In these circumstances, the
pilot must calculate and know the actual landing performance capability of the aircraft (without an
added safety margin).
An appropriate safety margin may be defined by the operator or the Authority, and can be expressed
as a fixed distance increment or a percentage increase beyond the actual landing distance required.
Factors that may affect landing performance include, but are not limited to:
• Runway contaminants;
• Runway cutback or reduced runway available;
• Environmental conditions at the ETA (crosswind, tailwind, wind gusts, rain, etc);
• Aircraft equipment outages;
• Flight control malfunctions, engine failures, or other non-normal/emergency events that may
affect landing distance;

• Flap setting to be used;

• The use of manual vs. auto-brakes (if available);
• The use of manual vs. auto speed brakes (if available);
• The use/availability of reverse thrust;
• The use of automatic approach and landing (if available);
• Any other event or contingency that degrades stopping ability or increases landing distance
under the conditions present at the ETA.
FLT 3.11.69 If the Operator is authorized to conduct circling approaches, the Operator shall have
guidance and procedures to ensure the proper conduct of such approaches. Such guidance and
procedures shall be in accordance with FLT 3.11.59 and address, as a minimum:
(i) Operating limitations and minima;
(ii) Stabilization criteria and go-around requirements;
(iii) Obstacle clearance requirements. (GM)
Auditor Actions
□ Identified authorization to conduct circling approaches.
□ Identified/Assessed OM requirements/guidance/procedures for conduct of circling approaches
(focus: flight crew procedures/definition of criteria for conducting a circling approach).
□ Observed line flight and flight simulator operations (focus: circling approach operations).
Guidance
Refer to the IRM for the definition of Circling Approach, PANS-OPS and TERPS.
The intent of this provision is for the operator to provide guidance and procedures in the OM or other
controlled document in order to manage or mitigate potential risks related to the conduct of circling
approaches. Circling approaches may require maneuvering at low airspeeds in marginal weather at
or near the minimum descent altitude/height (MDA/H) as established by the state in which an airport
is located.
Guidance and procedures related to circling approaches typically address the following:
• The meteorological conditions (e.g. visibility, and if applicable, ceiling) required for
commencement/continuation of circling;
• Approach category to be used or the maximum speed to be attained throughout the circling
maneuver;
• Aircraft configuration at various stages of a circling approach;
• The use of flight control systems and automation to assist in the positioning of the aircraft
during the approach procedure;
• Required visual references with the runway or runway environment required to descend
below the MDA/H;
• The prohibition of descent below MDA/H until obstacle clearance can be maintained, the
landing runway threshold has been identified and the aircraft is in a position to continue with
a normal rate of descent and land within the touchdown zone;
• Go-around requirements and the missed approach procedure;
• The design criteria used to define containment areas and provide obstacle clearance (e.g.
PAN-OPS, TERPs).
A side-step maneuver that culminates in a straight-in instrument procedure is not considered a
circling approach, and thus is not addressed by this provision.

3.12 Flight Deck Policy and Procedures

FLT 3.12.1 The operator shall have a corrective lenses policy that is in accordance with the
requirements of the State and addresses the need for flight crew members requiring the use of
corrective lenses to have a spare set readily available. (GM)
Auditor Actions
□ Identified/Assessed policy/requirement for flight crew members that require use of corrective
lenses to have a spare set readily available (focus: flight crew requirement for availability of spare
corrective lenses).
Guidance
Corrective lens requirements are typically listed on a medical certificate or license issued by the
State.
FLT 3.12.2 The Operator shall have a policy that requires flight crew members to keep their seat
belts fastened when at their assigned stations and:
(i) Those flight crew members occupying a pilot's seat to keep their safety harnesses (shoulder
straps and seat belts) fastened during the takeoff and landing phases of flight;
(ii) Other flight crew members to keep their safety harnesses fastened during the takeoff and
landing phases of flight, unless the shoulder straps interfere with the performance of duties,
in which case the shoulder straps may be unfastened but the seat belts shall remain
fastened.
Auditor Actions
□ Identified/Assessed OM policy/requirements for flight crew use of seat belts/safety harnesses
when at their assigned stations (focus: definition of requirements for flight crew members to have
seat belts/safety harness fastened).
□ Observed line flight and flight simulator operations (focus: compliance with seat belt/safety
harness requirements).
FLT 3.12.3 The Operator shall have a policy and procedures to ensure, during flight, when a pilot
transfers control of the aircraft or leaves the flight deck, a minimum of one pilot continuously
maintains:
(i) Unobstructed access to the flight controls;
(ii) Alertness and situational awareness. (GM)
Auditor Actions
□ Identified/Assessed OM policy/procedures for that ensure active aircraft control by one pilot
flight crew member in all situations (focus: flight crew procedures applicable to transfer of aircraft
control/absence of one pilot crew member from flight deck).
□ Observed line flight and flight simulator operations (focus: aircraft transfer of control
procedures).
Guidance
The specifications of this provision refer to the transfer of control that occurs during en route crew
changes or in conjunction with a pilot leaving the flight deck in the performance of duties or to meet
physiological needs.

FLT 3.12.4 The Operator shall have a policy and procedures to ensure flight crew members are
only permitted to leave their duty stations during flight in the performance of duties or to meet
physiological needs. (GM)
Auditor Actions
□ Identified/Assessed OM policy/procedures that address flight crew members leaving duty
stations during flight (focus: requirement that flight crew member may leave duty station only for
performance of duties/physiological needs).
□ Observed line flight operations (focus: crew members leaving duty station).
Guidance
The specifications of this provision do not apply to crew changes that occur in conjunction with relief
and/or augmented crews.
FLT 3.12.5 The Operator shall have a policy and procedures to ensure pilot flight crew members
do not vacate an aircraft control seat below 10,000 feet (AFE/AAL) for the purposes of transferring
duties to another pilot flight crew member. (GM)
Auditor Actions
□ Identified/Assessed OM policy/procedures that prohibit pilot flight crew members from leaving
aircraft control seat below 10,000 ft for the purpose of transferring duties to another pilot flight
crew member (focus: requirement that vacating control seat for transfer of duties must occur
above 10,000 ft).
□ Observed line flight operations (focus: flight crew members transfer of duties).
Guidance
The specifications of this provision refer to the transfer of duties associated with augmented crews or
crews with multiple pilot flight crew members.
FLT 3.12.7 The Operator shall have guidance that addresses runway incursions, to include a
description of the flight crew duties, responsibilities, procedures and any other flight crew actions
necessary to prevent, or reduce the risk of, a runway incursion occurring during taxi, takeoff, and
landing. Such guidance shall include:
(i) Instructions for the maintenance of situational awareness by the flight crew while operating
in the airport environment, on the ground and in the air, to ensure an awareness of the
aircraft position relative to the airport surface;
(ii) Operating policies and procedures for use during periods when there is a high risk of an
incursion;
(iii) Specific instructions for the use of onboard equipment and aircraft lighting as a means to
mitigate the risk of an incursion;
(iv) The identification, in documentation available to the flight crew, of areas on the airport
surface that could pose a higher risk of an incursion;
(v) Specific reduced visibility and relevant LVO policies and procedures that minimize the risk of
an incursion. (GM)
Auditor Actions
□ Identified/Assessed OM guidance for runway incursion prevention/risk reduction during
taxi/takeoff/landing phases of flight (focus: definition of flight crew duties/responsibilities/
procedures/actions for runway incursion prevention/risk reduction).


□ Observed line flight and flight simulator operations (focus: runway incursion prevention/risk
reduction).
Guidance
The intent of this provision is for an operator to ensure the OM incorporates an error mitigation
strategy for reducing the risk of a runway incursion occurring during taxi, takeoff, and landing. Such
error mitigation strategy would address each of the elements specified in this provision.
The specification in item i) refers to instructions that typically address:
• Specific methods used by the flight crew to maintain situational awareness in order to
prevent or minimize the risks of runway incursions;
• The use of all available resources (heading indicators, airport diagrams, airport signs,
markings lighting and air traffic control) to keep an aircraft on its assigned flight and/or taxi
route;
• Reference to the airport diagram and airport signage;
• Taxi progress monitoring and/or verbal call-outs after taxiway passage;
• The development and/or discussion of a pre-taxi plan and taxi route briefing;
• The transcription of complex ATC taxi instructions;
• Not stopping on a runway and, if possible, taxiing off an active runway and then initiating
communications with ATC to regain orientation;
• Visually clearing the final approach path prior to taxiing into the takeoff position on the
runway.
The specification in item ii) refers to operating policies and procedures that typically address:
• Managing flight crew workload prior to takeoff and before landing;
• Procedures for deferring administrative tasks until non-critical phases of flight;
• Identifying checklist items that must be re-accomplished in the event of a runway change;
• Maintaining a “Sterile Flight Deck;”
• The use of standard R/T phraseology;
• Clearance read-back and confirmation of changes;
• Monitoring clearances given to other aircraft;
• Obtaining directions or progressive taxi instructions when taxi route in doubt;
• Takeoff and landing runway verification and crosscheck;
• Takeoff and landing clearance verification;
• Questioning clearances when holding or lined up in position for takeoff on the runway, and
takeoff clearance has not been received within a specified period of time.
The specification in item iii) refers to instructions that typically address:
• Use of aircraft of lighting during taxi, runway crossing, takeoff, and landing;
• Appropriate transponder use at airports with ground surveillance radar;
• Appropriate use of TCAS when on the runway and holding in the takeoff position (e.g. center
mode on Navigation Display to display traffic on final approach).
The specification in item iv) refers to areas on the airport that could be identified through:
• Delineation of potential incursion areas or points (e.g. hot spots) on airport diagrams;
• Use of operator data collection programs to identify potential incursion areas in other
documentation available to the flight crew;
• The presence of Land and Hold Short Operations (LAHSO).
The specification in item v) refers to the provision of reduced visibility and relevant LVO policies and
procedures, regardless of LVO authorization, such as:

• Methods for maintaining situational awareness at night and during times of reduced visibility;
• A recommendation that checklists be suspended or delayed until the aircraft is stopped;
• If authorized for LVO, methods for maintaining situational awareness during LVO;
• If authorized for LVO, CAT II/III Surface Movement Guidance System (SMGS) procedures.
An operator, in accordance with requirements of the Authority, typically develops flight crew guidance
related to the prevention of runway incursions from one or more source reference documents, to
include:
• ICAO Document 9870, Manual on the Prevention of Runway Incursions;
• European Action Plan for the Prevention of Runway Incursions, Edition 2.0;
• FAA Advisory Circular AC No: 120–74B;
• Runway Safety; A Pilot's Guide to Safe Surface Operations, Second Edition published by
FAA Air Traffic Organization (ATO), Office of Safety Services;
• Communications; A key Component of Safe Surface Operations, Second Edition published
by FAA Air Traffic Organization (ATO), Office of Safety Services;
development of flight crew guidance related to the prevention of runway incursions.
3.13 Flight Deck, Passenger Cabin, Supernumerary Compartment Coordination

FLT 3.13.2 The Operator shall have guidance that defines persons authorized to use flight deck
jump seat(s). Such guidance shall, if applicable, be in accordance with the requirements of the
Authority.
Auditor Actions
□ Identified/Assessed OM guidance that addresses persons authorized to occupy the flight deck
jump seat (focus: definition of authorized persons; compliance with regulations).
□ Observed line flight operations (focus: flight deck jump seat occupancy).
FLT 3.13.3 If the Operator conducts passenger flights with cabin crew, the Operator shall have
procedures for communication and coordination between the flight crew and the cabin crew to ensure
a combined and coordinated process in addressing:
(i) Passenger safety information;
(ii) Cabin readiness prior to first aircraft movement, takeoff and landing;
(iii) If applicable, arming or disarming of cabin door slides;
(iv) Preparation for an encounter with turbulence;
(v) Flight or cabin crew member incapacitation;
(vi) Emergency evacuation;
(vii) Abnormal situations;
(viii) Emergency situations. (GM)
Auditor Actions
□ Identified/Assessed OM procedures for flight/cabin crew communication/coordination in
addressing situations that require combined/coordinated action (focus: procedures for
flight/cabin crew communication/coordination; definition of situations that require
combined/coordinated action).

□ Coordinated with cabin operations (focus: complementary procedures for

communication/coordination).
□ Observed line flight operations (focus: flight/cabin crew communication/coordination).
Guidance
Refer to the Guidance associated with CAB 3.3.3 located in ISM Section 5.
Communication and coordination may be verbal or accomplished by an alternative means (e.g.
chimes, lights).
Cabin crew coordination briefings could include security issues, aircraft technical issues affecting
cabin service, en route weather, use of seat-belt sign, meal service.
Procedures defining communication/coordination could be part of specific non-normal/emergency
procedures.
First aircraft movement as specified in item ii) is defined as pushback, powerback and/or taxi.
The operator may specify a non-communication period during critical phases of flight (e.g. during
takeoff roll or during landing).
Refer to FLT 3.13.4 for operations that do not utilize cabin crew members.
FLT 3.13.4 If the Operator transports passengers and/or supernumeraries in the passenger cabin
or supernumerary compartment, and does not use a cabin crew, the Operator shall have guidance
and procedures for communication by the flight crew with, as applicable, passengers and/or
supernumeraries to address:
(i) The dissemination of passenger/supernumerary safety information;
(ii) Restrictions pertaining to onboard smoking:
(iii) Compliance with the Fasten Seat Belt sign and, if applicable, the No Smoking sign;
(iv) Cabin or supernumerary compartment readiness prior to first aircraft movement, takeoff and
landing;
(v) If applicable, the arming or disarming of door slides;
(vi) Preparation for and an encounter with turbulence;
(vii) Medical situations;
(viii) Emergency evacuation;
(ix) Abnormal situations;
(x) Verification that baggage is stowed;
(xi) If applicable, verification that the 9G rigid barrier or 9G cargo net is secured. (GM)
operations.
Auditor Actions
□ Identified/Assessed OM procedures for flight crew communication with
passengers/supernumeraries when there is no cabin crew (focus: procedures for flight crew
communication with passengers/supernumeraries; definition of situations that require flight crew
communication).


□ Observed line flight operations (focus: flight crew communication with
Guidance
Refer to the IRM for the definition of Cargo Restraint System, which addresses the 9G cargo net and
9G rigid barrier/bulkhead.
The intent of this provision is to ensure communication and coordination with passengers, and/or
supernumeraries to address relevant safety subjects (e.g., sterile flight deck, security, aircraft
technical issues, flight crew incapacitation, cabin depressurization, onboard fire, emergency
evacuation, forced landing, ditching, etc.)
The specification in item iii) refers to appropriate communication from the flight crew to address the
arming and disarming of door slides, if installed.
FLT 3.13.5 If the Operator conducts passenger flights with cabin crew, the Operator should have a
policy and procedures that define and specify the requirements for standard verbiage, terminology,
signals and/or verbal commands used for communication between flight crew and cabin crew during
normal, abnormal and emergency situations. (GM)
Auditor Actions
□ Identified/Assessed OM policy/procedures that address standardized communications between
flight/cabin crew in normal/abnormal/emergency situations (focus: definition of standard
verbiage/terminology/signals/verbal commands for flight/cabin crew communication).
□ Coordinated with cabin operations (focus: complementary verbiage/terminology/signals/verbal
commands for cabin/flight crew communication).
□ Observed line flight and flight simulator operations (focus: standardized flight/cabin crew
communication).
Guidance
The intent of this provision is to ensure communication between flight crew and cabin crew during
abnormal and emergency situations is conducted using standardized methods of communication
identified and defined in documentation available to applicable crew members.
Examples of such situations include:
• Cabin depressurization;
• Severe turbulence;
• “Before impact” notification (forced/emergency landing or ditching);
• Crew member incapacitation;
• Unlawful interference.

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

Auditor Actions
□ Identified/Assessed OM procedures for preparation of cabin/supernumerary compartment and
notification to passengers/supernumeraries prior to takeoff/landing (focus: flight/cabin crew
procedures for cabin/supernumerary compartment preparation; definition of situations that
require flight/cabin crew notification).
□ Coordinated with cabin operations (focus: complementary procedures for compartment
preparation/notifications).
□ Observed line flight operations (focus: flight/cabin crew notification prior to takeoff/landing).
Guidance
The intent of this provision is to ensure cabin or supernumerary compartment readiness under the
conditions specified. Additionally, the provision requires that all applicable personnel are notified
when in the specified phases of flight.
If cabin crew members are not used, preparation of the cabin prior to takeoff and landing would
normally require the flight crew to verify certain conditions are in effect. Items checked by the flight
crew will vary according to aircraft type and equipment carried, but might typically include:
• Passenger seat belts fastened;
• Tray tables and seat backs in a stowed and upright position;
• Cabin baggage and other carry-on items secure in designated areas;
• As applicable, in-flight entertainment system viewing screens off and stowed;
• Galleys and associated equipment stowed or restrained.
FLT 3.13.9 <AC> If the Operator carries cargo on the same deck as the flight deck and/or
supernumerary compartment, the Operator shall have procedures to ensure the 9G restraint system
(cargo net or rigid barrier/bulkhead) and, if applicable, smoke barrier are closed/secured for:
(i) Taxi operations;
(ii) Takeoff;
(iii) Landing. (GM)
Auditor Actions
□ Identified/Assessed OM procedures that address operation of smoke barrier door (focus:
requirement for door closure for taxi/takeoff/landing).
Guidance
Refer to the IRM for the definitions of Cargo Restraint System and Smoke Barrier.
FLT 3.13.10 <AC> If the Operator transports radioactive material on cargo aircraft in excess
of the baseline amount prescribed by regulations, the Operator should have a program or
process to ensure flight crew members that operate such flights are not exposed to unsafe levels of
radiation. (GM)
Note: Radioactive material in excess of baseline regulatory amounts is transported under special
arrangement, or exclusive use.
Auditor Actions
□ Identified/Assessed program/processes that address transport of radioactive material (focus:
description of devices/methods used for detecting/monitoring flight crew radiation exposure).

Guidance
Refer to the IRM for the definitions of Exclusive Use and Special Arrangement.
An operator, in accordance with requirements of the Authority, typically develops programs related to
the transport of dangerous goods, including radioactive materials, based on technical information
from one or more source reference documents, to include:
• Annex 18 to the Convention on International Civil Aviation (Chicago, 1944) and the current
edition of the associated Technical Instructions for the Safe Transport of Dangerous Goods
by Air (Doc 9284-AN/905), including addenda to the 2013–2014 Technical Instructions.
• The current edition of the IATA Dangerous Goods Regulations (DGR).
• FAA CFR 49, Parts 171–175, as applicable.
• Any equivalent dangerous goods manual or other reference document approved or accepted
by the Authority for the development of radiation protection programs related to the
transportation of dangerous goods by air.
FLT 3.13.11 If the Operator conducts cargo flights and/or passenger flights without cabin crew, and
utilizes aircraft equipped with doors that have an automatic slide or slide/raft deployment system, the
Operator shall have flight crew procedures for arming and disarming such door systems. (GM)
Auditor Actions
□ Identified/Assessed OM procedures for arming/disarming of doors with automatic slide raft
deployment system (focus: flight crew procedures for door arming/disarming).
□ Observed line flight operations (focus: arming/disarming of doors).
Guidance
This standard addresses door systems that are designed to deploy a slide or slide/raft for emergency
evacuation if the door is opened with the system in the armed mode. Such door systems are typically
armed once the door has been closed for flight, and disarmed at the end of a flight and prior to the
door being opened for passenger and/or crew deplaning.
Depending on the type of aircraft and door system, the pack that contains the slide or slide/raft might
be mounted in the door itself, or might be mounted in the fuselage, tail cone or other location.
cabin crew, the Operator shall have flight crew procedures that ensure, as applicable, passengers
and/or supernumeraries have ready access to emergency oxygen. (GM)
operations.
Auditor Actions
□ Identified/Assessed OM procedures that address passenger/supernumerary ready access to
emergency oxygen (focus: flight crew procedures for ensuring access to oxygen).
□ Observed line flight operations (focus: flight crew procedures for ensuring
passenger/supernumerary access to oxygen).
Guidance
cabin crew, the Operator shall have flight crew procedures that ensure, as applicable, passengers

and/or supernumeraries are seated with their seat belts (or, as available, harness or other restraint)
fastened:
(i) During the taxi phases of a flight;
(ii) During the takeoff and landing phases of flight;
(iii) Prior to and/or during turbulence;
(iv) During an emergency situation, if considered necessary.
operations.
Auditor Actions
□ Identified/Assessed OM procedures for ensuring passengers/supernumeraries are seated with
seat belts/safety harness/other restraint device fastened for defined situations/phases of flight
(focus: flight crew procedures for ensuring passengers/supernumeraries are seated/restrained;
definition of situations/phases of flight that require seating/restraint).
□ Observed line flight operations (focus: passengers/supernumeraries seated/restrained).
Guidance
FLT 3.13.14 If the Operator transports supernumeraries in the passenger cabin or cargo
compartment, the Operator shall have guidance and procedures to ensure:
(i) All seats in the cargo compartment are considered emergency exit row seats;
(ii) Supernumeraries meet applicable requirements and restrictions.
Auditor Actions
□ Identified/Assessed OM guidance/requirements/procedures for transport of supernumeraries in
passenger cabin/cargo compartment (focus: requirement/procedure for all cargo compartment
seats to be treated the same as emergency exit row seats; definition of requirements/restrictions
that must be met by supernumeraries).
□ Observed line flight operations (focus: procedures for transport of
FLT 3.13.16 If the Operator utilizes aircraft equipped with a flight deck door, the Operator shall
have policies and/or procedures that are in accordance with the requirements of the Authority and, as
a minimum, define:
(i) When the flight deck door must remain locked;
(ii) If the Operator conducts passenger flights with cabin crew:
(a) The way the cabin crew notifies the flight crew in the event of suspicious activity or
security breaches in the cabin;
(b) The way cabin crew members gain entry to the flight deck. (GM)
Auditor Actions
□ Identified/Assessed OM policies/procedures that address flight deck security (focus:
requirements for door being locked/unlocked; methods for cabin crew to provide security
notifications; process for cabin crew entry to flight deck).

□ Coordinated with cabin operations (focus: complementary procedures for security

communication/flight deck entry).
□ Observed line flight operations (focus: flight deck door operation; cabin crew entry).
Guidance
The principal intent of this provision is to ensure the security of the flight deck by providing the flight
crew and cabin crew with complementary policies and/or procedures for use when a lockable flight
deck door is installed. Such policies and/or procedures define the actions necessary to address the
specifications of this provision.
Policies and/or procedures related to flight deck security may be considered sensitive information
and provided to relevant personnel in a manner that protects the content from unnecessary
disclosure.
FLT 3.13.17 If the Operator utilizes aircraft equipped with an approved flight deck door, in
accordance with Tables 2.9 (xxxiii) or 2.12 (iv), the Operator shall provide guidance, procedures and
instructions for the use of such door by the flight crew to ensure the security of the flight deck. Such
guidance shall include, as a minimum, the procedural means by which the crew:
(i) Prevents access to the flight deck by unauthorized personnel;
(ii) Identifies authorized personnel requesting entry into the flight deck. (GM)
Auditor Actions
requirements/procedures for flight crew use of door; procedures for identification of persons
requesting flight deck entry).
□ Coordinated with cabin operations (focus: complementary procedures for gaining flight deck
entry).
□ Observed line flight operations (focus: flight deck door operation; identification of persons
requesting entry).
Guidance
crew with appropriate guidance, procedures and instructions for use when a reinforced flight deck
door is installed, regardless of the aircraft configuration (passenger, cargo, combi).
Guidance, procedures and instructions related to flight deck security are considered sensitive
information and are normally provided to relevant personnel in a manner that protects the content
from unnecessary disclosure.
Tables 2.9 (xxxiii) and 2.12 (iv) contain specifications related to requirements and recommendations
for the installation of reinforced flight deck doors. This provision, however, contains specifications
only related to the use of such doors when installed.
FLT 3.13.18 If the Operator conducts international passenger flights utilizing aircraft equipped with
an approved flight deck door, in accordance with Tables 2.9 (xxxiii) or 2.12 (iv), the Operator shall
have procedures:
(i) To ensure the flight deck door is:
(a) Closed from the time all external aircraft doors are closed following embarkation;
(b) Closed and locked from the time of engine start or commencement of pushback,
and until any external aircraft door is subsequently opened for disembarkation,
except when necessary to permit access or egress by authorized persons.
(ii) For monitoring from either pilot station the entire area outside the flight deck door to identify
persons requesting entry and to detect suspicious behavior or potential threat. (GM)

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

3.14 Non-Normal/Abnormal and Emergency Operations

FLT 3.14.2 The Operator shall have a policy that prohibits the in-flight simulation of emergencies
while passengers and/or cargo are being transported on board the aircraft.
Auditor Actions
□ Identified/Assessed OM policy that prohibits in-flight simulated emergencies with
passengers/cargo on board the aircraft.
□ Examined training/qualification program for instructors/evaluators/line check airmen (focus:
prohibition of in-flight simulated emergencies with passengers/cargo on board the aircraft).
FLT 3.14.3 The Operator shall have a policy and guidance that defines the execution of
abnormal/non-normal and emergency procedures and that ensures a crosscheck and verbal
confirmation by two flight crew members (dual response) occurs before the actuation of any critical
aircraft system controls. Such guidance shall identify critical systems, as defined by the OEM, and
address, as a minimum:
(i) Engine thrust levers;
(ii) Fuel master or control switches;
(iii) Engine fire handles or switches;
(iv) Engine fire extinguisher discharge switches (if not automatically armed in conjunction with
the associated fire handle or switch);
(v) IDG/CSD disconnect switch. (GM)
Auditor Actions
□ Identified/Assessed OM policy/guidance that addresses execution of abnormal/non-
normal/emergency procedures (focus: procedures for dual flight crew crosscheck/verbal
confirmation prior to actuation of critical aircraft system controls; definition of critical aircraft
systems).
□ Observed line flight and flight simulator operations (focus: execution of abnormal/non-
normal/emergency procedures).
Guidance
The intent of this provision is to ensure the operator's policy and guidance defines how
abnormal/non-normal and emergency procedures are executed, and additionally ensures that the
critical actions taken during the execution of such procedures are crosschecked and verbally
confirmed by at least two flight crew members. Such critical actions are defined by the OEM and
typically addressed in operating policy and guidance associated with the use of abnormal/non-normal
and emergency checklists. This does not preclude, however, an OEM or operator from procedurally
addressing critical actions in the checklists themselves.
The specification in item iv) need only be addressed if required by the OEM when the arming of a fire
extinguisher discharge switch (or button) is not linked to the actuation of the associated fire handle or
switch.

FLT 3.14.4 If the Operator conducts passenger flights with cabin crew, the Operator shall have
procedures in accordance with FLT 3.11.18, applicable to each aircraft type, that specify the flight
and cabin crew member functions and actions to be executed during a situation requiring an
emergency evacuation.
Auditor Actions
□ Identified/Assessed OM procedures for aircraft emergency evacuation (focus: procedures for
each aircraft type; definition of flight/cabin crew member functions/actions during emergency
evacuation; procedures include sharing/prioritization of tasks).
□ Coordinated with cabin operations (focus: complementary procedures for emergency
evacuation).
□ Observed line flight and flight simulator operations (focus: flight/cabin crew emergency
evacuation procedures).
cabin crew, the Operator shall have procedures that are applicable to each aircraft type and:
(i) Specify flight crew functions and actions to be executed during an emergency evacuation;
(ii) Address, as applicable, passengers and/or supernumeraries.
Note: The specifications of this provision are applicable to flight crew members utilized on board an
Auditor Actions
□ Identified/Assessed OM procedures for aircraft emergency evacuation (focus: procedures for
each aircraft type; definition of flight crew member functions/actions during emergency
evacuation; procedures for treatment of passengers/supernumeraries).
□ Observed line flight operations (focus: flight crew emergency evacuation procedures).
FLT 3.14.6 The Operator shall have policies and procedures in accordance with FLT 3.11.18,
applicable to each aircraft type, that are to be applied during a situation requiring a rejected takeoff
and address the operational considerations for low speed and high speed rejected takeoffs.
Auditor Actions
□ Identified/Assessed OM policies/procedures that address rejected takeoff (focus: procedures
for each aircraft type; definition of considerations associated with low/high speed rejected
takeoff; procedures include flight crew sharing/prioritization of tasks).
□ Observed line flight and flight simulator operations (focus: rejected takeoff
procedures/considerations).
FLT 3.14.7 The Operator shall have policies and associated procedures accordance with
FLT 3.11.18, applicable to each aircraft type, that are to be applied when an engine failure or fire
occurs after V1.

Auditor Actions
□ Identified/Assessed OM policies/procedures that address engine fire/failure after V1 (focus:
procedures for each aircraft type; flight crew procedures that address engine fire/failure after
takeoff; procedures include flight crew sharing/prioritization of tasks).
□ Observed line flight and flight simulator operations (focus: engine fire/failure after V1
procedures).
applicable to each aircraft type, that are to be applied when a TCAS/ACAS resolution advisory (RA)
is displayed by onboard equipment. Such guidance shall, as a minimum:
(i) Specify a TCAS escape maneuver;
(ii) Require flight crews to follow a TCAS RA guidance even if it conflicts with ATC instructions.
Auditor Actions
□ Identified/Assessed OM policies/procedures that address reaction to display of TCAS/ACAS
resolution advisory (RA) (focus: procedures for each aircraft type; requirement for flight crew to
follow TCAS/ACAS guidance; definition of/procedure for TCAS/ACAS escape maneuver;
procedures include flight crew sharing/prioritization of tasks).
□ Observed line flight and flight simulator operations (focus: TCAS/ACAS RA procedures).
applicable to each aircraft type, that are applied during a GPWS or other terrain avoidance alert
provided by onboard equipment. Such guidance shall, as a minimum, define a CFIT escape
maneuver as an aggressive pitch up maneuver that maximizes the performance of the aircraft.
Auditor Actions
□ Identified/Assessed OM policies/procedures that address reaction to GPWS/terrain avoidance
alert/warning (focus: procedures for each aircraft type; definition of/procedure for aggressive
pitch-up escape maneuver; procedures include flight crew sharing/prioritization of tasks).
□ Observed line flight and flight simulator operations (focus: GPWS/terrain alert/warning
procedures).
FLT 3.14.10 The Operator shall have procedures in accordance with FLT 3.11.18, applicable to
each aircraft type that are to be applied in the event of an emergency descent.
Auditor Actions
□ Identified/Assessed OM procedures that address emergency descent (focus: procedures for
each aircraft type; definition of/procedure for emergency descent maneuver; procedures include
flight crew sharing/prioritization of tasks).
□ Observed line flight and flight simulator operations (focus: emergency descent procedure).
FLT 3.14.11 The Operator shall have guidance and procedures that address abnormal and/or
emergency communication, to include the:
(i) Appropriate use of “PAN PAN” and/or “MAYDAY;”
(ii) Actions to be taken in the event of a complete radio failure (lost communication);

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

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

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

Guidance on in-flight fuel management including emergency fuel declarations is contained in the
ICAO Flight Planning and Fuel Management Manual (Doc 9976).
3.15 Flight Crew Reporting Requirements

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

Meteorological Conditions Un-forecast or severe weather, icing, windshear, severe turbulence
Geophysical Events Volcanic ash observed or encountered
Air Piracy or other hostile acts that threaten the safety of the aircraft
Security Breaches
or its passengers
Wildlife Birds or large animals in the vicinity of the airport or runways
Inadequacy of navigational facilities or undesirable navigational aid
Facilities and infrastructure performance, Braking Action or other irregularity in navigational or
ground facilities
Unable to accept or maintain RVSM and reason (e.g. turbulence,
Aircraft Performance
mountain wave, wake turbulence, etc.), loss of navigational capability
Lasers Illumination activities, events or exposure
Unmanned free balloons, downed aircraft observation or ELT
Other
broadcast
FLT 3.15.3 The Operator shall have a policy that assigns responsibility to the PIC for notifying the
nearest authority, by the quickest available means, of any accident or serious incident resulting in
injury, death, or substantial aircraft damage.
Auditor Actions
□ Identified/Assessed policy for flight crew accident/incident reporting (focus: flight crew
responsibility/procedures for reporting accidents/serious incidents to the nearest authority by the
quickest available means).
FLT 3.15.4 The Operator shall have a policy that assigns responsibility to the PIC for:
(i) Notifying the appropriate local authority without delay in the event of any emergency
situation that necessitated action in violation of local regulations and/or procedures;

(ii) Submitting, if required by the state of occurrence, a report to the appropriate local authority
and also to the Authority of the State of the Operator.
Auditor Actions
□ Identified/Assessed policy for flight crew emergency action reporting (focus: flight crew
responsibility/procedures for reporting to the appropriate authorities any emergency situation that
necessitated action in violation of local regulations and/or procedures).
4 Operations Engineering Specifications
4.1 Aircraft Performance

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

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

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

• Instructions for the PIC to monitor and adjust vertical speed as necessary to comply with the
departure path.
If available from the manufacturer, the operator would normally include all-engine takeoff climb
gradient information or guidance for calculations in the documentation carried on board the aircraft
for each flight.
4.2 Navigation and Facilities

FLT 4.2.1 The Operator shall have guidance and procedures to ensure a flight will not be
commenced unless it has been ascertained, to the extent possible, that conditions and ground
facilities required for the flight are acceptable for the type of operation. (GM)
Auditor Actions
□ Identified/Assessed OM guidance/procedures used for acceptance of airport conditions and
ground facilities (focus: flight crew procedures for assessing airport aids, operating minima,
facilities, conditions and necessary information).
□ Examined processes for periodic assessment of airports used in operations.
□ Observed line flight operations (focus: consideration of airport conditions/facilities).
Guidance
A review of factors to determine if the conditions at the airport(s) of operation are acceptable for
operations typically includes, as applicable:
• Navigation aids;
• Runways, taxiways, ramp areas;
• Curfews;
• PPR (prior permission required);
• Field conditions;
• Lighting;
• ARFF/RFFS (airport rescue and firefighting/rescue and firefighting services);
• Applicable operating minima.
FLT 4.2.2 The Operator shall have a process, performed by Operations Engineering, to ensure
completion of an analysis that addresses relevant operational factors prior to operating over any new
route or into any new airport. Such analysis shall take into account:
(i) Obstacle clearance for all phases of flight (minimum safe altitudes);
(ii) Runway (width, length and pavement loading);
(iii) Navigation aids and lighting;
(iv) Weather considerations;
(v) Emergency services;
(vi) Fuel burn calculations;
(vii) As applicable, fuel freeze considerations;
(viii) As applicable, EDTO requirements;
(ix) Air Traffic Services;
(x) Critical engine inoperative operations;
(xi) Depressurization over critical areas;
(xii) (Special) airport classification. (GM)

Auditor Actions
□ Identified/Assessed process for analysis to identify/address relevant operational factors prior to
conducting operations over new routes/into new airports (focus: analysis includes/addresses
factors as specified in standard).
□ Interviewed selected operations engineering personnel (focus: process for analysis of new
routes/airports).
□ Examined selected examples of new route/airport analyses.
Guidance
The specifications in:
• Item vii) refers to a determination if the occurrence of fuel freeze during extended operations
is operationally relevant when planning a new route. If operationally relevant, the
specification vii) of this provision requires the operator to determine and designate the
methods used by the flight crew to determine fuel freeze points in accordance with the
specifications of FLT 4.1.2.
• Item xi) refers to carriage of fuel to respect oxygen requirement after depressurization.
• Item xi) may be satisfied by depressurization routes, charts and/or tables that consider
oxygen requirements over high terrain and fuel burn over remote areas.
• Item xii) may be satisfied by standardized criteria for the determination and classification of
special airports (e.g., EU-OPS).
FLT 4.2.3 If the Operator conducts operations over remote or sparsely populated areas, the
Operator should provide information that identifies and describes en route emergency airports
associated with operations over such areas. (GM)
Note: The en route emergency airports specified in this provision refer to airports that are applicable
to the operation being conducted (i.e. within flying range from the route being flown and potentially
usable for the aircraft type).
Auditor Actions
□ Identified operational routes over remote/sparsely populated areas.
□ Identified/Assessed OM information that identifies en route emergency airports associated with
operations over remote or sparsely populated areas (focus: description of en route emergency
airports).
Guidance
The specifications of this provision refer to emergency airports identified and described by the
operator that are not subject to the normal-use specifications of FLT 4.2.1 or the new airport analysis
specifications of FLT 4.2.2.
The intent of this provision is for an operator to provide information that identifies en route emergency
airports that could be considered usable for operations over the routes flown by the operator. It is
recognized that many oceanic areas are “remote or sparsely populated” and beyond the flight range
of any usable mainland or island airports. It is not intended that the specifications of this provision
would apply to those routes (or portions of routes) conducted over oceanic areas that are beyond the
range of any usable emergency airports.
Such information is provided for consideration by the PIC in the event an emergency over such areas
precludes continuation to an en route alternate. Any deficiencies in airport adequacy with respect to
the specifications of FLT 4.2.1 and FLT 4.2.2 are typically identified and described.

FLT 4.2.4 The Operator shall have guidance, data and procedures to enable operations
engineering personnel to determine minimum safe altitudes for all phases of flight. (GM)
Auditor Actions
□ Identified OM information that specifies minimum safe altitudes for all phases of flight (focus:
information addresses all areas/airports used in operations).
□ Interviewed selected operations engineering personnel (focus: guidance/procedures/data used
to determine minimum safe altitudes).
Guidance
Minimum safe altitudes (MSAs) are typically established by the states over which flights are
conducted.
MSAs are typically established by the operator through specified methods approved by the State and
included in the OM.
FLT 4.2.5 The Operator shall specify operating minima for each airport of intended use, which shall
not be lower than those established by the state in which the airport is located.
Auditor Actions
□ Identified/Assessed OM information that specifies operating minima for all airports used in
operations (focus: operating minima not lower than minima specified by state of airport location).
□ Interviewed selected operations engineering personnel (focus: sources of airport operating
minima).
4.3 Aircraft Systems and Equipment Specifications

FLT 4.3.1 The Operator shall ensure all aircraft in its fleet are equipped with:
(i) Instrumentation and/or avionics, readily visible to the intended pilot flight crew member,
necessary to conduct operations and meet applicable flight parameters, maneuvers and
limitations;
(ii) Equipment necessary to satisfy applicable operational communication requirements,
including emergency communication;
(iii) Avionics, equipment and/or components necessary to satisfy applicable navigation
requirements, provide necessary redundancy and, as applicable, authorized by the State for
use in RNP, MNPS and/or RVSM operations;
(iv) Avionics, instrumentation and/or radio equipment necessary to satisfy applicable approach
and landing requirements;
(v) Other components and/or equipment necessary to conduct operations under applicable
flight conditions, including instrument meteorological conditions.
Auditor Actions
□ Identified/Assessed fleet installation of aircraft instrumentation/navigation/communication
systems (focus: installation on all aircraft; aircraft configured/equipped as necessary to meet
operational requirements).
□ Coordinated with maintenance operations (focus: verification that
instrumentation/navigation/communication systems are in accordance with
certification/regulatory requirements).

□ Observed line flight operations or inspected static aircraft (focus: flight deck
instrumentation/navigation/communication systems).
FLT 4.3.4 If the Operator utilizes unpressurized aircraft operated at flight altitudes where the cabin
altitude will be greater than 10,000 feet (less than 700 hPa), the Operator shall ensure all such
aircraft are equipped with oxygen storage and dispensing apparatus in accordance with
requirements of the Authority and, as a minimum, also ensures;
(i) The aircraft can continue at a pressure altitude that will allow continued safe flight and
landing;
(ii) An amount of stored supplemental oxygen, in accordance with the requirements of the
Authority, and, as a minimum, to supply:
(a) The flight crew for any period the cabin altitude would be above 10,000 feet;
(b) All aircraft occupants for any period the cabin altitude would be above 15,000 feet;
(c) The flight crew and all aircraft occupants in accordance with a) and b) as
appropriate for the route to be flown. (GM)
Auditor Actions
□ Identified/Assessed oxygen systems for aircraft operated at flight altitudes where cabin altitude
will be greater than 10,000 ft (focus: applicable aircraft have oxygen storage/dispensing
apparatus in accordance with requirements of Authority; stored supplemental oxygen as
specified in standard).
□ Coordinated with maintenance operations (focus: verification that oxygen systems are in
accordance with certification/regulatory requirements).
Guidance
The operator, in accordance with the requirements of the Authority, typically uses technical guidance
for the computation of sufficient stored breathing oxygen for unpressurized aircraft derived from any
one of the following sources, as applicable:
• ICAO Annex 6, 4.3.8.1;
• EU-OPS 1.775 and Appendix 1 to EU-OPS 1.775;
• FAR 135.157 (a), FAR 121.327, FAR 121.329;
computation of sufficient stored breathing oxygen for unpressurized aircraft that conforms to
the specifications of this provision.
The specifications of this provision require a minimum amount of oxygen supply be determined
and/or designated by the operator or the Authority.
Flight altitude is equivalent to cabin pressure altitude for the purposes of unpressurized aircraft
oxygen supply calculations.
The specifications in item ii) may require the operator to define depressurization escape routes in the
OM.

FLT 4.3.5 If the Operator utilizes aircraft operated at flight altitudes greater than 10,000 feet (less
than 700 hPa), but pressurized to maintain a cabin altitude of less than 10,000 feet (greater than
700 hPa), the Operator shall ensure all such aircraft can descend to an altitude after a loss of
pressurization that will allow continued safe flight and landing and are equipped with oxygen storage
and dispensing apparatus in accordance with requirements of the Authority and, as a minimum, also
ensures:
(i) The aircraft can continue at a pressure altitude that will allow continued safe flight and
landing;
(ii) An amount of stored supplemental oxygen, in accordance with the requirements of the
Authority, and, as a minimum, to supply:
(a) The flight crew for any period the cabin altitude would be above 10,000 feet;
(b) All aircraft occupants for any period the cabin altitude would be above 15,000 feet;
(c) The flight crew and all aircraft occupants in accordance with a) and b) as
appropriate for the route to be flown.
(iii) For aircraft that do not operate above 25,000 feet, the amount of stored oxygen for aircraft
occupants specified in ii) b) above may be reduced, in accordance with the requirements of
the Authority, if at all points along the route to be flown, the aircraft is able to descend safely
within 4 minutes to a cabin pressure altitude of 15,000 ft. or less. (GM)
Auditor Actions
□ Identified/Assessed oxygen systems for aircraft operated at flight altitudes greater than 10,000
ft, but pressurized to maintain cabin altitude of less than 10,000 ft (focus: applicable aircraft carry
stored supplemental oxygen as specified in standard).
□ Coordinated with maintenance operations (focus: verification that oxygen systems are in
accordance with certification/regulatory requirements).
Guidance
The intent of this provision is to define a minimum amount of oxygen supply and should not be
confused with requirements for the use of oxygen as specified in FLT 3.11.49.
The operator, in accordance with the requirements of the Authority, typically uses technical guidance
for the computation of sufficient stored breathing oxygen for pressurized aircraft derived from any
one of the following sources, as applicable:
• ICAO Annex 6, 4.3.8.2;
• EU-OPS 1.770 and Appendix 1 to EU-OPS 1.770;
• FAR 135.157 (b), FAR 121.329, 121.331, and 121.333;
computation of sufficient stored breathing oxygen for pressurized aircraft that conforms to the
The specifications of this provision require a minimum amount of oxygen supply be determined
and/or designated by the operator or the Authority.
The descent specified in item ii) is in accordance with emergency procedures specified in the AFM to
a safe altitude for the route to be flown that will allow continued safe flight and landing.

FLT 4.3.37 The Operator shall ensure all aircraft in its fleet are equipped with, in accordance with
conditions of applicability, the aircraft systems and equipment specified in Table 2.9. (GM)
Auditor Actions
□ Identified/Assessed installation of aircraft systems/equipment, as applicable.
□ Coordinated with maintenance operations (focus: verification that lifesaving equipment
type/installation are in accordance with regulatory requirements).
□ Examined records of installation, inspection and/or maintenance of the systems/equipment.
□ Observed line flight operations or inspected static aircraft.
Guidance
The intent of this provision is that, in accordance with conditions of applicability, the systems and
equipment specified in Table 2.9 are installed on each aircraft type in the operator’s fleet.
The condition of applicability of some system or equipment requirements is predicated on the use of
an aircraft type in a certain type of operation (e.g. long-range over-water flights). Where an operator
has a fleet of an aircraft type of which some are not used in the conditional operation, then the
operator would typically have to demonstrate a segregation system that prevent such aircraft from
being used in the conditional operation.
The operator or the Authority may prescribe additional requirements for aircraft systems or
equipment installation.
FLT 4.3.38 The Operator should ensure all aircraft in its fleet are equipped with, in accordance with
conditions of applicability, the aircraft systems and equipment specified in Table 2.12. (GM)
Auditor Actions
□ Identified/Assessed installation of aircraft systems/equipment, as applicable.
□ Coordinated with MNT auditors (focus: systems or equipment are in accordance with
□ Examined records of installation, inspection and/or maintenance of aircraft systems/equipment.
□ Observed line flight operations or inspected static aircraft.
Guidance
The intent of this provision is that, in accordance with conditions of applicability, the systems and
equipment specified in Table 2.9 should be installed on each aircraft type in the operator’s fleet.
The condition of applicability of some system or equipment requirements is predicated on the use of
an aircraft type in a certain type of operation (e.g. long-range over-water flights). Where an operator
has a fleet of an aircraft type of which some are not used in the conditional operation, then the
operator would typically have to demonstrate a segregation system that prevent such aircraft from
being used in the conditional operation.
The operator or the Authority may prescribe additional requirements for aircraft systems or
equipment installation.

Table 2.1–Onboard Library Specifications

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

Table 2.2–Operations Manual (OM) Content Specifications

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


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

Table 2.3–Flight Crew Qualification Requirements

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

Table 2.4–(Intentionally open)

Table 2.5–Route and Airport Knowledge Requirements

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

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

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

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

and Qualification Program (ATQP) or an Evidence-based Training (EBT) Program
(xi) Program approval to include:

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


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


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

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

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

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

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

Table 2.9–Required Aircraft Systems and Equipment

All aircraft in the Operator’s fleet shall be equipped with, in accordance with conditions of applicability, the
systems and equipment specified in this table. Where referenced, refer to guidance material in Table 2.10 or
2.11.
Equipment Applicability Requirement Notes
(i) Quick-donning All aircraft in its fleet Equipped with a quick-
oxygen mask operated at flight donning oxygen mask for
altitudes above each flight crew member.
25000 feet.
(ii) Dangerous loss of All aircraft in its fleet Equipped with a device
pressurization intended to be operated that provides positive
device at flight altitudes above warning to the pilot of any
25000 feet for which dangerous loss of
the individual certificate pressurization.
of airworthiness is first
issued on or after
1 July 1962.
(iii) Protective Breathing All aircraft in its fleet. Equipped with flight Crew Note: PBE intended for
Equipment (PBE) PBE as follows: flight crew use shall be
(a) PBE shall protect conveniently located on
the eyes, nose and the flight deck and be
mouth of each easily accessible for
flight crew immediate use by each
member while on required flight crew at
flight duty and their assigned duty
provide oxygen for station.
a period of not less
than 15 minutes.
(b) PBE shall allow
the flight crew to
communicate
using the aircraft
radio equipment
and to
communicate by
interphone with
each other while at
their assigned duty
stations. (GM)
Table 2.10 (i)
(iv) All cargo aircraft in its Equipped with an
fleet and all aircraft additional unit of portable
operated without cabin PBE located adjacent to
crew the flight deck hand-held
fire extinguisher. (GM)
Table 2.10 (ii)
(v) All cargo aircraft in its Equipped with an
fleet with an accessible additional unit of portable
cargo compartment. PBE located outside but
adjacent to the entrance of
the accessible cargo
compartment. (GM)
Table 2.10 (ii)


(vi) Protective Breathing All cargo aircraft in its Equipped with an
Equipment (PBE) - fleet with a hand-held additional unit of portable
continued fire extinguisher in the PBE located adjacent to
supernumerary the hand-held fire
compartment. extinguisher. (GM)
Table 2.10 (ii)
(vii) All pressurized Equipped with a portable
passenger aircraft in its PBE unit:
fleet with or without (a) Adjacent to each
cabin crew, and hand-held fire
unpressurized extinguisher as
passenger aircraft in its specified below, or
fleet having more than adjacent to each
19 passenger seats. required cabin
crew station,
whichever is
fewer;
(b) Where a hand-
held fire
extinguisher is
located in a cargo
compartment,
outside but
adjacent to that
cargo
compartment.
(viii) Hand-held fire All aircraft in its fleet. Equipped with a minimum Note: Hand-held fire
extinguishers of one hand-held fire extinguishers shall be
extinguisher shall be of a type that will
located in the flight deck. minimize the hazard of
toxic gas concentration.
(ix) Crash axe or All aircraft in its fleet. Equipped with a minimum Note: Unless
crowbar of one crash axe or constrained by
crowbar located on the certification or security
flight deck and/or the requirements of the
passenger cabin. (GM) Authority and/or State.
Table 2.10 (iii)
(x) Flashlight All aircraft intended to Equipped with a flashlight
be operated at night. (torch) at each flight crew
station. (GM)
Table 2.10 (iv)


(xi) Emergency Locator All Aircraft in its fleet. Equipped with ELT(s) Note: The
Transmitters (ELTs) which operate on 121.5 specifications of this
MHz and 406 MHz provision are applicable
simultaneously. (GM) to all aircraft utilized to
Table 2.10 (v) conduct international
(xii) All aircraft utilized for Equipped with a minimum flights unless the State
international flights, of either one automatic differentiates between
with more than 19 ELT or two ELTs of any domestic and
passenger seats, for type. (GM) Table 2.10 (v) international flights for
which the individual the purpose of
certificate of establishing ELT
airworthiness is first equipage requirements.
issued before 1 July In such cases, a state's
2008. domestic regulations,
which typically apply to
(xiii) All aircraft utilized for Equipped with a minimum flights within the
international flights, of one ELT of any type. territory of that state,
with 19 passenger (GM) Table 2.10 (v) may be extended by a
seats or less, for which special authorization,
the individual certificate issued by the Authority,
of airworthiness is first to encompass specific
issued before 1 July flights to/from airports
2008. in nearby states. The
(xiv) All aircraft utilized for Equipped with a minimum specifications of this
international flights, of two ELTs, one of which provision would not
with more than 19 shall be automatic. (GM) apply to aircraft used to
passenger seats, for Table 2.10 (v) conduct such
which the individual international flights if
certificate of the requirements
airworthiness is first specified in the special
issued after 1 July authorization, as well
2008. as the regulations
(xv) All aircraft utilized for Equipped with a minimum established by the
international flights, of one automatic ELT. applicable nearby
with 19 passenger (GM) Table 2.10 (v) state(s), define ELT
seats or less, for which equipage requirements.
the individual certificate
of airworthiness is first
issued after 1 July
2008.


(xvi) Required Navigation All aircraft in its fleet Equipped with navigation
Performance (RNP), utilized to conduct equipment that
Area Navigation operations in defined continuously provides
(RNAV) portions of airspace indications to the flight
where, based on a crew of adherence to or
Regional Air Navigation departure from track to the
Agreement, such as required degree of
MNPS or NAT-HLA, are accuracy at any point
prescribed. along that track.
(xvii) Reduced Vertical All aircraft in its fleet Equipped to:
Separation Minima authorized to conduct (a) Indicate to the
(RVSM) operations in defined flight crew the
RVSM airspace. flight level being
flown;
(b) Automatically
maintain a
selected flight
level; and
(c) Provide an alert to
the flight crew
when a deviation
occurs from the
selected flight
level, with the
threshold for such
alert not to exceed
90 m (300 feet).
(xviii) Airborne Collision All aircraft in its fleet. Equipped with an ACAS II. Note: Such system
Avoidance System II (GM) Table 2.10 (vi) shall utilize a software
(ACAS II) version approved or
accepted by the
applicable authorities
as appropriate for the
airspace or area of
operation.
(xix) Airborne weather All pressurized aircraft Equipped with an airborne
radar system in its fleet. weather radar system
capable of detecting
thunderstorms and other
potentially hazardous
weather conditions when
operating in areas where
such weather conditions
could be expected to exist
along the route either at
night or under instrument
meteorological conditions.


(xx) Ground Proximity All aircraft in its fleet. Equipped with a GPWS Note : Refer to the IRM
Warning System that: definition for GPWS
(GPWS) (a) Automatically and its modes.
provides a warning
to the flight crew
when the aircraft is
in close proximity
to the earth's
surface; and
(b) Has a forward-
looking terrain
avoidance
function. (GM)
Table 2.10 (vii)
(xxi) Flight Data All aircraft in its fleet. Equipped with an FDR Note: The FDR must:
Recorder (FDR) that: (i) not be the
(Sub-specification (a) Does not utilize analog type
(g) of this standard photographic film utilizing
is currently or engraving metal frequency
suspended in foil; modulation
accordance with (b) Is not of the (FM); or
the IOSA analog type (ii) Effective 1
Standards Special utilizing frequency January 2019,
Review Process) modulation (FM); not utilize
(c) Effective 1 magnetic tape.
January 2019, Note: The FDR must
does not utilize be of a type that is in
magnetic tape; accordance with
(d) Is capable of requirements of the
recording, as a Authority.
minimum, the last
25 hours of aircraft
operation;
(e) Records time,
altitude, airspeed,
normal
acceleration and
heading;
(f) Is of a type that is
in accordance with
requirements of
the Authority;
(GM)
Table 2.10 (viii)


(xxii) Cockpit Voice All aircraft in its fleet. Equipped with a CVR that Note: Effective
Recorder (CVR) records the aural 1 January 2019, does
environment on the flight not utilize magnetic
deck during flight and is tape and wire.
capable of retaining
recorded information
either:
(a) For the last 30
minutes of its
operation, as a
minimum, or
(b) For a period of
time in excess of
30 minutes in
accordance with
the requirements
of the Authority.
(GM)
Table 2.10 (ix)
(xxiii) First aid kits All aircraft in its fleet. Equipped with one or more Note: The
first aid kits that are specifications of this
(a) On passenger provision are applicable
aircraft, distributed to commercial and/or
as evenly as non-commercial
practicable operations
throughout the
passenger
cabin(s) and
readily accessible
for use by crew
members;
(b) readily accessible
to the flight crew
and, if applicable,
supernumeraries.
(GM) Table 2.11)
(xxiv) Seats and All aircraft in its fleet. Equipped with seats and Note: The
associated restraint associated restraint specifications of this
devices devices as follows: provision are applicable
(a) For flight crew, to commercial and/or
seats fitted with a non-commercial
safety harness for operations
each flight crew
member;
(b) If the Operator
transports
supernumeraries,
a seat fitted with a
seat belt (or safety
harness) for each
supernumerary.
(GM)
Table 2.10 (x)


(xxv) Life jacket or All aircraft in its fleet Equipped with a minimum
equivalent individual utilized for over-water of one life jacket or
flotation device flights. equivalent individual
flotation device for each
person on board, with each
life jacket or flotation
device stowed for easy
accessibility from
individual seating
positions. (GM)
Table 2.10 (xi)
(xxvi) Lifesaving rafts All cargo aircraft in its Equipped with lifesaving Note: This provision is
fleet utilized for long- rafts with sufficient applicable to all aircraft,
range over-water capacity to accommodate except cargo aircraft
flights. all persons on board, with that have been granted
each raft stowed in a a specific exemption by
manner to facilitate ready the Authority.
use during a ditching
emergency. Lifesaving
rafts shall contain:
(a) Life-sustaining
equipment as
appropriate to the
flight to be
undertaken;
(b) Equipment for
making
pyrotechnical
distress signals.
(xxvii) Signaling devices All aircraft in its fleet Equipped with signaling
and lifesaving utilized for flights devices and lifesaving
equipment across land areas that equipment (including,
have been designated means of sustaining life) in
by the state(s) accordance with
concerned as areas in requirements of the
which search and applicable state(s).
rescue would be
especially difficult.


(xxviii) Fire suppression Passenger aircraft with Such compartments are
system a cargo compartment equipped with:
that is accessible to a (a) a built-in cargo
crew member. compartment fire
suppression
system, or
(b) a portable fire
suppression
system is available
for use in such
compartments by
a crew member.
(GM)
Table 2.10 (xii)
(xxix) All aircraft that have a Each cargo compartment
cargo compartment not is equipped with a built-in
accessible to a crew fire detection system and a
member, for which the built-in fire starvation or
application for suppression system. (GM)
certification was Table 2.10 (xiii)
submitted on or after
2 March 2004.
(xxx) Cargo restraint All cargo aircraft in its Equipped with a cargo
system fleet. restraint system, which
may include barriers,
ULDs, nets, straps, chains,
tie-downs and/or floor
locks that prevent cargo
from shifting and:
(a) Blocking or
reducing access to
emergency exits;
(b) Obstructing the
flow of required
fire retardants;
(c) Interfering with
design features of
the aircraft critical
to the safety of
flight (e.g. flight
controls).
(xxxi) Humane killer All cargo aircraft utilized The device is to:
device in the transport of (a) be stowed in a
livestock. secure manner;
and
(b) have controlled
access to the
device in flight.


(xxxii) Flight deck door All aircraft utilized for (a) Ensure such door
passenger flights fitted is capable of being
with a flight deck door. locked;
(b) Provide a means
by which cabin
crew members or
other authorized
persons can notify
the flight crew in
the event of
suspicious activity
or a security
breach. (GM)
Table 2.10 (xiv)
(xxxiii) International passenger Equipped with an
flights utilizing aircraft approved flight deck door
with a maximum that is:
certificated takeoff (a) Capable of being
mass in excess of locked and
45,500 kg (100,310 lb) unlocked from
or with a seating either pilot station;
capacity greater than (b) Designed to resist
60 passengers. penetration by
small arms fire,
grenade shrapnel
or forcible
intrusions by
unauthorized
persons. (GM)
Table 2.10 (xv)
(xxxiv) (This standard is
currently
suspended in
accordance with
the IOSA
Standards Special
Review Process)

Table 2.10–Guidance Material: Required Aircraft Systems and Equipment

(i) The oxygen supply to satisfy the specifications in item i) may be portable or provided by the aircraft
supplemental oxygen system.
The specification in item i) can be satisfied by equipment that protect the eyes, nose and mouth
such as a smoke hood, full face oxygen mask or combination of smoke goggles and oxygen mask.
(ii) This specification can only be satisfied by a portable unit of PBE intended to be carried to protect
the eyes, nose and mouth of one member of the flight crew and to provide breathing gas for a
period of not less than 15 minutes.
(iii) The intent of this provision is to ensure crash axes and/or crowbars are installed in accordance
with:
• Applicable certification requirements (e.g. aircraft type certification or for issuance of the Air
Operator Certificate);
• Applicable security requirements.
(iv) This provision is normally satisfied by the installation of a fixed light or torch attached to the aircraft
structure, such as a “Grimes Light.”
Operators wishing to utilize flight crew member flashlights to conform to the specifications of this
provision need to demonstrate the means of ensuring the carriage, accessibility and serviceability
of such flashlights.
(v) The intent of this provision is to ensure all aircraft, regardless of configuration (passenger, cargo,
combi), used in international operations are equipped with ELTs.
Technical guidance for the operational requirements applicable to ELTs is contained in ICAO
Annex 10, Volume III.
(vi) It is important to note that this provision does not refer to a specific ACAS II software version and
that technical requirements related to the required ACAS software version vary widely and may be
based on one or more of the following criteria:
• Date of issue of an aircraft's individual certificate of airworthiness;
• Deadline for initial equipage or retrofit set by an applicable Authority;
• Area(s) of operation, including operations over the high seas or under the jurisdiction of an
authority other than the Authority of the operator;
• Type of airspace (e.g. RVSM).
Technical guidance for the operational requirements applicable to ACAS II is contained in one or
more of the following documents as relevant to the operations conducted by the operator:
• ICAO Annex 10, Volume IV;
• FAA InFO (Information for Operators) 12010 dated 06/26/12;
• FAA Booklet “Introduction to TCAS II Version 7.1” dated 02/28/11;
• FAA Advisory Circular AC 120-55C (Air Carrier Operational Approval and Use of TCAS II)
dated 03/18/13;
Commission Regulation (EU) No 1332/2011 of 16 December 2011 – “Laying down common
airspace usage requirements and operating procedures for airborne collision avoidance.”


(vii) A GPWS provides a warning when it senses the aircraft is in close proximity to the earth's surface
and not in the landing configuration, which typically means the landing gear is not down and locked,
and/or the flaps are not in a landing position.
Different systems are available and acceptable as a GPWS with a forward-looking terrain
avoidance (FLTA) function, as specified in item ii) of this provision. The following guidance is an
overview only; it is not to be construed as technical specifications for an acceptable system.
A GPWS with a FLTA function could also be known as a predictive terrain awareness and warning
system (TAWS), and provides:
• A forward-looking capability and terrain clearance floor;
• The flight crew, by means of visual and aural signals, and a terrain awareness display, with
an alerting time necessary to prevent controlled flight into terrain events.
An acceptable system provides a forward-looking capability and terrain clearance floor protection in
areas of operations and surrounding airports of intended use. Such systems generally have:
• A navigation system that provides accurate aircraft position (e.g. GPS or equivalent);
• A means of displaying aircraft and terrain information;
• A means of providing visual and aural signals;
• A terrain database(s) for all areas of potential operations and surrounding airports of
intended use.
If an obstacle database is commercially available and obstacle detection/display functionality is
installed, an obstacle database for all areas of potential operations.
(viii) (Sub-specification (g) of this standard is currently suspended in accordance with the IOSA
Standards Special Review Process)
Engraving metal foil and photographic film are obsolete recording media and are no longer
acceptable for use in FDRs. Therefore, aircraft equipped with an this type of FDR that uses
magnetic tape does not conform to the specifications of this provision.
Technical guidance for the operational requirements applicable to each type of FDR is contained in
ICAO Annex 6.
(ix) Technical guidance for CVR performance requirements are contained in the Minimum Operational
Performance Specifications (MOPS) document for Flight Recorder Systems of the European
Organization for Civil Aviation Equipment (EUROCAE) or equivalent documents.
(x) The safety harness specified in item i) or ii) typically incorporates a device that will automatically
restrain the occupant's torso in the event of rapid deceleration.
(xi) Refer to the IRM for the definition of Over-water Flights.
Seat cushions that are designed to float are considered individual flotation devices.
State regulations might permit baby survival cots or infant life jackets to be stowed together in one
or more common cabin locations (e.g. in a bustle or doghouse) on passenger aircraft. Under such
circumstances, an operator would typically have procedures to ensure such items are handed to
the parents of infants when required.
(xii) This provision is applicable to passenger aircraft only and is intended to ensure a means of fire
suppression in cargo compartments accessible to crew members.
For the purposes of this provision, “in flight” is defined as the period that starts the moment the
aircraft is ready to move for the purpose of taking off and ends the moment it finally comes to rest at
the end of the flight and the engine(s) are shut down.


(xiii) Ideally, the fire detection system and fire starvation or suppression system as specified in this
standard would be designed to account for a sudden and extensive fire that could be caused by an
explosive or incendiary device, or by dangerous goods.
Refer to the guidance associated with FLT 1.12.2 for the hazards relevant to the conduct of aircraft
operations that are typically addressed as part of a safety risk assessment and mitigation program.
For the purposes of this provision, “in flight” is defined as the period that starts the moment the
aircraft is ready to move for the purpose of taking off and ends the moment it finally comes to rest at
the end of the flight and the engine(s) are shut down.
(xiv) The specification in item ii) requires a system or device(s) for use by the cabin crew or other
authorized persons to notify the flight crew of any security compromise in the cabin.
(xv) The design of the reinforced flight deck door takes into account safety requirements, such as
decompression panels, emergency exit capability for the flight crew and emergency access for
rescuers. Also, a secondary locking device, such as a deadbolt or cross bar, is installed in case the
automated locking device is defective.
The aircraft MEL would typically contain any restrictions pertinent to use of the door in line
operations, including, if applicable, a secondary locking system.
A smoke barrier or curtain is not acceptable for addressing the specifications of this provision.

Table 2.11–Guidance Material: First Aid Kit Contents

The contents of an aircraft first aid kit would typically include:
• List of kit contents;
• Antiseptic swabs (10/packs);
• Bandage, adhesive strips;
• Bandage, gauze 7.5 cm × 4.5 m;
• Bandage, triangular 100 cm folded and safety pins;
• Dressing, burn 10 cm × 10 cm;
• Dressing, compress, sterile 7.5 cm × 12 cm approx.;
• Dressing, gauze, sterile 10.4 cm × 10.4 cm approx.;
• Adhesive tape, 2.5 cm (roll);
• Skin closure strips;
• Hand cleanser or cleansing towelettes;
• Pad with shield or tape for eye;
• Scissors, 10 cm (if permitted by applicable regulations);
• Adhesive tape, surgical 1.2 cm × 4.6 m;
• Tweezers, splinter;
• Disposable gloves (several pairs);
• Thermometers (non-mercury);
• Resuscitation mask with one-way valve;
• First aid manual (an operator may decide to have one manual per aircraft in an easily accessible
location);
• Incident record form.
If permitted by applicable regulations, first aid kits could include the following medications:
• Mild to moderate analgesic;
• Antiemetic;
• Nasal decongestant;
• Antacid;
• Antihistaminic;
• Antidiarrheal.
In states where regulations do not allow any medications in the first aid kit, affected operators may carry an
extra kit containing the above medications to be used passively (i.e. only given to a passenger on specific
request by the passenger).

Table 2.12–Recommended Aircraft Systems and Equipment

All aircraft in the Operator’s fleet should be equipped with, in accordance with conditions of applicability, the
systems and equipment specified in this table. Where referenced, refer to guidance material in Table 2.13.
(i) Emergency Locator All Aircraft in its fleet. Should be equipped with a Note: The
Transmitters (ELTs) minimum of one automatic specifications of this
ELT that operates on provision apply to all
121.5 and 406 MHz aircraft engaged in all
simultaneously. types of operations,
regardless of any
exemptions or
authorizations issued
by the Authority or
other applicable
authorities.
(ii) Airborne Collision All aircraft in its fleet. Should be equipped with
Avoidance System II an ACAS II utilizing
(ACAS II) software version 7.1. (GM)
Table 2.13 (i)
(iii) Forward-looking All aircraft in its fleet. Should be equipped with a
windshear warning forward-looking windshear
system warning system
(iv) Flight deck door All aircraft utilized for Should be equipped,
passenger flights. where practicable, with an
approved flight deck door
that is:
(a) Capable of being
locked and
unlocked from
either pilot station;
(b) Designed to resist
penetration by
small arms fire,
grenade shrapnel
or forcible
intrusions by
unauthorized
persons.

Table 2.13–Guidance Material: Recommended Aircraft Systems and Equipment

(i) The intent of this provision is to encourage the earliest practicable deployment of ACAS II with
software version 7.1. It is recognized, however, that ACAS software version requirements vary
widely based on the criteria contained in the Guidance Material found in Table 2.10 (vi).


Section 3 — Operational Control and Flight Dispatch (DSP)
Applicability
Section 3 addresses the requirements for operational control of flights conducted by multi-engine aircraft,
and is applicable to an operator that conducts such flights, whether operational control functions are
conducted by the operator or conducted for the operator by an external organization (outsourced). Specific
provisions of this section are applicable to an operator based on the operational system in use, the manner
in which authority is delegated by the operator, and the responsibilities, functions, duties or tasks assigned
to the personnel involved.
The IOSA standards and recommended practices (ISARPs) in Section 3 are applicable only to those
aircraft that are of the type authorized in the Air Operator Certificate (AOC) and utilized in commercial
passenger and/or cargo operations, unless applicability is extended to encompass non-commercial
operations as stated in a note immediately under the body of the provision.
Subsection 4.6 contains provisions that address (optional) performance-based methods for achieving
conformity with eligible alternate airport, fuel planning and EDTO provisions contained in other
subsections. General guidance related to the practical application of performance-based methods and
related provisions prefaces subsection 4.6.
Table 3.1 categorizes the personnel that are delegated the authority to exercise operational control,
assigned the overall responsibility for the overall operational control of a flight, assigned the individual
responsibility to carry out one or more functions, duties or tasks related to the operational control of a flight,
or assigned the duty to provide administrative support to others with responsibilities related to operational
control.
Table 3.5 defines the competencies of operational control personnel appropriate to the assignment of
overall responsibility for operational control and/or to carry out one or more operational control functions,
duties or tasks according to their specific competencies.
All personnel utilized to perform operational control functions as defined in Table 3.1, or that act in a
manner consistent with the functional categories specified in Table 3.1 and the competencies specified in
Table 3.5, irrespective of management or post holder title, are subject to specified training and qualification
provisions in this section relevant to the operational control function performed.
Individual provisions, and/or individual sub-specifications within a provision, that:
condition(s) stated in the phrase. The conditional phrase serves to define or limit the applicability
of the provision (e.g. “If the operator utilizes…” or “If an FOO or FOA is utilized…”).
by the Auditor.
• Begin with a conditional phrase that specifies the use of a Flight Operations Officer (FOO) by an
operator are applicable when the operator assigns the FOO, as defined in the IRM and delegated
authority in accordance with Table 3.1, responsibility to carry out operational control functions,
duties or tasks related to all of the competencies of operational control as specified in Table 3.5.
• Begin with a conditional phrase that specifies the use of a Flight Operations Assistant (FOA) by an
operator are applicable when the operator assigns the FOA, as defined in the IRM, responsibility
to carry out operational control functions, duties or tasks related to one or more, but not all,
competencies of operational control as specified in Table 3.5.
• Are applicable to all systems of operational control, but with differences in application to each
system, will have those differences explained in the associated Guidance Material (GM).
• Contain the phrase “personnel responsible for operational control” or “personnel with responsibility
for operational control” refer to any suitably qualified personnel with responsibility for operational
control as designated by the operator, to include the pilot-in-command (PIC) unless otherwise
annotated.
ISM Ed. 11, September 2017 DSP 1

•Contain training and qualification requirements are applicable to personnel, other than the PIC,
that are assigned responsibilities related to the operational control of flights. PIC training and
qualification requirements for all systems of operational control are specified in ISM Section 2
(FLT).
• Are eligible for conformance using performance-based methods contain a note referring to
applicable provisions in subsection 4.
Where operational functions, duties or tasks associated with operational control are outsourced to external
service providers, an operator retains overall responsibility for ensuring the management of safety in the
operational control of flights and must demonstrate processes for monitoring applicable external service
providers in accordance with DSP 1.11.2.
General Guidance
Authority and Responsibility
For the purposes of this section authority is defined as the delegated power or right to command or direct, to
make specific decisions, to grant permission and/or provide approval, or to control or modify a process.
For the purposes of this section responsibility is defined as an obligation to perform an assigned function,
duty, task or action. An assignment of responsibility typically also requires the delegation of an appropriate
level of authority.
Operational Control
Operational control is defined as the exercise of authority to initiate, continue, divert or terminate a flight in the
interest of the safety and security of the aircraft and its occupants. An operator may delegate the authority for
operational control of a specific flight to qualified individuals, but typically retains overall authority to operate
and control the entire operation. An operator may also assign the responsibility to carry out specific
operational control functions, duties, or tasks related to the conduct of each flight to identifiable, qualified and
knowledgeable individual(s), but would remain responsible (and accountable) for the conduct of the entire
operation.
Any individuals delegated the authority to make specific decisions regarding operational control would also
be responsible (and accountable) for those decisions. Additionally, individuals assigned the responsibility to
carry out specific operational control functions, duties, or tasks related to the conduct of each flight are also
responsible (and accountable) for the proper execution of those functions, duties, or tasks. In all cases, the
authority and responsibility attributes of operational control personnel are clearly defined and documented by
the operator, and communicated throughout the organization.
It is important to note that when an operator assigns the responsibility for functions, duties or tasks related to
the initiation, continuation, diversion and termination of a flight to employees or external service providers,
such operator retains full responsibility (and accountability) for the proper execution of those functions, duties
or tasks by ensuring:
• The training and qualification of such personnel meets any regulatory and operator requirements;
• Personnel are performing their duties diligently;
• The provisions of the Operations Manual are being complied with;
• An effective means of oversight is maintained to monitor the actions of such personnel for the
purposes of ensuring operator guidance and policy, as well regulatory requirements, are complied
with.
Authority for the Operational Control of Each Flight
In order to practically exercise operational control of flight operations, an operator typically delegates the
authority for the initiation, continuation, diversion or termination of each flight to qualified individuals. Such
delegation occurs in conjunction with an operator's overall system of operational control as follows:
• Shared systems, wherein operational control authority is shared between the pilot-in-command (PIC)
and a flight operations officer/flight dispatcher (FOO) or designated member of management, such
as the Director of Flight Operations (or other designated post holder);
DSP 2 ISM Ed. 11, September 2017

For example: The FOO (or designated member of management, as applicable) has the authority to
divert, delay or terminate a flight if in the judgment of the FOO, a designated member of management
or the PIC, the flight cannot operate or continue to operate safely as planned or released.
• Non-shared systems, wherein operational control authority is delegated only to the PIC.
For example: Only the PIC has the authority to terminate, delay, or divert a flight if in the judgment of
the PIC the flight cannot operate or continue to operate safely as planned.
Responsibility for Operational Control of Each Flight
While an operator retains full responsibility (and accountability) for the entire operation, the responsibility for
the practical operational control of each flight is typically assigned to qualified individuals. As with the
delegation of authority, the assignment of responsibility related to the operational control of each flight occurs
in conjunction with a system of operational control as follows:
• Shared systems, wherein operational control responsibility for each flight is shared between the PIC
and an FOO, or between the PIC and a designated member of management such as the Director of
Flight Operations (or other designated post holder). In either shared system, the PIC, FOO or
designated member of management, as applicable, may be assisted by other qualified personnel
assigned the individual responsibility (by the operator) to carry out specific operational control
functions, duties or tasks. Such personnel, however, typically do not share operational control
responsibility with the PIC, FOO or designated member of management, as applicable.
For example: The FOO (or designated member of management) and the PIC are jointly responsible
(and accountable) for the functions, duties or tasks associated with the operational control of a flight,
such as pre-flight planning, load planning, weight and balance, delay, dispatch release, diversion,
termination, etc. In such systems, the FOO (or designated member of management) may carry out
such responsibilities unassisted or be assisted by qualified personnel assigned the individual
responsibility (by the operator) to carry out specific operational control functions, duties or tasks.
• Non-shared systems, wherein the PIC is solely responsible for all duties, functions, or tasks
regarding operational control of each flight, and may carry out such responsibilities unassisted or be
assisted by qualified personnel assigned the individual responsibility (by the operator) to carry out
specific operational control functions, duties or tasks.
For example: The PIC is solely responsible (and accountable) for the duties, functions, duties or
tasks associated with the operational control of a flight, and the PIC either acts unassisted or is
assisted by qualified personnel in carrying out functions, duties or tasks such as preflight planning,
load planning, weight and balance, delay, dispatch release, diversion, termination, etc.
Responsibility for Individual Operational Control Functions, Duties, or Tasks
It is important to note that, except for purely non-shared (PIC-only) systems, and as illustrated by the
examples in the previous paragraph, the assignment of responsibilities related to the operational control of
each flight can be further subdivided among a number of qualified and specialized personnel. In such cases,
the responsibility for individual or specific operational control functions, duties or tasks is typically assigned to
FOA personnel who support, brief and/or assist the PIC, FOO personnel and/or designated member(s) of
management, as applicable, in the safe conduct of each flight. Examples of such qualified personnel include
Weather Analysts, Navigation Analysts/Flight Planning Specialists, Load Agents/Planners, Operations
Coordinators/Planners/Controllers, Maintenance controllers and Air Traffic Specialists.
Note: Some operators might choose to assign the responsibility for specialized operational control functions,
such as those described in the example, to fully qualified FOO personnel. In such cases, an FOO, although
qualified in all competencies of operational control, would be functionally acting as an FOA. Therefore, for the
purpose of an audit, FOO personnel acting in this limited capacity are assessed as FOA personnel.
Note: Load Agents/Planners/Controllers who perform load control functions within the scope of ground
handling operations may not be considered FOAs if trained and qualified in accordance with ISM Section 6
(GRH), Subsection 2.1, Training Program.
Administrative Support Personnel
FOA personnel are not to be confused with administrative personnel that lack any operational control
authority, have very limited operational control responsibilities, and who simply provide, collect or assemble
operational documents or data on behalf of the PIC, the FOO, designated member of management or the
operator.

Administrative personnel may be present in any system of operational control, are excluded from the initial
and continuing qualification provisions of this section, and may be qualified as competent through on-the-job
training (OJT), meeting criteria as specified in a job description, or through the mandatory use of written
instruments such as task cards, guidelines, or checklists.
Additional Note
For the purposes of this section, continuing qualification includes recurrent or refresher training as well as any
training necessary to meet recency-of-experience requirements.
Definitions, Abbreviations, Acronyms

DSP 1.1.1 The Operator shall have a management system that ensures:
(i) Management of safety and security in flight operations;
(ii) Supervision and control of all flights, operational control functions and other associated
activities;
(iii) Compliance with standards of the Operator and requirements of the State of the Operator
(hereinafter, the State) and other applicable authorities. (GM) ◄
Auditor Actions
□ Identified/Assessed management system structure for operational control systems.
□ Interviewed manager with responsibility for operational control.
□ Assessed status of conformity with all other DSP management system ISARPs.
Guidance
Refer to the IRM for the definitions of Operational Control, Operator and State.
The specification in item i) ensures the management system addresses the elements of operational
safety and security specifically related to the operational control of flights. Safety and security
management at this operational level typically occurs within the greater context of the operator's
overall or corporate safety and/or security management plan. For example, the overall requirements
for the dissemination of security information would typically be specified in an operator's security
plan, but the actual dissemination of such information to operational control personnel would occur
under the supervision of those individuals with assigned responsibilities related to the operational
control of flights (e.g. the transmission of security alerts to aircraft).
Applicable authorities as specified in item iii) refer to authorities that have jurisdiction over

DSP 1.3.1 The Operator shall ensure accountability, authorities and responsibilities for the
operational control of flights are defined and communicated throughout the organization, to include
the authorities and responsibilities of the pilot-in command (PIC) and, as applicable, the:
(i) Flight operations officer (FOO), who supports, briefs and/or assists the PIC or designated
member of management regarding risk tolerability with respect to the safe conduct of each
flight;

(ii) Designated member of management or post holder that has joint authority with the PIC over
the decisions functions, duties or tasks associated with the operational control of each flight;
(iii) Flight operations assistant (FOA) who supports, briefs and/or assists the PIC, FOO, or
designated member of management in the safe conduct of each flight. [SMS] (GM) ◄
Auditor Actions
□ Identified/Assessed defined accountability/authorities/responsibilities for personnel associated
with operational control of flights (focus: definitions for PIC and FOO/FOA/designated
management member positions/functions; communicated throughout organization).
□ Interviewed responsible operational control manager(s).
□ Examined job descriptions of selected operations control personnel (focus: definition of
authority/responsibilities for role/position in operational control system).
Guidance
Refer to the IRM for definitions of Flight Operations Officer (FOO), Flight Operations Assistant (FOA)
and Post Holder.
The intent of this provision is to ensure the accountability, authorities and responsibilities of
personnel that perform functions relevant to the operational control of flights and the safety of aircraft
operations are communicated throughout the organization(s). The entities that receive such
information are dependent upon the system of operational control but always include the flight
operations organization.
PIC roles and responsibilities are specified in ISM Section 2 (FLT).
Refer to Table 3.1, which contains definitions, duties and responsibilities of relevant operational
control personnel as well as examples of FOAs who might support or assist the FOO, designated
member of management and/or PIC.
The specification in item ii) refers to a designated member of management in a shared system of
operational control (e.g. director of flight operations or other designated post holder).
Refer to the legend of Table 3.1 for examples of FOA personnel who support or assist the FOO
and/or PIC.
The description of duties and responsibilities of an FOO, FOA, and/or designated member of
management typically include a definition of the working relationship with the PIC (e.g. the joint
responsibility of the PIC, FOO and, if applicable, designated member of management in a shared
system of operational control).
Refer to Guidance associated with ORG 1.3.1 located in ISM Section 1 for expanded information
Refer to Guidance associated with ORG 1.4.1 located in ISM Section 1 regarding the need for
internal communication.
DSP 1.3.2 The Operator shall have a process and/or procedure for the delegation of duties within
the management system for operational control that ensures managerial and operational control
continuity is maintained, and responsibility for operational control functions is assumed by qualified
personnel, when:
(i) Managers responsible for operational control are absent from the workplace;
(ii) If utilized in the system of operational control, FOO and/or FOA personnel are absent from
the workplace. (GM) ◄
Auditor Actions
□ Identified/Assessed processes for management system delegation of duties for operational
control personnel (focus: processes maintain managerial continuity during periods when
managers are absent).


Guidance
The intent of this provision is to ensure an operator has a process or procedure for succession in
cases when operational control personnel are absent from the workplace. Such process or procedure
typically addresses a handover between such personnel to ensure no loss of operational control
continuity.
The operational managers subject to the specifications of this provision include, as a minimum:
• Managerial personnel, as defined by the operator, required to ensure the operational control
of each flight;
• If applicable, post holders as required by the Authority;
• If applicable, FOO or FOA personnel who are delegated authority and/or responsibility in
accordance with DSP 1.3.4 and 1.3.5 respectively.
DSP 1.3.3 The Operator shall ensure a delegation of authority and assignment of responsibility
within the management system for liaison with regulatory authorities, original equipment
manufacturers and other external entities relevant to operational control. (GM) ◄
Auditor Actions
□ Identified positions within operational control/flight dispatch with authority/responsibility for
liaison with regulators/other external entities.
□ Interviewed selected operational control managers with authority for liaison with external
entities.
Guidance
Refer to Guidance associated with ORG 1.3.3 located in ISM Section 1 regarding the need to
coordinate and communicate with external entities.
The specifications of this provision are intended to ensure ongoing compliance with regulations,
organizational standards and other applicable rules and requirements.
DSP 1.3.4 The Operator shall delegate the authority for operational control of each flight only to the
PIC in a non-shared system of operational control, or to a combination of suitably qualified individuals
in a shared system of operational control, to include the PIC and either:
(i) An FOO in a shared system of operational control that requires the use of FOO personnel,
or
(ii) A designated member of management or post holder in a shared system of operational
control that requires the use of such management personnel. (GM)
Auditor Actions
□ Identified specific system for operational control of flights as required by regulations.
□ Identified/Assessed operational control system (focus: specific type of shared/non-shared
operational control system in accordance with regulatory requirements).
□ Examined job description for positions with delegated authority for operational control of flights
(focus: authority/responsibilities appropriate for specific type of shared/non-shared system of
operational control.

□ Observed operational control/flight dispatch operations (focus: applicability/exercise of

operational control authority).
Guidance
Refer to the IRM for the definition of Flight Monitoring.
Refer to General Guidance in the beginning this section for the definition of Authority in the context of
The intent of this provision is to ensure an operator delegates the authority to initiate, continue, divert
or terminate a flight in the interest of the safety and security of the aircraft and its occupants
(operational control) only to appropriately qualified individuals.
Examples of operational control systems are provided in the following table as a means to identify
how authority is typically delegated by an operator.
System of
Location System Description
Operational Control
Operational control authority is shared between the PIC
Shared system
(i), (ii) and a flight operations officer/flight dispatcher (FOO) or a
(General)
designated member of management.
The PIC and FOO have joint authority over the decisions
functions, duties or tasks associated with the operational
Full Shared System control of a flight. Such systems are characterized by the
(i)
(PIC and FOO) use of flight monitoring and a dedicated communications
system (voice or electronic) separate from the ATC system
in order to maintain shared authority.
The PIC and FOO have joint authority over all preflight
decisions, functions, duties or tasks associated with the
operational control of a flight, but during flight the PIC has
sole authority. Such systems typically include an agreed
point of transition from joint to sole responsibility (e.g.
Partial Shared pushback or throttle advance for takeoff). This point of
System (PIC and (i) transition also typically coincides with the point when the
FOO) MEL is no longer applicable and flight crews transition to in-
flight procedures. Partial shared systems are characterized
by the use of flight monitoring if required by the Authority or
desired by the Operator, and typically lack the dedicated
communications system necessary to maintain shared
authority in flight.
Functionally equivalent to a full-shared system except that
the PIC and a designated member of management, often
the Director of Flight Operations or any suitably qualified
Shared System (PIC
(ii) and knowledgeable member of management designated by
and Management)
the operator, have joint authority over the decisions,
functions, duties or tasks associated with the operational
control of a flight.
Non-shared system Operational control authority is delegated only to the PIC
Main standard
(General) who may or may not be assisted by other support personnel.
The PIC has sole authority over any and all decisions and
completes all tasks (unassisted) related to the operational
control of each flight. This does not preclude administrative
Non-shared System personnel from providing, collecting or assembling
Main standard
(PIC-only) operational documents or data related to each flight on
behalf of the PIC and as defined in Table 3.1. Such systems

System of
Location System Description
Operational Control
may employ flight monitoring if required by the Authority or
desired by the operator.
The PIC has sole authority over any and all decisions
regarding operational control. However, the PIC is assisted
by others (e.g. FOO, FOA or a member of management)
Non-shared System that lack operational control authority, but are assigned the
Main standard
(PIC-assisted) responsibility to carry out specific functions, duties or tasks,
such as flight planning, flight support, briefing and in-flight
monitoring. Such systems employ flight monitoring if
required by the Authority or desired by the operator.
Note: An FOA can be utilized in combination with FOOs or designated members of management in
all systems of operational control except purely non-shared (PIC-only) systems. If such personnel
are delegated authority in a shared system, however, it would be limited to their specific area of
competency.
Table 3.1 categorizes operational control personnel, defines their authority, identifies their
responsibilities and illustrates the relationship of such responsibilities to the operation as a whole.
DSP 1.3.5 The Operator shall retain the overall responsibility for operational control of each flight
and assign the responsibility to carry out functions, duties or tasks related to the operational control
of each flight only to the PIC, or to a combination of suitably qualified personnel as defined in
Table 3.1, to include the PIC and:
(i) If the Operator has a shared system of operational control responsibility, either of the
following:
(a) An FOO, who shares overall operational control responsibility with the PIC and/or
supports, briefs and/or assists the PIC in the safe conduct of each flight, or
(b) A designated member of management or post holder who shares overall
operational control responsibility with the PIC and/or supports, briefs and/or assists
the PIC or FOO in the safe conduct of each flight.
Note: FOA and/or administrative personnel can be utilized in combination with FOOs and/or
designated members of management in a shared system of operational control, but neither
would share operational control responsibility with the PIC, FOO or designated member of
management.
(ii) If the Operator has a non-shared system of operational control responsibility, one or more of
the following:
(a) An FOO who supports, briefs and/or assists the PIC in the safe conduct of each
flight, or
(b) A designated member of management or post holder who supports, briefs and/or
assists the PIC or FOO in the safe conduct of each flight, or
(c) FOA personnel who support, brief and/or assist the PIC or FOO in the safe conduct
of each flight, and/or
(d) Administrative personnel who do not support, brief and/or assist the PIC or FOO,
but provide, collect or assemble operational documents or data relevant to the
conduct of each flight. (GM)
Note: An operator may choose to assign limited responsibilities to fully qualified FOO
personnel, or to utilize them only to carry out individual or specific operational control
functions, duties or tasks. In such cases, an FOO would be functionally acting as an FOA.
Auditor Actions
□ Identified/Assessed operational control system (focus: operator has overall responsibility for
operational control; responsibilities for individual functions/duties/tasks assigned to positions as
specified in table 3.1.


□ Examined job description for positions with responsibility for individual operational control
functions/duties/tasks (focus: position responsibilities appropriate for specific type of shared/non-
shared system of operational control).
□ Observed operational control/flight dispatch operations (focus: responsibilities for individual
functions/duties/tasks).
Guidance
Refer to General Guidance in the beginning this section for the definition of Responsibility in the
context of operational control.
The intent of this provision is to specify the various ways operational control responsibilities can be
assigned by an operator and to ensure only suitably trained and qualified individuals, in addition to
the PIC, are assigned overall responsibility for operational control or the responsibility to carry out
one or more functions, duties or tasks related to the operational control of each flight.
The specifications of this provision apply irrespective of post holder titles or whether personnel
positions are described in the OM. If personnel are assigned the responsibility to carry out
operational control functions, duties or tasks, and act in a manner consistent with the specifications of
this provision or the descriptions found in Table 3.1, the specifications of this provision are applicable,
as well as the specifications of ensuing provisions that require such personnel to be trained and
qualified for the operational control responsibilities, functions, duties or tasks that they are
performing.
Examples of operational control systems are provided in the following table as a means to identify
how responsibility is typically assigned by an operator.
System of
Operational Item System Description
Control
Shared systems (i) (a), Operational control responsibility is shared between the PIC and an
(General) (i) (b) FOO or designated member of management.
The PIC and FOO are jointly responsible for the decisions,
functions, duties or tasks associated with the operational control of
Full Shared System
(i) (a) a flight. Such systems are characterized by flight monitoring and a
(PIC and FOO)
dedicated communications system (voice or electronic) separate
from the ATC system in order to maintain joint responsibility.
The PIC and FOO are jointly responsible for all preflight
decisions, functions, duties or tasks associated with the operational
Partial Shared control of a flight, but during flight the PIC has sole responsibility.
System (PIC and (i) (a) Such systems are characterized by the use of flight monitoring if
FOO) required by the Authority or desired by the Operator and typically
lack the dedicated communications system necessary to maintain
shared responsibility in flight.
Functionally equivalent to a full-shared system except that the PIC
and a designated member of management, often the Director of
Flight Operations or any suitably qualified and knowledgeable
Shared System member of management designated by the operator are jointly
(PIC and (i) (b) responsible for the functions, duties or tasks associated with the
Management) operational control of a flight. The responsibility to carry out actual
functions, duties or tasks such as flight planning, supporting/
briefing the crew or flight monitoring is typically assigned to other
non-management personnel (e.g. FOOs and/or FOAs).
Non-shared Operational control responsibility is assigned only to the PIC who
(ii) (a)–(d)
Systems (General) may or may not be assisted by other support personnel.

System of
Operational Item System Description
Control
The PIC is solely responsible for completing all tasks (unassisted)
related to the operational control of each flight. This does not
Parent
preclude administrative personnel from providing, collecting or
Non-shared System provision
assembling operational documents or data related to each flight on
(PIC-only) and/or
behalf of the PIC as defined in Table 3.1. Such systems employ
(ii) (d)
flight monitoring if required by the Authority or desired by the
operator.
The PIC is solely responsible for all decisions regarding
operational control. However, the PIC may be assisted by others,
such as an FOA, or an FOO or member of management that
Non-shared System
(ii) (a)–(c) functions as an FOA, who is assigned the responsibility to carry out
(PIC-assisted)
specific functions, duties or tasks, such as flight planning, support,
briefing and in-flight monitoring. Such systems employ flight
monitoring if required by the Authority or desired by the operator.
Note:
• FOOs can be present in shared or non-shared systems of operational control to support,
brief and/or assist the PIC or designated member of management in all competencies of
• FOAs can be present in any system of operational control except purely non-shared
(PIC-only) systems, but their responsibilities are limited to their area(s) of expertise.
• FOAs may be assigned specific flight responsibilities depending on area of expertise or
general (non-flight specific) responsibilities in support of other operational control personnel
or functions.
• The responsibilities of administrative personnel utilized in operational control functions are
limited to the provision or collection of operational data.
Table 3.1 categorizes operational control personnel, defines their authority, identifies their
responsibilities and illustrates the relationship of such responsibilities to the operation as a whole.
Table 3.5 defines the competencies of individuals assigned the responsibility for operational control
and/or the responsibility to carry out individual operational control functions, duties or tasks.
When operational control functions are outsourced to external service providers, an operator would
retain overall responsibility for operational control and would ensure such service providers are
subjected to contractual and monitoring processes as specified in DSP 1.11.1 and 1.11.2.
FOO and/or FOA responsibilities for operational control typically begin when assigned a flight during
flight preparation and end after flight termination.
DSP 1.3.6 If an FOO is utilized in the system of operational control, the Operator shall assign
responsibility to such personnel for:
(i) Assisting the PIC in flight preparation and providing required information;
(ii) Assisting the PIC in preparing the operational and ATS flight plans;
(iii) When applicable, signing the operational and ATS flight plans;
(iv) Filing the ATS flight plan with the appropriate ATS unit;
(v) Furnishing the PIC, while in flight, with appropriate information necessary for the safe
conduct of the flight;
(vi) Effective 8 November 2018, notifying the appropriate ATS unit when the position of the
aircraft cannot be determined by an aircraft tracking capability, and attempts to establish
communication are unsuccessful;
(vii) In the event of an emergency, initiating relevant procedures as specified in the OM. (GM)

Note: An operator may choose to assign responsibility for one or more of the specified functions to
an FOA, or the PIC may be assigned the responsibility for filing the flight plan in the case of iv) and/or
for obtaining the necessary information in the case of v).
Auditor Actions
□ Identified/Assessed FOO responsibilities in operational control system (focus: definition of
individual functions/duties/tasks assigned to FOO in specific type of shared/non-shared system
of operational control).
□ Examined job description for FOO position (focus: position responsibilities appropriate for
assigned functions/duties/tasks in specific type of shared/non-shared system of operational
control).
□ Examined training/qualification records of selected FOO personnel (focus: qualifications
appropriate for assigned responsibilities in operational control system).
□ Observed operational control/flight dispatch operations (focus: assignment of functional
responsibilities/duties to FOO personnel).
Guidance
Refer to the IRM for the definition of Aircraft Tracking.
The effective date and specifications of item vi) of this provision are consistent with ICAO standards
applicable at the time of ISM publication.
The specifications of this provision apply to each FOO qualified in all applicable competencies of
operational control, whether licensed or not, who participates in an approved or accepted system of
operational control and:
• Is delegated authority in accordance with DSP 1.3.4, and/or
• Is assigned the responsibility in accordance with DSP 1.3.5 to carry out operational control
functions, duties or tasks related to all applicable competencies specified in Table 3.5.
The authority and responsibilities of an FOO are defined in Table 3.1.
The specification in item v) may be satisfied by the PIC if such information is available from other
sources that can be accessed while in flight.
DSP 1.3.7 The Operator shall have a process to be used in the event of an emergency situation
that endangers the safety of the aircraft or persons, including those situations that become known
first to the Operator. Such process shall ensure the FOO, FOA or other delegated person:
(i) Initiates emergency procedures, as outlined in the OM, while avoiding taking any action that
would conflict with ATC procedures;
(ii) Notifies the appropriate authorities, without delay, of the nature of the situation;
(iii) Requests assistance, if required;
(iv) Conveys, by any available means, safety-related information to the PIC that may be
necessary for the safe conduct of the flight, including information related to any necessary
amendments to the flight plan. (GM)
Auditor Actions
□ Identified/Assessed OM procedure for implementation of emergency procedures/actions
(focus: definition of operational control positions/persons with assigned responsibility for initiating
emergency procedures/notifying authorities/requesting assistance).
□ Observed operational control/flight dispatch operations (focus: preparedness to implement
emergency actions).

Guidance
The specification in item ii) refers to notification to the appropriate authorities without delay and/or
within a period(s) specified by each applicable authority.
the Operator.
Processes used for operational control of flights in the event of an emergency would typically be
compatible with any operating procedures that have been established by the agencies providing
system services for air traffic control. Such compatibility is necessary to avoid conflict and ensure an
effective exchange of information between the operator and any of the service agencies.
During an operational emergency, the procedures specified in item i) would normally be designed to
not conflict with ATC procedures, such as separation standards, controller instructions, minimum
flight altitude assignments or any other restrictions imposed by ATC. During an emergency, however,
the PIC may exercise emergency authority and take any action necessary in the interest of the safety
of the passengers and aircraft.
It would also be important in this context for the PIC to convey relevant information to the FOO, FOA
or other delegated person during the course of the flight with respect to the emergency situation.
1.4 Communication and Coordination

DSP 1.4.1 The Operator shall have a communication system that enables an exchange of
information relevant to operational control throughout the management system and in areas where
operations are conducted. (GM) ◄
Auditor Actions
□ Identified/Assessed communication system(s) in operational center/office (focus: capability for
communicating information relevant to operations among operational personnel involved)
□ Examined examples of information communication/transfer in operational center/office.
□ Interviewed selected non-management operational control personnel.
Guidance
The specifications of this provision may be satisfied by the flight operations organization and/or other
organization(s) with responsibilities related to the operational control of flights.
This specification also applies to coordination among appropriate managerial personnel associated
with supervision of operational control.
DSP 1.4.2 The Operator shall have a communication system that ensures operational control
personnel are provided with or have access to information relevant to the safe conduct of each flight,
to include information associated with:
(i) The aircraft (MEL, maintenance);
(ii) Meteorology;
(iii) Safety, including current accident and incident notification procedures;
(iv) Routes, including over water and critical terrain (NOTAMs, facilities, outages);
(v) Air Traffic Services (ATS). (GM)
Auditor Actions
□ Identified/Assessed system for dissemination of operational safety information in operational
center/office (focus: capability for communicating safety information relevant to operational
control personnel; definition of types of safety information required to be disseminated).

□ Identified/Assessed accident/incident notification procedures for use by operational control

personnel.
□ Examined names/numbers of applicable personnel on mass messaging list.
□ Examined examples of operational safety information disseminated in operational center/office.
□ Observed operational control/flight dispatch operations (focus: operational control personnel
have access to information relevant to safe conduct of flights, accident/incident notification
procedures).
Guidance
The specifications of this provision apply to the PIC, an FOO, a designated member of management
and/or an FOA whose job functions require access to information in one or more of the areas
specified.
An effective system ensures operational control personnel are in receipt of relevant and current
information, as necessary, to complete operational control functions, duties or tasks.
Accident and incident notification procedures are typically contained in an operator's Emergency
Response Plan or Manual, or in a dedicated checklist accessible in the Dispatch or Operations
Control location.

DSP 1.5.1 The Operator shall have the necessary facilities, workspace, equipment and supporting
services, as well as work environment, to satisfy operational control safety and security
requirements. (GM) ◄
Auditor Actions
□ Observed operational control/flight dispatch operations (focus: adequate
facilities/workspace/equipment for operational control activities.
Guidance
The specifications of this provision refer only to the infrastructure and resource requirements that
would be necessary to deliver safe and secure flight operations, to include operational control and
support facilities, services and equipment.
The specifications of this provision may be satisfied by the flight operations organization and/or other
organization(s) with responsibilities related to the operational control of flights.
DSP 1.5.2 The Operator shall ensure management and non-management operational control
positions within the organization that require the performance of functions relevant to the safety of
flights are filled by personnel on the basis of knowledge, skills, training and experience appropriate
for the position. (GM) ◄
Auditor Actions
□ Identified/Assessed standards/processes for selection of operational control personnel in
functions relevant to safety of flights.
□ Interviewed personnel that perform operational control functions relevant to safety of flights.

Guidance
The operational control positions subject to the specifications of this provision include, as a minimum:
• Managerial personnel, as defined by the operator, required to ensure control and supervision
of flight operations in accordance with DSP 1.1.1;
• Post holders as required by the Authority if applicable;
FOO knowledge, skill and experience requirements are in accordance with DSP 1.5.5 and 1.5.6.
FOA knowledge, skill and experience requirements are in accordance with DSP 1.5.7.
FOO and FOA training requirements are in accordance with the applicable provisions of
Subsection 2, Training and Qualification.
PIC knowledge, skill, experience and training requirements are in accordance with the applicable
provisions of ISM Section 2 (FLT), Subsection 2, Training and Qualification.
DSP 1.5.3 The Operator shall have a process to ensure applicants hired in operational control
functions are required to demonstrate the capability of speaking and reading in a language that will
permit communication with other areas within the organization relevant to operational control.
Auditor Actions
□ Identified/Assessed requirement for language evaluation prior to hiring/selection of operational
control personnel (focus: evaluation of speaking/reading skills; level of proficiency required that
permits communication in subjects relevant to operational control of flights).
□ Identified the language/methodology used for communication with staff in different areas across
the operator's network on matters pertaining to operational control.
□ Examined language evaluation syllabus (focus: demonstration of speaking/reading language
proficiency).
□ Examined selected operational control personnel selection records (focus: completion of
language evaluation prior to selection).
DSP 1.5.4 If a licensed FOO is utilized in the system of operational control, the Operator shall
ensure each FOO, prior to being assigned to operational control duties, holds a valid Flight
Operations Officer or Flight Dispatcher license issued or recognized by the State. (GM)
Auditor Actions
□ Identified utilization of FOO in operational control system (focus: applicable to FOO/Flight
Dispatcher function as defined in Table 3.1).
□ Identified regulatory requirement for FOO licensing.
□ Examined selected FOO personnel selection records (focus: possession of valid license prior to
assignment to perform FOO duties).
□ Observed operational control/flight dispatch operations (focus: valid license for personnel that
perform FOO function as defined in Table 4.1).
Guidance
The specifications of this provision apply only to each FOO qualified in all applicable competencies of
operational control who participates in an approved or accepted system of operational control and:
• is delegated authority in accordance with DSP 1.3.4, and/or
functions, duties or tasks related to all applicable competencies specified in Table 3.5, and

• Requires licensing or certification by the State in order to participate in an approved or

accepted system of operational control.
DSP 1.5.5 If an FOO is utilized in the system of operational control, the Operator shall ensure such
personnel, prior to being assigned to operational control duties:
(i) As applicable, meet minimum age, knowledge, experience and skill requirements of the
State;
(ii) Have demonstrated knowledge and/or proficiency in all competencies of operational control,
as specified in Table 3.5;
(iii) Have demonstrated the ability to analyze weather, create accurate flight plans and provide
assistance to flights;
(iv) Complete a line flight or flight simulator observation in accordance with DSP 2.3.4. (GM)
Auditor Actions
□ Identified/Assessed general prerequisites for FOO personnel prior to assignment to perform
operational control duties (focus: definition of specific prerequisites that must be satisfied;
defined prerequisites include all regulatory requirements/knowledge/proficiencies as specified in
Table 3.5/relevant operational control abilities/observation flights).
□ Examined selected FOO personnel training/qualification records (focus: completion/satisfaction
of defined prerequisites prior to assignment to perform FOO duties).
Guidance
DSP 1.5.6 If an FOO is utilized in the system of operational control, the Operator should ensure
personnel hired to perform the FOO functions are not less than 21 years of age and meet one or
more of the following criteria:
(i) Have, as a minimum, one year of experience as an assistant in the operational control of air
transport flights, or
(ii) Have satisfactorily completed a formal training course as a flight operations officer or flight
dispatcher, or
(iii) Have, as a minimum, a total of two years of service in any one or combination of the
following:
(a) Flight crew member in air transport operations;
(b) Meteorologist in an organization dispatching aircraft;
(c) Air traffic controller;
(d) Technical supervisor of FOO personnel;
(e) Technical supervisor of air transportation systems. (GM)
Auditor Actions

□ Identified/Assessed age/training/experience prerequisites for personnel prior to selection/hiring

as FOO (focus: definition of specific age/training/experience prerequisites that must be satisfied).
□ Examined selected FOO personnel training/qualification records (focus: completion/satisfaction
of defined age/training/experience prerequisites prior to selection/hiring as FOO).
Guidance
DSP 1.5.7 If an FOO or FOA is utilized in the system of operational control, the Operator shall have
a process to ensure such personnel, prior to being assigned duties in an operational control function:
(i) As applicable, meet minimum age, knowledge, experience and skill requirements of the
Authority;
(ii) Are trained to a minimum competency level acceptable to the Operator and/or State;
(iii) Have demonstrated, under the supervision of qualified operational control personnel,
knowledge and/or proficiency in the area(s) of competency of operational control
appropriate to any assignment of duties, as specified in Table 3.5;
(iv) Have demonstrated the ability to provide assistance, in their specific area of competency, to
the PIC and/or FOO, as applicable. (GM)
Auditor Actions
□ Identified the utilization of FOO/FOA in operational control system (focus: applicable to FOA
function as defined in Table 3.1).
□ Identified/Assessed prerequisites for FOA personnel prior to assignment to perform operational
control duties (focus: definition of specific prerequisites that must be satisfied; defined
prerequisites include all regulatory requirements/knowledge/proficiencies as specified in Table
3.5/relevant operational control abilities).
□ Examined selected FOO/FOA personnel training/qualification records (focus:
completion/satisfaction of defined age/training/experience prerequisites prior to selection/hiring
as FOO/FOA).
Guidance
The specifications of this provision apply to FOO or FOA personnel who are delegated authority
and/or assigned responsibilities in accordance with DSP 1.3.4 and/or DSP 1.3.5, respectively.
FOA personnel need only demonstrate knowledge and ability to assist flights in their area(s) of
competence.
DSP 1.5.8 (Intentionally open)
DSP 1.5.9 If an FOO, designated member of management, FOA, or other person that supports or
assists in the operational control of flights are utilized in the system of operational control, the
Operator shall have a policy regarding the use of psychoactive substances by such personnel, as
applicable, which, as a minimum:
(i) Prohibits the exercise of duties while under the influence of psychoactive substances;
(ii) Prohibits the problematic use psychoactive substances;

(iii) Requires that all personnel who are identified as engaging in any kind of problematic use of
psychoactive substances are removed from safety-critical functions;
Auditor Actions
□ Identified utilization of FOO/FOA/designated management member functions in operational
control system (focus: applicable to FOO/FOA/designated management member functions as
defined in Table 3.1).
□ Identified/Assessed policy regarding use of psychoactive substances by FOO/FOA/designated
management member personnel (focus: definition of specific prohibitions/actions associated with
use of psychoactive substances; policy meets regulatory requirements).
□ Interviewed selected FOO/FOA/designated management member personnel (focus: familiarity
with psychoactive substance policy).
Guidance
Refer to the IRM for the definitions of Biochemical Testing, Psychoactive Substance and Problematic
Use of Substances.
The specifications of this provision apply to an FOO, designated member of management, FOA or
other persons that are delegated authority and/or assigned responsibilities in accordance with
DSP 1.3.4 and/or DSP 1.3.5, respectively.
Operators subject to laws or regulations of the State that preclude the publication of a psychoactive
substance prohibition policy as specified in this provision may demonstrate an equivalent method of
ensuring that personnel engaging in any kind of problematic use of psychoactive substance abuse do
not exercise their duties and are removed from safety-critical functions.
Re-instatement to safety-critical duties is possible after cessation of the problematic use and upon
determination continued performance is unlikely to jeopardize safety.
include:
• Requirements of ICAO and the Authority. (GM)

DSP 1.6.1 The Operator shall have a system for the management and control of documentation
and/or data used directly in the conduct or support of operational control, to include the operations
manual (OM) and other documents referenced in the OM that contain information and/or guidance
relevant to operational control personnel. Such system shall include elements as specified in ORG
Table 1.1. (GM) ◄
Auditor Actions
□ Identified/Assessed system(s) for management/control of documentation/data used in
operational control system (focus: system addresses applicable documentation types/elements
as specified in ORG Table 1.1).
□ Examined selected parts of OM/other documents used in operational control system.

□ Interviewed person(s) responsible for operational control documentation management/control

process.
□ Traced life of an OM and/or Training Manual revision from inception to publication to
obsolescence.
Guidance
Documentation.
Internal documents are subject to management and control by the operator.
This provision refers to the library, which may be any organized system for documentation retention,
and which contains current manuals, regulatory publications and other essential documents
associated with operational control.
Documents received from external sources:
• Are normally managed by the operator and controlled by the issuing entity.
• May include applicable regulations and associated documents, original manufacturer's
manuals and documents and/or data produced externally for the operator.
• May include dangerous goods documents, route and airports charts, FMS databases, airport
analysis data, weight/mass and balance data and performance data.
The specifications of this provision may be satisfied by the flight operations organization's external
documentation dissemination and retention processes, if such processes are used in conjunction
with the operator's system of operational control.
DSP 1.6.3 The Operator shall ensure the management and control system for operational control
documentation specified in ORG 2.1.1 and Table 1.1 addresses, as a minimum, the following
documents from external sources:
(i) As applicable, regulations of the State of the Operator and of other states or authorities
relevant to operations;
(ii) As applicable, ICAO International Standards and Recommended Practices;
(iii) Airworthiness Directives;
(iv) Aeronautical Information Publications, including NOTAMS;
(v) State-approved or -accepted Aircraft Flight Manuals (AFM);
(vi) Manufacturer's aircraft operating manuals, including performance data, weight and balance
data/manuals, checklists and MEL/CDL;
(vii) As applicable, other manufacturer's operational communications. (GM)
Auditor Actions
□ Identified/Assessed system(s) for management/control of documentation/data used in
operational control system (focus: system addresses documents from external sources;
definition of applicable external documents).
□ Examined selected regulatory/external documents used in operational control system.
Guidance
Refer to the IRM for the definitions of Aeronautical Information Publication (AIP), Approved Flight
Manual, Airworthiness Directive (AD), Configuration Deviation List (CDL), Minimum Equipment List
(MEL), State Acceptance and State Approval.

The specifications in item i) and ii) refer to the relevant regulations standards and recommended
practices made applicable to the operator by any states or authority with jurisdiction over the
operations of the operator. Applicable authorities typically include those authorities that have
jurisdiction over the international operations conducted by an operator over the high seas or over the
territory of a state that is other than the State of the Operator.
The specification in item i) also refers to applicable regulations imposed on an operator by the State,
which issues the Air Operator Certificate (AOC), and also other states and/or authorities that actively
regulate foreign operators. This may be done through the issuing of an Operational Specification
(OPS SPEC) or specific state legislation.
The specification in item ii) also refers to applicable ICAO standards and/or recommended practices
that are referenced in the operator's documentation.
The specifications of this provision may be satisfied by the flight operations organization
documentation management and control system, if used in conjunction with the operator's system of
The specifications in items iii), vi) and vii) refer to relevant manuals, bulletins or directives distributed
by the manufacturer for the purposes of amending aircraft technical specifications and/or operating
procedures.
DSP 1.6.4 The Operator shall ensure documentation used in the conduct or support of operational
control, including the Operations Manual (OM) and associated revisions:
(i) Is identifiable and accessible to operational control personnel;
(ii) Contains legible and accurate information;
(iii) Is written in language(s) understood by operational personnel;
(iv) Is presented in a format that meets the needs of operational control personnel;
(v) Is accepted or approved by the Authority. (GM) ◄
Auditor Actions
documentation/data used in operational control system.
□ Examined selected parts of the OM (focus: legibility/accuracy/format; approval as applicable).
Guidance
Refer to the IRM for the definitions of Operations Manual, State Acceptance and State Approval.
The intent of this provision is for an operator to provide operational documentation in a form that is
Documentation used in the support of operations control may:
• Exist in paper or electronic form;

DSP 1.7.1 The Operator shall have an Operations Manual (OM) for the use of operational control
personnel, which may be issued in separate parts, and which contains or references the policies,
procedures and other guidance or information necessary for compliance with applicable regulations,
laws, rules and Operator standards. As a minimum, the OM shall:
(i) Be managed and controlled in accordance with DSP 1.6.1;
(ii) Have all parts relevant to operational control personnel clearly identified and defined;
(iii) Be in accordance with the specifications in Table 3.2. (GM)

Auditor Actions
□ Identified/Assessed operational documents that comprise the OM (focus: external documents
referenced in OM/used by operational control personnel).
□ Examined selected parts of OM (focus: contents in accordance with in Table 3.2).
Guidance
The intent of this provision is to ensure operational control personnel are able to find all information
necessary to perform their functions either within the OM or within another document that is
referenced in the OM. The OM is normally identified as a source of operational information approved
or accepted for the purpose by the operator or the State.
Refer to the FLT 1.7.4 and associated guidance for human factors principles observed in the design
of the OM.
DSP 1.7.2 The Operator shall have a description of the Operational Flight Plan (OFP) or equivalent
document that is published in the OM and includes:
(i) Guidance for use by operational control personnel;
(ii) An outline of the content in accordance with specifications in Table 3.3. (GM)
Auditor Actions
□ Identified/Assessed description of OFP in OM.
□ Examined selected OFP(s).
Guidance
Items readily available in other documentation, obtained from another acceptable source or irrelevant
to the type of operation may be omitted from the OFP.
Auditor Actions
□ Identified the sections of the OM that are relevant to operational control personnel.
□ Interviewed the responsible manager.
□ Interviewed operational control personnel (to ensure they are familiar with the applicable
sections of the OM).
□ Observed front line operational control personnel using the applicable sections of the OM.
guidance and procedures to enable such personnel, as applicable, to comply with the conditions and
limitations specified in the AOC. (GM)
Auditor Actions
□ Identified utilization of FOO/FOA in operational control system (focus: applicable to
FOO/FOA/designated management member functions as defined in Table 3.1).
□ Identified/Assessed OM guidance/procedures used by FOO/FOA personnel (focus: procedures
ensure compliance with AOC conditions/limitations).
□ Observed operational control/flight dispatch operations (focus: compliance with AOC
conditions/limitations by FOO/FOA personnel).

Guidance
Refer to Guidance associated with FLT 1.2.1 for information on the content of the AOC, to include
conditions and limitations.
The intent of this provision is to ensure conditions and limitations of the AOC are available in
documentation for use, as required, by flight operations officers/flight dispatchers (FOO) and/or flight
operations assistants (FOA).
1.8 Records System

DSP 1.8.1 The Operator shall have a system for the management and control of operational
control records to ensure the content and retention of such records is in accordance with
requirements of the Authority, as applicable, and to ensure operational records are subjected to
standardized processes for:
(i) Identification;
(ii) Legibility;
(iii) Maintenance;
(vi) Disposal, deletion (electronic records) and archiving. (GM) ◄
Auditor Actions
□ Identified/Assessed system for management/control of records in operational control system
(focus: system includes standardized processes as specified in standard).
□ Examined selected operational control records.
Guidance
DSP 1.8.2 The Operator shall ensure the system for the management and control of operational
control records as specified in DSP 1.8.1 addresses, as a minimum, records that document or
include:
(i) Operational information, communications and data for each flight specified in DSP 1.8.4 and
Table 3.4;
(ii) The fulfillment of FOO and/or FOA qualification requirements specified in DSP 1.8.6, 1.8.8
and 1.8.9, as applicable;
(iii) A signed copy of the OFP or equivalent document, as specified in DSP 3.2.5.
Auditor Actions
(focus: definition of information documented in records system).
□ Examined selected operational control records (focus: include information specified in Table 3.4;
communication records; FOO/FOA training/qualification records; OFP records).
Guidance
The specifications in items i) and iv) may be satisfied by the flight operations organization records
system, if used in conjunction with the operator's system of operational control.

DSP 1.8.3 If the Operator utilizes an electronic system for the management and control of
operational control records, the Operator shall ensure the system provides for a scheduled
generation of back-up record files. (GM) ◄
Auditor Actions
□ Identified/Assessed process for back-up of electronic operational control records (focus:
system defines schedule for periodic file backup).
□ Examined selected records of back-up files for electronic records.
Guidance
DSP 1.8.4 The Operator shall have a process or procedures to record and retain operational
information, communications and data for each flight. As a minimum, such retained flight information
and data shall be in accordance with the specifications in Table 3.4 and retained for a period of time
determined by the Operator or the Authority. (GM)
Auditor Actions
□ Identified/Assessed process or procedures for management/control of records in operational
control system (focus: retention of information/data for each flight as specified in Table 3.4).
□ Examined selected operational control records (focus: information/data for each flight as
specified in Table 3.4).
Guidance
Operational information and data may be retained by different means (e.g. ACARS logs, paper logs,
manually, computer systems).
Fuel and oil consumption records are typically maintained in accordance with MNT 3.1.1.
The communications typically subject to the record keeping specifications of this provision include
operational voice, text, or data communications to/from:
• Flights from the period beginning at the originating station when flight crew begins their
duties on the flight deck until the flight crew finishes their duties on the flight deck at the
terminating station;
• If applicable, the operations control center.
Aircraft tracking data is typically retained only for the purposes of determining an aircraft's position in
the event of an accident.
DSP 1.8.6 If an FOO or FOA is utilized in the system of operational control, the Operator shall
ensure training records for such personnel, as applicable, are managed and maintained in
accordance with DSP 1.8.1, to include records that document completion of:
(iii) Competency evaluations. (GM)
Note: Records that document the completion of competency evaluations shall be retained for a
period in accordance with requirements of the Authority, but not less than one year.
Auditor Actions
□ Identified utilization of FOO/FOA in operational control system (focus: applicable to FOO/FOA
functions as defined in Table 3.1).).


(focus: retention of FOO/FOA training/qualification information).
□ Examined selected operational control records (focus: FOO/FOA training/qualification
information).
Guidance
The specifications of this provision apply to FOO or FOA personnel that are delegated authority
Initial qualification training records are typically retained permanently while an individual is employed
by an operator, unless required otherwise by the Authority.
Continuing qualification training records are typically retained for three years to ensure that the
subjects required in DSP 2.2.2 have been covered during that time period.
PIC training records are addressed in ISM Section 2 (FLT).
DSP 1.8.8 If the Operator has a flight deck familiarization program for FOO personnel in
accordance with DSP 2.3.4, the Operator should have a procedure to retain a record of the
operational flight deck familiarization activities completed by each FOO for a period of time in
accordance with requirements of the Operator and/or Authority. (GM)
Auditor Actions
□ Identified utilization of FOO in operational control system (focus: applicable to FOO functions as
□ Identified/Assessed procedure for retention of records (focus: retention of FOO operational
flight deck familiarization activities; retention period in accordance with regulatory requirements).
□ Examined selected operational control records (focus: FOO operational flight deck
familiarization activities).
Guidance
Refer to DSP 2.3.4 for the flight deck familiarization program specifications including recurrent
training intervals.
In light of the DSP 2.3.4 recurrent training interval, the minimum record retention period is typically
12 months unless a longer retention period is specified by the Authority.
DSP 1.8.9 If a licensed FOO is utilized in the system of operational control, the Operator shall have
a procedure to retain a copy of the license of each FOO for a period of time, in accordance with the
requirements of the Operator and/or Authority. (GM)
Auditor Actions
□ Identified utilization of licensed FOO in operational control system (focus: applicable to FOO
functions as defined in Table 3.1).
□ Identified/Assessed procedure for retention of records (focus: retention of FOO license copy).
□ Examined selected operational control records (focus: FOO license copy).
Guidance
This provision is only applicable to operators that have a state requirement for licensing of FOO
personnel in conjunction with an approved system of operational control.


DSP 1.10.1 The Operator shall have a quality assurance program that provides for the auditing and
evaluation of the management system and operational control functions at planned intervals to
ensure the organization(s) with responsibility for operational control is (are):
(ii) Satisfying stated operational control needs;
Auditor Actions
□ Identified/Assessed quality assurance program in operational control system (focus:
role/purpose within organization/SMS; definition of audit program scope/objectives; description of
program elements/procedures for ongoing auditing of management/operational areas).
□ Examined selected operational control audit reports (focus: audit scope/process/organizational
interface).
Guidance
requirements.
Refer to Table 3.1 for examples of operational control functions that could be subjected to audit and
evaluation as part of an operator's quality assurance program.
Previous audit results could be made available by the operator as evidence of program
implementation.
Audit records generated by the quality assurance program would be managed and controlled in
accordance with DSP 1.8.1.
The management systems responsible for operational control might vary according to the operator
and/or State.
If operational control is under the flight operations management system, refer to ISM Section 2 (FLT),
Subsection 1.10.
DSP 1.10.2 The Operator shall have an audit planning process and sufficient resources to ensure
audits of operational control functions are:
(i) Scheduled at intervals that meet management system requirements;
Auditor Actions
□ Identified/Assessed quality assurance audit planning process in operational control system
(focus: audits planned/scheduled/completed in order to meet applicable internal/external
requirements).
with audit plan).

Guidance
Intervals of surveillance activities might vary depending on the operator.
Previous outcomes would typically be considered in determining audit intervals.
DSP 1.10.3 The Operator shall have a process to ensure significant issues arising from quality
assurance audits of operational control functions are subject to management review in accordance
with ORG 1.5.1 and, as applicable, ORG 1.5.2. [SMS] (GM) ◄
Auditor Actions
□ Identified/Assessed process for management review of operational control quality assurance
□ Examined selected records/documents of management review of operational control quality
assurance program issues (focus: specific issues/changes identified/implemented to improve
quality assurance program).
Guidance
Significant issues would be defined by the operator, but are typically regarded as those issues that
could affect the safety and/or quality of operations.
DSP 1.10.4 The Operator shall have a process for addressing findings that result from audits of
operational control functions, which ensures:
(ii) Development of corrective action as appropriate to address the finding(s);
Auditor Actions
□ Identified/Assessed process for addressing/closing operational control audit findings.
Guidance

DSP 1.11.1 If the Operator has external service providers conduct outsourced operational control
external service providers. Such contract(s) or agreement(s) shall identify the application of
measurable specifications that can be monitored by the Operator, to ensure requirements that affect
the safety of flight operations are being fulfilled by the service provider. (GM) ◄
Auditor Actions
service providers that conduct outsourced operational control functions.

□ Examined selected operational control outsourcing contracts/agreements (focus: inclusion of

Guidance
Examples of operational control functions that might be outsourced typically include flight planning,
aircraft tracking, flight monitoring, meteorological reporting/monitoring and/or weight and balance
provision/computation.
DSP 1.11.2 If the Operator has external service providers conduct operational functions associated
with the operational control of flights, the Operator shall have a process to monitor such external
service providers, to ensure requirements that affect the safety of flight operations are being fulfilled.
(GM) ◄
Auditor Actions
□ Identified/Assessed processes used for monitoring external operational control service
providers (focus: monitoring process ensures provider is fulfilling applicable safety/security
requirements).
□ Examined selected records/reports resulting from monitoring of operational control service
providers (focus: monitoring process ensures provider is fulfilling applicable safety/security
requirements).
Guidance
An operator would typically use external auditing in accordance with DSP 1.11.5 as the preferred
process for the monitoring and control of external organizations.
DSP 1.11.3 The Operator should have a process to ensure data or products relevant to the safety
of aircraft operations that are purchased or otherwise acquired from an external vendor or supplier
(other than electronic navigation data products as specified in DSP 1.11.4) meet the product
technical requirements specified by the Operator prior to being used in the operational control of
flights. (GM) ◄
Auditor Actions
□ Identified/Assessed processes for acceptance of acquired products used in operational control
system.
□ Examined selected product acceptance records (focus: acquired products meet applicable
operational control technical requirements).
Guidance
Conformity with this provision ensures databases and other internal and external sources of
operational data provided for operational control are current, accurate and complete.
Examples of acquired operational control data or products typically include performance data, weight
and balance data, aircraft tracking systems/products and NOTAMs.

DSP 1.11.4 If the Operator utilizes electronic navigation data products for application in operational
control, the Operator shall have processes, approved or accepted by the State, if required, which
ensure such electronic navigation data products acquired from suppliers, prior to being used in
operations:
(i) Are assessed for a level of data integrity commensurate with the intended application;
(ii) Are compatible with the intended function of equipment in which it is installed. (GM)
Auditor Actions
□ Identified/Assessed processes for acceptance of electronic navigation data products acquired
for application in operational control (focus: assessment for data integrity/functionality are
compatible with intended use; processes have regulatory acceptance).
□ Examined selected product acceptance records (focus: products assessed for data
integrity/functionality).
Guidance
Refer to the IRM for the definition of Navigation Data Integrity.
The responsibility of ensuring electronic navigation data is assessed for integrity and is compatible
with the intended application rests with the operator.
Navigation database integrity can be assured by obtaining data from a supplier accredited in
accordance with approved or accepted standards of data integrity and quality. Such standards
include but are not limited to:
• RTCA/DO-200A, Standards for Processing Aeronautical Data, issued 09/28/98;
• RTCA/DO-201A, Standards for Aeronautical Information, issued 04/19/00;
• Advisory Circular (AC) 20-153, Acceptance of Data Processes and Associated Navigation
Databases, issued 09/20/10.
The specifications in items i) and ii) may be satisfied by an operator, in accordance with State-
approved or -accepted methods for assuring data integrity and compatibility, such as:
• Obtaining a letter of acceptance from an applicable authority stating the data supplier
conforms to a recognized standard for data integrity and compatibility that provides an
assurance level of navigation data integrity and quality sufficient to support the intended
application, or
• The existence of operator validation processes to determine navigation data compatibility
and accuracy that provide an assurance level of navigation data integrity and quality
sufficient to support the intended application.
Monitoring and control of electronic navigation data products acquired from suppliers are also in
accordance with DSP 1.11.3.
DSP 1.11.5 If the Operator has external service providers conduct operational functions associated
with the operational control of flights, the Operator should include auditing as a process for the
monitoring of external service providers in accordance with DSP 1.11.2. (GM) ◄
Auditor Actions
□ Identified/Assessed auditing processes used for monitoring external operational control service
providers.
□ Examined selected records/reports resulting from auditing of operational control service
providers (focus: audit process ensures provider is fulfilling applicable safety requirements).

Guidance
Monitoring and control of external organizations by an operator might include random samplings,
product audits, supplier audits, or other similar methods.

Risk Management
DSP 1.12.1 The Operator shall have a hazard identification program in the organization
responsible for the operational control of flights that includes:
Auditor Actions
□ Identified/Assessed safety hazard identification program in operational control system (focus:
program identifies hazards to aircraft operations; describes/defines method(s) of safety data
□ Identified/Assessed role of operational control in cross-discipline safety hazard identification
□ Interviewed person(s) that perform operational control data collection/analysis to identify
hazards to aircraft operations.
□ Examined selected examples of hazards identified through operational control data
Guidance
framework.
The specifications of this provision may be satisfied by the hazard identification program in the flight
operations organization if such program includes the operational control system.
Hazard identification specific to an operational activity (e.g. alternate airport selection, fuel planning
and/or EDTO) is a risk management process that is central to the performance-based methods used
for development of operational variations in accordance with applicable provisions in subsection 4.6.
DSP 1.12.2 The Operator shall have a safety risk assessment and mitigation program in the
organization responsible for the operational control of flights that specifies processes to ensure:
(iii) When required, risk mitigation actions are developed and implemented in operational
control. [SMS] (GM) ◄
Auditor Actions
□ Identified/Assessed safety risk assessment/mitigation program in operational control system
(focus: hazards analyzed to identify/define risk; risk assessed to determine appropriate action;
action implemented/monitored to mitigate risk).
□ Identified/Assessed role of operational control in cross-discipline safety risk

□ Interviewed person(s) that perform operational control risk assessment/mitigation.

□ Examined selected records/documents that illustrate risk assessment/mitigation actions.
Guidance
Refer to the IRM for the definitions of EDTO (Extended Diversion Time Operations) and Rescue and
Fire Fighting Services (RFFS).
SMS framework.
Hazards relevant to the conduct of aircraft operations are potentially associated with:
• Weather (e.g. adverse, extreme and space);
• Geophysical events (e.g. volcanic ash, earthquakes, tsunamis);
• Operations in airspace affected by armed conflict;
• ATM congestion;
• Mechanical failure;
• Geography (e.g. adverse terrain, large bodies of water, polar);
• Airport constraints (e.g. isolated, runway closure, rescue and RFFS capability);
• Alternate airport selection, specification and availability at the estimated time of use;
• Preflight fuel planning and in-flight fuel management;
• Critical fuel scenarios;
• EDTO;
• Performance-based compliance to prescriptive regulations;
• The capabilities of an individual aircraft (e.g. cargo smoke detection, fire suppression
systems, open MEL items);
• Criminal and/or unauthorized activities directed at manned aircraft or in the vicinity of
manned aircraft operations (e.g. laser pointing, unauthorized UAS/RPAS operations);
• Any other condition(s) that would pose a safety risk to aircraft operations (e.g. radiation).
The specifications of this provision may be satisfied by the safety risk assessment and mitigation
program in the flight operations organization if such program includes the operational control system.
Risk assessment and mitigation specific to an operational activity (e.g. alternate airport selection, fuel
planning and/or EDTO) is a risk management process that is central to the performance-based
methods used for development of operational variations in accordance with applicable provisions in
subsection 4.6.
DSP 1.12.3 The Operator shall have an operational safety reporting system in the organization
responsible for the operational control of flights that:
(i) Encourages and facilitates operational control personnel to submit reports that identify
safety hazards, expose safety deficiencies and raise safety concerns;
(iii) Includes analysis and operational control management action as necessary to address
safety issues identified through the reporting system. [SMS] (GM) ◄
Auditor Actions
□ Identified/Assessed operational safety reporting system in operational control (focus: system


□ Interviewed person(s) that perform operational safety report review/analysis/follow-up in
□ Examined data that indicates robustness of operational control safety reporting system (focus:
quantity of reports submitted/hazards identified).
□ Examined records of selected operational control safety reports (focus: analysis/follow-up to
identify/address reported hazards/safety concerns).
Guidance
Safety reporting specific to an operational activity (e.g. alternate airport selection, fuel planning
and/or EDTO) is a risk management process that is central to the performance-based methods used
for development of operational variations in accordance with applicable provisions in subsection 4.6.
The specifications of this provision may be satisfied by the operational reporting system in the flight
operations organization if such system includes the operational control system.
DSP 1.12.4 The Operator should have a confidential safety reporting system in the organization
responsible for the operational control of flights that encourages and facilitates the reporting of
events, hazards and/or concerns resulting from or associated with human performance in
operations. (GM) ◄
Auditor Actions
□ Identified/Assessed confidential safety reporting system in operational control (focus: system
□ Examined records of selected operational control confidential safety reports (focus:
report/reporter de-identification; analysis/follow-up to identify/address reported hazards/safety
concerns).
Guidance
The specifications of this provision may be satisfied by a confidential reporting system in the flight
operations organization if such system includes the operational control system.
DSP 1.12.5 The Operator shall have processes in the organization responsible for the operational
control of flights for setting performance measures as a means to monitor the safety performance of
the organization and to validate the effectiveness of risk controls. [SMS] (GM) ◄
Auditor Actions
□ Identified/Assessed processes for setting performance measures in operational control system
(focus: program defines/requires development/application of performance measures; measures
used to track/monitor operational safety performance/validate safety risk controls).
□ Examined records/documents that confirm monitoring of operational control performance
measures (focus: monitoring of operational safety performance, assess/validate risk control
effectiveness).

Guidance
Refer to the IRM for the definitions of Safety Assurance and Performance Measures.
Setting performance measures that are consistent with the operator's safety objectives is an element
of the Safety Assurance component of the SMS framework.
Setting performance measures specific to an operational activity (e.g. alternate airport selection, fuel
planning and/or EDTO) is a risk management process that is central to the performance-based
methods used for development of operational variations in accordance with applicable provisions in
subsection 4.6.
performance against a target (e.g. the performance objective, typically expressed as a rate or
number reduction) over a period of time (e.g. one year). Achievement of the target (or objective)
would represent an improvement in the operational performance. The use of performance measures
is an effective method to determine if desired safety outcomes are being achieved, and to focus
attention on the performance of the organization in managing operational risks and maintaining
compliance with relevant regulatory requirements.
The specifications of this provision may be satisfied by processes in the flight operations organization
if such processes include setting performance measures for the operational control system.

General Guidance
Many of the provisions of this subsection contain specifications related to the recurring frequency of
training and evaluation events for operational control personnel. Such provisions, with a few
exceptions, define cycles or intervals for the completion of recurrent training and/or evaluation
expressed in months since training was first completed or qualification was first established. It is
important to note, however, that for the purpose of conformity with these provisions, such intervals
are nominal and that the actual interval may vary slightly. For example, an Operator may adjust the
frequency of evaluations to minimize overlap, provide scheduling flexibility, preserve the original
qualification date, and/or to ensure evaluations are consistently completed in accordance with the
nominal cycle set forth by the State and/or applicable authorities. Accommodations of this nature are
commonplace and vary widely by regulatory jurisdiction. In all cases, however, the auditor will make
the determination of whether or not such accommodations fit within the nominal cycles established in
each provision.
2.1 Training and Evaluation Program

General
DSP 2.1.1 The Operator shall have a training program, approved or accepted by the Authority, to
ensure the operational control personnel as specified in Table 3.1, as applicable to the Operator, are
competent to perform any assigned duties relevant to operational control in accordance with the
applicable specifications of Table 3.5 prior to being assigned to operational control duties. Such
program shall, as a minimum, address:
(ii) Continuing qualification. (GM)
Auditor Actions
□ Identified/Assessed training program for operational control personnel (focus: program
addresses initial/continuing qualification for functions specified in Table 3.1).
□ Examined training/qualification course curricula for operational control personnel (focus: course
content as specified in Table 3.5).

□ Examined training/qualification records of selected operational control personnel (focus:

completion of initial/recurrent training).
Guidance
Refer to the IRM for the definitions of Continuing Qualification, State Acceptance and State Approval.
Not all states require the approval or acceptance of a training program for operational control
personnel. In such cases, state acceptance is considered implicit.
A training program for operational control personnel typically addresses:
• For FOO and FOA personnel, initial and continuing qualification in accordance with the
specifications of Table 3.1 and Table 3.5;
• For FOO and FOA personnel, a method of qualification through written, oral and/or practical
evaluation;
• For administrative support personnel as defined in Table 3.1, on-the-job training (OJT), job
descriptions, task cards, guidelines, checklists, training materials or other written means to
establish competence.
FOO personnel who have completed training programs conducted in accordance with ICAO Doc
7192-AN/857, Part D, Training Manual–Flight Operations Officers/Flight Dispatchers, Second
Edition, meet the specifications of this provision.
FOO initial training programs contain all of the competencies in Table 3.5 that are relevant to the
operations of the operator.
FOA initial training programs contain the competencies in Table 3.5 that are relevant to their job
function as determined by the operator.
ensure the training program specifies minimum training hours for such personnel, as applicable, in
accordance with requirements of the Operator and/or State. (GM)
Auditor Actions
□ Identified/Assessed training program minimum hours for FOO/FOA personnel (focus: hours in
accordance with regulatory requirements).
□ Examined training/qualification course curricula for FOO/FOA personnel (focus: initial/recurrent
program elements specify minimum training hours).
□ Examined training/qualification records of selected FOO/FOA personnel (focus: completion of
initial/recurrent training).
Guidance
The training curriculum normally specifies minimum training hours for each subject area and also
indicates whether it has been mandated by the Authority or operator.
DSP 2.1.3 The Operator shall have a process to ensure course materials used in training programs
for personnel responsible for operational control are periodically evaluated to ensure compliance with
the qualification and performance standards of the Operator and/or Authority. (GM)

Auditor Actions
□ Identified/Assessed process for periodic evaluation of course materials used in training
program for operational control personnel (focus: evaluation addresses compliance with
applicable qualification/performance standards).
□ Examined selected records of training courseware evaluation (focus: completion of periodic
courseware evaluations).
Guidance
Such process typically provides for:
• Continual improvement and effectiveness;
• Incorporation of the latest regulatory and operational changes in a timely manner.
DSP 2.1.4–2.1.6 (Intentionally open)
Instructors and Evaluators

a process to ensure those individuals designated to evaluate the competency of such personnel, as
applicable, are current and qualified to conduct such evaluations. (GM)
Auditor Actions
□ Identified/Assessed qualification program for FOO/FOA evaluators (focus: curriculum based on
defined competency standards/criteria).
□ Examined training/qualification records of selected FOO/FOA evaluators (focus: completion of
evaluator qualification program).
Guidance
• Personnel delegated to evaluate FOO personnel are themselves current and qualified as an
FOO in accordance with requirements of the State and/or operator;
• Personnel delegated to evaluate FOA personnel are themselves current and qualified in the
applicable competencies of operational control in accordance with requirements of the State
and/or operator.
The specifications of this provision refer to personnel delegated to evaluate the competency of
operational control personnel only. The qualifications for individuals delegated to train operational
control personnel are in accordance with requirements of the State and/or operator.
2.2 Training Elements

ensure such personnel receive recurrent training in the applicable competencies of operational
control, as specified in Table 3.5. Recurrent training shall be completed on a frequency in
accordance with requirements of the Authority, if applicable, but not less than once during every

36-month period plus or minus one month from the original qualification anniversary date or base
month. (GM)
Auditor Actions
□ Identified/Assessed recurrent training/evaluation program for FOO/FOA personnel (focus:
curriculum addresses knowledge/proficiency in competencies as specified in Table 3.5; training
interval not greater than 36 months).
recurrent training/evaluation every 36 months).
Guidance
Human factors training is accomplished in accordance with DSP 2.2.3.
Dangerous goods training is accomplished in accordance with DSP 2.2.4.
• The recurrent training program for FOO personnel addresses all of the competencies that
are relevant to the operations of the operator as specified in Table 3.5;
• The recurrent training program for FOA personnel addresses each of the competencies
relevant to their specific job function and to the operations of the operator as specified in
Table 3.5.
Different methods of conducting recurrent training are acceptable, including formal classroom study,
home study, computer-based training, seminars and meetings. All recurrent training, regardless of
method, is documented and retained in accordance with DSP 1.8.1.
personnel receive training in human factors on a frequency in accordance with requirements of the
Authority, if applicable, but not less than once during every 36-month period plus or minus one month
from the original qualification anniversary date or base month. (GM)
Auditor Actions
□ Identified utilization of FOO in operational control system (focus: applicable to FOO function as
□ Identified/Assessed human factors training program for FOO personnel (focus: training interval
not greater than 36 months).
□ Examined training/qualification records of selected FOO personnel (focus: completion of human
factors training every 36 months).
Guidance
Refer to the IRM for the definition of Human Factors.

DSP 2.2.4 If the Operator transports dangerous goods as cargo, and an FOO or FOA is utilized in
the system of operational control with duties or responsibilities related to the carriage of dangerous
goods, the Operator shall ensure such personnel receive training and evaluation in dangerous goods
during initial ground training and subsequently during recurrent training on a frequency in accordance
with requirements of the Authority, if applicable, but not less than once during every 24-month
period. (GM)
Auditor Actions
□ Identified FOO/FOA duties/responsibilities related to transport of dangerous goods.
□ Identified/Assessed dangerous goods training program for FOO/FOA personnel (focus:
curriculum addresses knowledge/proficiency in dangerous goods; training interval not greater
than 24 months).
dangerous goods training every 24 months).
Guidance
and/or assigned responsibilities in accordance with GRH 3.4.2, GRH 3.4.3, DSP 1.3.4 and/or
DSP 1.3.5 respectively, and perform or directly supervise job functions related to the carriage of
dangerous goods as defined by the Authority.
Subjects normally included in dangerous goods training include the following:
• General philosophy;
• Limitations;
• List of dangerous goods;
• Labeling and marking;
• Recognition of undeclared dangerous goods;
• Storage and loading procedures;
• Pilot's notification;
• Provisions for passengers and crew;
• Emergency procedures.
Refer to the General Guidance at the beginning of this section for additional information regarding the
application of the recurrent training interval.

DSP 2.3.1 If an FOO, FOA or designated member of management is utilized in the system of
operational control, the Operator shall have a line qualification program to ensure such personnel,
prior to being assigned to operational control duties, have demonstrated proficiency in the
competencies of operational control as specified in Table 3.5, as applicable to the Operator, and
have demonstrated the ability to:

(i) Assist the PIC in flight preparation and provide the relevant information required;
(ii) File a flight plan with the appropriate ATS unit;
(iii) Furnish the PIC in flight, by appropriate means, with information that may be necessary for
the safe conduct of the flight;
(iv) Initiate, in the event of an emergency, applicable procedures as outlined in the OM. (GM)
Auditor Actions
□ Identified utilization of FOO/FOA/designated management personnel in operational control
system (focus: applicable to FOO/FOA functions as defined in Table 3.1).
□ Identified/Assessed line qualification program for FOO/FOA/designated management
personnel (focus: curriculum includes evaluation of competencies as specified in Table 3.5).
□ Examined training/qualification records of selected FOO/FOA/designated management
personnel (focus: completion of line qualification prior to operational control duty assignment).
Guidance
The specifications of this provision apply to designated members of management, as well as FOO or
FOA personnel, who are delegated authority and/or assigned responsibilities in accordance with
DSP 1.3.4 and/or DSP 1.3.5, respectively.
Demonstrations of proficiency are recorded in accordance with DSP 1.8.1.
• FOO personnel demonstrate the ability to perform all duty functions;
• FOA personnel demonstrate the ability to perform specific duty functions associated with
their assigned area(s) of responsibility;
• A designated member of management that is directly involved with or directly performs the
functions specified in this provision demonstrates the same functional abilities as specified
for an FOO or FOA. Where the performance of one or more functions specified in this
provision is delegated to others (e.g. to FOOs or FOAs), a designated member of
management would typically demonstrate the knowledge necessary to accept the specified
responsibilities and have an understanding of how such functions are associated with the
operational control of flights.
Item ii) refers to planning activities that involve ATS (e.g. flight plan filing, re-routes during flight,
traffic flow management and/or slot controls).
personnel who have not performed duties as an FOO for a period of 12 consecutive months are not
assigned to perform FOO duties until re-qualified, by demonstrating knowledge and/or proficiency in
accordance with DSP 2.1.1. (GM)
Auditor Actions
Dispatcher functions as defined in Table 3.1).
□ Identified/Assessed re-qualification program for FOO personnel (focus: applicable when FOO
duties have not been performed for 12 months; curriculum addresses knowledge/proficiency in
competencies as specified in Table 3.5).
□ Examined training/qualification records of selected FOO personnel (focus: completion of re-
qualification prior to re-assignment to operational control duty).

Guidance
personnel are not assigned to FOO duties unless, within the preceding 12 months plus or minus one
month from the original qualification anniversary date or base month, they have either:
(i) Observed one familiarization flight from the flight deck of an aircraft over any area or route
segment where responsibility for operational control will be exercised, or
(ii) If approved by the State and/or if access to the aircraft flight deck is restricted by the
Authority, observed a Line Operational Simulation (LOS) profile accomplished in a
representative flight simulator approved for the purpose by the State, and such profile
addresses the areas or route segments where responsibility for operational control will be
exercised. (GM)
Auditor Actions
□ Identified/Assessed flight familiarization program for FOO personnel (focus: flight familiarization
required every 12 months; requires observation over representative area/route during line
flight/simulator LOS).
□ Examined training/qualification records of selected FOO personnel (focus: completion of flight
familiarization every 12 months).
Guidance
Operators subject to laws or regulations of the State that prohibit the application of specification i) of
this provision, and that cannot comply with specification ii) of this provision due to the non-existence
of an representative flight training device, may demonstrate an equivalent method of ensuring the
specifications of this provision are satisfied.
The familiarization flight or LOS is typically representative of the operational environment within
which the FOO will be working. Examples of a representative environment include-ultra long haul,
long haul, short haul, over water, mountainous terrain, EDTO, areas of special navigational
requirements, or passenger versus cargo flights.
Familiarization flights typically include at least one takeoff and landing as well as a minimum of 2.5 to
5 hours on the flight deck. If a flight is operating a long-haul segment of more than 5 hours, the FOO
is typically permitted to take a break during the cruise portion of the flight.
An operator, in accordance with the requirements of the State and other applicable authorities, may
adjust the frequency of evaluations specified in this provision to minimize overlap, preserve the
original qualification date and to ensure evaluations are completed within the annual cycle and any
constraints set forth by the operator, State and/or applicable authorities.

2.4 Special Qualification

DSP 2.4.1 If the Operator utilizes FOO personnel and the Operator's method of Operational
Control requires shared responsibility between an FOO and the PIC, the Operator should ensure
FOO personnel complete resource management training that addresses issues of mutual concern to
FOOs and flight crew members. Such training should be conducted for the purposes of enhancing
coordination, ensuring a mutual understanding of the human factors involved in joint operational
control and achieving common learning objectives as set out by the appropriate operational control
and flight operations management personnel. (GM)
Auditor Actions
□ Identified shared operational control system (focus: PIC+FOO share responsibility for safety of
flight).
□ Identified/Assessed resource management training program for FOO personnel (focus:
curriculum includes jointly developed learning objectives; addresses human factors issues
involved in shared operational control).
□ Examined training/qualification records of selected FOO personnel (focus: completion of PIC-
FOO resource management training).
Guidance
operational control, whether licensed or not, who participates in an approved or accepted shared
(including partial shared) system of operational control and:
• Is delegated authority in accordance with DSP 1.3.4;
The intent of this provision is to ensure that resource management issues of mutual concern to FOO
personnel and flight crew members are addressed for the purposes of enhancing coordination and to
foster a mutual understanding of the human and other factors involved in joint operational control.
Such training is typically accomplished using common learning objectives, determined during
interdepartmental coordination meetings, which are subsequently incorporated into the respective
training curricula. It is possible that although the learning objectives are determined jointly that the
development of curricula and administration of the training occurs independently within each
department.
The training specified in this provision does not require the physical presence of FOO personnel and
flight crew members at a common training location.
2.5 SMS Training

DSP 2.5.1 The Operator shall have a program that ensures operational control personnel are
trained and competent to perform SMS duties. The scope of such training shall be appropriate to
each individual's involvement in the SMS. [SMS] (GM) ◄
Note: SMS training is applicable to management and non-management personnel that perform
operational control functions for the Operator.
Auditor Actions
□ Identified/Assessed requirement for operational control personnel to be trained/competent to
perform SMS duties.

□ Examined initial/recurrent training curricula/syllabi for management/non-management

operational control personnel (focus: training in individually relevant SMS duties/responsibilities).
□ Examined selected management/non-management operational control personnel training
records (focus: completion of SMS training).
Guidance
The specifications of this provision may be satisfied by a training program in the flight operations
organization if such program includes SMS training for operational control personnel.
3 Line Operations
3.1 General
DSP 3.1.2 The Operator shall have a process or procedures to ensure the PIC is provided with all
documents, information and data necessary for the safe conduct of the flight. (GM)
Auditor Actions
□ Identified/Assessed operational control process/procedure for provision of documentation to
flight crew (focus: definition of required documents/information/data provided to flight crew).
□ Observed operational control/flight dispatch operations (focus: PIC provided with
documents/information/data necessary for safe conduct of flight).
Guidance
The OM typically specifies the documents required by the PIC for the safe conduct of each flight. This
list of required documents may also be replicated on the folder/envelope containing such documents
or displayed in the operational control/flight dispatch center/office for reference purposes.
Additionally, the process or procedures associated with the provision of flight documents typically
includes safeguards to ensure all of the required documents are provided to the PIC prior to each
flight.
3.2 Flight Preparation and Planning

a process or procedures to ensure such personnel, as applicable, and the PIC utilize a common set
of flight documents for each planned flight. (GM)
Auditor Actions
□ Identified/Assessed process/procedures for development/issuance of documents for each flight
(focus: documents issued to PIC are common with those used by FOO/FOA personnel).

□ Observed operational control/flight dispatch operations (focus: common flight planning

documents used by PIC and FOO/FOA personnel).
Guidance
and/or assigned responsibilities in accordance with DSP 1.3.4 and/or DSP 1.3.5 respectively.
Refer to Table 2.2 found in ISM Section 2 (FLT) for OM documentation requirements.
DSP 3.2.3 The Operator shall have a procedure to ensure an Operational Flight Plan (OFP) and Air
Traffic Services (ATS) Flight Plan is generated for every intended flight. (GM)
operations.
Auditor Actions
□ Identified/Assessed procedure for production/issuance of Operational/ATS flight plans (focus:
both OFP and ATS flight plans are produced/issued for each flight).
□ Observed operational control/flight dispatch operations (focus: production/issuance of OFP and
ATS flight plan for each flight).
Guidance
The intent of this provision is to ensure the generation of an OFP and ATS flight plan for all flights
conducted by the operator,
guidance and procedures to ensure such personnel, as applicable, assist the PIC in flight
preparation, furnish required operational information as necessary and either:
(i) Prepare the OFP and ATS flight plan, or
(ii) Assist the PIC in the preparation of the OFP and ATS flight plan. (GM)
Auditor Actions
□ Identified/Assessed guidance/procedures for FOO/FOA personnel to provide PIC with
assistance in flight preparation (focus: procedures include preparation of the OFP/ATC flight
plan).
□ Observed operational control/flight dispatch operations (focus: FOO/FOA assistance to PIC in
flight preparation).
Guidance
In a non-shared system of operational control, the ATS flight plan may be prepared by the PIC.
DSP 3.2.5 The Operator shall have guidance and procedures that ensure the original OFP or
equivalent document is accepted and signed by the following personnel, using either manuscript or
an approved electronic method:
(i) The PIC for all systems of operational control;
(ii) The FOO for a shared system of operational control;

(iii) Designated member of management or post holder in a shared system of operational

control that requires the use of such management personnel. (GM)
Auditor Actions
□ Identified type of operational control system (focus: shared or non-shared system).
□ Identified/Assessed guidance/procedures for acceptance of OFP (focus: method of signature
acceptance for OFP amendments).
□ Observed operational control/flight dispatch operations (focus: acceptance of OFP by PIC and, if
applicable, FOO or designated member of management).
□ Coordinated with flight operations (focus: complementary procedure for PIC acceptance of
OFP).
Guidance
In a shared system of operational control, the signatures (manuscript or electronic) of both the PIC
and the FOO or, if applicable, the designated member of management, are required on the OFP or
equivalent document (e.g. dispatch release).
The specification in item iii) refers to a designated member of management in a shared system of
operational control (e.g. director of flight operations or other designated post holder).
Refer to Table 3.5 for the definitions of authorities and responsibilities associated with operational
control personnel.
DSP 3.2.6 If an FOO is utilized in a shared system of operational control, the Operator shall have
guidance and procedures to ensure en route amendments to the OFP are coordinated and verified
through:
(i) A signature (manuscript or approved electronic method) by the FOO or other person
responsible for operational control;
(ii) A recorded agreement of the PIC. (GM)
Auditor Actions
□ Identified utilization of FOO in shared operational control system (focus: applicable to FOO/FOA
□ Identified/Assessed guidance/procedures for coordination/verification of en route amendments
to OFP (focus: PIC-FOO coordinate en route OFP amendments/verification recorded).
□ Observed operational control/flight dispatch operations (focus: en route OFP amendment
coordination).
□ Coordinated with flight operations (focus: coordination of en route amendments to OFP between
PIC and FOO).
Guidance
operational control, whether licensed or not, who participates in an approved or accepted shared
(except partial shared) system of operational control and:
• Is delegated authority in accordance with DSP 1.3.4;
FOO personnel that participate in a partial shared system typically lack the dedicated equipment
necessary to ensure en route amendments to the OFP can be coordinated and verified.

a process or procedures to ensure Operator changes in an ATS flight plan that occur prior to
departure are coordinated with the appropriate ATS unit before transmission to the aircraft by the
FOO, FOA or other delegated person. (GM)
Auditor Actions
□ Identified/Assessed process/procedures for coordination of ATC flight plan changes (focus:
FOO/FOA coordinates changes with ATC prior to flight plan transmission to flight crew).
□ Observed operational control/flight dispatch operations (focus: coordination of changes to ATS
flight plan by FOO/FOA).
Guidance
DSP 3.2.8 The Operator shall have guidance and procedures to ensure a flight will not be
commenced unless it has been ascertained, by every reasonable means available, that conditions
and ground facilities required for the flight are adequate for the type of operation. (GM)
Auditor Actions
□ Identified/Assessed guidance/procedures for assessment of required conditions/ground
facilities prior to flight departure (focus: flight planning accounts for adequacy of
conditions/facilities for type of flight operation).
□ Observed operational control/flight dispatch operations (focus: assessment of relevant
conditions/ground facilities prior to flight departure).
□ Coordinated with flight operations (focus: flight crew preflight assessment of
conditions/facilities).
Guidance
Areas of operations to be reviewed for adequacy typically include, as applicable:
• Navigation aids;
• Runways, taxiways, ramp areas;
• Curfews;
• PPR (prior permission required);
• Field conditions;
• Lighting;
• ARFF/RFFS (airport rescue and firefighting/rescue and firefighting services);
• Applicable operating minima.
DSP 3.2.9A If the Operator is authorized to conduct certain portions of a commercial flight under
visual flight rules (VFR), the Operator shall have guidance and procedures that:
(i) Specify the type of flight plan to be filed with the appropriate ATS unit;
(ii) Require current meteorological reports, or a combination of current reports and forecasts, to
indicate that meteorological conditions along the portion of the flight to be flown under VFR
will, at the appropriate time, be such as to make compliance with VFR possible. (GM)

Auditor Actions
□ Identified authorization for portions of flights to be conducted under VFR.
□ Identified/Assessed guidance/procedures applicable to conducting portions of flights under
VFR (focus: flight planning accounts for type of flight plan/required meteorological conditions).
□ Observed operational control/flight dispatch operations (focus: guidance/procedures for control
of flights to be conducted under partial VFR, availability of meteorological reports).
Guidance
The intent of this provision is to ensure operations that require compliance with VFR are practicable
under the anticipated meteorological conditions.
The specification in item i) refers to the type of flight plan to be filed in instances where certain
portions of a flight will be conducted under VFR. In some cases it may be possible to identify VFR
portions in a predominantly instrument flight rules (IFR) flight plan (e.g. Y and Z designation on an
ICAO flight plan). In other cases, an IFR Flight Plan is normally filed for all flights and an instrument
clearance obtained or cancelled en route in accordance with FLT 3.10.2.
Guidance related to the filing of a composite ICAO flight plan, and the use of the Y designation for
flights initially operated under IFR and Z designation for flights initially operated under VFR, is
contained in Amendment 1 to the Procedures for Air Navigation Services–Air Traffic Management,
Fifteenth Edition (PANS-ATM, Doc 4444).
DSP 3.2.9B The Operator shall have guidance and procedures to ensure a flight to be conducted
in accordance with IFR does not:
(i) Take off from the departure airport unless the meteorological conditions, at the time of use,
are at or above the operator's established airport takeoff operating minima for that
operation; and
(ii) Take off, or continue beyond the point of in-flight re-planning, unless at the airport of
intended landing or at each required alternate airport, current meteorological reports or a
combination of current reports and forecasts indicate that the meteorological conditions will
be, at the estimated time of use, at or above the operator's established airport operating
minima for that operation. (GM)
Auditor Actions
□ Identified/Assessed guidance/procedures for the assessment of airport meteorological
conditions prior to departure of IFR flights (focus: flight planning determines that conditions at
departure/destination/alternate airports meet all applicable requirements).
□ Observed operational control/flight dispatch operations office (focus: procedures for
monitoring/assessing meteorological conditions for operational airports).
□ Coordinated with flight operations (focus: flight crew assessment of meteorological conditions
for operational airports).
Guidance
Refer to the IRM for the definitions of Alternate Airport and In-flight Re-planning Point.
The intent of this provision is to ensure flights do not takeoff or continue beyond the point of in-flight
re-planning unless the meteorological conditions at each airport specified in i) or ii), are or will be, at
or above the operator's established airport operating minima for the operation at the estimated time
of use.
The specification in item ii) would require the definition and application of alternate airport planning
minima in accordance with DSP 3.2.9C.

DSP 3.2.9C The Operator shall have guidance and procedures, approved or accepted by the
State, for the purposes of determining whether an approach and landing can be safely conducted at
each required alternate airport at the estimated time of use. Such guidance and procedures shall:
(i) Specify the appropriate incremental values for visibility (and ceiling, if required), to be added
to the operator's established airport operating minima;
(ii) Define an appropriate time margin to be applied to the estimated time of arrival for the
purposes of establishing the estimated time of use of an airport and to account for the
uncertainty of flight time estimates or meteorological events. (GM)
Auditor Actions
□ Identified/Assessed guidance/procedures for the application of safety margins in the
assessment/selection of planned alternate airports (focus: flight planning takes into account
defined additives/margins to alternate airport operating minima/times of arrival to account for
forecast uncertainties).
□ Observed operational control/flight dispatch operations (focus: procedures for
monitoring/assessing approach/landing suitability for planned alternate airport).
□ Coordinated with flight operations (focus: flight crew assessment of suitability of planned
alternate airports).
Guidance
The intent of this provision is for the operator to have a means to ensure, with a reasonable degree of
certainty, that at the estimated time of use of an alternate airport, the meteorological conditions will
be at or above the operator's established operating minima for an instrument approach. This is
practically accomplished through guidance and procedures for the definition and application of
alternate planning minima.
The additives specified in item i) are typically dependent on the approach facility configuration and
require ceiling be taken into account when the only approaches available are non-precision and/or
circling approaches.
One example of a time margin used to conform to item ii), which is accepted by many national
authorities, is one hour before and after the estimated earliest and latest time of arrival. This may be
reduced in special circumstances, such as when a forecast is only valid for the time of operation of
the airport and does not cover the period before opening.
for the development or application of alternate airport planning minima. Such guidance might be
derived from one or more of the following source references, as applicable:
• Commission Regulation EC No. 859/2008 of 20 August 2008.
• Commission Regulation EC No. 965/2012 of 5 October 2012.
• FAA OPSPEC C055 Table.
development or application of alternate planning minima designed to conform to the
specifications of the provision.
DSP 3.2.10 The Operator shall have guidance and procedures to ensure, before a flight is
commenced, oil consumption trends are taken into account and are determined to be such that an
aircraft has sufficient oil to complete each flight. (GM)
Auditor Actions
□ Identified/Assessed guidance/procedures for consideration of oil consumption trends for
planned flights (focus: flight planning takes into account oil consumption trends to ensure flight
completion).


□ Coordinated with maintenance operations (focus: application of aircraft-specific oil consumption
data).
Guidance
The designation of a minimum oil quantity is typically provided by the manufacturer, while the
determination, monitoring and replenishment of oil supply are the responsibilities of engineering and
maintenance in accordance with MNT 2.1.1, and/or the flight crew in accordance with ISM Section 2
(FLT), Table 2.2, item v).
3.3 Aircraft Performance and Load Planning

DSP 3.3.1 The Operator shall have guidance and procedures to ensure a planned flight does not
exceed:
(i) The maximum performance takeoff and landing weight limits, based upon environmental
conditions expected at the times of departure and arrival;
(ii) The aircraft structural takeoff, en route and landing weight limits. (GM)
Auditor Actions
□ Identified/Assessed guidance/procedures for application of aircraft performance data for
planned flights (focus: flight planning accounts for aircraft takeoff/en route/landing performance
weight limitations).
□ Observed operational control/flight dispatch operations (focus: guidance/procedures/restrictions
that ensure flights do not exceed aircraft performance weight limitations).
□ Coordinated with maintenance operations (focus: preflight consideration of aircraft performance
limitations).
Guidance
The intent of this provision is to ensure the presence of guidance and procedures for the calculation
of maximum takeoff and landing weights, based on takeoff, en route, landing performance, structural
limitations as well as any applicable MEL restrictions. Additionally, such guidance and procedures
address the means used to prevent an aircraft from being loaded in a manner that precludes a flight
from being operated overweight (e.g. notification of weight restrictions to a Load Control Center/office
or equivalent).
DSP 3.3.3 The Operator shall ensure qualified personnel perform weight and balance calculations.
(GM)
Auditor Actions
□ Identified specific personnel that perform weight/balance calculations.
□ Identified/Assessed weight/balance training/qualification program for operational control
personnel (if applicable) (focus: applicable to personnel that perform weight/balance calculations;
program includes demonstration of competence in weight/balance calculation).
□ Examined training/qualification records of selected operational control personnel (if applicable)
(focus: completion of weight/balance training program by operational control personnel that
perform weight/balance calculations).
□ Coordinated with flight operations (if applicable) (focus: flight crew members are qualified to
perform weight/balance calculations).

□ Coordinated with ground handling operations (if applicable) (focus: load control personnel are
qualified to perform weight/balance calculations).
Guidance
Weight and balance calculations may be delegated to a FOO or an appropriately qualified FOA.
The PIC may complete weight and balance calculations, if qualified in accordance with ISM Section 2
(FLT), Subsection 2.1, Training and Evaluation Program.
Load control personnel that perform functions within the scope of ground handling operations may
complete weight and balance calculations if qualified in accordance with ISM Section 6 (GRH),
Subsection 2.1, Training Program.
3.4 Icing Conditions

DSP 3.4.1 The Operator shall have guidance and procedures to ensure a flight to be operated in
known or expected icing conditions shall not be commenced unless the aircraft is certificated and
equipped to be operated in such conditions. (GM)
Auditor Actions
□ Identified/Assessed guidance/procedures for consideration of aircraft type for flights planned
into expected in-flight icing conditions (focus: flight planning accounts for aircraft
certified/equipped for icing conditions).
□ Examined selected flight planning records (focus: aircraft certified/equipped for flight into icing
conditions).
□ Coordinated with maintenance operations (focus: verification of fleet(s) certified/equipped for in-
flight icing conditions; identification of any exceptions).
Guidance
The intent of this provision is to ensure flights planned to operate in known icing conductions are only
conducted utilizing appropriately certificated and equipped aircraft. Additionally, if the operator
utilizes a mixed fleet including aircraft that are and are not suitably equipped for operations in icing
conditions, the operator would have a means to preclude unequipped aircraft from being utilized on
flights in known icing conditions.
DSP 3.4.3 If the Operator conducts flights from any airport when conditions are conducive to
ground aircraft icing, the Operator shall have guidance and procedures to ensure a flight planned to
operate in known or suspected ground icing conditions is subjected to the following:
(i) The aircraft has been inspected for ice accretion;
(ii) If necessary, the aircraft has been given appropriate de/anti-icing treatment. (GM)
operations.
Auditor Actions
□ Identified the operation of commercial/non-commercial flights at airports/stations during times
when there is potential for ground icing conditions.
□ Identified/Assessed guidance/procedures for flights planned into airports with known/suspected
ground icing conditions (focus: flight planning accounts for possibility of required aircraft de-/anti-
icing operations).

□ Examined selected flight planning records (focus: consideration of requirement for aircraft
de-/anti-icing operations).
□ Observed operational control/flight dispatch operations (focus: procedures for flights planned to
operate in known/suspected ground icing conditions).
Guidance
Refer to GRH 4.2.1 located in ISM Section 6 for specifications and associated Guidance related to
the establishment and maintenance of a De-/Anti-icing Program.
3.5 Aircraft Tracking

DSP 3.5.1 Effective 8 November 2018, the Operator shall have an aircraft tracking capability to
track its aircraft throughout all areas of operations. (GM)
▲ An operator may conform to DSP 3.5.1 through Active Implementation as long as the
Auditor Actions
□ Identified/Assessed Aircraft tracking capability for duration of all flights (focus: operational
control procedures/capability for the determination of aircraft position.
□ Observed operational control/flight dispatch operations (focus: aircraft tracking process).
□ Coordinated with flight operations (focus: verification of flight crew responsibilities, if any, related
to Aircraft tracking).
Guidance
Refer to the IRM for the definition of Aircraft Tracking, which includes the definitions of 4D/15 Service
and 4D/15 Tracking.
The effective date and specifications of this provision are consistent with ICAO standards applicable
at the time of ISM publication.
The intent of this provision is to ensure operators implement the capability to track their aircraft
throughout the area(s) of operations defined in the Air Operator Certificate (AOC) and related
operations specifications. This “core” tracking capability is applicable in all areas of operation and
refers to a process that maintains and updates, at standardized intervals, a ground-based record of
the four-dimensional (4D) position of individual aircraft in flight.
For the purposes of aircraft tracking the 4D position of an aircraft is defined by latitude, longitude,
altitude, and time.
It is important to note, however, that a specific tracking interval is not defined by this provision. It
simply establishes the foundation that will support the implementation of the normal aircraft tracking
provisions that follow. Equally important to note is that the complexity of this core aircraft tracking
capability would be commensurate with the complexity, breadth and scope of the operations
conducted by the operator.
Guidance on aircraft tracking is contained in the ICAO Normal Aircraft Tracking Implementation
Guidelines (Cir 347) scheduled for unedited release in May 2017.
DSP 3.5.2 Effective 8 November 2018, the Operator should track the position of an aircraft through
automated reporting at least every 15 minutes for the portion(s) of the in-flight operation(s) under the
following conditions:
(i) The aircraft has a maximum certificated takeoff mass of over 27,000 kg and a seating
capacity greater than 19;
(ii) Where an Air Traffic Services Unit (ATSU) obtains aircraft position information at greater
than 15 minute intervals. (GM)

Note: Risks associated with variations to the automated reporting interval specifications of this
provision are managed in accordance with DSP 3.5.4.
Auditor Actions
□ Identified/Assessed Aircraft tracking capability for duration of applicable flights (focus:
operational control procedures/capability for the determination of aircraft position.
Guidance
The intent of this recommendation is to encourage operators to always obtain aircraft position data
under the conditions stipulated. Simply stated, it recommends that four-dimensional aircraft position
information be obtained by the operator using automated reporting means at 15 minute intervals
(4D/15) or less when an ATSU obtains this information at greater than 15 minute intervals. It is
important to note that this is a recommended practice applicable in all areas of operations defined in
the Air Operator Certificate (AOC) and related operations specifications. It is also applicable to a wide
range of aircraft given the low takeoff mass threshold.
An operator may conform to the automation and interval specifications of this provision in accordance
with DSP 3.5.4.
DSP 3.5.3 Effective 8 November 2018, the Operator shall track the position of an aircraft through
automated reporting at least every 15 minutes for the portion(s) of the in-flight operation that is
planned in an oceanic area(s) under the following conditions:
(i) The aircraft has a maximum certificated takeoff mass of over 45 500 kg and a seating
capacity greater than 19;
(ii) Where an Air Traffic Services Unit (ATSU) obtains aircraft position information at greater
than 15 minute intervals. (GM)
Note: For the purpose of aircraft tracking, an oceanic area is defined as the airspace that overlies
waters outside the territory of a state.
Note: Risks associated with variations to the automated reporting interval specifications of this
provision are managed in accordance with DSP 3.5.4.
Auditor Actions
□ Identified/Assessed Aircraft tracking capability for duration of applicable flights (focus:
operational control procedures/capability for the determination of aircraft position.

Guidance
The effective date and specifications of item vi) of this provision are consistent with ICAO standards
applicable at the time of ISM publication.
The intent of this provision is to establish an automated aircraft position reporting interval that is to be
maintained in oceanic areas by either the operator or by the relevant ATS unit. Conformance with this
provision would require the operator to determine, prior to flight commencement, whether the
required position information will be obtained by the relevant ATSUs or the tracking responsibility
must be assumed by the operator.
It is important to note that if tracking data becomes unavailable after flight commencement, there is
no implied requirement for the operator to take on the tracking responsibility or have a back-up
means (note use of word “planned” in the body of the provision). Additionally, once airborne, if the
aircraft operates outside of the planned route or area (e.g. unplanned diversion) and 4D/15 position
data cannot be obtained, the operation may continue.
DSP 3.5.4 Effective 8 November 2018, if the Operator assumes the responsibility for aircraft
tracking in accordance with DSP 3.5.2 and/or DSP 3.5.3, the Operator shall ensure risks associated
with any variations to the automated reporting intervals are identified based on the results of a risk
assessment process. Such process shall demonstrate how risks to the operation resulting from such
variations can be managed and shall take into consideration the:
(i) Capability of the operational control systems and processes, including those for contacting
ATS units;
(ii) Overall capability of the aircraft and its systems;
(iii) Available means to determine the position of and communicate with the aircraft;
(iv) Frequency and duration of gaps in automated reporting;
(v) Human factors consequences resulting from changes to flight crew procedures;
(vi) Specific mitigation measures and contingency procedures. (GM)
Note: The risk assessment process specified in this provision is intended to be strategic in nature
and scope. It is not intended, for example, that a specific risk assessment be conducted on a tactical
basis by operational personnel and/or the flight crew. Rather, the process would be used by the
operator to develop mitigations that would be imbedded in policy and procedure (e.g. MEL, theater
specific guidance or other guidance for use by operational personnel) that would in turn allow for
flight commencement (dispatch) in accordance with the risk management outcome(s) of the process.
Auditor Actions
□ Identified use of risk assessment process and/or application of resultant mitigations for
variations to aircraft tracking.
□ Identified applicable processes and procedures for aircraft tracking.
□ Identified/Assessed process for managing risk associated with variations to aircraft tracking
provisions (focus: outcomes of risk assessment process incorporated into policy and procedure.
□ Identified/Assessed guidance/procedures for aircraft tracking (focus: process considers
operational capabilities/reliability associated with determining an aircraft's position).
□ Examined selected aircraft tracking records.
□ Observed operational control/flight dispatch operations.
Guidance
Refer to the IRM for the definition of Aircraft Tracking, which includes the definitions of 4D/15 Service
and 4D/15 Tracking.

The intent of this provision is to define the criteria that would allow operators under specific
circumstances, to vary from the automated reporting interval(s) specified in DSP 3.5.2 and/or 3.5.3.
Such variations allow for situations where the technical challenges or the duration of exposure may
not warrant and/or support 4D/15 tracking. The provision does not relieve operators of the
responsibility to track their aircraft. It simply defines a risk-based methodology that allows for the
commencement of a flight or series of flights when the recommended or required automated
reporting interval is not achievable in accordance with either DSP 3.5.2 or 3.5.3.
The circumstances when this provision would be applicable include the following singular (i.e. one-
off) or long-term (i.e. continual) scenarios:
• Aircraft equipment failure prior to dispatch (commencement) rendering 4D/15 Tracking
unserviceable;
• Systemic (non-aircraft dependent) failure rendering 4D/15 Tracking unachievable;
• Regular short exposure to lack of 4D/15 coverage (e.g. short A to B flights);
• Temporary airspace closures that may force unequipped aircraft onto routes that would
typically require 4D/15 Tracking;
• Technologically challenging areas (e.g. Polar Routes);
• Other scenarios where, subject to risk assessment results, the technical challenges or the
level of exposure may not warrant (justify) 4D/15 Tracking.
The specifications of this provision allow variations in the means of reporting (e.g. manual vs.
automated) as well as the reporting interval so long as the risks associated with such variations are
appropriately managed.
The specification in item v refers to the hazards (in terms of human factors) associated with making
manual position reports (e.g. HF, VHF, ACARS). Manual position reporting at the 15-minute interval
defined for automated reporting is not considered a viable method to meet tracking requirements as
the additional workload required would distract the flight crew from other duties and have a negative
effect on safety. Additionally, manual position reporting at reduced intervals could introduce a level of
uncertainty regarding accuracy (i.e. introduce a greater potential for error).
Guidance on aircraft tracking is contained in the Normal Aircraft Tracking Implementation Guidelines
(Cir 347) scheduled for unedited release in May 2017.
3.6 Flight Monitoring and In-Flight Management

DSP 3.6.1 If an FOO or FOA is utilized in a shared system of operational control, the Operator shall
have procedures and equipment that ensure effective communication between the:
(i) FOO and the PIC;
(ii) If applicable, FOA and the PIC;
(iii) FOO, PIC and maintenance. (GM)
Auditor Actions
□ Identified utilization of FOO/FOA in shared operational control system (focus: applicable to
FOO/FOA functions as defined in Table 3.1).
□ Identified/Assessed procedures/equipment for communications within the operational control
system (focus: capability for effective communication with flight crew/maintenance operations).
□ Observed operational control/flight dispatch operations (focus: FOO/FOA communication with
flight crew/maintenance operations).
Guidance
Refer to the IRM for the definition of Operational Control–Shared Responsibility.

The specifications of this provision apply to FOO or FOA personnel who participate in an approved or
accepted shared system of operational control and who are delegated authority and/or assigned
responsibilities in accordance with DSP 1.3.4 and/or DSP 1.3.5, as applicable.
FOO or FOA personnel that participate in a partial shared system might lack the dedicated
equipment necessary to maintain shared responsibility in flight.
The communications system can be direct voice or electronic, but an effective system would be
reliable, clear and understandable over the entire route of the flight. An effective system would also
perform adequately and appropriate personnel would be knowledgeable in its use.
DSP 3.6.2 If required by the State, the Operator shall have a system of operational control that
includes flight monitoring for the duration of a flight and ensures timely notification to the Operator by
the PIC of en route flight movement and/or significant deviation from the operational flight plan. (GM)
Auditor Actions
□ Identified regulatory requirement for an operational control system that includes flight
monitoring.
□ Identified/Assessed implementation of flight monitoring for duration of all flights (focus:
operational control procedures/capability for timely PIC communication/notification of en route
flight movement/OFP deviations).
□ Observed operational control/flight dispatch operations (focus: flight monitoring process;
communication with flight crew).
□ Coordinated with flight operations (focus: verification of flight crew notifications to operational
control).
Guidance
DSP 3.6.3 The Operator should have a system of operational control that includes flight monitoring
for the duration of a flight and ensures timely notification to the Operator by the PIC of en route flight
movement and/or significant deviation from the operational flight plan. (GM)
Auditor Actions
□ Identified/Assessed implementation of flight monitoring for duration of all flights (focus:
operational control procedures/capability for timely PIC communication/notification of en route
flight movement/OFP deviations).
□ Observed operational control/flight dispatch operations (focus: flight monitoring process;
communication with flight crew).
□ Coordinated with flight operations (focus: verification of flight crew notifications to operational
control).
Guidance
The intent of this provision is to ensure each flight conducted by the operator is “monitored” by
suitably qualified operational control personnel in accordance with the IRM definition and the
requirements of the applicable Authority.
DSP 3.6.4 If the Operator has a system of operational control that includes automated flight
monitoring, the Operator should have an adequate back-up method of flight monitoring in case of
failure of the automated system. (GM)

Auditor Actions
□ Identified implementation of an automated flight monitoring system.
□ Identified/Assessed implementation of a back-up method of flight monitoring (focus: operational
control plan/procedures/capability for flight monitoring in event of automated system failure;
process for transition from automated system to back-up method).
□ Observed operational control/flight dispatch operations (focus: back-up flight monitoring
process).
Guidance
Refer to the IRM for the definition of Automated Flight Monitoring System.
DSP 3.6.5A The Operator shall have guidance and procedures to ensure a flight is not continued
toward the airport of intended landing unless the latest available information indicates, at the
expected time of use, a landing can be made either at that airport or at least one destination alternate
airport. (GM)
Auditor Actions
□ Identified/Assessed guidance/procedures for monitoring/assessing conditions at flight
destination/alternate airports (focus: flight continuation permitted only if information indicates
landing can be made at destination/alternate airport).
□ Observed operational control/flight dispatch operations (focus: monitoring of
destination/alternate airport conditions/information during flight).
Guidance
The intent of this provision is to ensure personnel with operational control responsibilities have
access to the most current and accurate information available in order to support informed decision-
making related to safe flight completion. This is especially important when the conditions under which
a flight was originally planned have changed after takeoff (e.g. unplanned re-release) or because the
flight was planned with a re-release point (a pre-planned re-release). In either case, the overriding
intent is to ensure operational control personnel, including flight crews, have access to the most
current and accurate information available. Access to such information is typically necessary to
ensure flights do not proceed beyond the last possible point of diversion to an en route alternate
airport (appropriate for the aircraft type) and continue to the destination when, in the opinion of either
the PIC or, in a shared system of operational control, the PIC and FOO it is unsafe to do so.
Information that would be useful in determining whether a landing can be made at the destination or
any required alternate is typically related to:
• Meteorological conditions, both en route and at the airport of intended landing, to include
hazardous phenomena such as thunderstorms, turbulence, icing and restrictions to visibility.
• Field conditions, such as runway condition and availability and status of navigation aids.
• En route navigation systems and facilities status, where possible failures could affect the
safe continuation or completion of the flight.
• En route fuel supply, including actual en route consumption compared to planned
consumption, as well as the impact of any changes of alternate airport or additional en route
delays.
• Aircraft equipment that becomes inoperative, which results in an increased fuel consumption
or a performance or operational decrement that could affect the flight crew's ability to make a
safe landing at an approved airport.

• Air traffic management concerns, such as re-routes, altitude or speed restrictions and
facilities or system failures or delays.
• Security concerns that could affect the routing of the flight or its airport of intended landing.
Refer to Table 2.2 found in ISM Section 2 (FLT) for OM documentation requirements.
DSP 3.6.5B If the Operator selects and specifies en route alternate airports on the OFP, the
Operator shall have guidance and procedures to ensure en route alternate airports selected and
specified on the OFP are available for approach and landing, and the forecast at those airports is for
conditions to be at or above the operating minima approved for the operation. (GM)
Auditor Actions
□ Identified requirement for selection of en route alternate airports.
□ Identified/Assessed guidance/procedures for selection/designation of en route alternate
airports (focus: flight planning includes assessment/selection/designation on OFP of en route
alternate airports with conditions that will permit approach/landing at estimated time of use).
□ Examined selected OFPs (focus: specification of en route alternate airports).
□ Observed operational control/flight dispatch operations (focus: monitoring of en route airports
conditions/information during flight).
Guidance
The intent of this provision is for the operator to have a methodology to protect a diversion should a
situation occur that may require an aircraft to divert while en route. For example, such a methodology
typically includes ensuring that operational control personnel and pilots are knowledgeable about
diversion airport alternates, applicable meteorological conditions, and have the means to obtain
information related to the availability of en route alternates.
One way to ensure a reasonable certainty that the weather conditions at a required en route alternate
will be at or above operating minima approved for the operation is through the application and use of
planning minima (at the planning stage) as specified in DSP 3.2.9C. This is done to increase the
probability that a flight will land safely after a diversion to an en route alternate airport.
Refer to Subsection 4.5 for provisions that specify the additional steps necessary to protect an en
route alternate airport when aircraft are engaged in operations beyond 60 minutes (from a point on a
route to an en route alternate airport) or extended diversion time operations (EDTO).
DSP 3.6.5C The Operator shall have procedures to ensure that the inadequacy of any facilities
observed during the course of flight operations is reported to the responsible authority without undue
delay, and to further ensure that information relevant to any such inadequacy is immediately
disseminated to applicable operating areas within the Operator's organization. (GM)
Auditor Actions
□ Identified/Assessed procedures for identifying/reporting inadequacy of relevant/required
facilities during course of flight operations (focus: inadequate facilities reported to responsible
authority/communicated to applicable operating areas within organization).
□ Examined selected flight records (focus: identification/notification of inadequate facilities).
□ Observed operational control/flight dispatch operations (focus: procedures for reporting of
inadequate facilities observed during flights to applicable authorities/operational areas of
organization).
Guidance
The specifications of this provision address situations when operational control personnel learn of the
inadequacy of facilities (e.g. navigation aid outages, runway closures) from flight crew reports, ATS,

airport authorities or other credible sources. Operational control personnel would be expected to
convey any safety-critical outages to applicable authorities and relevant operational areas within the
organization.
the Operator.
DSP 3.6.6 The Operator shall have guidance and procedures to ensure notification to the Operator
when a flight has been completed. (GM)
Auditor Actions
□ Identified/Assessed guidance/procedures for notification of flight completion (focus: operational
control personnel receive notification once flight is completed).
□ Examined flight records (focus: flight completion notification).
□ Observed operational control/flight dispatch operations (focus: procedures for flight completion
notifications).
Guidance
Refer to the IRM for the definitions associated with Flight Time (Aircraft).
3.7 Emergency Response

DSP 3.7.1 If the Operator conducts international flights with aircraft that have emergency and
survival equipment on board, the Operator shall ensure the availability of information for immediate
communication to rescue coordination centers that describes such equipment, to include, as
applicable:
(i) The number, color and type of lifesaving rafts and pyrotechnics;
(ii) Details of emergency medical and water supplies;
(iii) Type and frequencies of the emergency portable radio equipment. (GM)
Auditor Actions
□ Identified aircraft used for international flights that have emergency/survival equipment on
board.
□ Identified/Assessed availability of information that describes onboard emergency/survival
equipment for the purpose of communication to rescue coordination centers in the event missing
aircraft (focus: definition of required information to be communicated; responsibility for
communication).
□ Observed operational control/flight dispatch operations (focus: preparedness to communicate
emergency/survival equipment information to SAR centers).
Guidance
Refer to the IRM for the definition of International Flight.
The intent of this provision is for an operator to have published information that describes the
emergency and survival equipment carried on board aircraft engaged in international operations, and
to have such information readily available when necessary for immediate communication to search
and rescue (SAR) facilities.
DSP 3.7.2 The Operator shall have guidance and procedures to ensure an FOO, FOA or other
designated personnel notifies the appropriate authority in the quickest manner of any accident

involving an aircraft that results in a fatal or serious injury to any person or substantial damage to the
aircraft or property. (GM)
Auditor Actions
□ Identified/Assessed guidance/procedures for notification to appropriate authority in event of
accident resulting in serious injury/substantial damage (focus: procedures/responsibility for
providing timely accident notification).
□ Observed operational control/flight dispatch operations (focus: preparedness to provide accident
notification to the appropriate authority).
Guidance
The intent of this provision is to ensure timely aircraft accident notification to the appropriate authority
by designated personnel utilizing the system specified in DSP 1.4.2 and if applicable, the
specifications of ORG 4.1.17.
DSP 3.7.3 If the Operator transports dangerous goods as cargo, the Operator shall ensure FOO,
FOA and/or other designated operational control personnel:
(i) Have access to the same information pertaining to dangerous goods carried as cargo on
board the aircraft that is provided to the PIC;
(ii) Are assigned the responsibility to provide detailed information without delay about
dangerous goods carried as cargo to emergency services responding to an accident or
serious incident involving the Operator's aircraft. (GM)
Auditor Actions
□ Identified authority for transport of dangerous goods as cargo.
□ Identified/Assessed guidance/procedures for notification to emergency services responding to
an aircraft accident (focus: procedures/responsibility for providing timely dangerous goods
information).
□ Observed operational control/flight dispatch operations (focus: access to same dangerous
goods information as provided to PIC; preparedness to provide dangerous goods information in
event of accident).
Guidance
Refer to the IRM for the definitions of Dangerous Goods Regulations (DGR) and NOTOC
(Notification to Captain).
• Applicable operational control personnel have access to the same dangerous goods
information that has been provided to the PIC;
• The operator assigns an operational control person the responsibility to provide specific
information regarding onboard dangerous goods to emergency services personnel that are
responding to an accident or serious incident involving the operator's aircraft.
An operator, in accordance with requirements of the Authority, typically develops guidance related to
the transport of dangerous goods based on technical information from one or more source reference
documents, to include:
• IATA Dangerous Goods Regulations (DGR);
• An equivalent dangerous goods manual, dangerous goods emergency response guide or
other reference document approved or accepted by the Authority for the development of
flight crew guidance related to the transportation of dangerous goods by air.

The dangerous goods information provided to the PIC is specified in GRH 3.3.4 located in ISM
Section 6.
4 Operational Control Requirements and Specifications

General Guidance
Operators and Authorities alike are placing increased emphasis on performance-based methods and
performance-based compliance to regulation. Such mechanisms allow for greater operational
flexibility without degrading the safety performance of an operational activity. This presumption is
primarily dependent on the presence of specific organizational and operational capabilities, the
results of safety risk management activities and the determination of acceptable standards of safety
performance.
Many of the provisions in the following sub-section contain an option applicable only to those
operators that use performance-based methods in order to conform to selected alternate airport
selection, fuel planning and/or EDTO ISARPs. These options are typically presented as alternatives
to one or more “prescriptive” specifications that are independent of other systems, policies,
processes or procedures. That is to say, the parent provision and related specifications completely
describe “what” must be accomplished and “how” it is to be accomplished.
In order to take advantage of the shift in emphasis from “how” an operational activity is to be
accomplished to “what” the activity is to accomplish, operators would typically have the resources
necessary to analyze very specific operational hazards, manage the associated safety risks and
achieve target levels of safety performance. The determination that operators will be able to reach a
target level of safety performance necessary to ensure safety is dependent on numerous
organizational and operational capabilities that typically include, but are not limited to, those that are
compiled in the following table:
Organizational and Operational Capabilities Description

Organizational and Operational Process This is demonstrable organizational and
Management and Control operational process management and control that
Practically speaking, operators must possess is dependent on robust subordinate or related
the requisite knowledge, skills, experience, processes including:
resources and technologies necessary to • The development of policy and procedure;
implement and oversee the many systems and • The staffing of positions with an
processes required to support performance- appropriate number of qualified personnel;
based compliance. • Training to the operator's policy and
procedure and to ensure personnel remain
competent and qualified;
• Implementation or the demonstration of
performance in accordance with policy and
procedure;
• Data reporting, measurement and analysis
for the purpose of monitoring the
effectiveness and efficiency of systems,
processes, policies and/or procedures;
• An adjustment component or subsystem to
respond to any underperformance or
deviation and for the purpose of
continuous improvement.
Specific Operational Capabilities These are the key operator capabilities necessary
(operational control, aircraft, airport, to support operational activities related to alternate
infrastructure and meteorological) selection, fuel planning and/or EDTO including:
• Operational control systems and standard
operating procedures that provide the


direction for the conduct of flight
operations;
• Ground-based and airborne tools and
technologies to improve situational
awareness and operational capability;
• Flight monitoring that encompasses the
activities necessary to effectively exercise
operational control;
• Field condition monitoring at the
destination, en route, en route alternate
and destination alternate airports (as
applicable) nominated for use by the flight
up until the flight is no longer dependent on
the use of the applicable airports
• Rapid and reliable communication
capabilities;
• Weather reporting and monitoring
capability.
A (Tactical) Safety Risk Management Sub- This is the subsystem that interfaces with the
system internal system of production (related to a specific
(specific to operational systems or processes system or process) for data reporting,
that support performance-based compliance) measurement and analysis, as well as appropriate
organizational SRM components. This also should
include the interfaces with SMS and Quality
systems to ensure operational systems and
processes are subjected to the organization's
overarching safety and quality assurance
processes, and:
• Appropriate data from many sources are
isolated and extracted;
• Reports from operational personnel are
collated and analyzed;
• Feedback and control references are
provided against which hazard analysis
and consequence management can be
measured;
• Material is provided for root cause and
safety trend analysis;
• Data are collected relevant to the
mitigation of safety risks;
• Identification and analysis of applicable
hazards;
• Assessment, control and of resultant safety
risks.
An Oversight Component This is the monitoring and measurement of safety
(performance monitoring and measurement) performance through appropriate safety
performance measures that continuously track
system safety performance as necessary to
determine whether an operator's system is truly
operating in accordance with design expectations.
Keeping the aforementioned capabilities in mind, the performance-based options in the following
sub-sections allow for operational flexibility based on conformance with the provisions in sub-

section 4.6. The specifications in those provisions define the related and interdependent systems,
policies, processes or procedures designed to support the achievement of operational outcomes
equivalent to that of prescriptive compliance. In other words, they allow for variations in “how”
something is achieved as long as “what” is achieved is substantially equal to or better than
prescriptive compliance.
It is important to note that the majority of operators will follow a well-defined and prescriptive
approach to alternate selection, fuel planning and EDTO. There will be cases, however, where
operators that have made significant investments in organizational and operational systems,
advanced technologies and modern aircraft seek to derive greater efficiencies from the inherent
flexibility of performance-based compliance. In such cases, the specifications of sub-section 4.6 are
designed to ensure the operator possesses the capabilities to sustain demonstrable levels of safety
performance that are acceptable to the State and the operator.
Refer to the IRM for the definition of Performance-Based Compliance.
4.1 Alternate and Isolated Airports

DSP 4.1.1 The Operator shall have a system, process and/or procedures for alternate airport
selection to ensure an appropriate takeoff alternate airport is selected and specified on the OFP
whenever:
(i) The meteorological conditions at the airport of departure are below the applicable airport
operating landing minima, and/or
(ii) Other operational conditions exist that would preclude a return to the departure airport. (GM)
Note: The Operator has the option of achieving conformity with the specifications of this provision
using performance-based methods in accordance with applicable provisions in subsection 4.6. Such
conformance is achievable irrespective of the specifications of this provision.
Auditor Actions
□ Identified/Assessed system/process/procedures for takeoff alternate airport selection (focus:
flight planning includes assessment/selection/designation on OFP of takeoff alternate airport
when meteorological/other conditions preclude flight return to departure airport).
□ Examined selected OFPs (focus: designation of takeoff alternate airport).
□ Observed operational control/flight dispatch operations (focus: process for selection of takeoff
alternate airports).
□ Coordinated with flight operations (focus: complementary process for selection/designation of
takeoff alternate airport).
Guidance
The intent of this provision is to ensure a methodology exists for the selection and specification of
takeoff alternate airports when required. The selection of such airports is typically intended to
address an operational condition (e.g. an emergency during or immediately after takeoff) that would
require the flight crew to land the aircraft as soon as practicable. Accordingly, the applicable
operating landing minima specified in the provision would typically refer to the minimum ceiling
and/or visibility/runway visual range for landing with an engine inoperative as established by the
operator.
Takeoff alternates are typically selected during the planning stage but may be selected after flight
commencement when necessary via radio, ACARS, or any other communication means acceptable
to the operator and the State.
The appropriateness of an airport for selection as a takeoff alternate is dependent on many factors
including, but not limited to, the operational conditions specified in DSP 3.2.8.
An operator may use a system, a process or procedures alone or in any combination in order to fulfill
operational requirements related to the selection of takeoff alternate airports. In all cases, however,

the robustness of any methodologies used for takeoff alternate airport selection is commensurate
with the breadth and complexity of the operation.
DSP 4.1.2 The Operator shall have a system, process, and/or procedures for alternate airport
selection to ensure a takeoff alternate airport selected in accordance with DSP 4.1.1 is located within
a specified flying time from the airport of departure as follows (as applicable to the Operator):
(i) For aircraft with two engines, not more than one hour flying time from the airport of
departure calculated at the single-engine cruise speed, determined from the aircraft
operating manual in ISA and still air conditions using the actual takeoff mass.
(ii) For aircraft with three or more engines, not more than two hours flying time from the airport
of departure calculated at the all-engine operating cruise speed, determined from the aircraft
operating manual in ISA and still air conditions using the actual takeoff mass.
(iii) For aircraft engaged in EDTO (extended diversion time operations) where an alternate
airport meeting the flight time criteria of i) or ii) is not available, the first available alternate
airport located within the maximum diversion flying time approved for the Operator
considering the actual takeoff mass. (GM)
Note: Pre-existing approved EDTO calculations for the determination of threshold distances
substantially similar to those specified in items i), ii) or iii) may be used to conform with maximum
diversion flight time calculations. For example, operators may be authorized by the State to define
diversion distances for each aircraft type, rounded up to easily recalled figures, that are based on
maximum certificated takeoff mass or on takeoff masses largely representative of those used in
operations.
Note: Conformity with the specifications of this provision can be achieved using performance-based
methods in accordance with applicable provisions in subsection 4.6. Such conformance is achievable
irrespective of the specifications of this provision.
Auditor Actions
□ Identified operator procedures for designating destination alternate airports on the OFP.
□ Identified/Assessed system/process/procedures for selection/designation of a takeoff alternate
airport located a specified distance in flying time from the departure airport (focus: flight planning
takes into account regulatory/operational conditions/requirements/factors applicable to the
operator/flight; such conditions/requirements/factors that are considered/assessed in the takeoff
alternate process are defined.
□ Examined selected OFPs (focus: designation of takeoff alternate airport in accordance with
relevant factors.
□ Identified/Assessed performance-based method(s) used for takeoff alternate airport selection
(if applicable) (focus: method conforms to specifications of DSP 4.6.2 and 4.6.4).
□ Observed operational control/flight dispatch operations (focus: process for selection/designation
of takeoff alternate airports).
□ Coordinated with flight operations (focus: complementary distance criteria for
selection/designation of takeoff alternate airport).
Guidance
The principal intent of this provision is to address the safety risks associated with continuing a flight to
an alternate airport when a landing as soon as practicable is warranted, but a return to the airport of
departure immediately after takeoff is not possible. As a practical matter, and to limit the exposure to
such risks, this requires the operator to calculate the maximum diversion flight time for each aircraft
type to ensure a takeoff alternate, when required, will be located within a prescribed flight time from
the airport of departure.

An operator may use a system, process, and/or procedures alone or in any combination in order to
fulfill operational requirements related to the selection of alternate airports. In all cases, however, the
robustness of any methodologies used for takeoff alternate airport selection is commensurate with
the breadth and complexity of the operation.
DSP 4.1.3 If the Operator conducts flights with aircraft that have a published cargo compartment
fire suppression time limit, the Operator should have a system, process, and/or procedures for
alternate airport selection to ensure the diversion time to an airport where a safe landing could be
made does not exceed the cargo compartment fire suppression time capability reduced by an
operational safety margin specified by the State. (GM)
Auditor Actions
□ Identified operator procedures for designating destination alternate airports on the OFP.
□ Identified/Assessed system/process/procedures for selection/designation of takeoff, en route
and destination alternate airports located a specified distance in flying time from the planned
route to ensure that the diversion time is within the specified cargo suppression time limit.
□ Examined selected OFPs (focus: designation of alternate airports is in accordance with relevant
factors to ensure time to specified alternate airport is within the cargo fire suppression time limit).
of alternate airports).
selection/designation of alternate airports).
Guidance
The principal intent of this provision is that an operator's alternate airport selection system, process,
and/or procedures ensure aircraft are operated within the specified cargo fire suppression time limit.
Cargo compartment fire suppression time capabilities will be identified in the relevant aircraft
documentation when they are to be considered for the operation.
Fifteen minutes is an operational safety margin commonly specified by the State.
An operator may use a system, process, and/or procedures alone or in any combination to fulfill
operational requirements related to the selection of alternate airports. In all cases, however, the
robustness of any methodologies used for alternate airport selection is commensurate with the
breadth and complexity of the operation.
selection that takes into account meteorological conditions and relevant operational information to
ensure a minimum of one destination alternate airport is specified on the OFP and the ATS flight
plan, except under one or more of the following conditions (as approved or accepted by the Authority
based on the operations of the Operator):
(i) When, based on the duration of the flight (from the departure airport, or from the point of in-
flight re-planning to the destination), there is reasonable certainty that, at the estimated time
of use of the destination airport:
(a) The approach and landing may be made under visual meteorological conditions
(VMC), as defined by the State;
(b) Separate runways are usable with at least one runway having an operational
instrument approach procedure.
(ii) When, based on the duration of the flight (from the departure airport, or from the point of in-
flight re-planning to the destination airport), there is reasonable certainty that, at the
estimated time of use of the destination airport, the visibility will be at least 3 miles (5 km)

and the ceiling will be at or above one or more of the following prescribed heights, (as
approved or accepted by the Authority based on the operations of the Operator):
(a) The ceiling height for VMC, as defined by the State;
(b) 1,500 feet above the lowest (TERPS) circling MDA, if a circling approach is required
and authorized for that airport;
(c) 2,000 feet or 500 feet above the (PANS-OPS) circling height, whichever is greater;
(d) 2,000 feet or 1,500 feet above the lowest applicable HAT/HAA, whichever is
greater. (GM)
Note: The specifications of this provision are not applicable for flights conducted under isolated
airport operations as specified in DSP 4.1.7.
Note: Conformity with item ii) requires the definition of the ceiling and visibility expected at the
estimated time of use of the destination airport. Other determinants such as flight time (e.g. 6 hours)
or the availability of separate runways may also be used to further limit the instances when a flight
may depart without nominating a destination alternate, but are not required to achieve conformity
with item ii).
Auditor Actions
□ Identified regulatory requirements/exceptions for designation of a minimum of one destination
alternate airport.
□ Identified/Assessed system/process/procedures for selection of a minimum of one destination
alternate airport (focus: flight planning takes into account regulatory/operational conditions/
requirements/factors applicable to the operator/flight; such conditions/requirements/factors that
are considered/assessed in the destination alternate airport selection process are defined.
□ Examined selected OFPs/ATS flight plans (focus: designation of destination takeoff alternate
airport in accordance with relevant factors.
□ Identified/Assessed method(s) of performance-based compliance used for destination takeoff
alternate airport selection (if applicable) (focus: method conforms to the specifications of DSP
4.6.2 and DSP 4.6.4).
of destination alternate airport).
selection/designation of a minimum of one destination alternate airport).
Guidance
Refer to the IRM for the definitions of Domestic Flight, Isolated Airport, PANS-OPS and TERPS, and
for the abbreviations HAT and HAA.
The principal intent of this provision is to address the safety risks associated with unavailability of the
destination airport. As a practical matter this is typically accomplished by the selection and
specification of alternate airports in accordance with the technical specifications of the provision
and/or to otherwise ensure, to the extent reasonably practicable, that an airport of intended landing
will be available to a flight at the estimated time of use.
Item i) identifies the basic operational specifications for alternate airport selection, although an
operator may conform to a minimum of one of the numbered specifications of the provision and be in
overall conformance with the intent of the entire provision. Individual conformity with items i) and ii) is

“as approved or accepted by the Authority based on the operations of the Operator” and dependent
on many factors including the regulatory environment and the type of operations conducted.
Isolated airport operations, by definition, preclude the designation of a destination alternate airport
and are conducted in accordance with the planning specifications of DSP 4.1.7 and the fuel
specifications of DSP 4.3.11.
For the purposes of item ii), separate runways are two or more runways at the same airport
configured such that if one runway is closed, operations to the other runway(s) can be conducted.
Applicable authorities typically include those authorities that have jurisdiction over international
operations conducted by an operator over the high seas or the territory of a state that is other than
the State of the Operator.
The operator may use a system, process and/or procedures alone or in any combination in order to
robustness of any methodologies used for destination alternate airport selection is commensurate
with the breadth and complexity of the operation.
selection that takes into account meteorological conditions and relevant operational information to
ensure a second destination alternate airport is specified on the OFP and the ATS flight plan under
one or more of the following conditions (as approved or accepted by the Authority based on the
operations of the Operator):
(i) When, for the destination airport, meteorological conditions at the estimated time of use will
be below the Operator's established airport operating minima.
(ii) When, for the destination airport, meteorological information is not available (unless the
Authority will not permit the initiation of a flight in the absence of such information).
(iii) If the Operator conducts operations to airports with “marginal” meteorological conditions as
defined in the OM, when, for such operations, the meteorological conditions at the estimated
time of use of the destination and first alternate airports will be marginal.
(iv) If the Operator conducts extended over-water operations as defined in the OM, when, for
such operations, the meteorological conditions at the estimated time of use of the
destination airport will be below the Operator's established operating minima for that
operation, unless there is a reasonable certainty that the first alternate airport will be at or
above the Operator's established operating minima at the estimated time of use. (GM)
Auditor Actions
□ Identified regulatory requirements for designation of a second destination alternate airport.
□ Identified/Assessed system/process/procedures for selection of a second destination alternate
airport (focus: flight planning takes into account regulatory/operational conditions/
requirements/factors applicable to the operator/flight; such conditions/requirements/factors that
are considered/assessed in the destination alternate airport selection process are defined).
□ Examined selected OFPs/ATS flight plans (focus: designation of second destination alternate
airport in accordance with relevant factors).
□ Identified/Assessed method(s) of performance-based compliance used for second destination
alternate airport selection (if applicable) (focus: method conforms to specifications of DSP 4.6.2
and DSP 4.6.4).

□ Observed operational control/flight dispatch operations (focus: system/process for

selection/designation of second destination alternate airport).
□ Coordinated with flight operations (focus: complementary criteria for selection/designation of
second destination alternate airport).
Guidance
The principal intent of this provision is to address the safety risks associated with lack of weather
reporting for the destination airport or its unavailability at the estimate time of use due to the
prevailing meteorological conditions. As a practical matter this may be accomplished by the selection
and specification of a second alternate in accordance with the technical specifications of the
provision and/or to otherwise ensure, to the extent reasonably practicable, that an airport of intended
landing will be available to a flight at the estimated time of use.
An operator may conform to a minimum of one of the numbered specifications of the provision and be
in overall conformity with the intent of the entire provision. Individual conformity with items i) through
iv) is “as applicable to the operator” and dependent on many factors including the regulatory
environment and the type of operations conducted.
Isolated airport operations, by definition, preclude the designation of any destination alternate airport
and are conducted in accordance with the planning specifications of DSP 4.1.7 and the fuel
specifications of DSP 4.3.11.
The specifications in ii) define a condition that triggers the selection and specification of a second
destination alternate except in cases when the operator is not authorized to depart in the absence of
any destination weather information. In such cases, the Authority may authorize departures without
nominating a second destination alternate if, for example:
• The FOO and flight crew obtain and consider those weather reports and forecasts which are
available;
• The FOO and flight crew ensure adequate contingency plans (such as extra fuel) are
available to deal with an unfavorable change in conditions.
The term “marginal” as used in item iii) is typically not defined by regulation. This, to some extent, is
because the definition of what constitutes “marginal” depends on the nature of the meteorological
conditions present, the type of operation being conducted and the capabilities of the airborne and
ground-based equipment available. In any case, an operator, in order to conform to item iii) must
clearly define the term including the conditions under which a second alternate is required.
The specifications in item iii) are typically applicable to flights conducted between airports within the
territories of one nation or country, or between nearby countries as approved or accepted by the
applicable authorities.
The specification in item iv) is applicable if the term “extended overwater operations” is defined by
regulation of the State and by the operator. Such term is typically defined as an operation over water
at a horizontal distance of more than 50 nautical miles from the nearest shoreline.
An operator may use a system, process and/or procedures alone or in any combination in order to
robustness of any methodologies for destination alternate airport selection is commensurate with the
breadth and complexity of the operation.


DSP 4.1.7 If the Operator conducts isolated airport operations that preclude the selection of any
destination alternate airport in accordance with DSP 4.1.4 or 4.1.5, the Operator shall have a process
to ensure, for each flight into an isolated destination airport:
(i) The designation of a point of safe return (PSR);
(ii) The flight does not continue past the PSR unless a current assessment of meteorological
conditions, traffic, and other operational conditions indicate that a safe landing can be made
at the estimated time of use. (GM) ▲
Auditor Actions
□ Identified operations to isolated airport that preclude selection/designation of destination
alternate airports.
□ Identified/Assessed process/procedures for designation/use of PSR in the conduct of isolated
airport flights (focus: flight planning includes computing/designating PSR for each isolated airport
flight; procedures for monitoring/assessing conditions during flight to allow/disallow flight
continuation past PSR to destination airport).
□ Examined selected flight records (focus: designation/use of PSR for isolated airport flights).
□ Observed operational control/flight dispatch operations (focus: process for designation of PSR
for isolated airport flights; ensuring safe destination conditions for flight continuation past PSR).
□ Coordinated with flight operations (focus: complementary PSR procedures for isolated airport
flights).
Guidance
Refer to the IRM for the definitions of Isolated Airport and Point of Safe Return (PSR).
The intent of this provision, in combination with the fuel carriage requirements specified in
DSP 4.3.11, is the mitigation of some risks associated with operations to those airports that preclude
the selection of a destination alternate and, in addition, the creation of awareness among operational
control personnel and the PIC as to the actual position of the PSR and the conditions necessary to
continue beyond the PSR to the isolated airport.
For the purposes of this provision, an airport is considered isolated when there is no destination
alternate appropriate for a given aircraft type within a prescribed flight time from the destination.
A destination airport is typically considered isolated by the Authority when the fuel required to go-
around from Decision Altitude/Height (DA/H) or the Missed Approach Point (MAP) at the destination
airport and then divert to the nearest alternate exceeds, for a turbine engine aircraft, the fuel required
to hold at the destination airport for two hours including final reserve fuel.
In the context of isolated airport operations, a PSR is the point of last possible diversion to an en
route alternate. The specification in item i) requires that a PSR is to be determined for each flight to
an isolated airport. While this point can be calculated and specified on the OFP at the planning stage,
such a calculation does not typically take into account any discretionary fuel, or the real time changes
in fuel consumption that will occur after departure.
Therefore, since the PSR will typically be reached later in the flight than the point originally calculated
in the OFP, an operator would normally provide practical instructions so that operational control
personnel and the flight crew can calculate or determine the actual position of the PSR.
The Final Decision Point used in Decision Point Planning or the Pre-determined Point used in Pre-
determined Point planning may be used to meet the intent of this specification in lieu of a specific
PSR.
Guidance for planning operations to isolated airports, including the determination of a PSR, may be
found in the ICAO Flight Planning and Fuel Management Manual (Doc 9976).

4.2 Minimum Flight Altitudes and En Route Performance

DSP 4.2.1 The Operator shall have guidance and procedures to ensure planned minimum flight
altitudes are within the limits established by the applicable authorities. (GM)
Auditor Actions
□ Identified/Assessed guidance/procedures for planning altitudes for all flights (focus: flight
planning takes into account and ensures flights meet minimum altitude limitations established by
regulation).
□ Examined selected OFPs/flight records (focus: planned flight altitudes within minimum altitude
limits).
□ Observed operational control/flight dispatch operations (focus: flight planning; altitude selection).
□ Coordinated with flight operations (focus: process for selection of planned minimum altitudes
that meet established safe limits).
Guidance
Operational flight planning includes a review of the route of flight, in conjunction with published
aeronautical information, to ensure compliance with minimum flight altitudes. Such review could
include:
• Minimum Safety Altitude (MSA);
• Minimum Descent Altitude/Height (MDA/H);
• Minimum En route Altitude (MEA);
• Minimum Obstruction Clearance Altitude (MOCA);
• Minimum Off-Route Altitude (MORA);
• Minimum Vectoring Altitude (MVA);
• Any other minimum altitudes prescribed by the Authority.
the Operator.
DSP 4.2.2 The Operator shall have guidance and procedures to ensure provision of an OFP such
that, if the most critical engine on an aircraft with two engines become inoperative at any point along
the planned route of flight, the aircraft can continue to an airport and land safely without flying below
the minimum flight altitude(s) at any points along the route. (GM)
Auditor Actions
□ Identified/Assessed guidance/procedures for consideration of en route critical engine failure for
flights conducted by two-engine aircraft (focus: flight planning takes into account critical engine
failure/flight diversion at any point on planned route without flying below minimum altitudes;
designated en route alternates shown on OFP).
□ Examined selected OFPs (focus: planned route of flight/en route alternate airports).
□ Observed operational control/flight dispatch operations (focus: process that ensures OFP route
for two-engine aircraft permits, in case of critical engine failure at any point, flight to proceed to an
airport above minimum altitudes).
□ Coordinated with flight operations (focus: complementary criteria for consideration of en route
critical engine failure/selection of en route alternate airports).

Guidance
Operational flight planning normally includes a review of the route of the flight in conjunction with
published aeronautical and terrain data to ensure compliance with the minimum flight altitudes
defined by the operator and/or applicable authorities. The specifications of this provision typically
require a minimum amount of terrain clearance, specified by the operator and/or applicable
authorities along the route of flight to assure continued safe flight and landing.
the Operator.
DSP 4.2.3 If the Operator utilizes aircraft with three or more engines, the Operator shall have
guidance and procedures for provision of an OFP that ensures aircraft with three or more engines
can either:
(i) If a second engine becomes inoperative en route, continue from the point where two
engines are assumed to fail simultaneously to an en route alternate airport at which the
landing distance specification for alternate airports is complied with and where it is expected
that a safe landing can be made, or
(ii) If a single engine becomes inoperative en route, and for operations conducted in areas of
the world with limited diversion options, the flight is planned with a more distant alternate
than specified in item i) in order to provide for a diversion for any en route contingency that
may limit the planned operation. Such diversion planning shall be conducted in accordance
with the specifications of a program approved or accepted by the State that requires the
Operator to actively manage the risk of subsequent engine failures or other flight limiting
occurrences and:
(a) Contains special considerations for extended range flights conducted over remote
areas designed to prevent the need for a diversion and protect the diversion to an
alternate airport when it cannot be prevented;
(b) Utilizes aircraft designed and manufactured for the intended operation and
maintained to ensure original reliability;
(c) Requires the Operator to implement and maintain a problem reporting, tracking and
resolution system that contains a means for the prompt reporting, tracking and
resolution of specific problems, as designated by the Operator or State, that could
affect the safety of the operation;
(d) Requires a prescribed level of engine reliability, as measured by an in-flight
shutdown rate (IFSD) determined by the Operator or State, where the risk of
independent failures leading to a loss of thrust from two simultaneous engine
failures ceases to limit the operation and other limiting factors come into play;
(e) Designates a maximum diversion distance in cases where a diversion is necessary
for any reason, including limiting airframe systems and reasons that do not have
anything to do with aircraft reliability, such as passenger illness;
(f) Requires the Operator to demonstrate to the applicable authorities that, when
considering the impact of increasing diversion time, the operation can be conducted
at a level of reliability which maintains an acceptable level of risk. [PCO] (GM)
Note: Item ii) is a Parallel Conformity Option [PCO] for item i); in effect until 1 September 2018.
Auditor Actions
□ Identified/Assessed guidance/procedures for consideration of en route engine failure for flights
conducted by three/four-engine aircraft (focus: flight planning takes into account risks associated
with single/dual engine failure/flight diversion; planned route will allow for single/dual engine
failure at any point and continuation to an en route alternate/diversion airport for safe landing;
designated en route alternates/diversion information shown on OFP).
□ Examined selected OFPs (focus: planned route of flight; en route alternate airports; diversion
information).

□ Observed operational control/flight dispatch operations (focus: process that ensures OFP route
for three/four-engine aircraft permits, in case of one/two engine failure at any point, flight to
proceed to an airport with safe landing).
□ Coordinated with flight operations (focus: complementary criteria for consideration of en route
single/dual engine failure, diversion options).
Guidance
Operational flight planning normally includes a review of the route of flight along with published
aeronautical information to ensure the designation of appropriate en route alternates that meet all
operational and regulatory requirements.
Applicable authorities as specified in item f) includes those authorities that have jurisdiction over
4.3 Fuel Planning

DSP 4.3.1 The Operator shall have a system, process and/or procedures to ensure an aircraft
carries a sufficient amount of usable fuel to complete each planned flight safely and allow for
deviations from the planned operation. (GM)
Auditor Actions
□ Identified/Assessed system/process/procedures for fuel planning for all flights (focus: flight
planning takes into account possible deviations from planned operation in calculating usable fuel
for safe completion of flight).
□ Examined selected OFPs (focus: fuel load meets/exceeds minimum required departure/dispatch
fuel).
□ Observed operational control/flight dispatch operations (focus: process or procedures that
ensure sufficient usable fuel for safe flight completion taking into account unplanned deviations).
□ Coordinated with flight operations (focus: complementary procedures for assessing minimum
required fuel).
Guidance
The intent of this provision is to define the foundation necessary to support the practical
implementation of an operator's fuel policy. It also addresses the baseline criteria to be considered in
any methodology used in the determination of total usable fuel required to complete each planned
flight safely. Simply put, it requires an operator to use system, process and/or procedures alone or in
any combination in order to fulfill operational requirements related to the implementation of its fuel
policy. In all cases the robustness of any such methodologies is commensurate with the breadth and
complexity of the operation and takes into account:
• The aircraft-specific data and operating conditions for the planned operation
(see DSP 4.3.2);
• The following components of usable fuel required in accordance with the respective
provisions of this sub-section:
– Taxi fuel (see DSP 4.3.5);
– Trip fuel in (see DSP 4.3.6);
– Contingency fuel (see DSP 4.3.7);

– If required (as applicable to each flight):

○ Destination alternate fuel (see DSP 4.3.8 or DSP 4.3.9), or
○ No-alternate fuel (see DSP 4.3.10), or
○ Isolated airport fuel (see DSP 4.3.11).
– Final reserve fuel (see DSP 4.3.12);
– If required, additional fuel (see DSP 4.3.13);
– If requested by the PIC, or the PIC and FOO in a shared system of operational
control, discretionary fuel (see DSP 4.3.14).
Some regulatory authorities or operators may classify destination alternate fuel, no alternate fuel and
Isolated airport fuel under the common heading of “Alternate Fuel” in regulations and/or flight
planning systems.
It is important for operational control personnel and the flight crew to have a clear and common
understanding of the terms used in the operator's fuel policy, as such understanding is the key to
successful flight planning and completion. Equally important is the notion that differences in
terminology may exist from operator to operator. Regardless of the terms used, however, an operator
can conform to the provisions of this sub-section if the pre-flight computation of usable fuel is
substantially equivalent, allocates fuel in a similar fashion, and has the components that, when
combined, result in an equivalent or greater amount of fuel.
Fuel calculations are typically made by a flight crew member, a Flight Operations Officer/Flight
Dispatcher (FOO), or both.
Guidance on the organizational and operational systems and processes related to the
implementation of fuel policy is contained in the ICAO Flight Planning and Fuel Management Manual
(Doc 9976).
DSP 4.3.2 The Operator shall have a system, process and/or procedures to ensure the amount of
usable fuel to be carried on an aircraft in accordance with DSP 4.3.1 is, as a minimum, based on the
following data and operating conditions for each planned flight:
(i) Current aircraft-specific data derived from a fuel consumption monitoring program, if
available, or if current aircraft-specific data is not available, data provided by the aircraft
manufacturer;
(ii) The anticipated aircraft mass;
(iii) Notices to Airmen (NOTAM);
(iv) Current meteorological reports, or a combination of current reports and forecasts;
(v) Applicable air traffic services procedures, restrictions and anticipated delays;
(vi) The effects of deferred maintenance items and/or configuration deviations;
(vii) Any other conditions that might cause increased fuel consumption. (GM)
Auditor Actions
□ Identified/Assessed system/process/procedures for planning sufficient usable fuel for safe
completion of all flights (focus: flight planning takes into account operating data/conditions that
might cause/lead to increased fuel consumption; such operating data/conditions that are
considered/assessed in usable fuel calculation process are defined).
□ Examined fuel policy (focus: guidance for calculation of minimum required departure/dispatch
fuel).
□ Examined selected OFPs (focus: operating factors considered as basis for required
departure/dispatch fuel).
□ Observed operational control/flight dispatch operations (focus: process or procedures that
ensure planned flight usable fuel is based on all relevant data/operating conditions).

□ Coordinated with flight operations (focus: complementary procedures for assessing minimum
required fuel).
Guidance
Refer to the IRM for the definition of NOTAM (Notice to Airmen).
The intent of this provision is to define the aircraft-specific data, manufacturer data, operating
conditions and other factors that would be considered by an Operator during the pre-flight
computation of the total usable fuel required for a planned flight. When considered in combination
with DSP 4.3.1, this provision helps to form the basic foundation for the means to complete the pre-
flight calculation of usable fuel.
The specification in item i) refers to the process for ensuring actual aircraft fuel use approximates
planned fuel use within an acceptable margin of error. This is practically accomplished by comparing
the achieved in-flight performance of an aircraft to its predicted performance. Variations between the
achieved performance and the predicted performance will result in a variation of the rate of fuel
consumption which is typically accounted for by the operator during flight planning and in flight.
An operator may use a system, process and/or procedures alone or in any combination in order to
fulfill operational requirements related to the implementation of fuel policy. In all cases, however, the
robustness of any such methodologies is commensurate with the breadth and complexity of the
operation.
Guidance on fuel planning including guidance related to the creation and maintenance of fuel
consumption monitoring programs is contained in the ICAO Flight Planning and Fuel Management
Manual (Doc 9976).
DSP 4.3.3–4.3.4 (Intentionally open)
DSP 4.3.5 The Operator shall have a process and/or procedures to ensure the taxi fuel required in
accordance with its fuel policy is the amount of fuel estimated to be consumed before takeoff, taking
into account local conditions at the departure airport and auxiliary power unit (APU) fuel
consumption. (GM)
Auditor Actions
□ Identified/Assessed process/procedures for calculation of taxi fuel for all flights (focus: flight
planning takes into account operating data/conditions that might cause/lead to increased taxi fuel
consumption; such operating data/conditions that are considered/assessed in taxi fuel
calculation process are defined).
□ Examined selected OFPs (focus: operating data/conditions used as basis for taxi fuel).
□ Identified/Assessed method(s) of performance-based compliance used for calculation of taxi
fuel (if applicable) (focus: method conforms to specifications of DSP 4.6.2 and 4.6.5).
□ Observed operational control/flight dispatch operations (focus: process or procedures for
calculating planned taxi fuel).
□ Coordinated with flight operations (focus: complementary procedures for assessing taxi fuel in
accordance with fuel policy).
Guidance
The intent of this provision is to ensure the accurate computation of taxi fuel in order, to the extent
reasonably practicable, protect the remaining elements in the useable fuel equation. To achieve this
aim, the computation of taxi fuel would take into account foreseeable taxi conditions and delays in

order to result in an amount of fuel generally equal to or greater than the actual taxi fuel consumed
before takeoff.
It is important to note that every usable fuel calculation typically takes into account unforeseen as
well as foreseen deviations from the planned operation. Unforeseen taxi delays, for example, may be
addressed by the use of Statistical Taxi Fuel, the uplift of discretionary fuel when deemed necessary
by the PIC, or the partial consumption of contingency fuel. Consuming contingency fuel during taxi,
however, would be carefully considered as its use on the ground may leave the flight crew with fewer
options, once airborne, to compensate for other unforeseen factor(s).
Guidance on fuel planning, including pre-flight fuel calculation examples, is contained in the ICAO
Flight Planning and Fuel Management Manual (Doc 9976).
DSP 4.3.6 The Operator shall have a process and/or procedures to ensure the trip fuel required in
accordance with its fuel policy is the amount of fuel required to enable the aircraft to fly from takeoff,
or from the point of in-flight re-planning, until landing at the destination airport taking into account the
operating conditions specified in DSP 4.3.2. (GM)
Auditor Actions
□ Identified/Assessed process/procedures for calculation of trip fuel for all flights (focus: flight
planning takes into account operating data/conditions that might cause/lead to increased trip fuel
consumption; such operating data/conditions that are considered/assessed in trip fuel calculation
process are defined).
□ Examined selected OFPs (focus: operating data/conditions used as basis for trip fuel).
□ Identified/Assessed method(s) of performance-based compliance used for calculation of trip
fuel (if applicable) (focus: method conforms to specifications of DSP 4.6.2 and DSP 4.6.5).
calculating plannedtrip fuel).
□ Coordinated with flight operations (focus: complementary procedures for assessing trip fuel in
accordance with fuel policy).
Guidance
The intent of this provision is to ensure the accurate computation of trip fuel in order, to the extent
reasonably practicable, ensure that the total planned trip fuel burn is greater than or equal to the
actual trip fuel burn.
The specifications of this provision define trip fuel for preflight planning and in-flight re-planning
purposes, as well as to form the basis for the computation of other fuel amounts (e.g., contingency
fuel, additional fuel). In this context, trip fuel is typically computed from either the departure airport or
the point of in-flight re-planning until landing at the destination airport taking into account the
operating conditions of DSP 4.3.2. In the case of in-flight re-planning (planned or unplanned), the
intent of this provision is for the operator to reconsider (re-compute) the trip fuel required from the re-
planning point to the commercial (actual) destination.
Guidance on fuel planning, including pre-flight fuel calculation examples, is contained in the ICAO
Flight Planning and Fuel Management Manual (Doc 9976).

DSP 4.3.7 The Operator shall have a process and/or procedures to ensure the contingency fuel
required in accordance with its fuel policy is the amount of fuel required to compensate for
unforeseen factors that could have an influence on the fuel consumption to the destination airport.
Contingency fuel shall not be lower than any one or more of the following (as approved or accepted
by the Authority based on the operations of the Operator):
(i) Five (5) percent of the planned trip fuel or of the fuel required from the point of in-flight re-
planning based on the consumption rate used to plan the trip fuel, but in any case not lower
than the amount required to fly for five (5) minutes at holding speed at 450 m (1,500 ft)
above the destination airport in standard conditions.
(ii) If approved or accepted by the Authority for domestic operations; an amount of fuel to fly for
45 minutes at normal cruising fuel consumption, including 30 minutes final reserve. [PCO]
(iii) If approved or accepted by the Authority for international operations, an amount of fuel to fly
for 10 percent of the total time required to fly from the airport of departure or the point of in-
flight re-planning to, and then land at, the airport to which it was released or re-released.
[PCO]
(iv) If approved or accepted by the Authority for the purpose of reducing contingency fuel, not
less than three (3) percent of the planned trip fuel or, in the event of in-flight re-planning,
three (3) percent of the trip fuel for the remainder of the flight, provided that an en route
alternate airport is available in accordance with the requirements of the Authority. [PCO]
(v) If approved or accepted by the Authority based on actual fuel consumption data, an amount
of fuel sufficient for 20 minutes flying time based upon the planned trip fuel consumption
provided that the operator has established a fuel consumption monitoring program for
individual aircraft and uses valid data determined by means of such a program for fuel
calculation. [PCO] (GM)
Note: Items ii), iii), iv) and v) are Parallel Conformity Options (PCOs) for item i); in effect until
1 September 2018.
Note: The specifications in item ii) and iii) are only applicable to an operator if the State and/or the
Operator differentiate between domestic and international flights for the purpose of contingency fuel
calculations.
Auditor Actions
□ Identified/Assessed process/procedures for calculation of contingency fuel for all flights (focus:
flight planning takes into account unforeseen operating factors that might cause/lead to
increased fuel consumption to the destination airport; such operating factors that are
considered/assessed in contingency fuel calculation process are defined; minimum contingency
fuel amount in accordance with regulatory requirements is defined).
□ Examined selected OFPs (focus: operating factors used as basis for contingency fuel).
□ Identified/Assessed method(s) of performance-based compliance used for calculation of
contingency fuel (if applicable) (focus: method conforms to specifications of DSP 4.6.1B).
calculating planned contingency fuel).
□ Coordinated with flight operations (focus: complementary procedures for assessing contingency
fuel in accordance with fuel policy).

Guidance
The intent of this provision is to ensure fuel is allocated to compensate for unforeseen factors that
could influence fuel burn to the destination airport. Such factors include, for example, deviations of an
individual aircraft from expected fuel consumption data, forecast meteorological conditions expected
taxi times before takeoff or planned routings and cruising altitudes/levels.
From a safety risk management perspective, contingency fuel is used to mitigate the risks associated
with operational factors or hazards that cannot be planned, anticipated, or controlled. The risk
associated with the improper calculation or complete consumption of contingency fuel is that of
creating a low fuel state or a diversion that could subsequently affect Air Traffic Management (ATM)
and other aircraft.
It is important to note that differences in fuel computation terminology may exist from operator to
operator. For example, required contingency fuel may be a component of other fuel reserves
mandated by the Authority. Regardless of the terms used, however, an operator can conform to
items i) through iii) of the provision if the pre-flight computation of usable fuel allocates an equivalent
or greater amount of fuel as specified in items i) through v) and as applicable to the operator in order
to compensate for unforeseen factors that could influence fuel burn to the destination airport.
An operator may conform to a minimum of one of the numbered specifications of the provision and be
in overall conformity with the intent of the entire provision. Individual conformity with items i) through
v), however, is “as approved or accepted by the Authority based on the operations of the Operator”
and dependent on many factors including the regulatory environment and the type of operations
conducted.
The specification in item ii) protects 15 minutes of contingency fuel plus 30 minutes of final reserve
fuel for a combined domestic reserve of 45 minutes.
Examples related to the computation of contingency fuel are contained in the ICAO Flight Planning
and Fuel Management Manual (Doc 9976).
DSP 4.3.8 The Operator shall have a process and/or procedures to ensure, for flights that require a
single destination alternate airport, the destination alternate fuel required in accordance with its fuel
policy is not lower than amount of fuel that will enable the aircraft to complete all of the following:
(i) Perform a missed approach at the destination airport;
(ii) Climb to the expected cruising altitude;
(iii) Fly the expected routing to the destination alternate airport;
(iv) Descend to the point where the expected approach is initiated;
(v) Conduct the approach and landing at the destination alternate airport. (GM)
Auditor Actions
□ Identified/Assessed process/procedures for calculation of destination alternate fuel for flights
that require a single destination alternate airport (focus: flight planning takes into account fuel
consumption required to divert from destination airport and proceed to/hold/land at alternate
airport; diversion flight phases that are considered/assessed in single destination alternate fuel
calculation process are defined).
□ Examined selected OFPs (focus: factors used as basis for single destination alternate fuel).
□ Identified/Assessed method(s) of performance-based compliance used for calculation of single
destination alternate fuel (if applicable) (focus: method conforms to specifications of DSP 4.6.2
and 4.6.5).


calculating destination alternate fuel for flights that require a single destination alternate airport).
□ Coordinated with flight operations (focus: complementary procedures for assessing single
destination alternate fuel in accordance with fuel policy).
Guidance
The intent of this provision is to ensure the accurate computation of destination alternate fuel when
one destination alternate airport is required. Such computation ensures, to the extent reasonably
practicable, that the planned fuel burn will be greater than or equal to the actual fuel burn.
From a safety risk management perspective, “destination alternate fuel” is used to mitigate the risks
associated with the unavailability of the destination airport. The risk associated with the improper
calculation or complete consumption of such fuel is that of creating a low fuel state or a diversion that
could subsequently affect Air Traffic Management (ATM) and other aircraft.
Examples of the computation of destination alternate fuel are contained in the ICAO Flight Planning
and Fuel Management Manual (Doc 9976).
DSP 4.3.9 The Operator shall have a process and/or procedures to ensure, for flights that require a
second destination alternate, the destination alternate fuel required in accordance with its fuel policy
is not lower than the amount of fuel, as calculated in accordance with DSP 4.3.8, that enables the
aircraft to proceed to the destination alternate airport requiring the greater amount of fuel (GM).
Auditor Actions
□ Identified/Assessed process/procedures for calculation of destination alternate fuel for flights
that require a second destination alternate airport (focus: planned isolated airport fuel is the
calculated amount that enables flight to proceed from destination and hold/approach/land at the
alternate airport requiring the most fuel; diversion flight phases that are considered/assessed in
second destination alternate fuel calculation process are defined).
□ Examined selected OFPs (focus: factors used as basis for second destination alternate fuel).
second destination alternate fuel (if applicable) (focus: method conforms to specifications of DSP
4.6.2 and 4.6.5).
calculating destination alternate fuel for flights that require a second destination alternate airport).
□ Coordinated with flight operations (focus: complementary procedures for assessing second
Guidance
The intent of this provision is to ensure the accurate computation of destination alternate fuel when a
second destination alternate airport is required. Such computation ensures, to the extent reasonably
practicable, that the planned fuel burn will be greater than or equal to the actual fuel burn.
From a safety risk management perspective, “destination alternate fuel” as described in this provision
is used to mitigate the risks associated with the unavailability of the destination or first alternate
airport. The risk associated with the improper calculation or complete consumption of such fuel is that
of creating a diversion or low fuel state that subsequently impacts Air Traffic Management (ATM) and
other aircraft.

Examples of the computation of alternate fuel are contained in the ICAO Flight Planning and Fuel
Management Manual (Doc 9976).
DSP 4.3.10 The Operator shall have a process and/or procedures to ensure, for flights that do not
require a destination alternate airport, a supplemental amount of fuel is carried to provide for
increased fuel consumption during the flight to the destination airport due to unforeseen operational
occurrences. Such supplemental fuel is only required when the contingency fuel calculated in
accordance with DSP 4.3.7 is insufficient to enable the aircraft to hold at an altitude of 450 m
(1,500 ft) above the destination airport for 15 minutes at the holding speed based on standard
conditions. (GM)
airport operations as specified in DSP 4.1.7 and DSP 4.3.11.
Auditor Actions
□ Identified/Assessed process/procedures for addition of supplemental fuel to provide for
potential increased fuel consumption for flights that do not require a destination alternate airport
(focus: planned supplemental fuel required when contingency fuel is not sufficient to fly at holding
speed for 15 minutes at 450 m/1500 ft above destination airport).
□ Examined selected OFPs (focus: basis for addition of supplemental fuel).
□ Identified/Assessed method(s) of performance-based compliance used for supplemental fuel (if
applicable) (focus: method conforms to specifications of DSP 4.6.2 and 4.6.5 ).
calculating planned supplemental fuel for flights that require no destination alternate airport).
□ Coordinated with flight operations (focus: complementary procedures for assessing second
Guidance
From a safety risk management perspective “no-alternate” fuel is intended to mitigate the safety risks
associated with the occurrence of unforeseen operational contingencies associated with no-alternate
operations. The risk associated with the improper calculation or complete consumption of such fuel is
that of creating a low fuel state.
An operator may satisfy the fuel reserve requirements specified in items i) by defining time, speed,
altitude, and/or engine power conditions in accordance with requirements of the Authority that yield
an equivalent or greater amount of fuel.
Examples of the computation of alternate and contingency fuel are contained in the ICAO Flight
Planning and Fuel Management Manual (Doc 9976).
DSP 4.3.11 If the Operator conducts isolated airport operations, the Operator shall have a process
and/or procedures to ensure the isolated airport fuel calculated in accordance with its fuel policy is
not less than the amount of fuel required to fly for two (2) hours at normal cruise consumption above
the isolated destination airport, including the final reserve fuel calculated in accordance with DSP
4.3.12. (GM)

Auditor Actions
□ Identified conduct of isolated airport operations that preclude selection/designation of
destination alternate airports.
□ Identified/Assessed process/procedures for calculation of isolated airport fuel for flights to
isolated airports (focus: planned isolated airport fuel is the amount of fuel sufficient to fly for two
hours at normal cruise consumption above destination isolated airport, but not less than the
greater of final reserve fuel).
□ Examined selected OFPs (focus: factors used as basis for isolated airport fuel).
isolated airport fuel (if applicable) (focus: method conforms to specifications of DSP 4.6.2 and
4.6.5).
calculating planned isolated airport fuel).
□ Coordinated with flight operations (focus: complementary procedures for assessing isolated
airport fuel in accordance with fuel policy).
Guidance
The intent of this provision is to ensure sufficient fuel is uplifted to mitigate the safety risks associated
with isolated airport operations conducted in accordance with DSP 4.1.7, and to protect final reserve
fuel. As such, final reserve fuel must be computed and protected in accordance with DSP 4.3.12
regardless of the method used to compute “isolated airport fuel”
As a practical matter destination airports are typically considered isolated by an authority when the
fuel required to go-around from Decision Altitude/Height (DA/H) or the Missed Approach Point (MAP)
at the destination airport and then divert to the nearest alternate exceeds, for a turbine engine
aircraft, the fuel required to hold at the destination airport for two hours including final reserve fuel
(e.g. 90 minutes hold + 30 minutes Final Reserve).
Examples of the computation of isolated airport fuel are contained in the ICAO Flight Planning and
Fuel Management Manual (Doc 9976).
DSP 4.3.12 The Operator shall have a process and/or procedures to ensure the final reserve fuel
calculated in accordance with its fuel policy is not less than either (as applicable to the Operator):
(i) The amount of fuel required to fly for 30 minutes at holding speed at 450 m (1,500 ft) above
airport elevation in standard conditions, or
(ii) The amount of fuel required to fly for 30 minutes under speed and altitude conditions
specified by the Operator and as approved or accepted by the Authority. [PCO] (GM)
Note: Item ii) is a Parallel Conformity Option [PCO] for item i); in effect until 31 December 2017.
Auditor Actions
□ Identified/Assessed process/procedures for calculation of final reserve fuel for all flights (focus:
planned final reserve fuel is an amount that is not less than fuel to fly for 30 minutes at holding
speed at 450 m/1500 ft or fuel to fly 30 minutes under speed/altitude conditions
approved/accepted by authority).
□ Examined selected OFPs (focus: factors used as basis for final reserve fuel).
calculating planned final reserve fuel).
□ Coordinated with flight operations (focus: complementary procedures for assessing final reserve

Guidance
The intent of this provision is to ensure the allocation of an amount of fuel to be protected in flight and
preserved upon landing at any airport. As such, it represents the last line of defense in a multi-
layered strategy to ensure safe flight completion. It also serves as the demarcation line between
normal and emergency fuel states for the purposes of the fuel state declarations in accordance with
FLT 3.14.17.
An operator may satisfy the final fuel reserve requirements specified in the provision by defining time,
speed, altitude, and/or engine power conditions in accordance with requirements of the Authority that
yield an equivalent or greater amount of fuel.
DSP 4.3.13 The Operator shall have a process and/or procedures to ensure the additional fuel
calculated in accordance with its fuel policy is a supplementary amount of fuel required to be carried
when the sum of the trip fuel, contingency fuel, alternate fuel and final reserve fuel is insufficient to
meet any one of the following conditions (as applicable to the Operator):
(i) Allow the aircraft engaged in EDTO to comply with critical fuel scenario as established by
the State.
(ii) Allow the aircraft flying greater than 90 minutes from an alternate airport to:
(a) Descend as necessary and proceed to an alternate airport in the event of engine
failure or loss of pressurization, whichever requires the greater amount of fuel
based on the assumption that such a failure occurs at the most critical point along
the route;
(b) Fly for 15 minutes at holding speed at 450 m (1,500 ft) above the alternate airport
elevation in standard conditions;
(c) Make an approach and landing at the alternate airport.
(iii) Allow for any additional operational requirements not covered by items i) and ii). (GM)
▲ An operator may conform to DSP 4.3.13 ii) through Active Implementation as long as the
Auditor Actions
□ Identified/Assessed process/procedures for calculation of additional fuel for all flights (focus:
planned additional fuel is required when the calculated sum of trip fuel/contingency fuel/alternate
fuel/final reserve fuel is insufficient to meet defined operational conditions or, if applicable, when
calculated using performance-based compliance; operational conditions that are
considered/assessed to determine requirement for additional fuel are defined).
□ Examined selected OFPs (focus: factors used as basis for additional fuel).
additional fuel (if applicable) (focus: method conforms to specifications of DSP 4.6.2 and 4.6.5).
calculating planned additional fuel when required.).
Guidance
Basic fuel planning, represented by the sum of the trip fuel, contingency fuel, alternate fuel and final
reserve is predicated on the termination of a flight at the destination or destination alternate. As such,
it only takes into account foreseen and unforeseen factors (excluding system failures) that could
influence fuel consumption to the planned destination or destination alternate. The intent of this
provision is to define the “additional fuel” required to protect against the very unlikely event of an
engine failure or de-pressurization at the most critical point in the flight and presumes that the

majority of the fuel used in basic fuel planning will still be available for use in proceeding to an en
route alternate in the event of such an occurrence.
The specification in item i) applies to aircraft engaged in EDTO. It addresses the fuel necessary to
comply with the EDTO critical fuel scenario as established by the State of the Operator. Such
scenarios typically include additional controls to ensure sufficient fuel is uplifted for conditions that
would contribute to increased fuel burn (e.g. to account for icing, errors in wind forecasting,
deterioration in cruise fuel burn performance, and APU use).
The specification in item iii) is subject to Active Implementation and is applicable to an operator
based on the type of operations conducted (e.g. non-EDTO as specified by the Authority and EDTO).
Examples of additional fuel calculations and critical fuel scenarios are contained in the ICAO Flight
Planning and Fuel Management Manual (Doc 9976).
DSP 4.3.14 The Operator shall have a process and/or procedures to provide for the uplift of
discretionary fuel in accordance with its fuel policy, which is the extra amount of fuel to be carried at
the discretion of the PIC, or the PIC and FOO in a shared system of operational control. (GM)
Auditor Actions
□ Identified utilization of FOO in shared operational control system (focus: applicable to
FOO/Flight Dispatcher function as defined in Table 3.1).
□ Identified/Assessed process/procedures for addition of discretionary fuel for all flights (focus:
planned discretionary fuel is designated when requested by PIC, or requested by PIC/FOO in
shared system of operational control).
□ Examined selected OFPs (focus: basis for addition of discretionary fuel).
□ Observed operational control/flight dispatch operations (focus: process or procedures for uplift of
discretionary fuel when requested by PIC or PIC/FOO).
□ Coordinated with flight operations (focus: procedures for calculating/requesting discretionary
Guidance
In a shared system of operational control, the PIC and the Flight Dispatcher/Flight Operations Officer
(FOO) share the responsibility to ensure operating limitations are not exceeded and sufficient fuel is
on board the aircraft to complete the planned flight safely.
DSP 4.3.16 The Operator should have guidance for use by the flight crew and, if applicable, FOO
personnel for the purpose of increasing fuel state awareness and for providing a means for such
personnel to easily determine one approximate final reserve fuel value applicable to each aircraft
type and variant in the Operator's fleet. (GM)
Auditor Actions
□ Identified utilization of FOO in shared operational control system (focus: applicable to
FOO/Flight Dispatcher function as defined in Table 3.1).
□ Identified/Assessed guidance for use by flight crew/FOO personnel for purpose of increasing
fuel state awareness (focus: guidance provides means for PIC/FOO to easily determine an
approximate final reserve fuel value for each aircraft type/variant).
□ Observed operational control/flight dispatch operations (focus: guidance to increase PIC/FOO
fuel awareness; means for PIC/FOO to easily approximate final reserve fuel).

Guidance
The intent of this provision is for an operator to provide the means for operational control personnel
and flight crew members to quickly determine an approximate final reserve fuel value (rounded up to
an easily-recalled figure) for each aircraft type and variant in its fleet. Fuel values determined in
accordance with this provision are not intended to be substitutes for the exact values calculated in
accordance with DSP 4.3.12, but rather as a quick reference used to heighten the awareness of
operational control personnel and flight crews during fuel planning and in-flight fuel management
activities.
The specifications of this provision may be satisfied for all personnel involved in fuel planning,
including the flight crew, through the use of tables or charts that represent fuel in the unit of measure
appropriate for the operation and based on data derived from the Approved Flight Manuals (AFM) for
all types and variants used in operations.
Alternatively, the specifications of this provision can be satisfied for the flight crew by Flight
Management Systems that can display the actual final reserve fuel figure.
Examples of final reserve fuel tables or charts are contained in the ICAO Flight Planning and Fuel
Management Manual (Doc 9976).
4.4 Oxygen
DSP 4.4.1 The Operator shall have guidance and procedures to ensure a flight in a pressurized or
unpressurized aircraft is not commenced unless a sufficient amount of stored breathing oxygen is
carried to supply crew members and passengers in accordance with FLT 4.3.4 and FLT 4.3.5. (GM)
Auditor Actions
□ Identified/Assessed guidance/procedures that specify consideration of aircraft oxygen systems
in flight planning process (focus: flight planning takes into account sufficient aircraft stored
breathing oxygen to supply crew/passengers).
□ Observed operational control/flight dispatch operations (focus: guidance/procedures to ensure
sufficient stored breathing oxygen for planned flight in pressurized/unpressurized aircraft).
□ Coordinated with maintenance operations (focus: verification that aircraft certified/equipped to
meet oxygen requirements).
Guidance
The intent of this provision is to ensure operational control personnel with responsibilities related to
flight planning or aircraft scheduling are provided with the necessary information regarding oxygen
carriage requirements in order to appropriately match an aircraft to a planned route.
Refer to Guidance associated with FLT 4.3.4 and FLT 4.3.5 located in ISM Section 2.
4.5 Operations Beyond 60 Minutes from an En Route Alternate Airport and Extended
Diversion Time Operations (EDTO)
DSP 4.5.1 If the Operator conducts flight operations beyond 60 minutes from a point on a route to
an en route alternate airport, including EDTO, the Operator shall have a system, process and/or
procedures to ensure such operations are planned and conducted in accordance with operational
requirements and applicable regulations. (GM)
Auditor Actions
□ Identified conduct of flight operations, including EDTO, over routes beyond 60 minutes from
alternate airport.
□ Identified/Assessed system/process/procedures for planning flights conducted over routes
beyond 60 minutes to an alternate airport (focus: flight planning for EDTO takes into account all
applicable regulations/requirements).


□ Observed operational control/flight dispatch operations (focus: process or procedures to ensure
flights operated beyond 60 minutes from an alternate airport are conducted in accordance with
applicable requirements).
Guidance
An operator may use a system, process or procedures alone or in combination in order to fulfill
operational requirements related to the conduct of operations beyond 60 minutes, including EDTO. In
all cases, however, the robustness of any methodologies is commensurate with the breadth and
complexity of the operation.
for the conduct of operations beyond 60 minutes, from a point on a route to an en route alternate
airport, including EDTO. Such guidance might be derived from one or more of the following source
references, as applicable:
• ICAO Annex 6, Amendment 36, Attachment D: Guidance for Operations by Turbine Engine
Aeroplanes Beyond 60 minutes to an En route Alternate Aerodrome Including Extended
Diversion Time Operations (EDTO);
• FAA Advisory Circular - AC No: 120-42B: Extended Operations (ETOPS and Polar
Operations), Effective 6/13/08;
• EU-OPS AMC 20-6 rev. 2 Effective: 12/23/2010: Extended Range Operation with Two-
Engine Aeroplanes, ETOPS Certification and Operation;
• Any equivalent reference document approved or accepted by the Authority for the purpose of
providing guidance for the conduct of flight operations by turbine engine aircraft beyond
60 minutes to an en route alternate airport including EDTO.
DSP 4.5.2 If the Operator conducts flight operations beyond 60 minutes from a point on a route to
an en route alternate airport, the Operator shall have guidance and procedures to ensure (as
applicable to the Operator):
(i) For all aircraft, en route alternate airports are identified and the most up-to-date information
relative to such airports is available to the flight crew, including airport status and
meteorological conditions;
(ii) For aircraft with two engines engaged in EDTO, the most up-to-date information available to
the flight crew indicates that conditions at identified en route alternate airports will be at or
above the Operator's established airport operating minima for the operation at the estimated
time of use. (GM)
Auditor Actions
□ Identified conduct of flight operations, including EDTO, over routes beyond 60 minutes from
alternate airport.
□ Identified/Assessed guidance/procedures for planning flights conducted over routes beyond
60 minutes from alternate airport (focus: flight planning includes provision of information for flight
crew that identifies en route alternate airports, indicates conditions at en route alternate airports
will be at/above established airport operating minima for operation at estimated time of use).
□ Examined selected EDTO OFPs (focus: identification of en route alternate airports; information
indicates conditions at/above operating minima).
□ Observed operational control/flight dispatch operations (focus: guidance/procedures that ensure
flight crew has up-to-date information relative to planned en route alternate airports for flight
operations beyond 60 minutes from an en route alternate airport).

Guidance
The intent of item i) of this provision is to ensure operational control personnel and the flight crew are
knowledgeable about diversion airport options and prevailing weather conditions appropriate for the
type of operation conducted.
The intent of item ii) is to ensure a larger strategy exists for two-engine aircraft engaged in EDTO to
protect a diversion regardless of the reason for the diversion (i.e. technical or non-technical reasons).
Guidance related to the identification and/or protection of en route alternate airports is contained in
ICAO Annex 6, Amendment 36, Attachment D and the ICAO Flight Planning and Fuel Management
Manual (Doc 9976).
DSP 4.5.3 If the Operator utilizes aircraft with two engines in EDTO, the Operator shall have
guidance and procedures to select en route alternate airports for such operations, and ensure en
route alternate airports are specified on:
(i) The OFP or other equivalent operational document available to the PIC in flight;
(ii) The ATS flight plan where required by the State or the ATS system in use. (GM)
Auditor Actions
□ Identified the conduct of EDTO utilizing aircraft with two engines.
□ Identified/Assessed guidance/procedures for en route alternate selection/designation for EDTO
conducted with two-engine aircraft (focus: flight planning includes selection/designation of en
route alternate airports; en route alternate airports shown on OFP; shown on ATS flight plan in
accordance with applicable regulatory requirements).
□ Examined selected EDTO OFPs (focus: designation of en route alternate airports).
□ Observed operational control/flight dispatch operations (focus: guidance/procedures for
selecting en route alternate airports and specifying on OFP and ATS flight plan for two-engine
aircraft EDTO).
Guidance
The intent of the specification in item i) is to ensure en route alternates, when required, are selected
and subsequently specified on the OFP or other equivalent operational document available to the
PIC in flight.
The intent of the specification in item ii) is to ensure en route alternates, when required for EDTO, are
specified on the ATS flight when required by the State or other applicable authority.
DSP 4.5.4 If the Operator conducts EDTO, the Operator shall have guidance and procedures to
ensure, for aircraft engaged in such operations:
(i) A flight will not proceed beyond the threshold time unless the identified en route alternate
airports are re-evaluated for availability and the most up-to-date information indicates that,
during the estimated time of use, conditions at those airports will be at or above the
Operator's established airport operating minima for the operation;
(ii) If any conditions are identified that would preclude a safe approach and landing at an
identified en route alternate airport during the estimated time of use, an alternative course of
action has been determined. (GM)
Auditor Actions
□ Identified that EDTO is in use.
□ Identified/Assessed guidance/procedures for the monitoring/assessment of en route alternate
airport conditions during the conduct of EDTO (focus: designated en route alternate airports
monitored/assessed during EDTO to verify continuation of planned flight; when conditions make
designated en route alternate unusable, planned flight evaluated for change).

□ Examined selected EDTO OFPs (focus: designation of en route alternate airports).

□ Observed operational control/flight dispatch operations (focus: guidance/procedures for
monitoring/assessing en route alternate airports during EDTO).
□ Coordinated with flight operations (focus: complementary procedures for monitoring/assessing
conditions at en route alternates; coordination to re-evaluate planned flight in event en route
alternate becomes unavailable).
Guidance
The intent of this provision is to ensure a larger strategy exists to preclude a diversion and to protect
a diversion should one occur regardless of whether the diversion is for technical (aircraft system or
engine) or non-technical reasons.
4.6 Performance-based Methods of Compliance/Conformance
General Guidance
Operators and authorities are placing increased emphasis on the use of performance-based
methods to comply with prescriptive regulations. Such methods allow for greater operational flexibility
without degrading the safety performance of an operational activity. This presumption is largely
dependent on an operator's organizational and operational capabilities, the results of safety risk
management activities and the safety performance of a specific operational activity with respect to
specified measurable targets.
To account for this potential shift in emphasis, the provisions in this subsection represent options
available to operators that wish to use performance-based methods to conform to selected DSP
provisions that address alternate airport selection, fuel planning, and/or EDTO. The provisions in this
subsection provide the specifications for a performance-based and alternative means of conforming
to selected provisions identified in other subsections (3.5, 4.1 and 4.3) that contain “prescriptive”
specifications to address the above-mentioned operational areas. A note in each applicable provision
in other subsections will indicate their eligibility for conformance using the performance-based
methods addressed in this subsection.
It is important to note that the provisions and specifications set forth in this subsection are entirely
independent of the operational specifications set forth in the prescriptive counterparts in other
subsections. Additionally, it should also be understood that whereas prescriptive provisions typically
detail “how” an operational activity is to be accomplished, performance-based provisions (in this
subsection) focus on “what” must be accomplished by an operator to ensure the operational activity
produces an equivalent safety outcome.
This shift in emphasis from “how” (prescriptive) to “what” (performance-based) would require an
operator to have the capabilities and resources typically attributed to the implementation of a safety
management system (SMS). A fully implemented SMS could, in fact, be readily tailored to identify the
operational hazards associated with a specific operational activity and provide the necessary risk
assessment and mitigation capabilities to ensure an equivalent safety outcome.
It follows then that the determination of whether operators will be able to reach a target level of safety
performance with respect to a specific operational activity is dependent on numerous, and in many
cases, pre-existing organizational, operational and safety risk management capabilities. The
following table provides the context for the use of performance-based methods (i.e. alternative
means) of conformance for selected IOSA standards that address alternate airport selection, fuel
planning, and/or EDTO.
Note: The following table is provided as guidance material and does not introduce new requirements
or specifications. It should be used as an aid in evaluating an operator's ability to achieve conformity
with the provisions contained in this subsection.


Organizational and Operational Process This is a demonstrable organizational and
Management and Control operational process that is dependent on robust
Practically speaking, operators would possess subordinate or related processes that typically
the requisite knowledge, skills, experience, address:
resources and technologies necessary • The development of policy and procedure;
implement and oversee performance-based • The staffing of positions with an
compliance/conformance. appropriate number of qualified personnel.
• Training to the operator's policy and
procedure and to ensure personnel remain
competent and qualified.
• The Implementation or the demonstration
of performance in accordance with policy
and procedure.
• Data reporting, measurement and analysis
for monitoring the effectiveness and
efficiency of systems, processes, policies
and/or procedures.
• An adjustment component or subsystem to
respond to any underperformance or
deviation, and to ensure continual
improvement.
Specific Operational Capabilities Specific operator capabilities necessary to support
(operational control, aircraft, airport, operational activities related to aircraft tracking,
infrastructure and meteorological) alternate airport selection, fuel planning and/or
EDTO typically include (as applicable to the
operational activity):
• Operational control systems and standard
operating procedures that provide the
direction for the conduct of flight
operations.
• Ground-based and airborne tools and
technologies to improve situational
awareness and operational capability.
• Flight monitoring that encompasses the
activities necessary to effectively exercise
• Field condition monitoring at the
destination, en route alternate and
destination alternate airports (as
applicable) nominated for use by the flight
up until the flight is no longer dependent on
the use of any of the applicable airports.
• Rapid and reliable communication
capabilities.
• Weather reporting and monitoring
capability.


A (Tactical) Safety Risk Management (SRM) This is the subsystem that interfaces with the
Sub-system or Process internal system of production (related to a specific
(specific to operational systems or processes system or process) for data reporting measurement
that support performance-based and analysis, as well as appropriate organizational
compliance/conformance) SRM components. This also would typically include
the interfaces with SMS and quality systems to
Note: An operationally specific SRM sub- ensure operational systems and processes are
system or process may be standalone, or more subjected to the organization's overarching safety
typically, integrated as a sub-component of an and quality assurance processes, and ensure:
existing SMS. • Appropriate data from many sources are
isolated and extracted.
• Reports from operational personnel are
collated and analyzed.
• Applicable safety hazards are identified.
• Safety risks are assessed and controlled.
• Data are collected relevant to the
mitigation of safety risks.
• Feedback and control references are
provided against which the effectiveness of
risk management can be measured.
• Material is provided for root cause and
safety trend analysis.
An Oversight Component This is the monitoring and measurement of safety
(performance monitoring and measurement) performance through appropriate safety
performance measures that continuously track
Note: Safety performance monitoring and system safety performance as necessary to
measurement of an operational activity is determine whether an operator's system is truly
typically an operator responsibility, although operating in accordance with design expectations.
such responsibility may also be assumed by an
authority. In some cases, the development of
risk mitigation actions may also be
accomplished by a relevant authority in
conjunction with issuance of an operational
variation (e.g. via OPSPEC, special
authorization or other similar regulatory
instrument). Where an operator implements
this type of variation, the operator would still
retain the overall responsibility for safety
performance monitoring and measurement of
the associated operational activity. This is done
to ensure the desired level of safety is being
achieved when an operational variation is in
use.

DSP 4.6.2 If the Operator uses performance-based methods for achieving conformity with selected
alternate airport selection, fuel planning, and/or EDTO provisions, the Operator shall ensure the
operations or series of operations conducted in accordance with such variations achieve a desired
level of safety through the implementation of risk management processes, to include:
(i) Processes in the flight operations and/or operational control organization that include:
(a) A combination of reactive and proactive methods of hazard identification;
(b) Safety data analysis that identifies existing hazards, and may predict future
hazards, to aircraft operations.
(ii) A risk assessment and mitigation process in the flight operations and/or operational control
organization that specifies processes to ensure:
(a) Hazards identified in conjunction with such operations are analyzed to determine
the corresponding safety risk(s);
(b) Safety risk assessment is accomplished to determine the requirement for risk
mitigation action(s);
(c) When required, risk mitigation actions are developed and implemented.
(iii) The operational reporting system in the flight operations and/or operational control
organization in accordance with FLT 1.12.3 and/or DSP 1.12.3;
(iv) The processes in the flight operations or operational control organization for setting
performance measures as a means for monitoring the safety performance of the operational
activity and to validate the effectiveness of risk controls. (GM)
Note: The provisions in preceding subsections that are eligible for conformance using performance-
based methods in accordance with applicable provisions of this subsection are identified by a note in
the body of the provision.
Note: Although an SMS is not required to support performance-based methods, the subordinate
systems, processes and programs of an existing SMS can be adapted to achieve conformity with the
Note: The development of risk mitigation actions and safety performance monitoring and
measurement is typically an operator responsibility, although in some cases the responsibility of risk
mitigation actions may also be assumed by a relevant authority in conjunction with issuance of an
operational variation (e.g. via OPSPEC, special authorization or other similar regulatory instrument).
In cases where an operator implements this type of variation, the operator still retains the overall
responsibility for safety performance monitoring and measurement of the associated operational
activity, and shall be in conformity with sub-specifications iii) and iv) of this provision to ensure the
desired level of safety is being achieved when the operational variation is in use.
Auditor Actions
□ Identified/Assessed performance-based method(s) of conformance/compliance (focus:
methods include risk management processes: safety/operational data collection/analysis, hazard
identification, risk assessment/mitigation, operational safety reporting, setting performance
measures).
□ Interviewed selected operational control personnel.
□ Examined selected examples of hazard identification (focus: integration of data/information
collection and analysis into, performance-based methods).
□ Examined selected examples of risk assessment/mitigation (focus: integration of safety risk
assessment/mitigation into performance-based methods).
□ Examined selected operational safety reports (focus: integration of operational safety reporting
into performance-based methods).

□ Examined selected examples of performance measures (focus: integration of performance

measures into performance-based methods).
Guidance
Refer to the IRM for the definition of Performance Measures and Safety Risk Management.
The principal intent of this provision is to ensure operators possess the requisite safety data
collection and safety risk management capabilities to support the use of performance-based
methods. Such capabilities would need careful assessment by the operator to ensure:
• It possesses the specific knowledge, skills, experience, resources and technologies
necessary for performance-based methods to achieve the target levels of performance
necessary for safe operations.
• Its existing organizational and operational capabilities are tailored to address the specific
risks associated with alternate airport selection, fuel planning and/or EDTO.
Conformity with this provision requires the setting operationally specific performance measures that
are used as indictors of safety performance. Performance measures are unique to each operator.
alternate airport selection, fuel planning and/or EDTO provisions, the Operator should ensure the
organizational systems and processes specified in DSP 4.6.2 are integrated as a component or sub-
system of the Operator's organizational safety management system (SMS) as specified in ORG
1.1.10. (GM)
Auditor Actions
□ Identified/Assessed integration of performance-based method(s) into the organizational SMS
(focus: performance-based methods consistent with organizational implementation of SMS).
□ Interviewed SMS accountable executive and/or designated management representative(s).
□ Examined SMS organizational structure (focus: integration of performance-based methods).
Guidance
The intent of this provision is to ensure the “tactical” organizational and operational activities
specified in DSP 4.6.2 interface with organizational or “strategic” safety risk management activities.
This includes interfaces with SMS and quality systems to ensure operational systems and processes
are subjected to the organization's overarching safety and quality assurance processes.
provisions that address alternate airport selection, the Operator shall ensure the risk management
processes in accordance with DSP 4.6.2, as a minimum, take into consideration the Operator's
organizational and operational capabilities, and, specific to operations requiring alternate airport
selection, the:
(i) Overall capability of each applicable aircraft and its systems;
(ii) Available airport technologies, capabilities and infrastructure;
(iii) Quality and reliability of meteorological information. (GM)
Note: The provisions in subsection 4.1 that address alternate airport selection and are eligible for
conformance using performance-based methods are identified by a note in the body of the provision.
Auditor Actions
□ Identified use of performance-based method(s) for alternate airport selection.
□ Identified applicable regulations for alternate airport selection.
□ Identified/Assessed organizational/operational capabilities for managing operational safety risk
in performance-based alternate airport selection (focus: capabilities consistent with applicable
regulatory requirements; capabilities/resources required/used for performance-based alternate
airport selection are defined).

□ Identified/Assessed guidance/procedures for performance-based alternate airport selection

(focus: process considers applicable aircraft/airports/meteorological information in alternate
airport selection).
□ Examined selected OFPs (focus: designation of alternate airports).
□ Observed operational control/flight dispatch operations (focus: performance-based method of
alternate airport selection ensures an acceptable level of safety risk).
Guidance
Performance-based methods used for compliance with prescriptive regulations for alternate airport
selection are typically approved or accepted by the State.
The intent of this provision is to ensure, when applicable, a performance-based methodology exists
for the selection and specification of alternate airports.
The organizational and operational capabilities specified in the body of the provision are necessary to
support performance-based methods in general, while those specified in items i) through iii) are
specific to aspects of alternate airport selection. A description of the typical relevant organizational
and operational capabilities specified in the body of the provision can be found in the General
Guidance at the beginning of this subsection.
The considerations specified in item i) typically refer to aircraft capabilities such as:
• Advanced onboard flight management and navigation systems;
• CAT I, CAT II, CAT III approach capability;
• RNAV/RNP APCH LNAV and LNAV/VNAV, RNP AR, LPV, GNSS, GBAS, SBAS approach
capability;
• ADS-C/ADS-B aircraft air and runway/taxiway positioning;
• Communications methods such as SATCOM, VHF and HF (with/without SELCAL), ACARS,
VHF/HF/Satellite Datalink.
The considerations specified in item ii) typically refer to airport technologies, capabilities and
associated infrastructure such as:
• CAT I, CAT II, CAT III approach capability and supporting infrastructure;
• Air Traffic Flow Management (ATFM) and/or availability of ATM collaborative decision
making;
• ATC radar data-based real time graphical flight monitoring services;
• Airport and runway condition reporting;
• NOTAM reporting;
• Reporting of other foreseeable airport conditions that may pose a hazard to operations.
The considerations specified in item iii) typically refer to the quality and reliability of meteorological
information such as:
• Airport operating minima including reported RVRs;
• SIGMET, METAR/SPECI, TAF;
• Airport Automatic Weather Stations (AWS);
• Volcanic Ash Advisories, earthquake events and tsunamis;
• Tropical cyclone advisories;
• Blowing dust or other advisories related to limited visibility;
• Other reported foreseeable meteorological phenomena that may pose a hazard to
operations.

Guidance on the use of performance-based methods and performance-based compliance to

regulation, safety risk management and performance of safety risk assessments is contained in the
Flight Planning and Fuel Management Manual (Doc 9976) and the Safety Management Manual
(SMM) (Doc 9859).
Examples of performance-based compliance and performance measures related to the selection of
alternate airports are contained in the ICAO Flight Planning and Fuel Management Manual (Doc
9976). Such examples include, but are not limited to, specific operational approvals based on the
demonstrable operator capabilities and mitigation measures described in FAA OPSPECs, Deviations
or Exemptions.
provisions that address fuel planning, the Operator shall ensure the risk management processes in
accordance with DSP 4.6.2, as a minimum, take into consideration the Operator's organizational and
operational capabilities and, specific to fuel planning:
(i) Flight fuel calculations;
(ii) Capabilities of the data-driven method used for determining usable fuel required;
(iii) Capabilities of the fuel consumption monitoring program used for determining hull-specific
fuel burn and/or the advanced use of alternate airports, as applicable. (GM)
Note: The provisions in subsection 4.3 that address fuel planning and are eligible for conformance
using performance-based methods are identified by a note in the body of the provision.
Auditor Actions
□ Identified use of performance-based method(s) for fuel planning.
□ Identified applicable regulations for fuel planning.
in performance-based fuel planning (focus: capabilities consistent with applicable regulatory
requirements; capabilities/resources required/used for performance-based fuel planning are
defined).
□ Identified/Assessed guidance/procedures for performance-based fuel planning (focus: process
includes flight fuel calculations/data-driven methods to determine usable fuel/fuel consumption
monitoring).
□ Examined selected OFPs (focus: basis for usable fuel calculation).
□ Observed operational control/flight dispatch operations (focus: performance-based method for
fuel planning ensures an acceptable level of safety risk).
Guidance
Performance-based methods for compliance with prescriptive regulations for fuel planning are
typically approved or accepted by the State.
The intent of this provision is to ensure a performance based methodology exists to ensure the
accurate calculation of taxi fuel, trip fuel, contingency fuel, destination alternate fuel and/or additional
fuel.
support performance-based methods in general, while those specified in items i) through iii) are
specific to aspects of fuel planning. A description of the typical relevant organizational and
operational capabilities specified in the body of the provision can be found in the General Guidance
at the beginning of this subsection.
The specification in item i) refers to the calculations used to practically implement the operator's fuel
policy. The level of sophistication, accuracy, quality, adaptability and completeness of such
calculations is typically assessed in conjunction with performance-based compliance to fuel planning
regulation(s).

Performance-based methods in accordance with this provision are only applicable to the calculation
of taxi fuel, trip fuel, contingency fuel, destination alternate fuel and additional fuel.
Operators using performance-based methods to determine taxi fuel would typically have the
demonstrable capability, using historical data collection and analysis tools, to adjust taxi times to
ensure continuous improvement in preflight taxi fuel calculations.
Operators using performance-based methods to determine contingency fuel would typically have the
demonstrable capability, using historical data collection and analysis tools, to adjust their fuel policy
to ensure continuous improvement in the accuracy and adequacy of contingency fuel calculations.
Examples of performance-based methods and performance measures related to the computation of
contingency fuel are contained in the ICAO Flight Planning and Fuel Management Manual
(Doc 9976).
Guidance on performance-based methods and performance-based compliance to regulation, safety
risk management and the performance of safety risk assessments is contained in the Flight Planning
and Fuel Management Manual (Doc 9976) and the Safety Management Manual (SMM) (Doc 9859).
provisions that address the conduct of EDTO beyond the time limits of the most time-limited system,
the Operator shall ensure the risk management processes in accordance with DSP 4.6.2 shall, as a
minimum, take into consideration the Operator's organizational and operational capabilities and,
specific to the conduct of EDTO, the:
(i) Overall reliability of the applicable aircraft;
(ii) Reliability of each time limited system;
(iii) Relevant information from the aircraft manufacturer. (GM)
Note: The provisions that address EDTO beyond the time limits of the most time-limited system and
are eligible for conformance using performance-based methods are identified by a note in the body of
the provision.
Auditor Actions
□ Identified use of performance-based method(s) for EDTO flight planning.
□ Identified applicable regulations for EDTO.
in performance-based alternate airport selection (focus: capabilities consistent with applicable
regulatory requirements; capabilities/resources required/used for performance-based EDTO
flight planning are defined).
□ Identified/Assessed guidance/procedures for performance-based EDTO flight planning (focus:
process considers operational capabilities/reliability of aircraft used in EDTO/reliability of time
limited systems/OEM information).
□ Examined selected EDTO OFPs (focus: aircraft-specific considerations/limitations).
□ Observed operational control/flight dispatch operations (focus: performance-based method for
EDTO flight planning ensures an acceptable level of safety risk).

Guidance
Performance-based methods for compliance with prescriptive regulations for the conduct of EDTO
are typically approved or accepted by the State.
The intent of this provision is to ensure a performance based methodology exists to address EDTO
beyond the time limits of the most time-limited system.
support performance-based methods in general while those specified in items i) through iii) are
specific to aspects of EDTO. A description of the typical relevant organizational and operational
capabilities specified in the body of the provision can be found in the General Guidance at the
beginning of this subsection.
Guidance on performance-based methods and performance-based compliance to regulation, safety
risk management and performing safety risk assessments is contained in the Flight Planning and
Fuel Management Manual (Doc 9976) and the Safety Management Manual (SMM) (Doc 9859).

Table 3.1–Operational Control Personnel

This table categorizes operational control personnel, defines the scope of their authority, identifies their
responsibilities and illustrates the relationship of such responsibilities to the operation as a whole. It shall be
used for the purposes of applying relevant Section 3 provisions and is provided to ensure suitably qualified
persons are designated, where applicable, to support, brief and/or assist the pilot-in-command (PIC) or FOO
or designated member of management in the safe conduct of each flight. The terms used in the table to
identify operational control personnel are generic and might vary. Personnel, however, employed in
operational control functions that are delegated the authority and/or assigned the responsibility to carry out
functions, duties or tasks, as outlined in the table, are subject to the training and qualification requirements
commensurate with their position.
Responsibilities, Training and Qualification
Including the Operator shall designate
Operational Control Authority Assignment of responsibilities and ensure
(DSP 1.3.4) Functions, Duties or personnel are competent to
Tasks. perform the job function.
(DSP 1.3.5 and 1.3.6)
None Provide, collect or Not subject to initial and
Do not make assemble operational recurrent training in the
recommendations or documents or data competencies of operational
decisions regarding the only. control in Table 3.5 and are
Administrative Support operational control of a qualified via On the Job
Personnel1 flight. Training (OJT), job
(e.g. gate agent) descriptions, task cards,
guidelines, checklists,
training materials or other
written means to establish
competence.
None or limited to Support, brief and/or For each area of expertise
area(s) of expertise assist the PIC or FOO. or specialization3
Flight Operations
May be authorized to Specializes in one or Subject to initial and
Assistant (FOA)4
make decisions or more of the elements of continuing qualification in
(e.g. Weather Analysts, recommendations in operational control.3 accordance with DSP 2.2.2
Navigation Analysts/Flight area(s) of expertise.5 and specific competencies
Collects, provides
Planning Specialists, of Table 3.5 relevant to the
(e.g., maintenance filters, evaluates and
Operations job function and operations
controller grounds applies operational
Coordinators/Planners, of the Operator.
aircraft.) documents or data
Maintenance controllers,
relevant to specific
Air Traffic Specialists),
elements of operational
and Load Agents/
control.
Planners/Controllers
unless qualified in Makes
accordance with GRH) recommendations or
decisions in area(s) of
expertise.

Table 3.1–Operational Control Personnel

None or limited or May share operational Subject to initial and
shared2 control responsibility continuing qualification in
May share operational with the PIC.2 accordance with DSP 2.2.2
control authority with the Support, brief, and/or and all competencies of
Flight Dispatcher or PIC. 2
assist the PIC. Table 3.5 relevant to the
Flight Operations operations of the Operator.
Officer (FOO)4 or May be authorized to Collects, provides,
Designated Member of make recommendations filters, evaluates and
Management (e.g. or decisions. applies operational
Director of Operations or documents or data
other post holder) relevant to all elements
of operational control.3
Makes
recommendations or
decisions.
Full/shared2 Full/shared2 Subject to training and
Has final authority to Responsible for safe qualification requirements
ensure the safe conduct of the flight. specified in ISM Section 2.
operation of the aircraft. Collect, provide, filter,
Pilot in Command (PIC) May share authority and evaluate and applies
responsibility for operational documents
operational control. or data relevant to all
competencies of
operational control.3
1 - Personnel lacking any authority or responsibility for operational control are
identified in the table for the purposes of excluding them from the initial and
continuing qualification provisions of this section.
2 - FOO personnel used in conjunction with a shared system of operational
share authority and responsibility with the PIC.
3 - The competencies of operational control are contained in Table 3.5. FOA
personnel that specialize in one competency of operation control may be
referred to as Weather Analysts, Navigation Analysts/Flight Planners,
Legend
Operations Coordinators/Planners, Maintenance controllers, Air Traffic
Specialists and Load Agents/Planners/Controllers unless qualified in accordance
with GRH.
4 - The terms used in this table to identify operational personnel are generic and
may vary. Personnel utilized in operational control functions and assigned the
responsibilities delineated in the table are subject to the relevant qualification
and training provisions in this section.
5 - Authority limited in scope to decision making in area of expertise.


This table contains the fundamental OM content specifications required to achieve conformity with DSP
1.7.1. It also specifies Section 2 (FLT) provisions that must be addressed in the sections of the OM relevant
to personnel with responsibilities related to the operational control of flights.
Note: Specific policies, guidance, data and/or procedures that must be addressed in the sections of the OM
relevant to operational control personnel can be found in individual Section 3 provisions and are not
duplicated in the table.
General Information FLT ISARP
(i) General Operations Manual (GOM), to include: None
(a) Non-aircraft type related and/or standard operating procedures for each None
phase of flight, policies, procedures, checklists, descriptions, guidelines,
emergency procedures and other relevant information;
(b) Authorities, duties and responsibilities associated with the operational None
control of flights;
(c) The requirement for commercial flights to be conducted under an IFR flight FLT 3.10.1
plan and in accordance with an IFR flight plan.
Aircraft Operating Information FLT ISARP
(ii) Aircraft Operating Manual (AOM), to include: None
(a) Normal, abnormal/non-normal and emergency procedures, instructions None
and checklists;
(b) Aircraft systems descriptions, limitations and performance data. None
(iii) MEL and CDL, to include applicability and a description of the relationship None
between the Minimum Equipment List (MEL) and the Master Minimum
Equipment List (MMEL);
(iv) Aircraft specific weight and balance instructions/data; None
(v) Instructions for the conduct and control of ground de/anti-icing operations. FLT 3.9.6, 3.9.7
Areas, Routes and Airport Information FLT ISARP
(vi) Route and airport instructions and information (departure, destination, en route None
and destination alternates, to include:
(a) Airway manuals and charts, including information regarding communication None
facilities and navigation aids;
(b) Airport charts, including the method for determining airport operating None
minima, operating minima values for destination and alternate airports and
the increase of airport operating minima in case of degradation of approach
or airport facilities;
(c) Airport and runway analysis manual or documents: None
(d) If applicable, flight monitoring requirements and instructions to ensure the None
PIC notifies the operator of en route flight movement or deviations from the
OFP including procedures for loss of communication between the aircraft
and the FOO;
(e) Instructions for the conduct of precision and non-precision approaches, FLT 3.11.65, 3.11.67
including approach minima;
(f) If applicable, procedures for the conduct of long-range navigation; FLT 3.11.8, 3.11.9,
3.11.11
(g) Supplemental oxygen requirements and escape routes in case of FLT 4.3.4, 4.3.5
decompression in an area of high terrain, if applicable;
(h) Regional guidance necessary to comply with local regulations. None


Training Information FLT ISARP
(vii) Training Manual, to include: None
(a) Details of all relevant training programs, policies, directives and None
requirements, including curricula and syllabi, as applicable, for initial
qualification, continuing qualification and other specialized training;
(b) Curricula for ground training, evaluation and certification; None
(c) Comprehensive syllabi to include lesson plans, procedures for training and None
conduct of evaluations;
(d) The training program for the development of knowledge and skills related to None
human performance (Crew Resource Management/Dispatch Resource
Management, CRM/DRM).
Other Information FLT ISARP
(viii) Cabin safety and emergency procedures relevant to operational control None
personnel.
(ix) Dangerous Goods manual or parts relevant to operational control personnel, to None
include information and instructions on the carriage of dangerous goods and
action to be taken in the event of an emergency.
(x) Security Manual or parts relevant to operational control personnel, including None
bomb search procedures.

Table 3.3–Operational Flight Plan (OFP) Specifications

The OM contains a description and specifications for the content and use of the OFP or equivalent
document. The content of the OFP shall consist of, as a minimum, the following elements:
(ii) Aircraft type and variant;
(iii) Date of flight and flight identification;
(iv) Departure airport, STD, STA, destination airport;
(v) Route and route segments with check points/waypoints, distances and time;
(vi) Assigned oceanic track and associated information, as applicable;
(vii) Types of operation (e.g. EDTO, IFR, ferry-flight);
(viii) Planned cruising speed and flight times between waypoints/check points;
(ix) Planned altitude and flight levels;
(x) Fuel calculations;
(xi) Fuel on board when starting engines;
(xii) Alternate(s) for destination and, when applicable, takeoff and en route;
(xiii) Relevant meteorological information.

Table 3.4–Flight Information

The Operator shall record and retain the following information for each flight:
(ii) Date;
(iii) Flight number;
(iv) Flight crew names and duty assignment;
(v) Fuel on board at departure, en route and arrival;
(vi) Departure and arrival point;
(vii) Actual time of departure;
(viii) Actual time of arrival;
(ix) Flight time;
(x) Incidents and observations, if any;
(xi) Flight weather briefings;
(xii) Dispatch or flight releases;
(xiii) Loadsheet;
(xiv) NOTOC;
(xv) OFP;
(xvi) ATS flight plan;
(xvii) Communications records;
(xviii) Fuel and oil records (obtained in accordance with MNT 3.1.1);
(xix) Effective 8 November 2018, aircraft tracking data to assist SAR in determining the last known
position of the aircraft.

Table 3.5–Competencies of Operational Control

The Operator shall ensure FOO or FOA personnel demonstrate knowledge and/or proficiency in the
competencies of operational control appropriate to the assignment of responsibility to carry out operational
control functions, duties, or tasks, to include, as applicable:
Competency FOO FOA FOA Relevancy
Examples
Contents of the Operations Manual relevant to the 3 3B Relevant contents
(i)
operational control of flights;
(ii) Radio equipment in the aircraft used; 3 3B As relevant to function
3 3B Subjects relevant to
(iii) Aviation indoctrination;
function
Navigation equipment in the aircraft used, including 3 3B Navigation Analysts, Flight
(iv)
peculiarities and limitations of that equipment; Planners
3 3B Weather
(v) Seasonal meteorological conditions and hazards;
Analysts/Meteorologists
3 3B Weather
(vi) Source of meteorological information;
Analysts/Meteorologists
Effects of meteorological conditions on radio 3 3B Weather
(vii)
reception on the aircraft used; Analyst/Meteorologists
(viii) Aircraft mass (weight) balance and control; 3 3B Load Planners
Human performance relevant to operations or 3 Not Not Applicable
(ix)
dispatch duties (CRM/DRM); Applicable
Operational procedures for the carriage dangerous 2 2B As relevant to function
(x)
goods;
(xi) Operational procedures for the carriage of cargo; 3B 3B As relevant to function
(xii) Operational emergency and abnormal procedures; 2B 2B As relevant to function
Security procedures (emergency and abnormal 3 3B As relevant to function
(xiii)
situations);
(xiv) Civil Air Law and regulations; 3 3B Air Traffic Managers
(xv) Aircraft mass (weight) and performance; 3 3B Load Planners
(xvi) Navigation, special navigation; 3 3B Navigation Analysts
(xvii) Special airports; 3A 3AB Flight Planners
(xviii) Air traffic management; 3 3B Air Traffic Managers
(xix) Aircraft systems and MEL/CDL; 3 3B MX Controllers
(xx) Flight planning; 3 3B Flight Planners
(xxi) Flight monitoring; 3 3B Flight Followers
(xxii) Communication; 3 3B Flight Followers
(xxiii) Fuel supply (aircraft and fuel type requirements); 3 3B Flight Planners
(xxiv) De-icing/anti-icing procedures; 3A 3AB As relevant to function
(xxv) Procedures for operations beyond 60 minutes 3A 3AB Flight Planners
including, if applicable, EDTO.

Table 3.5–Competencies of Operational Control

Legend
Shall be satisfactorily completed during initial training and once every calendar year plus or minus
1:
one calendar month from the original qualification anniversary date or base month.
2: Shall be satisfactorily completed during initial training and once every 24 months.
Shall be satisfactorily completed during initial training and once every 36 months plus or minus one
3:
month from the original qualification tri-annual anniversary date or base month.
A: If relevant to the operations of the Operator.
If relevant to area of expertise or job function (e.g. Flight Planning, Maintenance Control, Load
B:
Planning, Air Traffic Management).
Notes
FOO personnel that are assigned overall operational control responsibility for specific flights, assigned
responsibilities in all competencies of operational control or utilized in shared systems of operational control
demonstrate knowledge and/or proficiency in all applicable competencies in this table. FOO or FOA
personnel assigned the individual responsibility to carry out specific operational control functions, duties or
tasks demonstrate knowledge and/or proficiency in competencies relevant to area of expertise or function as
determined by the operator or State.
It is important to note that some operators might choose to assign the responsibility for specific operational
control functions to fully qualified FOO personnel. In such cases an FOO is acting in a limited capacity and
although qualified in all competencies of operational control, would be functionally acting as an FOA.


Section 4 — Aircraft Engineering and Maintenance (MNT)
Applicability
Section 4 is applicable to all operators, and addresses aircraft engineering and maintenance functions
relevant to the airworthiness of the aircraft, engines and components.
• Begin with a conditional (“If the Operator...”) are applicable if the operator meets the condition(s)
stated in the phrase.
An operator may choose to have certain functions within the scope of ground handling operations (e.g.
aircraft loading, aircraft ground handling) performed by maintenance operations personnel. If this situation
exists, the operator must be in conformity with the ISARPs contained in Section 6, Ground Handling
Operations (GRH), that are applicable to the ground handling functions performed by maintenance
operations personnel.
Where an operator outsources the performance of aircraft engineering and maintenance operational
functions to external organizations, the operator retains overall responsibility for ensuring aircraft
airworthiness, and must demonstrate processes for monitoring the applicable external organization(s) in
accordance with MNT 1.11.7.
General Guidance

MNT 1.1.1 The Operator shall have a management system for maintenance operations that
ensures:
(i) Management of safety and quality in maintenance operations;
(ii) Supervision and control of maintenance activities;
(iii) Compliance with applicable regulations and standards of the Operator. (GM) ◄
Auditor Actions
□ Identified/Assessed management system structure for MNT operations.
□ Interviewed manager of MNT operations.
□ Assessed status of conformity with all other MNT management system ISARPs.
Guidance
Refer to the IRM for the definitions of Maintenance (Aircraft) and Maintenance Operations.
MNT 1.1.2 The Operator shall have a staff of management personnel suitably matched to the scale
and scope of maintenance operations to ensure:
(i) Maintenance of all aircraft is performed in accordance with the Maintenance Program;
(ii) All maintenance is carried out in accordance with policies and procedures contained in the
Maintenance Management Manual (MMM). (GM)
ISM Ed. 11, September 2017 MNT 1

Auditor Actions
□ Identified/Assessed maintenance management structure and individual manager
appointments.
□ Identified means of ensuring that all maintenance is performed in accordance with the
Maintenance Program and the policies and procedures contained in the MMM
□ Interviewed manager(s) of maintenance operations.
Guidance
Refer to the IRM for the definitions of EDTO (Extended Diversion Time Operations), Maintenance
Management Manual (MMM) and Maintenance Program.
The management personnel represent the maintenance management structure of the operator and
are responsible for all maintenance functions. Dependent on the size of the operation and the
organizational set up, the maintenance functions may be divided among individual managers or
combined, as applicable to the airline structure.
The actual number of persons employed and their qualifications are dependent upon the tasks to be
performed and thus dependent on the size and complexity of the operation (e.g. route network, line
and/or charter operations, EDTO, fleet composition, aircraft complexity and age), number and
locations of maintenance facilities and the amount and complexity of maintenance contracts.
Consequently, the number of persons needed and their qualifications may differ greatly from one
operator to another and a simple formula covering the whole range of possibilities is not feasible.
MNT 1.1.3 The Operator shall have a manager of maintenance operations that is acceptable to the
Authority, if required, and is responsible, and thus accountable for ensuring:
(i) The management of safety risks in maintenance operations;
(ii) Maintenance operations are conducted in accordance with conditions and restrictions of the
Air Operator Certificate (AOC), and in compliance with applicable regulations and standards
of the Operator. (GM) ◄
Auditor Actions
□ Identified manager for MNT operations.
□ Examined job description of manager for MNT operations (focus: defines
authority/accountability/responsibility for risk management/compliance with AOC requirements).
□ Interviewed manager of MNT operations.
□ Interviewed other managers in MNT operations.
Guidance
Refer to the IRM for the definitions of Air Operator Certificate (AOC) and Authority.
In most regulatory jurisdictions the individual that is the manager of an operator's maintenance
operations is required to be a post holder that is acceptable to the Authority.
Refer to ORG 1.1.4 located in ISM Section 1.

MNT 1.2.1 The Operator shall ensure the management system for maintenance operations defines
accountability, authorities and responsibilities of management and non-management personnel that
perform functions relevant to aircraft engineering and maintenance. The management system shall
also specify:
(i) The levels of management within maintenance operations with the authority to make
decisions regarding risk tolerability with respect to aircraft airworthiness;
MNT 2 ISM Ed. 11, September 2017

(ii) Responsibilities for ensuring maintenance operations are conducted in accordance with
conditions and restrictions of the AOC, applicable regulations and standards of the
Operator;
(iii) Lines of accountability throughout maintenance operations, including direct accountability
on the part of senior management for ensuring aircraft airworthiness. [SMS] (GM) ◄
Auditor Actions
□ Identified/Assessed defined accountability/authorities/responsibilities for ensuring aircraft
airworthiness (focus: applicable to management/non-management personnel throughout the
maintenance operations organization).
□ Interviewed MNT operations manager and/or designated management representative(s).
□ Examined job descriptions of selected management/non-management personnel in
maintenance operations.
Guidance
MNT 1.2.2 The Operator shall have a process for the delegation of duties within the management
system for maintenance operations that ensures managerial continuity is maintained when
operational managers, including any post holder(s), are absent from the workplace. (GM) ◄
Auditor Actions
□ Identified/Assessed processes for delegation of duties when MNT operations managers are
absent.
Guidance
MNT 1.2.3 The Operator shall ensure a delegation of authority and assignment of responsibility
within the management system for maintenance operations for liaison with regulatory authorities,
original equipment manufacturers (OEMs) and other external entities relevant to maintenance
Auditor Actions
□ Identified corporate management individuals with authority for liaison with regulators and other
external entities.
□ Interviewed accountable executive and/or designated management representative(s).
□ Interviewed manager(s) with authority for liaison with regulators and other external entities.
□ Crosschecked to identify managers in operational areas with authority for liaison with regulators
and other external entities.
Guidance

1.3 Maintenance Program

MNT 1.3.1 The Operator shall provide, for the use and guidance of relevant maintenance and
operational personnel, a Maintenance Program that is approved by the relevant Authority and
contains information and data for each aircraft type/model and configuration in the Operator's fleet in
accordance with specifications in Table 4.1. The Maintenance Program shall satisfy:
(i) Requirements of the State of Registry;
(ii) Requirements of the State of Design;
(iii) Requirements of the Operator;
(iv) Maintenance specifications provided by the aircraft, engine and component OEMs. (GM)
Auditor Actions
□ Identified an approved maintenance program for each aircraft type.
□ Examined selected maintenance program(s) (content in accordance with specifications in
Table 4.1).
Guidance
Refer to the IRM for the definitions of Approved Maintenance Organization (AMO), State of Design
and State of Registry.
An aircraft maintenance program is usually approved by the authority of the State of the Operator.
However, when an operator utilizes an aircraft registered in a different state, it is possible that the
maintenance program could be approved by the authority of the State of Registry.
An operator's authority typically holds the operator responsible for the definition, the control and the
provision of Maintenance Data, and an Approved Maintenance Program for use by the operator and
its maintenance organization.
The aircraft is maintained under one approved operator's aircraft maintenance program. When an
operator wishes to change from one approved aircraft maintenance program to another approved
program, a transfer/bridging check/Inspection may need to be performed, as agreed with the
Authority, in order to implement the change.
The operator's aircraft maintenance program typically contains a preface that defines the
maintenance program contents, the inspection standards to be applied, permitted variations to task
frequencies and, where applicable, any procedure to escalate established check/inspection intervals.
A reliability program provides an appropriate means of monitoring the effectiveness of the
maintenance program. Maintenance program optimization relies on implementation of the reliability
program.
Some operator's approved aircraft maintenance programs, not developed from the MRB Process,
use reliability programs as the basis of the approval. The purpose of a reliability program is to ensure
the aircraft maintenance program tasks are effective and carried out at appropriate time intervals.
Actions resulting from the reliability program may result in the escalation or de-escalation, or addition
or deletion, of maintenance tasks, as deemed necessary.
The maintenance program typically contains the following:
• The type/model and registration number of the aircraft, engines and, where applicable,
auxiliary power units (APUs) and propellers;
• The name and address of the operator;
• The operator's reference identification of the program document, the date of issue and issue
number;
• A statement signed by the operator to the effect the specified aircraft is maintained in
accordance with the program and that the program is reviewed and updated as required;

• Contents/list of effective pages of the document;

• Check periods that reflect the anticipated utilization of the aircraft and where utilization
cannot be anticipated, calendar time limits are included;
• Procedures for the escalation of established check periods, where applicable, and
acceptable to the Authority;
• Provision to record date and reference to approved amendments incorporated in the
program;
• Details of preflight maintenance tasks accomplished by maintenance personnel and not
included in the Operations Manual for action by flight crew;
• The tasks and the periods (intervals/frequencies) at which each part of the aircraft, engines,
APUs, propellers, components, accessories, equipment, instruments, electrical and radio
apparatus and associated systems and installations are to be inspected, together with the
type and degree of inspection;
• The periods when items are checked, cleaned, lubricated, replenished, adjusted and tested;
• Details of specific structural inspections or sampling programs;
• Details of the corrosion control program, when applicable;
• The periods and procedures for the collection of engine health monitoring data;
• The periods when overhauls and/or replacements by new or overhauled parts are to be
made;
• A cross-reference to other documents approved by the Authority that contain the details of
maintenance tasks related to mandatory life-limitations, Certification Maintenance
Requirements (CMRs) and Airworthiness Directives (ADs);
Note: To prevent inadvertent variations to such tasks or intervals, these items would not be
included in the main portion of the maintenance program document, or any planning control
system, without specific identification of their mandatory status.
• Details of, or cross-reference to, any required Reliability Program or statistical methods of
continuous surveillance;
• A statement that practices and procedures to satisfy the program are to the standards
specified in the Type Certificate Holder's Maintenance Instructions. When practices and
procedures are included in a customized operator's maintenance manual approved by the
Authority, the statement refers to this manual;
• Each maintenance task quoted is defined in the definitions section of the program.
An operator's approved aircraft maintenance programs are subject to periodic review to ensure they
reflect current Type Certificate Holder's recommendations, revisions to the Maintenance Review
Board Report and the mandatory requirements and maintenance needs of the aircraft. The operator
reviews the detailed requirements at least annually for continued validity in light of the operating
experience.
MNT 1.3.2 The Operator shall ensure the design and application of the Maintenance Program
observes human factors principles. (GM)
Auditor Actions
□ Identified an approved maintenance program for each aircraft type.
□ Examined the process for designing maintenance tasks.
□ Examined selected task cards.

Guidance
Specifically, with respect to observation of human factor principles in design and application of the
maintenance program, the following guidance material provides information regarding the
development of maintenance schedules/programs, including the development of the associated Task
Cards, hereafter referred to as the “Maintenance Item.”
In developing a Maintenance Item, attention is applied to the Human Factors layout of the
Maintenance Item that typically includes, but is not limited to:
• Layout of the Maintenance Item;
• Language used;
• Clear and concise instructions that are as brief and succinct as possible;
• Standardization of all task cards at the beginning to include the appropriate personnel safety
warnings and cautions;
• All notes, warnings and cautions are apparent by the suggested use of boxing, bolding,
italicizing and underlining text;
• Clear instructions for the mechanic/inspector as to where to sign, certify, initial, date the task;
• Where possible, the use of color to display Maintenance Items and task cards;
• Where a Maintenance Item has important graphic details, the graphics are included;
• Full amplification of some tasks rather than referral to a separate document that may distract
the mechanic;
• Referral to the applicable Approved Data.
Guidance material for the application of human factors principles may be found in the ICAO Human
Factors Training Manual, Document 9683.
MNT 1.3.3 The Operator shall ensure amendments to the Maintenance Program:
(i) Are approved by the Authority unless the Operator has been approved to amend the
Maintenance Program without requiring approval of the Authority;
(ii) Are furnished to all organizations and/or persons to whom the Maintenance Program has
been issued.
Auditor Actions
□ Identified/Assessed maintenance program (focus: defines processes for amendment approval
and dissemination).
□ Identified the organizations and/or persons to which the maintenance program(s) are issued.
□ Examined selected records of recent maintenance program amendments (focus: if applicable,
approval by Authority; dissemination to all program users).

MNT 1.4.1 The Operator shall ensure the existence of the facilities, workspace, equipment and
supporting services, as well as the work environment, that are necessary to allow all maintenance to
be performed in accordance with the Maintenance Program. (GM) ◄
Auditor Actions
□ Observed/Assessed physical resources and services (focus: adequacy to meet Maintenance
Program needs).
□ Identified/Assessed processes for oversight of external maintenance providers (focus:
evaluation of facilities/workspace/equipment/supporting services).

□ Assessed adequacy of maintenance facilities, workspace and working environment.

□ Observed aircraft part/component installation/replacement (focus: adequate
facilities/workspace/equipment for maintenance activity performed).
□ Observed aircraft parts/components management/handling (focus: adequate
facilities/workspace/equipment for handling of aircraft parts/components).
Guidance
Conformity with MNT 1.4.1 does not require specifications to be documented by an operator.
MNT 1.4.2 The Operator shall ensure management and non-management positions within
maintenance operations that require the performance of functions relevant to aircraft airworthiness
are filled by personnel on the basis of knowledge, skills, training and experience appropriate for the
position. (GM) ◄
Auditor Actions
□ Identified/Assessed standards and processes for selection of MNT operations personnel in
□ Interviewed personnel that perform MNT functions relevant to the safety or security of aircraft
operations.
Guidance
A corporate personnel selection policy that applies to all operational areas of the organization will
serve to satisfy this specification.
MNT 1.4.3 The Operator shall ensure availability of the facilities, personnel, equipment and other
resources, as necessary, for the implementation of management and control functions, as specified
in Table 4.2.
Auditor Actions
□ Observed facilities, personnel, equipment and other resources used for the maintenance
management and control functions specified in Table 4.2.
1.5 Communication
MNT 1.5.1 The Operator shall have a communication system that enables and ensures an effective
exchange of information relevant to operations within the management system for maintenance
operations and with each maintenance organization that performs maintenance for the Operator.
(GM) ◄
Auditor Actions
□ Identified/Assessed system(s) for communicating information relevant to operations within the
MNT operations organization.
□ Examined examples of information communication/transfer in MNT operations.
□ Interviewed selected non-management operational personnel in MNT operations.

Guidance
regarding methods of communication.

MNT 1.6.1 The Operator shall have a system for the management and control of documentation
and technical data used directly in the conduct or support of maintenance operations. Such system
shall include elements as specified in ORG Table 1.1. (GM) ◄
Auditor Actions
MNT operations (see ORG Table 1.1).
□ Examined selected parts of MNT operations documentation (maintenance programs, MMM).
□ Examined recent revisions to MNT operations documentation
□ Interviewed persons involved in the maintenance documentation management and control
process.
Guidance
Documentation.
MNT 1.6.2 (Intentionally open)
MNT 1.6.3 The Operator shall have processes to ensure the content of documentation used
directly in the conduct or support of maintenance operations:
(ii) Is presented in a format appropriate for use in maintenance operations;
(iii) If applicable, is accepted or approved by the Authority. ◄
Auditor Actions
□ Identified/Assessed management and control system for documentation used in MNT
operations.
□ Examined selected parts of the MNT OM (focus: legibility/accuracy/format; approval as
applicable).
1.7 Maintenance Management Manual (MMM)

MNT 1.7.1 The Operator shall have, for the use and guidance of relevant maintenance and
operational personnel, a Maintenance Management Manual that is accepted or approved by the
Authority. The MMM may be issued in separate parts and shall contain maintenance policies,
procedures and information as specified in Table 4.3. The design of the manual shall observe Human
Factors principles. (GM)
Auditor Actions
□ Identified/Assessed the MMM.

□ Examined the MMM (regulatory approval/acceptance and content in accordance with

Guidance
An MMM is a document that defines how an operator, through its AMO and all contracted AMOs,
accomplishes and controls its aircraft maintenance activities. This document typically sets out:
• The description of the maintenance management system and its senior personnel;
• Each location where maintenance is carried out;
• The Approved Data for accomplishing aircraft maintenance;
• The procedures by which Engineering and Maintenance is managed.
The MMM provides all Engineering and Maintenance personnel with the necessary information to
enable them to accomplish their duties and allow the Authority to understand and approve how the
operator and its AMO comply with the applicable Airworthiness Requirements.
The MMM can comprise one manual or a suite of manuals. The MMM may have specific sections
extracted to form a customized manual for distribution to maintenance contractors, line stations and
others, as applicable.
The MMM can be a generic term for the MCM, QPM, MOM, QM, IPM, MME and others. The purpose
of the MMM is to set forth the procedures, means and methods of the operator in fulfilling its
maintenance responsibilities. Compliance with its contents assures fulfillment of the operator's
maintenance responsibilities.
The management section in the MMM may be produced as a stand-alone document and made
available to the key personnel required to be familiar with its contents.
Working procedures between the operator and AMO are established and may be produced as any
number of separate procedures manuals and cross-referenced from the management part of the
MMM. The list of AMO Certifying Personnel may be produced as a separate document.
Personnel from both the operator and the AMO are normally expected to be familiar with sections of
the manuals that are relevant to the work they carry out.
Responsibilities and procedures for revisions to the management part of the MMM and any
associated manuals are typically specified.
The Quality Manager of the operator is normally responsible for monitoring revisions to the MMM
unless otherwise agreed by the Authority.
Unless the Authority has agreed via a procedure stated in the amendment section of the MMM that
certain defined classes of amendments may be incorporated without prior Authority approval, this
process would normally include monitoring revisions to the associated procedures manuals.
The MMM normally has at least the following four main parts to cover the items in Table 4.3:
• Organization and management;
• Maintenance procedures;
• Quality system procedures;
• Contracted maintenance procedures and paperwork.
The MMM also typically contains:
• An organization chart;
• Procedures to ensure:
– Each aircraft operated is maintained in an airworthy condition;
– The operational and emergency equipment necessary for an intended flight is
serviceable;
– The Certificate of Airworthiness of each aircraft operated remains valid.
• A description of the quality system;
• A description of the procedure for receiving, amending and distributing all necessary
airworthiness data from the type certificate holder or type design organization;

• A statement signed by the operator confirming the MMM and any incorporated documents
identified therein reflect the operator's means of compliance with the Authority requirements;
• A description of the MMM amendment control procedure;
• A means of identifying each page of the MMM. This can be in the form of a list of effective
pages with each page numbered and either dated or marked with a revision number;
• A description of the system used to distribute the MMM, including a distribution list; for non-
scheduled work, temporary copies of the relevant portions of the MMM, or any incorporated
reference, may be sent via facsimile transmission;
• A detailed description of the procedures used to ensure that any maintenance tasks required
by the maintenance schedule, airworthiness directives or any task required for the
rectification of a defect are completed within the required time constraints;
• A description of the evaluation program required by these standards;
• A description of the defect rectification and control procedures, including details of:
– The methods used to detect and report recurring defects;
– The procedures for scheduling the rectification of defects whose repair has been
deferred, if these procedures have not been incorporated into the MEL preamble.
• The procedures used to report service difficulties in accordance with these standards;
• A description of the technical dispatch procedures, including procedures for ferry-flight
authorizations, EDTO (equivalent terms: ETOPS, EROPS, LROPS), all weather operations
and/or any other special operations;
• A description of personnel records to be retained;
• A description of the procedure used to ensure the empty weight and balance of each aircraft
is recorded in accordance with the applicable State of Registry/Authority requirements;
• Maintenance arrangements and a list of all such arrangements, including the procedure used
to communicate to an approved maintenance organization the maintenance requirements for
planned and unforeseen maintenance activities, as well as those mandated by airworthiness
directives;
• Procedure for revising and maintaining the MMM up to date and current;
• Approval of the Authority through approval of the list of effective pages or, in the case of
manuals containing a small number of pages, approval can be identified on each page.
Refer to the Guidance associated with MNT 1.3.2 for information that explains and addresses human
factors principles.
MNT 1.7.3 The Operator shall ensure the MMM is amended as necessary to keep information
contained therein up to date and to address:
(i) Changes to maintenance or airworthiness requirements;
(ii) Changes in the organization or activities;
(iii) Inadequacies identified through internal or external audit;
(iv) Conformity with applicable requirements.
Auditor Actions
□ Identified the process(es) for amending the MMM.
□ Examined the MMM for currency.
□ Examined the content of selected amendments to the MMM.
MNT 1.7.4–1.7.5 (Intentionally open)

MNT 1.7.6 The Operator shall ensure a copy of the current version of the MMM, or relevant
portions thereof, is promptly made available to:
(i) Applicable authorities;
(ii) Each organization or person that performs or certifies maintenance for the Operator;
(iii) All other organizations or persons to whom the MMM has been issued.
Auditor Actions
□ Identified/Assessed the process(es) for dissemination of the MMM.
□ Examined the distribution list for dissemination of the MMM.
□ Examined selected records of MMM and amendment distribution(s) to organizations/persons
that perform/certify maintenance.
MNT 1.7.7 If the Operator issues relevant portions of the MMM as specified in MNT 1.7.6, the
Operator shall ensure policies and procedures contained therein are sufficiently comprehensive such
that all relevant guidance and information is available to any maintenance organization or person that
performs maintenance for the Operator under that portion of the manual.
Auditor Actions
□ Identified/Assessed the process(es) for dissemination of the MMM.
□ Examined the distribution list for dissemination of the MMM to organizations and/or persons.
□ Examined selected records of MMM distribution (portion only) to organizations/persons that
perform maintenance.
1.8 Maintenance Records System

MNT 1.8.1 The Operator shall have a system for the management and control of maintenance
for:
(i) Identification;
(ii) Retention and storage;
(iii) Accessibility and retrieval;
(iv) Legibility;
(vi) Maintenance;
(vii) Archiving, transfer, disposal and/or deletion. (GM) ◄
Auditor Actions
□ Identified/Assessed management and control system for operational records in MNT
operations.
□ Examined selected maintenance records.
□ Observed AD/SB management (focus: content/retention of AD/SB records are in accordance
with requirements of the Authority).
□ Observed aircraft parts/components management/handling (focus: content/retention of
parts/components records are in accordance with requirements of the Authority).

Guidance
Refer to the IRM for the definition of Maintenance Records.
The operator is responsible for the maintenance records of the operator's aircraft irrespective
whether the records are retained at the operator's location, at a maintenance organization or any
other location.
An operator normally receives and retains a completed Certificate of Release to Service from the
maintenance organization. The system for storing such maintenance records is described in the
operator's MMM.
Methods of storing maintenance records acceptable to the Authority are in paper form, in a computer
database or a combination of both methods. Records stored on microfilm or optical disc form are also
acceptable.
For paper systems, use of robust material that can withstand normal handling and filing ensures
records can remain legible throughout the required retention period.
Computer systems normally have at least one back-up system, which is updated within 24 hours of
any maintenance performed. Additionally, each computer terminal normally contains program
safeguards to prevent any alteration of the database by unauthorized personnel.
Microfilming or optical storage of maintenance records may be carried out at any time, and be as
legible as the original record and remain so for the required retention period.
Information on times, dates, cycles referred to as “summary maintenance records” are the records
that give an overall picture on the state of maintenance of the aircraft and any life-limited aircraft
component. The current status of all life-limited aircraft components indicates the component life
limitation, total number of hours, accumulated cycles or calendar time and the number of
hours/cycles/time remaining before the required expiry time of the component is reached.
The current status of Airworthiness Directives (AD) identifies the applicable ADs including revision or
amendment numbers. Where an AD is generally applicable to the aircraft or component type but is
not applicable to the particular aircraft or component, this is identified. The AD status includes the
date on which the AD was accomplished. If the AD is controlled by flight hours or flight cycles, it
includes the aircraft or engine or component total flight hours or cycles, as appropriate. For repetitive
ADs, only the last application is recorded in the AD status. The status also specifies which part of a
multi-part AD has been accomplished and the method, where a choice is available in the AD.
Details of current modifications and repairs require substantiating data supporting compliance with
the airworthiness requirements. This can be in the form of a Supplemental Type Certificate, Service
Bulletin, Structural Repair Manual or similar approved document. If the airworthiness data for
modification and repair is produced by the maintenance organization in accordance with existing
national regulations, all detailed documentation necessary to define the change and its approval are
to be retained. Scheduled maintenance requirements following STC incorporation are required to be
clearly identified as well. The substantiating data may include:
• Compliance program;
• Master drawing or drawing list, production drawings and installation instructions;
• Engineering reports (static strength, fatigue, damage tolerance, fault analysis);
• Ground and flight test program and results;
• Mass and balance change data;
• Maintenance and repair manual supplements;
• Maintenance program changes and instructions for continuing airworthiness;
• Aircraft flight manual supplement.
Maintenance records are required to be stored safely from fire, flood, theft and alteration.
Computer back-up discs and cassettes are to be stored in a different location from those containing
the current working discs and tape cassettes and in a safe environment.

The operator is required to ensure, when a maintenance organization used by the operator
terminates its operation, the maintenance organization returns all retained maintenance records to
the operator.
MNT 1.8.2 If the Operator utilizes an electronic system for the management of records, the
Operator shall ensure the system provides for a regularly scheduled generation of back-up files for
records associated with maintenance operations. (GM) ◄
Auditor Actions
□ Identified/Assessed management and control system for operational records in MNT
operations.
Guidance

MNT 1.10.1 The Operator shall have a quality assurance program that provides for auditing of the
management system and all functions of maintenance operations to ensure the Operator is:
(ii) Satisfying stated maintenance operations needs;
(iii) Identifying undesirable conditions and areas requiring improvement;
(iv) Identifying hazards in maintenance operations;
Auditor Actions
□ Identified/Assessed quality assurance program in maintenance operations (focus: role/purpose
within organization/SMS; definition of audit program scope/objectives; description of program
□ Examined selected product acceptance records (focus: products meet maintenance operations
Guidance
MNT 1.10.2 The Operator shall have a process for addressing findings that result from audits of
maintenance management system functions, which ensures:
(i) Determination of the root cause(s) of findings;
(ii) Development of corrective action, as appropriate, to address findings;
(iii) Implementation of corrective action in appropriate areas of maintenance operations;
Auditor Actions
□ Identified/Assessed process for addressing/closing maintenance operations audit findings.


Guidance
MNT 1.10.3 The Operator shall ensure significant issues arising from the maintenance operations
quality assurance program are subject to management review in accordance with ORG 1.5.1 and, as
applicable, ORG 1.5.2. [SMS] (GM) ◄
Auditor Actions
□ Identified/Assessed process for management review of maintenance operations quality
assurance issues (focus: continual improvement of quality assurance program).
□ Examined selected records/documents of management review of maintenance operations
quality assurance program issues (focus: specific issues/changes identified and implemented to
Guidance
Refer to ORG 1.5.1 and ORG 1.5.2, as well as guidance associated with ORG 3.4.4, located in ISM
Section 1.
MNT 1.10.4 The Operator shall ensure functions related to the maintenance operations quality
assurance program are performed by qualified personnel that are either employees of the Operator
or independent external quality assurance agents.
Auditor Actions
□ Identified/Assessed the selection and training program for quality assurance auditors.
□ Examined selected auditor qualifications and training records.
MNT 1.10.5 The Operator shall have an audit planning process and sufficient resources to ensure
audits of maintenance operations are:
Auditor Actions
□ Identified/Assessed quality assurance audit planning process in maintenance operations
(focus: audits planned/scheduled/completed in order to meet applicable internal/external
requirements).
Guidance


MNT 1.11.1 The Operator shall ensure a maintenance agreement has been executed with each
external maintenance organization that performs maintenance functions for the Operator; such
maintenance agreement shall:
(i) Specify all maintenance requirements and define all tasks to be performed;
(ii) Comply with the procedures governing maintenance arrangements, as specified in the
MMM. (GM) ◄
Auditor Actions
service providers that conduct outsourced maintenance operations functions.
□ Interviewed responsible manager(s) in MNT operations.
□ Examined selected maintenance operations outsourcing contracts/agreements (focus: inclusion
of measurable specifications applicable to external service providers).
□ Observed maintenance outsourcing management (focus: maintenance agreements exists for all
external maintenance service providers).
Guidance
The intent of this provision is to ensure, where an operator is not approved as a maintenance
organization or an operator's maintenance organization is an independent organization, there is a
contract between the operator and the Approved Maintenance Organization specifying all work to be
performed by the Approved Maintenance Organization.
A clear, unambiguous and sufficiently detailed specification of work and assignment of
responsibilities ensures that no misunderstanding can arise between the parties concerned
(operator, maintenance organization and the State of Registry/Authority) that could result in a
situation where work that has a bearing on the airworthiness or serviceability of aircraft is not, or will
not, be properly performed.
Special attention is typically paid to procedures and responsibilities to ensure that all maintenance
work is performed, service bulletins are analyzed and decisions taken on accomplishment,
airworthiness directives are completed on time and all work, including non-mandatory modifications,
is carried out in accordance with approved data and to the latest standards.
MNT 1.11.2 The Operator shall ensure each maintenance agreement with an external
maintenance organization that performs maintenance functions for the Operator specifies
measurable maintenance safety and quality standards required to be fulfilled by the respective
external maintenance organization. Such measurable standards shall provide the basis for a
monitoring process as specified in MNT 1.11.7. (GM) ◄
Auditor Actions
service providers of MNT operational functions.
□ Examined MNT operations contracts/agreements to verify measurable specifications with
external service providers.
□ Observed maintenance outsourcing management (focus: maintenance agreements contain
measurable quality/safety standards).
Guidance
Refer to the IRM for the definition of Standard.
The requirement for a maintenance agreement applies to all functions and/or maintenance work
outsourced to external maintenance organizations. Such agreements could be more or less detailed

in their content depending on the complexity and type of maintenance function and/or work they are
supporting (e.g. from substantial maintenance providers as heavy maintenance or engine overhaul to
simple line maintenance tasks or minor component repair tasks). Accordingly, the agreements may
be of an elaborate contractual specification type (like suggested below in this guidance) or be just in
the form of a simple work order issued by the operator to the maintenance provider (within the
framework of a general outsourcing agreement between the two entities or to address a “one-off”
maintenance event).
In all cases, if maintenance is expected to be accomplished in accordance with specific industry
standards, an acceptable agreement identifies and specifies the standards by their exact name. The
wording “measurable standards” included in the provision implies that such standards required by the
function and/or work performed are always specified either explicitly in the agreement or indirectly in
a document that is referenced in the agreement (e.g. reference to data, authorized release
certificate/airworthiness approval tag, audit results). Other measures that might be considered
commercial in nature (e.g. post maintenance event reliability numerical indicators or post
maintenance event number of related reports from pilots/maintenance personnel or any business
type of key performance indicators) would be included in the agreement at the mutual option of the
operator and provider.
The following guidance provides information regarding any maintenance work related to aircraft and
aircraft components carried out for the operator by external organizations (i.e. contractors) under a
formal contract or agreement.
Note: The operator carries the ultimate responsibility for airworthiness and ensures before each flight
that all required maintenance has been properly carried out. This includes all maintenance carried
out by contractors.
The formal maintenance agreement document is not intended to provide detailed work instructions to
the contractor. Rather, such functions would typically be addressed through procedures established
by the operator and contractor.
A Maintenance Agreement typically includes, but is not necessarily limited to:
• An approval process for the contractor by the operator and where applicable the contractors
and/or the operator's Authority;
• A list of facilities where the maintenance is to be carried out, including a list of satellite
facilities that the contractor may use;
• A ‘Statement of Work’ (SOW) for the Maintenance Agreement that contains the detailed
technical requirements, including references to maintenance intervals, manuals,
Airworthiness Directives (ADs), Service Bulletins (SBs) and operator special requirements. A
clear, unambiguous and sufficiently detailed SOW and assignment of responsibilities are
required to ensure no misunderstanding arises between the operator, the contractor and the
operator's Authority that could result in a situation where the work, which has a bearing on
the airworthiness or the serviceability of operator's aircraft, is not properly performed;
• A requirement for the contractor to produce a suitable quality plan for the project;
• Use and control of parts and materials;
• Process for the approval of deviations from maintenance documents;
• A need for an internal evaluation system by the contractor;
• Access by the operator's quality assurance department staff for the purpose of evaluating
ongoing quality;
• A reporting structure that immediately notifies the operator of any significant defects;
• A system of completing, reviewing, retaining maintenance records;
• A system of calibration of tooling and equipment;
• A system of operator supplied product;
• A system of inspecting and testing, i.e., a quality control system;
• A system of handling unsatisfactory product;
• A system of handling, storage, packaging and delivery;

• A system of product identification and traceability;

• A system of training by the contractor of its staff as well as a system of training the contractor
by the operator;
• A system of Release To Service of an aircraft or component;
• A system for communication between the operator and the contractor;
• A system of periodic review meetings to include some or all of those below:
– Contract Review Meeting
– Workscope Planning Meeting
– Technical Meeting (ADs/CNs/SBs)
– Commercial and/or Logistics Meeting
– Quality Meeting
– Reliability Meeting
MNT 1.11.5 The Operator shall have a process to maintain a listing of external providers of
maintenance services and products, to include:
(i) Organizations that are currently approved to perform maintenance on the Operator's
aircraft, engines, components and/or parts;
(ii) Vendors that are currently approved to supply parts, components and other materials for
use in maintenance of the Operator's aircraft.
Auditor Actions
□ Identified/Assessed the process(es) for tracking external maintenance organizations.
□ Examined the list of approved external AMOs (or equivalent).
MNT 1.11.6 The Operator shall have a process to ensure relevant training and/or training material
is provided to each external organization that performs maintenance functions for the Operator. (GM)
Auditor Actions
□ Identified/Assessed the process(es) for providing training documentation to external
maintenance organizations.
□ Examined selected training documentation provided to external maintenance organizations.
□ Observed maintenance outsourcing management (focus: training and/or training material
provided to external maintenance service providers)
Guidance
The provision of training and/or training material ensures external organization(s) are aware of an
operator's processes and procedures, as well as their impact on maintenance and/or related
systems.
An operator may provide appropriate external organizations with relevant training that covers the
operator's paperwork, certification and recording requirements. Alternatively, an operator may
provide such training to each external organization that performs maintenance functions for the
Operator.

MNT 1.11.7 The Operator shall have monitoring processes to ensure each approved maintenance
organization that performs maintenance for the Operator:
(i) Complies with applicable regulations and safety and quality requirements;
(ii) Has procedures that are acceptable to the Authority granting the approval;
(iii) Performs all maintenance in accordance with requirements of the Operator. (GM) ◄
Auditor Actions
□ Identified/Assessed (focus: monitoring process ensures provider fulfils applicable
safety/security requirements).
□ Examined selected records/reports resulting from monitoring of maintenance operations service
requirements).
□ Observed maintenance outsourcing management (focus: processes for monitoring all AMO
service providers)
Guidance
MNT 1.11.8 The Operator should include auditing as a process for monitoring of each maintenance
organization that performs maintenance for the Operator. (GM) ◄
Auditor Actions
□ Identified/Assessed auditing processes used for monitoring external MNT service providers.
□ Examined selected records/reports resulting from auditing of maintenance operations service
providers (focus: audit process ensures provider is fulfilling applicable safety/security
requirements).
□ Observed maintenance outsourcing management (focus: process for auditing AMO service
providers)
Guidance
The operator establishes a plan acceptable to the State of Registry/Authority to specify when and
how often the operator's maintenance activities are monitored. Reports are produced at the
completion of each monitoring investigation that includes details of discrepancies and non-
compliance with procedures or requirements.
The feedback process addresses who is required to rectify discrepancies and non-compliance in
each particular case and the procedure to be followed, if rectification is not completed within
appropriate timescales. The manager responsible for the maintenance organization is also
responsible for monitoring and ensuring action on any outstanding items.
To ensure effective compliance with the operator's maintenance activities, the following elements
have proven to work well:
• Product sampling: the part inspection of a representative sample of the aircraft fleet;
• Defect sampling: the monitoring of defect rectification performance;
• Concession sampling: the monitoring of any concession allowing extensions to scheduled
maintenance;
• On-time maintenance sampling: the monitoring of maintenance intervals (flying hours,
calendar time, flight cycles) for aircraft and their components;
• Sampling reports of un-airworthy conditions and maintenance errors.

MNT 1.11.9 The Operator shall have processes that ensure:

(i) Aircraft parts and materials are only obtained from approved sources;
(ii) Certification documentation requirements are specified;
(iii) Traceability to the last certifying organization for used or surplus parts;
(iv) A statement of conformity or certification test results is retained for hardware and raw
materials (e.g. extrusions, sheet or bar stock);
(v) Inventory storage of consumable material is managed to ensure traceability of manufacturer
batch/lot control. (GM)
Auditor Actions
□ Identified/Assessed the process(es) for the management and control of parts and materials.
□ Examined selected incoming parts documentation.
□ Examined traceability of selected parts.
□ Observed aircraft parts/components management/handling (focus: processes for management
of acquisition/certification/traceability/inventory for aircraft parts/components).
Guidance
An external maintenance organization that performs contracted maintenance functions for the
operator may perform the tasks specified in i) through v).
An aircraft part fabricated or manufactured for an operator by a non-approved maintenance
organization is produced under the quality system of either the operator or the external maintenance
organization. Such an arrangement must be approved by the Authority.
An operator is not required to keep records of traceability that would track the use of batch-controlled
consumables.

Risk Management
MNT 1.12.1 The Operator shall have a hazard identification program for maintenance operations
that includes:
Auditor Actions
□ Identified/Assessed safety hazard identification program in MNT operations (focus: program
□ Identified/Assessed role of MNT operations in the organization-wide, cross-discipline safety
hazard identification program (focus: participation with other operational disciplines).
□ Interviewed person(s) that perform analysis of MNT operational data for the purpose of
identifying hazards to aircraft operations.
□ Examined examples of hazards to aircraft operations that have been identified through data
collection and analysis in MNT operations.

Guidance
Refer to the IRM for the definitions of Hazard (Aircraft Operations), Base Maintenance, Line
Maintenance, Risk Management and Safety Risk.
framework.
The operator typically applies its safety hazard identification program to the full scope of
maintenance operations associated with maintaining its aircraft, which includes line and base
maintenance.
MNT 1.12.2 The Operator shall have a safety risk assessment and mitigation program in
maintenance operations that specifies processes to ensure:
(i) Hazards are analyzed to determine corresponding safety risk(s) to aircraft operations;
(iii) When required, risk mitigation actions are developed and implemented in maintenance
Auditor Actions
□ Identified/Assessed safety risk assessment and mitigation program in MNT operations (focus:
□ Identified/Assessed role of maintenance operations in cross-discipline safety risk
□ Interviewed person(s) that perform safety risk assessments in MNT operations.
□ Examined selected records/documents that illustrate risk assessment and resulting risk
mitigation action(s) in MNT operations.
Guidance
SMS framework.
The operator typically applies its safety risk assessment and mitigation program to the full scope of
maintenance operations associated with maintaining its aircraft, which includes line and base
maintenance.
MNT 1.12.3 The Operator shall have an operational safety reporting system in maintenance
operations that:
(i) Encourages and facilitates feedback from personnel to report safety hazards, expose safety
deficiencies and raise safety concerns;
(ii) Includes analysis and management action as necessary to address safety issues identified
through the reporting system. [SMS] (GM) ◄
Auditor Actions
□ Identified/Assessed operational safety reporting system in MNT operations (focus: system

□ Interviewed person(s) that perform operational safety report review/analysis/follow-up in

maintenance operations.
□ Examined data that confirm an effective maintenance operations safety reporting system (focus:
□ Examined records of selected maintenance operations safety reports (focus: analysis/follow-up
to identify and address reported hazards/safety concerns).
Guidance
Safety issues are generally associated with the various operations (internal and outsourced) that are
conducted for the purpose of ensuring aircraft are maintained in an airworthy condition.
MNT 1.12.4 The Operator should have a confidential safety reporting system in maintenance
operations that encourages and facilitates the reporting of events, hazards and/or concerns resulting
from or associated with human performance in maintenance operations. (GM) ◄
Auditor Actions
□ Identified/Assessed confidential safety reporting system in MNT operations (focus: system
□ Examined records of selected maintenance operations confidential safety reports (focus:
concerns).
Guidance
Safety Assurance
MNT 1.12.5 The Operator shall have processes for setting performance measures as a means to
verify the safety performance of maintenance operations and to validate the effectiveness of risk
controls. [SMS] (GM) ◄
Auditor Actions
□ Identified/Assessed program for setting performance measures in MNT operations (focus:
program defines/requires development/application of performance measures; measures used to
□ Interviewed responsible manager(s) in MNT operations
□ Examined selected records/documents that identify tracking of maintenance operations
performance measures (focus: tracking used to assess/monitor operational safety performance,
assess/validate risk control effectiveness).
Guidance
Setting performance measures that are consistent with safety objectives is an element of the Safety
Assurance component of the SMS framework.
Refer to Guidance associated with ORG 3.2.1A located in ISM Section 1.

SMS Training
MNT 1.12.6 The Operator shall have a program that ensures aircraft engineering and maintenance
personnel are trained and competent to perform SMS duties. The scope of such training shall be
appropriate to each individual's involvement in the SMS. [SMS] (GM) ◄
aircraft engineering and maintenance functions for the Operator.
Auditor Actions
□ Identified/Assessed program for ensuring MNT personnel are trained and competent to perform
SMS duties.
□ Examined selected initial and recurrent MNT training curricula/syllabi for management/non-
management personnel (focus: training in individually relevant SMS duties/responsibilities).
□ Examined selected MNT management/non-management personnel training records (focus:
Guidance
2 Maintenance Control
2.1 Control System

MNT 2.1.1 The Operator shall have a maintenance control system that is in accordance with
procedures acceptable to the Authority and ensures:
(i) Each aircraft is maintained in an airworthy condition;
(ii) Operational and emergency equipment necessary for flight is serviceable;
(iii) The Certificate of Airworthiness of each aircraft remains valid.
Auditor Actions
□ Identified/Assessed the system for control of aircraft maintenance.
□ Identified the procedures for renewal of certificate of airworthiness (CoA).
□ Examined selected individual aircraft records for CoA.
2.2 Maintenance Planning

MNT 2.2.1 The Operator shall have a system for forecasting and tracking required maintenance
activities.
Auditor Actions
□ Identified/Assessed the system for forecasting and tracking required maintenance activities.
□ Interviewed maintenance scheduling/planning personnel.
□ Examined selected scheduled/planned maintenance tasks.

□ Observed AD/SB management (focus: planning system includes tracking/forecasting of AD/SB

action/limits).
MNT 2.2.2 The Operator shall have a system for tracking hours, cycles and calendar time for
aircraft, engines and life-limited components.
Auditor Actions
□ Identified/Assessed the system for tracking hours, cycles and calendar time for aircraft, engines
and life-limited components.
□ Examined one aircraft, engine and life-limited component.
2.3 Parts Installation

MNT 2.3.1 The Operator shall have a process to ensure that no new part is installed on an
aeronautical product unless such part meets the standards of airworthiness applicable to the
installation of new parts and, in addition, meets a minimum of one of the following:
(i) The new part has marking identifying it as a part specified in the type design conforming to a
recognized national or international standard, or
(ii) The new part has been approved for use on an aeronautical product, in accordance with the
type certificate/STC, if the part was originally designed and manufactured for non-
aeronautical use, or
(iii) The new part was manufactured under a Parts Manufacturer Approval (PMA), or
(iv) The new part was produced by the Operator using approved procedures for the purpose of
maintaining or altering its own aeronautical product. (GM)
Auditor Actions
□ Identified/Assessed the process for managing and controlling new parts and parts installation.
□ Observed inspection of incoming parts.
□ Examined selected parts installed on aircraft as new parts.
□ Observed aircraft part/component installation/replacement (if applicable) (focus: new
part/component being installed meets applicable standards of airworthiness).
□ Observed aircraft parts/components management/handling (focus: control process for ensuring
new parts meet applicable standards of airworthiness).
Guidance
The operator is responsible for providing an external AMO with approved documentation that
contains information about parts allowed to be installed on its aircraft. Such documentation enables
the external AMO to validate the airworthy condition of the part and its certification for installation on
the aeronautical product being maintained. The “approved documentation” category typically
includes as necessary, without being limited to, any of the following: MMM, IPC (including
Supplements), AD, SB, Work Order, Repair Order, Form 8130-3/EASA Form 1/or equivalent.
The production of parts by an operator for its own use, as specified in item iv), is acceptable provided
there are approved procedures identified in the MMM.

MNT 2.3.2 The Operator shall have a process to ensure that no used part is installed on an
aeronautical product unless such part meets the standards of airworthiness applicable to the
installation of used parts and any of the following:
(i) An airworthy part that has been removed from an aircraft for immediate installation on
another aircraft, or
(ii) An airworthy part that has undergone maintenance for which a maintenance release has
been signed by an appropriately rated Approved Maintenance Organization (AMO), or
(iii) An airworthy part that has undergone an approved repair or alteration that restored the
certificated level of airworthiness to a used part. (GM)
Auditor Actions
□ Identified/Assessed the process for managing and controlling used parts and parts installation.
□ Examined selected parts installed on aircraft for certificates.
□ Observed aircraft part/component installation/replacement (if applicable) (focus: used
used parts meet applicable standards of airworthiness).
Guidance
contains information about parts allowed to be installed on its aircraft. Such documentation enables
the external AMO to validate the airworthy condition of the part and its certification for installation on
the aeronautical product being maintained. The “approved documentation” category typically
includes as necessary, without being limited to, any of the following: MMM, IPC (including
Supplements), AD, SB, Work Order, Repair Order, Form 8130-3/EASA Form 1/or equivalent.
MNT 2.3.3 The Operator shall have a process to ensure that no used life-limited part is installed on
an aeronautical product unless such part meets the standards of airworthiness applicable to the
installation of life-limited parts and:
(i) The technical history of the part is available to demonstrate the time in service, as
authorized for that part in the type certificate governing the installation, has not been
exceeded;
(ii) The technical history referred to in sub-paragraph i) is incorporated into the technical record
for the aeronautical product on which the part is installed. (GM)
Auditor Actions
□ Identified/Assessed the process for managing and controlling used life-limited parts and parts
installation.
□ Interviewed personnel that execute procedures for tracking life-limited parts.
□ Traced the technical history of selected life-limited parts.
□ Observed aircraft part/component installation/replacement (if applicable) (focus: used life-limited
used life-limited parts meet applicable standards of airworthiness).
Guidance
contains information about parts allowed to be installed on its aircraft.

In general, it is best for an operator to have a fully traceable history for all life-limited parts. Not all
parts have a fixed life. The life of some parts might be variable depending on the way the part has
been used in the past. For example, load-bearing parts (e.g. landing gear components) that can be
installed on different aircraft types (e.g. A319, A320, A321) will have a shorter life if installed on the
heavier aircraft (as opposed to the same part installed on a lighter aircraft). Therefore, a complete
history of these types of components is critical in knowing exactly when the life of the part will expire.
For parts that have a fixed life (e.g. batteries, slides), traceability to birth is not a requirement.
However, in such cases, it is very important that the operator has documentation that shows clearly
that the used part has not exceeded its airworthiness life limit.
2.4 Deferred Maintenance

MNT 2.4.1 The Operator shall have a maintenance control function that is responsible for
approving, controlling, monitoring and scheduling non-routine and deferred maintenance activities,
including MEL/CDL requirements.
Auditor Actions
□ Identified the description of the maintenance control center (MCC) (or equivalent).
□ Interviewed personnel responsible for selected maintenance control functions.
□ Examined maintenance control processes/procedures.
MNT 2.4.2 The Operator shall have a process to ensure MEL/CDL restricted items are tracked and
corrected within the required time intervals. (GM)
Auditor Actions
□ Identified/Assessed the process(es) for managing the MEL/CDL.
□ Interviewed MCC personnel.
□ Examined selected records of MEL/CDL restricted items.
□ Traced the tracking and correction of selected MEL/CDL restricted item(s).
Guidance
The intent of this provision is to ensure an operator has a process to rectify all defects affecting the
safe operation of the aircraft within the limits prescribed by the approved MEL or CDL. Postponement
of any defect rectification cannot typically be permitted without the operator's agreement and in
accordance with a procedure approved by the State of Registry/Authority.
MNT 2.4.3 If the Operator has a MEL/CDL short-time escalation approval process, the Operator
shall ensure the process is documented and approved by the Authority. (GM)
Auditor Actions
□ Identified/Assessed the process for MEL/CDL short-time escalation approval.
□ Examined selected records that reflect MEL/CDL short-term escalation approval.
Guidance
An acceptable short-time escalation approval process normally ensures the use of such a process in
exceptional circumstances and with sound justification.

2.5 Continuing Airworthiness Information

MNT 2.5.1 The Operator shall have a process to obtain and assess continuing airworthiness
information, such as, but not limited to, Airworthiness Directives (ADs), Alert Service Bulletins and
recommendations from the organizations responsible for the type design, and shall implement the
resulting actions considered necessary, in accordance with a procedure acceptable to the Authority.
Auditor Actions
□ Identified/Assessed the process(es) for obtaining, assessing and implementing ADs and ASBs.
□ Examined selected records of AD and SB compliance, including task cards.
□ Traced selected AD(s) and/or SB(s) from receipt to implementation.
□ Observed AD/SB management (focus: AD/SB process includes identification, planning,
accomplishment, certification, recording, follow-up monitoring).
MNT 2.5.2 The Operator shall have a process to monitor and assess maintenance and operational
experience with respect to aircraft continuing airworthiness as prescribed by the relevant Authority.
(GM)
Auditor Actions
□ Identified/Assessed the process(es) for monitoring/assessing maintenance and operational
experience in relation to continuing airworthiness.
□ Interviewed personnel that execute procedures that address continuing airworthiness.
Guidance
Aircraft continuing airworthiness is usually prescribed by the authority of the State of Registry.
However, it is possible that continuing airworthiness instructions could be affected by the authority of
the State of the Operator and/or the State of Design.
2.6 Repairs and Modifications

MNT 2.6.1 The Operator shall have a process to ensure all modifications and repairs:
(i) Are carried out using approved data;
(ii) Comply with airworthiness requirements of the Authority and State of Registry.
Auditor Actions
□ Identified/Assessed the process(es) for managing modifications and repairs.
□ Identified/Assessed the procedures for maintaining technical records of modifications and
repairs.
□ Examined selected records of aircraft modification(s) and/or repair(s).
□ Observed aircraft part/component installation/replacement (focus: installation/replacement
accomplished using approved data/in accordance with regulations).
□ Observed AD/SB management (focus: AD/SB process ensures modifications/repairs
accomplished using approved data/in accordance with regulations).

2.7 Defect Recording and Control

MNT 2.7.1 The Operator shall have processes for the management of recurring defects, to include:
(i) Tracking chronic or repetitive unserviceable items;
(ii) Documenting troubleshooting history;
(iii) Implementing instructions for corrective action;
(iv) Ensuring rectification takes into account the methodology used in previous repair attempts.
Auditor Actions
□ Identified/Assessed the process(es) for tracking and correcting chronic or repetitive
unserviceable items.
□ Interviewed personnel that execute procedures that address chronic or repetitive unserviceable
items.
□ Examined corrective action records for selected chronic unserviceable items.
□ Traced the process for developing corrective action for chronic unserviceable item(s).
2.8 Extended Diversion Time Operations (EDTO)

MNT 2.8.1 If the Operator is approved for EDTO, the Operator shall ensure that all EDTO
maintenance requirements applicable to the respective operations and to the specific type(s) of
aircraft operated under EDTO are included in the MMM. All EDTO requirements, including supportive
program procedures, duties and responsibilities, shall be identified and be subject to revision. (GM)
Auditor Actions
□ Identified/Assessed regulatory approval for the conduct of EDTO/ETOPS.
□ Identified aircraft types approved for the conduct of EDTO/ETOPS.
□ Identified/Assessed EDTO/ETOPS maintenance program (focus: requirements for compliance
with applicable regulations/OEM specifications).
□ Examined selected EDTO aircraft maintenance records (focus: compliance with regulatory/OEM
requirements).
Guidance
In general, when operated in EDTO, aircraft with more than two engines do not have airworthiness
certification, maintenance procedures or maintenance program requirements that are in addition to
non-EDTO requirements.
MNT 2.8.2 If the Operator utilizes twin engine aircraft that are approved for EDTO, the Operator
shall ensure compliance with maintenance requirements as specified in Table 4.5. (GM)
Auditor Actions
□ Identified twin engine aircraft types approved for the conduct of EDTO/ETOPS.
□ Identified/Assessed maintenance program for twin engine aircraft approved for the conduct of
EDTO/ETOPS (focus: satisfaction of requirements specified in Table 4.5).
□ Examined selected EDTO aircraft maintenance records (focus: compliance with maintenance
program requirements).

Guidance
In complying with the requirements specified in Table 4.5, an operator would normally be expected to
develop, whenever applicable, the following:
• The list of EDTO Significant Systems/Sub-systems (i.e. the list including, for a given aircraft,
any system/sub-system whose failure or degradation could adversely affect the safety of an
EDTO flight or whose continued functioning is important to the safe flight and landing of an
aircraft during an EDTO diversion).
• The list of maintenance tasks with EDTO significance (i.e. the list of maintenance tasks
affecting any EDTO Significant System/Sub-system).
• The reliability program supplemented, as applicable, to take into account the EDTO
requirements and specific analysis.
• The Engine Condition Monitoring Program (ECMP) including the Oil Consumption Monitoring
Program.
• The APU in-flight Start Program.
• The EDTO aircraft Pre-Departure Service Check (PDSC).
• The list of EDTO Qualified Maintenance Personnel as well as the training program and
qualification procedures of such personnel.
• The procedure to integrate in the MMM all applicable Configuration, Maintenance and
Procedures (CMP) provisions issued by the manufacturer of the aeroplane.
2.9 Aircraft Recorders

MNT 2.9.1 The Operator shall have a Maintenance Program that provides for the periodic conduct
of operational checks, functional checks and evaluations of recordings from the Flight Data Recorder
(FDR) and Cockpit Voice Recorder (CVR) to ensure the continued serviceability of the recording
systems. Such program shall ensure checks and/or evaluations of the recording systems:
(i) Are conducted at least annually or at an extended interval approved by the Authority for
cases of demonstrated high integrity of recording system serviceability;
(ii) Include analysis of the recorded data validity, quality, and system calibration in accordance
with the manufacturer's requirements or as required by the Authority.
Auditor Actions
□ Identified/Assessed process(es) for checking/evaluating the serviceability of FDR and CVR
systems (focus: inspections/evaluations conducted annually unless there is an approved
extension; recorded data is analyzed and systems are calibrated as required).
□ Examined selected records of FDR and CVR serviceability checks/evaluations.
2.10 Electronic Navigation Data Management

MNT 2.10.1 If the Operator utilizes aircraft with electronic navigation capabilities, the Operator shall
have a procedure to ensure the timely insertion of current and unaltered electronic navigation data to
all applicable aircraft. (GM)
Auditor Actions
□ Identified/Assessed the procedure(s) for inserting/loading electronic data into aircraft navigation
systems.
□ Examined selected records of electronic navigation data insertion/loading.
□ Coordinated with FLT auditor (verify currency of aircraft navigation databases).

Guidance
The intent of this provision is to ensure a procedure for the insertion of databases for use in aircraft
navigation systems prior to the first flight on the effective date for the new database.
2.11 Reduced Vertical Separation Minima (RVSM)

MNT 2.11.1 If the Operator is authorized for RVSM operations, the Operator shall have procedures
that ensure aircraft used in such operations are maintained in a manner to continuously meet
airworthiness requirements necessary for the safe conduct of RVSM operations. Such procedures
shall be in accordance with requirements of the aircraft OEM.
Auditor Actions
□ Identified/Assessed the program for maintenance and repair of aircraft used in RVSM
operations.
□ Interviewed front line maintenance personnel.
□ Examined maintenance records for selected RVSM aircraft.
2.12 Reporting to the Authority

MNT 2.12.1 The Operator shall have a procedure to provide the Authority with aircraft in-service
information as prescribed by the Authority.
Auditor Actions
□ Identified/Assessed the procedure(s) for providing continuing airworthiness information to the
Authority.
□ Interviewed personnel that provide airworthiness information to the Authority.
□ Examined selected airworthiness reports to the Authority.
Guidance
Guidance may be found in ICAO Annex 8, Part II, 4.2.4.
MNT 2.12.2 The Operator shall have a procedure for reporting to the Authority and, if applicable,
the Type Certificate Holder (TCH), defects or un-airworthy conditions in accordance with
requirements contained in Table 4.4.
Auditor Actions
□ Identified the process(es) for reporting defects and un-airworthy conditions to the Authority and
(if applicable) Type Certificate Holder.
□ Interviewed personnel that execute procedures for reporting defects and un-airworthy
conditions..
□ Examined selected defects and un-airworthy condition reports to the Authority and (if applicable)
Type Certificate Holder.
MNT 2.12.7 The Operator shall have a procedure to transmit to the Type Certificate Holder
information on faults, malfunctions, defects and other occurrences that could affect the continuing
airworthiness of aircraft.

Auditor Actions
□ Identified/Assessed the procedure(s) for transmitting fault/malfunction information to the Type
Certificate Holder.
□ Examined selected fault/malfunction information reports to the Type Certificate Holder.
3 Technical Records
3.1 Aircraft Maintenance Records

MNT 3.1.1 The Operator shall have a program to ensure the following maintenance records are
maintained:
(i) Total time in service (hours, calendar time and cycles, as appropriate,) of the aircraft,
engines and all life-limited components;
(ii) Current status of compliance with all mandatory continuing airworthiness information;
(iii) Appropriate details of modifications and repairs;
(iv) Time in service (hours, calendar time and cycles, as appropriate,) since last overhaul of the
aircraft, engines or its components subject to a mandatory overhaul life;
(v) Current aircraft status of compliance with the Maintenance Program;
(vi) Detailed maintenance records to show that all requirements for signing of a maintenance
release have been met. (GM)
Auditor Actions
□ Identified/Assessed the maintenance records program.
□ Identified the requirements for maintenance records that must be retained.
□ Examined selected maintenance records (focus: specified records are retained/maintained).
□ Observed AD/SB management (focus: records system includes current status of AD/SB
compliance, individual aircraft compliance).
Guidance
Contracted maintenance organizations are normally required to maintain detailed records, to include
certification documents that support the issuance of a maintenance release. Such requirement is
typically specified in contractual arrangements, and implementation verified through oversight by the
operator.
MNT 3.1.2 The Operator shall have a procedure to ensure that records specified in MNT 3.1.1 are
retained as follows:
(i) Records in sub-paragraphs i) to v) are retained for a minimum period of 90 days after the
aircraft, engine and component, to which they refer, has been permanently withdrawn from
service;
(ii) Records in sub-paragraph vi) are retained for a minimum period of one year after the signing
of the maintenance release. (GM)
Auditor Actions
□ Identified/Assessed the requirements and procedure(s) for retaining maintenance records.
□ Examined selected maintenance records (to verify the period of time records are retained).

Guidance
Item i) is applicable to aircraft that an operator has permanently taken out of service for any reason
(e.g. scrapping).
MNT 3.1.3 The Operator shall have processes to ensure, when an aircraft becomes involved in an
accident or incident, the related flight recorder records and, to the extent possible, the associated
flight recorders are preserved and retained in safe custody pending disposition in accordance with
the appropriate investigation.
Auditor Actions
□ Identified the process(es) for custody of FDR/CVR and retention of associated records after an
aircraft accident.
□ Interviewed personnel that execute process(es) in the event of an aircraft accident.
MNT 3.1.4 The Operator shall have processes to ensure applicable aircraft maintenance records
for aircraft currently listed on the AOC:
(i) In the event of a temporary change of operator, are made available to the new operator;
(ii) In the event of a permanent change of operator, transferred to the new operator.
Auditor Actions
□ Identified/Assessed the process(es) for the provision of maintenance records to a new
operator.
□ Interviewed personnel that execute process(es) for providing maintenance records to a new
operator.
3.2 Aircraft Technical Log (ATL)

MNT 3.2.1 The Operator shall have a process to ensure all aircraft have an aircraft technical log
(ATL) or approved equivalent that comprises elements specified in Table 4.6.
Auditor Actions
□ Identified the process(es) for management of the ATL or approved equivalent.
□ Examined a minimum of one ATL (content in accordance with specifications in Table 4.6).
□ Coordinated with FLT auditor (verify ATL is maintained for aircraft operations).
MNT 3.2.2 The Operator shall have processes for the management of the ATL or approved
equivalent as specified in MNT 3.2.1 to ensure, with respect to the ATL or approved equivalent:
(i) Entries are current and cannot be erased or deleted;
(ii) Descriptions of errors or discrepancies that have been corrected remain readable and
identifiable;
(iii) Entries are retained to provide a continuous record of the last six months of operations.
Auditor Actions
□ Identified/Assessed the process(es) for management of the ATL or approved equivalent.
□ Examined a minimum of one ATL.
□ Examined selected ATL(s).

3.4 Airworthiness Directives

MNT 3.4.1 The Operator shall maintain records of Airworthiness Directives (ADs) and Service
Bulletins (SBs) or equivalents accomplished in accordance with the MMM.
Auditor Actions
□ Identified the process(es) for maintaining records of AD and SB accomplishment.
□ Examined selected records of ADs and SBs that have been accomplished.
□ Observed AD/SB management (focus: AD/SB process accomplished/recorded in accordance
with MMM).
4 Maintenance Organizations
4.1 Approval
MNT 4.1.1 The Operator shall have a process to ensure an aircraft is not operated unless it is
maintained and released to service by an Approved Maintenance Organization (AMO) that:
(i) Is acceptable to the Authority:
(ii) Has established procedures acceptable to the Authority to ensure maintenance practices
are in compliance with all relevant requirements;
(iii) Maintains the validity of its approval through compliance with the requirements for an
approved maintenance organization acceptable to the Authority. (GM)
Auditor Actions
□ Identified/Assessed the process(es) for the selection of AMOs.
□ Examined selected AMO selection records.
□ Observed maintenance outsourcing management (focus: requirement that aircraft maintenance
is performed only by an AMO)
Guidance
Refer to the IRM for the definition of Approved Maintenance Organization (AMO).
MNT 4.1.3 The Operator shall have a process to ensure each maintenance organization that
performs maintenance for the Operator has an approval document that contains, as a minimum:
(i) The name and location of the AMO;
(ii) The date of issue and period of validity of the approval;
(iii) The scope of the approval. (GM)

Auditor Actions
□ Identified/Assessed the requirement criteria for regulatory approval in the AMO selection
process.
□ Observed maintenance outsourcing management (focus: process for verifying mandatory
information on AMO approval documents)
Guidance
The specification in item iii) of this provision is satisfied by the operator ensuring that the AMO
approval document contains the type and level of work required by the operator.
A repair station or Approved Maintenance Organization certificate is usually delivered with ratings in
one or more of the following categories or their equivalents:
• Aircraft;
• Avionics;
• Engine;
• Propeller;
• Structure and Corrosion Protection Control Program;
• Component;
• Welding;
• NDT.
MNT 4.1.5 If the Operator has maintenance performed outside the State of the Operator by a
maintenance organization that does not hold an approval document issued by the Authority, the
Operator shall have a process to ensure such maintenance organization has been recognized by the
Authority. (GM)
Auditor Actions
□ Identified/Assessed the requirement criteria for regulatory approval in the AMO selection
process.
□ Observed maintenance outsourcing management (focus: process for verifying State recognition
of foreign AMOs (if applicable)
Guidance
It is possible for an operator to enter into an arrangement for primary maintenance with an
organization that is not an approved/accepted Maintenance Organization within the State of Registry
when the arrangement is in the interest of the operator by simplifying the management of its
maintenance. In such a situation, the maintenance organization is normally approved under the laws
of a State that has an agreement with the State of Registry of the operator, and the operator applies
its own control processes that ensure the existence of and compliance with the provisions MNT
sub-section 4.

4.2 Management
performs maintenance for the Operator has a manager who, if applicable, is acceptable to the
relevant Authority and has responsibility for the management and supervision of the maintenance
organization.
Auditor Actions
□ Identified the requirement criteria for management in the AMO selection process.
□ Observed maintenance outsourcing management (focus: process for verifying
responsibilities/regulatory acceptance of AMO managers)
performs maintenance for the Operator has appropriate post holders with responsibilities for ensuring
the maintenance organization is in compliance with the requirements for an approved maintenance
organization as accepted by the Authority. (GM)
Auditor Actions
□ Identified/Assessed the requirement criteria for the qualifications of personnel in the AMO
selection process.
□ Observed maintenance outsourcing management (focus: process for verifying
qualifications/regulatory acceptance of AMO post holder personnel)
Guidance
The person or persons appointed represent the maintenance management structure of the
organization and responsible for all functions specified in the maintenance organization. The
specified functions may be subdivided under individual managers within smaller maintenance
organizations, ensuring that responsibility for all functions is allocated.
Dependent upon the extent of approval, maintenance organizations typically have, as a minimum,
the following personnel: a base maintenance manager, a line maintenance manager, a workshop
manager and a quality manager, all of whom report to the accountable executive, if applicable. In
small maintenance organizations, subject to approval by the State of Registry/Authority, the
accountable executive may also carry responsibility for other managerial positions. Deputies are
normally appointed for all managerial positions, and procedures make clear who deputizes for any
particular manager in the case of lengthy absence of said manager(s). The length of absence to
justify deputizing is the period beyond which the organization or department cannot function properly
due to such absence.
The accountable executive is responsible for ensuring that all necessary resources are available to
accomplish maintenance to support the organization's maintenance organization approval.
Regardless of the size of the maintenance organization, managers appointed for the combination of
the identified functions would indirectly report to the accountable executive through the base
maintenance manager, line maintenance manager, workshop manager or quality manager, as
appropriate.
Certifying personnel may report to any of the managers specified, depending upon which type of
control the approved maintenance organization uses: licensed engineers, independent inspection or
dual function supervisors. The monitoring of quality compliance remains an independent function.

performs maintenance for the Operator has the necessary personnel to plan, perform, supervise,
inspect and release the maintenance work to be performed. (GM)
Auditor Actions
□ Identified/Assessed the requirement criteria for human resources in the AMO selection
process.
□ Observed maintenance outsourcing management (focus: process for verifying adequacy of
AMO maintenance human resources).
Guidance
The “necessary personnel” requirement addresses both the number and the (certificated)
qualification/competence of the personnel. Personnel are typically employed or contracted by an
AMO as acceptable to the Authority and in a proportion that ensures organizational stability. The
qualification/competence of the personnel and the number of personnel are normally commensurate
with the scope of approval of the AMO by the Authority. In some cases the process put in place by an
operator could require the AMO to support its “necessary personnel” status with an appropriately
detailed and updated maintenance man-hour plan.
4.3 Quality Assurance

performs maintenance for the Operator has an independent quality assurance program that:
(i) Meets the specifications contained in Table 4.7;
(ii) Monitors compliance with applicable regulations, requirements and the Maintenance
Procedures Manual (MPM) of the AMO;
(iii) Addresses the specific requirements of the Operator as specified in the maintenance
agreement;
(iv) Is under the sole control of the Quality Manager or the person assigned managerial
responsibility for the program. (GM)
Auditor Actions
□ Identified/Assessed the requirement criteria for a QA program in the AMO selection process.
□ Examined selected AMO oversight/monitoring reports.
□ Observed maintenance outsourcing management (focus: process for verifying AMO quality
assurance programs meet all applicable requirements).
Guidance
The primary objectives of the quality system are to enable the AMO to ensure it can deliver a safe
product and remain in compliance with all requirements.
An essential element of the quality system is the independent audit. The independent audit is an
objective process of routine sample checks of all aspects of the approved maintenance
organization's ability to carry out all maintenance to the required standards. This process typically
includes:
• Product sampling, as this is the end result of the maintenance process, which represents an
objective overview of the complete maintenance-related activities; product sampling is
intended to complement the requirement for certifying personnel to be satisfied that all

required maintenance has been properly carried out before the issue of the certificate of
release to service;
• A percentage of random audits carried out on a sample basis when maintenance is being
carried out; random audits include audits done during the night for those organizations that
work at night.
Another essential element of the quality system is the quality feedback system. The principal function
of the quality feedback system is to ensure all findings resulting from the independent quality audits
of the organization are properly investigated and corrected in a timely manner:
• Independent quality audit reports are sent to the relevant department(s) for rectification
action proposing target rectification dates;
• Rectification dates are discussed with such department(s) before the quality department or
nominated quality auditor confirms dates in the report;
• The relevant department(s) rectifies findings within agreed rectification dates and informs the
quality department or nominated quality auditor of the completion of such rectifications.
The accountable executive is kept informed of any safety issues and the extent of compliance with
authority requirements. The accountable executive also holds regular meetings with personnel to
check progress on rectification. In large organizations such meetings may be delegated on a day-to-
day basis to the quality manager, subject to the accountable executive meeting at least twice per
year with the senior personnel involved to review the overall performance and receiving at least a half
yearly summary report on findings of non-compliance.
All records pertaining to the independent quality audit and the quality feedback system are retained
for at least two evaluation cycles after the date of closure of the finding to which they refer, or for such
period as to support changes to the audit time periods, whichever is the longer.
Note: The quality feedback system may not be contracted to outside persons.
It is not intended that this QA Program be based on a system of end product inspection, but rather
upon periodic verifications of all aspects of the systems and practices used for the control of
maintenance to ensure compliance with regulations and with the operator's approved procedures.
The aim of the program is to provide an unbiased picture of the AMO's performance to verify that
activities comply with the MPM and confirm that the systems and procedures described in the MPM
remain effective and are achieving the AMO's requirements.
performs maintenance for the Operator has a process for periodic review of the quality assurance
program by the Quality Manager or the person assigned managerial responsibility for the program for
the purpose of ensuring compliance with current requirements of the Maintenance Program and the
MMM.
Auditor Actions
□ Identified/Assessed the requirement criteria for a QA program in the AMO selection and
oversight process(es).
□ Observed maintenance outsourcing management (focus: process for verifying AMO conducts
periodic internal review of quality assurance programs).
performs maintenance for the Operator has a process to immediately report to the Operator any
defects, un-airworthy conditions, failures or malfunctions specified in MNT 2.12.2.

Auditor Actions
□ Identified/Assessed the requirement criteria for a defect reporting in the AMO selection
process.
□ Observed maintenance outsourcing management (focus: process to verify AMO provides
mandatory reporting of defects/conditions/failures/malfunctions).
4.4 Personnel
performs maintenance for the Operator utilizes maintenance personnel
(i) That are appropriately licensed and/or authorized to sign the maintenance release;
(ii) Whose competence has been established in accordance with a procedure and to a level
acceptable to the authority granting approval for the maintenance organization. (GM)
Auditor Actions
□ Identified/Assessed the requirement criteria for qualifications of personnel in the AMO selection
process.
□ Observed maintenance outsourcing management (focus: process for verifying AMO personnel
are licensed/authorized to sign maintenance release).
□ Observed aircraft part/component installation/replacement (focus: personnel signing
maintenance release are appropriately licensed/authorized).
Guidance
Licensing typically ensures maintenance personnel have met the basic requirements of an applicable
authority in terms of age, knowledge, experience and, if required, medical fitness and skill, and have
demonstrated the required knowledge and skill in a manner specified by the authority.
Planners, mechanics, specialized services personnel, supervisors and certifying personnel are
typically assessed for competence by an on-the-job evaluation and/or examination relevant to their
particular job or role within the organization before unsupervised work is permitted.
To assist in the assessment of competence, job descriptions are recommended for each job role in
the organization. Basically, the assessment establishes that:
• Planners are able to interpret maintenance requirements into maintenance tasks and have
an appreciation that they have no authority to deviate from the maintenance data;
• Mechanics are able to carry out maintenance tasks to any standard specified in the
maintenance data and notify supervisors of mistakes requiring rectification to meet required
maintenance standards;
• Specialized services personnel are able to carry out specialized maintenance tasks to the
standard specified in the maintenance data and will both inform and await instructions from
their supervisor in any case where it is impossible to complete the specialized maintenance
in accordance with the maintenance data;
• Supervisors are able to ensure that all required maintenance tasks are carried out and where
not completed or where it is evident that a particular maintenance task cannot be carried out
in accordance with the maintenance data, it is be reported to the responsible person for
appropriate action. In addition, for those supervisors who also carry out maintenance tasks,

that they understand such tasks are not to be undertaken when incompatible with their
management responsibilities;
• Certifying personnel are able to determine when the aircraft is or is not ready to be released
to service.
Knowledge of organizational procedures relevant to each individual's particular role in the
organization is important, particularly in the case of planners, specialized services personnel,
supervisors and certifying personnel.
performs maintenance for the Operator has a means for providing a positive identification of
maintenance personnel that are approved to perform and certify maintenance.
Auditor Actions
□ Identified/Assessed requirement for identification of personnel approved to perform/certify
maintenance in the AMO selection process.
□ Examined AMO selection records (focus: process for identifying personnel approved to
perform/certify maintenance).
□ Examined selected AMO oversight/monitoring reports (focus: identification of personnel
approved to perform/certify maintenance).
□ Observed maintenance outsourcing management (focus: process for verifying AMO has positive
identification of maintenance personnel that are approved to perform/certify maintenance).
□ Observed aircraft part/component installation/replacement (focus: personnel are approved to
perform/certify maintenance).
Guidance
A database, signature roster or other equivalent mechanisms are typically used to identify such
personnel.
4.5 Training Program

performs maintenance for the Operator has a training program that assures all maintenance
personnel receive initial and recurrent training that is appropriate to individually assigned tasks and
responsibilities, and provides maintenance personnel with:
(i) The knowledge of regulations, standards and procedures in accordance with requirements
in the MMM.
(ii) The knowledge and skills related to human performance, including coordination with, as
applicable, other maintenance personnel and/or flight crew.
Auditor Actions
□ Identified/Assessed the requirement criteria for an overall training program in the AMO
selection process.
□ Observed maintenance outsourcing management (focus: process for verifying AMO has
initial/recurrent training programs for maintenance personnel).

Guidance
Refer to the IRM for the definition of Human Performance.
Item ii) refers to the knowledge and skills related to human performance in all maintenance activities
covered under an operator's maintenance program, including those activities performed by an
external AMO. This does not apply if the maintenance provider is under direct coordination with the
operator's MCC.
performs maintenance for the Operator has a training program that provides for continuation training
on an interval not to exceed 36 months, which may be reduced to a lesser interval based on findings
generated by the QA Program. (GM)
Auditor Actions
□ Identified/Assessed the requirement criteria for continuation training of personnel in the AMO
selection process.
program for continuation training at maximum 36 month interval).
Guidance
Continuation training is a two-way process to ensure that relevant maintenance personnel remain
current in terms of procedures, human factors and technical knowledge, and that the approved
maintenance organization receives feedback on the adequacy of its procedures and maintenance
instructions. Due to the interactive nature of this training, consideration would be given to the
possibility that such training has the involvement of the quality department to ensure feedback is
actioned. Alternatively, there is a procedure to ensure that feedback is formally passed from the
training department to the quality department to initiate action.
Continuation training would cover changes in relevant State of Registry/Authority requirements,
changes in organization procedures and the modification standard of the products being maintained
plus human factor issues identified from any internal or external analysis of incidents. It would also
address instances where personnel failed to follow procedures and the reasons why particular
procedures are not always followed. In many cases, the continuation training reinforces the need to
follow procedures and ensure that incomplete or incorrect procedures are identified so they can be
corrected. This does not preclude the possible need to carry out a quality audit of such procedures.
The program for continuation training lists all relevant maintenance personnel and when training will
take place, the elements of such training and an indication it was carried out reasonably on time as
planned. Such information is subsequently transferred to the certifying personnel record.
The referenced procedure is specified in the MPM.
Continuation training requirements are intended to apply to personnel performing and certifying
maintenance, as well as to planners, inspectors of incoming goods and other maintenance personnel
that have safety-critical responsibilities.
Refer to the Guidance associated with MNT 1.3.2 for information that explains and addresses human
factors principles.
performs maintenance for the Operator has a training and qualification program for auditors used in
the QA Program.

Auditor Actions
□ Identified/Assessed the requirement criteria for the training of QA auditors in the AMO selection
process.
training/qualification program for quality assurance auditors).
performs maintenance for the Operator has a training program that provides for initial and
continuation training for receiving inspectors.
Auditor Actions
□ Identified/Assessed the requirement criteria for the training of receiving inspectors in the AMO
selection process.
initial/recurrent training program for receiving inspectors).
MNT 4.5.7 If the Operator utilizes a maintenance organization that has maintenance personnel taxi
the Operator's aircraft on the movement area of an airport, the Operator shall have a process to
ensure such maintenance personnel are authorized, competent and qualified to conduct aircraft taxi
operations.
Auditor Actions
□ Identified/Assessed the requirement criteria for the qualifications of personnel that taxi aircraft
in the AMO selection process.
□ Observed maintenance outsourcing management (if applicable) (focus: process for verifying
training/qualification of AMO personnel authorized to taxi aircraft).
4.6 Facilities and Physical Resources

performs maintenance for the Operator has the basic facilities and work environment, appropriate for
the maintenance tasks to be performed for the Operator, to include:
(i) A place of business, with a fixed address;
(ii) Communications equipment/software, such as telephones, facsimile machines, email and
others;
(iii) Any devices used to establish when a particular aircraft requires maintenance. This may
include planning bulletin boards, card files or a computer system;
(iv) A secure, dry storage area to retain aircraft technical records. (GM) ◄

Auditor Actions
□ Observed/Assessed facilities/equipment/storage/work environment.
□ Observed maintenance outsourcing management (focus: process for verifying adequate AMO
facilities/work environment to perform maintenance).
Guidance
For base maintenance of aircraft, aircraft hangars or equivalent facilities are available, large enough
to accommodate aircraft on planned base maintenance. If the maintenance organization does not
own the hangar, it may be necessary to establish proof of tenancy. In addition, sufficient hangar
space to carry out planned base maintenance will need to be demonstrated by the preparation of a
projected aircraft hangar visit plan, relative to the maintenance program. The aircraft hangar visit plan
is updated on a regular basis. For aircraft component maintenance, aircraft component workshops
are large enough to accommodate the components on planned maintenance.
Aircraft hangar and aircraft component workshop structures would need to be to a standard that
prevents the ingress of rain, hail, ice, snow, wind and dust, and aircraft hangar and aircraft
component workshop floors are sealed to minimize dust generation. Basically, the aircraft hangar
and aircraft component workshop provides protection from the normal prevailing local weather
elements that are expected throughout any 12-month period.
For line maintenance of aircraft, hangars are not essential but access to hangar accommodation is
necessary during inclement weather for minor scheduled work and lengthy defect rectification.
Office accommodation allows incumbents, whether they are management, planning, technical
records, quality or certifying personnel, to carry out their designated tasks in a manner that
contributes to good aircraft maintenance standards. In addition, aircraft maintenance personnel are
provided with an area where they may study maintenance instructions and complete maintenance
records in a proper manner.
Note: It is acceptable to combine any or all of the above requirements into one office subject to the
personnel having sufficient room to carry out assigned tasks.
Hangars used to house aircraft together with office accommodation would be such that the working
environment permits personnel to carry out work tasks in an effective manner.
Temperatures are such that personnel can carry out required tasks without undue discomfort.
Dust and any other airborne contamination are kept to a minimum and not be permitted to reach a
level in the work task area where visible aircraft/component surface contamination is evident.
An adequate level of lighting ensures each inspection and maintenance task can be carried out.
Noise levels are not permitted to rise to the point of distracting personnel from carrying out inspection
tasks. Where it is impractical to control the noise source, such personnel would be provided with the
necessary personal equipment to stop excessive noise causing distraction during inspection tasks.
Where a particular maintenance task requires the application of specific environmental conditions
different to the foregoing, then such conditions would be observed. Such specific conditions are
identified in the approved maintenance instructions.
The working environment for line maintenance is such that the particular maintenance or inspection
task can be carried out without undue distraction. If the working environment deteriorates to an
unacceptable level due to temperature, moisture, hail, ice, snow, wind, light, dust or other airborne
contamination, then the particular maintenance or inspection tasks is suspended until satisfactory
conditions are re-established.
For both base and line maintenance where dust or other airborne contamination results in visible
surface contamination, all susceptible systems are sealed until acceptable conditions are re-
established.

performs maintenance for the Operator has the necessary technical data, equipment, tools and
material to perform the work for which the maintenance organization has been approved, to include:
(i) Equipment and tools necessary to comply with the work specified in the agreement between
the Operator and the maintenance organization;
(ii) Sufficient supplies and spare parts to ensure timely rectification of defects with regard to the
Minimum Equipment List (MEL) provisions as specified in the agreement between the
Operator and the maintenance organization. (GM)
Auditor Actions
□ Identified/Assessed the requirement criteria for technical data, equipment, tools and material in
the AMO selection process.
data/equipment/supplies/parts to perform maintenance).
□ Observed aircraft part/component installation/replacement (focus: availability/use of necessary
technical data/equipment/tools/material for maintenance activity being performed).
□ Observed aircraft parts/components management/handling (focus: availability/use of necessary
technical data/equipment/tools/material for management/handling of aircraft parts/components).
Guidance
Tools and equipment, as specified in the Approved Data, can be made available when needed. Tools
and equipment, which require to be controlled in terms of servicing or calibration to measure
specified dimensions and torque figures, are to be clearly identified and listed in a control register,
including any personal tools and equipment that the organization agrees can be used. Where the
manufacturer specifies a particular tool or equipment, then that tool or equipment is used, unless the
AMO has an approved procedure to determine the equivalency of alternative tooling/equipment and
the procedure documented in the MPM.
The availability of equipment and tools indicates permanent availability except in the case of any tool
or equipment that is so rarely needed that its permanent availability is not necessary.
A maintenance organization approved for base maintenance has sufficient aircraft access equipment
and inspection platforms/docking such that the aircraft may be properly inspected.
The supplies necessary to perform maintenance work refer to readily available raw material and
aircraft components, in accordance with the manufacturer's recommendations, unless the
organization has an established spares provisioning procedure.
performs maintenance for the Operator has facilities suitable for the storage of parts, equipment,
tools and material under conditions that provide security and prevent deterioration of and damage to
stored items. Such processes shall ensure:
(i) Clean work areas, including management offices;
(ii) Parts and material properly identified and stored;
(iii) Oxygen and other high-pressure bottles properly identified and stored;
(iv) Flammable, toxic or volatile materials properly identified and stored;
(v) Equipment identified and protected. (GM)
Auditor Actions
□ Identified/Assessed the requirement criteria for facilities in the AMO selection process.


storage facilities for parts/tools/equipment/material).
□ Observed aircraft parts/components management/handling (focus: adequate storage facilities
for aircraft parts/components).
Guidance
Storage facilities for serviceable aircraft components are clean, well-ventilated and maintained at an
even dry temperature to minimize the effects of condensation. Storage recommendations from the
manufacturers for aircraft components are to be followed.
Storage racks are strong enough to hold aircraft components and provide sufficient support for large
aircraft components such that the component is not distorted during storage.
All aircraft components, wherever practicable, remain packaged in protective material to minimize
damage and corrosion during storage.
performs maintenance for the Operator has a shelf-life program for applicable stored items, which
includes a requirement for the shelf-life limit to be controlled and displayed.
Auditor Actions
□ Identified/Assessed the requirement criteria for a shelf life program in the AMO selection
process.
□ Observed maintenance outsourcing management (focus: process for verifying acceptable AMO
shelf-life program for applicable stored items).
□ Observed aircraft parts/components management/handling (focus: shelf-life program for
applicable stored aircraft parts/components).
performs maintenance for the Operator has a receiving inspection program that:
(i) Assures incoming material has the required certification documentation and traceability;
(ii) Includes a process for verification of incoming part tags to ensure information on the tag
(e.g. part name, part number, serial number, modification and/or any other applicable
reference information) matches the corresponding information on the part.
Auditor Actions
□ Identified/Assessed the receiving inspection process
□ Examined selected records of incoming material (focus: certification documentation and
traceability).
□ Examined selected records of verification of incoming part tags.
receiving inspection program).
□ Observed aircraft parts/components management/handling (focus: program for ensuring
receiving inspection of incoming aircraft parts/components).

4.7 Material Handling

performs maintenance for the Operator has a secure quarantine area for rejected parts and materials
awaiting disposition.
Auditor Actions
□ Identified/Assessed the requirement criteria for a secure parts/materials quarantine area in the
AMO selection process.
parts/materials quarantine area).
□ Observed aircraft parts/components management/handling (focus: secure quarantine area(s)
adequate for rejected aircraft parts/components).
performs maintenance for the Operator has a process for segregating aircraft serviceable parts,
aircraft non-serviceable parts, and non-aircraft parts.
Auditor Actions
□ Identified/Assessed the requirement criteria for a parts segregation process in the AMO
selection process.
□ Observed segregated parts.
process for segregating parts).
□ Observed aircraft parts/components management/handling (focus: process for segregating
serviceable/non-serviceable/non-aircraft parts/components).
performs maintenance on electrostatic sensitive devices (ESD) for the Operator has an ESD
Program. Such ESD program shall comply with applicable manufacturer instructions and the
specifications contained in Table 4.8. (GM)
Auditor Actions
□ Identified the requirement criteria for an ESD program in the AMO selection process.
ESD program).
□ Observed aircraft parts/components management/handling (focus: ESD program in accordance
with Table 4.8).

Guidance
Consideration is typically given to the scope of work of the maintenance organization in determining
the applicability of ESD requirements.
performs maintenance for the Operator has a method of storage that assures sensitive parts and
equipment, such as, but not limited to, oxygen system components (oxygen generators and bottles),
O-rings and electrostatic sensitive devices are properly packaged, identified and stored to protect
them from damage and contamination. (GM)
Auditor Actions
□ Identified/Assessed the requirement criteria for the storage of sensitive parts in the AMO
selection process.
methods for storage of sensitive parts/equipment).
□ Observed aircraft parts/components management/handling (focus: methods for ensuring proper
identification/storage of sensitive aircraft parts/components).
Guidance
The intent of this provision is to ensure maintenance organizations comply with storage
recommendations from the manufacturers, with particular emphasis on recommendations with
respect to temperature and humidity.
Consideration is to be given to the scope of work of the AMO in determining applicability of specific
handling and/or storage requirements.
performs maintenance for the Operator has a process that assures aircraft components and parts are
shipped in suitable containers that provide protection from damage and, when specified by the OEM,
ATA-300 or equivalent containers shall be used.
Auditor Actions
□ Identified the requirement criteria for the shipping of aircraft components and parts in the AMO
selection process.
methods/containers for shipping aircraft components/parts).
□ Observed aircraft parts/components management/handling (focus: process for ensuring aircraft
parts/components are shipped in suitable containers).

4.9 Procedures Manual

performs maintenance for the Operator provides for the use and guidance of relevant maintenance
personnel a Maintenance Procedures Manual (MPM), which may be issued in separate parts, that
contains information, as specified in Table 4.9. (GM)
Auditor Actions
□ Identified/Assessed the requirement criteria for an MPM in the AMO selection process.
□ Examined MPM (if available).
MPM in accordance with Table 4.9).
Guidance
The MPM is a document that defines how an Approved Maintenance Organization accomplishes and
controls its aircraft maintenance activities.
The MPM provides all personnel of the AMO with the necessary information to enable them to
accomplish their duties and allows the Authority to understand and approve how the AMO complies
with the applicable Airworthiness Requirements.
The MPM can comprise one manual or a suite of manuals. The MPM may have specific sections
extracted to form a customized manual for distribution to maintenance contractors, line stations and
others as applicable.
The purpose of the MPM is to set forth the procedures, means and methods for the AMO to
accomplish maintenance. Compliance with its contents assures fulfillment of the AMO's
responsibilities.
The management section in the MPM may be produced as a stand-alone document and made
available to the key personnel who need to be familiar with its contents. The list of AMO Certifying
Personnel may be produced as a separate document.
Responsibilities and procedures for revisions to the management part of the MPM and any
associated manuals are to be specified.
The Quality Manager of the AMO is responsible for monitoring revisions of the MPM, unless
otherwise agreed by the Authority.
Unless the Authority has agreed via a procedure stated in the amendment section of the MPM that
certain defined classes of amendments may be incorporated without prior Authority approval, this
process would typically include monitoring revisions to the associated procedures manuals.
The MPM also normally contains the following information:
• A brief description of the organization that includes:
– The approximate size of the organization;
– The geographic location of the office facilities and/or the base of operations, when
not co-located;
– Where necessary to ensure comprehension, a chart depicting the distribution of the
functions.
• A statement signed by the maintenance organization confirming the MPM and any
incorporated documents identified therein reflect the Organization's means of compliance
with the Authority requirements;

• A description of the maintenance procedures and the procedures for completing and signing
a maintenance release when maintenance is based on a system other than that of an
approved maintenance organization;
• A description of the procedures for monitoring, assessing and reporting maintenance and
operational experience;
• A description of procedures for assessing continuing airworthiness information and
implementing any resulting actions;
• A description of the procedures for implementing action resulting from mandatory continuing
airworthiness information;
• A description of procedures for ensuring that unserviceable items affecting airworthiness are
recorded and rectified;
• A description of the procedures for advising the State of Registry/Authority/operator of
significant in-service occurrences;
• A table of contents;
• A description of the MPM amendment control procedure;
• A means of identifying each page of the MPM. This can be in the form of a list of effective
pages, with each page numbered and either dated or marked with a revision number;
• A description of the system used to distribute the MPM, including a distribution list; for non-
scheduled work, temporary copies of the relevant portions of the MPM or any incorporated
reference;
• Where the organization uses standards for the performance of elementary work or servicing
different from those recommended by the manufacturer, the identification of those standards;
• Procedures to ensure regulatory information and technical data appropriate to the work
performed are used in respect of elementary work and servicing;
• Details of the methods used to record the maintenance, elementary work or servicing
performed, including the method of recording of defects in the technical record required by
these standards;
• A detailed description of the procedures used to ensure that any maintenance tasks required
by the maintenance schedule, airworthiness directives or any task required for the
rectification of a defect are completed within the required time constraints;
• A description of the evaluation program required by these standards;
• A description of the defect rectification and control procedures, including details of:
– The methods used to detect and report recurring defects;
– The procedures for scheduling the rectification of defects whose repair has been
deferred.
• The procedures used to report service difficulties in accordance with these standards;
• A description of the technical dispatch procedures, including procedures for ferry-flight
authorizations, EDTO (equivalent terms: ETOPS, EROPS, LROPS), all-weather operation or
any other special operation;
• Procedures to ensure that only parts and materials that meet the requirements of the State of
Registry/Authority/operator are used in the performance of elementary work or servicing,
including details of any spare part pool arrangements that have been entered into;
• A description of the methods used to ensure that the personnel authorized to perform
elementary work or servicing are trained as required by the Authority and qualified in
accordance with these requirements, as applicable;
• A description of personnel records to be retained;
• Details of the procedures applicable to maintenance arrangements and a list of all such
arrangements, including the procedure used to communicate to an approved maintenance
organization the maintenance requirements for planned and unforeseen maintenance
activities, as well as those mandated by airworthiness directives;

• Procedure for revising and maintaining the MPM up to date and current;
• Approval of the Authority through approval of the list of effective pages or, in the case of
manuals containing a small number of pages, approval can be identified on each page;
• Procedures used for the storage and control of petroleum, oil and other lubricants, as
required by national regulations.
performs maintenance for the Operator has a process to amend the MPM as necessary to keep the
information contained therein up to date.
Auditor Actions
□ Identified/Assessed the requirement criteria for an MPM amendment process in the AMO
selection process.
□ Examined MPM for currency (if available).
MPM amendment process).
performs maintenance for the Operator has a process to furnish copies of all amendments to the
MPM promptly to all organizations or persons to whom the manual has been issued.
Auditor Actions
□ Identified/Assessed the requirement criteria for an MPM distribution process in the AMO
selection process.
MPM distribution/dissemination processes).
4.10 Maintenance Release

performs maintenance for the Operator produces a completed and signed maintenance release that
certifies all maintenance work performed has been completed satisfactorily and in accordance with
the approved data and procedures described in the MPM of the maintenance organization. Such
maintenance release shall include:
(i) Basic details of the maintenance performed;
(ii) A reference of the approved data used and, if required, the revision status;
(iii) Maintenance tasks that were not accomplished;
(iv) The date maintenance was completed;
(v) When applicable, identity of the approved maintenance organization;
(vi) Identity of the person(s) that sign the release. (GM)

Auditor Actions
□ Identified the requirement criteria for the production of the maintenance release in the AMO
selection process.
□ Observed maintenance outsourcing management (focus: process for verifying AMO production
of completed/signed maintenance release that certifies maintenance performed in accordance
with MPM).
□ Observed aircraft part/component installation/replacement (focus: production of complete
maintenance release for specific maintenance activity being performed).
Guidance
Refer to the IRM for the definition of Maintenance Organization Exposition.
An operator has the option of defining when the revision status of approved data (that was used
during the performance of maintenance) must be included in the maintenance release. The process
that defines such requirement is typically documented in the operator's MMM.
A requirement for the documented revision status to be part of the maintenance release might
depend on the particular approved data that is referenced. For example, if the Aircraft Maintenance
Manual that was used for maintenance is distributed online, there would be an online record of the
revision that was available at the time of maintenance, which might obviate the need for that
information to be documented in the maintenance release. Conversely, the revision status of certain
engineering documents and/or drawings might not be found online or be otherwise available, in
which case the operator could opt to require the revision status to be included in the maintenance
release for the purpose of ensuring traceability.
Aircraft CRS
A Certificate of Release to Service (CRS) is required before flight:
• At the completion of any maintenance package specified by the aircraft operator;
• At the completion of any defect rectification, while the aircraft operates flight services
between scheduled maintenance.
The maintenance package may include any one or a combination of the following elements: a check
or inspection from the operator's aircraft maintenance program, Airworthiness Directives, overhauls,
repairs, modifications, aircraft component replacements and defect rectification.
New defects or incomplete maintenance work orders identified during maintenance are brought to
the attention of the operator for the specific purpose of obtaining agreement to rectify such defects or
complete the missing elements of the maintenance work order. In the case where the aircraft
operator declines to have such maintenance carried out and provided this missing element/defect
does not affect the airworthiness of the aircraft, this fact is entered in the aircraft CRS before issue of
such certificate.
Component CRS
A CRS is necessary at the completion of any maintenance on an aircraft component while off the
aircraft.
The authorized release certificate/airworthiness approval tag constitutes the aircraft component
certificate of release to service when one AMO maintains an aircraft component for another AMO.
When an AMO maintains an aircraft component for use by the organization, an authorized release
certificate/airworthiness approval tag may or may not be necessary, depending upon the
organization's internal release procedures defined in the maintenance organization exposition and
approved by the Authority.

4.11 Tooling and Calibration

MNT 4.11.1 The Operator shall have a process to ensure each maintenance organization
that performs maintenance for the Operator has procedures to control and document the
calibration and records of all tools, including personnel-owned tools, and preventing out-of-service
and due-for-calibration tools and equipment from being used, in accordance with specifications in
Table 4.10. (GM)
Auditor Actions
□ Identified/Assessed the requirement criteria for the tool calibration in the AMO selection
process.
tool calibration program).
□ Observed aircraft part/component installation/replacement (focus: proper calibration of tools
used in maintenance activity being performed).
Guidance
The control of these tools and equipment requires that the organization has a procedure to
inspect/service and, where appropriate, calibrate such items on a regular basis and indicate to users
that the item is within any inspection or service or calibration time limit. A clear system of labeling of
all tooling, equipment and test equipment is therefore necessary, providing information on:
• When the next inspection or service or calibration is due;
• Whether the item is serviceable or unserviceable and the reason for its unserviceability.
A register is maintained for all precision tooling and equipment together with a record of calibrations
and standards used.
Inspection, service or calibration of tools and equipment on a regular basis is in accordance with the
equipment manufacturer's instructions except where the maintenance organization can justify by
means of results that a different time period is appropriate in a particular case.
The procedural approach complies with the applicable standards authority (e.g. US Bureau of
Standards or a country's approved standards certificate from the testing facility).

Table 4.1–Maintenance Program Specifications

The Operator's Maintenance Program shall contain the following information for each aircraft:
(i) Maintenance tasks and the intervals at which these tasks are to be performed, taking into account
the anticipated utilization of the aircraft;
(ii) A system that identifies mandatory maintenance tasks, and their corresponding intervals, for tasks
that have been specified as mandatory in the approval of the type design, (i.e. Certification
Maintenance Requirements or CMRs);
(iii) When applicable, a continuing structural integrity program;
(iv) Procedures for changing or deviating from (i), (ii) and (iii) above;
(v) The reliability program and descriptions of any required health monitoring for aircraft, engines,
propellers and associated parts where the maintenance program was derived using the
Maintenance Review Board process;
(vi) The procedure for periodic review of the Maintenance Program to ensure it considers current Type
Certificate Holder's recommendations, revisions to the Maintenance Review Board Report,
mandatory requirements and other applicable requirements from the Authority.

Table 4.2–Maintenance Management and Control Functions

The Operator shall provide for facilities, workspace, equipment, personnel and supporting services, as well
as work environment, as necessary to ensure the implementation of the following maintenance
management and control functions:
(i) The initial development of the maintenance schedule;
(ii) Scheduling maintenance, elementary work and servicing to be performed within the time
constraints specified in the approved maintenance schedule;
(iii) Scheduling the accomplishment of Airworthiness Directives (ADs);
(iv) Operation of an evaluation program to ensure that all required procedures and, in particular the
maintenance schedule, continue to be effective and in compliance with the applicable regulations;
(v) The proper dispatch of aircraft, with regard to:
(a) Control of defects;
(b) Availability of spare parts;
(c) Conformity with the type design;
(d) Requirements of other applicable operating rules.
(vi) Liaison with approved maintenance organizations for the performance of maintenance;
(vii) The development and update of the Maintenance Management Manual.

Table 4.3–Maintenance Management Manual Content Specifications

The MMM shall contain the following maintenance policies, procedures and information:
(i) A description of the administrative arrangements between the operator and the approved
maintenance organization;
(ii) Names and duties of the person or persons whose responsibilities are to ensure that maintenance
is carried out in accordance with the MMM;
(iii) A description of aircraft types and models to which the manual applies;
(iv) A description of the maintenance procedures and the procedures for completing and signing a
maintenance release when maintenance is based on a system other than that of an approved
maintenance organization;
(v) A reference to the approved maintenance program;
(vi) A description of the methods used for the completion and retention of maintenance records, and
including procedures for retaining back-up records;
(vii) A description of the procedures for monitoring, assessing and reporting maintenance and
operational experience;
(viii) A description of the procedures for complying with the service information reporting requirements;
(ix) A description of procedures for assessing continuing airworthiness information and implementing
any resulting actions;
(x) A description of the procedures for implementing action resulting from mandatory continuing
airworthiness information;
(xi) A description of establishing and maintaining a system of analysis and continued monitoring of the
performance and efficiency of the maintenance program, in order to improve and correct any
deficiency in that program;
(xii) A description of procedures for ensuring that unserviceable items affecting airworthiness are
recorded and rectified;
(xiii) A description of the procedures for advising the Authority of significant in-service occurrences;
(xiv) The scope, structure and functionality of the management system for maintenance operations, to
include a description of departments, positions, authorities, duties, responsibilities and the
interrelation of functions and activities within the system;
(xv) A process to ensure all amendments to the MMM are approved by the Authority and/or Operator,
as applicable;
(xvi) A description of the duties, responsibilities and reporting relationships within the Quality Assurance
Program, or a reference to a separate quality assurance manual, if such description is found in that
manual.

Table 4.4–Defect Reporting Specifications

The Operator shall have a procedure for reporting, to the Authority and, if applicable to the OEM, the
following defects or un-airworthy conditions:
(i) General
(a) Any failure, malfunction or defect where the safety of operation was or could have been
endangered or which could have led to an unsafe condition.
(ii) Aircraft Structure
(a) Any failure of aircraft primary structure or a principal structural element;
(b) Cracks, permanent deformation or corrosion or defect or damage of aircraft primary
structure or principal structural element that a repair scheme is not already provided in the
manufacturer's repair manual, or that occur after repair;
(c) Any part of the aircraft that would endanger the aircraft or any person by becoming
detached in flight or during operations on the ground;
(d) Major defect or damage to aircraft structure;
(e) Defects or damage to aircraft structures, if more than allowed tolerances.
(iii) Powerplant
(a) Uncommanded loss of thrust/power, shutdown or failure of any engine;
(b) Uncontained failure of engine compressor, turbines;
(c) Inability to feather or un-feather a propeller.
(iv) Aircraft Systems or Equipment
(a) Fire or explosion;
(b) Smoke, toxic or noxious fumes in the aircraft;
(c) Fuel leakage that results in substantial loss, or is a fire hazard;
(d) Fuel system malfunction that has significant effect on fuel supply and/or distribution;
(e) Fire warnings, except those immediately confirmed as false;
(f) Unwanted landing gear or gear doors extension/retraction;
(g) Significant loss of braking action.
(v) If applicable, additional requirements of the Authority.

Table 4.5–EDTO Maintenance Requirements for Twin Turbine Engine Aircraft

The Operator shall ensure the following for twin turbine engine aircraft that are utilized for EDTO (equivalent
terms: ETOPS, EROPS, LROPS):
(i) The titles and numbers of all airworthiness modifications, additions and changes that were made to
qualify aircraft systems for EDTO are provided to the Authority;
(ii) Any changes to maintenance and training procedures, practices or limitations established in the
qualification for EDTO are approved by the Authority before being adopted;
(iii) A reliability monitoring and reporting program is developed and implemented prior to approval and
continued after approval (i.e. new aircraft type);
(iv) Prompt implementation of required modifications and inspections that could affect propulsion
system reliability;
(v) Procedures to prevent an aircraft from being dispatched for EDTO after an engine shutdown or
EDTO-significant system failure on a previous flight until the cause of such failure has been
positively identified and the necessary corrective action completed. Confirmation that such
corrective action has been effective may, in some cases, require the successful completion of a
subsequent flight prior to dispatch on an extended range operation;
(vi) A procedure to ensure the airborne equipment will continue to be maintained at the level of
performance and reliability required for EDTO;
(vii) A process for monitoring in-flight shutdowns;
(viii) A process to report uncommanded thrust changes or inability to control the engine and set a
desired thrust level;
(ix) A procedure to minimize scheduled or unscheduled maintenance during the same maintenance
visit on more than one parallel or similar EDTO-significant system. Minimization can be
accomplished by staggering maintenance tasks, performing and/or supervising maintenance by a
different technician, or verifying maintenance correction actions prior to the aircraft entering an
EDTO threshold.

Table 4.6–Aircraft Technical Log (ATL) Specifications

The Operator shall have a process to ensure all aircraft have an aircraft technical log (ATL) or approved
equivalent that comprises the following elements:
(i) Aircraft nationality and registration;
(ii) Date;
(iii) Place of departure;
(iv) Place of arrival;
(v) Time of departure;
(vi) Time of arrival;
(vii) Hours of flight;
(viii) Incidents, observations, as applicable;
(ix) Details of defects and rectifications/actions taken;
(x) Signature or identity of the person recording the defect;
(xi) Signature and identity of the person signing the release following maintenance. **
** A signature shall be: (1) traceable to the individual making the entry and (2) either handwritten or
part of an electronic signature system.

Table 4.7–Quality Assurance Program Specifications and Control Processes

The Operator shall ensure each maintenance organization that performs maintenance for the Operator has
an independent Quality Assurance Program that includes the following elements:
(i) An internal audit/evaluation program;
(ii) An established audit schedule that ensures all applicable regulations, requirements and technical
activities described within the MPM of the AMO are checked on established intervals, as described
in the MPM;
(iii) A record of audit findings and corrective and/or preventive actions;
(iv) Follow-up procedures to ensure necessary corrective/preventive actions (both immediate and long-
term) implemented by the Maintenance Organization are effective;
(v) A record-keeping system to ensure details of evaluation findings, corrective actions, preventive
actions and follow-up are recorded, and that the records are retained for two complete evaluation
cycles.

Table 4.8–ESD Program Specifications

The Operator shall ensure each maintenance organization that performs maintenance on electrostatic
sensitive devices (ESD) for the Operator has an ESD Program that addresses the following:
(i) Appropriate warning and caution signs, as well as decals, are placed in areas where ESDs are
handled;
(ii) Devices contained in ESD-approved packaging are sealed and properly labeled;
(iii) Devices not contained in ESD-approved sealed packaging are handled by personnel using, as
applicable, approved earthing (i.e. grounding) straps and/or conductive desk mats, and:
(a) For maintenance activities that require floor grids where ESDs are handled, the floor grids
are grounded;
(b) ESDs are not stored on shelving covered with carpet, foam, vinyl or any other material that
can store or produce an electrical charge;
(c) Straps and earthing mats are tested to ensure conductivity at regular intervals or prior to
use and such test results are recorded.

Table 4.9–Maintenance Procedures Manual Content Specifications

The Operator shall ensure each maintenance organization that performs maintenance for the Operator
provides for the use and guidance of relevant maintenance personnel a Maintenance Procedures Manual
(MPM), which may be issued in separate parts, that contains the following information:
(i) A brief description of the organization that includes:
(a) A general description of the scope of work authorized under the organization's terms of
approval;
(b) A general description of the organization's facilities.
(ii) A description of the organization procedures and quality or inspection system;
(iii) Names and duties of the responsible personnel;
(iv) Names and duties of the person or persons whose responsibilities are to ensure that maintenance
is carried out in accordance with the MPM;
(v) A description of the procedures used to establish the competence of maintenance personnel;
(vi) A description of the methods used for the completion and retention of the Operator's maintenance
records, including procedures for retaining back-up records;
(vii) A description of the procedure for preparing the maintenance release and the circumstances under
which the release is to be signed;
(viii) The process for authorizing personnel to sign the maintenance release and the scope of their
authorization;
(ix) A description of any additional procedures for complying with the Operator's maintenance
procedures and requirements;
(x) A description of the procedures for complying with the service information reporting requirements;
(xi) A description of the procedure for receiving, amending and distributing within the maintenance
organization, all necessary airworthiness data from the type certificate holder or type design
organization.

Table 4.10–Tooling and Calibration Program Specifications

The Operator shall ensure each maintenance organization that performs maintenance for the Operator has
procedures to control and document the calibration and records of all tools, including personnel-owned
tools, and preventing out-of-service and due-for-calibration tools and equipment from being used. The
procedures shall include the following elements:
(i) Calibration date;
(ii) Identity of individual or vendor that performed calibration or check;
(iii) Calibration due date;
(iv) A calibration certificate for each item calibrated by an outside agency;
(v) Details of adjustments and repairs;
(vi) Repair history of the tool;
(vii) The part number and serial number of the standard used to perform the calibration.

Section 5 — Cabin Operations (CAB)
Applicability
Section 5 addresses the safety and security requirements associated with the passenger cabin. This
section is only applicable to an operator that conducts passenger flights with or without cabin crew.
Specifications applicable to the carriage of supernumeraries are located in Section 2 (FLT) of this manual.
Individual provisions in this section all begin with a conditional phrase (“If the Operator...”) and are
applicable to an operator that meets the condition(s) stated in the phrase.
Where an operator outsources the performance of cabin operations functions to external service providers,
the operator retains overall responsibility for ensuring the management of safety in such operations, and
must demonstrate processes for monitoring applicable external service providers in accordance with
CAB 1.10.2.
Additional specifications applicable to passenger flights without cabin crew are located in Section 2 (FLT)
of this manual.
General Guidance
Refer to the IATA Cabin Operations Best Practices Guide for practical information and guidance related to
cabin safety policies and procedures, (http://www.iata.org/publications/Documents/cabin-operations-safety-
bp-guide-2015.pdf).

CAB 1.1.1 If the Operator conducts passenger flights with cabin crew, the Operator shall have a
management system for the cabin operations organization that ensures control of cabin crew
operations in the passenger cabin and the management of safety and security outcomes. (GM) ◄
Auditor Actions
□ Identified/Assessed management system structure for cabin operations.
□ Interviewed manager of CAB operations.
□ Assessed status of conformity with all other CAB management system ISARPs.
Guidance
Refer to the IRM for the definitions of Cabin Crew, Operations and Operator.
manager for cabin operations that:
(i) If required, is a post holder acceptable to the Authority;
(ii) Has the authority and is responsible for the management and supervision of all cabin
operations activities;
(iii) Is accountable to senior management for ensuring the safety and security of cabin
Auditor Actions
□ Identified manager for cabin operations.
□ Examined regulatory requirement for a post holder as manager for cabin operations.
ISM Ed. 11, September 2017 CAB 1

□ Examined job description of manager for cabin operations

(authority/accountabilities/responsibilities).
□ Interviewed manager of cabin operations.
Guidance
The term “manager” is generic; the actual title associated with this position will vary with each
operator.
The manager for cabin operations might be referred to as a post holder, director or other title as
specified by the State.
In certain regulatory jurisdictions the individual that fills the position of manager of cabin operations
may require nomination as a director or post holder as specified in ORG 1.1.4.

CAB 1.2.1 If the Operator conducts passenger flights with cabin crew, the Operator shall ensure
the cabin operations management system defines the accountability, authorities and responsibilities
of management and non-management personnel that perform functions relevant to the safety and/or
security of cabin operations. The management system shall also specify:
with respect to the safety and/or security of cabin operations;
(ii) Responsibilities for ensuring cabin operations are conducted in accordance with applicable
(iii) Lines of accountability throughout cabin operations, including direct accountability for safety
and/or security on the part of cabin operations senior management. [SMS] (GM) ◄
Auditor Actions
□ Identified/Assessed defined safety accountability/authorities/responsibilities (focus: applicable
to management/non-management personnel throughout cabin operations organization).
□ Interviewed cabin operations manager and/or designated management representative(s).
□ Examined job descriptions of selected management/non-management personnel in cabin
operations.
Guidance
process for the delegation of duties within the cabin operations management system that ensures
managerial continuity is maintained when operational managers, including post holders, if applicable,
are absent from the workplace. (GM) ◄
Auditor Actions
□ Identified/Assessed processes for delegation of duties when cabin operations managers are
absent.
CAB 2 ISM Ed. 11, September 2017

Guidance
CAB 1.2.3 If the Operator conducts passenger flights with cabin crew, the Operator shall ensure a
delegation of authority and assignment of responsibility within the management system for liaison
with regulatory authorities, original equipment manufacturers and other external entities relevant to
cabin operations. (GM) ◄
Auditor Actions
□ Identified cabin operations management individuals with authority for liaison with regulators and
other external entities.
□ Interviewed cabin operations manager/designated management representative(s).
□ Examined selected records of liaison with regulators and other external entities.
Guidance
the duties and responsibilities of cabin crew members are defined and described in the Operations
Manual (OM). (GM)
Auditor Actions
□ Identified/Assessed defined cabin crew member duties and responsibilities in the OM.
Guidance
Refer to the IRM for the definitions of Cabin Crew Member and Operations Manual.
As a minimum, OM documentation describes:
• Duties and responsibilities for cabin crew members, including cabin crew leader, if
applicable;
• Chain and succession of command on board the aircraft.
cabin crew members maintain familiarity with laws, regulations and procedures pertinent to the
performance of their duties. (GM)
Auditor Actions
□ Identified/Assessed method for ensuring cabin crew members maintain familiarity with
applicable laws, regulation and procedures.
Guidance
An operator might utilize other methods that complement training to ensure cabin crew members
remain knowledgeable of the laws, regulations, rules, guidelines and other information that is
relevant in the performance of duties. For example, cabin crew members might have destination-
specific information or briefing books that explain the customs and immigration processes associated
with flying into foreign destinations. Additionally, laws, regulations and procedures might be reviewed
to the extent necessary during cabin crew briefings prior to duty assignments.

policy that addresses the use of psychoactive substances by cabin crew members, which, as a
minimum:
(i) Prohibits the exercise of duties while under the influence of psychoactive substances unless
properly prescribed by a physician and accepted by either the Operator or a physician
designated by the Operator;
(ii) Prohibits the problematic use of psychoactive substances;
(iii) Requires personnel who are identified as engaging in any kind of problematic use of
psychoactive substances to be removed from cabin crew operational functions;
Auditor Actions
□ Identified/Assessed policy that addresses use of psychoactive substances by cabin crew
members.
□ Examined regulatory requirement applicable to the use of psychoactive substances by cabin
crew members.
□ Examined process for dealing with cabin crew members identified as using psychoactive
substances.
□ Interviewed non-management cabin crew members.
Guidance
Refer to the IRM for the definitions of Biochemical Testing, Psychoactive Substances, Problematic
Use of Substances and State.
Operators subject to laws or regulations of the State of the Operator (hereinafter, the State) that
preclude the publication of a psychoactive substance prohibition policy as specified in this provision
may demonstrate an equivalent method of ensuring that personnel engaging in any kind of
problematic use of psychoactive substance abuse do not exercise their duties and are removed from
safety-critical functions.
Re-instatement to safety-critical duties could be possible after cessation of the problematic use and
upon determination that continued performance of such duties is unlikely to jeopardize safety.
Some of the specifications of this provision may be addressed through implementation of a
scheduling policy as specified in CAB 3.1.7.
include:
• Requirements of ICAO and the Authority.
1.3 Communication
communication system that enables and ensures an exchange of information relevant to the conduct
of cabin operations throughout the cabin operations management system and in all areas where
operations are conducted. (GM) ◄

Auditor Actions
□ Identified/Assessed system(s) for communication of information relevant to operations within
the cabin operations organization.
□ Examined examples of information communication/transfer in cabin operations.
□ Interviewed non-management cabin crew members.
Guidance
CAB 1.3.2 If the Operator conducts passenger flights with cabin crew, the Operator shall have
processes to ensure information relevant to cabin crew policies, procedures and responsibilities is
communicated to all cabin crew members, and to ensure essential operational information or
guidance is communicated to the cabin crew prior to each flight. (GM)
Auditor Actions
□ Identified/Assessed process(es) for communication of information relevant
policies/procedures/responsibilities to cabin crew members prior to each flight.
□ Examined examples of information provided to cabin crew members prior to flight.
□ Observed line cabin operations (focus: cabin crew has received essential operational
information/guidance prior to flight).
Guidance
Processes are in place to ensure information regarding policies, procedures and responsibilities is
made available to cabin crew members on a regular and timely basis. Vehicles for communication
typically include the cabin crew operations manual, operations bulletins, bulletin board notices, safety
bulletins, electronic platforms, electronic computer messages, telephone calls or any other effective
means.
Also, a process is in place to ensure essential information necessary for the safe conduct of a flight is
communicated to the cabin crew prior to the departure of each flight or series of flights. Such process
would include a means for cabin crew members to acknowledge receipt of essential information.
Written or verbal confirmation to a responsible manager that is recorded is considered an acceptable
means of acknowledgement.

CAB 1.4.1 If the Operator conducts passenger flights with cabin crew, the Operator shall have the
necessary facilities, workspace, equipment and supporting services, as well as work environment, to
satisfy cabin operations safety and security requirements. (GM) ◄
Auditor Actions
□ Observed/Assessed physical facilities/workspace/equipment/work environment.
Guidance

management and non-management positions within the cabin operations organization that require
the performance of functions relevant to the safety or security of cabin operations are filled by
personnel on the basis of knowledge, skills, training and experience appropriate for the
position. (GM) ◄
Auditor Actions
□ Identified/Assessed standards and processes for selection of personnel in functions relevant to
safety/security in cabin operations.
□ Interviewed personnel that perform functions relevant to the safety/security of in cabin
operations.
Guidance
The operational positions subject to the specifications of this provision typically include those
management personnel required to ensure control and supervision of cabin operations in accordance
with CAB 1.1.1, as defined by the operator or Authority.
A corporate personnel selection policy that applies to all operational areas of the organization serves
to satisfy specifications in this provision.

system for the management and control of cabin operations documentation and/or data used directly
in the conduct or support of operations. Such system shall include elements as specified in ORG
Table 1.1. (GM) ◄
Auditor Actions
□ Identified/Assessed management and control system for documentation and data used in cabin
operations.
□ Identified/Assessed process(es) for distribution of cabin operations manual (OM) to external
service providers that conduct outsourced cabin operational functions.
□ Interviewed responsible management representative/person(s) responsible for management
and control of cabin operations documentation.
□ Examined selected parts of the OM.
□ Examined recent revisions to the OM.
Guidance
Documentation.
CAB 1.5.2 (Intentionally open)
documentation used in the conduct or support of cabin operations:
(ii) Is written in language(s) understood by cabin operations personnel;
(iii) Is presented in a format appropriate for use by cabin operations personnel;
(iv) If applicable, is accepted or approved by the Authority. (GM) ◄

Auditor Actions
□ Identified/Assessed management and control system for documentation used in cabin
operations.
□ Examined selected parts of the cabin OM (focus: legibility/accuracy/format; approval as
applicable).
Guidance
The intent of this provision is for an operator to provide operational documentation in a format that is
Documentation used in the support of cabin operations may:
• Exist in electronic form;

CAB 1.6.1 If the Operator conducts passenger flights with cabin crew, the Operator shall have an
Operations Manual (OM), which may be issued in separate parts, that contains the policies,
procedures and other guidance or information necessary for cabin crew members to perform their
duties and be in compliance with applicable regulations, laws, rules and Operator standards. The
content of the OM shall be in accordance with specifications in Table 5.1. (GM)
Auditor Actions
□ Identified/Assessed cabin OM or, if applicable, separate documents that comprise the OM.
□ Examined selected sections or parts of the cabin OM.
Guidance
Refer to the IRM for the definition of Practical Manual.
The complete content of the OM for cabin operations may be issued in more than one document or
manual. For example, an operator might choose to issue a practical manual, which would be a
controlled document and considered part of the OM. A practical manual, which might be referred to
as a quick reference handbook (QRH), typically comprises checklists and other selected information
and material taken directly from the OM, and is utilized by cabin crew members in performing
onboard duties and procedures during normal, abnormal and/or emergency operations.
Likewise, whereas the operational and training areas of cabin operations specified in Table 5.1 are all
included in the OM, they are typically issued in separate documents. For example, the cabin crew
training program might be outlined in a training document, while policies, procedures, checklists are
specified in operational documents.
CAB 1.6.2 If the Operator conducts passenger flights with cabin crew, and if required by the
Authority, the Operator shall have a process to ensure the OM, including updates and revisions, is
submitted for acceptance or approval. (GM)
Auditor Actions
□ Identified/Assessed process(es) for submission of OM, including updates/revisions, to Authority
for acceptance/approval.
□ Examined examples of acceptance/approvals of recent revisions to the cabin (OM).

Guidance
The Operations Manual contains a list of effective pages and, if applicable, displays evidence of
approval or acceptance by the Authority.
The manual (or revisions) is (are) typically accepted or approved, as applicable, prior to issuance to
cabin crew members and before any operational procedures contained in the manual are
implemented.
In some states, the regulatory authority might have a passive process for providing acceptance of the
manual. In such case, the process defines the procedural steps and provides a record of the
completed steps and date of acceptance.
process to ensure cabin crew members are issued or have direct access to, as a minimum, those
parts of the OM that address duties and responsibilities relevant to the safety and security of cabin
operations. (GM)
Auditor Actions
□ Identified/Assessed process(es) for ensuring cabin crew members are issued or have direct
access to relevant parts of cabin OM.
□ Examined parts of OM that require direct access by cabin crew members during flight.
□ Observed line cabin operations (focus: cabin crew has direct access to parts of OM with
duties/responsibilities relevant to safety/security of cabin operations).
Guidance
The specifications in this provision are applicable to the OM whether issued or accessible in paper or
electronic form.
process to ensure holders of the OM enter the most current amendments or revisions into the manual
and maintain the manual in an up-to-date condition. (GM)
Auditor Actions
□ Identified/Assessed process(es) that ensure cabin crew members record/enter
revisions/amendments to OM to maintain up-to-date condition
□ Identified/Assessed process(es) for checking cabin crew member OMs (focus: validation that
OM are maintained in up-to-date condition).
□ Observed line cabin operations (focus: cabin crew member OM amendments/revisions are up to
date).
Guidance
When the OM is issued in paper form, a process (checking or other methods) is designed to ensure
the manual is kept up to date by individual cabin crew members. For example, a process could be
established whereby a periodic check of the operations manual of each cabin crew member is
conducted on a scheduled basis (e.g. during recurrent training, line evaluation or preflight briefing).
When the OM is made accessible in electronic form, a process (checking or other method) is
designed to ensure the electronically accessed manual is up to date.
The operator is responsible for amending onboard paper or electronic manuals. The cabin crew can
cross check updates to either type of manual during their preflight check to ensure it contains the
most recent updates, revisions and information.

CAB 1.6.5 If the Operator conducts passenger flights with cabin crew, the Operator shall ensure a
minimum of one complete version of the OM as specified in CAB 1.6.1 is accessible on board the
aircraft for passenger flights and located in a manner that provides for:
(i) If used directly for the conduct of cabin operations, immediate access by each cabin crew
member;
(ii) If utilized as a reference document only, unobstructed access by the cabin crew. (GM)
Auditor Actions
□ Identified/Assessed onboard availability/access of OM to cabin crew members.
□ Observed line cabin operations (focus: onboard accessibility of complete version of OM).
Guidance
The number of complete OMs on board the aircraft would be determined by how the manual is
utilized by the cabin crew. If the complete version of the OM is used directly for the conduct of cabin
operations, it might be necessary to have more than one copy on board, depending on the size of the
aircraft and the number of cabin crew members.
If a practical manual (or QRH) is used by the cabin crew for the conduct of cabin operations, a
minimum of one complete version of the OM would typically be on board the aircraft for use as a
reference document. The flight deck is an acceptable location for the OM as a reference document if
measures are in place that provide for unobstructed access by the cabin crew.
If electronically accessed manuals are provided on board the aircraft, one or more access terminals
or devices would be located so the cabin crew has immediate or unobstructed access, as applicable
to the way the manual is utilized, the size of the aircraft, and the number of cabin crew members. In
addition, it is recommended that operators give consideration to providing applicable back-up
physical (paper) manuals in case of electronic manual malfunction.
information in the OM pertaining to cabin crew duties and responsibilities is published in the
designated common language(s) of the Operator, as specified in CAB 3.1.3.
Auditor Actions
□ Identified/Assessed use of designated common language(s) to present OM information
pertaining to cabin crew duties/responsibilities.
□ Examined parts of OM published in designated common language.
□ Observed line cabin operations (focus: OM published in designated common language).
CAB 1.6.7 If the Operator conducts passenger flights with cabin crew, and publishes a practical
manual for use by the cabin crew in the performance of cabin operations duties, the Operator shall
ensure one or more copies of the up-to-date practical manual are on board the aircraft for passenger
flights and located in a manner that provides for immediate access by each cabin crew
member. (GM)
Auditor Actions
□ Identified/Assessed onboard availability/access of practical manual to cabin crew members.
□ Examined practical manual used by cabin crew members.
□ Observed line cabin operations (if applicable) (focus: one or more copies of up-to-date practical
manual on board; cabin crew has immediate access to practical manual).

Guidance
Refer to the IRM for the definition of Practical Manual.
A practical manual (or QRH) is typically required to be in the possession of each individual cabin
crew member, available at each cabin crew station, or otherwise located to ensure immediate access
by each cabin crew member.
1.7 Records System

system for the management and control of cabin operations records to ensure the content and
retention of such records is in accordance with requirements of the Authority, as applicable, and to
ensure operational records are subjected to standardized processes for:
(i) Identification;
(ii) Legibility;
(iii) Maintenance;
(vi) Disposal or deletion (electronic records). (GM) ◄
Auditor Actions
□ Identified/Assessed management and control system for operational records in cabin
operations.
□ Examined regulatory requirement(s) for management/control of operational records in cabin
operations.
□ Examined selected operational records in cabin operations.
Guidance
CAB 1.7.2 If the Operator conducts passenger flights with cabin crew, and utilizes an electronic
system for the management and control of cabin operations records, the Operator shall ensure the
system provides for a scheduled generation of back-up record files. (GM) ◄
Auditor Actions
□ Identified/Assessed management and control system for electronic records in cabin operations.
Guidance


quality assurance program that provides for the auditing and evaluation of the cabin operations
management system and operational functions at planned intervals to ensure the organization is:
Auditor Actions
□ Identified/Assessed quality assurance program in cabin operations (focus: role/purpose within
organization/SMS; definition of audit program scope/objectives; description of program
□ Examined selected cabin operations audit reports (focus: audit scope/process/organizational
interface).
Guidance
requirements.
The specifications of this provision would typically apply to periodic audits of the training program,
whether training is conducted by the operator or outsourced to an external service provider.
Audits are conducted at intervals that meet the requirements of the operator and/or the Authority.
process to ensure significant issues arising from audits of cabin operations functions are subject to
management review in accordance with ORG 1.5.1 and, as applicable, ORG 1.5.2. [SMS] (GM) ◄
Auditor Actions
□ Identified/Assessed process for management review of cabin operations quality assurance
□ Examined selected records/documents of management review of cabin operations quality
Guidance
Significant issues are typically defined by the individual operator, and are regarded as those issues
that could impact the safety, security and/or quality of cabin operations.
process for addressing findings that result from audits of cabin operations functions, which ensures:
(ii) Development of corrective action as appropriate to address findings;

(iii) Implementation of corrective action in appropriate operational area(s);

Auditor Actions
□ Identified/Assessed process for addressing/closing cabin operations audit findings.
Guidance
audit planning process and sufficient resources to ensure audits of cabin operations are:
Auditor Actions
□ Identified/Assessed quality assurance audit planning process in cabin operations (focus: audits
□ Crosschecked audit plan with selected audit reports to verify adherence to plan (focus: audits
Guidance

CAB 1.10.1 If the Operator conducts passenger flights with cabin crew, and has external service
providers conduct outsourced cabin operations functions, the Operator shall have a process to
ensure a contract or agreement is executed with such external service providers. Contracts or
agreements shall identify the application of measurable specifications that can be monitored by the
Operator to ensure requirements that affect the safety and/or security of cabin operations are being
fulfilled by the service provider. (GM) ◄
Auditor Actions
service providers that conduct outsourced cabin operations functions.
□ Interviewed responsible manager(s) in cabin operations.
□ Examined selected cabin operations outsourcing contracts/agreements (focus: inclusion of
Guidance
Refer to the IRM for the definition of Operational Function (Aircraft Operations) and Outsourcing.
This provision only addresses cabin operations functions that are voluntarily outsourced to external
service providers. An example of such a function would be the training of cabin crew members
conducted by an external training organization.

Functions that are associated with the aircraft cabin, but would not normally be conducted by the
cabin operations organization (e.g. aircraft catering) are not addressed by this provision.
providers conduct outsourced cabin operations functions, the Operator shall have a process to
monitor such external service providers to ensure requirements that affect the safety and/or security
of cabin operations are being fulfilled. (GM) ◄
Auditor Actions
□ Identified/Assessed (focus: monitoring process ensures provider fulfils applicable
safety/security requirements).
□ Examined selected records/reports resulting from monitoring of cabin operations service
requirements).
Guidance
Monitoring and control of external organizations typically includes random sampling, product audits,
supplier audits, or other similar methods.
If an operator outsources any cabin operations function(s) to external service providers as specified
in CAB 1.10.1, then the operator would be required to meet the specifications of this provision.
providers conduct outsourced cabin operations functions, the Operator should include auditing as a
process for the monitoring of external service providers in accordance with CAB 1.10.2. (GM) ◄
Auditor Actions
□ Identified/Assessed auditing processes used for monitoring external cabin operations service
providers.
□ Examined selected records/reports resulting from auditing of cabin operations service providers
(focus: audit process ensures provider is fulfilling applicable safety/security requirements).
Guidance
CAB 1.10.4 If the Operator conducts passenger flights with cabin crew, the Operator should have a
process to ensure equipment or other operational products relevant to the safety of aircraft
operations that are purchased or otherwise acquired from an external vendor or supplier meet the
product technical requirements specified by the Operator prior to being used in the conduct of
Auditor Actions
□ Identified/Assessed processes for acceptance of products acquired for use in cabin operations.
□ Examined selected product acceptance records (focus: products meet cabin operations
Guidance

Examples of products addressed by this provision could include:

• Operational manuals produced by external suppliers;
• Cabin door or passenger service unit training devices;
• Video training programs.

Risk Management
hazard identification program in the cabin operations organization that includes:
Auditor Actions
□ Identified/Assessed safety hazard identification program in cabin operations (focus: program
□ Identified/Assessed role of cabin operations in the organization-wide, cross-discipline safety
hazard identification program (focus: participation with other operational disciplines).
□ Interviewed person(s) that perform analysis of cabin operational data for the purpose of
identifying hazards.
□ Examined examples of hazards to aircraft operations that have been identified through data
collection and analysis in cabin operations.
Guidance
Refer to the IRM for the definitions of Hazard (Aircraft Operations), Risk Management and Safety
Risk.
framework.
safety risk assessment and mitigation program in the cabin operations organization that specifies
processes to ensure:
(i) Hazards are analyzed to determine corresponding safety risks to aircraft operations;
(iii) When required, risk mitigation actions are developed and implemented in cabin operations.
[SMS] (GM) ◄
Auditor Actions
□ Identified/Assessed safety risk assessment and mitigation program in cabin operations (focus:
□ Identified/Assessed role of cabin operations in cross-discipline safety risk
□ Interviewed person(s) that perform safety risk assessments in cabin operations.

□ Examined selected records/documents that illustrate risk assessment and resulting risk
mitigation action(s) in cabin operations.
Guidance
SMS framework.
operational safety reporting system in the cabin operations organization that:
(i) Encourages and facilitates cabin operations personnel to submit reports that identify safety
hazards, expose safety deficiencies and raise safety concerns;
(iii) Includes analysis and cabin operations management action to address safety issues
identified through the reporting system. [SMS] (GM) ◄
Auditor Actions
□ Identified/Assessed operational safety reporting system in cabin operations (focus: system
□ Interviewed person(s) that perform operational safety report review/analysis/follow-up in cabin
operations.
□ Examined data that confirm an effective cabin operations safety reporting system (focus:
□ Examined records of selected cabin operations safety reports (focus: analysis/follow-up to
Guidance
confidential safety reporting system in the cabin operations organization that encourages and
facilitates the reporting of events, hazards and/or concerns resulting from or associated with human
performance in operations. (GM) ◄
Auditor Actions
□ Identified/Assessed confidential safety reporting system in cabin operations (focus: system
□ Examined records of selected cabin operations confidential safety reports (focus: report/reporter
Guidance


processes in the cabin operations organization for setting performance measures as a means to
monitor the safety performance of cabin operations and to validate the effectiveness of risk controls.
[SMS] (GM) ◄
Auditor Actions
□ Identified/Assessed program for setting performance measures in cabin operations (focus:
program defines/requires performance measures; measures that are used to track/monitor
operational safety performance/validate safety risk controls).
□ Interviewed responsible manager(s) in cabin operations
□ Examined records/documents that identify tracking of cabin operations performance measures
Guidance
Performance measures in cabin operations might address, for example, inadvertent slide
deployments, turbulence-related injuries in the cabin, fumes or fires, and rapid deplaning/emergency
evacuation events.

General Guidance
Many of the provisions of this subsection contain specifications related to the recurring frequency of
training and evaluation events for cabin crew members. Such provisions, with a few exceptions,
define cycles or intervals for the completion of recurrent training and/or evaluation expressed in
months since training was first completed or qualification was first established. It is important to note,
however, that for the purpose of conformance with these provisions, such intervals are nominal and
that the actual interval may vary slightly. For example, an operator may adjust the frequency of
evaluations to minimize overlap, provide scheduling flexibility, preserve the original qualification date,
and/or ensure evaluations are consistently completed in accordance with the nominal cycle set forth
by the State and/or applicable authorities. Accommodations of this nature are commonplace and vary
widely by regulatory jurisdiction. In all cases, however, the auditor will make the determination of
whether or not such accommodations fit within the nominal cycles established in each provision.


CAB 2.1.1A If the Operator conducts passenger flights with cabin crew, the Operator shall have a
training and evaluation program that is approved or accepted by the Authority, and that ensures
cabin crew members understand their responsibilities and are competent to perform the duties and
functions associated with cabin operations. The cabin crew training program shall also, as a
minimum, address:
(iii) Re-qualification;
(iv) If applicable, aircraft transition or conversion;
(v) If applicable, other specialized training requirements;
(vi) If applicable, each traditional training program requirement that is replaced by a
requirement under an Advanced Qualification Program (AQP) as approved or
accepted by the Authority. (GM)
Auditor Actions
□ Identified/Assessed requirement for specified training/qualification courses applicable to each
aircraft type in cabin crew training/evaluation program.
□ Identified/Assessed program elements under AQP (as applicable); program has regulatory
approval.
□ Examined training/qualification course curriculum (focus: inclusion of applicable
training/qualification courses).
□ Examined training/qualification records of selected cabin crew members (focus: completion of
applicable training/qualification courses).
Guidance
Refer to the IRM for the definitions of Advanced Qualification Program (AQP) and Continuing
Qualification.
AQP incorporates the elements and specifications contained in CAB 2.1.1B, Table 5.2 and Table 5.3.
CAB 2.1.1B If the Operator conducts passenger flights with cabin crew and conducts cabin crew
training and evaluation in accordance with an Advanced Qualification Program (AQP), such AQP
shall be approved or accepted by the Authority and incorporate the applicable elements and
specifications contained in Table 5.2 and Table 5.3. (GM)
Auditor Actions
□ Identified/Assessed cabin crew AQP (focus: regulatory approval, incorporation of
elements/specifications in accordance with Tables 5.2 and 5.3).
□ Examined initial/recurrent/requalification/aircraft type course curricula/syllabi for training of cabin
crew members.
□ Examined training records of selected cabin crew members.

Guidance
for the development of an AQP. Such guidance might be derived from one or more of the following
source references, as applicable:
• Office of the Federal Register, (2 October 1990), Special Federal Aviation Regulation
58–Advanced Qualification Program, Federal Register, Vol. 55, No. 91, Rules and
Regulations (pp. 40262–40278).
• FAA 14 CFR Part 121, Subpart Y.
• FAA Advisory Circular 120–54A, Advanced Qualification Program (23 June 2006).
• FAA Advisory Circular 120–51 (3 January 1995), Crew Resource Management Training,
Federal Aviation Administration, Washington DC: U.S. Department of Transportation.
development of an advanced training and qualification program designed to conform to the
specifications of Table 5.2 and Table 5.3.
CAB 2.1.2 If the Operator conducts passenger flights with cabin crew, the Operator shall ensure all
cabin crew members complete an initial training course:
(i) As part of the cabin crew qualification process for individuals who have not previously been
qualified as a cabin crew member for the Operator;
(ii) Prior to being assigned duties as a cabin crew member. (GM)
Auditor Actions
□ Identified/Assessed requirements for completion of initial training by cabin crew members.
□ Examined records of initial training of selected cabin crew members.
Guidance
An AQP may allow for deviations and/or an abbreviated curriculum for initial/new hire cabin crew
training in a merger or acquisition situation.
CAB 2.1.3 If the Operator conducts passenger flights with cabin crew, the Operator shall ensure all
cabin crew members complete a recurrent training course once every 12 months or, if applicable, in
accordance with the Operator's AQP as specified in CAB 2.1.1B in order to remain qualified to
perform duties as a cabin crew member. (GM)
Auditor Actions
□ Identified/Assessed requirements for completion of recurrent training by cabin crew members.
□ Examined records of recurrent training of selected cabin crew members.
Guidance
An operator typically has a process that tracks qualification requirements to ensure cabin crew
members complete recurrent training in a timely manner to remain qualified.
The nominal cycle for the completion of the recurrent training course by each cabin crew member is
12 months and, during that period, each cabin crew member receives training in the subject areas
applicable to the course for that 12-month period.
As a means of ensuring flexibility in the scheduling process, in some regulatory jurisdictions an
operator may be permitted to increase the maximum cycle for the completion of recurrent training by
cabin crew members up to 15 months with no change to the original training anniversary date of each
cabin crew member. Such flexibility, however, would not alter the requirement for a basic 12-month
recurrent training cycle for cabin crew members.

In the event a cabin crew member becomes unqualified for any reason (e.g., extended leave of
absence), completion of re-qualification training would establish a new anniversary date
(superseding the original anniversary date) upon which recurrent training would be based.
An AQP may have an approved extension to the duration of Continuing Qualification cycle if
evidence substantiates the extension maintains or increases the level of safety for the operator. A
Continuing Qualification cycle may be extended up to a maximum of 39 months. Additionally, an
individual crewmember may be assigned an augmented or additional training and/or evaluation
schedule based on performance during training, qualification or in line operations.
cabin crew requalification training course, which shall be completed:
(i) By individuals who have failed to remain qualified as a cabin crew member;
(ii) As part of the process to regain qualification to perform duties as a cabin crew member;
(iii) If applicable, in accordance with the Operator's AQP as specified in CAB 2.1.1B. (GM)
Auditor Actions
□ Identified/Assessed requirements for completion of requalification training by cabin crew
members.
□ Examined records of requalification training of selected cabin crew members.
Guidance
An operator typically has a process that tracks qualification requirements to ensure, when cabin crew
members become unqualified for any reason, such crew members complete applicable
requalification training prior to being assigned to perform duties as a cabin crew member.
An AQP typically includes remediation methodology in its approved documentation describing
strategies that will be used to remediate unsuccessful testing, validation, or evaluation. Remediation
may not require completion of a requalification course. An AQP may allow for flexibility of
requalification requirements based on the Qualification Standards and additional parameters set by
the operator. Any deviations from traditional training requirements will be included in its approved
documentation.
CAB 2.1.1B addresses overall AQP elements and specifications, as well as Authority
aircraft type training, which shall be completed by cabin crew members as part of the process to
qualify and remain qualified to perform cabin crew duties on each type of aircraft to which they may
be assigned. As a minimum, subjects covered under aircraft type training shall include:
(i) Aircraft systems;
(ii) Exit locations and operation;
(iii) Emergency equipment locations and operation;
(iv) Emergency assignments;
(v) Unique features of the aircraft cabin (as applicable for variants of a common aircraft
type). (GM)
Auditor Actions
□ Identified/Assessed requirements for completion of aircraft type training by cabin crew
members.
□ Examined course syllabus for aircraft type training of cabin crew members.
□ Examined records of aircraft type training of selected cabin crew members.

Guidance
An aircraft type training course for cabin crew members would include the description, locations and
operation of an aircraft and its equipment.
Instruction in aircraft systems typically includes:
• Aircraft interior, passenger seats and restraints;
• Crew member seats and restraints;
• Aircraft-specific duties and responsibilities;
• Galley systems;
• Communication systems;
• Lighting systems;
• Oxygen systems.
Instruction on exit locations and operation addresses the types of exits on an aircraft.
Instruction on emergency equipment locations and operation addresses slides, rafts, slide/rafts, ramp
slide/rafts, life jackets and other flotation devices.
Sub-specification iv): The term “emergency assignments” refers to specific duties assigned to cabin
crew members during emergency situations.
A process, in accordance with requirements of the Authority, would be utilized to qualify cabin crew
members that concurrently operate aircraft of different types or operate variants within one aircraft
type. The qualification process would typically address the differences between variants or types.
CAB 2.1.6 If the Operator conducts passenger flights with cabin crew, the Operator shall require
instructors and evaluators that train and/or evaluate cabin crew members to successfully complete
an instructor and/or evaluator training course that ensures such instructors and evaluators have an
adequate level of knowledge and standardization to provide, as applicable, instruction or evaluation
in the cabin crew training program. (GM)
Auditor Actions
□ Identified/Assessed requirements for completion of instructor/evaluator training by
instructors/evaluator that deliver training courses to or evaluate cabin crew members.
□ Examined course curriculum/syllabus for training of cabin crew training instructors.
□ Examined records of instructor training of selected cabin crew training instructors/evaluators.
Guidance
The syllabus for the cabin crew instructor training program typically focuses on instruction techniques
and provides the level of technical knowledge relevant to the areas in which the individual instructor
will deliver instruction.
An AQP typically distinguishes between instructor and evaluator duty positions. However, the
instructor/evaluator role may be assumed by the same person. Distinct training is typically provided
focusing on instruction and evaluation techniques.
cabin crew training courses include testing or evaluation by written, oral or practical means to satisfy
requirements for cabin crew members to demonstrate adequate knowledge, competency and
proficiency to perform duties, execute normal, abnormal and emergency procedures, and operate
emergency and lifesaving equipment. (GM)
Auditor Actions
□ Identified/Assessed policy/requirement for testing/evaluation in training courses for cabin crew
members.

□ Examined Testing and evaluation options used

□ Examined testing/evaluation records of selected cabin crew members.
Guidance
Testing or evaluation, which may be accomplished using oral, written or practical means, ensures a
thorough knowledge of and the ability to perform duty assignments and execute functions in the
cabin.
Written tests and practical drills would be sufficiently thorough to ensure adequate coverage of all
safety duties and functions to be performed in an emergency.
Written tests need not be lengthy (e.g. 10 multiple choice questions) provided test questions are
drawn from a large pool of questions that address a broad range of subjects. If tests include
questions on commercial subjects (e.g. procedures associated with food and beverage services),
then testing methods would ensure there are a sufficient number of test questions to adequately
evaluate knowledge of safety aspects.
Grading as part of evaluation would be calibrated such that high scores on non-safety issues do not
override or mask low scores on important safety-related material.
Typically, the process includes grading standards that define the minimum passing score for all
testing to measure and indicate the level of safety competency. Similarly, grading standards are
needed when evaluating the performance of cabin crew members during practical training exercises.
Refer to CAB 2.2.5, which contains specifications and guidance that address practical training
exercises.
Approved AQP documentation typically identifies applicable testing/validation/evaluation strategies.
Such strategies may include the following: train-to-proficiency, knowledge validation, cognitive skill
validation, motor skill validation and operating experience, as well as first look and line evaluation.
Note: train-to-proficiency may occur in the form of instruction, review, practice or performance, and
does not require data collection.
the completion of required training by cabin crew members is recorded and such records are retained
in accordance with CAB 1.7.1.
Auditor Actions
□ Identified/Assessed means of maintaining records of training of cabin crew members.
□ Examined regulatory requirement for retention of cabin crew member training records.
2.2 Program Elements
General Guidance
Many of the provisions of this subsection make reference to cabin crew training conducted in
accordance with an AQP that is approved or accepted by the Authority as specified in CAB 2.1.1B.
If applicable, AQP allows development of proficiency-based training programs that encourage
innovation in the methods and technologies used during instruction and evaluation, as well as in the
efficient management of the training systems. Since these innovations may require some deviations
from traditional regulations, the approved qualification standards may replace the applicable portions
of the existing regulations and/or training guidance. These deviations or variances will be defined in
the approved AQP documentation.
Additionally, an approved AQP Entry Level Analysis may be documented to achieve the most
effective use of training resources. An Entry Level Analysis may also be utilized to identify where

training is not needed or to justify alternative curriculum tracks or modules targeted at expected
differences in entry background.
In an AQP, criticality and currency determination guides how and when training objectives are
trained, validated or evaluated. A task factor analysis will be documented within the approved training
qualification standards.
cabin crew members receive training or orientation to provide familiarity with basic aviation subjects
relevant to cabin operations and cabin crew duties. Such training or orientation shall be part of the
cabin crew initial training course and, as a minimum, address the following subject areas:
(i) Applicable regulations;
(ii) Aviation terminology;
(iii) Basic theory of flight;
(iv) Relevant aircraft systems;
(v) Altitude physiology;
(vi) Standard operating procedures for cabin operations on the ground and all phases of
flight. (GM)
Auditor Actions
□ Identified/Assessed requirement for completion of training in basic aviation subjects in cabin
crew initial training course.
□ Examined curriculum/syllabus of initial training course for cabin crew members.
Guidance
Training or orientation in aviation subjects typically would address, on a basic level:
• State, international and company-specific regulations;
• Aviation terminology and theory of flight necessary in the performance of cabin duties;
• Basic flight subjects such as major aircraft components, critical surfaces (including
contamination), pressurization system, weight and balance, meteorology, turbulence,
communications equipment and air traffic control;
• Subjects associated with altitude physiology, such as effects of altitude, hypoxia, the aircraft
oxygen system and operation, gas expansion, depressurization and decompression
sickness;
• Philosophy, structure and application of standard operating procedures.
If such training is delivered in a classroom setting, some of the content may be accomplished via
distance and/or e-learning prior to attending the classroom portion.
Under an AQP, initial training may be referred to as indoctrination and qualification training.
cabin crew members receive training that provides knowledge of safety policies and procedures
associated with the preflight, in-flight and post-flight phases of cabin operations. Such training shall
be included in the cabin crew initial and requalification training courses, and in the recurrent training
course on a frequency in accordance with requirements of the Authority, but not less than once every
24 months or, if applicable, in accordance with the Operator's AQP as specified in CAB 2.1.1B. (GM)
Auditor Actions
□ Identified/Assessed requirement for completion of prefight/in-flight/post-flight safety training for
cabin crew initial/requalification/recurrent training courses.

□ Examined curriculum/syllabus of initial/requalification/recurrent training courses for cabin crew

members, including regulatory requirement for frequency of recurrent training courses.
Guidance
Training in safety policies and procedures typically addresses:
• Crew coordination and communication;
• Sterile flight deck;
• Mandatory briefings;
• Safety checks;
• Passenger acceptance and handling;
• Cabin baggage;
• Personal electronic devices;
• Fueling with passengers on board;
• Turbulence;
• Flight and cabin crew member incapacitation;
• Flight deck access.
cabin crew members receive training that provides the knowledge required to execute emergency
procedures. Such training shall be included in the cabin crew initial and requalification training
courses, and in the recurrent training course on a frequency in accordance with requirements of the
Authority, but not less than once every 24 months or, if applicable, in accordance with the Operator's
AQP as specified in CAB 2.1.1B. As a minimum, training shall address emergency procedures
associated with:
(i) Cabin fires;
(ii) Smoke and fumes;
(iii) Emergency landing (land and water);
(iv) Planned cabin evacuation (land and water);
(v) Unplanned cabin evacuation (land and water);
(vi) Medical emergencies.
Auditor Actions
□ Identified/Assessed requirement for completion of cabin emergency procedures training in
□ Examined curriculum/syllabus of initial/requalification/recurrent emergency procedures training
courses for cabin crew members, including regulatory requirement for frequency of recurrent
training courses.
cabin crew members receive training that provides the knowledge required to understand the
function and operation of cabin emergency equipment and to execute associated preflight checks.
Such training shall be included in the cabin crew initial and requalification training courses and in the
recurrent training course, on a frequency in accordance with requirements of the Authority, but not
less than once every 24 months or, if applicable, in accordance with the Operator's AQP as specified
in CAB 2.1.1B. (GM)

Auditor Actions
□ Identified/Assessed requirement for completion of cabin emergency equipment training in cabin
crew initial/requalification/recurrent training courses (focus: function/operation of equipment).
□ Examined curriculum/syllabus of initial/requalification/recurrent emergency equipment training
courses for cabin crew members, including regulatory requirement for frequency of recurrent
training courses.
Guidance
Aircraft type-training courses may include training in the use of specific emergency equipment such
as slides, rafts, slide/rafts and ramp slide/rafts.
cabin crew members complete practical training exercises consisting of cabin drills and hands-on
operation of cabin equipment. Practical training exercises shall be included in the cabin crew initial
and requalification training courses, and in the recurrent training course on a frequency in
accordance with requirements of the Authority. All focus areas within the scope of practical training
exercises shall be addressed in recurrent training not less than once every 36 months or, if
applicable, in accordance with the Operator's AQP as specified in CAB 2.1.1B. As a minimum, focus
areas within the scope of practical training exercises include:
(i) Cabin exit operations (normal and emergency) for each aircraft and exit type;
(ii) Cabin emergency evacuation;
(iii) If the operator utilizes aircraft equipped with cabin doors that have emergency egress slides:
(a) Initial training: Use of emergency egress slide(s);
(b) Requalification and recurrent training: Use of emergency egress slide(s) in
accordance with requirements of the Authority.
(iv) Firefighting;
(v) Oxygen administration;
(vi) If required, ditching. (GM)
Note: If applicable, cabin crew members may complete practical training exercises through
participation in event management scenarios in accordance with the Operator's AQP as specified in
CAB 2.1.1B.
Auditor Actions
□ Identified/Assessed requirement for completion of practical training exercises (cabin drills and
hands-on operation of cabin equipment) in cabin crew initial/requalification/recurrent training
courses.
□ Examined curriculum/syllabus of initial/requalification/recurrent training exercises in courses for
cabin crew members (focus: frequency of exercises/courses and regulatory requirement for
frequency of recurrent training exercises/courses).
Guidance
Refer to the IRM for the definition of Wet Drill.
Practical training exercises to satisfy this provision typically include procedures associated with the
use of cabin systems and equipment, to include the public address and intercom systems, life-rafts,
life preservers, PBE/smoke hoods, as well as operation of the door(s), deployment and use of

emergency egress slide(s), fighting an actual or simulated fire, operation of hand fire extinguishers,
passenger briefings and in-flight decompression (group drill).
Personal electronic devices powered by rechargeable lithium-ion (LI) batteries are common in the
passenger cabin. The batteries in such devices have the potential for overheating (thermal runaway),
explosion and fire. An operator might consider a practical training exercise that simulates a LI battery
fire in the cabin, thus requiring the cabin crew members to implement firefighting procedures
appropriate for this type of fire.
Hands-on practical training exercises might involve the use of actual aircraft emergency and
lifesaving equipment, or be conducted using realistic and functional simulators or mock-ups.
A requirement for a practical training exercise for ditching is determined by the State. An operator
that conducts over-water and/or long-range over-water flights would typically ensure cabin crew
members complete practical training exercises in ditching.
An operator might elect to include a wet drill as part of initial training as a means of providing hands-
on familiarization with ditching equipment and procedures. A wet drill would require cabin crew
members to go into the water and then climb into a raft, or board a raft in the water directly from an
aircraft exit (with cabin crew members not going into the water).
When utilizing the actual aircraft to conduct training in emergency exit operations, emergency
operation can be simulated by disarming the exits and having the trainee accomplish all steps as
though the door were armed.
Due to challenges and problems associated with using actual aircraft systems, cabin simulators or
training mock-ups are typically utilized to the extent possible. If cabin exit simulators or training mock-
ups are not available, practical hands-on drills are performed on board actual aircraft, which, to
preclude disruption of training, would necessitate a documented program and aircraft schedule.
CAB 2.2.6 If the Operator conducts passenger flights with cabin crew, and utilizes pressurized
aircraft, the Operator shall ensure cabin crew members receive training in high altitude
depressurization. Such training shall be included in the cabin crew initial and re-qualification training
courses, and in the recurrent training course, once every 24 months or, if applicable, in accordance
with the Operator's AQP as specified in CAB 2.1.1B. Training in high altitude depressurization shall
provide:
(i) An understanding of the effects on crew and passengers;
(ii) The knowledge necessary to execute associated emergency procedures. (GM)
Auditor Actions
□ Identified/Assessed requirement for completion of high altitude depressurization training in
members (focus: effects on crew and passengers, execution of associated emergency
procedures and frequency of recurrent training courses).
Guidance
Training in depressurization may be conducted in the classroom, via distance and/or e-learning, as a
practical exercise, or by using a combination of methods.
A video presentation on the effects of hypoxia and a re-enactment of an explosive depressurization
to emphasize the visual effects on the crew and passengers is an example of one means of
presenting depressurization training. A presentation that includes photos, accompanied by a group
discussion, is another example of a means of presenting such material.
cabin crew members receive training in dangerous goods awareness, recognition and emergency
action. Such training shall be included in the cabin crew initial and re-qualification training courses

and in the recurrent training course on a frequency in accordance with requirements of the Authority,
but all subjects within the scope of dangerous goods training shall be addressed not less than once
within the 24-month period from the previous training in dangerous goods. As a minimum, subjects
within the scope of dangerous goods training include:
(ii) Limitations;
(v) Provisions for passengers and crew;
(vi) Emergency procedures. (GM)
Auditor Actions
□ Identified/Assessed requirement for completion of dangerous goods training
(awareness/recognition/emergency action) in cabin crew initial/requalification/recurrent training
courses.
□ Examined regulatory requirement for frequency of training in dangerous goods in cabin crew
recurrent training.
members.
Guidance
This provision specifies the minimum dangerous goods awareness training required for cabin crew
members and is applicable to an operator regardless of whether such operator transports or does not
transport dangerous goods.
Recurrent training in dangerous goods is completed within a validity period that expires 24 months
from the previous training to ensure knowledge is current, unless a shorter period is defined by a
competent authority. However, when such recurrent training is completed within the final 3 months of
the 24-month validity period, the new validity period may extend from the month on which the
recurrent training was completed until 24 months from the expiry month of the current validity period.
If such recurrent training is completed prior to the final three months of the validity period, the new
validity period would extend 24 months from the month the recurrent training was completed.
cabin crew members receive training in human performance to gain an understanding of the human
factors involved in conducting cabin safety duties and coordinating with the flight crew during the
execution of onboard emergency procedures. Such training shall be included in the cabin crew initial
and re-qualification training courses, and in the recurrent training course, on a frequency in
accordance with requirements of the Authority, but not less than once every 36 months or, if
applicable, in accordance with the Operator's AQP as specified in CAB 2.1.1B. (GM)
Auditor Actions
□ Identified/Assessed requirement for completion of cabin operations human performance
training in cabin crew initial/requalification/recurrent training courses.
□ Examined curriculum/syllabus of initial/requalification/recurrent training courses in human
performance for cabin crew members (focus: cabin safety duties, coordination with flight crew
during execution of onboard emergency procedures, regulatory requirements for frequency of
recurrent training courses).

Guidance
Refer to the IRM for the definitions of Crew Resource management (CRM), Human Factors
Principles and Human Performance.
Training in human performance usually includes basic human factors concepts and crew resource
management (CRM).
CAB 2.2.9 If the Operator conducts passenger flights with cabin crew, and utilizes aircraft that
require more than one cabin crew member, the Operator shall ensure cabin crew members receive
training that provides the necessary awareness of other cabin crew assignments and procedures to
assure fulfillment of all cabin crew duties in the event of an emergency situation. Such training shall
be included in the cabin crew initial and re-qualification training courses and in the recurrent training
course, on a frequency in accordance with requirements of the Authority, but not less than once
every 24 months or, if applicable, in accordance with the Operator's AQP as specified in CAB 2.1.1B.
Auditor Actions
□ Identified/Assessed requirement for completion of cabin crew assignments/procedures
awareness training in cabin crew initial/requalification/recurrent training courses.
members (focus: awareness of other cabin crew assignments, fulfillment of cabin crew duties
during emergency situations, regulatory requirements for frequency of recurrent training
courses).
CAB 2.2.10 If the Operator conducts passenger flights with cabin crew, the Operator should
ensure cabin crew members participate in joint training activities or exercises with flight crew
members for the purpose of enhancing onboard coordination and mutual understanding of the
human factors involved in addressing emergency situations and security threats. (GM)
Note: If applicable, cabin-flight crew training as specified in this provision may be accomplished
through activities or exercises delivered independently to cabin and flight crew members in
accordance with the Operator's AQP as specified in CAB 2.1.1B.
Auditor Actions
□ Identified/Assessed requirement for joint cabin crew/flight crew training activities/exercises
□ Examined curriculum/syllabus of joint cabin crew/flight crew training activities/exercises (focus:
onboard coordination, mutual understanding of human factors involved in emergencies/security
threats).
Guidance
Joint training provides a forum to focus on the coordination and communication necessary between
the flight and cabin crews and the subjects associated with emergency procedures, security
procedures and human factors. To the extent possible, such training would include joint practical
training exercises. If such exercises are not possible, joint interactive discussion in the subject areas
is an acceptable alternative.

The intent of this provision is that the specified training is delivered jointly to cabin and flight crew
members together in a common location. However, under certain specific conditions, conformity with
this provision may be accomplished through training delivered independently to cabin and flight crew
members:
• When approved by the Authority under an Advanced Qualification Program (AQP), or
• When the cabin crew training and flight crew training occurs at different geographical
locations or on different training cycles.
When training is delivered independently under the above conditions, learning objectives are
determined jointly through interdepartmental coordination and subsequently incorporated into the
respective cabin crew and flight crew training curricula. It is possible that, although the learning
objectives are determined jointly, the development of curricula and administration of the training
occurs independently within each department.
cabin crew members receive training that provides knowledge in first aid. Such training shall be
included in the initial and re-qualification training courses and in the recurrent training course, on a
frequency in accordance with requirements of the Authority, but all subjects within the scope of first
aid training shall be addressed not less than once every 36 months or, if applicable, in accordance
with the Operator's AQP as specified in CAB 2.1.1B. As a minimum, subjects within the scope of first
aid training include:
(i) Life-threatening medical emergencies;
(ii) Cardiopulmonary resuscitation (CPR);
(iii) Management of injuries;
(iv) Management of illnesses;
(v) First-aid equipment and supplies;
(vi) If applicable, medical equipment and supplies. (GM)
Auditor Actions
□ Identified/Assessed requirement for completion of first aid training in cabin crew
initial/requalification/recurrent training courses.
□ Examined curriculum/syllabus of initial/requalification/recurrent training in first aid for cabin crew
members (focus: scope/content/frequency of training, regulatory requirements for frequency of
Guidance
Under an AQP, initial training may be referred to as indoctrination and qualification training.
Training typically provides knowledge and skill in five subject areas appropriate for cabin crew
members. Suggested subject areas are as follows:
1. Altitude physiology (working at altitude):
• Changes in atmospheric pressure;
• Relative hypoxia;
• Trapped gas;
• Decompression sickness;
• Hyperventilation;
• Cabin air quality.

2. Travel health:
• Immunization;
• Protection against infectious diseases;
• Circadian rhythm and jet lag;
• Fatigue management;
• Personal safety (e.g. use of alcohol, other drugs, traffic safety).
3. Standards and regulations:
• First aid training and equipment (ICAO standards and/or CAA regulations);
• Reporting of communicable diseases (ICAO standards and WHO International
Health Regulations);
• Aircraft disinfection and disinsection (application of insecticide);
• Biohazard waste disposal.
4. Procedures and resources:
• Seeking medical advice (ground and/or in flight);
• Medical equipment (e.g. first aid kit, medical kit, oxygen);
• Death on board;
• Birth on board;
• Documentation to be completed;
• PIC notification and communication.
5. First aid (problem recognition and management):
• Assessing a casualty;
• Lifesaving procedures:
– Assess ABC (adult, child, infant);
– Choking;
– CPR (practical training);
– Recovery position.
• Medical problems:
– The unconscious (underlying causes);
– Suspected communicable diseases;
– Respiratory disorders (asthma, hyperventilation, chronic lung diseases,
persistent coughing);
– Cardiovascular disorders (angina, heart attack, shock, DVT);
– Abdominal problems (vomiting, diarrhea, pain, heartburn, bleeding);
– Nervous system disorders (headache, seizure, stroke);
– Ear, nose and throat problems such as barotrauma (body damage caused
by pressurization difference) and/or epistaxis (nose bleed);
– Behavioral/psychological disorders (panic attack, alcohol intoxication,
irrational behavior);
– Other problems (diabetes, allergic reaction, pregnancy related).
• Trauma:
– Wounds and bleeding (practical training);
– Burns;
– Head and neck injury;
– Eye injury;
– Musculoskeletal injury;
– Chest and abdominal injury.

Initial training would typically address all the subject areas listed above.
Unless there were changes to the altitude physiology, travel health and regulations components, it
would not be necessary to review these areas each year. However, in the event of changes, cabin
crew members would typically be promptly advised, and such changes may then be addressed
during the next recurrent training.
The procedures, resources and first aid subject areas may be addressed in recurrent training, to
include testing and evaluation. Selected elements included in these subject areas would be
addressed each year in recurrent training such that all elements are addressed during every
36-month period or, if applicable, in accordance with the Operator's AQP.
CPR is a lifesaving procedure that requires practice in order to maintain competence. Therefore, it is
recommended that cabin crew members complete recurrent training in the most current CPR
procedures on an annual basis.
It is recommended that elements chosen to be reviewed each year be built into practical scenarios.
Scenario-based training is advantageous because:
• It requires the crew to function as a team;
• Scenarios might be designed to cover multiple aspects of first aid, as well as subjects from
other areas, such as altitude physiology and regulations;
• It stimulates participation and improves retention.
Other training methods would also be acceptable as long as it can be reasonably established that
cabin crew members have the knowledge and skills to apply first aid and lifesaving procedures at any
given time.
cabin crew members complete initial and recurrent security training as approved or accepted by the
State, and in accordance with the Operator's security training program as specified in SEC 2.1.1.
Such training shall be completed during initial ground training and subsequently during recurrent
training a minimum of once every 36 months or, if applicable, in accordance with the initial and
continuing qualification curriculum as defined in the Operator's AQP that conforms to the
specifications of CAB 2.1.1B. Cabin crew security training shall address the following subject areas:
(i) Determination of the seriousness of any occurrence;
(ii) Crew communication and coordination;
(iii) Appropriate self-defense responses;
(iv) Use of non-lethal protective devices assigned to crew members for use as authorized by the
State;
(v) Understanding the behavior of terrorists so as to facilitate the ability to cope with hijacker
behavior and passenger responses;
(vi) Situational training exercises regarding various threat conditions;
(vii) Flight deck procedures to protect the aircraft;
(viii) Aircraft search procedures;
(ix) As practicable, guidance on least-risk bomb locations. (GM)
Note: Cabin crew members shall complete initial security training prior to being assigned to
operational duties.
Auditor Actions
□ Identified/Assessed cabin crew security training program (focus: approval/acceptance by the
State; meets applicable requirements of other states).
□ Examined selected initial/recurrent training/qualification course curricula/syllabi (focus: security
training is included; required subjects are addressed).

□ Examined selected cabin crew member training/qualification records (focus: completion of

security training training).
Guidance
Refer to the IRM for the definition of Security Program.
Cabin crew members are directly involved in the implementation of security measures and thereby
require an awareness of obligations to the Security Program of the operator.
Crew security training would normally be in accordance with applicable regulations and/or the civil
aviation security program of the State, and where no regulatory guidance exists, in accordance with
the policy of the operator.
Specific subject areas included in recurrent security training are typically identified and derived from
an analysis of actual or likely situations or trends experienced during line operations.
Training as specified in item v) typically addresses topics or tactics as appropriate for the operator
that might be associated with or could be used to facilitate crew-passenger reaction to or interaction
with hijackers (e.g. conflict management, use of passive or non-passive cooperation, understanding
Stockholm Syndrome, identification of and response to hijacker types/motives).
Training exercises as specified in item vi) are typically interactive in nature, and scenarios or
situations (e.g. bomb threat, hijacking, unruly passenger) may be presented using various accepted
training methods (e.g. live role playing, table top, computer-based training).
Training as specified in item ix) is applicable to aircraft types that have designated least-risk bomb
locations.
require more than one cabin crew member, the Operator shall ensure applicable cabin crew
members receive leadership training prior to being assigned to duties as a designated cabin crew
leader, in accordance with CAB 3.1.2.
Auditor Actions
□ Identified/Assessed requirement for leadership training for cabin crew members assigned as
cabin crew leader on aircraft that require more than one cabin crew member.
□ Examined curriculum/syllabus of leadership training course for cabin crew leaders.
□ Examined training records of selected cabin crew members designated as cabin crew leader.

cabin crew members complete supervised line flight experience as part of the cabin crew initial
qualification process and prior to being assigned unsupervised duties as a cabin crew member.
Supervised line flight experience shall be completed during one or more actual line flight segments
and shall require a cabin crew member to demonstrate an understanding of all responsibilities and
competency to perform the duties and execute the procedures associated with cabin
operations. (GM)
Auditor Actions
□ Identified/Assessed requirement for supervised line flight experience as part of initial
qualification (focus: completion required prior to being assigned to unsupervised duties).
□ Examined criteria/activities/responsibilities included in supervised line experience (initial
qualification).


supervised line training prior to being assigned to unsupervised duties).
Guidance
Supervised line flight experience is typically referred to as a familiarization flight or operating
experience.
Where an operator utilizes more than one aircraft type, such supervised line experience may be
accomplished on any one type.
Line flight experience (or familiarization flights) for cabin crew members, as part of the initial
qualification process, may be conducted under the supervision of cabin crew members assigned
cabin leadership responsibilities in normal line operations (e.g. purser, cabin leader, lead flight
attendant, onboard leader or other similar positions) or specially qualified to conduct these particular
supervisory responsibilities. This activity does not require the presence of a cabin crew instructor or
evaluator to provide the necessary supervision; however, it is important the person conducting the
supervision has received training and understands the responsibilities for the cabin crew position(s)
being observed.
Line flight experience is normally conducted using a checklist that contains the duties and
procedures that are being observed. The results of the observation are recorded. The checklist might
be, but is not necessarily retained with other cabin crew training records.
If permitted by the Authority, a group line indoctrination training flight conducted in the aircraft is an
acceptable means of conforming to this provision if:
• The conduct of such training flight is defined by the Authority, including the training objectives
that must be satisfied by cabin crew members;
• The operator conducts the training flight in accordance with all requirements defined by the
Authority.
require only one cabin crew member, the Operator shall ensure cabin crew members complete
supervised line flight experience on such aircraft as part of the cabin crew qualification or re-
qualification process and prior to being assigned to perform unsupervised duties on an aircraft as the
sole operating cabin crew member. (GM)
Auditor Actions
□ Identified/Assessed requirement for completion of supervised line flight experience as part of
initial qualification/requalification of cabin crew members with duties on aircraft that require only
one cabin crew member (focus: completion required prior to being assigned to unsupervised
duties).
□ Examined criteria/activities/responsibilities included in supervised line experience (initial
qualification/requalification single cabin crew member aircraft).
supervised line training prior to being assigned to unsupervised duties).
Guidance
Supervised line flight experience might be referred to as a familiarization flight.
Because there is no backup or support from other cabin crew members on an aircraft requiring only
one cabin crew member, it is important that each cabin crew member has some line experience on
such aircraft under supervision prior to being assigned to duties in line operations as the sole cabin
crew member on an aircraft.
Line flight experience for cabin crew members may be conducted under the supervision of cabin
crew members assigned cabin leadership responsibilities in normal line operations (e.g. purser,
cabin leader, lead flight attendant, onboard leader or other similar positions) or specially qualified to

conduct these particular supervisory responsibilities. This activity does not necessarily require the
presence of a cabin crew instructor or evaluator to provide the supervision.
CAB 2.3.3 If the Operator conducts passenger flights with cabin crew, the Operator should ensure
cabin crew members complete supervised line flight experience as part of the cabin crew re-
qualification process and prior to being assigned unsupervised duties on any aircraft requiring more
than one cabin crew member. (GM)
Note: If applicable, supervised line flight experience for cabin crew member requalification may be
accomplished through use of a modified curriculum in accordance with the Operator's AQP as
specified in CAB 2.1.1B.
Auditor Actions
□ Identified/Assessed requirement for completion of supervised line flight experience as part of
cabin crew requalification (focus: completion required prior to being assigned to unsupervised
duties).
□ Examined criteria/activities/responsibilities included in supervised line experience
(requalification).
□ Examined training/qualification records of selected cabin crew members (focus: completion of
supervised line experience prior to being assigned to unsupervised duties).
Guidance
Supervised line flight experience is typically referred to as a familiarization flight.
This provision would be applicable to an operator that has aircraft in its fleet that require two or more
cabin crew members.
Line flight experience for cabin crew members as part of the re-qualification training course may be
conducted under the supervision of cabin crew members assigned cabin leadership responsibilities
in normal line operations (e.g. purser, cabin leader, lead flight attendant, onboard leader or other
similar positions) or specially qualified to conduct these particular supervisory responsibilities. This
activity does not necessarily require the presence of a cabin crew instructor or evaluator to provide
the necessary supervision.
An approved AQP Entry Level Analysis may be documented to achieve the most effective use of
training resources. An Entry Level Analysis may also be utilized to identify where training is not
needed or to justify alternative curriculum tracks or modules targeted at expected differences in entry
background.
CAB 2.3.4 If the Operator conducts passenger flights with cabin crew, the Operator should ensure
cabin crew members receive a periodic line evaluation or check while performing their duties during
line operations. (GM)
Note: If applicable, a periodic line evaluation or check may be accomplished through use of a
modified curriculum in accordance with the Operator's AQP as specified in CAB 2.1.1B.
Auditor Actions
□ Identified/Assessed requirement for completion of periodic line evaluation/check of cabin crew
members.
□ Examined process/criteria/content for periodic line evaluation/checks of cabin crew members.
□ Examined training/qualification records of selected cabin crew members.

Guidance
The line evaluation check of cabin crew members is typically conducted by a cabin crew member
who has been specially qualified and designated to conduct dedicated supervisory activities (e.g.
evaluator, instructor, purser or other similar supervisory position).
The periodic line evaluation or check of cabin crew members is normally conducted using a checklist
that contains the standards for performance that are being evaluated. The results of the evaluation or
check would be recorded on the checklist, which is retained with other cabin crew qualification
records.
2.4 SMS Training

CAB 2.4.1 If the Operator conducts passenger flights with cabin crew, the Operator shall
have a program that ensures cabin operations personnel are trained and competent to perform
SMS duties. The scope of such training shall be appropriate to each individual's involvement in the
SMS. [SMS] (GM) ◄
Note: SMS training is applicable to management and non-management personnel that perform cabin
operations functions for the Operator.
Auditor Actions
□ Identified/Assessed program for ensuring cabin operations personnel are trained and
□ Examined selected initial and recurrent training curricula/syllabi for management/non-
management personnel (focus: training in individually relevant SMS duties/responsibilities).
Guidance
3 Line Operations
3.1 Cabin Crew Requirements

CAB 3.1.1 If the Operator conducts passenger flights with cabin crew, the Operator shall specify
and require a minimum number of cabin crew members for each aircraft type that is utilized in
passenger operations. Such minimum cabin crew specification shall:
(i) Be based on aircraft seating capacity or number of passengers carried;
(ii) Be in accordance with minimum cabin crew requirements of the Authority;
(iii) Ensure the minimum number of cabin crew members necessary to effect a safe and
expeditious evacuation of the aircraft.
Auditor Actions
□ Identified specification for minimum number of cabin crew members for each aircraft type.
□ Examined regulatory requirement for minimum number of cabin crew for each aircraft type.
□ Examined onboard documentation specifying minimum cabin crew requirements

require more than one cabin crew member, the Operator shall ensure designation of a cabin crew
leader who has overall responsibility for the conduct and coordination of normal and emergency
cabin procedures for flights with more than one cabin crew member. (GM)
Auditor Actions
□ Identified/Assessed means of designating cabin crew leaders for flights with more than one
cabin crew member.
□ Examined responsibilities cabin crew leaders.
□ Observed line cabin operations (focus: designation of a cabin crew leader).
Guidance
The position of cabin crew leader might have a different title or name according to the operator (e.g.
purser, lead flight attendant, senior cabin crew member or onboard leader).
The use of selection prerequisites ensures designated cabin crew leaders have a defined amount of
experience as a cabin crew member (e.g. minimum one year of experience) before being assigned to
a leadership position. New operators could be required to establish alternative minimum experience
requirements.
Once selected, cabin crew leaders would receive specialized leadership training in accordance with
applicable regulations and standards of the operator before being assigned to operations.
A replacement plan, approved by the Authority, if applicable, would be necessary to ensure the
leader position is filled when the primary cabin crew leader becomes incapacitated or is otherwise
unable to carry out assigned duties.
procedures to ensure communication between the cabin crew and flight crew during line operations
is conducted in the designated common language(s) of the Operator, as specified in FLT 3.1.1. (GM)
Auditor Actions
□ Identified/assessed procedures for use of common language in line operations (focus:
requirement that communication between cabin/flight crew is in designated common
language(s).
□ Observed line cabin operations (focus: cabin crew communication with flight crew in designated
common language).
Guidance
The specifications contained in FLT 3.1.1 require an operator to designate a common language that
is used by flight crew members for communication with the cabin crew during line operations.
In cases when the cabin crew includes members who do not all speak the common language, cabin
crew members would normally be assigned to work positions throughout the cabin to ensure any
communication with the flight crew is conducted by members who speak the common language.
During long haul operations, the crew rest schedule is typically structured so a sufficient number of
cabin crew members who speak the common language are available and in a position to
communicate with the flight crew when necessary.
Refer to FLT 3.1.1 in Section 2 (FLT) of this manual.
CAB 3.1.4A If the Operator conducts passenger flights with cabin crew, the Operator shall have a
methodology for the purpose of managing fatigue-related safety risks to ensure fatigue occurring in
one flight, successive flights or accumulated over a period of time does not impair a cabin crew

member's alertness and ability to perform safety-related cabin duties. Such methodology shall
consist of:
(i) Flight time, flight duty period, duty period and rest period limitations that are in accordance
with the applicable prescriptive fatigue management regulations of the State, and/or,
(ii) If applicable, the Operator's Fatigue Risk Management System (FRMS) approved or
accepted by the State and established in accordance with CAB 3.1.4B. (GM)
Auditor Actions
□ Identified/Assessed operator methodology for the management of fatigue.
□ Identified/Assessed flight time and duty period limitations and rest period limitations as well as
rest periods scheme for cabin crew members.
□ Interviewed selected scheduling personnel.
□ Examined selected cabin crew records/rosters (focus: application of fatigue risk management
limitations/restrictions).
Guidance
Refer to the IRM for the definition of Fatigue Risk Management System (FRMS).
The intent of this provision is to ensure an operator establishes a methodology for the management
of cabin crew member fatigue in a manner that:
• Is based upon scientific principles and knowledge;
• Is consistent with the prescriptive fatigue management and/or FRMS regulations of the State;
• Precludes fatigue from endangering safety of the flight.
Where authorized by the State, the operator may use a Fatigue Risk Management System (FRMS) in
accordance with CAB 3.1.4B alone or in combination with prescriptive flight time, flight duty period,
duty period and rest period limitations as the means for managing fatigue-related risks.
Guidance for the implementation of an FRMS is contained in the IATA Fatigue Management Guide
for Airline Operators, 2nd Edition, 2015, and, as applicable, other reference documents approved or
accepted by the State for the purpose of FRMS implementation (e.g. FAA, AC 120-103A–Fatigue
Risk Management Systems for Aviation Safety).
CAB 3.1.4B If the Operator conducts passenger flights with cabin crew and utilizes an FRMS to
manage cabin crew fatigue-related safety risks, the Operator shall incorporate scientific principles
and knowledge within the FRMS, comply with any applicable requirements for managing cabin crew
fatigue as established by the State or Authority and, as a minimum:
(i) Define and document the FRMS policy;
(ii) Incorporate risk management processes for fatigue hazard identification, risk assessment
and, if required, mitigation;
(iii) Develop and maintain effective FRMS safety assurance processes;
(iv) Establish and implement effective FRMS promotion processes. (GM)
Auditor Actions
□ Identified/Assessed FRMS policy/components/elements, compliance with fatigue risk
management requirements of State/Authority.
□ Identified/Assessed FRMS processes for cabin crew fatigue risk management data
collection/analysis/hazard identification, safety risk assessment, safety risk mitigation/control.
□ Interviewed selected personnel that perform cabin crew fatigue safety risk management
functions.

□ Examined selected examples of fatigue risk management (focus: hazard identified, risk
mitigation action implemented).
Guidance
The intent of this provision is to ensure fatigue occurring either in one flight, successive flights or
accumulated over a period of time does not impair a cabin crew member's alertness and ability to
safely perform safety-related cabin duties.
Where authorized by the State, the operator may use an FRMS as a means to determine that
variations from prescriptive fatigue management policies demonstrate an acceptable level of safety.
Guidance for the implementation of an FRMS is contained in the IATA Fatigue Management Guide
for Airline Operators, 2nd Edition, 2015, and, as applicable, other reference documents approved or
accepted by the State for the purpose of FRMS implementation (e.g. FAA, AC 120-103A - Fatigue
Risk Management Systems for Aviation Safety).
The applicability of this provision is limited to those operations wherein fatigue is managed in
accordance with the FRMS as defined in the operator's FRMS documentation. It is important to note,
however, that an FRMS may be used alone or in combination with prescriptive flight time, flight duty
period and rest period limitations as the means for managing fatigue related risks.
The components of an effective FRMS as specified in this provision are described in the following
table.

FRMS policy and (i) Policy:
documentation • Defines FRMS Terms of Reference
• Defines scope of FRMS operations
• Identifies FRMS elements
• Reflects shared responsibility
• States safety objectives
• Declares management commitment
• Identifies lines of accountability
Documentation:
• Policy and objectives
• Processes and procedures
• Accountabilities, responsibilities and
authorities
• Mechanism for involvement of all
stakeholders
• FRMS training records
• Planned and actual times worked
• Outputs (findings, recommendations,
actions)
Fatigue risk management (ii) • Fatigue hazard identification
processes • Safety risk(s) assessment
• Safety risk(s) mitigation
FRMS safety assurance (iii) • FRMS performance monitoring
processes • Operational and organizational change
management
• Continual FRMS improvement


FRMS promotion processes (iv) • Training programs (for management, flight
and cabin crew, and all other involved
personnel under the FRMS
• Communication plan (explains FRMS
policies, procedures and responsibilities to
all relevant stakeholders, and also describes
communication channels)
CAB 3.1.4C If the Operator conducts passenger flights with cabin crew and utilizes an FRMS to
manage cabin crew fatigue-related safety risks, the Operator should ensure the organizational
activities specified in CAB 3.1.4B related to the management of cabin crew fatigue-related risks are
integrated with the Operator's organizational safety management system (SMS) as specified in ORG
1.1.10. (GM)
Auditor Actions
□ Identified/Examined operator methodology for the management of fatigue.
□ Identified/Examined system (SMS) structure.
□ Identified/Assessed processes that integrate FRMS with SMS.
□ Interviewed SMS accountable executive and/or designated management representative(s).
□ Interviewed responsible cabin operations manager.
□ Examined selected records/documents that illustrate integration of FRMS in the organization-
wide, cross-discipline safety risk assessment and mitigation program.
Guidance
The intent of this provision is to ensure the “tactical” organizational activities specified in CAB 3.1.4B
interface with organizational safety risk management activities. This includes interfaces with SMS
and Quality systems to ensure operational systems and processes are subjected to the
organization's overarching safety and quality assurance processes.
Guidance for the integration of FRMS and SMS is described in the IATA/ICAO/IFALPA Fatigue
Management Guide for Airline Operators, 2nd Edition, 2015.
process to ensure flight time, flight duty periods and rest periods for cabin crew members are
recorded and retained for a minimum period of time in accordance with applicable regulations. (GM)
Auditor Actions
□ Identified process for retention of duty and rest periods.
□ Examined time limits for retention of duty and rest periods.
□ Examined selected records of duty and rest periods.
Guidance
For each cabin crew member, flight/duty time records would typically consist of:
• The start, duration and end of each flight duty period;
• The start, duration and end of each duty period;
• Rest periods;
• Flight time.

If computer software is used for cabin crew planning and scheduling, the operator would ensure the
software provides appropriate warnings when individual flight segments or series of flight segments
are projected to exceed applicable maximum or minimum limits.
CAB 3.1.6 If the Operator conducts passenger flights with cabin crew, the Operator shall consider
the following as duty time for the purpose of determining required rest periods and calculating duty
time limitations for operating cabin crew members:
(i) Entire duration of the flight;
(ii) Pre-operating deadhead time;
(iii) Training period(s) prior to a flight;
(iv) Administrative or office time prior to a flight (for cabin crew members that serve in a
management function). (GM)
Auditor Actions
□ Identified the means of calculation of duty time limitations for operating cabin crew members.
□ Examined criteria for calculating duty time and rest period limits.
□ Examined selected records of duty times and rest periods.
Guidance
Refer to the IRM of the definition of Deadheading. The intent of this provision is to ensure an operator
considers non-flight duty time that is likely to induce fatigue into the calculation of duty time limitations
and the determination of required rest periods.
policy that ensures cabin crew members, prior to being assigned to duty, will not be affected by
factors that could impair human performance. Such factors include, as a minimum:
(i) Pregnancy;
(ii) Illness, surgery or use of medication(s);
(iii) Blood donation;
(iv) Deep underwater diving. (GM)
Auditor Actions
□ Identified policy that ensures that, prior to being assigned to duty, cabin crew members will not
be affected by factors that could impair human performance.
□ Examined selected evidence of implementation of the policy (if available).
Guidance
The intent of this provision is to ensure an operator's policies address the “fitness for duty” of cabin
crew members. Such policy typically assigns responsibility to the individual cabin crew member to
report and remain “fit for duty” in accordance with the specifications.

3.2 Cabin Crew Policies and Procedures

procedures that specify cabin crew functions, applicable to each aircraft type, and actions to be
executed during an emergency or situation requiring an emergency evacuation.
Auditor Actions
□ Identified/Assessed procedures for emergencies and emergency evacuations.
□ Observed line cabin operations (focus: procedures that specify cabin crew functions/actions for
an emergency/emergency evacuation situation).
procedures to ensure a coordinated and expeditious cabin evacuation during aircraft fueling
operations with passengers embarking, on board or disembarking. As a minimum, procedures shall
require:
(i) Cabin exits are designated for rapid deplaning or emergency evacuation, and routes to such
exits are unobstructed;
(ii) The area outside designated emergency evacuation exits is unobstructed;
(iii) One cabin crew member or other qualified person is positioned by the boarding door(s);
(iv) Means of communication are established among cabin crew members and with passengers;
(v) A suitable method of communication is established between qualified persons that monitor
passenger safety and personnel that have responsibility for fueling operations. (GM)
Auditor Actions
□ Identified the specified procedures for cabin evacuation during aircraft fueling operations with
passengers embarking, on board or disembarking
□ Observed line cabin operations (focus: cabin crew procedures to ensure coordinate/expeditions
cabin evacuation during fueling operations with passengers on board).
Guidance
During fueling operations with passengers on board the aircraft, the designation of exits for rapid
deplaning or evacuation takes into account various factors, which would typically include:
• Aircraft type (e.g. some aircraft types might require the designation of over-wing exits for
evacuation);
• Number of cabin crew members on board;
• The method being utilized for passenger boarding and/or deplaning (e.g. boarding bridge, air
stairs);
• Exterior obstructions (e.g. catering vehicle) that might render an exit unusable for an
emergency evacuation;
• Interior obstructions (e.g. catering trolley) that might block the route to one or more
emergency evacuation exits.
Cabin crew procedures ensure a method of communication is established.
• Among cabin crew members positioned throughout the cabin for the purpose of coordination
should a passenger evacuation be required (when more than one cabin crew member is
required to be on board);
• Between the cabin crew and passengers (one way) for the purpose of providing instructions
should a passenger evacuation be required;

• Between the cabin crew and the flight crew (when the flight crew is on board) for the purpose
of ensuring notification when fueling operations are in progress and when a passenger
evacuation is required;
• Between the cabin crew and the flight crew and/or ground handling personnel for the
purpose of ensuring notification when fueling operations must be discontinued for any
reason.
procedure to ensure the cabin crew verifies that:
(i) Passenger and crew baggage in the passenger cabin is securely stowed;
(ii) If applicable, cargo packages and/or passenger items being transported in passenger seats
are properly secured. (GM)
Auditor Actions
□ Identified procedure for cabin crew to verify cabin security (focus: baggage and cargo
packages/passenger items are stowed or properly secured).
□ Observed line cabin operations (focus: cabin crew procedure to verify baggage and cargo
packages/passenger items are stowed or properly secured).
Guidance
The intent of this provision is for an operator to have a procedure for verification by the cabin crew
that all baggage and, if applicable, cargo packages and/or passenger items being transported in
passenger seats are stowed or properly secured.
Some operators might transport smaller cargo packages (e.g. mail, COMAT items) secured in cabin
passenger seats.
Some operators might transport certain passenger items secured in cabin passenger seats. These
types of items are typically large, valuable or fragile articles belonging to passengers that are not
conducive to transport as checked baggage or appropriate for stowage in overhead bins/lockers (e.g.
large musical instruments, certain electronic equipment, prominent trophies, works of art). Such
items might thus be secured and carried in a dedicated cabin passenger seat (which might be
purchased by the passenger-owner for the purpose of transporting the item). Of course, an operator
would typically accept such items in the cabin only if the safety and comfort of other passengers will
not be compromised.
CAB 3.2.4 If the Operator conducts passenger flights with cabin crew, and utilizes aircraft
equipped with cabin doors that have an automatic slide or slide/raft deployment system, the Operator
shall have cabin crew procedures for arming and disarming such door systems. (GM)
Auditor Actions
□ Identified procedures for arming and disarming door systems.
□ Observed line cabin operations (focus: cabin crew procedures for arming/disarming applicable
cabin door slides/slide rafts).
Guidance
This standard addresses door systems that are designed to automatically deploy a slide or slide/raft
for emergency evacuation if the door is opened with the system in the armed mode. Such door
systems are typically armed once the door has been closed for flight, and disarmed at the end of a
flight and prior to the door being opened for passenger and/or crew deplaning.
Depending on the type of aircraft and door system, the pack that contains the slide or slide/raft might
be mounted in the door itself, or might be mounted in the fuselage, tail cone or other location.

CAB 3.2.5 If the Operator conducts passenger flights with cabin crew, the Operator shall require
cabin crew members to be seated with their safety harness fastened:
(i) During the takeoff and landing phases of flight;
(ii) Whenever the pilot-in-command (PIC) so directs. (GM)
Auditor Actions
□ Identified/Assessed requirements and conditions for cabin crew members to be seated with
their safety harness fastened.
□ Observed line cabin operations (focus: cabin crew seated/safety harness fastened for
takeoff/landing, when directed by PIC).
Guidance
The safety harness consists of the seat belt and shoulder straps.
CAB 3.2.6 If the Operator conducts passenger flights with cabin crew, the Operator should require
cabin crew members to be seated with their safety harnesses fastened when the aircraft is taxiing,
except to perform safety-related duties.
Auditor Actions
□ Identified means of ensuring cabin crew are seated with safety harness fastened when aircraft is
taxiing, except to perform safety-related duties.
□ Observed line cabin operations (focus: cabin crew seated/safety harness fastened for taxi
operations, except to perform safety duties).
procedures for preparation of the cabin prior to takeoff and landing. (GM)
Auditor Actions
□ Identified/Assessed procedures for cabin preparation prior to takeoff and landing.
□ Observed line cabin operations (focus: cabin crew procedures for cabin preparation prior to
takeoff/landing).
Guidance
Preparation of the cabin prior to takeoff and landing would require the cabin crew to visually verify
certain conditions are in effect. Items checked by the cabin crew will vary according to aircraft type
and equipment carried, but typically include:
• Passenger seat belts fastened;
• Tray tables and seat backs in a stowed and upright position;
• Cabin baggage and other carry-on items secure in designated areas;
• As applicable, in-flight entertainment system viewing screens off and stowed;
• Galleys, service carts/trolleys and associated equipment stowed or restrained.
cabin crew procedures for providing passengers with instructions for appropriate action in the case of
an in-flight emergency situation.

Auditor Actions
□ Identified procedures for providing passengers with instructions for in-flight emergency
situations.
□ Observed line cabin operations (focus: cabin crew procedures for providing safety instructions to
passengers).
CAB 3.2.9 If the Operator conducts passenger flights with cabin crew, and utilizes movable carts or
trolleys for passenger service in the aircraft cabin, the Operator shall:
(i) Ensure such carts or trolleys are equipped with braking devices;
(ii) Have a process to ensure braking devices are operative;
(iii) Have procedures to ensure unserviceable carts or trolleys are withdrawn for repair or
replacement. (GM)
Auditor Actions
□ Identified means of ensuring carts/trolleys are equipped with braking devices and undergo
serviceability checks.
□ Observed line cabin operations (focus: movable service carts/trolleys have operative braking
devices; procedures for withdrawal or replacement of unserviceable carts/trolleys).
Guidance
Braking devices on service carts or trolleys would typically be checked prior to the first flight of the
day. If an operator uses external service providers for catering, the operator may delegate the
serviceability of trolleys and service carts to the caterer(s). Under such circumstances, provisions
under CAB 1.10, Outsourcing and Product Control, would be applicable.
Should a cart or trolley become unserviceable during flight (e.g. defective braking device),
procedures would typically ensure the trolley or cart is stowed and not utilized for cabin service.
Additionally, tagging or labeling procedures would be implemented to ensure an unserviceable trolley
or cart is easily identified and will be withdrawn for repair or replacement.
CAB 3.2.10 If the Operator conducts passenger flights with cabin crew, and utilizes movable carts
or trolleys for passenger service in the aircraft cabin, the Operator shall have procedures to ensure
such carts or trolleys are:
(i) Stowed during the takeoff and landing phases of flight;
(ii) Stowed when not in use;
(iii) Stowed if feasible, or secured, during an emergency situation;
(iv) Stowed if feasible, or secured, prior to or during turbulence;
(v) Attended by cabin crew all times when in use, unless the braking device is engaged. (GM)
Auditor Actions
□ Identified/Assessed procedures for stowage of carts/trolleys during
takeoff/landing/emergencies/turbulence.
□ Observed line cabin operations (focus: procedures for stowage/securing of movable service
carts/trolleys).

Guidance
The term stowed means service carts or trolleys are moved into dedicated compartments (or
sleeves) that are designed to lock such equipment in place and prevent any movement within the
cabin.
The term secured means service carts or trolleys are positioned in the cabin, typically with brakes
locked, in a manner that inhibits movement. Such action would be taken only when time constraints
or cabin conditions are such that normal stowage is not feasible.
CAB 3.2.12 If the Operator conducts passenger flights with cabin crew, and utilizes aircraft with
electrical system circuit breakers that are accessible to cabin crew members, the Operator shall have
procedures that specify limitations for resetting tripped circuit breakers by cabin crew members
during flight. (GM)
Auditor Actions
□ Identified/Assessed procedures specifying limitations for resetting tripped circuit breakers by
cabin crew members during flight.
□ Interviewed cabin crew members to confirm awareness of limitations for resetting tripped circuit
breakers.
Guidance
Procedures and limitations with respect to resetting circuit breakers typically include:
• Authority to reset (normally from the PIC);
• Applicable type of equipment;
• Applicable conditions;
• Number of resets permitted.
3.3 Flight Deck Coordination

policy and associated procedures that define a sterile flight deck during critical phases of flight, to
include:
(i) A procedure for communication between the cabin crew and flight crew;
(ii) A procedure for notification of the flight crew in the event of an emergency. (GM)
Auditor Actions
□ Identified/Assessed policy and procedures that define a sterile flight deck during critical phases
of flight.
□ Observed line cabin operations (focus: policy/procedures that define sterile flight deck, address
cabin-flight crew communication).
Guidance
Refer to the IRM for the definitions of Critical Phase of Flight and Sterile Flight Deck.
The phases of flight when the operational state of the flight deck must be sterile would be defined by
the operator or the State.

CAB 3.3.2 If the Operator conducts passenger flights with cabin crew, and utilizes aircraft
equipped with a flight deck door, the Operator shall have policies and/or procedures that are in
accordance with requirements of the Authority and, as a minimum, define:
(i) When the flight deck door must remain locked;
(ii) The way the cabin crew notifies the flight crew in the event of suspicious activity or security
breaches in the cabin;
(iii) The way cabin crew members gain entry to the flight deck. (GM)
Auditor Actions
□ Identified/Assessed policies and/or procedures for flight deck access that are in accordance
with requirements of the Authority.
□ Observed line cabin operations (focus: policies/procedures for cabin-flight crew that address
locking/use of flight deck door, cabin crew entry to flight deck).
Guidance
The intent of this provision is to ensure the security of the flight deck by providing the flight crew and
cabin crew with complementary policies and/or procedures:
• That ensure the flight crew is notified in the event of suspicious activity or a security breach in
the cabin;
• For use by cabin crew members to gain entry to the flight deck when a lockable door is
installed.
Such policies and/or procedures define the actions necessary to address the specifications of this
provision.
Policies and/or procedures related to flight deck security are considered sensitive information and are
normally provided to relevant personnel in a manner that protects the content from unnecessary
disclosure.
procedures for communication and coordination between the cabin crew and flight crew to ensure a
combined and coordinated process in addressing:
(i) Passenger safety information;
(ii) Cabin readiness prior to first aircraft movement, takeoff and landing;
(iii) Arming or disarming of cabin door slides or slide rafts, if applicable;
(iv) Preparation for and an encounter with turbulence;
(v) Medical situations;
(vi) Flight or cabin crew member incapacitation;
(vii) Emergency evacuation;
(viii) Abnormal situations;
(ix) Emergency situations. (GM)
Auditor Actions
□ Identified/Assessed procedures as specified in the standard for communication and
coordination between the cabin crew and flight crew.
□ Observed line cabin operations (focus: procedures for cabin-flight crew
communication/coordination to address cabin operational situations).

Guidance
Refer to the IRM for the definition of Sterile Flight Deck.
Communication and coordination between the flight crew and cabin crew might be verbal or non-
verbal and could be included as an integral part of specific normal, abnormal and emergency
procedures.
Procedures normally include a flight and cabin crew coordination briefing prior to each flight
addresses relevant safety subjects (e.g. sterile flight deck, security, aircraft technical issues, flight
crew incapacitation, cabin depressurization, onboard fire, emergency evacuation, forced landing or
ditching.)
Appropriate communication and coordination between the flight and cabin crews ensures cabin door
slides or slide rafts are armed prior to first movement of the aircraft.
procedures to ensure the cabin crew provides notification to the flight crew when a safety-related
situation has been identified. (GM)
Auditor Actions
□ Identified procedures to ensure cabin crew notification to the flight crew when a safety-related
situation has been identified.
□ Observed line cabin operations (focus: cabin crew procedures for safety notifications to flight
crew).
Guidance
Examples of safety-related situations that typically require notification to the flight deck include:
• Unruly behavior by passenger(s);
• Injury to passenger or crew member;
• Medical emergencies, use of first aid or medical equipment;
• Fire, smoke or toxic fumes in the cabin;
• Failure of any emergency system or equipment.
In general, any occurrences that could pose danger to the aircraft or its occupants would be
considered reportable to the flight deck.
Procedures typically specify certain critical phases of flight during which the cabin crew is prohibited
from initiating any communication to the flight crew (e.g. takeoff and landing).
policy and procedures that define and specify the requirements for standard wording, terminology,
signals and/or verbal commands used for communication between cabin crew and flight crew during
normal, abnormal and emergency situations. (GM)
Auditor Actions
□ Identified/Assessed policy and procedure for a standardized means of communication between
cabin crew and flight crew during normal, abnormal and emergency situations.
□ Observed line cabin operations (focus: procedures for standardized cabin-flight crew
communication).
Guidance
The intent of this provision is that communication between cabin crew and flight crew during
abnormal and emergency situations is conducted using standardized methods of communication
identified and defined in documentation available to applicable crew members.

Examples of such situations include:

• Severe turbulence;
• “Before impact” notification (forced/emergency landing or ditching);
• Crew member incapacitation;
• Unlawful interference.
procedures that ensure the cabin crew is notified:
(i) When to prepare for takeoff;
(ii) When the flight is in the descent phase;
(iii) When to prepare for landing.
Auditor Actions
□ Identified/Assessed procedures for cabin crew notifications (focus: cabin crew is notified when
to prepare for takeoff/descent/landing).
□ Observed line cabin operations (focus: cabin crew notified prior to takeoff/descent/landing).
3.4 Cabin Operations Policies and Procedures

CAB 3.4.1 If the Operator conducts passenger flights with cabin crew, and transports passengers
that require special handling, the Operator shall have a policy and associated procedures for the
acceptance and onboard handling of such passengers by the cabin crew. Such policy and
procedures shall be in accordance with applicable regulations and, as a minimum, address:
(i) Intoxicated and/or abusive passengers;
(vi) Deportees;
Auditor Actions
□ Identified/Assessed the policy and associated procedures as specified in the standard for the
acceptance and onboard handling of passengers requiring special attention by the cabin crew.
□ Observed line cabin operations (focus: procedures for addressing passengers that require
special handling).

Guidance
A policy and associated procedures typically address the acceptance and onboard handling of
passengers that require special handling, or perhaps the refusal to board certain categories of
passengers. For example, such policy and procedures might specify:
• For intoxicated and/or abusive passengers: PIC authority to refuse carriage, order in-flight
restraint or, depending on the severity of circumstances, divert a flight to an alternate airport
for disembarkation and handover to authorities.
• For passengers with disabilities: Refusal or limitations in accordance with requirements of
the Authority; specialized equipment that would need to be available (e.g. onboard
wheelchair); onboard safety briefing as applicable to the particular passenger's disability.
• If unaccompanied children are accepted: Maximum number, minimum age, any special
arrangement while on board, specific seat allocation.
• If stretchers are accepted: Maximum number, escort requirement, associated equipment that
would need to be available.
• If passengers in custody are accepted: Maximum number, number of escort officers, specific
seat allocation.
CAB 3.4.2 If the Operator conducts passenger flights with or without cabin crew, the Operator shall
have a policy and associated procedures for addressing passengers that exhibit unruly behavior
and/or interfere with a crew member prior to or during flight. Such policy and procedures shall be in
accordance with local laws and regulations, and specify reasonable measures for ensuring
passengers obey lawful commands from the PIC and/or cabin crew for the purpose of securing the
safety of the aircraft, persons on board and their property. As a minimum, the policy and procedures
shall address:
(i) Identification of unruly behavior;
(ii) Conditions under which passengers may be denied boarding, disembarked or restrained in
accordance with the authority of the PIC;
(iii) Reporting of instances of unruly behavior. (GM)
Auditor Actions
□ Identified/Assessed the policy and associated procedures for addressing passengers that
exhibit unruly behavior and/or interfere with a crew member prior to or during flight.
□ Observed line cabin operations (focus: procedures for handling of unruly passengers, crew
member interference).
Guidance
Policy and associated procedures would typically be published to ensure awareness by all applicable
ground and flight personnel.
To ensure procedures are effective, guidelines are typically created to address all aspects of
managing unruly behavior including prevention. For example, because of the increased effect of
alcohol at altitude, guidelines would normally ensure the service of such beverages is carried out in a
reasonable and responsible manner. Additionally, passengers would typically not be permitted to
drink alcohol unless served by the cabin crew; the cabin crew would be attentive to identifying
passengers that might be consuming their own alcohol.
Additional information may be found in the IATA Guidance on Unruly Passenger Prevention and
Management (www.iata.org/cabin-safety).
CAB 3.4.3 If the Operator conducts passenger flights with cabin crew on aircraft with emergency
oxygen systems installed, the Operator shall have cabin crew procedures which ensure delivery of
oxygen to passengers, when required.

Auditor Actions
□ Auditor Actions (action steps to establish specifications are documented and implemented)
□ Identified/Assessed cabin crew procedures that ensure all passengers have ready access to
emergency oxygen.
□ Observed line cabin operations (focus: procedures that ensure passengers have ready access
to emergency oxygen).
cabin crew procedures that require all passengers to be seated with their seat belts (or harness or
other restraint provided) fastened:
(i) For the taxi, takeoff and landing phases of a flight;
(ii) Prior to and/or during turbulence;

(iii) When the PIC considers it necessary for the safety of the flight.
Auditor Actions
□ Identified procedures that ensure all passengers are seated with seat belts/harnesses fastened
during the flight phases specified in the standard.
□ Observed line cabin operations (focus: procedures for ensuring passengers seated/seat belt
fastened for defined phases of flight/conditions).
have procedures that require the secure restraint of infants during the phases of flight and conditions
specified in CAB 3.4.4. (GM)
Auditor Actions
□ Identified procedures to ensure infants are securely restrained during the flight phases or
conditions specified in CAB 3.4.4.
□ Observed line cabin operations (focus: procedures for ensuring secure infant restraint for
defined phases of flight/conditions)
Guidance
The term “infant” refers to small children as defined by the Authority. If the Authority does not have a
definition, the operator would publish its own definition in the OM. An “infant” is typically defined as a
child that is less than two years of age.
Some regulatory authorities require the use of child restraint devices, for which there is no universally
accepted definition. The term “restraint devices” refers to any device that is accepted by the Authority
and is utilized specifically to keep small children restrained in the aircraft cabin. Automobile seats
approved for use on an aircraft, “loop belts” and “infant seat belts” are examples of child restraint
devices.
Procedures would be in place to ensure infants are securely restrained. Such procedures typically
include the use of infant restraint devices or could specify other means of restraint. If the Authority
requires specific procedures (e.g. infants held by an adult who is occupying an approved seat or
berth) or identifies an approved type of restraint device, the operator is required to be in compliance
with those requirements.

CAB 3.4.6 If the Operator conducts passenger flights with or without cabin crew, and utilizes
aircraft that have passenger seats adjacent to cabin emergency exits, the Operator shall have
guidance and procedures to ensure passengers seated in such seats meet any applicable
requirements and restrictions.
Auditor Actions
□ Identified/Assessed guidance and procedures to ensure passengers seated in seats adjacent
to cabin emergency exits meet any applicable requirements and restrictions.
□ Observed line cabin operations (focus: procedures that address passengers seated adjacent to
emergency exits).
have guidelines and associated procedures to ensure control of the use of portable electronic
devices in the passenger cabin. (GM)
Auditor Actions
□ Identified/Assessed guidelines and associated procedures to ensure control of the use of
portable electronic devices (PEDs) in the passenger cabin.
□ Observed line cabin operations (focus: guidance/procedures that address control of PED
usage).
Guidance
Some portable electronic devices might adversely affect the performance of aircraft systems or
equipment. An operator would typically have published guidelines that define relevant electronic
devices, as well as associated procedures to ensure the use of such devices is controlled.
cabin crew procedures that ensure an announcement is made to passengers for matters related to
safety, including turbulence, normal, abnormal and emergency situations.
Auditor Actions
□ Identified procedures for announcements to passengers for situations as specified in the
standard.
□ Observed line cabin operations (focus: procedures for passenger safety announcements as
applicable to the situation).
guidance and associated cabin crew procedures to ensure passengers:
(i) Are informed and receive instruction on all restrictions pertaining to onboard smoking;
(ii) Comply with the Fasten Seat Belt sign and, if applicable, the No Smoking sign.
Auditor Actions
□ Identified guidance and procedures to ensure passengers are informed of all restrictions and
instructions pertaining to on onboard smoking and Fasten Seat Belt/No Smoking signs/.
□ Examined documentation of guidelines, PAs, safety video & associated procedure(s).

□ Observed line cabin operations (focus: guidance/procedures to communicate smoking

restrictions to passengers, address compliance with fasten seat belt/no smoking signs).
cabin crew procedures and guidance to ensure passengers are familiar with location and use of:
(i) Seat belts;
(ii) Emergency exits;
(iii) Life jackets (individual flotation devices), if required;
(iv) Oxygen masks, where applicable;
(v) Other emergency equipment provided for individual use, including safety briefing
cards. (GM)
Auditor Actions
□ Identified/Assessed guidance/cabin crew procedures to ensure passengers are familiar with
the location and use of the safety and emergency equipment as specified in the standard.
□ Examined documentation of guidelines, PAs, safety video & associated procedure(s).
□ Observed line cabin operations (focus: procedures for ensuring passengers are familiar with
cabin emergency equipment/systems).
Guidance
A demonstration video or an announcement on the cabin public address system are methods that
ensure passengers are familiar with locations and the use of the specified items.
A safety information card, which is made available to each passenger, is typically used to supplement
a demonstration or announcement.
Seat cushions that are designed to float are considered individual flotation devices.
policy and cabin crew procedures for the administration of oxygen, as applicable to aircraft type and
configuration. (GM)
Auditor Actions
□ Identified/Assessed policy/cabin crew procedures for the administration of oxygen.
□ Observed line cabin operations (focus: procedures for administration of oxygen from portable
bottles/cabin system as applicable to aircraft type.
Guidance
On certain aircraft, oxygen is made available in the cabin during a depressurization through
automatically deployed oxygen masks, and passengers, as instructed, are expected to self-
administer oxygen using the masks.
Oxygen is also administered by cabin crew to those with medical needs, typically using aircraft
portable oxygen bottles or other oxygen supplying equipment, as applicable for the type of aircraft.
policy that defines the acceptance of passengers that have the potential need for supplementary
oxygen and, if such passengers are accepted, procedures for the administration and stowing of
supplementary oxygen. (GM)

Auditor Actions
□ Identified/Assessed policy for the acceptance of passengers needing supplementary oxygen
and if applicable, cabin crew procedures for the administration/stowing of supplementary oxygen.
□ Interviewed cabin crew members to confirm awareness of the procedures for administration of
oxygen.
Guidance
A policy would typically define whether the operator does or does not accept passengers with a pre-
existing medical condition that requires the potential need for oxygen. If such passengers are
accepted, it would be normally be necessary to have a process that permits arranging for and
boarding an adequate oxygen supply prior to a flight. Additionally, procedures would be typically
required to ensure:
• The proper administration of such oxygen by crew members when needed;
• Oxygen equipment is properly stowed when not in use or when the seat belt sign is
illuminated.
In some circumstances, if approved by the operator and the Authority, passengers may be allowed to
carry on board and utilize their own oxygen equipment.
If an operator does not accept passengers who have the need for supplementary oxygen, the policy
would clearly state such non-acceptance in order to ensure awareness among applicable passenger
handling personnel.
the immediate availability of procedures and associated checklist(s), applicable to each aircraft type,
to be used for an in-flight search or inspection to discover concealed weapons, explosives, or other
dangerous devices when sabotage or other type of unlawful interference is suspected. Such
procedures shall contain:
(i) Guidance for the course of action to be taken if a bomb or suspicious object is found;
(ii) Least risk location(s) for a bomb or explosives specific to each aircraft type, if so designated
by the manufacturer. (GM)
Auditor Actions
□ Identified/Assessed procedures the operator utilizes for onboard bomb search or security
inspection when an act of unlawful interference or sabotage is suspected.
□ Examined selected records of completion of security searches, as appropriate.
Guidance
In order to address the need to conduct a timely search or inspection of an aircraft, a checklist or
other form of guidance (e.g. Bomb Threat Search Checklist, Aircraft Search Instructions) applicable
to each aircraft type is immediately available, either located on board the aircraft or readily accessible
through other means, for use by the cabin crew or other qualified personnel. Such checklist or
instructions assist qualified personnel in carrying out a systematic search of the flight deck and/or
cabin during flight to identify suspected or potentially dangerous devices or explosives. Instructions,
which are specific to the aircraft type, specify predetermined structurally safe locations to move, if
deemed appropriate, dangerous or potentially explosive articles. (Note: some aircraft types may not
have designated least risk locations.)
The capability to undertake a systematic search for such items on board a cargo aircraft may be
difficult due to limited access to many parts of the aircraft in flight. Opening containers and accessing
pallets of cargo in flight also may not be possible and the availability of flight crew or other trained
personnel to undertake such a search may be limited.

4 Cabin Systems and Equipment
4.1 Preflight Inspection

procedures to ensure the availability, accessibility and serviceability of aircraft cabin emergency
systems and equipment for passenger flights. Such procedures shall include a preflight inspection of
systems and equipment, which, as a minimum, shall be conducted by the cabin crew or, if applicable,
by the flight crew prior to the first flight:
(i) After a new cabin crew has assumed control of the aircraft cabin;
(ii) After an aircraft has been left unattended by a flight crew or cabin crew for any period of
time. (GM)
Auditor Actions
□ Identified/Assessed procedures to ensure the availability/accessibility/serviceability of aircraft
cabin emergency systems and equipment for passenger flights.
□ Observed line cabin operations (focus: procedures for preflight inspection of cabin emergency
systems/equipment).
Guidance
An operator typically has published guidance to ensure cabin crews take appropriate action to
address a condition where equipment is discovered as missing or does not satisfy operational
requirements. Such guidance normally ensures the PIC is notified prior to departure of the flight and
maintenance personnel are also notified, as applicable.
Discrepancies involving cabin systems and equipment are typically documented in a cabin log book
or equivalent recording medium.
process that permits the cabin crew to report the existence of malfunctioning aircraft equipment prior
to and after the completion of a flight.
Auditor Actions
□ Identified/Assessed process for cabin crew to report the existence of malfunctioning aircraft
equipment prior to/after the completion of a flight.
□ Check for process alignment with flight operations and Operations/cabin crew manuals.
□ Observed line cabin operations (focus: process for cabin crew to report malfunctioning aircraft
equipment prior to/after flight).

4.2 Systems and Equipment Requirements

CAB 4.2.1–4.2.23 (Intentionally open)
CAB 4.2.24 If the Operator conducts passenger flights, the Operator shall ensure all aircraft in its
fleet are equipped with, in accordance with conditions of applicability, the cabin systems and
equipment specified in Table 5.4.
Auditor Actions
□ Identified/Assessed installation of cabin systems/equipment, as applicable.
□ Coordinated with MNT auditors (focus: cabin systems/equipment in accordance with
□ Examined records of installation, inspection and/or maintenance of the cabin
systems/equipment.
□ Observed line cabin operations or inspected static aircraft.
CAB 4.2.25 If the Operator conducts passenger flights, the Operator should ensure all aircraft in its
fleet are equipped with, in accordance with conditions of applicability, the cabin systems and
equipment specified in Table 5.7.
Auditor Actions
□ Identified/Assessed installation of cabin systems/equipment, as applicable.
□ Coordinated with MNT auditors (focus: cabin systems/equipment in accordance with
□ Examined records of installation, inspection and/or maintenance of the cabin
systems/equipment.
□ Observed line cabin operations or inspected static aircraft.

Table 5.1–Operations Manual Content Specifications

The content of the Operations Manual shall address the following areas of cabin operations:
(i) Compliance or conformity with:
(a) Applicable laws, regulations and rules;
(b) Standard operating procedures for each phase of flight.
(ii) Administration of first aid, to include guidelines for:
(a) Life threatening medical emergencies;
(b) Cardiopulmonary resuscitation (CPR);
(c) Injuries and illnesses;
(d) Use of medical equipment (e.g. Automatic External Defibrillator, if applicable).
(iii) Response to emergency, abnormal, suspected security situations:
(a) Aircraft emergency evacuation;
(b) Cabin decompression, if applicable;
(c) Onboard fires, smoke and fumes;
(d) Emergency landing, ditching;
(e) Leakage or spillage of suspected dangerous goods;
(f) Suspected bomb or explosives, least risk bomb locations (specific to aircraft type);
(g) Cabin search;
(h) Hijacking or unlawful intervention.
(iv) Use of cabin systems and equipment, to include malfunctions:
(a) Oxygen systems, if applicable;
(b) Communication systems;
(c) Entry and exit doors;
(d) Lifesaving equipment;
(v) Dangerous goods manual or parts relevant to the cabin crew, to include:
(a) Dangerous goods prohibited in passenger and crew baggage;
(b) Information/instructions for dangerous goods permitted in passenger and crew baggage;
(c) Action to be taken in the event of an emergency.
(vi) Use of emergency, survival equipment.
(vii) Cabin crew training program:
(a) Abnormal and emergency situations, emergency evacuation;
(b) Use of emergency and lifesaving equipment;
(c) Lack of oxygen, loss of pressurization (as applicable);
(d) Other cabin crew member assignments and functions;
(e) Dangerous goods;
(f) Human performance, crew resource management (CRM).
(viii) Limitations pertaining to flight time, flight duty periods and rest periods.

Table 5.2–Elements of an Advanced Qualification Program (AQP)

The following elements shall be included as part of an AQP as specified in CAB 2.1.1B:
(i) Training program and curricula approved or accepted by the State.
(ii) Training and/or evaluation which is conducted to the maximum extent possible in a cabin crew
environment. Qualification and continuing qualification curricula must include an event
management evaluation (EME), which consists of a partial or full phase of flight scenario
systematically designed to target specific technical and crew resource management (CRM) skills.
(iii) Mandatory evaluation of CRM proficiency and substandard performance on CRM factors must be
corrected by additional training. For pass/fail purposes, flight attendants must also demonstrate
proficiency in an EME, which tests both technical and CRM skills together.
(iv) Specific training for instructors and/or evaluators, together with explicit training and evaluation
strategies to verify the proficiency and standardization of such personnel for crew oriented,
scenario-based training and evaluation tasks.
(v) Integrated use of cabin training equipment, including cabin procedures trainers. Operators are
encouraged to utilize a suite of equipment matched on the basis of analysis to the training
requirements at any given stage of a curriculum.
(vi) Curriculum elements that are:
(a) Defined;
(b) Crew member-specific or personnel-specific;
(c) As applicable, aircraft-specific. (see Note 1)
Note 1: Applicable curricula must specify the make, model and series aircraft (or variant) and each
crew member position or other positions to be covered by that curriculum. Positions to be covered
by the program must include all flight attendant positions, instructors and evaluators and could
include other positions, such as flight crew, aircraft dispatchers and other operations personnel.
(vii) Separate curricula for indoctrination, qualification and continuing qualification.
(viii) CRM Training/Evaluation and Data Collection (feedback) to determine program effectiveness to
include:
(a) State-approved or -accepted Crew Resource Management (CRM) Training applicable to
positions for which training is provided under the program;
(b) State-approved or -accepted training on and evaluation of skills and proficiency of each
person being trained under the program to use their crew resource management (CRM)
skills and their technical skills in an actual or simulated operations scenario. As applicable,
training and evaluation is conducted via CBT and/or in an approved training device;
(c) Data collection procedures that will ensure the certificate holder provides information from
its crew members, instructors and evaluators that will enable the State to determine
whether the training and evaluations are working to accomplish the overall objectives of the
curriculum;
(d) Performance proficiency data collection on students, instructors, and evaluators and the
conduct of airline internal analysis of such information for the purpose of curriculum
refinement and validation.
(ix) Training devices and simulators used under the program are evaluated against applicable
published standards and approved or accepted by the State to ensure adequacy for
training/qualification performed.
(x) Program approval to include:
(a) A demonstration to the Authority of how the program will provide an equivalent or superior
level of safety for each curriculum item that differs from traditional training programs
approved or accepted by the State.

Table 5.2–Elements of an Advanced Qualification Program (AQP)

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

Table 5.3–Requirements of an Advanced Qualification Program (AQP)

AQP allows development of proficiency-based training programs that encourage innovation in the methods
and technologies used during instruction and evaluation, as well as efficient management of the training
systems. Since these innovations may require some deviations from traditional regulations, the approved
qualification standards may replace the applicable portions of the existing regulations and/or training
guidance. These deviations or variances will be documented in the approved AQP documentation.
Additionally, an approved AQP Entry Level Analysis may be documented to achieve the most effective use
of training resources. An Entry Level Analysis may also be utilized to identify where training is not needed or
to justify alternative curriculum tracks or modules targeted at expected differences in entry background.
In an AQP, criticality and currency determination guides how and when training objectives are trained,
validated or evaluated. A task factor analysis will be documented within the approved training qualification
standards.
The specifications in this table apply to an AQP as specified in CAB 2.1.1B, and are in addition to those
delineated in Table 5.2:
(i) Proficiency Objectives
The Operator shall conduct a job task analysis beginning with the development of a comprehensive
task listing for each duty position. The task listing covers the full range of conditions and
contingencies - internal to the aircraft, external to the aircraft, normal, abnormal, and emergency -
to which the cabin crew could be exposed within the Operator's sphere of operations. Proficiency
objectives are then extracted from the task and subtask analysis, respectively, for each duty
position, and include identification of applicable performance, standards, and conditions. The
documentation of proficiency objectives also identify the references used, respectively, in defining
performance, standards, and conditions for each.
An operator may elect to categorize certain proficiency objectives as currency items. Currency
items refer to activities on which proficiency is maintained by virtue of frequent exercise during
routine operations. Such items do not need to be addressed for training or proficiency evaluation
purposes in periodic training sessions. However, verification is required that proficiency on such
items is being maintained. Such verification might be obtained during line checks.
An operator could also elect to categorize proficiency objectives, including currency items, as
critical or non-critical, based on operational significance and the consequences of error. This
categorization is employed to determine the time interval within which training and evaluation on
such items must occur for continuing qualification curricula. Critical proficiency objectives are
trained and evaluated during an evaluation period the initial duration of which cannot exceed
thirteen months. Each such evaluation period includes at least one training session. Non-critical
terminal proficiency objectives may be distributed over a continuing qualification cycle the initial
duration of which cannot exceed twenty-six months.
(ii) Continuing Qualification Cycles and Evaluation Periods
is the time period during which all terminal and supporting proficiency objectives are trained,
validated, or evaluated. The initial approval for a continuing qualification cycle is no more than 26
months in duration, divided into two 13-month evaluation periods. All critical proficiency objectives
are accomplished during each evaluation period, and all currency proficiency objectives are
accomplished during each continuing qualification cycle.
The initial duration of a continuing qualification cycle is 26 months, which may be subsequently and
(iii) Training Sessions
Each evaluation period must include a minimum of one training session, but may include more.

Table 5.3–Requirements of an Advanced Qualification Program (AQP)

(iv) Proficiency Evaluations
A proficiency evaluation must be completed during each evaluation period. Typically, the
proficiency evaluation will occur during a required training session; however, if more than one
training session is completed during an evaluation period, the proficiency evaluation may be
divided among training sessions or otherwise allocated to one or more such sessions.

Table 5.4–Required Cabin Systems and Equipment

All aircraft in the Operator's fleet shall be equipped with, in accordance with conditions of applicability, the
cabin systems and equipment specified in this table. Where referenced, refer to guidance material in
Table 5.5.
(i) First aid kits All aircraft utilized for Equipped with one or more
passenger flights with first aid kits that are
or without cabin crew. distributed as evenly as
practicable throughout the
passenger cabin(s) and
are readily accessible for
use by crew members.
(GM) Table 5.6
(ii) Hand-held fire All aircraft in its fleet Equipped with hand-held Note: Hand-held fire
extinguishers utilized for passenger fire extinguishers uniformly extinguishers shall be
flights with or without distributed throughout the of a type that will
cabin crew. passenger cabin (when minimize the hazard of
two or more extinguishers toxic gas concentration.
are required), readily
accessible at each galley
not located on a main
passenger deck, and if
applicable, available for
use in each cargo
compartment that is
accessible to the crew.
(GM) Table 5.5 (i)
(iii) Protective Breathing All pressurized Equipped with a portable
Equipment (PBE) passenger aircraft in its unit of protective breathing
fleet, and all equipment (PBE) installed:
unpressurized (a) adjacent to each
passenger aircraft in its hand-held fire
fleet having more than extinguisher as
19 passenger seats. specified above, or
adjacent to each
required cabin
crew station,
whichever is
fewer; and
(b) where a hand-held
fire extinguisher is
located in a cargo
compartment,
outside but
adjacent to that
cargo
compartment.
(GM) Table 5.5 (ii)


(iv) Life jacket (or All passenger aircraft in Equipped with a minimum
equivalent individual its fleet utilized for over- of one life jacket or
floatation device) water passenger flights equivalent individual
with or without cabin floatation device for each
crew. person on board,
accessible from individual
seating positions. (GM)
Table 5.5 (iii)
(v) All passenger aircraft in Equipped with a minimum
its fleet utilized for over- of one life jacket or
water passenger flights, equivalent individual
flying over 93 km floatation device for each
(50nm) over-water with person on board,
or without cabin crew. accessible from individual
seating positions, and
fitted with a means for
electric illumination. (GM)
Table 5.5 (iii)
(vi) All passenger aircraft in Equipped with a minimum
its fleet utilized for long- of one life jacket for each
range over-water person on board, readily
passenger flights with accessible from individual
or without cabin crew. seating positions and fitted
with a means for electric
illumination.
(vii) Lifesaving rafts All aircraft in its fleet Equipped with lifesaving
utilized for long-range rafts with sufficient
over-water passenger capacity to accommodate
flights with or without all persons on board, with
cabin crew. each raft stowed in a
manner to facilitate ready
use during a ditching
emergency. Lifesaving
rafts shall contain:
(a) Life-sustaining
equipment as
appropriate to the
flight to be
undertaken; and
(b) Equipment for
making
pyrotechnical
distress signals.
(viii) Cabin emergency All aircraft in its fleet Equipped with a cabin
escape path lighting utilized for passenger emergency escape path
flights with or without lighting system.
cabin crew, and with
more than 9 passenger
seats for which the
individual certificate of
airworthiness was first
issued after 1 January
1958.


(ix) Flashlight (torch) All aircraft in its fleet Equipped with a flashlight
utilized for passenger (torch) at each required
flights with cabin crew. cabin crew station. (GM)
Table 5.5 (iv)
(x) Seats and All aircraft in its fleet Equipped with a seat (or
associated restraint utilized for passenger berth) for each person over
devices flights with or without a specific age as
cabin crew. determined by the State,
with each seat (or berth)
fitted with a safety
harness, seat belt or
restraining device.
(xi) Cabin crew seats All aircraft in its fleet Equipped with forward or
utilized for passenger rearward facing seats at
flights with cabin crew. each emergency
evacuation station for use
by cabin crew members as
specified in CAB 3.1.1.
Such seats shall be
located near floor level
exits and fitted with a
safety harness. (GM)
Table 5.5 (v)
(xii) Oxygen storage and All pressurized aircraft Equipped with oxygen
dispensing in its fleet utilized for storage and dispensing
apparatus passenger flights with apparatus that can be
cabin crew, at flight used by cabin crew
altitudes above 10,000 members when
feet. administering
supplemental oxygen.
(xiii) Safety information All aircraft in its fleet Provide a safety
card utilized for passenger information card readily
flights with or without accessible to each
cabin crew. passenger, which contains
appropriate information,
instructions, restrictions or
locations relevant to:
(a) Seat belts;
(b) Emergency exits;
(c) If applicable,
emergency
escape path
lighting;
(d) Life jackets
(personal
floatation devices),
if required;
(e) If applicable,
passenger oxygen
masks;
(f) Smoking
restrictions.


(xiv) Megaphones All aircraft in its fleet Equipped with portable
utilized for passenger battery-operated
flights with cabin crew. megaphones, stowed in a
manner to be readily
accessible for use by crew
members. Aircraft shall be
equipped with:
(a) One megaphone
for aircraft with 60
to 100 passenger
seats;
(b) Two megaphones
for aircraft with
more than 100
passenger seats.
(GM) Table 5.5 (vi)
(xv) Smoke detection All aircraft in its fleet Lavatories are equipped
system utilized for passenger with a smoke detection
flights with or without system. (GM) Table 5.5
cabin crew, and with 10 (vii)
or more passenger
seats.
(xvi) Built-in fire All aircraft in its fleet Lavatories are equipped
extinguisher utilized for passenger with a built-in fire
flights with or without extinguisher system for
cabin crew, with 20 or each lavatory receptacle
more passenger seats, intended for the disposal of
and for which the towels, paper or waste.
application for (GM) Table 5.5 (viii)
certification was
submitted on or after
2 March 2004.

Table 5.5–Guidance Material: Required Cabin Systems and Equipment

(i) The requirements for hand-held fire extinguishers in this provision are applicable only to areas of
the aircraft other than the flight deck. Specific requirements for the flight deck are contained in ISM
Section 2 (FLT).
The minimum number of hand-held fire extinguishers required for passenger aircraft is determined
by the Authority, and is typically based on the number of passengers the aircraft is authorized to
carry. The following list provides the typical minimum numbers of hand-held fire extinguishers
based on aircraft passenger seats:
• One extinguisher for aircraft with 7 to 30 passenger seats;
• Two extinguishers for aircraft with 31 to 60 passenger seats;
• Three extinguishers for aircraft with 61 to 200 passenger seats;
• Four extinguishers for aircraft with 201 to 300 passenger seats;
• Five extinguishers for aircraft with 301 to 400 passenger seats;
• Six extinguishers for aircraft with 401 to 500 passenger seats;
• Seven extinguishers for aircraft with 501 to 600 passenger seats;
Eight extinguishers for aircraft with 601 or more passenger seats.
(ii) PBE units would typically be installed within approximately one meter (three feet) of each hand-held
fire extinguisher.
Portable PBE units are designed to provide breathing gas for 15 minutes at a pressure altitude of
8,000 feet.
(iii) Seat cushions that are designed to float are considered individual floatation devices.
State regulations might permit baby survival cots or infant life jackets to be stowed together in one
or more common locations (e.g. in a bustle or doghouse). Under such circumstances, an operator
would typically have procedures to ensure such items are handed to the parents of infants when
required.
(iv) If the operator requires individual cabin crew members to carry flashlights to ensure compliance, a
process could be in place that verifies such carriage, ensures flashlights are in working order and
defines the location(s) for stowage during flight.
(v) The safety harness consists of the seat belt and shoulder straps.
Aircraft are equipped with the specified seats to accommodate the required minimum number of
cabin crew members at the emergency evacuation stations.
Under certain circumstances, additional cabin crew members (above the required minimum
number) may sit in passenger seats (with lap belts only) provided qualified cabin crew members
occupy all seats at the emergency evacuation stations.
(vi) If located in overhead bins or other cabin compartments, megaphones, in order to be readily
accessible, would be kept free from and/or not covered by cabin baggage, cabin supplies or other
items.
(vii) In certain regulatory jurisdictions there is typically a requirement for the lavatory smoke detection
system to provide a warning that can be readily detected by the flight and/or cabin crew.
(viii) In certain regulatory jurisdictions there is typically a requirement for the fire extinguisher to
discharge automatically into each lavatory waste receptacle in the event of a fire.

Table 5.6–Guidance Material: First Aid Kits

The minimum number of first aid kits required for passenger aircraft is determined by the Authority, and is
typically based on the number of passengers the aircraft is authorized to carry.
The following list provides the typical minimum numbers of first aid kits based on aircraft passenger seats:
• One kit for aircraft with 100 or fewer passenger seats;
• Two kits for aircraft with 101 to 200 passenger seats;
• Three kits for aircraft with 201 to 300 passenger seats;
• Four kits for aircraft with 301 to 400 passenger seats;
• Five kits for aircraft with 401 to 500 passenger seats; and
• Six kits for aircraft with 501 and more passenger seats.
The contents of an aircraft first aid kit would typically include:
• List of kit contents;
• Antiseptic swabs (10/packs);
• Bandage, adhesive strips;
• Bandage, gauze 7.5 cm × 4.5 m;
• Bandage, triangular 100 cm folded and safety pins;
• Dressing, burn 10 cm × 10 cm;
• Dressing, compress, sterile 7.5 cm × 12 cm approx.;
• Dressing, gauze, sterile 10.4 cm × 10.4 cm approx.;
• Adhesive tape, 2.5 cm (roll);
• Skin closure strips;
• Hand cleanser or cleansing towelettes;
• Pad with shield or tape for eye;
• Scissors, 10 cm (if permitted by applicable regulations);
• Adhesive tape, surgical 1.2 cm × 4.6 m;
• Tweezers, splinter;
• Disposable gloves (several pairs);
• Resuscitation mask with one-way valve;
• First aid manual (an operator may decide to have one manual per aircraft in an easily accessible
location);
• Incident record form.
If permitted by applicable regulations, first aid kits could include the following medications:
• Mild to moderate analgesic;
• Antiemetic;
• Nasal decongestant;
• Antacid;
• Antihistaminic;
• Antidiarrheal.
In states where regulations do not allow any medications in the first aid kit, affected operators may carry an
extra kit containing the above medications to be used passively (i.e. only given to a passenger on specific
request by the passenger).

Table 5.7–Recommended Cabin Systems and Equipment

All aircraft in the Operator's fleet should be equipped with, in accordance with conditions of applicability, the
cabin systems and equipment specified in this table.
(i) Medical kit All aircraft in its fleet Should be equipped with a
utilized for passenger minimum of one medical
flights with cabin crew, kit, stored in a secure
and utilizes aircraft with location, for use by
more than 100 medical doctors or
passenger seats on individuals with
flight sector lengths of appropriate qualifications
more than two hours. or training. (GM) Table 5.8
(ii) Universal precaution All aircraft utilized for Should be equipped with
kits passenger flights with one or more universal
cabin crew precaution kits for use by
cabin crew members in
managing:
(a) Episodes of ill
health associated
with a case of
suspected
communicable
disease;
(b) Cases of illness
involving contact
with body fluids.
(GM) Table 5.9

Table 5.8–Guidance Material: Medical Kit Contents

The equipment contents of an aircraft medical kit would typically include:
• List of contents;
• Stethoscope;
• Sphygmomanometer (electronic preferred);
• Airways, oropharyngeal (appropriate range of sizes);
• Syringes (appropriate range of sizes);
• Needles (appropriate range of sizes);
• Intravenous catheters (appropriate range of sizes);
• System for delivering intravenous fluids;
• Antiseptic wipes;
• Gloves (disposable);
• Sharps disposal box;
• Urinary catheter with sterile lubricating gel;
• Venous tourniquet;
• Sponge gauze;
• Tape adhesive;
• Surgical mask;
• Emergency tracheal catheter (or large gauge intravenous cannula);
• Umbilical cord clamp;
• Basic life support cards;
• Bag-valve mask;
• Torch (flashlight) and batteries (operator may choose to have one per aircraft in an easily accessible
location).
The carriage of AEDs would be determined by an operator on the basis of a risk assessment, taking into
account the particular nature of the operation.
The drug contents of an aircraft medical kit would typically include:
• Epinephrine 1:1000;
• Antihistaminic (injectable);
• Dextrose (50% injectable), 50 ml (single dose ampule or equivalent);
• Nitro-glycerine (tablets or spray);
• Major analgesic (injectable or oral);
• Sedative anticonvulsant (injectable);
• Antiemetic (injectable) or Zofran (Ondansetron) (oral dissolvable);
• Bronchial dilator inhaler with disposable collapsible spacer;
• Atropine (injectable);
• Adrenocortical steroid (injectable or similar oral absorption equivalent);
• Diuretic (injectable);
• Medication for postpartum bleeding (Misoprostol i.e. cytotec);
• Sodium chloride 0.9% (1000 ml recommended);
• Acetyl salicylic acid (aspirin) for oral use;
• Oral beta blocker.

Table 5.8–Guidance Material: Medical Kit Contents

If a cardiac monitor is available, (with or without an AED), the following would normally be added to the
above list:
Epinephrine 1:10000 (can be a dilution of epinephrine 1:1000).

Table 5.9–Guidance Material: Universal Precaution Kit Contents

One or two universal precaution kits per aircraft would typically be adequate for normal operations;
additional kits would be carried at times of increased public health risk (e.g. an outbreak of a serious
communicable disease with pandemic potential).
The contents of an aircraft universal precaution kit would typically include:
• Dry powder that can convert small liquid spill into a granulated gel;
• Germicidal disinfectant for surface cleaning;
• Skin wipes;
• Face/eye mask (separate or combined);
• Gloves (disposable);
• Impermeable full length long sleeved gown that fastens at the back;
• Large absorbent towel;
• Pick-up scoop with scraper;
• Bio-hazard disposal waste bag;
• Instructions.


Section 6 — Ground Handling Operations (GRH)
Applicability
Section 6 addresses functions within the scope of ground handling operations and is applicable to an
operator that conducts passenger, cargo and/or combi (combined cargo and passenger) aircraft
operations.
Functions within the scope of ground handling operations include:
• Passenger handling;
• Baggage handling;
• Aircraft ground handling and loading;
• Load control;
• Aircraft fueling;
• Aircraft de-/anti-icing.
In this section, non-revenue cargo is addressed in the same way as revenue cargo for the purposes of
handling loading, securing and transporting. COMAT is non-revenue cargo.
For the purpose of addressing cargo in this section, mail is considered to be an item of cargo. Therefore,
any reference to cargo also includes mail.
Where an operator outsources the performance of ground handling operational functions to external
service providers, the operator retains overall responsibility for ensuring the management of safety in the
conduct of such operations and must demonstrate processes for monitoring applicable external service
providers in accordance with GRH 1.10.2.
General Guidance
Processes and procedures for use in ground handling operations are defined in the IATA Ground Operations
Manual (IGOM), the IATA Airport Handling Manual (AHM), the IATA Dangerous Goods Regulations (DGR)
and in other relevant IATA publications.

GRH 1.1.1 The Operator shall have a management system that ensures control of ground handling
operations and the management of safety and security outcomes. (GM) ◄
Auditor Actions
□ Identified/Assessed management system structure for ground handling operations.
□ Interviewed manager(s) of ground handling operations.
□ Assessed status of conformity with all other GRH management system ISARPs.
Guidance
Refer to the IRM for the definitions of Ground Handling, Operations and Operator.
ISM Ed. 11, September 2017 GRH 1

GRH 1.1.2 The Operator shall have a manager for ground handling operations that:
(i) Has the authority and is responsible for the management and supervision of functions and
activities within the scope of ground handling operations;
(ii) Is accountable to senior management for ensuring the safety of ground handling operations.
(GM) ◄
Auditor Actions
□ Identified designated/nominated manager for ground handling operations.
□ Examined job description of manager for ground handling operations (focus: defines
□ Interviewed manager of ground handling operations.
Guidance

GRH 1.2.1 The Operator shall ensure the management system defines the accountability,
authorities and responsibilities of management and non-management personnel that perform
functions relevant to the safety and/or security of ground handling operations. The management
system shall also specify:
with respect to the safety and/or security of ground handling operations;
(ii) Responsibilities for ensuring ground handling operations are conducted in accordance with
applicable regulations and standards of the Operator;
(iii) Lines of accountability throughout ground handling operations, including direct
accountability for safety and/or security on the part of ground handling operations senior
management. [SMS] (GM) ◄
Auditor Actions
□ Identified/Assessed defined safety/security accountability/authorities/responsibilities (focus:
applicable to management/non-management personnel throughout the ground handling
operations organization).
□ Interviewed ground handling operations manager and/or designated management
representative(s).
□ Examined job descriptions of selected management/non-management personnel in ground
handling operations.
Guidance
GRH 1.2.2 The Operator shall have a process for the delegation of duties within the management
system for ground handling operations that ensures managerial continuity is maintained when
operational managers are absent from the workplace. (GM) ◄
Auditor Actions
□ Identified/Assessed processes for delegation of duties when ground handling operations
managers are absent (focus: processes maintain managerial continuity during periods when
managers are absent).
GRH 2 ISM Ed. 11, September 2017


representative(s).
□ Examined example(s) of delegation of duties due to absence.
Guidance
1.3 Communication
GRH 1.3.1 The Operator shall have a communication system that enables an effective exchange of
information relevant to the conduct of ground handling operations throughout the management
system for ground handling operations and in areas where ground handling operations are
conducted. (GM) ◄
Auditor Actions
ground handling operations organization (focus: capability for communicating information
relevant to operations within the ground handling operations organization).
representative(s).
□ Examined examples of information communication/transfer in ground handling operations.
□ Interviewed selected non-management operational personnel in ground handling operations.
Guidance

GRH 1.4.1 The Operator shall ensure the existence of the necessary facilities, workspace,
equipment and supporting services, as well as work environment, to satisfy ground handling
operational safety requirements. (GM) ◄
Auditor Actions
□ Observed/Assessed physical resources and services (focus: adequacy to meet needs of
ground handling operations).
□ Identified/Assessed processes for oversight of external ground service providers (focus:
representative(s).
Guidance
Conformity with GRH 1.4.1 does not require specifications to be documented by an operator.
GRH 1.4.2 The Operator shall ensure operational positions within the scope of ground handling
operations are filled by personnel on the basis of knowledge, skills, training and experience
appropriate for the position. (GM) ◄
Auditor Actions
□ Identified/Assessed standards and processes for selection of ground handling operations
personnel in functions relevant to safety and security of aircraft operations.


representative(s).
□ Interviewed personnel that perform ground handling functions relevant to the safety or security
of aircraft operations.
Guidance
To ensure the inclusion of all ground handling operations, an operator would typically have a process
that ensures specifications in this provision are applied to external ground handling service providers.
to satisfy specifications in this provision.

GRH 1.5.1 The Operator shall have a system for the management and control of documentation
and/or data used directly in the conduct or support of ground handling operations. Such system shall
include elements as specified in ORG Table 1.1. (GM) ◄
Auditor Actions
□ Identified/Assessed systems for management and control system of documentation and data
used in ground handling operations (see ORG Table 1.1).
□ Identified/Assessed process(es) for distribution of OM to external service providers that
conduct outsourced ground handling operational functions.
□ Examined selected parts of the ground handling operations manual (OM).
□ Interviewed person(s) responsible for management and control of ground handling operations
documentation management/control process(es).
Guidance
Refer to the IRM for the definitions of Airport Handling Manual (AHM), Documentation, Electronic
Documentation, IATA Ground Operations Manual (IGOM) and Paper Documentation.
An operator might utilize the documents and/or data of another operator (usually a parent or
subsidiary) in the conduct or support of its own ground operations. In such cases, in order to maintain
the currency of information contained in documents (and/or data), an operator would typically have a
process to provide operational input to the operator that produces the documents (and/or data) that
are utilized in ground handling operations.
Refer to IGOM 1.8, 1.19 and 5.3 for guidance that addresses management and control of ground
operations documentation and data.
GRH 1.5.2 (Intentionally open)
GRH 1.5.3 The Operator shall ensure documentation used in the conduct or support of ground
handling operations:
(ii) Is presented in a format that is appropriate for use by ground handling personnel;
(iii) If applicable, is accepted or approved by the Authority. (GM) ◄
Auditor Actions
documentation/data used in ground handling operations.


□ Examined selected parts of the ground handling OM (focus: legibility/accuracy/format; approval
as applicable).
Guidance
Refer to the IRM for the definition of Authority.
1.6 Operational Manuals

GRH 1.6.1 The Operator shall have an Operations Manual, which may be issued in separate parts,
that contains the operational policies, processes, procedures and other information necessary for
ground handling personnel to perform their duties and be in compliance with applicable regulations,
laws, rules and standards of the Operator. (GM)
Auditor Actions
□ Identified/Assessed ground handling OM or, if applicable, separate documents that comprise
the OM.
□ Examined selected sections or parts of the ground handling OM (focus: policies, processes,
procedures used by ground handling personnel are included).
Guidance
Refer to the IRM for the definition of Operations Manual (OM).
An operations manual typically includes guidance that addresses areas generic to all functions within
the scope of ground handling operations, as well as parts of the manual that are specific to individual
Because the scope of ground handling operations is broad and varies by operator, rather than
publishing one OM just for ground handling, a smaller operator might choose to incorporate the
relevant information into a larger, comprehensive OM.
An operator could also choose to issue the information in separate documents that are each specific
to the various ground handling operational functions (e.g. passenger handling, baggage handling,
aircraft handling). Each individual document would typically contain generic guidance that is
applicable to all ground handling operational functions (e.g. organizational policies, general
definitions), as well as guidance that is specific to the particular ground handling function or office
location (e.g. process descriptions, standard operating procedures, references to the appropriate
regulations and IATA manuals).
GRH 1.6.2 The Operator shall ensure the current edition of the Operations Manual is available in a
usable format at each location where ground handling operations are conducted. (GM)
Auditor Actions
□ Identified/Assessed process for ensuring distribution of the ground handling OM to all locations
where ground handling operations are conducted.
□ Observed availability of OM in usable format in selected areas of operations.
□ Traced distribution of revision(s) to ground handling OM to locations where ground handling
operations are conducted.
Guidance
If an operator has external organizations conduct ground handling operational functions, such
operator would then be expected to have a monitoring and control process to ensure each external

organization either uses the OM of the operator or has its own published OM that fulfills operational
safety, security and quality requirements of the operator.
To achieve system-wide standardization, an operator would normally have a control process that
ensures external service providers have operationally relevant parts of the OM available at applicable
locations.
GRH 1.6.3 If the Operator transports dangerous goods as cargo, the Operator shall ensure a
current edition of the IATA Dangerous Goods Regulations (DGR), the ICAO Technical Instructions
for the Safe Transport of Dangerous Goods by Air (Technical Instructions) or equivalent
documentation is accessible at each location where ground handling operations involving the loading
of dangerous goods as cargo are conducted. (GM)
Auditor Actions
□ Identified/Assessed process for ensuring distribution of DGR or equivalent DG documents to all
locations where DG is handled.
□ Traced distribution of DGR or equivalent DG documents.
□ Observed accessibility of DGR or equivalent DG documents in areas of operations where
dangerous goods are handled.
Guidance
Refer to the IRM for the definitions of Dangerous Goods Regulations (DGR) and Technical
Instructions.
Most dangerous goods are typically transported as cargo. However, certain types of dangerous
goods are permitted for transport in passenger or crew baggage. The specifications in this provision
are applicable to an operator that transports dangerous goods as cargo.
Acceptable equivalent documentation would typically contain information derived from the DGR or
Technical Instructions, as well as the dangerous goods policies and procedures specific to the
type(s) of operations being conducted at the location.
GRH 1.6.4 If the Operator transports dangerous goods as cargo, the Operator shall ensure the OM
or an equivalent operational manual contains information that will permit ground handling personnel
to carry out duties and responsibilities with respect to dangerous goods. Such information shall
(i) Action to be taken in the event of emergencies involving dangerous goods;
(ii) Details of the location and identification of cargo holds;
(iii) The maximum quantity of dry ice permitted in each compartment;
(iv) If radioactive material is transported, instructions for the loading of such dangerous goods in
accordance with applicable requirements. (GM)
Auditor Actions
□ Identified/Assessed information in the OM or equivalent document that permits personnel to
carry out duties and responsibilities relevant to dangerous goods handling.
□ Interviewed personnel that perform operational functions in ground handling operations.
□ Observed accessibility of DG information on key cargo (dry ice and radioactive material) in
selected areas of operations where personnel carry out dangerous goods handling.
Guidance
Refer to IGOM 6.4 for guidance that addresses response to dangerous goods events.
Guidance may be found in DGR 9.5 and 10.9.

GRH 1.6.5 If the Operator does not transport dangerous goods, the Operator shall ensure the OM
contains the policies and associated guidance necessary to prevent dangerous goods from being
inadvertently carried or loaded onto the aircraft. (GM)
Auditor Actions
□ Identified/Assessed policies and guidance in the ground handling OM or equivalent manual
necessary to ensure personnel do not inadvertently permit acceptance or transport of dangerous
goods.
□ Interviewed personnel that perform operational functions in ground handling operations.
□ Observed availability of policies and guidance that ensures personnel do not inadvertently
permit dangerous goods to be carried or loaded onto the aircraft.
Guidance
For a dangerous goods “no-carry” operator, guidance in the OM typically addresses vigilance with
respect to hidden or inconspicuous dangerous goods, and includes an indicative list of items that
could contain dangerous goods. Such guidance also typically addresses dangerous goods permitted
in passenger baggage in accordance with operator policy and procedures.
GRH 1.6.6 If the Operator conducts passenger flights, the Operator shall ensure a current edition
of the IATA Dangerous Goods Regulations (DGR), the ICAO Technical Instructions for the Safe
Transport of Dangerous Goods by Air (Technical Instructions) or equivalent documentation is
accessible at locations where passenger check-in and/or boarding operations are conducted. (GM)
Auditor Actions
□ Identified/Assessed process for ensuring distribution of DGR or equivalent DG documents to all
locations where passenger check-in and/or boarding are conducted.
□ Traced distribution of DGR or equivalent DG documents to areas where passenger check-in
and/or boarding operations are conducted.
□ Observed accessibility of DGR or equivalent DG documents in areas of operations where
passenger handling operations are conducted.
Guidance
Most dangerous goods are typically transported as cargo. However, certain types of dangerous
goods are permitted for transport in passenger or crew baggage.
Acceptable equivalent documentation would typically contain information derived from the DGR or
Technical Instructions, as well as the dangerous goods policies and procedures specific to the
type(s) of operations being conducted at the location. For example, at the passenger check-in and
aircraft boarding areas, appropriate company documentation might describe dangerous goods
permitted in passenger and crew baggage. Documentation may also include actions required by
passenger agents with respect to items specifically not permitted in passenger baggage, and contain
examples of dangerous goods hazard labels and procedures for addressing spills and/or leaks of
unidentified substances.
To ensure system-wide standardization, an operator would normally have a control process to
ensure external service providers have the DGR or equivalent documentation available at applicable
locations.

GRH 1.6.7 If the Operator conducts passenger flights, the Operator shall ensure the OM or an
equivalent operational manual contains information that will permit ground handling personnel to
carry out duties and responsibilities with respect to dangerous goods. As a minimum, such
information shall include procedures to alert passengers that certain items of dangerous goods:
(i) Are specifically prohibited in hold baggage;
(ii) Must be removed from cabin baggage when cabin baggage is transported as hold baggage.
(GM)
Auditor Actions
□ Identified/Assessed information in the ground handling OM relevant to personnel alerting
passengers of dangerous goods restrictions and prohibitions.
□ Observed personnel advising passengers of DG limits in ground handling operations.
Guidance
Refer to IGOM 2.5.7 for guidance that addresses dangerous goods in baggage.
GRH 1.6.8 If the Operator conducts passenger flights, the Operator should ensure the OM or an
equivalent operational manual contains information with respect to dangerous goods permitted in
passenger and crew baggage. (GM)
Auditor Actions
□ Identified/Assessed information in the ground handling OM relevant to dangerous goods
permitted in passenger and crew baggage.
□ Interviewed line flight and cabin crew members.
Guidance
Certain items of dangerous goods are permitted in passenger or crew baggage if approved by the
operator. Information contained in the operations manual (or equivalent) would typically address the
following:
• Approval process
It is recommended that a single company policy be set out that identifies the items that have
been approved and the person(s) or department(s) responsible for determining how
dangerous goods in passenger baggage may be approved.
• Communication
It is recommended that the operator define how approvals for dangerous goods requiring
operator approval are communicated to the airport(s) of departure. It is recommended that
operators consider a process where such approval is included in the passenger electronic
record.
• Limitations
The operator manuals should specify any limitations or procedural requirements that may
apply to particular commodities (e.g. inspection at check-in by passenger service agents
and/or security).
• Codeshare
Where the operator has interline agreements with code share and/or alliance partners the
operator should identify what the procedure is for obtaining the approval of the other
airline(s) involved (e.g. by advising the passenger that they must obtain approval from the
other operator).

• Awareness
The operator should ensure that all staff who have an interaction with passengers, (i.e.
reservations agents, passenger service agents, cabin crew and flight crew) are made aware
of the process employed to ensure that the operator approval process remains effective.
Refer to DGR 2.3, which addresses dangerous goods permitted in passenger and crew checked and
cabin baggage.
Refer to IGOM 2.5 for guidance that addresses the carriage of dangerous goods by passengers.
GRH 1.6.9 The Operator should ensure the processes and procedures contained in the OM for the
conduct of ground handling operations are, as a minimum, equivalent to processes and procedures
contained in the IGOM. (GM)
Auditor Actions
□ Identified/Assessed ground handling OM (focus: includes processes/procedures as specified in
the IGOM).
□ Interviewed responsible ground handling management representative(s).
□ Examined selected sections or parts of the ground handling OM (focus: processes/procedures
used by ground handling personnel are equivalent to those specified in the IGOM).
Guidance
As a best practice, an operator would typically conduct a gap analysis of its OM processes and
procedures to identify the level of equivalency with those in the IGOM.
Processes/procedures in the IGOM have been developed based on industry-accepted practices that
generally provide an acceptable level of safety risk in the conduct of ground handling operations.
1.7 Records System

GRH 1.7.1 The Operator shall have a system for the management and control of ground handling
for:
(i) Identification;
(ii) Legibility;
(iii) Maintenance;
(iv) Retrieval;
Auditor Actions
□ Identified/Assessed management and control system for operational records in ground
handling operations (focus: system includes standardized processes as specified in standard).
□ Examined operational records in ground handling operations.
Guidance
GRH 1.7.2 If the Operator utilizes an electronic system for the management and control of
operational ground handling records, the Operator shall ensure the system provides for a scheduled
generation of back-up record files. (GM) ◄

Auditor Actions
□ Identified/Assessed management and control system for operational records in ground
handling operations (focus: system defines schedule for periodic file backup).
□ Examined record(s) of back-up files for electronic records.
Guidance

GRH 1.9.1 The Operator shall have a quality assurance program that provides for the auditing and
evaluation of the management system and operational functions within the scope of ground handling
operations at planned intervals to ensure the Operator is:
Auditor Actions
□ Identified/Assessed role/organization/structure of quality assurance program in ground
handling operations (focus: role/purpose within organization/SMS; definition of audit program
scope/objectives; description of program elements/procedures for ongoing auditing of
management/operational areas).
□ Examined selected ground handling operations audit reports (focus: audit
scope/process/organizational interface).
Guidance
requirements.
Ideally, the specifications of this provision would also apply to external service providers that conduct
outsourced operational functions.
A corporate quality assurance program that is applied to all operational areas of the company,
including all functions within the scope of ground handling operations, satisfies this requirement.
Refer to the IATA Airport Handling Manual (AHM) 60 and 612, which contain guidance that
addresses auditing of ground handling functions.
GRH 1.9.2 The Operator shall have a process for addressing findings resulting from audits of
functions within ground handling operations, which ensures:
(i) Identification of root cause;
(ii) Development of corrective action, as appropriate, to address finding(s);

Auditor Actions
□ Identified/Assessed process for addressing audit findings within ground handling operations.
Guidance
GRH 1.9.3 The Operator shall have a process to ensure significant issues arising from audits of
functions within the scope of ground handling operations are subject to management review in
accordance with ORG 1.5.1 and, as applicable, ORG 1.5.2. [SMS] (GM) ◄
Auditor Actions
□ Identified/Assessed process for management review of ground handling operations issues
(focus: continual improvement of quality assurance program).
□ Examined selected records/documents of management review of ground handling operations
quality assurance program issues (focus: specific issues/changes identified and implemented to
Guidance
GRH 1.9.4 The Operator shall have an audit planning process and sufficient resources to ensure
audits of ground handling operations are:
Auditor Actions
□ Identified/Assessed planning process for quality assurance auditing of ground handling
operations (focus: audits planned/scheduled/completed in order to meet applicable
internal/external requirements).
Guidance

GRH 1.10.1 If the Operator has external service providers conduct outsourced ground handling
operational functions, the Operator shall have a process to ensure a contract or agreement is
executed with such external service providers. Contracts or agreements shall identify the application
of measurable specifications that can be monitored by the Operator to ensure requirements that
affect the safety and/or security of ground handling operations are being fulfilled by the service
provider. (GM) ◄

Auditor Actions
service providers of ground handling operational functions.
□ Interviewed responsible manager(s) in ground handling operations.
□ Examined selected ground handling operations outsourcing contracts/agreements (focus:
inclusion of measurable specifications applicable to external service providers).
Guidance
The requirement for a contract or agreement applies to outsourced ground handling functions that
affect the safety and security of operations, including routine aircraft servicing (e.g. potable water)
and special functions such as aircraft fueling and de-/anti-icing.
If a ground handling function is expected to be accomplished in accordance with specific industry
standards, the agreement would normally identify and specify the standards by exact name (e.g.
aircraft fuel shall be delivered in accordance with the standards adopted by the IATA Fuel Quality
Pool).
The AHM contains detailed guidance as well as the standard ground handling agreement (SGHA)
and a service level agreement. Additionally, IATA publishes a standard contract for the delivery of
aircraft fuel.
operational functions, the Operator shall have processes to monitor such external service providers
to ensure ground handling safety and security requirements are being fulfilled. (GM) ◄
Auditor Actions
□ Identified/Assessed processes used for monitoring external ground handling service providers
□ Examined selected records/reports resulting from monitoring of ground handling operations
service providers (focus: monitoring process ensures provider fulfils applicable safety/security
requirements).
Guidance
Refer to the IRM for the definition of ISAGO.
An external service provider that is on the ISAGO (IATA Safety Audit of Ground Operations) Registry
for a particular station indicates such provider has been audited and is in conformity with ISAGO
standards. The use of the ISAGO program is an acceptable method for certain elements of the
monitoring processes. These elements must be within the scope of the ISAGO Standards Manual
(GOSM).
Other inspection programs that might be considered for use as part of the monitoring of service
providers include, as applicable, the IATA De-Icing/Anti-Icing Quality Control Pool (DAQCP), the
IATA Fuel Quality Pool (IFQP) and the IATA Drinking-Water Quality Pool (IDQP).
operational functions, the Operator should ensure auditing is included as a process for the monitoring
of external service providers in accordance with GRH 1.10.2. (GM) ◄

Auditor Actions
□ Identified/Assessed auditing processes used for monitoring external ground handling service
providers.
□ Examined selected reports of audits performed on external ground handling service providers.
Guidance
Refer to the IRM for the definition of GOSARPs.
An acceptable method of auditing external service providers is the utilization of all, or part of the
ISAGO Standards and Recommended Practices (GOSARPs) as applicable to the scope of the audit
and the functions performed by the external service provider.
Participation in the ISAGO audit pool is an acceptable method for utilization of the GOSARPs and
associated checklists for the audit of external service providers in accordance with GRH 1.10.2.
Refer to the Introduction of the ISAGO Standards Manual (GOSM) for guidance that addresses use
of the GOSARPs and associated checklists.
GRH 1.10.4 The Operator should have a process to ensure products purchased or otherwise
acquired from an external vendor or supplier, which directly affect operational safety or security, meet
the product technical requirements specified by the Operator prior to being used in the conduct of
ground handling operations. (GM) ◄
Auditor Actions
□ Identified/Assessed acceptance processes for ensuring acquired products used in ground
handling operations meet technical requirements.
□ Examined selected product acceptance records (focus: products meet ground handling
operations technical requirements).
Guidance

Risk Management
GRH 1.11.1 The Operator shall have a hazard identification program for ground handling
operations that includes:
Auditor Actions
□ Identified/Assessed safety hazard identification program in GRH operations (focus: program
□ Identified/Assessed role of GRH operations in cross-discipline safety hazard identification
□ Interviewed person(s) that perform GRH operations data collection/analysis to identify hazards

□ Examined selected examples of hazards identified through GRH operations data

Guidance
framework.
GRH 1.11.2 The Operator shall have a safety risk assessment and mitigation program for ground
handling operations that specifies processes to ensure:
(i) Hazards are analyzed to determine the existing and potential safety risks to aircraft
operations;
(ii) Safety risks are assessed to determine the requirement for risk control action(s);
(iii) When required, risk mitigation actions are developed and implemented in ground handling
Auditor Actions
□ Identified/Assessed safety risk assessment and mitigation program in ground handling
operations (focus: hazards analyzed to identify/define risk; risk assessed to determine
appropriate action; action implemented/monitored to mitigate risk).
□ Identified/Assessed role of ground handling operations in cross-discipline safety risk
□ Interviewed person(s) that perform ground handling operations risk assessment/mitigation.
Guidance
SMS framework.
GRH 1.11.3 The Operator shall have an operational safety reporting system for ground handling
operations that:
(i) Encourages and facilitates ground handling operations personnel to submit reports that
identify safety hazards, expose safety deficiencies and raise safety concerns;
(ii) Requires reporting of events that result in aircraft ground damage;
(iii) Includes analysis and ground handling operations management action to address
operational deficiencies, hazards, incidents and concerns identified through the reporting
system. [SMS] (GM) ◄
Auditor Actions
□ Identified/Assessed operational safety reporting system in ground handling operations (focus:
system urges/facilitates reporting of hazards/safety concerns; includes analysis/action to
□ Interviewed person(s) that perform operational safety report review/analysis/follow-up in ground

□ Examined data that confirm an effective ground handling operations safety reporting system
(focus: quantity of reports submitted/hazards identified).
□ Examined records of selected ground handling operations safety reports (focus: analysis/follow-
up to identify and address reported hazards/safety concerns).
Guidance
To enhance industry data usability, it is recommended that ground damage events are reported in
accordance with a formal reporting structure (see GRH 1.11.6).
Refer to IGOM 6.4 for guidance that addresses aircraft damage reporting.
GRH 1.11.4 The Operator should have a confidential safety reporting system that encourages and
facilitates the reporting of events, hazards and/or concerns resulting from or associated with human
performance in ground handling operations. (GM) ◄
Auditor Actions
□ Identified/Assessed confidential safety reporting system in ground handling operations (focus:
system urges/facilitates reporting of events/hazards/safety concerns caused by humans;
report/reporters are de-identified; includes analysis/action to validate/address reported
hazards/safety concerns).
□ Examined records of selected ground handling operations confidential safety reports (focus:
concerns).
Guidance

GRH 1.11.5 The Operator shall have processes for setting performance measures in ground
handling operations as a means to monitor the safety performance of ground handling operations
and to validate the effectiveness of risk controls. [SMS] (GM) ◄
Auditor Actions
□ Identified/Assessed program for setting performance measures in ground handling operations
(focus: program defines/requires performance measures that are used to track/monitor
operational safety performance/validate safety risk controls).
□ Interviewed responsible manager(s) in ground handling operations
□ Examined records/documents that identify tracking of ground handling operations performance
measures (focus: tracking used to assess/monitor operational safety performance,
assess/validate risk control effectiveness).
Guidance

Performance measures in ground handling operations might address, for example, different types of
aircraft ground damage.
GRH 1.11.6 The Operator should have a process to ensure aircraft ground damages are reported
to IATA for inclusion in the Ground Damage Database (GDDB). Such reports should be submitted in
accordance with the formal IATA ground damage reporting structure. (GM)
Auditor Actions
□ Identified/Assessed process for reporting ground damages to IATA for inclusion in GDDB.
□ Examined selected reports of ground damage submitted to IATA using forms from
www.iata.org/gddb.
Guidance
Refer to the IRM for the definition of IATA Ground Damage Database (GDDB).
The IATA GDDB has been established as a quality source of defensible data that will support a
performance-based approach to the management of ground handling operations. Data submitted to
IATA for the GDDB is assembled and integrated in a manner that permits, through statistical
analysis, the identification of trends and contributing factors associated with aircraft ground
damages.
Participants that submit data for the GDDB benefit from having access to the analytical results. As a
key component of IATA's Integrated Solution for Ground Operations, such results are used by
various IATA working groups and task forces associated with the Ground Operations and ISAGO
programs, and form the basis for the development of damage prevention strategies and success
measurement metrics.
The assurance of data quality and overall database integrity requires that data is submitted by
participants in a uniform and consistent manner. Therefore, the GDDB includes strict reporting
protocols, including associated definitions and assumptions.
Reporting guidelines and other information can be found online at the IATA Ground Damage
Database page (http://www.iata.org/gddb).

GRH 2.1.1 The Operator shall have a process to ensure personnel that perform operational duties
in functions within the scope of ground handling operations for the Operator, to include personnel of
external service providers, complete:
(i) Initial training prior to being assigned to perform such operational duties;
(ii) Recurrent training on a frequency in accordance with requirements of the regulatory
authority but not less than once during every 36-month period, except for recurrent training
in dangerous goods as specified in GRH 2.2.1 or GRH 2.2.2. (GM)

Auditor Actions
□ Identified/Assessed training program for ground handling personnel (focus: ensures completion
of initial/recurrent training for personnel in all ground handling functions; includes processes that
ensure personnel of external service providers complete initial/recurrent training).
□ Examined selected initial/recurrent course curricula/syllabi (focus: includes initial and recurrent
training programs for all personnel that perform ground handling duties/functions).
□ Examined initial and recurrent training records of selected personnel (focus: completion of initial
and recurrent training).
Guidance
Refer to the Applicability box at the beginning of this section for the functions within the scope of
ground handling operations.
Requirements for initial and recurrent training apply to all personnel that perform duties within the
scope of ground handling operations for the operator, both at the main base and at all other locations.
GRH 2.1.2 The Operator shall have a process to ensure the training programs completed by
ground handling operations personnel in accordance with GRH 2.1.1 provide the knowledge
necessary to perform duties, execute procedures and operate the equipment associated with specific
ground handling functions and responsibilities. Such programs shall include:
(i) Familiarization training on applicable regulations;
(ii) In-depth training on requirements, including policies, procedures and operating practices;
(iii) Training in human factors principles;
(iv) Safety training on associated operational hazards. (GM)
Auditor Actions
□ Identified/Assessed training programs for ground handling operations personnel (focus:
includes programs for personnel in all ground handling operations functions).
□ Examined selected training program records/documents (focus: programs include all specified
training areas as applicable to ground handling operations functions).
Guidance
The AHM contains guidance for the training of ground handling personnel.
Refer to AHM 590, 591 and DGR 1.5, which address dangerous goods training for personnel that
perform load control functions.
Refer to Table 6.1, which contains specifications that define typical safety training for ground
handling personnel.
GRH 2.1.3 The Operator shall have a process to ensure training for personnel that perform
operational duties in functions within the scope of ground handling operations for the Operator:
(i) Includes testing or evaluation by written, oral or practical means, as applicable;
(ii) Requires a demonstration of adequate knowledge, competency and proficiency to perform
duties, execute procedures and/or operate equipment. (GM)
Auditor Actions
□ Identified/Assessed training programs for ground handling operations personnel (focus:
programs include a process for testing/evaluations/demonstrations as specified).

□ Examined selected initial/recurrent course curricula/syllabi (focus: initial and recurrent training
programs include testing/evaluations/demonstrations).
□ Examined initial/recurrent training records of selected personnel (focus:
testing/evaluations/demonstrations as specified completed during initial and recurrent training).
Guidance
Training is usually divided into theoretical and practical parts, both of which normally include a record
of an evaluation and successful completion of training.
An assessment of knowledge gained from the theoretical part of training is normally accomplished
through use of written or computer-based testing.
Practical training typically includes an on-the-job training phase followed by a demonstration of
competence in the skills that are relevant to the specific ground handling function.
An oral means of assessment may be included as an element of the evaluation included in the
theoretical and/or practical parts of training, but would typically not be used as the sole method of
evaluation.
Records of evaluations for both theoretical and practical training are normally retained to verify
currency in accordance with training program requirements.
GRH 2.1.4 The Operator shall have a process to ensure completion of required training by
personnel that perform operational duties in functions within the scope of ground handling operations
for the Operator is recorded and such records are retained in accordance with GRH 1.7.1.
Auditor Actions
□ Identified/Assessed ground handling operations records system (focus: system includes
training records of personnel that perform ground handling operations duties).
□ Examined initial/recurrent training records of selected personnel (focus: records include
completion of required training).
GRH 2.1.5 The Operator shall have a process to ensure the training programs completed by
ground handling operations personnel in accordance with GRH 2.1.1 are reviewed and updated to
remain relevant and current.
Auditor Actions
□ Identified/Assessed process for review and update of training programs completed by ground
handling operations personnel.
□ Examined selected training program records/documents (focus: programs have been
periodically reviewed and updated).

GRH 2.2.1 If the Operator transports dangerous goods as cargo, the Operator shall have a process
to ensure ground handling personnel receive dangerous goods training, to include initial training and
recurrent training, on a frequency in accordance with requirements of the regulatory authority, but not
less than once within 24 months of previous training in dangerous goods. Such training shall be
completed by personnel that perform operational duties in the following functions within the scope of
ground handling operations:
(i) Passenger handling;
(ii) Baggage handling;

(iii) Aircraft loading;

(iv) Load control. (GM)
Auditor Actions
□ Identified/Assessed dangerous goods training program for personnel with operational ground
handling duties.
□ Examined applicable initial/recurrent dangerous goods training curricula and syllabi.
□ Examined training records of selected personnel with applicable operational ground handling
duties.
Guidance
The curriculum for dangerous goods training for ground handling personnel will vary depending on
specific responsibilities and duty function(s), but will typically address:
• Limitations;
• List of dangerous goods;
• Storage and loading procedures;
• Flight crew notification;
Refer to DGR 1.5 (Table 1.5.A, Minimum Requirements for Training Curricula) for detailed guidance
that addresses dangerous goods training and subjects applicable to specific ground handling
functions.
GRH 2.2.2 If the Operator does not transport dangerous goods as cargo, the Operator shall have a
process to ensure ground handling personnel receive dangerous goods training, to include initial
training and recurrent training on a frequency as specified in GRH 2.2.1. Such training shall be
completed by personnel that perform operational duties in the following functions within the scope of
ground handling operations:
(i) Passenger handling;
(ii) Baggage handling;
(iii) Aircraft loading;
(iv) Load control. (GM)
Auditor Actions
□ Identified/Assessed dangerous goods training program for personnel with applicable
operational ground handling duties.
□ Examined selected initial/recurrent training curricula/syllabi for personnel with applicable
operational ground handling duties.

□ Examined training records of selected personnel with applicable operational ground handling
duties.
Guidance
When an operator does not transport dangerous goods as cargo (i.e. a “no-carry” operator),
dangerous goods training is still required for ground handling personnel to ensure prohibited
dangerous goods are recognized and are not loaded onto an aircraft.
Dangerous goods training would be structured to provide the requisite knowledge to permit ground
handling personnel to recognize prohibited dangerous goods (whether labeled or not labeled),
ensure such dangerous goods are not inadvertently loaded on an aircraft and apply emergency
action in the event of contamination or a spill. The curriculum for dangerous goods training for ground
handling personnel will typically address:
• Limitations;
Refer to DGR 1.5 (Table 1.5.B, Minimum Requirements for Training Curricula for “No-carry”
Operators), for detailed guidance that addresses dangerous goods training and subjects applicable
to specific ground handling functions.
GRH 2.2.3 The Operator shall have a process to ensure initial and recurrent training completed by
applicable ground handling personnel in accordance with GRH 2.1.1 addresses the following areas
of operations, as applicable to ground handling duties or function(s) performed:
(i) Airside Driving;
(ii) Load control;
(iii) Passenger Handling;
(iv) Baggage handling;
(v) Aircraft Handling and Loading;
(vi) Passenger Boarding Bridge;
(vii) Aircraft Loading Supervision;
(viii) Aircraft Ground Movement;
(ix) Cargo and Mail handling;
(x) Fueling Operations;
(xi) De/Anti-Icing Operations;
(xii) Other areas of operations as specified by the Operator.
Auditor Actions
□ Identified/Assessed training program for ground handling personnel (focus: training program
addresses all specified operational areas).
□ Examined selected initial/recurrent training curricula/syllabi (focus: training addresses all
specified operational areas.
□ Examined selected initial and recurrent training records (focus: personnel have completed
training in operational areas applicable to individual duties/functions performed).

GRH 2.2.4 The Operator should have a process to ensure training for ground handling personnel in
operational areas as specified in GRH 2.2.3 includes elements that address specific ground handling
functions in accordance with the following:
(i) Airside driving as specified in Table 6.2;
(ii) Load control as specified in Table 6.3;
(iii) Passenger handling as specified in Table 6.4;
(iv) Baggage handling as specified in Table 6.5;
(v) Aircraft handling and loading as specified in Table 6.6;
(vi) Passenger boarding bridge operation as specified in Table 6.7;
(vii) Aircraft loading supervision as specified in Table 6.8;
(viii) Aircraft ground movement as specified in Table 6.9;
(ix) Aircraft fueling as specified in Table 6.10;
(x) Aircraft de/anti-icing as specified in Table 6.11;
(xi) Other operational ground handling functions as specified by the Operator. (GM)
Auditor Actions
□ Identified/Assessed training program for ground handling personnel (focus: training addresses
operational functions as specified).
□ Examined selected initial/recurrent training curricula/syllabi (focus: training addresses specific
operational functions).
□ Examined selected initial and recurrent training records (focus: personnel have completed
training in operational functions performed).
Guidance
Subject areas specified in the tables are typical for training that addresses the various types of
Personnel assigned to perform ground handling duties as defined by the operator may have different
roles and/or functions that can be any combination of the functions specified in the provision.
2.3 SMS Training

GRH 2.3.1 The Operator shall have a program that ensures ground handling operations personnel
are trained and competent to perform SMS duties. The scope of such training shall be appropriate to
each individual's involvement in the SMS. [SMS] (GM) ◄
functions within the scope of ground handling operations for the Operator.
Auditor Actions
□ Identified/Assessed program for ensuring personnel that perform operational ground handling
functions are trained and competent to perform SMS duties.
□ Examined selected initial and recurrent ground handling operations training curricula (focus:
training in individually relevant SMS duties/responsibilities).
□ Examined selected operational ground handling personnel training records (focus: completion of
SMS training).

Guidance
3 Ground Handling Operations
3.1 Passenger and Baggage Handling

GRH 3.1.1 If the Operator conducts passenger flights, the Operator shall have a notification system
that ensures information on the types of dangerous goods forbidden for transport on board an aircraft
is communicated to all passengers. Such system shall ensure the following:
(i) The requisite information is provided to passengers:
(a) At the point of ticket purchase or, where that is not practical, prior to issuance of a
boarding pass.
(b) At issuance of a boarding pass, or when no boarding pass is issued, prior to
boarding the aircraft.
(ii) Where ticket purchase and/or boarding pass issuance can be completed by passengers
without the involvement of another person, the passenger is required to acknowledge that
the requisite information has been presented.
(iii) Information is provided at each of the places at an airport where tickets and/or boarding
passes are issued, and in baggage drop and aircraft boarding areas. (GM)
Auditor Actions
□ Identified/Assessed dangerous goods notification system (focus: system is comprehensive;
addresses all aspects of passenger notification.
□ Observed online passenger ticketing and boarding pass issue system, self-check-in kiosks
(focus: passengers receive specified dangerous goods information).
□ Observed airport passenger/baggage handling operations (focus: passengers receive
dangerous goods information as specified; information provided at passenger handling
locations).
Guidance
The dangerous goods notification system may be documented in either the OM or in other
appropriate and controlled manuals.
Use of the internet or self-ticketing kiosks are examples of methods of ticket purchase and/or
boarding pass issuance that can be completed by the passenger without the involvement of another
person. When such methods are used, dangerous goods information is normally presented in a
manner that does not allow completion of the process until the passenger has acknowledged that the
restrictions have been presented.
Dangerous goods information in pictorial form is a preferred method of presentation to passengers.
It is recommended that dangerous goods information is also displayed in airport baggage claim
areas.
Guidance may be found in DGR 1.4.3.

GRH 3.1.2 If the Operator conducts passenger flights, the Operator shall ensure a process is in
place that requires, when dangerous goods not permitted for carriage on board the aircraft are
discovered on the person of or in the baggage of a passenger, a report is made to the appropriate
authority of the state of occurrence. (GM)
Note: The specifications of this provision are applicable to operators that transport, and also to
operators that do not transport, dangerous goods as cargo.
Auditor Actions
□ Identified/Assessed a process to report discovery of prohibited dangerous goods on the person
of or in the baggage of a passenger to the applicable authority.
□ Observed passenger/baggage handling operations (focus: process for reporting cases of
prohibited dangerous goods found in the possession of passengers).
Guidance
Guidance may be found in DGR 2.3 and 9.6.2, and in IGOM 2.5.7.
GRH 3.1.3 – 3.1.4 (Intentionally open)
GRH 3.1.5 If the Operator transports passengers that require special handling, the Operator shall
have a policy and associated procedures for the preflight acceptance and handling of such
passengers by ground passenger handling personnel. Such policy and procedures shall be in
accordance with applicable regulations and, as a minimum, address:
(i) Unruly passengers;
(vi) Deportees;
Auditor Actions
□ Identified/Assessed policy and procedures for passengers requiring the listed categories of
special handling.
□ Sampled records of specific cases of handling special needs passengers.
□ Observed passenger/baggage handling operations (focus: policy/procedures for preflight
acceptance of passengers that require special handling).
Guidance
A policy and associated procedures typically address the acceptance and pre-boarding handling of
passengers that require special handling, or perhaps the refusal to accept certain categories of
passengers. For example, such policy and procedures might include or address the following:
• For intoxicated and/or abusive passengers: Refusal to accept at check-in and, upon
discovery after check-in, refusal to board the aircraft.
• For passengers with disabilities: Acceptance and/or limitations for such acceptance in
accordance with applicable regulations, ground handling and, as applicable, specialized
equipment considerations.
• If unaccompanied children are accepted: Maximum number, minimum age, any special
arrangements once on board, specific seat allocation, ground handling considerations.

• If stretchers are accepted: Maximum number, escort requirement, associated equipment that
would need to be available, ground handling considerations.
• If passengers in custody are accepted: Maximum number, number of escort officers, specific
seat allocation, ground handling considerations.
Refer to IGOM 1.4.
3.2 Airside Operations

GRH 3.2.1 The Operator shall have processes that ensure an assignment of responsibility for the
supervision of all of its airside operational activities.
Auditor Actions
□ Identified/Assessed processes that ensure responsibility for supervision is assigned for conduct
of airside operational activities.
□ Observed passenger/baggage handling operations (focus: supervisors are assigned to all
passenger/baggage handling operational activities).
□ Observed aircraft loading operations (focus: supervisors are assigned to all aircraft loading
operational activities).
□ Observed aircraft ground handling operations (focus: supervisors are assigned to all aircraft
ground handling operational activities).
GRH 3.2.2 The Operator shall have safety procedures that are implemented during the conduct of
all of its airside operational activities. (GM)
Auditor Actions
□ Identified/Assessed requirement for implementation of safety procedures in the conduct of
airside operational activities.
□ Observed aircraft ground handling operations (focus: implementation of safety procedures for
aircraft ground handling operational activities).
Guidance
Safety procedures typically address:
• The use of internationally recognized marshalling signals for communication among ground
personnel for the movement of ground support equipment;
• If applicable, protection of passengers moving between the aircraft and the terminal building
where the apron is utilized for passenger embarkation and disembarkation;
• Foreign object damage (FOD) prevention for apron areas that have aircraft parking or
movement operations;
• Airside fire safety;
• The spillage of fluids and other materials in airside areas;
• An airside severe weather plan.
Refer to IGOM Chapter 4 for safety procedures used in ground operations. Additional guidance may
be found in AHM 462, 631 and 635.
GRH 3.2.3 The Operator shall have safety procedures that are implemented during all of its arrival
and departure aircraft ground movement operations. (GM)

Auditor Actions
□ Identified/Assessed requirement for implementation of safety procedures during
arrival/departure aircraft ground movement operations.
□ Observed aircraft ground handling operations (focus: implementation of safety procedures for
arrival/departure aircraft ground movement operations).
Guidance
Aircraft ground movement safety procedures typically address:
• Signals used between ground personnel and the flight crew;
• Verbal phraseology used between ground personnel and the flight crew;
• Standard operating procedures in accordance with recommendations of the aircraft
manufacturer(s) for aircraft pushback, power back, power out and/or tow-out, as applicable,
for departure from the parking position, and for aircraft power-in and/or tow-in, as applicable,
for arrival into the parking position.
Refer to IGOM Chapter 4 for safety procedures used in aircraft ground movement operations.
Additional guidance may be found in AHM 4.6.3.
GRH 3.2.4 The Operator shall ensure procedures are in place for an inspection of the aircraft
exterior and adjacent airside areas as appropriate prior to aircraft arrival and departure ground
movement operations. (GM)
Auditor Actions
□ Identified/Assessed inspection procedures for aircraft/adjacent airside areas prior to aircraft
arrival/departure ground movement operations.
□ Examined selected quality control inspection reports (focus: aircraft ground damage prevention).
□ Observed aircraft ground handling operations (focus: aircraft/adjacent airside areas inspected
prior to arrival/departure aircraft ground movement operations).
Guidance
Inspection procedures typically ensure:
• Surface condition of the apron is adequate to conduct aircraft movement operations;
• The apron is clear of items that might cause aircraft FOD;
• Aircraft servicing doors and panels are closed and secure (departure);
• Power cables and loading bridge are detached (departure);
• Equipment and vehicles are positioned clear of the aircraft movement path;
• Adequate clearance exists between the aircraft and facilities or fixed obstacles along the
aircraft movement path;
• Chocks are removed from all wheels (departure).
Refer to IGOM 4.9.1, 4.9.2, 4.12.3 and 4.12.5 for aircraft exterior and adjacent airside inspection
procedures. Additional guidance may be found in AHM 4.6.3.
GRH 3.2.5 The Operator shall ensure procedures are in place for an inspection of the aircraft
immediately prior to departure for the purpose of identifying, documenting and, as applicable,
reporting external aircraft damage. (GM)

Auditor Actions
□ Identified/Assessed procedures for aircraft inspection immediately prior to departure for the
purpose of identifying/documenting/reporting external aircraft damage.
□ Examined selected quality control inspection reports (focus: aircraft inspection for external
aircraft damage and any damage reports).
□ Observed aircraft ground handling operations (focus: aircraft inspected immediately prior to
departure to identify external ground damage).
Guidance
To enhance the possibility of identifying all aircraft ground damage, such inspection typically takes
place after most ground handling activities have been completed and at a point just prior to the time
aircraft movement will commence for departure.
External damage deemed to have the potential to compromise the airworthiness of an aircraft
normally would be reported to appropriately qualified maintenance personnel for evaluation and
action, as appropriate.
Refer to IGOM 4.12.5.1 for aircraft pre-departure ground inspection procedures.
GRH 3.2.6 The Operator should have procedures for the opening and closing of aircraft cabin
access doors, which require that GSE or a passenger boarding bridge:
(i) Is positioned at a cabin access door prior to door opening;
(ii) Remains positioned at a cabin access door at all times when such door is open unless an
appropriate fall prevention device is placed across the open door;
(iii) Is removed from a cabin access door immediately after such door is closed. (GM)
Note: The specifications of this provision do not apply to cabin access doors that have integral
airstairs when such doors are open and the integral airstairs are deployed.
Auditor Actions
□ Identified/Assessed procedures for opening/closing of aircraft cabin access doors.
□ Observed aircraft ground handling operations (focus: door opening/closing procedures that
require GSE positioned outside open cabin access door).
Guidance
Some aircraft types with certain galley configurations require the cabin door to be opened in order to
service the trash bins. For these aircraft, it is allowable to partially open the cabin door (i.e. “crack”
the door) in order to provide sufficient space to allow the servicing of the trash bin. However, the
cabin door is not fully swung open. Once the trash bin service is completed, the cabin door should
then be immediately closed and secured.
GSE or a passenger boarding bridge should not to be removed from a position at an aircraft cabin
access door until either:
• The door has been closed and secured by an authorized person, or
• An appropriate fall prevention device has been placed across an open door.
If an aircraft cabin access door is fitted with integral airstairs, and such airstairs are deployed and in
use, then this provision is not applicable. However, if a cabin access door is equipped with
retractable integral airstairs (e.g. B737), and such airstairs remain retracted when the door is open,
then this provision is applicable.

An appropriate fall prevention device consists of equipment or material, or a combination of both, that
is designed to arrest or prevent the fall of a person from an open door. Examples include an industrial
safety net, catch platform or safety harness system (other than a travel restraint system). The door
strap installed in most aircraft cabin doors is not considered an appropriate fall prevention device.
3.3 Load Control

GRH 3.3.1 The Operator shall ensure a Load Control system is in place that provides for:
(i) Aircraft weight and balance conditions that are correct and within limits;
(ii) Aircraft loaded in accordance with applicable regulations and specific loading instructions for
the flight;
(iii) Dissemination of dangerous goods and other special load information applicable to each
flight;
(iv) Information, to include last minute changes, that is in agreement with the actual load on the
aircraft and presented on a final loadsheet. (GM)
Auditor Actions
□ Identified/Assessed Load Control system.
□ Interviewed responsible manager(s) in load control operations.
□ Examined checklists/procedures used in the load control process.
□ Observed load control operations (focus: load control system includes functions necessary to
address aircraft load, weight/balance calculation, production of final loadsheet).
Guidance
Refer to the IRM for the definitions of Load, Load Control, Special Load and Weight and Balance
Manual (W&BM).
A load planning system typically entails, as a minimum:
• Assemblage of all data relating to the aircraft load (originating and en route stations);
• Planning of the load for ready accessibility;
• Planning of special loads according to restrictions, maximum quantities, separation and
segregation requirements;
• Consideration of center of gravity parameters, including those affecting aircraft fuel
consumption.
Guidance may be found in AHM 551 and 590.
GRH 3.3.2 The Operator shall have a process to ensure aircraft weight and balance data:
(i) Take into account limitations of the manufacturer and Operator;
(ii) Are current and accurate. (GM)
Auditor Actions
□ Identified/Assessed load control process(es) for weight/balance calculations.
□ Examined examples of data used in the weight/balance calculation process.
□ Observed load control operations (focus: weight/balance calculations based on current data,
account for relevant limitations).

Guidance
Refer to the IRM for the abbreviations DCS (Departure Control System), DOI (Dry Operating Index)
and DOW (Dry Operating Weight).
The generation of the balance chart (operational limits) is normally accomplished in accordance with
methods defined by the manufacturer’s Weight and Balance Manual or equivalent document, which,
as applicable, is approved by the local authority. Such activity is usually performed by Flight
Operations or Ground Operations, or a combination thereof.
The process for producing weight and balance data and related documentation typically ensures that
weight and balance limits are respected both in normal and in special conditions.
The following are some examples of special conditions:
• Operations with fuel pumps inoperative (MEL);
• Fuel carried as ballast;
• Flight conducted with nonstandard aircraft configuration, nonstandard passenger weights or
other nonstandard conditions;
• Flight operations with one or more cabin doors inoperative that results in passenger
distribution curtailment (MEL).
To ensure aircraft weight and balance data are current and accurate, an operator typically performs
periodic aircraft weighing as recommended by the aircraft manufacturer and approved by the local
authority.
Additionally, an operator would continuously monitor any aircraft weight and balance variations that
result from individual aircraft maintenance activities or modifications (usually accomplished in
accordance with operational bulletins or other similar directives) that change the basic weight and
balance reference data as per tolerances and procedures established and accepted by local
authorities (normally identified as DOW/DOI).
This above monitoring activity is usually performed by flight operations or maintenance operations, or
a combination thereof.
Weight and balance data is typically maintained and updated via the DCS, to include remote central
load control (CLC) or any other available means, and then communicated in a timely manner.
Guidance may be found in AHM 565 (EDP system semi-permanent data exchange) and AHM 562.
GRH 3.3.3 If the Operator conducts passenger flights, the Operator should ensure procedures are
in place within the Load Control system to identify and address passenger loads that do not comply
with conventional aircraft loading weight allowances. (GM)
Auditor Actions
□ Identified/Assessed load control procedure(s) to identify/address passenger loads that do not
comply with conventional aircraft loading weight allowances.
□ Examined records that confirm application of other than normal/conventional weight allowances.
□ Observed load control operations (focus: load control system includes procedures to
identify/addresses passenger loads outside conventional aircraft load allowances).
Guidance
Certain passenger groups may fall outside weight allowances (e.g. sports teams, children) normally
applied for weight and balance calculation. Adequate procedures within the system would identify
and account for such load situations to ensure accuracy in aircraft load calculations.
Refer to IGOM 1.4.3.3 for guidance that addresses non-standard passenger loads. Additional
guidance may be found in AHM 531.
process is in place to provide the pilot-in-command (PIC), as soon as practicable prior to departure of

the aircraft, with accurate and legible written information pertaining to dangerous goods on board the
aircraft to be transported as cargo. Such notification shall include the following:
(i) If applicable, Air Waybill number;
(ii) Proper shipping name and/or UN/ID number;
(iii) Class or division, and subsidiary risk(s) corresponding to the label(s) applied, and for
Class 1, the compatibility group;
(iv) If applicable, packing group;
(v) For non-radioactive material, number of packages, exact loading location and, as required,
net quantity or, if applicable, gross weight of each package, except:
(a) For UN 1845: carbon dioxide, solid (dry ice), UN number, proper shipping name,
classification, total quantity in each aircraft hold and offload airport;
(b) For UN 3480 (Lithium ion batteries) and UN 3090 (lithium metal batteries), only the
UN number, proper shipping name, class, total quantity at each loading location,
and whether the package must be carried on a cargo only aircraft need be provided.
UN 3480 (Lithium ion batteries) and UN 3090 (lithium metal batteries) carried under
a State exemption must meet all of the requirements of iv) and v).
(vi) For radioactive material, number and category of packages, overpacks or freight containers,
exact loading location and, as applicable, transport index for each package;
(vii) Any restriction for transport on cargo aircraft only;
(viii) Offload airport;
(ix) If applicable, dangerous goods transported under a state exemption;
(x) If applicable, ULD identification number(s);
(xi) An indication that aircraft loading personnel observed no evidence of damage to or leakage
from packages, or leakage from ULDs, loaded onto the aircraft. (GM)
Auditor Actions
□ Identified/Assessed load control process to provide PIC with information pertaining to onboard
dangerous goods as cargo.
□ Interviewed responsible manager(s) in load control operations
□ Examined documents that confirm dangerous goods information was provided to PIC (e.g.
NOTOC).
□ Observed load control operations (focus: load control system includes process/method for
providing applicable dangerous goods information to PIC).
Guidance
Refer to the IRM for the definitions of NOTOC (Notification to Captain) and State.
Such information is typically presented to the PIC in a notification called the NOTOC (notification to
the captain). The NOTOC contains the detailed information (as specified in this provision) relative to
all dangerous goods loaded on the aircraft as cargo.
Information contained in the NOTOC may also be used:
• For emergency response to an accident or incident involving dangerous goods on board;
• To provide to air traffic services in the event of an in-flight emergency.
In the event the NOTOC is of such a size as to make in-flight radiotelephony transmission
impracticable in an emergency situation, a summary of the information is typically provided to the PIC
(NOTOC Summary), which contains at least the quantities and classes or division of dangerous
goods in each cargo compartment.
Guidance may be found in DGR 9.5 and Table 9.5.A.
GRH 3.3.5 The Operator shall ensure weight and balance records are retained for a period in
accordance with requirements of the regulatory authority, but no less than three months.

Auditor Actions
□ Identified/Assessed means of retention for weight/balance records.
□ Examined selected weight and balance records.
GRH 3.3.6 If the Operator conducts passenger flights, the Operator should ensure procedures are
in place for identification and communication to Load Control of:
(i) Hold baggage, individual or cumulative weights, that exceed normal allowances;
(ii) Gate delivery items, including individual or cumulative weights that exceed normal
allowances;
(iii) Other non-normal items that must be considered in the load control process. (GM)
Auditor Actions
□ Identified/Assessed procedures for ensuring identification/communication to Load Control of
non-normal items that must be considered in the load control process.
□ Examined documents that confirm non-normal items were addressed in the load control
process.
□ Observed load control operations (focus: load control system includes procedures that ensure
Identification/communication of load items that exceed normal weight allowances).
Guidance
Examples of other non-normal items as specified in item iii) might include musical instruments,
medical equipment, sports equipment and service animals.
Refer to IGOM 1.1, 1.4, 2.1, 2.2 and 2.3 for further guidance that addresses non-normal loads.
to ensure a legible copy of the dangerous goods information is provided to the PIC in accordance
with GRH 3.3.4:
(i) Is retained on the ground;
(ii) Includes an indication that the PIC has received the information. (GM)
Auditor Actions
□ Identified/Assessed load control process that ensures dangerous goods information provided to
PIC is retained and includes indication PIC has received the information.
□ Examined selected retained documents containing dangerous goods information that was
provided to the PIC (e.g. NOTOC).
Guidance
The intent of item i) is that either the NOTOC or all information that must be included in the NOTOC is
retained for reference.
An indication of receipt by the PIC is typically the PIC's signature.
Refer to IGOM 5.3.3 and 5.6.4 for guidance that addresses the notification to the PIC of onboard
dangerous goods. Additional guidance may be found in DGR 9.5.
to ensure the dangerous goods information provided to the PIC in accordance with GRH 3.3.4 is also
made readily available to FOO, FOA or other specifically identified operational control personnel until
the aircraft transporting the dangerous goods has arrived at the destination airport. Operational

control personnel that are provided with such information shall be specifically identified by job title or
function. (GM)
Auditor Actions
□ Identified/Assessed load control process to ensure dangerous goods information provided to
the PIC is made available to applicable operational control personnel.
□ Identified/Assessed job titles and/or functions of responsible personnel.
□ Examined selected records of dangerous goods information provided to applicable operational
control personnel.
□ Observed load control operations (focus: load control system includes process for providing
applicable dangerous goods information to operational control personnel).
Guidance
As specified in DSP 3.7.3, designated operational control personnel provide information about
onboard dangerous goods as a way to assist emergency services that respond to an accident or
serious incident involving the operator's aircraft. The intent of this provision is to ensure operational
control personnel have ready access to such information so it can be reported without delay in the
event an accident or serious incident should occur.
Operational control personnel that must have access to such dangerous goods information are
typically identified in the appropriate manual by job position or function.
Refer to DSP 3.7.3 located in ISM Section 3.
3.4 Aircraft Loading

GRH 3.4.1 The Operator shall have procedures that ensure aircraft are loaded:
(i) In accordance with written loading instructions;
(ii) In a manner that satisfies weight and balance requirements. (GM)
Auditor Actions
□ Identified/Assessed aircraft loading procedures.
□ Examined examples of documented aircraft loading instructions.
□ Observed aircraft loading operations (focus: aircraft loaded in accordance with loading
instructions/weight/balance requirements).
□ Interviewed personnel that perform aircraft loading.
Guidance
Refer to IGOM 4.11.9, 5.6.1 and 5.6.2, as well as AHM 514 and 590 for additional guidance.
qualified individual is designated to be responsible for the correct loading and securing of dangerous
goods on board the aircraft.
Auditor Actions
□ Identified/Assessed process for designating qualified individual to be responsible for
loading/securing dangerous goods.
□ Observed aircraft loading operations (focus: qualified individual is responsible for
loading/securing dangerous goods on board the aircraft).

GRH 3.4.3 If the Operator transports dangerous goods as cargo, the Operator shall ensure
procedures are in place for the loading and securing of dangerous goods on an aircraft in a manner
that:
(i) Prevents damage to packages and containers during aircraft loading and unloading;
(ii) Provides for separation and segregation in accordance with applicable requirements;
(iii) Prevents any movement in the aircraft. (GM)
Auditor Actions
□ Identified/Assessed procedures for loading/securing dangerous goods on aircraft.
□ Observed aircraft loading operations (focus: procedures for loading/securing dangerous goods
on board an aircraft that prevents damage/provides separation/prevents movement).
Guidance
Refer to IGOM 4.11.1 and DGR 9.3 for guidance that addresses the loading and securing of
dangerous goods.
procedures are in place that assure, when a dangerous goods package or shipment appears to be
damaged or leaking:
(i) The package or shipment is prevented from being loaded into an aircraft;
(ii) If already loaded, the package or shipment is removed from an aircraft;
(iii) In the case of leakage, an evaluation is conducted to identify and prevent from transport any
baggage, cargo, transport devices or other items that may have become
contaminated. (GM)
Auditor Actions
□ Identified/Assessed procedures for handling/addressing leaking/damaged dangerous goods
shipments.
□ Examined records/documents that illustrate handling of leaking/damaged dangerous goods
shipments.
□ Observed aircraft loading operations (focus: procedures for addressing dangerous goods
packages/shipments that appear to be leaking or damaged).
Guidance
Refer to DGR 9.3, 9.4 and 10.9, which contain guidance that addresses apparent damage to
dangerous goods shipments.
procedures are in place that require, when an aircraft has been contaminated by dangerous goods
leakage:
(i) Hazardous contamination is removed from the aircraft without delay;
(ii) In the case of radioactive contamination, arrangements are made to take the aircraft out of
service for evaluation by appropriately qualified personnel.

Auditor Actions
□ Identified/Assessed procedures for addressing aircraft contaminated by leakage of dangerous
goods.
□ Examined guidance/checklists used for dealing with an aircraft contaminated by leakage of
dangerous goods.
GRH 3.4.6 If the Operator transports revenue or non-revenue cargo, the Operator shall ensure a
process is in place that requires, when undeclared or mis-declared dangerous goods are discovered
in cargo during aircraft loading, a report is made to the appropriate authority of the State of the
Operator (hereinafter “the State”) and state of occurrence. (GM)
Auditor Actions
□ Identified/Assessed process for reporting undeclared/mis-declared dangerous goods
discovered in cargo during aircraft loading to the appropriate authority.
□ Examined document(s) used for reporting undeclared/mis-declared dangerous goods
discovered in cargo during aircraft loading.
Guidance
Refer to DGR 9.6 for additional guidance.
GRH 3.4.8 If the Operator conducts passenger flights, the Operator shall ensure procedures are in
place that prevent shipments labeled “Cargo Aircraft Only” from being loaded onto an aircraft for a
passenger flight.
Auditor Actions
□ Identified/Assessed procedure(s) for preventing shipments with "Cargo Aircraft Only" labels
from being loaded onto aircraft for passenger flight.
□ Examined guidance/checklists used to ensure personnel do not load shipments with "Cargo
Aircraft Only" labels onto aircraft for passenger flight.
GRH 3.4.10 If the Operator conducts passenger flights and transports dangerous goods as cargo,
the Operator shall ensure procedures are in place that prevent dangerous goods from being carried
in an aircraft cabin occupied by passengers, except as permitted by the Authority or the IATA
DGR. (GM)
Auditor Actions
□ Identified/Assessed procedure(s) for preventing loading of dangerous goods in an aircraft cabin
occupied by passengers, except as permitted.

□ Examined guidance/checklists used to ensure dangerous goods are not transported in an

aircraft passenger cabin, except as permitted.
Guidance
In general, dangerous goods are prohibited from being transported in an aircraft cabin occupied by
passengers. Limitations and exceptions are specified in DGR Sections 2 and 9.
procedures are in place that prevent dangerous goods from being carried on the aircraft flight deck,
except as permitted by the Authority or the IATA DGR. (GM)
Auditor Actions
□ Identified/Assessed procedure(s) for preventing loading of dangerous goods on an aircraft flight
deck, except as permitted.
□ Examined guidance/checklists used to ensure dangerous goods are not transported on an
aircraft flight deck, except as permitted.
Guidance
In general, dangerous goods are prohibited from being transported on the flight deck of an aircraft.
Limitations and exceptions are specified in DGR Sections 2 and 9.
GRH 3.4.12 If the Operator conducts passenger flights and permits cargo or passenger items to be
transported in the passenger seats of the aircraft cabin, the Operator shall ensure aircraft loading
procedures are in place that require such cargo packages or passenger items:
(i) To be secured by a safety belt or restraint device having enough strength to eliminate the
possibility of shifting under all normal anticipated flight and ground conditions;
(ii) To be packaged or covered in a manner to avoid possible injury to passengers and cabin
crew members;
(iii) To not impose any load on the seats that exceeds the load limitation for the seats;
(iv) To not restrict access to or use of any required emergency or regular exit, or aisle(s) in the
cabin;
(v) To not obscure any passenger's view of the seat belt sign, no smoking sign or required exit
sign. (GM)
Auditor Actions
□ Identified/Assessed procedure(s) for loading and securing cargo/passenger items in cabin
passenger seats.
□ Examined guidance/checklists used for loading cargo/passenger items in cabin passenger
seats.
Guidance
The intent of this provision is for an operator that permits the transport of cargo packages or
passenger items in cabin passenger seats to have procedures that ensure such packages or items
are properly loaded and secured.
Some operators might permit the transport of smaller cargo packages (e.g. mail pouches, COMAT
items) secured in cabin passenger seats.
In some regulatory jurisdictions, cargo transported in the passenger cabin is required to be put inside
an approved bin or container that is certified to withstand certain loads. Such bin or container is then

attached or secured to a seat or seat/floor structure in a manner that ensures maximum load limits
are observed.
An operator might also use approved restraining nets to cover and secure cargo in passenger seats.
Also, some operators might permit the transport of certain passenger items secured in cabin
passenger seats. These types of items are typically large, valuable or fragile articles belonging to
passengers that are not conducive to transport as checked baggage or appropriate for stowage in
overhead bins/lockers (e.g. large musical instruments, certain electronic equipment, prominent
trophies, works of art). Such items might thus be secured and carried in a dedicated cabin passenger
seat (which might be purchased by the passenger-owner for this purpose).
Loading procedures for any of the above items would typically include access to technical data that
ensures seat load limitations are not exceeded.
A verification that cargo packages or passenger items being transported in passenger seats are
properly secured is accomplished by the cabin crew in accordance with CAB 3.2.3.
GRH 3.4.13 If the Operator conducts passenger flights, but does not transport revenue or non-
revenue cargo, the Operator shall ensure procedures are in place to identify items of cargo that are
not permitted for transport and prevent such items from being loaded onto an aircraft for a passenger
flight.
Auditor Actions
□ Identified/Assessed procedure(s) for identifying/preventing prohibited cargo items from being
loaded onto an aircraft for passenger flights.
□ Examined guidance/checklists used for identifying/preventing prohibited cargo items from being
loaded onto an aircraft for passenger flights.
3.5 Ground Support Equipment

GRH 3.5.1 The Operator should ensure practices and procedures are in place for the operation of
ground support equipment used in aircraft handling operations that assure such equipment is
operated in a manner that prevents damage to the aircraft and injury to personnel. (GM)
Auditor Actions
□ Identified/Assessed requirement for personnel to follow published practices/procedures when
operating ground support equipment (GSE) used in aircraft ground handling operations.
□ Examined general practices/procedures for type-specific operation of GSE.
□ Observed aircraft ground handling operations (focus: implementation of safety
practices/procedures for operation of GSE).
Guidance
Refer to IGOM 4.1.3 for guidance that addresses safe operation of ground support equipment.
Additional guidance may be found in AHM 462.
GRH 3.5.2 The Operator should ensure a process is in place that assures only qualified and
authorized personnel are permitted to operate ground support equipment. (GM)
Auditor Actions
□ Identified/Assessed process for ensuring only qualified and authorized personnel are permitted
to operate GSE.

□ Examined qualification/authorization criteria applied to personnel that operate GSE in aircraft

ground handling operations.
□ Observed aircraft ground handling operations (focus: GSE operated by qualified/authorized
personnel).
Guidance
Refer to IGOM 4.1.3.1 for guidance that addresses safe operation of ground support equipment.
Additional guidance may be found in AHM 4.6.2.
GRH 3.5.3 The Operator shall ensure a program is in place for the maintenance of ground support
equipment, which assures:
(i) A preventive maintenance program plan for each type of equipment;
(ii) Maintenance completed on such equipment is recorded;
(iii) Such equipment remains serviceable and in good mechanical condition.
Auditor Actions
□ Identified/Assessed maintenance program for GSE.
□ Examined selected GSE inspection/maintenance schedules/records.
□ Observed aircraft ground handling operations (focus: GSE is serviceable/in good mechanical
condition; completed maintenance recorded).
3.6 Airside Event Response and Reporting

GRH 3.6.1 The Operator shall ensure an emergency management plan is in place for responding
to accidents or other emergencies that may occur during aircraft ground handling operations. (GM)
Auditor Actions
□ Identified/Assessed emergency management plan for ground handling operations.
□ Examined guidance/checklists used for response to emergencies in ground handling operations.
Guidance
An emergency management plan may also be known as a crisis or contingency management plan. It
is a control mechanism to manage response procedures to a very serious situation (i.e. crisis) prior to
that situation becoming a disaster. Control is achieved through preparation and the capability to
implement emergency actions in a timely manner.
Typical elements of an emergency management plan include ownership, crisis management team,
communication and a control center.
To ensure continuing effectiveness, testing of an emergency management plan is typically
undertaken periodically against various crisis scenarios.
Refer to IGOM 6.7 for guidance that addresses ground handling event response and reporting.
Additional Guidance may be found in AHM 620.
GRH 3.6.2 The Operator shall ensure procedures are in place for responding to emergencies that
require the evacuation of an aircraft during the conduct of ground handling operations. (GM)

Auditor Actions
□ Identified/Assessed procedures for responding to emergency aircraft evacuation during ground
□ Examined guidance/checklists used for response to aircraft evacuation during ground handling
operations.
Guidance
Refer to IGOM 4.1.1, 4.1.3.7 and 6.7 for guidance that addresses ground handling event response
and reporting. Additional guidance may be found in AHM 633.
GRH 3.6.3 The Operator shall ensure procedures are in place for response to ground handling
incidents. (GM)
Auditor Actions
□ Identified/Assessed procedures for responding to incidents that occur in ground handling
operations.
□ Examined guidance/checklists used for response to incidents in ground handling operations.
□ Examined selected records of responses to ground handling incidents.
Guidance
Refer to IGOM 6.4 for guidance that addresses ground handling event response and reporting.
GRH 3.6.4 The Operator should ensure a process is in place for the retention of records of
accidents and incidents associated with aircraft ground handling operations. (GM)
Auditor Actions
□ Identified/Assessed process for retention of records of ground handling operations
accidents/incidents.
□ Examined selected records of ground handling operations accidents/incidents.
Guidance
Refer to AHM 650 for guidance that addresses ground handling event records retention.
GRH 3.6.5 The Operator shall ensure a process is in place that requires dangerous goods
accidents or incidents to be reported to the appropriate authority of the State and the state in which
the accident or incident occurred, and such reports are in accordance with the reporting requirements
of the appropriate authorities. (GM)
Auditor Actions
□ Identified/Assessed process for reporting dangerous goods accidents/incidents.
□ Examined guidance used for reporting dangerous goods accidents/incidents.
□ Examined selected dangerous goods accident/incident reports.

Guidance
Refer to the IRM for the definition of State.
Guidance may be found in DGR 9.6.
3.7 Security
GRH 3.7.1 The Operator shall, as appropriate with the assessed security risk, ensure procedures
are in place for securing an aircraft prior to and during overnight or layover parking. (GM)
Auditor Actions
□ Identified/Assessed procedures for securing of aircraft when parked (at all stations).
□ Interviewed manager/person(s) responsible for parking of aircraft.
□ Observed aircraft being secured.
Guidance
Securing procedures typically ensure aircraft:
• Are searched prior to parking to ensure no persons are on board;
• Are parked only in secure areas within an airport operating area;
• Are parked under conditions that permit maximum security and protection;
• Doors are closed and locked and steps are removed while parked.
Guidance that addresses aircraft security may be found in AHM 051.
GRH 3.7.2 If the Operator conducts international flights, and if required by the relevant national
authority, the Operator shall ensure procedures are in place for the conduct of an aircraft security
check or an aircraft security search at the originating location of an international flight to ensure no
prohibited items are introduced in the aircraft prior to the departure of an international flight. (GM)
Auditor Actions
□ Identified/Assessed procedures for conducting aircraft security checks for locating prohibited
items.
□ Sampled selected records of previous aircraft security checks for prohibited items.
Guidance
Refer to the IRM for the definition of International Flights.
The need for a security check or a security search is typically based upon a security risk assessment
accomplished by the Operator and/or the relevant national authorities.
Trained and competent security personnel, aircraft crew members or other qualified personnel
typically conduct searches and checks of aircraft.
Guidance material is typically made available by the operator for aircraft preflight checks and
searches under normal circumstances, higher threat situations, and emergency situations.
As a general rule, the security checks would include:
• An inspection of the exterior of the aircraft, with special attention to wheel bays and technical
areas;
• A comprehensive inspection of the interior of the aircraft, including the passenger cabin area,
seats, overhead luggage lockers, toilets, galleys and other technical areas such as the flight
deck. The focus is on areas that are readily accessible without the use of common tools. To
facilitate the search, panels that can be sealed are sealed, to show their integrity has not
been compromised.

A security search is a more thorough than a security check, and typically includes an in-depth
inspection of the interior and exterior of the aircraft.
To promote competent security searches, aircraft security search checklists are normally made
available for each type and configuration of aircraft. When the checklist is completed, it is verified by
the person responsible for conducting the inspection and is retained on file at the station where the
inspection took place.
To be effective, aircraft checks and searches are typically carried out in good lighting conditions, or
personnel performing such activities are provided with lighting sufficient for the purpose.
Aircraft access control is typically imposed prior to commencing a search, and the search is normally
conducted with the minimum number of persons on board. Such measures would be taken to ensure
devices are not introduced into the aircraft once it has been cleared. Control of access is then
typically maintained until the aircraft doors are closed prior to flight departure.
GRH 3.7.3 If the Operator conducts international passenger flights that transit an airport that is
deemed by the Operator or the appropriate authority to be under an increased security threat, the
Operator shall ensure procedures are in place to ensure any items left behind by disembarking
passengers from such transit flights are removed from the aircraft or otherwise addressed
appropriately before the flight departure. (GM)
Auditor Actions
□ Identified/Assessed procedures to remove or address items from passengers which are left
behind.
□ Sampled cases in which items were removed or otherwise addressed.
Guidance
The operator or the State of the Operator, through a threat assessment, will determine which airports
are considered at a higher security threat and require the removal of cabin articles, including carry-on
baggage, at transit stops.
At airports assessed to be under increased threat, measures are typically implemented to search the
cabin during the aircraft transit period to prevent disembarking passengers from leaving any article
on board.
The operator may allow passengers to disembark during the transit period and then have the cabin
searched.
If the operator opts to have transit passengers remain on board the aircraft during the transit stop,
such passengers remaining on board are typically asked to positively identify their belongings,
perhaps by placing them on their laps, while the security check or search is performed.
Any articles found are typically treated as suspect and appropriate measures are taken to remove
them from the aircraft.
4 Special Aircraft Ground Handling Operations
4.1 Aircraft Fueling

GRH 4.1.1 The Operator shall have processes to ensure fuel suppliers are maintaining standards
of fuel safety and quality acceptable to the Operator and fuel delivered and loaded onto aircraft is:
(i) Of the correct grade and specification for each aircraft type;
(ii) Free from contamination. (GM)
Auditor Actions
□ Identified/Assessed process for monitoring of fuel quality at all locations where aircraft are
refuelled.

□ Examined selected quality control inspection reports (focus: fuel supply quality management).
Guidance
The intent of this provision is to ensure fuel is stored, handled and serviced in accordance with
accepted standards.
Approved fuel specifications are contained in each aircraft manual.
To ensure fuel corresponds to the specifications and grade of product necessary for the applicable
aircraft type(s), a control process is typically in place at each location where the operator has aircraft
fueling operations. Such process ensures the existence of periodic inspections of critical aspects of
the fuel supply system at each applicable location, to include, as a minimum:
• Fuel facilities;
• Safety and quality procedures;
• Performance levels of personnel.
Processes for ensuring fuel is of the correct grade and free of contamination may be documented in
maintenance, ground operations or flight operations manuals, or in a combination thereof.
If the Operator uses biofuels, additional procedures would typically address the related specific
requirements (i.e. dedicated infrastructures and blending requirements).
Additional guidance may be found in the IFQP (IATA Fuel Quality Pool) Quality and Safety
Procedures and in the ICAO Manual on Civil Aviation Jet Fuel Supply (Doc 9977).
GRH 4.1.2 The Operator shall ensure, during fueling operations with passengers or crew on board
the aircraft, procedures are in place that provide for the designation of a person with responsibility for
fueling operations and specify the method(s) by which that responsible person:
(i) Communicates with the flight crew or other qualified persons on board the aircraft;
(ii) Provides notification to the flight crew or other qualified personnel on board the aircraft
and/or other appropriate personnel engaged in aircraft ground handling activities when
fueling is about to begin and has been completed unless an equivalent procedural means
has been established to ensure the flight and/or cabin crew are aware of fueling operations
and are in a position to effect an expeditious evacuation of the aircraft, if necessary;
(iii) Provides notification to the flight crew or other qualified personnel on board the aircraft when
a hazardous condition or situation has been determined to exist. (GM)
Auditor Actions
□ Identified/Assessed procedures for communication between ground and onboard personnel
during aircraft fueling operations.
□ Interviewed person(s)/manager(s) responsible for fueling operations.
□ Interviewed selected aircraft fueling supervisory personnel.
□ Observed aircraft ground handling operations (focus: establishment of method for ground-
aircraft communication during aircraft fueling operations).
□ Coordinated with flight operations and cabin operations to verify complementary procedures for
communication with ground personnel during aircraft fueling operations.
Guidance
Ground handling personnel would typically need to have a clear understanding of all required
communication procedures and have the ability to execute such procedures in an expeditious
manner should a dangerous situation develop.
The specification in item ii) may be satisfied by either:
• Equivalent procedural means, acceptable to the State and applicable authorities, that would
permit the flight crew or other qualified persons to be aware of the start and completion of
fueling operations, or

• Procedures established by the operator that would ensure authorized personnel on board the
aircraft are continuously in a position to effect an expeditious evacuation of the aircraft for
any reason, including a fuel spill or fire.
Suitable methods of communication with the flight crew or other qualified persons on board the
aircraft include use of the aircraft inter-communication system, direct person-to-person contact or
other methods that ensure direct and timely communication. Use of the aircraft inter-communication
system to maintain continuous two-way communication during fueling operations is not a
requirement.
Additional guidance may be found in AHM 175 and 631, as well as the ICAO Airport Services
Manual, Document 9137 (ASM), Part 1.
GRH 4.1.3 The Operator shall ensure procedures are in place for fueling operations with
passengers or crew on board the aircraft that provide for, in the event of a fuel spill, immediate and
follow-up actions to assure:
(i) Fueling is stopped;
(ii) Appropriate ground response personnel or airport fire service is summoned, as applicable;
(iii) Notification of the flight crew or other qualified persons on board the aircraft. (GM)
Auditor Actions
□ Identified/Assessed procedures associated with a fuel spill during aircraft fueling operations.
□ Observed aircraft ground handling operations (focus: implementation of procedures for
addressing fuel spill during aircraft fueling operations)
Guidance
Refer to IGOM 4.4 for guidance that addresses fuel spillage.
GRH 4.1.4 The Operator should ensure, during fueling operations with passengers or crew on
board the aircraft, procedures are in place that establish a fueling safety zone and specify restrictions
and limitations for the use of devices, conduct of activities and operation of vehicles and ground
support equipment within the safety zone. (GM)
Auditor Actions
□ Identified/Assessed safety procedures for aircraft fueling operations (focus: establishment of
safety zone are included/addressed in fueling procedures.
establishing fueling safety zone during aircraft fueling operations).
Guidance
Procedures typically specify the fueling safety zone as the area within a radius of at least three
meters (ten feet), or as specified by local regulations, from filing and venting points of the aircraft,
hydrant pits, fueling vehicle and its hoses in use.
Limitations and restrictions in a fueling safety zone typically preclude the use or activation of:
• Items that could be sources of ignition or fire (e.g. matches, welding equipment, flashbulbs);
• Portable electronic devices with proper separation distance from aircraft fuel vents and/or
fueling equipment (e.g. mobile telephones, portable radios, pagers).
Refer to IGOM 4.4 for guidance that addresses fueling safety zone. Additional guidance may be
found in AHM 175 and 630, as well as the ICAO ASM, Part 1.

GRH 4.1.5 The Operator shall ensure safety procedures associated with aircraft fueling operations
are in place that assure, during fueling operations with passengers or crew on board the aircraft:
(i) The ground area beneath aircraft exit doors that have been designated for rapid deplaning
or emergency evacuation is kept clear of obstructions;
(ii) Where a boarding bridge is in use, an interior access path is maintained from the aircraft to
the terminal;
(iii) Where a passenger boarding bridge is not in use, aircraft passenger steps or an alternate
means of emergency evacuation is in place. (GM)
Auditor Actions
□ Identified/Assessed safety procedures for aircraft fueling operations (focus: specifications of
this standard are included/addressed in fueling procedures).
□ Observed aircraft ground handling operations (focus: implementation of safety procedures
during aircraft fueling operations).
Guidance
Refer to the IRM for the definition of Integral Airstairs.
When deployed, integral airstairs are acceptable as an alternate means of emergency evacuation.
Refer to IGOM 4.4 for guidance that addresses fueling safety zone. Additional guidance may be
found in AHM 175 and 630, as well as the ICAO ASM, Part 1.
GRH 4.1.6 The Operator should ensure safety procedures associated with aircraft fueling
operations are in place that assure, during fueling operations with passengers or crew on board the
aircraft:
(i) Establishment of a bonding connection between the fueling vehicle and aircraft to provide
for dissipation of electrical energy that may develop;
(ii) Prohibition from connecting or disconnecting electrical equipment to the aircraft;
(iii) Prevention of damage to the fuel hose;
(iv) Cessation of aircraft fueling when it is determined lightning is a threat. (GM)
Auditor Actions
□ Identified/Assessed safety procedures for aircraft fueling operations (focus: specifications of
this standard are included/addressed in fueling procedures).
□ Observed aircraft ground handling operations (focus: implementation of safety procedures
during aircraft fueling operations).
Guidance
Guidance may be found in AHM 175 and 630.
GRH 4.1.7 The Operator shall ensure procedures are in place for summoning the rescue and
firefighting service in the event of a fire or major fuel spill. (GM)
Auditor Actions
□ Identified/Assessed safety procedures for aircraft fueling operations (focus: procedures for
summoning firefighting service are included/addressed in fueling procedures.


addressing/fuel spill fire during aircraft fueling operations).
Guidance
A major fuel spill is defined as one that cannot be contained by the fueling personnel that are present
on site.
An awareness of procedures by personnel involved with the fueling operation is critical should it
become necessary to summon the Airport Fire Service in the event of a fuel spill or kerosene
contamination.
Additional emergency procedures following a fuel spill are contained in the Sec 9.6 of the AHM 462.
4.2 Aircraft De-/Anti-icing

GRH 4.2.1 If the Operator conducts flights from any airport when conditions are conducive to
ground aircraft icing, the Operator shall have a De-/Anti-icing Program, which, if applicable, is
approved by the Authority and, as a minimum:
(i) Ensures adherence to the Clean Aircraft Concept;
(ii) Defines responsibilities within the Program;
(iii) Addresses applicable locations within the route network;
(iv) Defines areas of responsibility;
(v) Specifies technical and operational requirements;
(vi) Specifies training and qualification requirements;
(vii) Is applicable to external service providers that perform de-/anti-icing functions for the
Operator. (GM)
Note: The specifications of this provision are applicable to both commercial and non-commercial
operations.
Auditor Actions
□ Identified/Assessed approved aircraft de-/anti-icing program.
□ Examined de-/anti-icing program at selected airports.
□ Examined reports that detail past de-/anti-icing operations at selected airports.
Guidance
Refer to the IRM for the definitions of De-/Anti-icing Program and Clean Aircraft Concept.
A de-/anti-icing program would address not only commercial operations at an applicable airport but, if
applicable, non-commercial operations as well (e.g. positioning flights, delivery flights, test flights,
training flights).
The scope and details of a de-/anti-icing program would typically be commensurate with the
frequency and complexity of operations at airports with the potential for ground icing conditions.
Additional guidance may be found in ICAO Doc 9640-AN/940, Manual of Aircraft Ground De-
icing/Anti-icing Operations, Chapter 7, and in SAE AS6285, Aircraft Ground Deicing/Anti-Icing
Processes. The latter are used as the basis for inspections conducted under the IATA De-Icing/Anti-
Icing Quality Control Pool (DAQCP).

GRH 4.2.2 If the Operator has a De-/Anti-icing Program, the Operator shall ensure policies and
procedures are in place that result in:
(i) Standardized methods of fluid application;
(ii) Compliance with specific aircraft limitations;
(iii) A clean aircraft through proper treatment of applicable surfaces. (GM)
Auditor Actions
□ Identified/Assessed policies and procedures for aircraft de-/anti-icing.
□ Examined checklist(s) used for de-/anti-icing operations.
□ Interviewed personnel that perform operational functions in aircraft de-/anti-icing operations.
□ Examined selected quality control inspection reports (focus: aircraft de-/anti-icing operations).
□ Interviewed supervisory personnel for aircraft de-/anti icing operations.
Guidance
To ensure desired results, an operator's de-/anti-icing program would typically include policies and
procedures that:
• Define equipment for and methods of applying de-icing and anti-icing fluid to produce an
aircraft free of contamination (clean aircraft);
• Specify a sequence for fluid application to the applicable aircraft surfaces and define specific
methods and techniques for applying fluid to each individual surface;
• Provide limitations that are to be observed to successfully complete the process, including
correct fluid mixtures, fluid temperatures and nozzle pressure.
Additional guidance may be found in ICAO Doc 9640-AN/940, Manual of Aircraft Ground
De-icing/Anti-icing Operations, Chapter 11, and in SAE AS6285, Aircraft Ground Deicing/Anti-Icing
Processes.
GRH 4.2.3 If the Operator has a De-/Anti-icing Program, the Operator should have a process to
ensure the availability and use of adequate facilities and equipment for aircraft de-/anti-icing
operations at applicable locations.
Auditor Actions
□ Identified/Assessed requirements for facilities and equipment in de-/anti-icing program.
□ Examined records/documents that specify facilities/equipment at selected airports identified as
having potential for ground icing conditions.
GRH 4.2.4 If the Operator has a De-/Anti-icing Program, the Operator shall ensure fluids used in
de-icing and anti-icing operations are:
(i) Stored, handled and applied in accordance with criteria established by the Operator, fluid
manufacturer and aircraft manufacturer;
(ii) Manufactured in accordance with SAE specifications. (GM)
Auditor Actions
□ Identified/Assessed process for management/monitoring of de-/anti-icing fluid quality at
applicable locations.
□ Examined records/documents that detail quality management of de-/anti-icing fluids at selected
locations.

□ Examined selected quality control inspection reports (focus: aircraft de-/anti-icing fluid
management).
Guidance
To be effective, an operator's de-/anti-icing program would typically include policies and procedures
that ensure the following:
• Fluids used in the de-/anti-icing process are manufactured in accordance with ISO
specifications and meet use criteria established by the operator, fluid manufacturer and
aircraft manufacturer;
• The appropriate types of fluids (Types I, II, III or IV) are utilized in the proper manner for
conditions under which de-icing and anti-icing operations are being conducted, each diluted
as required to achieve desired results;
• Fluids are handled in accordance with recommendations of the fluid manufacturer and
effectiveness is not degraded due to contamination.
De-icing/Anti-icing Operations, Chapter 11.
GRH 4.2.5 If the Operator has a De-/Anti-icing Program, the Operator shall ensure procedures are
in place for ground handling personnel to communicate with the flight crew to assure:
(i) The aircraft is properly configured prior to beginning the de-/anti-icing process;
(ii) The flight crew receives all necessary information relevant to fluid(s) applied to the aircraft
surfaces;
(iii) The flight crew receives confirmation of a clean aircraft;
(iv) The flight crew receives an “all clear” signal at the completion of the de-/anti-icing process
and prior to aircraft movement. (GM)
Auditor Actions
□ Identified/Assessed procedures for communication between ground personnel and flight crew
during aircraft de-/anti-icing operations.
□ Examined selected quality control inspection reports (focus: ground-aircraft communication
procedures).
Guidance
To ensure effective communications during de-/anti-icing operations, an operator's de-/anti-icing
program would typically include policies and procedures that ensure the following:
• All necessary communications between ground handling personnel and the flight crew prior
to and after completion of the de-/anti-icing process are defined;
• Ground handling personnel provide the flight crew with final information that verifies the
aircraft is in compliance with the Clean Aircraft Concept.
De-icing/Anti-icing Operations, Chapter 10.

Table 6.1—Safety Training Specifications

This table supplements the guidance associated with GRH 2.1.2 and defines typical functional groups and
safety training curricula for personnel that perform duties or have responsibilities in ground handling
operations.
Functional Groups
In determining the applicability of airside safety training subject areas, ground handling personnel are
typically grouped according to operational function as follows. See Note 1.
Function 1: Personnel whose duties require access to airside areas.
Function 2: Personnel whose duties require operation of basic GSE (e.g. tractors, belt loaders).
Function 3: Personnel whose duties require: (1) operation of specialized equipment (e.g. aircraft
movement units, container/pallet loaders, de-icing vehicles, catering vehicles), (2) exercise
of control during aircraft movement operations, or (3) performance of lead responsibility
over other personnel.
Function 4: Personnel in first level management, to include supervisors having responsibility for:
(1) directing staff and/or equipment resources, or (2) controlling an operational activity.
Function 5: Personnel in station management having responsibility for resource issues, health and
safety, incident management, and budgetary control.
Function 6: Personnel with duties in ticketing, check-in and boarding activities.
Note 1: Functional definitions may vary as determined by local requirements or considerations.
Training Subject Areas
Safety training should address the following subject areas as appropriate to assigned operational
function(s).
1.1.1 Safety Philosophy
(a) Company safety policy and program All Functions
(b) Employer/employee responsibilities All Functions
1.1.2 Safety Regulations
(a) International aviation regulations All Functions
(b) State aviation regulations All Functions
(c) Airport airside regulations All Functions
(d) Safe working and operating practices All Functions
1.1.3 Hazards. See Note 2
(a) Vehicle movements All Functions
(b) Pedestrian movements All Functions
(c) Aircraft movements All Functions
(d) Jet engines All Functions
(e) Propeller-driven aircraft All Functions
(f) Aircraft antennae and other protrusions All Functions
(g) GSE Functions 2-5
(h) Aircraft fueling and fuel spills All Functions
(i) Adverse and seasonal weather conditions All Functions
(j) Night operations All Functions
(k) Working at height All Functions
(l) Slips, trips and falls All Functions
(m) Noise All Functions
(n) Manual handling All Functions
(o) Confined Spaces Functions 2-5
(p) Office Equipment All Functions


(q) Display Screen Equipment (DSE) All Functions
(r) Violence (physical & verbal attack and public disorder) All Functions
(s) Lone working All Functions
Note 2: Subject areas (a) through (s) would be applicable to personnel as appropriate to specific function
and types of operations conducted.
1.1.4 Human Factors
(a) Motivation and attitude All Functions
(b) Human behaviour Functions 4, 5
(c) Communication skills All Functions
(d) Stress All Functions
(e) Ergonomics All Functions
(f) Effects of psychoactive substances (drugs and alcohol) All Functions
(g) Fatigue All Functions
(h) Time pressure All Functions
(i) Peer management pressure All Functions
(j) Situational awareness All Functions
(k) Teamwork All Functions
1.1.5 Airside Markings and Signage Functions 1 to 5
1.1.6 Emergency Situations. See Note 3
(a) Reporting All Functions
(b) Injuries All Functions
(c) Security threats All Functions
(d) Spillage Functions 1 to 5
(e) Alarms and emergency stops All Functions
(f) Fuel shut-offs Functions 1 to 5
(g) Ground-to-flight deck emergency hand signals Functions 1 to 5
(h) Fire All Functions
(i) Severe weather All Functions
(j) Aircraft stand emergency procedures All Functions
Note 3: Subject areas (a) through (j) would be applicable to personnel as appropriate to specific function
1.1.7 FOD prevention Functions 1 to 5
1.1.8 Personal protection. See Note 4
(a) Personal protective equipment All Functions
(b) Occupational health and safety All Functions
(c) Musculoskeletal injury prevention All Functions
(d) Weather exposure Functions 1 to 5
Note 4: Subject areas (a) through (d) would be applicable to personnel as appropriate to specific function
1.1.9 Accidents, Incidents, Near Misses. See Note 5
(a) Personnel injuries All Functions
(b) Damage to aircraft, GSE, facilities Functions 1 to 5
(c) Reporting All Functions
(d) Investigation Functions 4, 5


(e) Prevention All Functions
(f) Cost of accidents, incidents All Functions
(g) Risk assessment Functions 4, 5
Note 5: Subject areas (a) through (g) would be applicable to personnel as appropriate to specific function
1.1.10 Airside Safety Supervision
(a) Creating an open reporting culture Functions 4, 5
(b) Performance monitoring Functions 4, 5
(c) Coordination of airside activities Functions 4, 5
(d) Workload management Functions 4, 5
(e) Decision making Functions 4, 5
(f) Planning Functions 4, 5

Table 6.2—Airside Driver Training Specifications

This table supplements GRH 2.2.3 (recommended practice) and provides specifications that define a typical
curriculum for airside driver training.
Airside driver training for ground handling personnel typically addresses the following subject areas:
1.2.1 General
(a) Role and responsibilities of vehicle Operators
(b) Vehicle equipment standards
(c) Hazards of airside driving
(d) Reduced visibility procedures
(e) Accident and incident reporting procedures
1.2.2 Ramps (aprons), stands and airside roads
(a) Familiarization with ramp layout, operational stands, vehicle corridors, airside roads, aircraft taxi
lanes
(b) Airport rules, regulations and/or procedures pertaining to airside vehicle operations
(c) Procedures for crossing aircraft movement areas
(d) Pedestrian crosswalk rules
1.2.3 Maneuvering area Note 1
(a) Identification of obstacle free areas, limited access areas
(b) Airport regulations and requirements
(c) Air Traffic Control
(d) Airport layout
(e) Maneuvering area driving
(f) Radio communication requirements and procedures
(g) Aircraft familiarization
Note 1: Applicable to vehicle operators that require operational access to maneuvering areas.

Table 6.3—Load Control Functional Training Specifications

curriculum for load control functional training.
Training for personnel with duties and/or responsibilities in operational load control functions typically
addresses the following operational subject areas, as applicable to assigned function(s):
(i) General weight and balance proficiency and awareness:
(a) terminology, definitions of terms, operational codes, abbreviations;
(b) aircraft balance principles, consequences of improper aircraft loading.
(ii) Aircraft structural load limitations:
(a) linear (running load) limitation, area limitation (spreader floors);
(b) limitation per compartment/section/ULD position;
(c) monocoque (combined) limitation, cumulative limitation;
(d) missing restraints limitation.
(iii) Unit load devices (ULDs):
(a) IATA identification codes;
(b) gross weight limitations, hold restraint requirements;
(c) container/pallets build-up and tie-down limitations/rules;
(d) tagging.
(iv) Bulk hold loading:
(a) load spreading rules;
(b) load restraint rules: nets, tie-down, volume restraint.
(v) Load Sheet:
(a) computation, issuance, checking (electronic and manual modes);
(b) last minute change procedures.
(vi) Balance tables/charts:
(a) computation, issuance, checking (all conventional methods).
(vii) Balance tables/charts:
(a) designation and numbering of aircraft holds;
(b) issuance and checking (electronic and manual modes).
(viii) Loading messages:
(a) reading and sending standard loading messages.

Table 6.4—Passenger Handling Functional Training Specifications

curriculum for passenger handling functional training.
Training for personnel with duties and/or responsibilities in operational passenger handling functions
typically addresses the following subject areas, as applicable operational function(s):
(i) Passenger check-in policies and procedures;
(ii) Baggage check-in policies and procedures;
(iii) Manual check-in procedures;
(iv) Cabin seating considerations, to include exit row, special category passengers;
(v) Passenger boarding policies and procedures;
(vi) Cabin access door operation, if applicable;
(vii) Boarding bridge operation, if applicable;
(viii) Dangerous goods regulations, considerations and procedures;
(ix) Security regulations, considerations and procedures;
(x) Load control consequences, coordination and procedures;
(xi) Handling and boarding of weapons and authorized persons carrying weapons;
(xii) Passengers requiring special handling;
(xiii) Communication procedures (customer airlines, load control, authorities, others);
(xiv) Data protection and security;
(xv) Document protection and security;
(xvi) Abnormal and emergency procedures (fire, dangerous goods, security, other);
(xvii) Health and safety;
(xviii) Emergency response procedures.

Table 6.5—Baggage Handling Functional Training Specifications

curriculum for baggage handling functional training.
Training for personnel with duties and/or responsibilities in operational baggage handling functions typically
addresses the following subject areas, as applicable operational function(s):
(i) Baggage handling procedures (identification, sorting, loading in ULDs);
(ii) Manual baggage handling procedures;
(iii) ULDs (designation codes, inspecting, loading, tagging, removal from service);
(iv) Dangerous goods (regulations, considerations, procedures);
(v) Security (regulations, considerations, procedures);
(vi) Load control (consequences, coordination, procedures);
(vii) Communication procedures (customer airlines, load control, authorities, others);
(viii) Data protection and security;
(ix) Document protection and security;
(x) Abnormal and emergency procedures (fire, dangerous goods, security, other);
(xi) Health and safety;
(xii) Emergency response procedures.

Table 6.6—Aircraft Handling and Loading Functional Training Specifications

curriculum for aircraft handling and loading functional training.
Training for personnel with aircraft handling duties and/or responsibilities typically addresses the following
subject areas, as appropriate to assigned operational function(s):
(i) Irregularity/incident/accident reporting procedures;
(ii) Manual handling of load;
(iii) Safety during aircraft fueling;
(iv) Principles of aircraft loading;
(v) Handling of loads that require special attention;
(vi) Loading incompatibilities;
(vii) Handling of ULDs;
(viii) Operation of aircraft loading systems/securing of ULDs;
(ix) Identification/consequences of malfunctions of in-plane loading systems;
(x) Consequences of load damage and spillage;
(xi) Positioning and operation of loading and servicing equipment;
(xii) Load notification to pilot-in-command;
(xiii) Passenger embarkation/disembarkation procedures;
(xiv) Standards of aircraft cleaning, lavatory and potable water servicing;
(xv) Aircraft movement operations.

Table 6.7—Passenger Boarding Bridge Training Specifications

curriculum for passenger boarding bridge training.
Training for personnel with duties that include passenger boarding bridge operations typically addresses the
following subject areas:
(i) Standard operating procedures;
(ii) Bridge control system, including emergency switches, cut-offs and buttons;
(iii) Out-of-limits procedures (for returning bridge to normal working limits);
(iv) Back-off procedures and application;
(v) Manual wind-off procedures;
(vi) Accident and incident response procedures;
(vii) Accident and incident reporting procedures (airport, provider);
(viii) Fire procedures (bridge or aircraft).

Table 6.8—Aircraft Loading Supervisor Training Specifications

curriculum for aircraft loading supervisors.
Training for personnel assigned to supervise aircraft loading operations typically addresses the following
subject areas:
(i) General weight and balance proficiency and awareness:
(a) Terminology, operational codes, abbreviations;
(b) Aircraft balance principles, consequences of improper aircraft loading.
(ii) Aircraft structural load limitations:
(a) Basic knowledge of containerized holds resistance (relationship between missing or
damaged restraints and ULD gross weight limitations);
(b) Area limitation (spreader floors);
(c) Limitation per compartment/section/ULD position;
(d) Monocoque (combined) limitation;
(e) Cumulative limitation;
(f) Missing restraints limitation.
(iii) Unit load devices (ULDs):
(a) Tie-down limitations and rules;
(b) Rejection criteria for damaged ULD and tie-down accessories;
(c) Tagging.
(iv) Bulk hold loading:
(a) Physical loading rules concerning baggage, cargo and mail;
(b) Tie-down and spreader floor procedures;
(c) Utilization of nets.
(v) Loading Instructions/Report (LIR):
(a) Designation and numbering of aircraft holds;
(b) Utilization of the LIR document.
(vi) Loading messages:
(a) Reading standard loading messages for off-loading of holds.
(vii) Dangerous goods:
(a) Cargo IMP codes;
(b) ULD and parcels labelling and marking;
(c) Loading compatibilities;
(d) Onboard accessibility;
(e) Rejection criteria;
(f) Emergency procedures.
(viii) Other special loads (e.g. perishables, EAT AVI WET OBX, LHO):
(a) Cargo IMP codes;
(b) Marking and labelling;
(c) Loading compatibilities.
(ix) Positioning and operations of loading equipment:
(a) Areas of aircraft susceptible to damage by ground support equipment;
(b) Recording and reporting of damage to aircraft caused by ground support equipment.

Table 6.8—Aircraft Loading Supervisor Training Specifications

(x) Operation of aircraft loading systems:
(a) Opening and closing of aircraft hold doors;
(b) In-plane loading systems;
(c) ULD automated and hand-operated restraints;
(d) Operator's hold configurations and layouts.

Table 6.9—Aircraft Ground Movement Functional Training Specifications

curriculum for aircraft ground movement functional training.
Training for personnel with assigned duties and/or responsibilities in aircraft ground movement operations
typically addresses the following subject areas, as applicable to assigned operational function(s):
(i) Aircraft ground movement operations:
(a) Scope of operations;
(b) Principles, responsibilities;
(c) Practices, procedures;
(d) Hazards, risk assessment;
(e) Safety precautions.
(ii) Operation of equipment:
(a) Nose gear towbar tractor(s);
(b) Nose gear towbarless tractor(s);
(c) Main gear tractor(s), if applicable;
(d) Towbars.
(iii) Equipment-aircraft connect and disconnect procedures.
(iv) Aircraft ground movement standard verbal communications (ground-flight deck):
(a) Nose gear controlled pushback and towing operations;
(b) Main gear controlled pushback operations, if applicable;
(c) Powerback operations, if applicable.
(v) Aircraft ground movement standard hand signals (ground-flight deck, ground-ground):
(a) Nose gear controlled pushback, towing operations;
(b) Main gear controlled pushback operations, if applicable;
(c) Powerback operations, if applicable;
(d) Power-in and power-out operations, as applicable.
(vi) Aircraft marshalling:
(a) Scope of operations, principles, responsibilities;
(b) Practices, procedures;
(c) Standard hand signals;
(d) Use of aircraft parking guidance system(s).
(vii) Aircraft ground movement assistance:
(a) Scope of activities, principles, responsibilities;
(b) Practices, procedures;
(c) Standard hand signals.

Table 6.10—Fueling Operations Functional Training Specifications

curriculum for fueling operations functional training.
Training for personnel with assigned duties and/or responsibilities in fueling operations typically addresses
the following subject areas, as applicable to assigned operational function(s):
(i) Safe operation of equipment:
(a) Equipment specific operational procedures;
(b) Product & equipment identification;
(c) Water detection;
(d) Hoses controls;
(e) Bonding and grounding;
(f) Interlock functions and warning lights;
(g) Gauges indicators (fuel pressure, flow rate, fuel meter);
(h) Lift platform operations (if applicable);
(i) Fuel ladders operations (if applicable);
(j) Fuel sampling and quality controls (dispenser and fuel trucks);
(k) Records.
(ii) Emergency Procedures:
(a) Fuel emergency shutoff;
(b) Deadman operations and lanyards;
(c) Firefighting;
(d) Aircraft emergency evacuation.
(iii) Fuel spillage avoidance response.
(iv) Aircraft fueling and defueling procedures:
(a) Special weather conditions (Electrical storms and lightning);
(b) Fueling with APU, GPU or air conditioning unit in operation;
(c) Fueling with one aircraft engine running;
(d) Fueling while passenger embarking/disembarking.
(v) Aircraft specific training:
(a) Fuel panel operations;
(b) Communications.

Table 6.11—De/Anti-Icing Operations Functional Training Specifications

This table supplements GRH 2.2.3 (recommended practice) and provides specifications that define
operational functions and typical curricula for de/anti-icing functional training.
Training for personnel with assigned duties and/or responsibilities in de/anti-Icing operations typically
addresses the following subject areas, as applicable to assigned operational function(s):
Functions:
• L10 Deicing vehicle driver
• L20 Deicing operator
• L30 Supervision of deicing/anti-icing
• L30B Pre-/post deicing/anti-icing inspector
Subjects Functions
L10 L20 L30 L30B
(i) Common standards, regulations and recommendations X X X X
(ii) Basic knowledge of aircraft performance X X X
(iii) Effects of frost, ice, snow, slush and fluids on aircraft X X X
performance
(iv) Meteorological considerations on ice formation X X X
(v) Basic characteristics of aircraft deicing/anti-icing fluids, X X
including causes and consequences of fluid degradation and
residues
(vi) General techniques for removing deposits of frost, ice, slush X X
and snow from aircraft surfaces and for anti-icing
(vii) Deicing/anti-icing procedures in general and specific measures X X X X
to be performed on different aircraft types and deicing using
hot air
(viii) Aircraft in general and common critical areas X X X X
(ix) Types of checks required X X X
(x) Deicing/anti-icing equipment and facilities operating procedures X X
including actual operation
(xi) Fluid application and limitations of holdover time tables X X
(xii) Deicing/anti-icing codes and communication procedures X X X X
(xiii) Conditions which can lead to the formation of ice on the aircraft X X X
(xiv) Local rules and restrictions X X X X
(xv) Airport operational procedures and ATC X X X X
(xvi) Company and customer procedures X X X X
(xvii) Deicing coordination procedures X
Note: The above training syllabus specifications are derived from SAE AS 6286 as applicable to four
functions that are directly involved in aircraft de-/anti-icing operations. To avoid duplication, syllabus
specifications that are included in other tables in this section have been omitted from this table.


Section 7 — Cargo Operations (CGO)
Applicability
Section 7 addresses functions within the scope of cargo operations, and is applicable to an operator that
transports revenue and/or non-revenue cargo. COMAT (Company Material) is non-revenue cargo.
In this section, non-revenue cargo is addressed in the same way as revenue cargo for the purposes of
handling, loading, securing and transporting.
For the purpose of addressing cargo in this section, mail is considered to be an item of cargo. Therefore,
any reference to cargo also includes mail.
Individual provisions in this section begin with a conditional phrase (“If the Operator...”) and are applicable
to an operator that meets the condition(s) stated in the phrase.
Functions within the scope of cargo operations include:
• Cargo acceptance;
• Cargo handling;
• ULD loading/build-up;
• Application of required security measures.
Certain operators, particularly all-cargo operators, might have ground handling operations functions
performed by cargo operations personnel (e.g. aircraft loading, airside operations, load control). Where
this situation exists, the operator must be in conformity with the ISARPs contained in Section 6, Ground
Handling Operations (GRH), that are applicable to the ground handling operations functions performed by
cargo operations personnel.
Where an operator outsources the performance of cargo operations functions to external service
providers, the operator retains overall responsibility for ensuring the management of safety in the conduct
of such operations, and must demonstrate processes for monitoring applicable external service providers
in accordance with CGO 1.10.2.
General Guidance

CGO 1.1.1 If the Operator transports revenue cargo, the Operator shall have a management
system that ensures control of cargo operations and the management of safety and security
outcomes. (GM) ◄
Auditor Actions
□ Identified/Assessed management system structure for cargo operations.
□ Interviewed manager of CGO operations.
□ Assessed status of conformity with all other CGO management system ISARPs.
Guidance
Refer to the IRM for the definitions of Cargo, Operations, Operator and State. The definition of Cargo
includes definitions for revenue cargo and non-revenue cargo.
ISM Ed. 11, September 2017 CGO 1

CGO 1.1.2 If the Operator transports revenue cargo, the Operator shall have a manager for cargo
operations that:
(i) Has the authority and responsibility for the management and supervision of functions and
activities within the scope of cargo operations;
(ii) Is accountable to senior management for ensuring the safety and security of cargo
operations.
Auditor Actions
□ Identified manager for cargo operations.
□ Examined job description of manager for cargo operations (focus: defines
□ Interviewed manager of cargo operations.
□ Interviewed other managers in cargo operations.

CGO 1.2.1 If the Operator transports revenue cargo, the Operator shall ensure the management
system defines the accountability, authorities and responsibilities of management and non-
management personnel that perform functions relevant to the safety and/or security of cargo
operations. The management system shall also specify:
with respect to the safety and/or security of cargo operations;
(ii) Responsibilities for ensuring cargo operations are conducted in accordance with applicable
(iii) Lines of accountability throughout cargo operations, including direct accountability for safety
and/or security on the part of cargo operations senior management. [SMS] (GM) ◄
Auditor Actions
□ Identified/Assessed defined safety accountability/authorities/responsibilities (focus: applicable
to management/non-management personnel throughout the cargo operations organization.
□ Interviewed cargo operations manager and/or designated management representative(s).
□ Examined job descriptions of selected management/non-management personnel in cargo
operations.
Guidance
CGO 1.2.2 If the Operator transports revenue cargo, the Operator shall have a process for the
delegation of duties within the management system for cargo operations that ensures managerial
continuity is maintained when operational managers, including nominated post holders, if applicable,
are absent from the workplace. (GM) ◄
Auditor Actions
□ Identified/Assessed processes for delegation of duties when cargo operations managers are
absent (focus: processes maintain managerial continuity during periods when managers are
absent).
□ Examined example(s) of delegation of duties due to absence.
CGO 2 ISM Ed. 11, September 2017

Guidance
1.3 Communication
CGO 1.3.1 If the Operator transports revenue cargo, the Operator shall have a communication
system that enables an effective exchange of information relevant to the conduct of cargo operations
throughout the management system for cargo operations and in areas where cargo operations are
conducted. (GM) ◄
Auditor Actions
cargo operations organization (focus: capability for communicating information relevant to
operations within the cargo operations organization).
□ Examined examples of information communication/transfer in cargo operations.
□ Interviewed selected non-management operational personnel in cargo operations.
Guidance
Refer to Guidance associated with ORG 1.4.1 located in ISM Section 1, for expanded information

CGO 1.4.1 If the Operator transports revenue cargo, the Operator shall ensure the existence of the
necessary facilities, workspace, equipment and supporting services, as well as work environment, to
satisfy cargo operations safety and security requirements. (GM) ◄
Auditor Actions
□ Observed/Assessed physical resources and services (focus: adequacy to meet needs of cargo
operations).
□ Identified/Assessed processes for oversight of external cargo service providers (focus:
Guidance
Conformity with CGO 1.4.1 does not require specifications to be documented by an operator.
The Operator would typically have a monitoring and control process to ensure each external cargo
operations service provider meets the specifications of this provision.
CGO 1.4.2 If the Operator transports revenue cargo, the Operator shall ensure positions within the
scope of cargo operations are filled by personnel on the basis of knowledge, skills, training and
experience appropriate for the position. (GM) ◄
Auditor Actions
□ Identified/Assessed standards and processes for selection of cargo operations personnel in

□ Interviewed personnel that perform cargo operations functions relevant to the safety or security
Guidance
to satisfy this requirement.
To ensure the inclusion of all cargo operations, an operator would typically have a process that
ensures specifications in this provision are applied to external cargo operations service providers.

CGO 1.5.1 If the Operator transports revenue cargo, the Operator shall have a system for the
management and control of documentation and/or data used directly in the conduct or support of
cargo operations. Such system shall include elements as specified in ORG Table 1.1. (GM) ◄
Auditor Actions
cargo operations (see ORG Table 1.1).
□ Identified/Assessed process(es) for distribution of OM to external service providers that
conduct outsourced cargo operations functions.
□ Examined selected parts of the cargo operations manual (OM).
□ Interviewed person(s) responsible for management and control of cargo operations
documentation management/control process(es).
Guidance
Refer to the IRM for the definition of Documentation, Electronic Documentation and Paper
Documentation.
CGO 1.5.2 (Intentionally open)
CGO 1.5.3 If the Operator transports revenue cargo, the Operator shall have a process to ensure
documentation used in the conduct or support of cargo operations:
(ii) Is presented in a format that is appropriate for use by cargo operations personnel;
(iii) If applicable, is accepted or approved by the Authority. ◄
Auditor Actions
documentation/data used in cargo operations
□ Examined selected parts of the cargo OM (focus: legibility/accuracy/format; approval as
applicable)..
1.6 Operational Manuals

CGO 1.6.1 If the Operator transports revenue or non-revenue cargo, the Operator shall have an
Operations Manual (OM), which may be issued in separate parts, that contains the operational

policies, processes, procedures and other information necessary to ensure compliance with
applicable regulations, laws, rules and standards of the Operator. The content of the OM shall
contain standards and guidance that addresses the acceptance, handling, loading, securing and
transporting of cargo as specified in Table 7.1. (GM)
Auditor Actions
□ Identified/Assessed cargo OM or, if applicable, separate documents that comprise the OM.
□ Identified standards and guidance in the OM that address acceptance, handling, loading,
securing and transporting of cargo as per Table 7.1.
Guidance
Refer to the IRM for the definition of High-risk Cargo.
This provision is applicable to an operator that transports non-revenue cargo. COMAT is non-
revenue cargo.
An OM may include guidance that addresses areas generic to all functions within the scope of cargo
operations; other parts of the manual may be specific to individual operational functions.
Because the scope of cargo operations is broad and varies by operator, rather than publishing a
separate OM dedicated to cargo operations (e.g. a Cargo Operations Manual), an operator might
choose to publish all guidance for cargo operations in a section of an OM that addresses other types
of operations (e.g. maintenance management manual for an operator that transports only COMAT).
An operator could also choose to issue the information in separate documents that are each specific
to the various cargo operations functions (e.g. safety and security, acceptance, physical handling,
documentation, identification, storage and stowage, preparation for flight). Each individual document
would typically contain generic guidance that is applicable to all cargo operations functions (e.g.
organizational policies, general definitions), as well as guidance that is specific to the particular
function or office location (e.g. process descriptions, standard operating procedures, references to
the appropriate regulations and IATA manuals).
If an operator has external organizations conduct cargo operations functions, such an operator would
then be expected to have a monitoring and control process to ensure each external organization
either uses the OM of the operator or has its own published operations manual that fulfills operational
safety, security and quality requirements of the operator.
CGO 1.6.2 If the Operator transports dangerous goods as revenue or non-revenue cargo, the
Operator shall ensure a copy of the current edition of the Dangerous Goods Regulations (DGR) or
the ICAO Technical Instructions for the Safe Transport of Dangerous Goods by Air (Technical
Instructions), including addenda as appropriate, is available at each location where revenue or non-
revenue cargo operations are conducted and dangerous goods are accepted. (GM)
Auditor Actions
□ Identified/Assessed process for ensuring distribution of DGR or appropriate DG documents to
all locations where there is DG acceptance and/or handling.
□ Observed cargo acceptance and cargo handling operations (focus: availability/accessibility of
DGR or Technical Instructions where dangerous goods cargo is accepted or handled).
Guidance
Refer to the IRM for the definitions of Airport Handling Manual (AHM), Dangerous Goods Regulations
(DGR), Live Animals Regulations (LAR), Perishable Cargo Regulations (PCR), ULD Regulations
(ULDR) and Unit Load Device.
Cargo operations would include acceptance of any cargo, to include small packages that would be
shipped as cargo.

A monitoring process is typically in place to ensure each external cargo operations service provider
has a copy of the DGR or ICAO Technical Instructions available as specified.
Other relevant manuals, to include the Live Animals Regulations (LAR), Airport Handling Manual
(AHM), Perishable Cargo Regulations (PCR) and ULD Regulations (ULDR), may also be available.
The DGR is based on the ICAO Technical Instructions and is designed for ease of use in operations.
However, in some jurisdictions it may be a requirement to have the ICAO Technical Instructions
available in accordance with local regulations.
When required, DGR addenda are issued to notify of any amendments or corrections to the current
edition of the Dangerous Goods Regulations. It may include any corrigenda issued by ICAO to the
current edition of the Technical Instructions.
CGO 1.6.3 If the Operator transports revenue or non-revenue cargo, but does not transport
dangerous goods, the Operator shall ensure the OM contains the policies and associated guidance
necessary to prevent dangerous goods from being inadvertently accepted for transport and loaded
onto the aircraft. (GM)
Auditor Actions
□ Identified/Assessed information in the cargo OM or equivalent manual necessary to ensure
personnel do not inadvertently permit acceptance or transport of dangerous goods.
□ Interviewed personnel that perform operational functions in cargo operations.
Guidance
For a dangerous goods “no-carry” operator, guidance in the OM typically addresses vigilance with
respect to hidden or inconspicuous dangerous goods, and includes an indicative list of items that
could contain dangerous goods.
CGO 1.6.4 If the Operator transports revenue or non-revenue cargo using Unit Load Devices
(ULDs), the Operator should ensure a copy of the current edition of ULD Regulations (ULDR), or the
OM containing equivalent ULD related content, is available or accessible at each location where
revenue or non-revenue cargo operations are conducted and ULDs are utilized. (GM)
Auditor Actions
□ Identified/Assessed process for ensuring distribution of ULDR or OM containing equivalent
ULD-related content to all locations where revenue or non-revenue cargo operations are
conducted.
□ Traced distribution of ULDR or appropriate OM with equivalent content.
□ Observed cargo handling operations (focus: availability/accessibility of ULDR or OM with
equivalent content where cargo operations are conducted and ULDs are utilized.
Guidance
Refer to the IRM for the definition of Weight and Balance Manual (W&BM).
ULDs are required to meet airworthiness requirements when loaded onto an aircraft, either by
certification or by compliance with the Weight and Balance Manual. Adhering to the ULDR is one
means (but not the only means) that ULD operations may be carried out in compliance with the
requirements of the Weight and Balance Manual.
1.7 Records System

CGO 1.7.1 If the Operator transports revenue cargo, the Operator shall have a system for the
management and control of operational records to ensure the content and retention of such records

is in accordance with requirements of the Authority, as applicable, and to ensure operational records
are subjected to standardized processes for:
(i) Identification;
(ii) Legibility;
(iii) Maintenance;
Auditor Actions
□ Identified/Assessed management and control system for operational records in cargo
operations (focus: system includes standardized processes as specified in standard).
□ Examined examples of operational records in cargo operations.
Guidance
CGO 1.7.2 If the Operator transports revenue cargo and utilizes an electronic system for the
management of records, the Operator shall ensure the system provides for a scheduled generation
of back-up record files. (GM) ◄
Auditor Actions
□ Identified/Assessed management and control system for operational records in cargo
operations (focus: system defines schedule for periodic file backup).
□ Examined record(s) of back-up files for electronic records.
Guidance

CGO 1.9.1 If the Operator transports revenue or non-revenue cargo, the Operator shall have a
quality assurance program that provides for the auditing and evaluation of the management system
and operational functions within the scope of cargo operations at planned intervals to ensure the
Operator is:
Auditor Actions
□ Identified/Assessed role/organization/structure of quality assurance program in cargo
operations (focus: role/purpose within organization/SMS; definition of audit program
scope/objectives; description of program elements/procedures for ongoing auditing of
management/operational areas).


□ Examined selected cargo operations audit reports (focus: audit scope/process/organizational
interface).
Guidance
A corporate quality assurance program that is applied to all areas of the company associated with the
conduct of revenue and/or non-revenue cargo operations will also satisfy this requirement.
process for addressing findings resulting from audits of functions within the scope of cargo
operations, which ensures:
(ii) Development of corrective action, as appropriate to address finding(s);
Auditor Actions
□ Identified/Assessed process for addressing quality assurance audit findings in cargo
operations.
Guidance
process to ensure significant issues arising from audits of functions within the scope of cargo
operations are subject to management review in accordance with ORG 1.5.1 and, as applicable,
ORG 1.5.2. [SMS] (GM) ◄
Auditor Actions
□ Identified/Assessed process for management review of cargo operations quality assurance
□ Examined selected records/documents of management review of cargo operations quality
Guidance
CGO 1.9.4 If the Operator transports revenue or non-revenue cargo, the Operator shall have an
audit planning process and sufficient resources to ensure audits of cargo operations are:

Auditor Actions
□ Identified/Assessed planning process for quality assurance auditing of cargo operations (focus:
audits planned/scheduled/completed in order to meet applicable internal/external requirements).
Guidance

CGO 1.10.1 If the Operator transports revenue or non-revenue cargo, and has external service
providers conduct outsourced cargo operations functions, the Operator shall have processes to
ensure a contract or agreement is executed with such external service providers. Contracts or
agreements shall identify the application of measurable specifications that can be monitored by the
Operator to ensure cargo requirements that affect the safety and/or security of aircraft operations are
being fulfilled by the service provider. (GM) ◄
Auditor Actions
□ Identified/Assessed processes for contract/agreement execution with external service
providers that conduct outsourced cargo operations functions.
□ Interviewed responsible manager(s) in cargo operations.
□ Examined selected cargo operations outsourcing contracts/agreements (focus: inclusion of
Guidance
Refer to the IRM for the definition of Operational Function (Aircraft Operations) and Outsourcing.
cargo operations.
The requirement for a cargo handling contract or agreement applies to all operational functions within
the scope of cargo operations that are outsourced.
The AHM contains detailed guidance and examples of a standard ground handling agreement and a
service level agreement, both of which may be utilized in whole or in part to cover cargo operations.
Refer to the guidance associated with ORG 3.5.1 located in ISM Section 1.
providers conduct outsourced cargo operations functions, the Operator shall have a process to
monitor such external service providers to ensure cargo requirements that affect the safety and
security of aircraft operations are being fulfilled. (GM) ◄
Auditor Actions
□ Identified/Assessed processes used for monitoring external cargo operations service providers
□ Examined selected records/reports resulting from monitoring of cargo operations service
requirements).

Guidance
providers conduct outsourced cargo operations functions, the Operator should include auditing as a
process for the monitoring of external service providers in accordance with CGO 1.10.2. (GM) ◄
Auditor Actions
□ Identified/Assessed auditing processes used for monitoring external cargo operations service
providers.
□ Examined selected reports of audits performed on external cargo operations handling service
providers.
Guidance

Risk Management
CGO 1.11.1 If the Operator transports revenue cargo, the Operator shall have a hazard
identification program implemented in the cargo operations organization that includes:
Auditor Actions
□ Identified/Assessed safety hazard identification program in cargo operations (focus: program
□ Identified/Assessed role of cargo operations in cross-discipline safety hazard identification
□ Interviewed person(s) that perform cargo operations data collection/analysis to identify hazards
□ Examined selected examples of hazards identified through cargo operations data
Guidance
framework.
CGO 1.11.2 If the Operator transports revenue cargo, the Operator shall have a safety risk
assessment and mitigation program implemented in the cargo operations organization that specifies
processes to ensure:

(iii) When required, risk mitigation actions are developed and implemented in cargo operations.
[SMS] (GM) ◄
Auditor Actions
□ Identified/Assessed safety risk assessment and mitigation program in cargo operations (focus:
□ Identified/Assessed role of cargo operations in cross-discipline safety risk
□ Interviewed person(s) that perform cargo operations risk assessment/mitigation.
Guidance
SMS framework.
The potential for hazards is typically associated with the following aspects of cargo handling
operations:
• Acceptance and handling of dangerous goods and other special cargo shipments (e.g.
lithium batteries);
• Application of security controls;
• Protection from acts of unlawful interference;
• Build-up, handling and serviceability of ULDs;
• Operation and serviceability of cargo handling equipment;
• Adequacy of facilities.
CGO 1.11.3 If the Operator transports revenue cargo, the Operator shall have an operational
safety reporting system in the cargo operations organization that:
(i) Encourages and facilitates cargo operations personnel to submit reports that identify safety
hazards, expose safety deficiencies and raise safety concerns;
(ii) Includes analysis and cargo operations management action to address operational
deficiencies, hazards, incidents and concerns identified through the reporting system.
[SMS] (GM) ◄
Auditor Actions
□ Identified/Assessed documented operational safety reporting system in cargo operations
(focus: system urges/facilitates reporting of hazards/safety concerns; includes analysis/action to
□ Interviewed person(s) that perform operational safety report review/analysis/follow-up in cargo
operations.
□ Interviewed personnel that perform operational functions in cargo operations.
□ Examined data that confirm an effective cargo operations safety reporting system (focus:

□ Examined records of selected cargo operations safety reports (focus: analysis/follow-up to

Guidance
CGO 1.11.4 If the Operator transports revenue cargo, the Operator should have a confidential
safety reporting system implemented within the cargo operations organization in a manner that
encourages and facilitates the reporting of events, hazards and/or concerns resulting from or
associated with human performance in operations. (GM) ◄
Auditor Actions
□ Identified/Assessed documented confidential safety reporting system in cargo operations
(focus: system urges/facilitates reporting of events/hazards/safety concerns caused by humans;
report/reporters are de-identified; includes analysis/action to validate/address reported
hazards/safety concerns).
□ Examined records of selected cargo operations confidential safety reports (focus: report/reporter
Guidance

CGO 1.11.5 If the Operator transports revenue cargo, the Operator shall have processes in the
cargo operations organization for setting performance measures as a means to monitor the safety
performance of cargo operations and to validate the effectiveness of risk controls. [SMS] (GM) ◄
Auditor Actions
□ Identified/Assessed processes for setting performance measures in cargo operations (focus:
program defines/requires performance measures that are used to track/monitor operational
safety performance/validate safety risk controls).
□ Examined records/documents that identify tracking of cargo operations performance measures
Guidance


process to ensure personnel that perform operational duties in functions within the scope of cargo
(revenue or non-revenue) operations for the Operator, to include personnel of external service
providers, complete:
(i) Initial training prior to being assigned to perform such operational duties;
(ii) Recurrent training on a frequency in accordance with requirements of the regulatory
authority but not less than once during every 36-month period, except for recurrent training
in dangerous goods as specified in CGO 2.2.1, CGO 2.2.2 or CGO 2.2.3. (GM)
Auditor Actions
□ Identified/Assessed processes for ensuring completion of training by cargo operations
personnel (focus: includes personnel in all cargo operations functions; includes external service
providers).
programs address all cargo operations functions).
□ Examined initial/recurrent training records of selected personnel (focus: completion of initial and
Guidance
cargo operations.
Requirements for initial and recurrent training apply to all personnel that perform duties within the
scope of cargo operations for the operator, both at the main base and at all other locations.
process to ensure the training programs completed by cargo operations personnel in accordance
with CGO 2.1.1 provide the knowledge necessary to perform duties, execute procedures and operate
the equipment associated with specific cargo functions and responsibilities. Such programs shall
include:
(i) Familiarization training on applicable regulations;
(ii) In-depth training on requirements, including policies, procedures and operating practices;
(iii) Training in human factors principles;
(iv) Safety training on associated operational hazards. (GM)
Auditor Actions
□ Identified/Assessed training programs for cargo operations personnel (focus: includes
programs for personnel in all cargo operations functions).
□ Examined selected training program records/documents (focus: programs include all specified
training areas as applicable to cargo operations functions).
Guidance

Refer to DGR 1.5, which addresses dangerous goods training for personnel that perform cargo
operations functions.
process to ensure the training programs completed by cargo operations personnel in accordance
with CGO 2.1.1 are reviewed and updated to remain relevant and current.
Auditor Actions
□ Identified/Assessed process for review and update of training program completed by cargo
operations personnel.
□ Examined selected training program records/documents (focus: programs have been
periodically reviewed and updated).
process to ensure training for personnel that perform operational duties within the scope of cargo
operations for the Operator:
(i) Includes testing or evaluation by written, oral or practical means, as applicable;
(ii) Requires a demonstration of adequate knowledge, competency and proficiency to perform
duties, execute procedures and/or operate equipment.
Auditor Actions
□ Identified/Assessed training programs for cargo operations personnel (focus: programs include
a process for testing/evaluations/demonstrations as specified).
programs include testing/evaluations/demonstrations).
□ Examined initial/recurrent training records of selected personnel (focus:
testing/evaluations/demonstrations as specified completed during initial and recurrent training).
process to ensure completion of required training by personnel that perform operational duties within
the scope of cargo operations for the Operator is recorded and such records retained in accordance
with CGO 1.7.1.
Auditor Actions
□ Identified/Assessed cargo operations records system (focus: system includes training records
of personnel that perform cargo operations duties).
□ Examined initial/recurrent training records of selected personnel (focus: records include
completion of required training).


Operator shall have a process to ensure personnel assigned the responsibility for accepting
dangerous goods complete dangerous goods training, to include initial training and recurrent training,
on a frequency in accordance with requirements of the regulatory authority, but not less than once
within 24 months of previous training in dangerous goods. Such training shall address, as a
minimum:
(ii) Limitations;
(iii) General requirements for shippers;
(iv) Classification;
(v) List of dangerous goods;
(vi) General packing requirements;
(vii) Packing instructions;
(viii) Labeling and marking;
(ix) Shipper's declaration and other relevant documentation;
(x) Acceptance procedures;
(xi) Recognition of undeclared dangerous goods;
(xii) Storage and loading procedures;
(xiii) Flight crew notification;
(xiv) Provisions for passengers and/or crew;
(xv) Emergency procedures. (GM)
Auditor Actions
□ Identified/Assessed process for dangerous goods training of personnel.
□ Interviewed responsible manager(s) in cargo operations
□ Examined initial/recurrent dangerous goods training records of selected personnel (focus:
completion and training cycles).
Guidance
Subjects included in the curriculum for dangerous goods training for cargo operations personnel will
vary depending on specific responsibilities and duty function(s). For the purpose of dangerous goods
training, cargo operations functions generally break down into three groupings:
• Acceptance of cargo;
• Handling, storage and build-up of cargo;
• Provision of required information to load planning.
Refer to DGR 1.5 (Table 1.5.A, Minimum Requirements for Training Curricula), for detailed guidance
that addresses dangerous goods training and subjects applicable to specific cargo operations
functions.
CGO 2.2.2 If the Operator transports revenue or non-revenue cargo, but does not transport
dangerous goods, the Operator shall have a process to ensure personnel assigned the responsibility

for accepting or handling any cargo complete dangerous goods training, to include initial training and
recurrent training, on a frequency in accordance with CGO 2.2.1. Such training shall address, as a
minimum:
(ii) Limitations;
(iv) For personnel that accept cargo, shipper's declarations and other relevant documentation;
(v) Recognition of undeclared dangerous goods;
(vi) Provisions for passengers and/or crew;
(vii) Emergency procedures. (GM)
Auditor Actions
□ Identified/Assessed process for dangerous goods training for cargo operations personnel that
accept/handle cargo.
□ Examined selected initial/recurrent dangerous goods training curricula/syllabi applicable to
cargo operations personnel that accept/handle cargo.
□ Examined initial/recurrent training records of selected cargo operations personnel that
accept/handle cargo.
Guidance
When an operator does not transport dangerous goods (i.e. a “no-carry” operator), dangerous goods
training is still required for cargo operations personnel to ensure declared and undeclared dangerous
goods are recognized and prohibited from being carried or loaded onto an aircraft.
Dangerous goods training is structured to provide the requisite knowledge to permit cargo operations
personnel to recognize dangerous goods, whether labeled or not labeled, and to prevent such
dangerous goods from being inadvertently accepted and/or planned for loading into an aircraft.
Refer to DGR 1.5 (Table 1.5.B, Minimum Requirements for Training Curricula for “No-carry”
Operators), for detailed guidance that addresses dangerous goods training and subjects applicable
to specific cargo operations functions.
process to ensure personnel assigned the responsibility for handling or storing such cargo, as well
as, where applicable, the loading of ULDs, receive dangerous goods training, to include initial training
and recurrent training, on a frequency in accordance with CGO 2.2.1. Such training shall address, as
a minimum:
(ii) Limitations;
(v) Storage and loading procedures;
(vi) Flight crew notification;
(vii) Provisions for passengers and/or crew;
(viii) Emergency procedures. (GM)
Auditor Actions
□ Identified/Assessed process for dangerous goods training for cargo operations personnel that
handle/store cargo; where applicable, load cargo on/into ULDs.

□ Examined selected initial/recurrent dangerous goods training curricula/syllabi applicable to

cargo operations personnel that handle/store cargo; where applicable, load cargo on/into ULDs.
□ Examined initial/recurrent training records of selected cargo operations personnel that
handle/store cargo; where applicable, load cargo on/into ULDs.
Guidance
Refer to the IRM for the definition of Unit Load Device (ULD), which addresses certified and non-
certified units.
Refer to DGR 1.5 (Table 1.5.A, Minimum Requirements for Training Curricula), for detailed guidance
that addresses dangerous goods training and subjects applicable to personnel with responsibilities
for handling, storing and loading cargo.
CGO 2.2.4 If the Operator transports revenue cargo, the Operator should have a process to ensure
personnel assigned to operate equipment in the performance of their duties in cargo operations are
trained and qualified to operate the equipment associated with those duties.
Auditor Actions
□ Identified/Assessed process that ensures cargo operations personnel that operate equipment
in the performance of duties are trained/qualified to operate such equipment.
□ Examined selected initial/recurrent training curricula/syllabi applicable to cargo operations
personnel that operate such equipment.
□ Examined training records of selected cargo operations personnel that operate such equipment.
2.3 SMS Training

program that ensures cargo operations personnel are trained and competent to perform SMS duties.
The scope of such training shall be appropriate to each individual's involvement in the SMS. [SMS]
(GM) ◄
functions within the scope of cargo operations for the Operator.
Auditor Actions
□ Identified/Assessed program for ensuring cargo operations personnel are trained and
□ Examined selected initial and recurrent cargo operations training curricula (focus: training in
individually relevant SMS duties/responsibilities).
□ Examined selected cargo operations personnel training records (focus: completion of SMS
training).
Guidance

3 Acceptance and Handling
3.1 General Cargo

process to ensure such shipments accepted for transport:
(i) If revenue cargo, are in compliance with standards in the OM as specified in CGO 1.6.1;
(ii) If interline cargo, are in compliance with IATA interline cargo requirements;
(iii) If non-revenue cargo, are in compliance with the OM or equivalent document as specified in
CGO 1.6.1. (GM)
Auditor Actions
□ Identified/Assessed process that ensures cargo shipments accepted for transport are in
compliance with applicable requirements.
□ Examined selected quality control inspection reports.
□ Observed cargo acceptance operations (focus: process for ensuring cargo shipments comply
with applicable requirements).
Guidance
Cargo is accepted under the terms of the OM, which typically specifies procedures to ensure
acceptance personnel verify the cargo (revenue or non-revenue) has been packed in a manner:
• For safe transport with ordinary care in handling;
• To preclude injury or damage to any person, cargo or property.
Also, interline cargo typically complies with the applicable requirements of the receiving operator(s).
Refer to the IATA Cargo Services Conference Resolution 660 for guidance pertaining to interline
cargo.
process to ensure, where scales are utilized to determine the weight of cargo, all such scales are
periodically checked and calibrated, and such actions are recorded and retained in accordance with
applicable regulations. (GM)
Auditor Actions
□ Identified/Assessed process that ensures scales used to weigh cargo are periodically checked
and calibrated.
□ Examined selected records that indicate checking/calibration of scales used to weigh cargo
shipments.
□ Observed cargo acceptance and cargo handling operations (focus: process for ensuring
accuracy of scales used to weigh cargo shipments).
Guidance
Such scales might be referred to as weigh bridges.
Accuracy in cargo weights is a critical safety factor and is monitored by many states. Records of
scale checking and calibration are typically made available to the applicable authority for review, if
requested.
Guidance may be found in AHM 534.

CGO 3.1.4 If the Operator transports revenue cargo, the Operator should have a process to ensure
cargo terminals are equipped with facilities appropriate for storage of dangerous goods and other
special cargo, such as human remains, live animals, perishables, valuable cargo and
pharmaceuticals. (GM)
Auditor Actions
□ Identified/Assessed process that ensures cargo terminals are equipped with facilities
appropriate for storage of special cargo shipments.
□ Observed cargo handling operations: (focus: existence of facilities for storage of dangerous
goods and other special cargo shipments).
Guidance
Such items may have separation requirements as specified in the appropriate IATA manual(s) and,
additionally, may be governed by local rules or regulations. Information relative to storage of cargo is
included in the OM.
3.2 Dangerous Goods

Operator shall have a Dangerous Goods Acceptance Checklist that:
(i) Reflects applicable requirements contained in the current DGR;
(ii) Once completed, contains information that identifies the person(s) that performed the
acceptance check. (GM)
Auditor Actions
□ Identified/Assessed dangerous goods acceptance checklist (focus: contains DGR
requirements, information that identifies person that performed acceptance check).
□ Examined process(es) for development/maintenance of dangerous goods acceptance checklist.
□ Observed cargo acceptance operations (focus: dangerous goods acceptance in accordance
with DGR requirements).
Guidance
Sample checklists for non-radioactive shipments, radioactive shipments and dry ice (carbon dioxide,
solid) are found in the back of the DGR.
Refer to DGR 9.1.3 for guidance that addresses the Dangerous Goods Acceptance Checklist.
Operator shall have procedures to ensure the use of a Dangerous Goods Acceptance Checklist as
specified in CGO 3.2.1 to verify:
(i) Package(s), overpack(s) or freight containers, as applicable, are correctly marked and
labeled;
(ii) The Shipper's Declaration for Dangerous Goods, if required, or other documentation
complies with the requirements of the current edition of the DGR. (GM)
Auditor Actions
□ Identified/Assessed procedures for use of dangerous goods acceptance checklist (focus:
checklist is used to verify package marking/labeling, documentation compliance).

□ Observed cargo acceptance operations (focus: use of dangerous goods acceptance checklist to
verify package marking/labeling, documentation compliance).
Guidance
Refer to DGR 9.1.3 for guidance that addresses use of the Dangerous Goods Acceptance Checklist.
Operator shall have procedures to ensure the completed Dangerous Goods Acceptance Checklist
and shipper documentation, to include, if required, the Shipper's Declaration for Dangerous Goods,
and the information provided to the pilot-in-command (PIC), are retained for a minimum period of
three months after the flight on which the dangerous goods were transported. (GM)
Auditor Actions
□ Identified/Assessed procedures for ensuring retention of all applicable dangerous goods cargo
information, including dangerous goods acceptance checklist, shipper documentation and
information to the PIC for a minimum period of three months.
□ Examined content of selected records of dangerous goods shipments.
□ Observed cargo acceptance operations (focus: procedures for retention of applicable
information associated with dangerous goods shipments).
Guidance
A minimum of one copy of each document associated with each dangerous goods shipment is
retained on file for three months or, if required by the State of Flight Departure, a longer period
of time.
Operator shall have procedures to ensure any package, overpack, freight container, or ULD
containing dangerous goods is inspected and is not accepted, unless:
(i) Properly marked and labeled;
(ii) There is no leakage;
(iii) Its integrity has not been compromised. (GM)
Auditor Actions
□ Identified/Assessed procedures for inspection dangerous goods shipments prior to acceptance
for transport.
□ Observed cargo acceptance operations (focus: procedures for inspection of dangerous goods
shipments prior to acceptance).
Guidance
Detailed instructions for acceptance and handling of dangerous goods are contained in DGR
Section 9. This information is not to be interpreted as requiring an operator to accept or transport a
particular article or substance, or as preventing an operator from imposing special requirements on
the transport of a particular article or substance.

CGO 3.2.5 If the Operator transports dangerous goods as revenue or non-revenue cargo on or in
ULDs, the Operator shall have procedures to ensure ULDs containing dangerous goods have a
dangerous goods tag that:
(i) Contains information that is visible and legible;
(ii) Is marked with the class or division number(s) of such dangerous goods;
(iii) If a ULD contains packages bearing a “Cargo Aircraft Only” label, indicates the ULD can
only be loaded onto a cargo aircraft. (GM)
Auditor Actions
□ Identified/Assessed procedures for ensuring ULD containing dangerous goods have a tag in
accordance with applicable requirements.
□ Observed cargo acceptance and cargo handling operations (focus: procedures for ensuring
ULDs containing dangerous goods are tagged in accordance with applicable requirements).
Guidance
The need for procedures would normally apply to any operator that accepts dangerous goods for
transport on or in ULDs to ensure:
• The types of dangerous goods contained in ULDs, as well as any associated restrictions, are
accurately displayed on a ULD tag, which may be placed inside a protective tag holder on the
exterior of the ULD;
• ULDs are only loaded onto aircraft that are compatible with the load and associated
restrictions.
Operator should have a process for retention of the applicable documentation when a dangerous
goods consignment does not pass the acceptance check due to errors or omissions by the shipper.
Such documentation should be retained for a minimum period of three months after the completion of
the acceptance checklist. (GM)
Auditor Actions
□ Identified/Assessed process for retention of documentation for dangerous goods shipments
that do not pass acceptance inspection due to error/omission by shipper.
□ Examined selected records of dangerous goods shipments not accepted due to error/omission
by shipper.
□ Observed cargo acceptance operations (focus: process for retention of documentation for
dangerous goods shipments not accepted due to error/omission by shipper).
Guidance
The intent of this provision is that an operator retains all relevant documentation when a cargo
shipment containing dangerous goods is not accepted (by the operator) due to an error or omission
(by the shipper) in packaging, labeling, marking or documentation.
Operator shall have a process to ensure, when dangerous goods hazard and handling labels are
found to be missing, illegible or detached from shipments subsequent to the time of acceptance, such
labels are replaced in accordance with the information provided on the Shippers Declaration for
Dangerous Goods. Such requirement for the replacement of labels shall not apply where labels are
found to be missing or illegible at the time of acceptance. (GM)

Auditor Actions
□ Identified/Assessed procedures for ensuring dangerous goods hazard/handling labels are
replaced in accordance with the shipper's declaration when such labels are found to be missing,
illegible or detached.
□ Observed cargo acceptance and cargo handling operations (focus: process for replacement of
lost/illegible/detached dangerous goods labels).
Guidance
Guidance may be found in DGR Section 9.
Operator shall have procedures that ensure English, in addition to the language required by the State
of Origin, is used for markings and transport documents related to the shipment of dangerous
goods. (GM)
Auditor Actions
□ Identified/Assessed procedures for ensuring transport documents/markings for dangerous
goods shipments are in English and language required by State of Origin.
□ Examined transport documents/markings associated with selected dangerous goods shipments.
□ Observed cargo acceptance and cargo handling operations (focus: transport
documents/markings for dangerous goods shipments in English and language required by State
of Origin).
□ Interviewed cargo operations personnel that accept/handle dangerous goods shipments.
Guidance
Refer to the IRM for the definition of State of Origin.
Guidance may be found in DGR Sections 2 and 7.
Operator shall have procedures that ensure dangerous goods are separated from other cargo or
incompatible materials in accordance with published category restrictions. (GM)
Auditor Actions
□ Identified/Assessed procedures for ensuring dangerous goods are separated from other cargo
or incompatible materials in accordance with published category restrictions.
□ Observed cargo handling operations (focus: procedures that ensure dangerous goods
separation from other cargo in accordance with published restrictions).
Guidance
Loading requirements contained in DGR, 9.3.2 and Table 9.3.A, primarily address dangerous goods
compatibility restrictions on an aircraft. Similar separation requirements are a consideration for
stowage of these materials in the cargo building and during transport to the aircraft.
CGO 3.2.11 If the Operator transports revenue cargo, the Operator shall ensure, at locations
where the operator accepts cargo shipments, notices providing information about dangerous goods
transportation are prominently displayed. (GM)

Auditor Actions
□ Identified/Assessed requirement that ensures notices containing information about dangerous
goods are displayed at locations where cargo shipments are accepted for transport.
□ Observed cargo acceptance operations (focus: display of dangerous goods notices).
Guidance
Where the acceptance of cargo is outsourced to a ground services provider, the provider is
responsible for the display of dangerous goods information notices. However, ultimate responsibility
for the safe transportation of dangerous goods, whether cargo is accepted by the operator or a
ground services provider, always remains with the operator.
Operator shall have procedures to ensure any dangerous goods shipment that appears to be
damaged or leaking:
(i) Is not to be loaded on or into a ULD or delivered to an aircraft;
(ii) Is safely removed from the ULD (or other transport device) by the Provider or other relevant
authority, and safe disposal arranged;
(iii) In the case of leakage, an evaluation is conducted to ensure the remainder of the shipment
is in proper condition for transport by air and that no other package, cargo, ULD, other
transport device has been contaminated or damaged.
Auditor Actions
□ Identified/Assessed procedures for handling/addressing ULDs and leaking/damaged
dangerous goods shipments.
□ Examined selected records/documents (focus: handling of leaking/damaged ULDs containing
dangerous goods).
□ Observed cargo handling operations (focus: procedures that address damaged/leaking ULDs
that contain dangerous goods).
CGO 3.2.13 If the Operator transports dangerous goods as cargo on flights utilizing cargo aircraft,
the Operator shall have procedures to ensure packages or overpacks containing dangerous goods,
and bearing a “Cargo Aircraft Only” label, except those specifically excluded, are transported on
cargo aircraft in accordance with any of the following:
(i) In a Class C compartment, or
(ii) In a ULD container equipped with a fire detection/suppression system equivalent to that
required by the certification requirements of a Class C compartment as determined by the
relevant authority, or
(iii) In such a manner that in the event of an emergency involving such packages or overpacks,
a crew member or other authorized person can access those packages or overpacks, and
can handle and, where size and weight permit, separate such items from other cargo. (GM)
Auditor Actions
□ Identified/Assessed procedure(s) for handling shipments with "Cargo Aircraft Only" labels.
□ Observed cargo handling operations (focus: procedures that ensure shipments with "Cargo
Aircraft Only" labels are transported on cargo aircraft in accordance with applicable
requirements).

Guidance
Refer to the IRM for the definition of Cargo Compartment, which includes definitions of compartment
types by classification.
Operator shall have procedures that ensure information on dangerous goods to be loaded on a flight
is communicated to the appropriate person(s) in the load control system. Information to be
communicated shall include the following:
(i) If applicable, Air Waybill number;
(ii) Proper shipping name and/or UN/ID number;
(iii) Class or division, and subsidiary risk(s) corresponding to label(s) applied, and for Class 1,
compatibility group;
(iv) If applicable, packing group;
(v) For non-radioactive material, number of packages, exact loading location and, as
applicable, net quantity or gross weight of each package, except:
(a) For UN 1845, carbon dioxide, solid (dry ice): At the option of the Operator, only the
UN number, proper shipping name, classification, total quantity in each aircraft hold
and offload airport are required;
(b) For UN 3480, (Lithium ion batteries) and UN 3090 (lithium metal batteries): At the
option of the Operator, only the UN number, proper shipping name, class, total
quantity at each loading location, and whether the package must be carried on a
cargo-only aircraft are required. UN 3480 (Lithium ion batteries) and UN 3090
(lithium metal batteries) carried under a State exemption shall meet all requirements
specified in iv) and v).
(vi) For radioactive material, number and category of packages, overpacks or freight containers,
exact loading locations and, as applicable, transport index and dimensions for each
package;
(vii) Any restriction for transport on cargo aircraft only;
(viii) Offload airport;
(ix) If applicable, dangerous goods transported under a state exemption;
(x) If applicable, ULD identification number(s). (GM)
Auditor Actions
□ Identified/Assessed procedure(s) for communication of dangerous goods information to Load
Control.
□ Observed cargo handling operations (focus: procedures that ensure dangerous goods cargo
information is communicated to appropriate person(s) in load control system)..
Guidance
Refer to the IRM for the definition of Load Control.
Certain dangerous goods carried as cargo are not required to appear in the information provided to
the PIC. Refer to DGR, Table 9.5.A.
CGO 3.2.15–3.2.16 (Intentionally open)
process to ensure dangerous goods accidents or incidents are reported to the appropriate authorities
of the State of the Operator and the state in which the accident or incident occurred, and such reports
are in accordance with the reporting requirements of the appropriate authorities.

Auditor Actions
□ Identified/Assessed process for reporting dangerous goods accidents/incidents.
□ Examined selected dangerous goods accident/incident reports.
process to ensure a dangerous goods report is made to the appropriate authorities of the State of the
Operator and the State of Condition Origin:
(i) When undeclared or mis-declared dangerous goods have been discovered in cargo;
(ii) If the Operator transports dangerous goods as cargo, when dangerous goods are
discovered to have been carried when not loaded, segregated, separated and/or secured in
accordance with provisions of the DGR;
(iii) If the Operator transports dangerous goods as cargo, when dangerous goods are
discovered to have been carried as cargo without information as specified in CGO 3.2.14
having been provided to the PIC.
Auditor Actions
□ Identified/Assessed process for reporting dangerous goods discrepancies (as specified)
discovered in cargo.
□ Examined document(s) used for reporting dangerous goods discrepancies (as specified)
discovered in cargo.
3.3 Live Animals and Perishables

CGO 3.3.1 If the Operator transports live animal and/or perishable cargo shipments, the Operator
shall have procedures that ensure live animal and/or perishable cargo shipments are accepted and
handled in accordance with requirements specified in the OM. (GM)
Auditor Actions
□ Identified/Assessed procedure(s) for acceptance/handling of live animal and/or perishable
cargo shipments.
□ Observed cargo acceptance and cargo handling operations (focus: live animal/perishable cargo
acceptance/handling in accordance with OM).
Guidance
Refer to the IRM for the definition of CITES (The Convention on International Trade in Endangered
Species of Wild Fauna and Flora).
Live animal handling procedures and specific responsibilities of an operator with regard to required
documentation, acceptance, containers, animal welfare, compliance with all regulations, storage and
loading and liability are addressed in the LAR and PCR. Additional requirements may be mandated
by the State of Flight Departure, the State of Flight Arrival and/or the Convention on International
Trade in Endangered Species of Wild Fauna and Flora (CITES).

CGO 3.3.2 If the Operator transports live animal cargo shipments, the Operator should have
procedures that ensure:
(i) The acceptance and handling of live animals is in accordance with requirements of the Live
Animal Regulations (LAR);
(ii) The IATA Live Animals Acceptance Check List, or equivalent, is utilized for the acceptance
of live animal shipments. (GM)
Auditor Actions
□ Identified/Assessed procedure(s) for acceptance/handling of live animal cargo shipments.
□ Observed cargo acceptance and cargo handling operations (focus: live animal cargo
acceptance/handling in accordance with LAR; acceptance checklist is utilized).
Guidance
The IATA Live Animals Acceptance Checklist is recommended as an effective reference in assisting
shippers, agents and operators in preparing live animal shipments for air transportation.
CGO 3.3.3 If the Operator transports perishable cargo shipments, the Operator should have
procedures that ensure acceptance and handling of perishable cargo shipments is in accordance
with requirements of the Perishable Cargo Regulations (PCR) and other applicable regulations. (GM)
Auditor Actions
□ Identified/Assessed procedure(s) for acceptance/handling of perishable cargo shipments.
□ Observed cargo acceptance and cargo handling operations (focus: perishable cargo
acceptance/handling in accordance with PCR/other applicable requirements).
Guidance
The handling procedures for handling perishable goods and specific responsibilities of an operator
with regard to documentation, packaging and classification are addressed in the PCR. Additional
requirements may be mandated by local regulations.
CGO 3.3.4 If the Operator transports live animal cargo shipments, the Operator should have
procedures that ensure live animal shipments are accompanied by the shipper's certification or
equivalent, as well as other required documents. (GM)
Auditor Actions
□ Identified/Assessed procedure(s) for acceptance of live animal cargo shipments.
□ Observed cargo acceptance operations (focus: acceptance procedures that ensure live animal
cargo shipments accompanied by shipper's certification/other required documents).
Guidance
Documentation required for live animal shipments includes the shipper's certification, air waybill and,
in some situations, CITES (Convention on International Trade in Endangered Species of Wild Fauna
and Flora). Some states have additional requirements, which may include health certificates, export
or import permits. Refer to guidance contained in the LAR, 2.2.

3.4 Other Special Cargo

CGO 3.4.1 If the Operator transports special cargo shipments such as human remains, valuable
cargo, fragile goods, outsized cargo and heavy cargo, the Operator shall have procedures that
ensure such special cargo shipments are accepted and handled in accordance with standards
specified in the OM. (GM)
Auditor Actions
□ Identified/Assessed procedure(s) for acceptance/handling of special cargo shipments.
□ Observed cargo acceptance and cargo handling operations (focus: procedures that ensure
other special cargo acceptance/handling in accordance with OM).
□ Interviewed cargo operations personnel that accept/handle special cargo.
Guidance
Refer to the IRM for the definition of the Air Cargo Tariff and Rules (TACT).
Guidance for the handling of human remains can be found in the TACT Rules and the Airport
Handling Manual (AHM).
Outsized and heavy cargo refers to items that are larger or heavier than can be accommodated on or
in a ULD. Standards for handling these items are found in the OM as well as in the Weight and
Balance Manual for each aircraft type.
Prior arrangements and specific handling requirements generally apply to all types of special cargo
and are incorporated into the OM, including those items identified in this provision, but also
emergency medical supplies, live human organs and diplomatic shipments.
CGO 3.4.2 If the Operator transports time and temperature-sensitive healthcare products (e.g.
pharmaceuticals), the Operator should have procedures that ensure acceptance and handling of
such shipments is in accordance with requirements of the Temperature Control Regulations (TCR)
and other applicable regulations. (GM)
Auditor Actions
□ Identified/Assessed procedure(s) for acceptance/handling of special cargo shipments (focus:
includes procedures for time/temperature healthcare products).
□ Observed cargo acceptance and cargo handling operations (focus: procedures for acceptance/
handling in accordance with OM).
□ Interviewed cargo operations personnel that accept/handle special cargo.
Guidance
Refer to the IRM for the definition of Temperature Control Regulations (TCR).
The procedures for handling time and temperature-sensitive goods, and the specific responsibilities
of an operator regarding documentation, packaging and classification, are addressed in the TCR.
Additional requirements may be mandated by local regulations (e.g. EU GDP, US Pharmacopeia).
3.5 Unit Load Device (ULD)

CGO 3.5.1 If the Operator transports revenue or non-revenue cargo utilizing ULDs, the Operator
shall have procedures to ensure ULD-related operations, including, but not limited to, ULD build-up/
breakdown, transportation, storage and handling, whether performed on or off the airport, are
conducted in accordance with the Weight and Balance Manual, and with requirements of the ULD
Regulations (ULDR) or other means acceptable to the Authority. (GM)

Auditor Actions
□ Identified/Assessed procedure(s) for ensuring ULD-related operations are conducted in
accordance with the ULDR or other means acceptable to the Authority.
□ Observed cargo handling operations (focus: procedures that ensure ULD-related operations
conducted in accordance with W/B manual/ULDR/other applicable requirements).
Guidance
All ULDs are required to meet airworthiness requirements when loaded onto an aircraft, either by
certification or by compliance with the Weight and Balance Manual. Adhering to the ULDR is one
means (but not the only means) that ULD operations may be carried out in compliance with the
requirements of the Weight and Balance Manual.
Essential components of ULD operations typically include:
• Minimum training requirements stipulated in the ULDR;
• Continued airworthiness of ULD during operations;
• Limitations applicable to ULDs;
• Adequate supervision and management of all ULD operations.
Guidance may be found in the applicable chapter of the ULDR.
CGO 3.5.2 If the Operator transports revenue or non-revenue cargo utilizing ULDs, the Operator
shall have procedures that ensure ULDs, when accepted and/or loaded for transport, meet safety
requirements pertaining to the loading and securing of cargo. (GM)
Auditor Actions
□ Identified/Assessed procedure(s) for ensuring loaded ULDs meet safety requirements.
□ Observed cargo handling operations (focus: procedures for ensuring ULD cargo
loading/securing in accordance with applicable safety requirements).
Guidance
Detailed instructions for the safe loading and securing of cargo are contained in the ULDR and
address the use of pallets, nets, straps and containers. The ULDR also provides information
regarding ULD limitations.
Each state may have additional or varying regulations and specifications.
3.6 Combi Aircraft Operations

CGO 3.6.1 If the Operator conducts combi aircraft operations, the Operator shall ensure
procedures are in place for loading such aircraft, and such procedures shall be in accordance with,
as applicable, requirements of the aircraft manufacturer, Supplemental Type Certificate (STC) holder
and/or data approved by the Authority. (GM)
Auditor Actions
□ Identified/Assessed procedure(s) for loading cargo onto combi aircraft in accordance with all
requirements.
□ Interviewed cargo operations personnel that load cargo onto combi aircraft.

Guidance
Refer to the IRM for the definitions of Cargo Restraint System, Combi (Combined Passenger and
Cargo) Aircraft Operations and Supplemental Type Certificate (STC) Holder.
Procedures would typically ensure passengers seated on the same deck and forward of the cargo
are protected through provision of an adequate buffer and/or cargo restraint system.
3.7 Security
CGO 3.7.1 If the Operator transports revenue cargo, the Operator shall ensure security measures
are implemented in cargo facilities in accordance with requirements of the applicable civil aviation
security program. (GM)
Note: This provision is applicable to all facilities where cargo acceptance and/or cargo handling
operations are conducted either by the Operator or by external service providers for the Operator.
Auditor Actions
□ Identified/Assessed processes that ensure implementation of security measures at cargo
facilities (focus: ensures procedures in accordance with the local civil aviation security
program).).
□ Observed cargo handling operations (focus: implementation of access control measures at
cargo facilities in accordance with applicable security requirements).
Guidance
Refer to the IRM for the definition of Cargo Facility.
The intent of this provision is for the operator to ensure the security of all facilities where cargo
operations are conducted either by the operator or by an external service provider for the operator.
Security measures that address landside and airside facility access for vehicles and personnel, as
well as the protection of cargo so as to prevent acts of unlawful interference, would normally be found
in the applicable civil aviation security program. Such measures address requirements of applicable
regulatory and airport authorities, as appropriate.
CGO 3.7.2 If the Operator transports revenue cargo, the Operator shall ensure procedures are in
place for persons and vehicles with access to security restricted areas (in which there is cargo) to be
subjected to security controls. (GM)
Auditor Actions
□ Identified/Assessed processes that ensure access control procedures are applied to
persons/vehicles with access to security restricted areas that contain known cargo.
□ Observed cargo handling operations (focus: procedures that ensure persons/vehicles with
access to known cargo are subjected to security controls).
Guidance
Refer to the IRM for the definition of Known Cargo.
The intent of this provision is for an operator to ensure security procedures are applied to persons
and vehicles that have access to security restricted areas where there is cargo (i.e. cargo that has
already been screened or had security controls applied, and/or is under protection to prevent
unlawful interference).

CGO 3.7.3 If the Operator transports revenue or non-revenue cargo, the Operator shall have
processes to ensure cargo is not accepted for transport on an aircraft unless the application of
screening or other security controls is confirmed and accounted for by a regulated agent or an entity
approved by the relevant authority. (GM)
Auditor Actions
□ Identified/Assessed process(es) for ensuring application of screening/security controls for all
cargo.
□ Examined selected records from regulated agent database.
Guidance
Refer to the IRM for the definitions of Known Shipper and Regulated Agent.
The term “entity approved by the relevant authority” as used in this provision is non-specific, but
could include, for example, a cargo service provider for the operator or, in certain cases, the operator
itself. As stated, any such entity must be approved by the relevant authority.
Additional guidance may be found in the IATA Security Manual.
processes for the acceptance of cargo as follows:
(i) For cargo that can be identified as having the application of screening or other security
controls confirmed or accounted for by a regulated agent or an entity approved by the
relevant authority (known cargo), a process to ensure such cargo is:
(a) Delivered by a regulated agent, a nominated representative of an entity approved
by the relevant authority, or a known representative of the operator;
(b) Free from any signs of tampering;
(c) Accompanied by all required information (paper or electronic) corresponding to the
cargo being delivered, including documentation that details the security status
(e.g. consignment security declaration);
(d) Subjected to additional security controls as required by risk assessment.
(ii) For cargo that cannot be identified as having the application of screening or other security
controls confirmed or accounted for by a regulated agent or an entity approved by the
relevant authority (unknown cargo), a process to ensure such cargo is subjected to
screening or other security controls as accepted by the applicable state. (GM)
Auditor Actions
□ Identified/Assessed process(es) for acceptance of cargo (focus: processes address both
known and unknown cargo).
□ Examined selected cargo shipment acceptance documents.
□ Observed cargo acceptance operations (focus: acceptance processes for verifying the security
status of known cargo, ensuring application of screening/security control for unknown cargo).
Guidance
Refer to the IRM for the definitions of Known Cargo and Unknown Cargo.
The IATA Security Manual outlines specific provisions covering the basic acceptance of all known
cargo to be carried on commercial passenger flights.
Known cargo, when presented to an operator for transport on an aircraft, has by definition been
subjected to screening or appropriate security controls by a regulated agent, an approved entity or
the operator. An operator, as a minimum, implements the steps specified in this provision to maintain

or protect the “known” status of the shipment from the time the shipment is accepted until it is finally
loaded into an aircraft.
All cargo shipments on which the application of screening or security controls has been confirmed
and accounted for by a regulated agent or approved entity are required to be accompanied by
documentation that states the security status (e.g. consignment security declaration), either in
electronic or paper form.
When cargo has been screened or subjected to other security controls as required by a regulated
agent or an approved entity prior to acceptance by the operator, the operator, among other protective
actions, would typically examine the documentation (e.g. consignment security declaration) and
check the shipment for evidence of tampering prior to loading onto the aircraft.
If for some reason a shipment is not properly maintained or protected in its known status, the
shipment then reverts to unknown cargo. In such case, the operator, in order to return the shipment
to known cargo status, would have to ensure the shipment is again subjected to the application of
screening or other security controls.
processes to ensure cargo for transport on any flight is protected from unauthorized interference from
the point of acceptance after screening or security controls have been applied until departure of the
aircraft.
Auditor Actions
□ Identified/Assessed process(es) for protecting cargo shipments from unauthorized interference
after acceptance.
□ Observed cargo handling operations (focus: processes that ensure post-acceptance protection
of known cargo from unauthorized interference).
process to ensure transfer cargo has been subjected to appropriate security controls in accordance
with requirements of the relevant authority before being transported on an international flight. (GM)
Note: Appropriate security controls may have been applied at the point of original uplift.
Auditor Actions
□ Identified/Assessed process(es) to ensure security controls are applied to transfer cargo.
□ Examined selected records of transfer cargo (focus: verification that security controls have been
applied).
□ Observed cargo handling operations (focus: process to verify appropriate screening/security
controls have been applied to transfer cargo).
Guidance
Refer to the IRM for the definition of Transfer Cargo and Mail.

Table 7.1—Operations Manual Content Specifications

The content of the Operations Manual shall contain standards and guidance that address the acceptance
and handling of revenue cargo, to include, as applicable to type(s) of shipments transported by the
Operator:
(i) Compliance or conformity with:
(a) Applicable laws, regulations and rules, including civil aviation cargo security programs;
(b) Industry standard operating procedures for each aspect of cargo acceptance and handling.
(ii) Response to abnormal or emergency situations:
(a) Leakage or spillage of suspected dangerous goods;
(b) Suspected bomb or explosives;
(c) Damaged or leaking cargo;
(d) Other emergencies.
(iii) Cargo acceptance and handling, including conditions of carriage:
(a) General cargo;
(b) Security requirements, to include “high risk” cargo;
(c) Dangerous goods;
(d) Live animals;
(e) Other special cargo:
• Perishable cargo;
• Human remains;
• Outsized and heavy cargo;
• Fragile goods.
(f) Mail;
(g) Valuable cargo;
(iv) Requirements associated with the transport of ULDs.

Section 8 — Security Management (SEC)
Applicability
Section 8 addresses the management of operational security in accordance with requirements of an Air
Operator Security Program (AOSP). This section is applicable to all operators.
by the Auditor.
Where operational security functions are outsourced to contracted external service providers, an operator
retains responsibility for the conduct of such functions and will have processes to monitor applicable
external service providers in accordance with SEC 1.11.2 to ensure requirements that affect the security of
operations are being fulfilled.
General Guidance

SEC 1.1.1 The Operator shall have a security management system (SeMS) that includes, as a
minimum, the following key elements:
(i) Senior management and corporate commitment;
(ii) Resource management;
(iii) Threat assessment and risk management;
(iv) Management of emergencies and incidence (resilience);
(v) Quality control and quality assurance;
(vi) Air Operator Security Program (AOSP). (GM)
Auditor Actions
□ Identified/Assessed supervision and control functions of the AOSP.
□ Examined relevant sets of security standards.
□ Other Actions (specify).
Guidance
Refer to the IRM for the definitions of Air Operator Security Program (AOSP), Operator and Security
Management System (SeMS).
Conformity with the provisions in Subsection 1, Management and Control, would typically
demonstrate evidence that an operator has implemented an SeMS that meets the requirements of
this standard.
Conformity with this standard may be achieved by incorporating the following elements into the
Security Management System (SeMS):
• Senior management and corporate commitment:
○ Appointment of a Head of Security;
○ Security department organizational structure;
ISM Ed. 11, September 2017 SEC 1

○ Authorities and responsibilities;

○ Delegation of duties.
• Resource management:
○ Staff selection process;
○ Staff performance assessment process;
○ A security personnel training program;
○ Security awareness training program;
○ Management of service providers.
• Threat assessment and risk management:
○ Identification of risks and threats;
○ Threat assessment;
○ Risk management.
• Management of emergencies and incidents (resilience):
○ Emergency preparedness and response;
○ Crisis and contingency management plans;
○ Security incident management.
• Quality control and assurance:
○ Reporting and corrective actions mechanisms;
○ Oversight of external service providers.
• Air Operator Security Program (AOSP).
Provided all of the above elements are implemented, individual airlines may group or break down the
elements and sub-elements in a manner that best suits their own structure.
An operator's security management system (SeMS) is structured to ensure the most efficient and
effective application of the AOSP.
The SeMS is typically documented in the form of a manual or other appropriate controlled medium,
and includes detailed descriptions of the structure, individual responsibilities, available resources and
processes in place to effectively manage security operations and ensure operator is in compliance
with the requirements of the civil aviation security program of the State.
An operator typically documents security procedures in a manual or, as applicable, more than one
manual (e.g. where operational security responsibilities are delegated to various departments or by
geographic locations, each with distinct security requirements). All documents comprising an
operator's operational security manual (or equivalent document) are considered controlled
documents.
Where permissible, the AOSP, rather than being documented separately in a security manual or
equivalent, may be incorporated into the same manual (or other controlled medium) and thus be
documented as an integral part of the SeMS.
An operator may differentiate between policy and procedure manuals. A policy manual typically
states goals and objectives while a procedural manual outlines detailed action-oriented steps that,
when complied with, will meet the policy.
SEC 1.1.2 The Operator shall have a senior management official designated as the head of
security with direct access to the highest level of management within the organization. Such senior
management official, regardless of other functions and reporting structure, shall have the
responsibility, and thus be accountable, for ensuring the implementation and maintenance of the
AOSP, as well as being in compliance with applicable security requirements of the Operator. (GM)
SEC 2 ISM Ed. 11, September 2017

Auditor Actions
□ Identified individual designated as the head of security.
□ Examined corporate organizational structure.
□ Examined job description of the head of security (focus: functions include
implementation/maintenance of the AOSP).
□ Other Actions (specify).
Guidance
Refer to the IRM for the definitions of Accountability and Responsibility.
Based on the size, structure and complexity of an operator's organization, the position of head of
security could be filled by a member of senior management that has responsibilities in addition to
security. However the organization is structured, it is important that one senior management official is
the designated focal point for security management on behalf of the operator.
SEC 1.1.3 The Operator shall have a corporate security policy that states the commitment of the
organization to a culture that has security as a fundamental operational priority. Such policy shall be
communicated throughout the organization and commit the organization to:
(i) The provision of resources necessary for the successful implementation of the policy;
(ii) Compliance with applicable regulations and standards of the Operator;
(iii) The promotion of security awareness and the establishment of a security culture;
(iv) The establishment of security objectives and security performance standards;
(v) Continual improvement of the security management system;
(vi) Periodic review of the policy to ensure continuing relevance to the organization. (GM)
Auditor Actions
□ Identified/Assessed corporate security policy (focus: policy identifies security as fundamental
operational priority).
□ Examined examples of security policy communication (focus: policy communicated throughout
organization).
Guidance
The security policy of an organization typically expresses the clear and genuine commitment by
senior management to the establishment of a security culture. Such policy also defines the
organization's fundamental approach toward security and how security is expected to be viewed by
employees and external service providers.
Additional elements incorporated into a security policy might include:
• The adoption of industry best practices for security management where warranted;
• Continual management review and improvement of the SeMS and security culture;
• The development of objectives for the measurement of security performance;
• Imperatives for including operational security in the description of duties and responsibilities
of senior and front line management;
• The promotion of a reporting system that encourages the reporting of inadvertent human
error and/or intentional acts of non-compliance;
• Communication processes that ensure a free flow of information throughout the organization.

1.2 Air Operator Security Program (AOSP)

SEC 1.2.1 The Operator shall have a formal Air Operator Security Program (AOSP) that includes:
(i) The requirements of the civil aviation security program of the State of the Operator
(hereinafter, the State);
(ii) Applicable requirements of other states where operations are conducted;
(iii) The security standards of the Operator. (GM)
Auditor Actions
□ Identified/Assessed the AOSP.
□ Examined operator-specific security requirements and standards.
Guidance
Refer to the IRM for the definitions of Acts of Unlawful Interference, State, State Acceptance and
State Approval.
An operator is required to have a AOSP in order to:
• Protect customers, personnel and assets from any act of unlawful interference;
• Comply with regulatory requirements.
The name of an operator’s security program may vary based on the regulatory jurisdiction. Examples
of typical alternative names to AOSP include ACSP (Air Carrier Security Program) and ASP (Airline
Security Program).
The Security Program may be structured in accordance with the ICAO or IATA template, or in
accordance with the template provided by the State or other relevant states (where operations are
conducted).
The State may issue a standard security program with which all operators must comply (operators
may apply for exemptions or amendments, as applicable). In such cases, the standard security
program of the State is typically recognized as the AOSP of the operator. The AOSP typically also
includes other company manuals and procedures that provide carrier-specific details.
A standard security program may be acceptable in meeting security requirements of other states, or
the operator may be required to submit individual security programs tailored to meet requirements of
other states. An operator must satisfy the security requirements of all applicable states for the
purpose of meeting the intent of this standard.
The AOSP may be approved or accepted (i.e. no notice of deficiency or equivalent is issued) by the
relevant state.
1.3 Authorities and Responsibilities

SEC 1.3.1 The Operator shall ensure the security management system defines the authorities and
responsibilities of management personnel, as well as a general description of security responsibilities
for categories of non-management personnel as defined under the AOSP. The security management
system shall specify:
(i) The levels of management with the authority to make decisions that affect the operational
security;
(ii) Responsibilities for ensuring security functions are performed and procedures are
implemented in accordance with applicable regulations and standards of the Operator;
(iii) Lines of accountability throughout the organization, including direct accountability for
security on the part of senior management;
(iv) Responsibilities of members of management, irrespective of other functions, as well as of
non-management personnel, with respect to the security performance of the organization.
(GM) ◄

Auditor Actions
□ Identified/Assessed defined management/non-management authorities and responsibilities
throughout the security management system.
□ Interviewed designated management representative(s).
□ Examined job descriptions of selected management/non-management personnel in security
management.
Guidance
SEC 1.3.2 The Operator shall have a process for delegation of duties and assignment of
responsibilities within the security management system that ensures managerial continuity is
maintained when managers with operational security responsibilities are absent from the workplace.
(GM) ◄
Auditor Actions
□ Identified/Assessed processes for delegation of duties when managers with operational
security responsibilities are absent (focus: processes maintain managerial continuity during
periods when managers are absent).
□ Interviewed designated security management representative(s).
□ Examined selected example(s) of delegation of duties due to absence.
Guidance
Such plan addresses responsibilities associated with management positions (not individuals) under
the AOSP and ensures proper management of operational security functions is always in place.
SEC 1.3.3 The Operator shall ensure a delegation of duties and assignment of responsibility for
liaison with applicable aviation security authorities and other relevant external entities. (GM) ◄
Auditor Actions
□ Identified position(s) with authority for liaison with regulators and other external entities.
□ Interviewed manager(s) with authority for liaison with regulators and other external entities.
Guidance
Although motives might be different, all stakeholders share a similar interest in ensuring the security
of the aviation industry. However, the potential problem of gaps or overlap in responsibilities and/or
coverage may exist when more than one entity is handling security. It is crucial for state, airport and
airline security officials to establish clear jurisdictional boundaries to ensure all entities understand
where their respective jurisdictions begin and end.
Whereas gaps in security create obvious problems and expose the entire aviation infrastructure to
threats, the presence of unnecessary overlap by different security groups can also lead to problems.
Without proper coordination, the presence of multiple entities providing security services could lead
to inaccurate assumptions that might, in fact, result in unintended gaps in the security web due to a
reduction of services. Also, multiple groups doing the same job could lead to conflicts of authority,
which would detract from the required focus on aviation security.
It is important that there is effective communication between airport security and airline security
management. An Airline Operators Committee typically offers a viable platform for airlines and an

airport authority to express their respective views on security and identify areas of deficiency. Such
committee might also serve as a useful forum for coordination between airlines and airports to
develop and implement a seamless security system with no gaps and appropriate overlap.
With regards to state involvement, the creation of an Airport Security Committee (ASC) might be
suggested since the group would focus solely on security and address only security issues. An ASC
typically reports (formally or informally) to the National Civil Aviation Security Committee.
Air carriers are advised to participate in both the Airline Operators Committee and the ASC, either
directly or via representation by other carriers or stakeholders.
1.4 Communication
SEC 1.4.1 The Operator shall have a communication system that enables an exchange of
operational security information throughout the management system and all areas where operations
are conducted. (GM) ◄
Auditor Actions
□ Identified/Assessed system(s) for communicating information relevant to security operations
(focus: capability for communicating information relevant to operations within the security
organization).
□ Examined examples of information communication in security operations.
□ Interviewed selected non-management operational personnel in security operations.
Guidance
The intent of security communication is to foster a positive security culture in which all employees
receive ongoing information on security issues, security metrics, specific security risks existing in the
workplace, and initiatives to address known security issues. Such communication typically conveys
security-critical information, explains why particular actions are taken to improve security, and why
security procedures are introduced or changed.
Security information that is sensitive is typically drafted and circulated in a manner that is in
accordance with applicable security information protocols. Communication of such information is
normally limited only to those with an operational need to know.
Any system would have to be able to address the varying degree of urgency with which security
information needs to be circulated.
Security Intranet Site
A corporate security department website is one method of disseminating security information to
operational personnel. Different levels of access might be required in order to control the access to
restricted information to those with a “need to know.”
Corporate Manual System
An operator's manuals and regulations are the formal system of coordinating and communicating the
policies, procedures and significant guidance necessary to ensure the operator's mission is carried
out in a consistent and integrated manner.
Security Bulletins
Security bulletins, which are typically issued by the corporate security department or by operational
departments within the operator, might specify action and/or contain general information. Issuance of
bulletins electronically (e.g. email) is an efficient means of ensuring all personnel with a “need to
know” are made aware of new or amended security information in a timely manner.


SEC 1.5.1 (Intentionally open)
SEC 1.5.2 The Operator shall ensure management and non-management positions that require
the performance of functions within the scope of the AOSP, to include positions within the
organization of the Operator and, if applicable, service providers selected by the Operator to conduct
operational security functions, are filled by personnel on the basis of knowledge, skills, training and
experience appropriate for the position. (GM) ◄
Auditor Actions
□ Identified/Assessed standards and methods for selection of personnel in functions relevant to
safety and security of aircraft operations.
□ Interviewed selected personnel that perform security functions relevant to the safety or security
Guidance
Prerequisite criteria for each position, which would typically be developed by the Operator, and
against which candidates would be evaluated, ensure personnel are appropriately qualified for
management system positions and operational roles in areas of the organization critical to safety and
security operations.
SEC 1.5.3 If permitted by the State, the Operator shall ensure a process has been established that
requires operational security personnel in the organization of the Operator and, if applicable, service
providers selected by the Operator to conduct operational security functions, to be subjected to pre-
employment and recurring background checks in accordance with requirements of applicable
aviation security authorities. The requirement for a background check shall be applicable to
personnel who:
(i) Engage in the implementation of security controls;
(ii) Have unescorted access to the security restricted area of an airport;
(iii) Have unescorted access to screened passengers, baggage and cargo, as well as to
catering supplies and searched aircraft. (GM)
Auditor Actions
□ Identified/Assessed process for the pre-employment and recurring background checks.
□ Examined selected records of personnel background checks.
Guidance
Refer to the IRM for the definition of Security Control.
A background check might include:
• Criminal record check;
• Previous employment history;
• Personal references;
• Education and training.
National legislation on civil liberties and protection of personal information will greatly influence the
limits placed on an employer when performing pre-employment background checks. An employer is
not permitted to deviate from the laws of the country where the hiring process is taking place.


SEC 1.6.1 The Operator shall have a system for the management and control of documentation
and/or data used directly in the conduct or support of operations under the AOSP. Such system shall
include processes as specified in ORG Table 1.1. (GM) ◄
Auditor Actions
□ Identified/Assessed systems and processes for management and control of documentation and
data used in security management (see ORG Table 1.1).
□ Examined selected AOSP documents.
□ Interviewed person(s) responsible for security documentation management/control process(es).
Guidance
Refer to the IRM for the definition of Documentation, Electronic Documentation and Paper
Documentation.
SEC 1.6.3 The Operator shall have processes to ensure documentation used in the
implementation of the AOSP:
(i) Is readily identifiable and accessible to applicable operational personnel;
(ii) Contains legible and accurate information;
(iii) Is presented in a format appropriate for use by operational personnel. ◄
Auditor Actions
documentation/data used in AOSP
□ Examined selected parts of the security manual (focus: legibility/accuracy/format; approval as
applicable).
SEC 1.6.4 If the Operator has external service providers conduct outsourced operational security
functions, the Operator shall have a process to ensure such external service providers receive
information regarding security directives and instructions in a timely manner that meets requirements
of the AOSP. (GM)
Auditor Actions
□ Identified/Assessed process(es) to circulate relevant security information to external service
providers.
□ Examined selected examples of information provided to external service providers.
Guidance
Refer to the IRM for the definition of Outsourcing.

1.8 Records System

SEC 1.8.1 The Operator shall have a system for the management and control of operational
security records to ensure the content and retention of such records is in accordance with
requirements of the aviation security authority of the State, as applicable, and to ensure security
records are subjected to standardized processes for:
• Identification;
• Legibility;
• Maintenance;
• Retrieval;
• Protection and security;
• Disposal, deletion (electronic records) and archiving. (GM) ◄
Auditor Actions
□ Identified/Assessed management and control system for operational records in security
operations (focus: system includes standardized processes as specified in standard).
□ Examined selected records required to be kept by the aviation security authority of the State.
Guidance
Some security records could contain sensitive or restricted information that, while not classified,
could be detrimental to aviation security if publicly released. Such restricted information is typically
defined, usually in conjunction with specific handling procedures, by the State or the operator.
Typical handling procedures for records containing sensitive or restricted information ensure:
• When not in the physical possession of an authorized person, records are stored in a secure
container such as a locked file cabinet or drawer;
• A review is conducted periodically (typically once per year) to identify records that are no
longer valid and to ensure such records are destroyed in a manner that precludes recognition
or reconstruction of the information.
SEC 1.8.2 If the Operator utilizes an electronic system for the management and control of records,
the Operator shall ensure the system provides for a scheduled generation of back-up record files.
(GM) ◄
Auditor Actions
□ Identified/Assessed management and control system for operational records in security
operations (focus: system defines schedule for periodic file backup).
Guidance

1.9 Management Review

SEC 1.9.1 The Operator should have a security review committee for the purpose of ensuring:
(i) Senior management oversight of security in operations;
(ii) Continual improvement of the SeMS;
(iii) Security threats are being identified and controlled;
(iv) The promotion of security awareness. (GM)
Auditor Actions
□ Identified/Examined the security review committee functionality and/or terms of reference.
□ Examined selected review committee reports/meeting notes.
□ Examined selected examples of meeting outcome implementation.
Guidance
A security review committee, which might have a different name with each operator, would ideally be
chaired by the Accountable Executive or designated security official, and usually includes the head of
security, other members of senior management and representatives from the major operational
areas.
A security review committee typically meets at least every two months to review the security
performance in operations, address security concerns, provide feedback and instructions to the
operating units, and set priorities for sub-teams. It may be useful to have more frequent meetings in
the first year of establishment to create an awareness of the committee throughout the organization.
SEC 1.9.2 The Operator shall have processes to monitor and assess its SeMS processes in order
to maintain or continually improve the overall effectiveness of the SeMS. (GM) ◄
Auditor Actions
□ Identified/Assessed SeMS review process (focus: processes for monitoring and assessing
SeMS to maintain/improve security performance)
□ Examined selected examples of output from SeMS review process (focus: changes
implemented to maintain/improve organizational security performance).
Guidance
Refer to the IRM for the definition of Safety Management System (SMS)
Monitoring and assessing the effectiveness of SeMS processes would typically be the function of a
strategic committee of senior management officials that are familiar with the workings and objectives
of the SeMS.
Depending on the operator’s organizational structure, the effectiveness of SeMS may be monitored
and assessed by the same executive group that is responsible for the safety management system
(SMS).
Refer to guidance associated with ORG 1.5.2 located in ISM Section 1. Such guidance addresses
continual improvement of SMS, but can be adapted and applied for continual improvement of SeMS.

1.10 Quality Assurance/Quality Control Programs

Quality Assurance
SEC 1.10.1 The Operator shall have a quality assurance program that provides for the auditing and
evaluation of the management system and operational security functions at a determined frequency
following a regularly performed risk assessment to ensure the organization is:
(i) Complying with the AOSP and other applicable regulations and standards;
(iv) Identifying threats to operations;
(v) Assessing the effectiveness of security risk management and controls. (GM) ◄
Auditor Actions
□ Identified/Assessed role/organization/structure of quality assurance program (focus:
role/purpose within organization / SMS / SeMS; definition of audit program scope/objectives;
description of program elements/procedures for ongoing auditing of management/operational
areas).
□ Examined selected security organization audit reports (focus: audit
scope/process/organizational interface).
Guidance
The quality assurance program will typically determine compliance with the AOSP.
Typically, the person responsible for the security operation is accountable for the implementation of a
quality assurance program, which includes the various standards set out within the AOSP.
The quality assurance program typically takes into consideration the standards set by other states to
achieve specific requirements as the result of their respective risk analyses and threat assessments.
Quality Assurance refers to all areas of security protection and prevention that involve the operator,
handling agents, personnel, passengers and the carriage of cargo and aircraft stores. It also
incorporates an examination of the actions or inactions of airports and other agencies, which,
although not directly “touching” the airline, could impact on the security of the operator.
To achieve the set objectives of the AOSP, it is necessary to introduce a means of measuring the
efficiency and effectiveness of the security operation and to note any deficiencies.
Operators typically perform a security risk assessment at least once a year. The frequency of security
audits is then typically determined on a risk-priority basis as determined by the operator for its
operations at its base and overseas stations. There are two main purposes for conducting a security
audit:
• To ensure operator personnel, handling agents and contractors are properly implementing
the AOSP;
• To ensure the AOSP is achieving the set objectives.
Audits may be complemented by quality control mechanisms, to include:
• Security surveys to identify the operator security needs;
• Security tests to evaluate the effectiveness of specific aviation security measures and
procedures;
• Security exercises to evaluate the effectiveness of the emergency response plan.

SEC 1.10.2 The Operator shall have a process for addressing findings resulting from audits of
operational security functions that ensures:
(ii) Development of corrective action, as appropriate, to address findings;
(iii) Implementation of corrective action in appropriate operational security area(s);
Auditor Actions
□ Identified/Assessed process for addressing audit findings within operational security.
Guidance
SEC 1.10.3A The Operator shall have a process to ensure significant issues arising from quality
assurance audits of operational security functions are subject to a regular review by senior security
management. (GM) ◄
Auditor Actions
□ Identified/Assessed process to inform senior security management of significant issues
identified through quality assurance audits (focus: continual improvement of quality assurance
program).
□ Examined selected records/documents of management review of security organization quality
Guidance
In order to ensure proper implementation of corrective actions following the identification of gaps or
deficiencies through quality assurance audits, it is important that senior security management is
made aware of overall audit reports and especially of any significant issue(s) identified.
Senior security management officials have the authority and available expertise to quickly resolve
any deficiency in order to prevent re-occurrences and ensure that the corrective actions implemented
are commensurate to the gaps or issues identified.
Auditor recommendations contained in a report provide the basis for possible changes within the
system. However, for various reasons, the adoption or implementation of recommendations made by
auditors may not always be feasible. Therefore, the determination of a need for corrective or
preventive action, and the actual implementation of such action, would typically be coordinated
between the Head of Security (or appointee) and those operational managers directly responsible for
the safety and security of operations.
SEC 1.10.3B The Operator shall have an audit planning process and sufficient resources,
including auditors as specified in ORG 3.4.12, to ensure audits are:
(i) Scheduled in accordance with a security risk assessment at intervals to meet regulatory and
management system requirements;
(ii) Completed in accordance with scheduled intervals (subject to a change in risk). (GM)

Auditor Actions
□ Identified/Assessed planning process for quality assurance auditing of security functions.
□ Identified/Assessed resources (human and physical) allocated and available for auditing.
□ Crosschecked audit plan with selected audit reports (focus: completion of audits by planned
dates).
Guidance
Quality Control
SEC 1.10.4 The Operator shall have a process for conducting regular risk-based or event-driven
security surveys that identify needs and weaknesses of the AOSP, including operational security
procedures and infrastructure. (GM)
Auditor Actions
□ Identified the process of performing security surveys.
□ Examined selected security questionnaires/reports.
Guidance
As defined by ICAO, a security survey is an evaluation of security needs, including the identification
of vulnerabilities that could be exploited to carry out an act of unlawful interference. Recommended
corrective actions are developed to address any identified vulnerabilities.
Surveys of security measures are necessary to ensure the adequacy and continued effectiveness of
security programs, and further ensure such measures and procedures remain in compliance with the
appropriate legislation. The scope of such surveys may be limited by state authorities.
SEC 1.10.5 If required and/or authorized by the aviation security authority, the Operator shall have
a process for conducting security tests that assess the effectiveness and proper implementation of
security controls of which the Operator is in direct control. (GM)
Auditor Actions
□ Identified/Assessed process for conducting security tests required and/or authorized by the
aviation security authority.
□ Examined selected security test result reports, other evidence of evaluation of effectiveness.
Guidance
A security test is a simulated act of unlawful interference against existing security measures, carried
out covertly by persons using an approved test object concealed in their baggage or on their person.
Similar tests are also sometimes performed on cargo shipments and in aircraft. Tests may be used
for ensuring alertness of security personnel, which might be considered with caution because the
results of testing could degrade the motivation of such personnel.
An effective testing program ensures the administration of tests:
• Are only conducted where permitted by the laws of the state(s) where such tests are
conducted;
• Do not jeopardize the safety of persons;
• Do not jeopardize the safety of aircraft or airport facilities;

• Do not damage property;

• Do not alarm or inconvenience the public and persons or organizations not being tested;
• If required, includes notification of applicable police authorities and other security agencies.
Furthermore, tests may be conducted:
• In accordance with a schedule;
• Without prior notification to the operating or supervisory personnel (management, however,
is made aware);
• Utilizing clearly marked test pieces (decoys);
• By qualified personnel who are in possession of documentation authorizing such testing.
SEC 1.10.6 If required and/or authorized by the aviation security authority, the Operator shall have
a process to perform or participate in periodic operational security exercises in order to:
(i) Evaluate the effectiveness of procedures designed for response to security incidents;
(ii) Practice implementation of security procedures by applicable personnel. (GM)
Auditor Actions
□ Identified the process for conducting security exercises required and/or authorized by the
aviation security authority.
□ Examined/Assessed security exercise process, including scheduling and evaluation
mechanism.
□ Examined selected reports of previous security exercises..
Guidance
If the Operator is invited to participate in an emergency response exercise (where a security element
may be addressed), or wishes to conduct its own emergency response exercise, the Operator will be
able to correct any deficiencies discovered as a result of plan implementation.
If the opportunity to participate in a full scale emergency exercise is not possible, an operator may
conduct a table-top security exercise.

SEC 1.11.1 If the Operator has external service providers conduct outsourced operational security
external service providers. Such contract or agreement shall identify measurable specifications that
can be monitored by the Operator to ensure requirements that affect the security of its operations are
being fulfilled by the service provider. (GM) ◄
Auditor Actions
□ Identified/Assessed process to execute contracts or agreements with external security service
providers.
□ Examined selected contracts/agreements used for external security service providers.
Guidance
The contract or agreement typically includes the measures required and associated performance
measures (perhaps in a supplemental service level agreement) to be met by the service provider.
To satisfy the monitoring specification of this provision, service providers (or contractors) that provide
security services required under the AOSP would typically receive planned inspections and/or audits
by the operator.

Normally, an operator obtains a written undertaking that ensures service providers are familiar and
comply with standards of the operator and local regulatory requirements.
An important aspect to be monitored by the operator would be the security training provided to
personnel of the service provider(s).
The use of a registered ISAGO provider typically signifies that the provider is in conformity with basic
industry security requirements.
SEC 1.11.2 If the Operator has external service providers conducting outsourced operational
security functions, the Operator shall have processes to monitor such external service providers to
ensure compliance with either the contract or agreement as specified in SEC 1.11.1, or:
(i) The AOSP of the Operator;
(ii) Requirements of applicable aviation security authorities. (GM) ◄
Auditor Actions
□ Identified/Assessed processes used for monitoring external service providers (focus:
monitoring process ensures provider fulfils applicable safety/security requirements).
□ Examined selected records/reports of monitoring of external service providers.
Guidance
The contract and/or agreement may contain those aspects of the Security Program and/or regulatory
requirements to be undertaken by the external service provider. In most cases only one or two
aspects of the AOSP may be involved, which would negate the requirement to provide or monitor
compliance with the entire AOSP.
Examples of activities that might be used to verify such compliance include:
• Periodic quality assurance audits of providers conducted by the operator using either
corporate or local resources;
• Reports submitted to the operator by the provider detailing self-audit schedules and results;
• Quality control functions (e.g. security surveys/tests) conducted jointly by the operator and
provider.
The use of a registered ISAGO provider typically signifies that the provider is in conformity with basic
industry security requirements.
SEC 1.11.4 If the Operator has operational security functions conducted by external organizations
not under the control of the Operator, the Operator should have methods, as permitted by law or the
applicable civil aviation security authority, for the monitoring of such functions to ensure security
controls are implemented to prevent acts of unlawful interference. (GM)
Auditor Actions
□ Identified operational security functions conducted by external organizations not under the
control of the operator.
□ Identified/Assessed methods used by the operator for monitoring functions to ensure that
security controls are implemented.
□ Examined selected records of monitoring the external organizations that conduct security
functions.

Guidance
Security procedures may be performed by law enforcement agencies, civil aviation authorities,
airport authorities or other organizations not under the control of or under contract to the operator.
When the operator has no direct authority over the organization performing the security measures, it
may not be permitted to perform oversight activity on the security functions.
If permitted by law or the applicable civil aviation security authority, the operator might assess the
quality of such security procedures through the use of tests, surveys and/or exercises.
This recommended practice is applicable to all security procedures required under the security
program of the State, state of operation or the operator.
1.12 Operational Reporting

SEC 1.12.1 The Operator shall have an operational reporting system that is implemented
throughout the organization in a manner that:
(i) Encourages and facilitates personnel to report security incidents and threats, identify
security deficiencies, and raise security concerns;
(ii) Includes analysis and management action as necessary to address security issues
identified through the reporting system. (GM) ◄
Auditor Actions
□ Identified/Assessed system for operational personnel to report security incidents, threats,
deficiencies and concerns (focus: system urges/facilitates reporting of hazards/safety concerns;
includes analysis/action to validate/address reported hazards/safety concerns).
□ Examined selected reports submitted by operational personnel.
Guidance
Refer to the IRM for the definition of Security Threat.
Frontline personnel, such as flight or cabin crew members, maintenance technicians and ground
handling personnel, are in the best position to note abnormalities that could indicate real or potential
security threats, or any other security concerns, so they may be brought to the attention of the head
of security and other relevant managers.
The effectiveness of a reporting system is determined by a basic requirement for safeguarding
information. Typically, individuals will continue to provide information only when there is confidence
that such information will be used only for the purpose of improving operational security, and will
never be compromised or used against them.
A system that encourages and promotes reporting from personnel might include:
• A process that protects the confidentiality of the report;
• A process that provides for review by corporate security personnel;
• An articulated policy that encourages reporting of security incidents or events, even if
resulting from human error;
• A shared responsibility between personnel (or, if applicable, respective professional
associations) and management to promote the confidentiality of the reporting system;
• A process for secure de-identification of reports;
• A tracking process of action taken in response to reports;
• A process to provide feedback to the reporter, when appropriate;
• A communication process for ensuring front line operational personnel, as well as other
relevant personnel, are apprised of potential security issues through dissemination of de-
identified report information.
An operational reporting system is implemented as permitted by law or as restricted by other
specified obligations placed on an operator.

Refer to ORG 3.1.3 and ORG 3.1.4 located in ISM Section 1, which address operational safety
reporting systems.
SEC 1.12.2 The Operator should have a process to ensure security incidents and acts of unlawful
interference that have been reported by personnel in accordance with SEC 1.12.1 are reviewed by
operational and security management to ensure:
(i) Root cause is identified;
(ii) Corrective action is determined;
(iii) When applicable, corrective action is implemented and monitored to ensure effectiveness in
preventing future incidents. (GM)
Auditor Actions
□ Identified/Assessed process for reviewing security reports submitted by operational personnel.
□ Examined selected reports to verify root causes identified, corrective actions
determined/monitored.
Guidance
An effective system provides for a review and analysis of each report to determine the risk
associated with the reported issue and, where applicable, ensures development and implementation
of appropriate action by responsible management to correct the situation.

SEC 2.1.1 The Operator shall have a security training program that is approved or accepted by the
State and meets applicable requirements of other states. Such program shall consist of initial and
recurrent training, and include, as appropriate, theoretical and practical training to ensure:
(i) Personnel, employed by or under the control of the Operator who implement security
controls, have the competence to perform their duties;
(ii) Flight and cabin crew members, as well as frontline aircraft ground handling and cargo
handling personnel, are able to act in the most appropriate manner to minimize the
consequences of acts of unlawful interference and disruptive passenger behavior. (GM)
Note: Applicable personnel shall complete initial security training prior to being assigned to
operational duties.
Auditor Actions
□ Identified/Assessed security training program (focus: approval/acceptance by State; meets
applicable requirements of other states).
□ Examined selected security training program curricula (focus: contain theoretical and practical
training elements).
□ Examined selected ground/cargo handling personnel training records (focus: completion of
initial/recurrent security training).
Guidance
Training may be sub-divided for line managers/supervisors, aircrew, ramp workers, cargo personnel
and other personnel who are directly involved in the implementation of security measures and
thereby require an awareness of obligations to the AOSP.

The security training program is typically integrated into the normal training curriculum for operational
personnel, and need not be stand-alone training.
The proportion of theoretical and practical training is typically based on requirements of the State. For
certain functions or duties there may not be a practical component.
The scope of recurrent security training, as well as the specific subject matter included, may vary in
accordance with requirements of the applicable authorities and the security policy of the operator.
SEC 2.1.2 If the Operator has operational security functions conducted by external service
providers selected by the Operator (outsourcing), the Operator shall have a process to ensure such
external service providers have a security training program that:
(i) Is acceptable to the Operator;
(ii) Consists of initial and recurrent training; and
(iii) Includes, as appropriate, theoretical and practical training.
Auditor Actions
□ Identified/Assessed process(es) to ensure external service providers have security training
programs.
□ Examined selected evidence that ensures external service provider(s) have a security training
program.
SEC 2.1.4 The Operator shall ensure personnel who perform security functions, crew members
and appropriate operational personnel, as specified in SEC 2.1.1, complete recurrent security
training on a frequency in accordance with requirements of the security program of the State and, if
applicable, other states where operations are conducted or, if there is no regulatory mandate, not
less than once every 36 months. (GM)
Auditor Actions
□ Identified requirements mandating frequency of recurrent training (focus: compliance with
requirements of the State and other relevant states, but not less than once every 36 months).
□ Examined selected recurrent training records, material and schedules.
Guidance
The scope of recurrent security training, as well as the specific subject matter included, may vary in
accordance with requirements of the applicable authorities and the security policy of the operator.
SEC 2.1.5 If the Operator manages or operates a security screening system, the Operator shall
ensure personnel who manage or operate the screening system:
(i) Are approved and/or certified in accordance with requirements of the applicable aviation
security authority;
(ii) Complete initial and recurrent training that includes training in the identification of
explosives, weapons or other dangerous items or devices. (GM)
Auditor Actions
□ Identified security screening system(s) managed or operated by operator..
□ Identified/Assessed screener approval/certification program (focus: in compliance with
requirements of all applicable aviation securities authorities).

□ Examined selected initial/recurrent screener training curricula (focus: training includes

identification of explosives/, weapons/other dangerous items/devices).
□ Examined selected initial/recurrent screener training records (focus: completion of training in
identification of explosives/, weapons/other dangerous items/devices).
Guidance
When a screener certification program exists, an operator is normally required to ensure all
screeners are certified by the applicable aviation security authority. In locations where there is no
screener certification program, the operator typically provides a level of training to all screeners that
ensures such personnel are able to properly detect and identify all explosives, components of
improvised explosive devices, weapons and other dangerous items or devices.
Continuing competency is normally maintained through recurrent training on a frequency that is in
accordance with requirements of the applicable aviation security authority.
Screeners undertaking cargo screening duties are typically not looking for weapons. Such personnel
are normally trained to detect and identify unauthorized explosives and unauthorized dangerous
goods.
SEC 2.1.6 The security training program of the Operator shall include a process for reviewing and
updating or revising security training courses to ensure:
(i) Continual improvement of curriculum, including content and applicability to the operational
environment;
(ii) Incorporation of regulatory amendments or operational changes.
Auditor Actions
□ Identified/Assessed process(es) for review/updating security training courses (focus: emphasis
on continual improvement/applicability to operational environment).
□ Examined selected security training curricula revisions (focus: incorporation of regulatory
amendments/operational changes).
SEC 2.1.7 The Operator shall ensure the completion of required security training by operational
personnel is documented and retained in a records system in accordance with SEC 1.8.1.
Auditor Actions
□ Identified/Assessed security training record keeping process(es) (focus: security training for all
operational personnel documented/recorded).
□ Interviewed responsible management manager(s).
□ Examined selected security training records (focus: retention in accordance with SEC 1.8.1).
SEC 2.1.8 The Operator shall ensure operational personnel complete security awareness training
that focuses on preventative measures and techniques in relation to passengers, baggage, cargo,
mail, equipment, stores and supplies, as applicable, and permits such personnel to contribute to the
prevention of acts of sabotage and other forms of unlawful interference. (GM)
Auditor Actions
□ Identified/Assessed requirement to complete security awareness training for operational
personnel.
□ Examined security awareness training program contents and selected training records.

Guidance
Security awareness training revolves around ensuring all personnel have a positive attitude about
security. The focus of training to achieve such awareness will vary by region or company and may be
influenced by cultural, religious and other factors. Such training is typically tailored to promote an
organizational security culture and to be effective in the environment in which it is to apply. Some
operators, depending on the individual organizational structure, may find it more appropriate to have
multiple security awareness training courses developed specifically for each operating area. Security
awareness training may be integrated into other job-related training courses (as opposed to a
standalone course).
Typically, operational personnel that complete security awareness training are crew members, front
line ground handling personnel and all personnel that implement security controls.
3 Security Operations
3.1 Access Control

SEC 3.1.1 If the Operator has exclusive control over airport airside areas and/or security restricted
areas, the Operator shall ensure an identification verification system is in place that prevents
personnel and vehicles from unauthorized access. Such identification system shall include:
(i) Designated checkpoints where identification is verified before access is permitted;
(ii) A requirement for authorized personnel to prominently display an identification badge. (GM)
Auditor Actions
□ Identified/Assessed identification verification system in place to prevent unauthorized access to
airport security restricted area(s).
□ Identified designated checkpoints where identification is verified.
□ Identified system used to ensure all authorized personnel prominently display their identification
badge.
Guidance
Access to airside and security restricted areas is often the responsibility of the airport operator or a
designated government agency. At those airports where an operator has exclusive control over a
specific area within the airside or the security restricted area, it is the responsibility of the operator to
control access through its managed checkpoints.
In most cases the identification badge is issued by the airport authority or a designated government
agency. It is not expected that an operator will need to develop its own identification system, provided
the airport operator or government agency system is sufficient.
SEC 3.1.2 The Operator shall ensure measures are in place to control and supervise personnel
and vehicles moving to and from the aircraft in security restricted areas to prevent unauthorized
access to the aircraft. (GM)
Auditor Actions
□ Identified/Assessed measure(s) to control and supervise the movement of personnel and
vehicle to and from the aircraft in the security restricted area(s)
Guidance
Procedures are in place to ensure airline personnel intercept any person identified as having no need
to be on board or near the aircraft.

In some environments, it would be prudent not to leave an in-service aircraft unattended. Precautions
may be taken to prevent unauthorized access to aircraft that are not in service and are parked and
unattended. For example, all external doors may be locked, all stairs and loading bridges are
removed (or locked) and any steps left near the aircraft are immobilized.
Passengers boarding or disembarking from flights using the apron are to be supervised when
passing from the terminal building to the aircraft. Such measures are applied whether the passengers
are walking or are being transported in vehicles.
Particular care is taken to ensure only crew members, authorized representatives and officials, and
bona fide passengers are permitted access to the aircraft.
SEC 3.1.3 The Operator shall ensure access control measures are in place to prevent the
introduction of unauthorized weapons, explosives or other dangerous devices or items on board an
aircraft by persons other than passengers. (GM)
Auditor Actions
□ Identified/Assessed process(es) to prevent the introduction of unauthorized weapons,
explosives or other dangerous devices on board an aircraft.
□ Examined records of the capture and prevention of unauthorized weapons, explosives or other
dangerous devices on board an aircraft.
Guidance
An effective method to deter or detect illegal access to aircraft is the implementation of frequent but
irregularly timed patrols by security personnel. This is particularly important when operations are at
their lowest levels and aprons and hangar areas are least frequented. Such patrols are normally
conducted by airport personnel.
Additional measures to prevent unauthorized access to passenger aircraft may include:
• Parking aircraft in a well-lit area; adding security lighting, if necessary;
• When possible, parking aircraft in an observable area;
• Parking aircraft away from fences or buildings that might provide easier access;
• For aircraft parked overnight, depending on the assessed risk at the location, applying a
tamper-evident seal to all exterior doors or verifying the identity of all persons who access
the aircraft to ensure a legitimate reason for accessing the aircraft;
• For aircraft parked remotely from a loading bridge:
– Closing all exterior doors and exterior hatches of the aircraft;
– Removing all stairs;
– Ensuring no portable stairs, lift devices or passenger transfer vehicles are in the
immediate vicinity of the aircraft.
• For aircraft parked with access to a loading bridge:
– Closing all exterior hatches of the aircraft;
– Closing all exterior doors of the aircraft not served by a bridge;
– Locking the door between the terminal and the bridge;
– Ensuring no portable stairs, lift devices or passenger transfer vehicles are in the
immediate vicinity of the aircraft;
– Locking or keeping under constant surveillance doors that provide access to the
bridge from the apron or retracting the bridgehead from the aircraft and deactivating
the bridgehead positioning controls.

3.3 Carriage of Weapons

SEC 3.3.1 If the carriage of weapons on board an aircraft for a passenger flight by law enforcement
officers and/or other authorized persons acting in the performance of their duties is approved by the
Operator, the State and/or other applicable authorities, the Operator shall have a policy and
procedures, in accordance with the laws of the state(s) involved, for such carriage of weapons on
board an aircraft. (GM)
Auditor Actions
□ Identified/Assessed policy and procedures for the carriage of weapons in the cabin of the
aircraft.
□ Examined selected documents that reflect validity of carrying weapons on board an aircraft.
Guidance
A weapon would be any instrument of attack or defense in combat that is normally prohibited from
being carried on board an aircraft by a passenger.
The carriage of weapons on board an aircraft by law enforcement officers and other authorized
persons is governed by the laws of the states involved.
SEC 3.3.2 If the carriage of weapons on board an aircraft for a passenger flight is approved as
specified in SEC 3.3.1, the Operator shall have a procedure to ensure the pilot-in-command (PIC) is
notified prior to the commencement of a flight. If permitted by the states involved, such notification
shall include the number and seat locations of authorized armed persons on board the aircraft.
Auditor Actions
□ Identified/Assessed the procedure for notifying the PIC of the presence of armed law
enforcement officers.
□ Identified the disclosure of seat number and location of any armed law enforcement officers to
the PIC (if permitted by the State).
SEC 3.3.3 If the carriage of weapons on board an aircraft for a passenger flight, other than those
weapons specified in SEC 3.3.1, is approved by the Operator, the Operator shall have procedures for
the carriage of such weapons to ensure:
(i) An authorized and duly qualified person has declared the weapon to be not loaded;
(ii) The weapon is stowed in a place that is inaccessible to any unauthorized person during
flight;
(iii) The carriage of a weapon is legally permitted by all state(s) involved, including the State and
state(s) of flight departure, transit and arrival. (GM)
Auditor Actions
□ Examined/Assessed procedures utilized for the authorization, control and stowage of weapons
carried on board.
□ Identified persons who are authorized and qualified to determine weapons are not loaded.
□ Examined locations where weapons are stowed in the aircraft to confirm they remain
inaccessible to unauthorized persons during flight.
□ Identified/Assessed procedures to determine that the transport of a weapon is legally permitted
in all states involved.


Guidance
With the approval of the operator, the following procedures are typically implemented for any weapon
carried as hold baggage:
• Prior to acceptance, the passenger or other authorized and duly qualified person determines
that the weapon is not loaded;
• The weapon is transported in a sturdy container to prevent any possible damage during the
flight;
• Ammunition is securely boxed and carried separately from the weapon;
• Weapons and ammunition are stowed in an area that inhibits access by any unauthorized
person while the aircraft is in flight; such weapons are not be carried on the flight deck or
retained by any crew member;
• If available, a lockable tamper-proof container located in the aircraft hold is used for this
purpose;
• The PIC is notified when weapons and ammunition are carried on the aircraft;
• Transit and transfer stations are advised and ensure the integrity of such items;
• At the final destination, when required by the State of Flight Arrival, security procedures are
implemented to return the weapons and/or ammunition to the passenger;
• Where the weapon is stowed in a baggage compartment (or hold) that is accessible to
persons during flight:
– The compartment door(s) remain closed and are monitored during the flight;
– The weapon is packed separately from any ammunition;
– The weapon is stowed in the compartment in a manner that access is obstructed (or
impeded) by other baggage.
3.4 Passengers, Supernumeraries and Cabin Baggage

SEC 3.4.1 If the Operator conducts passenger flights, the Operator shall have a process to ensure
originating passengers and their cabin baggage are subjected to screening prior to boarding a
passenger aircraft for;
(i) An international flight;
(ii) As required by the applicable aviation security authority, a domestic flight. (GM)
Auditor Actions
□ Identified/Assessed process(es) to ensure all passengers and their cabin baggage are
screened prior to boarding a passenger aircraft for international flights.
□ Identified/Assessed process(es) for the screening of originating passengers and their cabin
baggage for domestic flights (if required by the applicable aviation security authority).
□ Observed passenger/baggage handling operations (focus: originating passengers/cabin
baggage are subjected to screening prior to aircraft boarding).
Guidance
Refer to the IRM for the definition of Domestic Flight.
The effective screening of all passengers and their cabin baggage is recognized as an essential
element in achieving a safe and secure operation, and forms part of the passenger handling
procedures contained in the AOSP.

Technical equipment used for the screening of persons and baggage has certain limitations. Archway
metal detectors and hand-held metal detectors, for example, cannot detect non-metallic weapons
and explosives. Even conventional X-ray equipment does not always image or define explosive
material effectively. To compensate for such limitations, or to introduce a random element into the
selection process, it may be advisable to conduct an additional search of passengers and cabin
baggage after they have been screened. The additional screening can be performed by hand or by
technical means, such as explosive trace detection (ETD), full-body X-ray, explosive particle or vapor
detection portals and/or other approved advanced technological methods.
Specific guidelines and procedures are developed and training given to personnel, for addressing
persons with special needs.
SEC 3.4.2 If the Operator transports supernumeraries, the Operator shall have a process to ensure
such personnel and their personal belongings are subjected to screening or other appropriate
security controls prior to boarding the aircraft. (GM)
Auditor Actions
□ Identified/Assessed process(es) to ensure all supernumeraries and their belongings are
subjected to screening and other appropriate security controls prior to boarding an aircraft.
□ Observed passenger/baggage handling operations (focus: supernumeraries/personal
belongings are subjected to screening or other security controls prior to aircraft boarding).
Guidance
Refer to the IRM for the definition of Supernumerary.
transfer and transit passengers and their cabin baggage either:
(i) Are subjected to screening prior to boarding a passenger aircraft, or
(ii) Have been screened to an appropriate level at the point of origin and subsequently
protected from unauthorized interference from the point of screening at the originating
airport to the departing aircraft at the transfer or transit airport. (GM)
Auditor Actions
□ Identified process(es), when required, to ensure all passengers and their cabin baggage are
screened prior to boarding a passenger aircraft.
□ Identified/Assessed criteria used to determine whether passengers and cabin baggage are re-
screened at the transit/transfer airport or if one-stop-security is applied.
□ Observed screening measures being implemented for transfer and transit passenger and their
cabin baggage, as applicable.
Guidance
Refer to the IRM for the definition of Unauthorized Interference.
Transit and transfer passengers and their cabin baggage may not require screening prior to
admission to an airport sterile area if, in the judgment of the appropriate authority for security, the
standard of screening en route and at the airport of embarkation is equal or comparable to that of the
admitting state. However, measures ought to be established to ensure transit or transfer passengers
do not take unauthorized articles on board an aircraft.
passengers and their cabin baggage are subjected to additional security controls in accordance with
requirements of the applicable aviation security authority when flights are under an increased
security threat. (GM)

Auditor Actions
□ Identified/Assessed process(es) for ensuring additional security controls for flights under
increased security threat.
□ Observed additional passenger and cabin baggage security measures implemented based on
the various levels of increased security threats.
Guidance
In the case of a general (i.e. non-specific) intermediate threat level, in addition to the baseline
passenger and carry-on screening procedures, the following additional measures may be
implemented:
• Continuous random searching of passengers by hand (or by approved technological
methods) either at the departure gate (where airport facilities permit) or other suitable
location(s).
• Continuous random searching of cabin baggage by hand (or by approved technological
means) either at the departure gate (where airport facilities permit) or other suitable
location(s).
In the case of a general (i.e. non-specific) high threat level, additional measures such as the following
may be introduced:
• All departing passengers are searched again by hand or screened with metal detection
equipment at the departure gate before being permitted to board the aircraft;
• All cabin baggage is subjected to an additional search by hand or by X-ray equipment, either
at the departure gate (where airport facilities permit) or other suitable location(s), before
being permitted to be carried on board the aircraft.
If a threat is specific to a certain object (e.g. liquid explosives), then more specific countermeasures
than above would need to be implemented.
To facilitate additional screening, earlier close-out of passenger check-in operations is a
consideration.
passengers and their cabin baggage, which have already been subjected to screening, are:
(i) Protected from unauthorized interference from the point of screening until they board a
passenger aircraft;
(ii) Subjected to re-screening if the potential for unauthorized interference has been determined
to exist. (GM)
Auditor Actions
□ Identified/Assessed process(es) to determine if passenger re-screening is required.
□ Identified/Assessed methods used to ensure passengers are protected from unauthorized
interference until they board the aircraft.
□ Identified/Assessed process(es) used to determine if unauthorized interference may have been
possible.
□ Observed passenger/baggage handling operations (focus: process for protecting
passengers/cabin baggage from unauthorized interference after screening until aircraft
boarding).
Guidance
For domestic flights, the separation of screened and unscreened passengers and their carry-on
baggage is sufficient.

For international flights, if the design of the airport permits, to ensure separation from departing
passengers who have been subjected to screening, arriving passengers disembark from an aircraft in
accordance with any of the following:
• On a level different from the departure boarding area, or
• Through an area isolated from the departure boarding area; or
• Into an area of the airport dedicated to arriving passengers only.
If physical means to avoid contact between departing and arriving passengers is not possible,
passenger mix may be prevented by restricting access to the departure lounge until all arriving
passengers have cleared the area. This solution may not be possible in large airport terminals with
many gates close to each other.
The major concern regarding the sterility of arriving passengers will most likely be associated with
flights that have originated in states where screening requirements are considered to be inadequate
by the State of Flight Arrival. In order to limit the disruption of passenger flow within a terminal,
consideration might be given to assigning the disembarkation of all such flights to a common sector
or area of the airport or terminal that can be cordoned off and/or monitored by security personnel.
Where passengers are arriving from a state where screening is considered by the State of Flight
Arrival to be equal or better, arriving and departing passengers can mix.
In order to limit the disruption of passenger flow within a terminal, consideration might be given to
assigning the disembarkation of all such flights to a common sector or area of the airport or terminal
that can be cordoned off and/or monitored by security personnel.
SEC 3.4.6 If the Operator conducts passenger flights, the Operator shall have measures
established at each transit airport to protect the aircraft and passenger cabin baggage from
unauthorized interference. (GM)
Auditor Actions
□ Identified/Assessed the process(es) to protect the integrity of the operator security system at
transit airports.
□ Identified the process(es) to ensure the security of aircraft and transit passengers and their
cabin baggage.
□ Observed the presence of security system that protects aircraft and transit passengers and their
cabin baggage.
Guidance
Special precautions taken to control transfer and transit passengers and their baggage include
surveillance of transit areas (arrival/departure halls) and baggage storage and sorting areas. Where
transit or transfer passengers have access to hold baggage or baggage collection areas,
re-screening is necessary before re-boarding or having any contact with other screened passengers.
The objective is to ensure transit and transfer passengers do not mix with unscreened passengers.
SEC 3.4.7 The Operator shall have a policy and procedures to refuse transportation to any person
that does not consent to a search of his or her person or property in accordance with the AOSP. (GM)
Auditor Actions
□ Identified/Assessed the policy and procedures used to deny boarding of a passenger refusing
to consent to security searching or other security control.
□ Examined selected documents used when right to deny boarding is communicated to
passengers.

Guidance
Persons who refuse to undergo screening before boarding or entering an aircraft are denied boarding
and not allowed to pass the point of search. Additionally, such persons, or others who might be
denied passage for other security reasons, are referred to policing authority officials, if required by
law.
3.5 Special Category Passengers

SEC 3.5.1 If the Operator conducts passenger flights, the Operator shall have a policy and a
process that incorporates risk assessment measures to ensure procedures are in place for the
transport of potentially disruptive passengers who are obliged to travel because they have been the
subject of judicial or administrative proceedings. Such procedures shall be designed to take into
consideration the assurance of the safety of the aircraft during the flight. (GM)
Auditor Actions
□ Identified/Assessed policy and process(es) in place for the transport of potentially disruptive
passengers.
□ Identified/Assessed process(es) used to assess the risk posed by any potentially disruptive
passenger.
Guidance
Refer to the IRM for the definitions of Deportee and Inadmissible Passenger.
Airlines that have transported people who have been refused entry to a state can be called upon to
return such person(s) to the port of embarkation. Such removal is accompanied by a judicial order of
removal.
Those responsible within the organization of an operator for compliance with judicial orders (e.g.,
station managers) inform the PIC and cabin crew at the point of embarkation. Transit and destination
airports also need to be advised that such a person is being carried. The original operator advises all
other operators involved in the transport of the inadmissible passenger to their final destination.
The following information is provided to the originating operator, as well as subsequent operators:
• Name and sex of the person identified as the deportee; reason for deportation (nature of
crime);
• Willingness or unwillingness to travel by air;
• Whether the person has attempted to escape custody;
• Whether the person has any history of violence;
• Whether the person has a history of self-harm;
• Whether members of the person's family are booked on the same flight;
• Whether the person is likely to be the target of harm during the transportation;
• Identity of escorts (if required);
• The mental and/or physical state of the person;
• Wanted status of the person (by any other authority);
• Other information that would allow an operator to assess the risk of endangering the security
of the flight;
• Special conditions and precautions for transport of the person, if any.
To ensure the safety of the aircraft during a flight, an operator typically has a process to assess the
information (see above) associated with the transport of passengers that require special attention.
For example, a decision might be needed as to whether a passenger will be denied boarding, or
whether a passenger might require an escort.

Accordingly, there is usually a well-defined escort policy that is provided to the appropriate
immigration authorities. Females travelling under the provisions of a judicial order may require a
female escorting officer as a member of the escort team.
Special provisions may exist for flights where transportation of multiple inadmissible passengers is
required.
Although a person is involved in travel in response to a judicial or custodial order, while in flight, such
passenger is always under the control of the PIC and crew of the aircraft.
procedures are in place for the notification of the PIC, prior to the commencement of a flight, when
passengers are to be transported who are obliged to travel because they have been the subject of
judicial or administrative proceedings.
Auditor Actions
□ Identified/Assessed process(es) to inform the PIC of the presence of passengers subjected to
administrative or judicial proceedings.
□ Examined selected records of PIC notifications.
3.6 Hold Baggage

SEC 3.6.1 If the Operator conducts international passenger flights, the Operator shall have a
process to ensure originating hold baggage, including courier baggage, is subjected to screening
prior to being loaded into an aircraft for an international passenger flight. (GM)
Auditor Actions
□ Identified/Assessed process(es) for ensuring all originating checked baggage is subjected to
screening prior to being loaded onto an aircraft.
□ Observed passenger/baggage handling operations (focus: originating hold baggage is subjected
to screening prior to being loaded onto an aircraft for an international flight).
Guidance
All checked baggage loaded on international flights is examined by authorized screeners using
approved screening methods. Each state will have varying regulations and requirements, but
typically approved screening methods include:
• Explosive detection systems (EDS);
• Explosive trace detection (ETD);
• X-ray;
• Physical search;
• Canine.
Where the State delegates screening to the operator, or where the foreign host government does not
perform screening to the standard required, the operator is responsible for ensuring all checked
baggage is screened to the appropriate level and meets the requirements of the Operator.
In the event of an increased threat, the operator, based on risk assessment, may direct
supplementary screening procedures as appropriate to counter the threat.
Courier service is an operation whereby shipments tendered by one or more shippers are
transported as the baggage of a courier passenger on board a scheduled airline flight under normal
passenger hold baggage documentation.

This provision also refers to a person who is employed by a courier service operator and travels as a
passenger or crew member, and who checks a courier shipment in as hold baggage. Such baggage
is then screened under the same requirements that apply to all hold baggage.
SEC 3.6.2 If the Operator conducts domestic passenger flights, the Operator should have a
process to ensure originating hold baggage is subjected to screening prior to being loaded into an
aircraft for a domestic passenger flight.
Auditor Actions
□ Identified/Assessed process(es) for ensuring all originating checked baggage is subjected to
screening prior to being loaded.
□ Observed the hold baggage screening process.
□ Observed passenger/baggage handling operations (focus: originating hold baggage is subjected
to screening prior to being loaded onto an aircraft).
process to ensure hold baggage is protected from unauthorized interference from the point it is
screened or accepted into the care of the Operator until departure of the international flight
transporting the baggage.
Auditor Actions
□ Identified/Assessed process(es) to ensure screened checked baggage is protected from
unauthorized interference.
□ Observed the protection of hold baggage from unauthorized interference until departure of the
aircraft transporting the baggage.
□ Observed passenger/baggage handling operations (focus: process for protecting hold baggage
from unauthorized interference after screening or acceptance by the operator, until loaded onto
an aircraft for an international passenger flight).
SEC 3.6.4 – 3.6.5 (Intentionally open)
process to ensure procedures are in place to prevent items of hold baggage from being transported
on such flights unless such items have been:
(i) Individually identified as either accompanied or unaccompanied baggage;
(ii) Subjected to appropriate security controls based on risk assessment. (GM)
Auditor Actions
□ Identified/Assessed process(es) to identify if hold baggage is accompanied or unaccompanied.
□ Identified appropriate security controls performed on unaccompanied checked baggage before
being transported on international flights.
□ Observed passenger/baggage handling operations (focus: process for ensuring passenger-
baggage reconciliation for international flights).
Guidance
An operator typically has a system in place to identify a passenger who fails to board a flight after
check-in or fails to re-board a flight at a transit stop. In an effort to reduce the risk, the aviation

industry initially introduced a system where passengers identified their bags before loading. That
system can still be invoked at remote locations, if no other procedure exists.
The intent of this provision is for an operator to have a process to verify and confirm, before a flight
departs, that only the baggage of boarded passengers has been uplifted.
Applicable primarily to flights operated solely for the purpose of transporting passengers on a charter
basis (e.g. executive charters, VIP charters), if permitted by the State, the requirement for passenger
baggage reconciliation procedures may be rescinded. Additionally, as permitted by the State,
baggage reconciliation procedures could be rescinded:
• For specific passengers designated as VIPs (e.g. heads of state) who are being transported
on scheduled passenger flights;
• When baggage and passengers are separated for reasons beyond the control of the
passengers (e.g. mishandled bag, involuntary offloading due to an oversold flight, weather
diversions, operational aircraft change, passenger re-routing, weight restrictions).
process to ensure procedures are in place to record information associated with international hold
baggage that has met criteria in accordance with SEC 3.6.1 and 3.6.6.
Auditor Actions
□ Identified hold baggage criteria specified in SEC 3.6.1 and 3.6.6.
□ Identified/Assessed process(es) for recording information associated with hold baggage that
has met criteria in accordance with SEC 3.6.1 and 3.6.6.
□ Interviewed personnel that authorize the transport of unaccompanied hold baggage.
□ Examined selected unaccompanied hold baggage screening records.
secure storage areas have been established where mishandled passenger baggage may be held
until forwarded, claimed or disposed of in accordance with local laws. (GM)
Auditor Actions
□ Identified/Assessed process(es) to provide secure storage of mishandled hold baggage.
□ Observed passenger/baggage handling operations (focus: secure areas are used for holding
mishandled baggage until forwarded, claimed or disposed of).
Guidance
Refer to the IRM for definitions of Mishandled Baggage, Unidentified Baggage and Unclaimed
Baggage.
Mishandled baggage is usually the result of the baggage having:
• Been incorrectly tagged;
• Arrived without a tag;
• Missed a connecting flight;
• Been carried on the wrong flight.
Such baggage is held in a locked and secure storage cage or room. Access and key control is
properly supervised and the baggage subjected to additional screening before being loaded into an
aircraft.
Unclaimed baggage is kept for a period of time, as prescribed by the local authority, and disposed of
through that authority as unclaimed property.
The process for forwarding mishandled baggage is described in IATA Resolution 743a.


SEC 3.6.10 If the Operator conducts International passenger flights, the Operator shall have a
process to ensure transfer hold baggage for such flights either:
(i) Is subjected to screening prior being loaded onto the aircraft, or
(ii) Has been screened at the point of origin and subsequently protected from unauthorized
interference from the point of screening at the originating airport to the departing flight at the
transfer airport.
Auditor Actions
□ Identified/Assessed the process(es) to ensure transfer hold baggage for international flights is
subjected to screening prior to being loaded, where applicable.
□ Identified the process(es) to determine that hold baggage does not need to be rescreened at a
point of transfer, where applicable.
□ Observed passenger/baggage handling operations (focus: processes for ensuring international
transfer hold baggage has been screened and protected from unauthorized interference prior to
being loaded onto an aircraft).
SEC 3.6.11 If the Operator conducts domestic passenger flights, the Operator should have a
process to ensure transfer hold baggage for a domestic passenger flight either:
(i) Is subjected to screening prior being loaded into an aircraft, or
(ii) Has been screened at the point of origin and subsequently protected from unauthorized
interference from the point of screening at the originating airport to the departing aircraft at
the transfer airport.
Auditor Actions
□ Identified/Assessed process(es) to ensure all transfer hold baggage is subjected to screening
prior to being loaded, where applicable.
□ Observed passenger/baggage handling operations (focus: process for ensuring transfer hold
baggage has been screened/ protected from unauthorized interference prior to being loaded onto
an aircraft for a domestic passenger flight.
3.7 Cargo Shipments

SEC 3.7.1 If the Operator transports revenue or non-revenue cargo, the Operator shall have a
process to ensure cargo shipments for transport on all flights have been subjected to the appropriate
security controls, including screening where required, as established by the applicable state(s) prior
to being loaded onto an aircraft.
Auditor Actions
□ Identified/Assessed process(es) to ensure cargo has been subjected to the appropriate security
controls.
□ Identified/Assessed process(es) to ensure security controls performed on cargo meet the
requirement of the applicable state(s).
□ Examined selected records that reflect implementation of cargo security controls.

3.8 In-Flight, Catering and Other Supplies

in-flight, catering and/or other supplies intended for transport on a passenger flight are subjected to
appropriate security controls as established by the appropriate state, and are thereafter protected
from unauthorized interference until loaded onto the aircraft. (GM)
Auditor Actions
□ Identified/Assessed process(es) to secure in-flight, catering and other supplies.
□ Identified/Assessed process(es) to ensure all in-flight, catering and other supplies are protected
from unauthorized access once security controls have been implemented.
□ Observed in-flight, catering and other security controls.
Guidance
Catering supplies are frequently prepared by an external service provider at an off-airport location.
Additional guidance may be found in the IATA Security Manual.
3.9 General Protection

SEC 3.9.2 If the Operator controls security sterile areas, the Operator shall have processes to
ensure merchandise and supplies introduced into such areas are subject to appropriate security
controls, which may include screening. (GM)
Auditor Actions
□ Identified security sterile areas controlled by the operator.
□ Identified/Assessed process(es) to secure merchandise/supplies prior to introduction into
operator-controlled security sterile areas.
Guidance
Refer to the IRM for the definition of Security Sterile Area.
Protection measures might include sealing, visual monitoring or any other method that will detect or
physically prevent unauthorized interference.
4 Security Threat and Contingency Management
4.1 Threat Management

SEC 4.1.1 The Operator shall have a process to identify security threats directed against the
Operator, to include:
(i) Assessment of associated risks;
(ii) Development of appropriate response measures. (GM)
Auditor Actions
□ Identified/Assessed process(es) to identify security threats/assess risks/develop response
measures.

□ Examined selected records of risk assessments and appropriate response measures.

Guidance
Procedures would typically include instructions for communicating security threats to persons
responsible for making decisions and taking action, as well as providing advice to the flight crew.
Means of communication and details of telephone numbers, emergency radio channels and contact
persons would be readily available to ensure a response to threats without delay.
SEC 4.1.2 The Operator shall have a process to ensure the implementation of appropriate security
measures in response to:
(i) Security threats directed against the Operator;
(ii) Threat levels issued by applicable aviation security authorities. (GM)
Auditor Actions
□ Identified process(es) to implement appropriate security measures in response to any security
threats directed against the operator, or threat levels issued by the applicable aviation security
authorities.
□ Observed implementation of appropriate security measures in response to security threats and
threat levels issued by aviation security authorities.
Guidance
The contingency plan for response to an increased threat to operations is included in the AOSP.
An assessment of increased threat could come from the authorities or from an operator's own threat
assessment process.
Procedures typically set out the increase in security measures appropriate to counter a situation of
increased threat, as well as methods used to communicate any changes in threat level to the flight
crew, operational personnel, management and overseas stations. There is also normally a
verification process to ensure required measures have been implemented without delay.
4.2 Contingency Planning

SEC 4.2.1 The Operator shall have a contingency plan that provides for a comprehensive and
managed response to aviation security incidents. (GM)
Auditor Actions
□ Identified/Assessed contingency plan.
□ Reviewed contents of the contingency plan applicability to aviation security incident responses.
Guidance
The primary objective of a contingency plan is the protection of life and property and the resumption
of normal operations. The secondary objective is investigation to determine if the crisis was an
accident or a crime; the latter typically requires those found responsible to be taken into custody.

4.3 Investigation and Notification

SEC 4.3.1 The Operator shall have a process to ensure an investigation is conducted for incidents
involving:
(i) Threats or acts of unlawful interference;
(ii) Failure of implementation of security controls under the responsibility of the Operator.
Auditor Actions
□ Identified process(es) to investigate security incidents.
□ Examined selected incident investigation documents and reports.
SEC 4.3.2 The Operator shall have a process that ensures notification to the applicable aviation
security authorities when an act of unlawful interference against the Operator has occurred. (GM)
Auditor Actions
□ Identified process(es) used to notify applicable aviation security authorities when an act of
unlawful interference against the Operator has occurred.
□ Examined selected notifications of acts of unlawful interference.
Guidance
The intent of this provision is for an operator to have procedures in place to immediately notify local
security and civil aviation authorities and to provide information relevant to credible threats and acts
of unlawful interference. An operator would typically have contact information and checklists readily
available for this purpose.
Procedures typically specify an initial verbal notification followed by a written notification.

Appendix A
MO-1-FLT: Line Flight Operations

• Description: Observation of flight crew activities, procedures, flight deck systems/equipment; interviews
of flight crew and other relevant flight operations personnel.
Valid for the ISM Edition noted in the footer.
Note: This checklist contains a listing of ISARPs that are relevant to line flight operations. It is recommended
that this checklist be used by auditors as a memory aid tool for assessing implementation of the ISARPs
during the observation of line flight operations (it typically will not be possible to accomplish all listed
observations).
Flight Preparation
Focus of Observation Observed ISARPs Comments
Preflight preparation duties/responsibilities Yes No FLT 3.5.1
Accessibility/use of ATS flight plan Yes No FLT 3.7.5
FLT 3.7.6
Accessibility/use OFP; accepted by PIC Yes No FLT 3.7.7
Availability/use of taxi/takeoff/climb/landing
Yes No FLT 4.1.1
performance information/data
Determination of relevant aircraft performance
Yes No FLT 4.1.2
factors
Determination of en route aircraft engine-out
Yes No FLT 4.1.3
performance
Determination of relevant airport operational
Yes No FLT 3.6.2
requirements
Determination of relevant airport RVR
Yes No FLT 3.6.4
requirements/associated limitations
Determination of relevant approach/landing RVR
Yes No FLT 3.6.5*
requirements
Consideration of relevant airport
Yes No FLT 4.2.1
conditions/facilities
Determination of minimum dispatch/departure
Yes No FLT 3.7.1
fuel
Determination of safe usable fuel Yes No FLT 3.7.2
Requirement for IFR Flight Plan Yes No FLT 3.10.1
Identification of en route alternate airports Yes No FLT 3.7.8
Calculation/use of PSR (isolated airport
Yes No FLT 3.7.9
operations)
* Recommended Practice
ISM Ed. 11, September 2017 Page 1 of 7 MO-01 A 01

Flight Deck Documentation

OM crew duties/responsibilities published in
Yes No FLT 1.7.2
designated common language(s)
Content/accessibility of onboard library (could be
Yes No FLT 1.6.6
in EFB)
Use of EFB systems/devices Yes No FLT 3.5.3*
Onboard library includes ground handling
Yes No FLT 1.6.8*
guidance
Preflight Procedures/Activities
Focus of Observation Observed ISARPs Notes/Comments
Use/application of ATL/CDL/MEL; entry of FLT 3.8.1
Yes No
information in accordance with OM FLT 3.8.2
PIC option to reject aircraft for
Yes No FLT 3.8.3
airworthiness/maintenance issues
FLT 3.8.6
Aircraft exterior inspection; safety-critical areas Yes No FLT 3.8.7A
Flight deck emergency equipment/systems
Yes No FLT 3.8.7B
inspection
Cabin emergency equipment/systems inspection Yes No FLT 3.8.8
Cargo/supernumerary compartment(s)
Yes No FLT 3.8.9
inspection (cargo aircraft only)
Validation of navigation database Yes No FLT 3.5.2
Coordination for potential cabin evacuation FLT 3.9.2
Preparation/acceptance of loadsheet Yes No FLT 3.7.3
Flight crew notification of onboard weapons Yes No FLT 3.9.4
Operations in ground icing conditions; FLT 3.9.6
Yes No
de-/anti-icing procedures FLT 3.9.7
Notification/acceptance of onboard dangerous
Yes No FLT 3.9.8
goods
A 02 MO-01 Page 2 of 7 ISM Ed. 11, September 2017

Flight Crew Operations (applicable in more than one phase of flight)

Flight crew responsibilities/duties defined Yes No FLT 1.3.8
Flight crew demonstrates familiarity with:
• Duties/responsibilities;
• Relevant state regulations; Yes No FLT 2.2.7
• Authorized operations;
• Relevant sections of OM.
Flight crew demonstrates knowledge of areas,
routes, route segments, airports to be used in Yes No FLT 2.3.1
operations
PIC demonstrates responsibility for safety of
Yes No FLT 1.3.6
flight; ensures compliance with checklists
Designation of primary PIC (when flight crew
Yes No FLT 1.3.7
includes more than one qualified PIC)
Use of current OM; proper interpretation, FLT 1.7.1
Yes No
application of OM and related checklists. FLT 1.7.4
Crew member use of designated common FLT 2.2.19
Yes No
language(s) FLT 3.1.1
Flight crew compliance with seat belt/safety
Yes No FLT 3.12.2
harness requirements
Flight deck jump seat occupancy Yes No FLT 3.13.2
Control/role/use of supernumeraries Yes No FLT 1.3.10
FLT 2.2.14
Application of CRM/TEM principles/skills to flight
Yes No FLT 2.2.30
management
FLT 3.11.16
Terrain awareness procedures/maneuvers Yes No FLT 2.2.33
Application of flight crew task
Yes No FLT 3.11.18
sharing/prioritization
Flight crew crosscheck/confirmation when
Yes No FLT 3.11.20
performing critical actions
Flight crew use of standardized verbal callouts Yes No FLT 3.11.21
Management of flight automation; use of level
Yes No FLT 3.11.22
appropriate for conditions
Procedures for transfer of aircraft control Yes No FLT 3.12.3
Adherence to sterile flight deck Yes No FLT 3.11.17
Procedures for flight crew members leaving duty
Yes No FLT 3.12.4
station
FLT 3.13.16
Flight deck entry door operation; procedures for
Yes No FLT 3.13.17
personnel entry, monitoring of area outside door
FLT 3.13.18
Prevention of unauthorized flight deck entry (no
Yes No FLT 3.13.19
flight deck entry door)
Flight/cabin crew communication/coordination Yes No FLT 3.13.3
Flight/cabin crew safety announcements Yes No FLT 3.13.6
Flight/cabin crew notification prior to
Yes No FLT 3.13.8
takeoff/landing

Flight Crew Operations (applicable in more than one phase of flight)

Procedures for transport of
Yes No FLT 3.13.14
passengers/supernumeraries
Application of altitude awareness/actions in
Yes No FLT 3.11.28
accordance OM procedures
Visual vigilance for conflicting traffic Yes No FLT 3.11.3
Adherence to minimum altitudes Yes No FLT 3.11.4
ATC communications; use of standard
Yes No FLT 3.10.4
phraseology
English language proficiency in communication
Yes No FLT 2.2.20
with ATC
Use of oxygen masks/supplemental oxygen Yes No FLT 3.11.49
Conduct of departure/approach briefings that
include:
• Aircraft technical status (unless
previously reviewed/briefed); Yes No FLT 3.11.23
• Normal/non-normal considerations;
• Flight deck jump seat occupant briefing
Determination of airport operating minima Yes No FLT 3.6.3
Determination of airport RVR
Yes No FLT 3.6.4
Conduct of low visibility operations Yes No FLT 3.11.9
Use/setting of barometric altimeter Yes No FLT 3.11.29
Barometric altimeters referenced to QNH for
Yes No FLT 3.11.30*
takeoff/approach/landing
FLT 3.11.31
Barometric altimeter conversion/corrections Yes No FLT 3.11.32
Operations near adverse weather/environmental
Yes No FLT 3.11.38
conditions
Windshear awareness/avoidance Yes No FLT 3.11.39
Wake turbulence awareness/avoidance Yes No FLT 3.11.40
Compliance with aircraft operating limitations Yes No FLT 3.11.46
Compliance with wind component limitations Yes No FLT 3.11.47
Computation of relevant aircraft performance Yes No FLT 3.11.51
Runway incursion prevention/risk reduction Yes No FLT 3.12.7
Recording of required flight information Yes No FLT 3.2.1

Taxi/Takeoff/Climb/Cruise Operations (as applicable to flight observed)

Determination of safe all-engine climb gradient Yes No FLT 4.1.4*
Compliance with turn-after-takeoff altitude
Yes No FLT 3.11.48
limitations
Procedures for VFR partial operations Yes No FLT 3.10.2
Monitoring of radio frequencies Yes No FLT 3.10.5
Monitoring of navigation performance Yes No FLT 3.11.1
Verification of navigation accuracy Yes No FLT 3.11.2
Conduct of specialized navigation operations Yes No FLT 3.11.11
Conduct of RVSM/RNP operations Yes No FLT 3.11.8
Conduct of EDTO Yes No FLT 3.11.10
FLT 3.11.6
FLT 3.11.7
In-flight fuel management procedures Yes No FLT 3.14.15
FLT 3.14.16
FLT 3.14.17
Monitoring destination/alternate airport weather
Yes No FLT 3.11.5
conditions
Uncontrolled airspace/airport operations Yes No FLT 3.10.6
Descent/Approach/Landing Operations (as applicable to flight observed)

Prohibition of flight crew transfer of duties below
Yes No FLT 3.12.5
10,000 ft
Compliance with descent rate restrictions at low
Yes No FLT 3.11.50
altitudes
Determination of conditions for approach/landing Yes No FLT 3.11.58
Adherence to approach/landing operating FLT 3.11.62
Yes No
minima FLT 3.11.63
Assessment of landing factors/computation of
Yes No FLT 3.11.68*
landing distance
Application of stabilized approach criteria Yes No FLT 3.11.59
Missed approach/go-around from unstabilized
Yes No FLT 3.11.60
approach
Landing in touchdown zone Yes No FLT 3.11.61
Visual approach operations Yes No FLT 3.11.64
Non-ILS approach operations Yes No FLT 3.11.65
Non-ILS approach operations; final segment
Yes No FLT 3.11.66
profile
ILS approach operations Yes No FLT 3.11.67
Circling approach operations Yes No FLT 3.11.69

Non-Normal/Abnormal and Emergency Operations (as applicable to flight observed)

Flight-cabin crew communication during non-
Yes No FLT 3.13.5*
normal/abnormal/emergency situations
Communication procedures for
Yes No FLT 3.14.11
abnormal/emergency situations
Flight crew execution of normal/non-
Yes No FLT 3.14.3
normal/emergency procedures
Rejected takeoff procedures/considerations Yes No FLT 3.14.6
Engine fire/failure after V1 procedures Yes No FLT 3.14.7
TCAS/ACAS RA procedures Yes No FLT 3.14.8
GPWS/terrain alert/warning procedures Yes No FLT 3.14.9
Emergency descent procedure Yes No FLT 3.14.10
Circuit breaker re-set procedures Yes No FLT 3.14.14
Flight-cabin crew emergency evacuation
Yes No FLT 3.14.4
procedures (with cabin crew)
Flight crew emergency evacuation procedures
Yes No FLT 3.14.5
(without cabin crew)
Medical emergency procedures Yes No FLT 3.14.12
Flight crew incapacitation procedures Yes No FLT 3.14.13
Passenger Operations Without Cabin Crew

Flight crew communications with
Yes No FLT 3.13.4
Flight crew preflight safety equipment briefing to
Yes No FLT 3.8.10
Flight crew procedures for ensuring
passenger/supernumerary access to emergency Yes No FLT 3.13.12
oxygen (no cabin crew)
Flight crew acceptance/handling of passengers
Yes No FLT 3.9.3
that require special handling
Flight crew arming/disarming of entry doors (no
Yes No FLT 3.13.11
cabin crew)
Flight crew procedures for ensuring
passengers/supernumeraries seated/restrained Yes No FLT 3.13.13
(no cabin crew)

Aircraft Systems/Equipment (may be observed by inspection of static aircraft)

Flight deck
instrumentation/navigation/communication Yes No FLT 4.3.1
systems
Quick donning mask for each pilot for aircraft that
Yes No Table 2.9 (i)
fly > FL 250
Pressurization system; warning for loss of
Yes No Table 2.9 (ii)
pressurization
Table 2.9 (iii) to
PBE type/installation/locations Yes No (vii)
Hand-held fire extinguisher type/locations Yes No Table 2.9 (xviii)
Crash axe/crowbar installation Yes No Table 2.9 (ix)
Flashlight/torch installation at flight crew stations Yes No Table 2.9 (x)
Table 2.9 (xi) to
ELT type/installation Yes No (xv)
Navigation equipment type/installation suitable
Yes No Table 2.9 (xvi)
for meeting MNPS
Systems/equipment suitable for meeting RVSM Yes No Table 2.9 (xvii)
ACAS II installation compatible with
Yes No Table 2.9 (xviii)
airspace/areas of operation
ACAS II installation with system software version
Yes No Table 2.12 (ii)*
7.1 or higher
Airborne weather radar system installation Yes No Table 2.9 (xix)
GPWS installation/EGPWS and required
Yes No Table 2.9 (xx)
warning functions
Forward-looking windshear warning system
Yes No Table 2.12 (iii)*
installation
FDR type/installation/functions Yes No Table 2.9 (xxi)
CVR installation/functions Yes No Table 2.9 (xxii)
First aid kit installation/locations Yes No Table 2.9 (xxiii)
Seat belt/safety harness installation Yes No Table 2.9 (xxiv)
Table 2.9 (xxxii)
Flight deck door design/installation Yes No and (xxxiii)

MO-2-FLT: Flight Simulator Operations

• Description: Observation of instructor/flight crew activities, procedures, simulator systems/equipment,
facilities; interviews of instructor(s), flight crew and other relevant personnel.
Note: This checklist contains a listing of ISARPs that are relevant to flight simulator operations. It is
recommended that this checklist be used by auditors as a memory aid tool for assessing implementation of
the ISARPs during the observation of flight simulator operations (it typically will not be possible to
accomplish all listed observations.
Flight Training Program Elements (in accordance with operator's training requirements)
Simulator training consistent with Training
Yes No FLT 2.1.10
Manual
Training information provided to flight crew
Yes No FLT 2.2.28
members in preparation for an evaluation
Objectivity/no undue external interference in
Yes No FLT 2.1.2
performance of training/evaluation
Training/evaluation reflects current
Yes No FLT 2.1.3
policies/procedures/aircraft modifications
Instructors/evaluators/facilities/devices meet
Yes No FLT 2.1.19
required standards.
Instructor/evaluator demonstrates competence
Yes No FLT 2.1.35
to administer flight training
Simulator configuration consistent with aircraft
Yes No FLT 2.1.45
type
Documented minimum simulator serviceability
levels for type of training/evaluation to be Yes No FLT 2.1.46
conducted
Training in application of CRM/TEM FLT 2.2.30
Yes No
principles/skills to flight management FLT 3.11.16
Use of authorized documents in
Yes No FLT 2.1.14
training/evaluation
Training/evaluation in performance of
Yes No FLT 2.2.27
normal/non-normal procedures/maneuvers
Training in aircraft upset prevention and recovery Yes No FLT 2.2.17
Simulators at level to support ZFTT Yes No FLT 2.1.47
Training/evaluation in flight crew operation of
Yes No FLT 2.2.11
aircraft systems/limitations.
Training/evaluation in operations in adverse
Yes No FLT 2.2.16A
weather/environmental conditions
Training using LOS profile Yes No FLT 2.2.31
Training in normal/non-normal
Yes No FLT 2.2.26
procedures/maneuvers
Training/evaluation in windshear
avoidance/recovery from predictive/actual Yes No FLT 2.2.32
windshear
Training in terrain awareness
Yes No FLT 2.2.33
procedures/maneuvers

Training in low visibility operations Yes No FLT 2.2.34

Training/evaluation in response to TCAS/ACAS
Yes No FLT 2.2.35
alerts
Preflight Preparation
Preflight preparation duties/responsibilities Yes No FLT 3.5.1
Use/applicability of OFP Yes No FLT 3.7.6
Determination of relevant airport RVR
Yes No FLT 3.6.4
Determination of relevant approach/landing RVR
Yes No FLT 3.6.5*
requirements
Determination of minimum dispatch/departure
Yes No FLT 3.7.1
fuel
Use/application of ATL/CDL/MEL; entry of
Yes No FLT 3.8.1
information in accordance with OM
Flight Crew Operations (as applicable to training scenario observed)

PIC demonstrates responsibility for safety of
Yes No FLT 1.3.6
flight; ensures compliance with checklists
Instructor/flight crew use of designated common FLT 2.2.19
Yes No
language(s) FLT 3.1.1
Flight crew use/interpretation of OM and related FLT 1.7.1
Yes No
checklists. FLT 1.7.4
Flight crew compliance with seat belt/safety
Yes No FLT 3.12.2
harness requirements
Flight crew task sharing/prioritization Yes No FLT 3.11.18
Flight crew crosscheck/confirmation when
Yes No FLT 3.11.20
performing critical actions
Flight crew use of standardized verbal callouts Yes No FLT 3.11.21
Management of flight automation; use of level
Yes No FLT 3.11.22
appropriate for conditions
Procedures for transfer of aircraft control Yes No FLT 3.12.3
Application of altitude awareness/actions in
Yes No FLT 3.11.28
accordance OM procedures
Adherence to minimum altitudes Yes No FLT 3.11.4
ATC communications; use of standard
Yes No FLT 3.10.4
phraseology
English language proficiency in communication
Yes No FLT 2.2.20
with ATC
Use of oxygen masks/supplemental oxygen Yes No FLT 3.11.49

Flight Crew Operations (as applicable to training scenario observed)

Conduct of departure/approach briefings that
include:
• Aircraft technical status (unless
previously reviewed/briefed); Yes No FLT 3.11.23
• Normal/non-normal considerations;
• Flight deck jump seat occupant briefing
Determination of airport operating minima Yes No FLT 3.6.3
Determination of airport RVR
Yes No FLT 3.6.4
Conduct of low visibility operations Yes No FLT 3.11.9
Use/setting of barometric altimeter Yes No FLT 3.11.29
Barometric altimeters referenced to QNH for
Yes No FLT 3.11.30*
takeoff/approach/landing
FLT 3.11.31
Barometric altimeter conversion/corrections Yes No FLT 3.11.32
Windshear awareness/avoidance Yes No FLT 3.11.39
Compliance with aircraft operating limitations Yes No FLT 3.11.46
Compliance with wind component limitations Yes No FLT 3.11.47
Computation of relevant aircraft performance Yes No FLT 3.11.51
Runway incursion prevention/risk reduction Yes No FLT 3.12.7
Taxi/Takeoff/Climb/Cruise Operations (as applicable to training scenario observed)

Compliance with turn-after-takeoff altitude
Yes No FLT 3.11.48
limitations
Conduct of specialized navigation operations
Yes No FLT 3.11.11
(LOS scenario)
Conduct of EDTO (LOS scenario) Yes No FLT 3.11.10
FLT 3.14.15
In-flight fuel management procedures (LOS
Yes No FLT 3.14.16
scenario)
FLT 3.14.17

Descent/Approach/Landing Operations (as applicable to training scenario observed)

Compliance with descent rate restrictions at low
Yes No FLT 3.11.50
altitudes
Determination of conditions for approach/landing Yes No FLT 3.11.58
Adherence to approach/landing operating FLT 3.11.62
Yes No
minima FLT 3.11.63
Assessment of landing factors/computation of
Yes No FLT 3.11.68*
landing distance
Application of stabilized approach criteria Yes No FLT 3.11.59
Missed approach/go-around from unstabilized
Yes No FLT 3.11.60
approach
Landing in touchdown zone Yes No FLT 3.11.61
Visual approach operations Yes No FLT 3.11.64
Non-ILS approach operations Yes No FLT 3.11.65
Non-ILS approach operations; final segment
Yes No FLT 3.11.66
profile
ILS approach operations Yes No FLT 3.11.67
Circling approach operations Yes No FLT 3.11.69
Training in Non-Normal/Abnormal and Emergency Operations (as applicable to training scenario

observed)
Standardized flight-cabin crew communication
during normal/non-normal/abnormal/emergency Yes No FLT 3.13.5*
situations
Communication procedures for
Yes No FLT 3.14.11
abnormal/emergency situations
Flight crew execution of normal/non-
Yes No FLT 3.14.3
normal/emergency procedures
Rejected takeoff procedures/considerations Yes No FLT 3.14.6
Engine fire/failure after V1 procedures Yes No FLT 3.14.7
TCAS/ACAS RA procedures Yes No FLT 3.14.8
GPWS/terrain alert/warning procedures Yes No FLT 3.14.9
Emergency descent procedure Yes No FLT 3.14.10
Flight-cabin crew emergency evacuation
Yes No FLT 3.14.4
procedures
FLT 2.2.40
Flight crew incapacitation procedures Yes No FLT 3.14.13

MO-3-FLT: Flight Crew Scheduling Operations

• Description: Observation/direct examination of flight scheduling/pairing processes/records; interviews of
flight crew schedulers and other relevant personnel.
Note: This checklist contains a listing of ISARPs that are relevant to flight crew scheduling. It is
recommended that the checklist be used by auditors as a memory aid tool for assessing implementation of
the ISARPs during the observation/examination of flight crew scheduling operations.
Focus of Observation/Examination Observed ISARPs Comments
Scheduling complies with defined flight crew
composition/number of flight crew members Yes No FLT 3.3.1
based on mission factors
Scheduling uses guidance/criteria that prevents
Yes No FLT 3.3.2
pairing of inexperience flight crew members
Scheduling tracks/accounts for valid flight crew
Yes No FLT 3.3.4
member medical assessment
Scheduling accounts for/complies with age/other
restrictions that prohibit assignment of flight crew Yes No FLT 3.3.5
member as pilot in international flight operations
Scheduling requires flight crew member
qualification in accordance with Table 2.3 and Yes No FLT 3.4.1
requirements of State
Scheduling tracks/accounts for flight crew
member recency-of-experience qualification Yes No FLT 3.3.7
requirements
Scheduling process accounts for PIC
Yes No FLT 3.3.9
qualification on intended routes/airports
Scheduling tracks/accounts for PIC qualification
for routes/airports that require special Yes No FLT 3.3.10
knowledge/skills
Scheduling accounts for human factors that
Yes No FLT 3.4.2
could affect crew member performance
Scheduling includes management of fatigue-
Yes No FLT 3.4.3A
related safety risk
Scheduling includes management of fatigue-
related safety risk in accordance with an Yes No FLT 3.4.3B
approved FRMS (if applicable)
Scheduling uses defined criteria to determine
required flight crew rest periods/calculate duty Yes No FLT 3.4.4
time limitations

MO-4-DSP: Operational Control/Flight Dispatch Operations

• Description: Observation/direct examination of operational control activities, processes, procedures,
facilities; interviews of operational control/flight dispatch and other relevant personnel.
Note: This checklist contains a listing of ISARPs that are relevant to operational control/flight dispatch. It is
the ISARPs during the observation/examination of operational control/flight dispatch operations (it may not
be possible to accomplish all listed observations).
Operational Control Administration (as applicable to operator's operational control system)
Focus of Observation/Examination Observed ISARPs Notes/Comments
Applicability/exercise of operational control
Yes No DSP 1.3.4
authority
Responsibilities for individual
Yes No DSP 1.3.5
functions/duties/tasks
Assignment of functional responsibilities/duties
Yes No DSP 1.3.6
to FOO personnel
Preparedness to implement emergency actions Yes No DSP 1.3.7
Operational control personnel have access to
information relevant to safe conduct of flights, Yes No DSP 1.4.2
accident/incident notification procedures
Adequate facilities/workspace/equipment for
Yes No DSP 1.5.1
operational control activities
Valid license for personnel that perform FOO
Yes No DSP 1.5.4
function (if applicable)
Compliance with AOC conditions/limitations by
Yes No DSP 1.7.4
FOO/FOA personnel
Flight Coordination/Monitoring (as applicable to operator's operational control system)

PIC provided with documents/information/data
Yes No DSP 3.1.2
necessary for safe conduct of flight
Common flight planning documents used by PIC
Yes No DSP 3.2.2
and FOO/FOA (if applicable)
Production/issuance of OFP and ATS flight plan
Yes No DSP 3.2.3
for each flight
FOO/FOA assistance to PIC in flight preparation
Yes No DSP 3.2.4
(if applicable)
Acceptance of OFP by PIC and (if applicable)
Yes No DSP 3.2.5
FOO
Coordination of en route amendments to OFP
between PIC and FOO or designated member of Yes No DSP 3.2.6
management (if applicable)
Coordination of changes to ATS flight plan by
Yes No DSP 3.2.7
FOO/FOA (if applicable)
Assessment of relevant conditions/ground
Yes No DSP 3.2.8
facilities prior to flight departure

Flight Coordination/Monitoring (as applicable to operator's operational control system)

Guidance/procedures for control of flights to be
conducted under partial VFR; availability of Yes No DSP 3.2.9A
meteorological reports (if applicable)
Procedures for monitoring/assessing
DSP 3.2.9B
meteorological conditions for operational airports Yes No
Procedures for monitoring/assessing
approach/landing suitability for planned alternate Yes No DSP 3.2.9C
airports
Guidance/procedures/restrictions that ensure
flights do not exceed aircraft performance weight Yes No DSP 3.3.1
limitations
Procedures for flights planned to operate in
Yes No DSP 3.4.3
known/suspected ground icing conditions
FOO/FOA communication with flight
Yes No DSP 3.6.1
crew/maintenance operations (if applicable)
Flight monitoring process; communication with DSP 3.6.2
Yes No
flight crew (if applicable) DSP 3.6.3*
Backup flight monitoring process (if applicable) Yes No DSP 3.6.4*
Monitoring of destination/alternate airport
Yes No DSP 3.6.5A
conditions/information during flight
Monitoring of en route alternate airports
Yes No DSP 3.6.5B
conditions/information during flight
Procedures for reporting of inadequate facilities
observed during flights to applicable Yes No DSP 3.6.5C
authorities/operational areas of organization
Procedures for flight completion notifications Yes No DSP 3.6.6
Preparedness to communicate
emergency/survival equipment information to Yes No DSP 3.7.1
SAR centers
Preparedness to provide accident notification to
Yes No DSP 3.7.2
the appropriate authority
Access to same dangerous goods information as
provided to PIC; preparedness to provide
Yes No DSP 3.7.3
dangerous goods information in event of
accident
Guidance/procedures for monitoring/assessing
Yes No DSP 4.5.4
en route alternate airports during EDTO

Flight Planning (as applicable to operator's operational control system)

Process for selection/designation of takeoff DSP 4.1.1
Yes No
alternate airports DSP 4.1.2
Process for selection/designation of destination
Yes No DSP 4.1.4
alternate airport
System/process for selection/designation of
Yes No DSP 4.1.5
second destination alternate airport
Process for designation of PSR for isolated
airport flights; ensuring safe destination Yes No DSP 4.1.7
conditions for flight continuation past PSR
Process for selection of planned minimum flight
Yes No DSP 4.2.1
altitudes that comply with established safe limits
Process that ensures OFP route for twin-engine
aircraft permits, for critical engine failure at any
Yes No DSP 4.2.2
point, flight to an airport above minimum
altitudes
Process that ensures OFP for three/four-engine
aircraft permits, for one/two engine failure at any Yes No DSP 4.2.3
point, flight to an airport with landing
Process or procedures to ensure sufficient
usable fuel for safe flight completion taking into Yes No DSP 4.3.1
account unplanned deviations
Process or procedures to ensure planned flight
usable fuel is based on all relevant Yes No DSP 4.3.2
data/operating conditions
Process or procedures for calculating planned
Yes No DSP 4.3.5
taxi fuel
Yes No DSP 4.3.6
trip fuel
Yes No DSP 4.3.7
contingency fuel
Process or procedures for calculating destination
alternate fuel for flights that require a single Yes No DSP 4.3.8
destination alternate airport
Process or procedures for calculating destination
alternate fuel for flights that require a second Yes No DSP 4.3.9
supplemental fuel for flights that require no Yes No DSP 4.3.10
Yes No DSP 4.3.11
isolated airport fuel
Yes No DSP 4.3.12
final reserve fuel
Yes No DSP 4.3.13
additional fuel when required
Process/procedures for uplift of discretionary fuel
Yes No DSP 4.3.14
when requested by PIC or PIC/FOO

Flight Planning (as applicable to operator's operational control system)

Guidance to increase PIC/FOO fuel awareness;
means for PIC/FOO to easily approximate final Yes No DSP 4.3.16*
reserve fuel
Guidance/procedures to ensure sufficient stored
breathing oxygen for planned flight in Yes No DSP 4.4.1
pressurized/unpressurized aircraft
Process or procedures to ensure flights operated
beyond 60 minutes from an alternate airport are
Yes No DSP 4.5.1
conducted in accordance with applicable
requirements
Guidance/procedures that ensure flight crew has
up-to-date information relative to planned en
route alternate airports for flight operations Yes No DSP 4.5.2
beyond 60 minutes from an en route alternate
airport
Guidance/procedures for selecting en route
alternate airports and specifying on OFP and Yes No DSP 4.5.3
ATS flight plan for two-engine aircraft EDTO
Performance-based method that ensures an
acceptable level of safety in complying with DSP 4.6.2, 4.6.3
Yes No
alternate airport selection regulations (if & 4.6.4
applicable)
DSP 4.6.2, 4.6.3
acceptable level of safety in complying with fuel Yes No & 4.6.5
planning regulations (if applicable)
DSP 4.6.2, 4.6.3
acceptable level of safety in complying with Yes No & 4.6.6
EDTO regulations (if applicable)

MO-5-MNT: Maintenance Outsourcing Management

• Description: Observation/direct examination of outsourcing monitoring/oversight processes,
documentation, records; interviews of relevant maintenance personnel.
Note: This checklist contains a listing of ISARPs that are relevant to the management of maintenance
outsourcing. It is recommended that this checklist be used by auditors as a memory aid tool for assessing
implementation of the ISARPs during the observation/examination of the maintenance outsourcing
management process.
Maintenance agreements exist for all external
Yes No MNT 1.11.1
maintenance service providers
Maintenance agreements contain measurable
Yes No MNT 1.11.2
quality/safety standards
Listing of all approved maintenance service
Yes No MNT 1.11.5
providers
Training and/or training material provided to
Yes No MNT 1.11.6
external maintenance service providers
Processes for monitoring all AMO service
Yes No MNT 1.11.7
providers
Process for auditing AMO service providers Yes No MNT 1.11.8
Requirement that aircraft maintenance is
Yes No MNT 4.1.1
performed only by an AMO
Process for verifying mandatory information on
Yes No MNT 4.1.3
AMO approval documents
Process for verifying State recognition of foreign
Yes No MNT 4.1.5
AMOs (if applicable)
Process for verifying responsibilities/regulatory
Yes No MNT 4.2.1
acceptance of AMO managers
Process for verifying qualifications/regulatory
Yes No MNT 4.2.2
acceptance of AMO nominated personnel
Process for verifying adequacy of AMO
Yes No MNT 4.2.3
maintenance human resources
Process for verifying AMO quality assurance
Yes No MNT 4.3.1
programs meet all applicable requirements
Process for verifying AMO conducts periodic
Yes No MNT 4.3.5
internal review of quality assurance programs
Process for verifying AMO provides mandatory
reporting of defects/conditions/failures/ Yes No MNT 4.3.7
malfunctions
Process for verifying AMO personnel are
MNT 4.4.1
licensed/authorized to sign maintenance release Yes No
Process for verifying AMO has positive
identification of maintenance personnel that are Yes No MNT 4.4.2
approved to perform/certify maintenance
Process for verifying AMO has initial/recurrent
Yes No MNT 4.5.1
training programs for maintenance personnel
Process for verifying AMO has program for
continuation training at maximum 36 month Yes No MNT 4.5.4
interval


Process for verifying AMO has
training/qualification program for quality Yes No MNT 4.5.5
assurance auditors
Process for verifying AMO has initial/recurrent
Yes No MNT 4.5.6
training program for receiving inspectors
Process for verifying training/qualification of
AMO personnel authorized to taxi aircraft (if Yes No MNT 4.5.7
applicable)
Process for verifying adequate AMO
facilities/work environment to perform Yes No MNT 4.6.1
maintenance
data/equipment/supplies/parts to perform Yes No MNT 4.6.2
maintenance
Process for verifying adequate AMO storage
Yes No MNT 4.6.3
facilities for parts/tools/equipment/material
Process for verifying acceptable AMO shelf-life
Yes No MNT 4.6.4
program for applicable stored items
Process for verifying acceptable AMO receiving
Yes No MNT 4.6.5
inspection program
Yes No MNT 4.7.1
parts/materials quarantine area
Process for verifying acceptable AMO process
Yes No MNT 4.7.2
for segregating parts
Process for verifying acceptable AMO ESD
Yes No MNT 4.7.3
program
Process for verifying acceptable AMO methods
Yes No MNT 4.7.4
for storage of sensitive parts/equipment
Process for verifying acceptable AMO
methods/containers for shipping aircraft Yes No MNT 4.7.5
components/parts
Process for verifying acceptable AMO MPM in
Yes No MNT 4.9.1
accordance with Table 4.9
Process for verifying acceptable AMO MPM
Yes No MNT 4.9.2
amendment process
Process for verifying acceptable AMO MPM
Yes No MNT 4.9.3
distribution/dissemination processes
Process for verifying AMO production of
completed/signed maintenance release that
Yes No MNT 4.10.1
certifies maintenance performed in accordance
with MPM
Process for verifying acceptable AMO tool
Yes No MNT 4.11.1
calibration program

MO-6-MNT: Aircraft Part/Component Installation/Replacement

• Description: Observation of an aircraft component installation/replacement activity, procedures, parts,
resources, records, facilities; interviews of relevant maintenance personnel.
• Conditions: Activity must be performed on operator's aircraft and include authorized maintenance
personnel, appropriate tooling and a part/component that must meet applicable airworthiness standards.
Note: This checklist contains a listing of ISARPs that are relevant to aircraft part or component installation or
replacement. It is recommended that this checklist be used by auditors as a memory aid tool for assessing
implementation of the ISARPs during the observation of an aircraft part/component installation/replacement
(it may not be possible to accomplish all listed observations).
Yes No MNT 1.4.1
maintenance activity performed
New part/component being installed meets
applicable standards of airworthiness (if Yes No MNT 2.3.1
applicable to activity observed)
Used part/component being installed meets
applicable standards of airworthiness (if Yes No MNT 2.3.2
Used life-limited part/component being installed
meets applicable standards of airworthiness (if Yes No MNT 2.3.3
Installation/replacement accomplished using
Yes No MNT 2.6.1
approved data/in accordance with regulations
Personnel signing maintenance release are
Yes No MNT 4.4.1
appropriately licensed/authorized
Personnel are approved to perform/certify
Yes No MNT 4.4.2
maintenance
Availability/use of necessary technical
data/equipment/tools/material for maintenance Yes No MNT 4.6.2
activity performed
Production of complete maintenance release for
Yes No MNT 4.10.1
specific maintenance activity performed
Proper calibration of tools used in maintenance
Yes No MNT 4.11.1
activity performed

MO-7-MNT: AD/SB Management

• Description: Observation/direct examination of AD/SB engineering/planning processes, documentation,
records; interviews of relevant maintenance personnel.
Note: This checklist contains a listing of ISARPs that are relevant to the management of ADs and SBs. It is
the ISARPs during the observation/examination of the AD/SB management process.
AD/SB process includes identification, planning,
accomplishment, certification, recording, follow- Yes No MNT 2.5.1
up monitoring
Planning system includes tracking/forecasting of
Yes No MNT 2.2.1
AD/SB action/limits
AD/SB process ensures modifications/repairs
accomplished using approved data/in Yes No MNT 2.6.1
accordance with regulations
AD/SB process accomplished/recorded in
Yes No MNT 3.4.1
accordance with MMM
Content/retention of AD/SB records are in
Yes No MNT 1.8.1
accordance with requirements of the Authority
Records system includes current status of
AD/SB compliance, individual aircraft Yes No MNT 3.1.1
compliance

MO-8-MNT: Aircraft Parts/Components Management/Handling

• Description: Observation/direct examination of parts/component management/handling facilities,
processes, documentation, records; interviews of relevant maintenance personnel.
Note: This checklist contains a listing of ISARPs that are relevant to the management and handling of
aircraft parts and components. It is recommended that this checklist be used by auditors as a memory aid
tool for assessing implementation of the ISARPs during the observation/examination of the
parts/components management/handling process.
Yes No MNT 1.4.1
handling of aircraft parts/components
Content/retention of parts/components records
are in accordance with requirements of the Yes No MNT 1.8.1
Authority
Processes for management of acquisition/
certification/traceability/inventory for aircraft Yes No MNT 1.11.9
parts/components
Control process for ensuring new parts meet
Yes No MNT 2.3.1
applicable standards of airworthiness
Control process for ensuring used parts meet
Yes No MNT 2.3.2
applicable standards of airworthiness
Control process for ensuring used life-limited
MNT 2.3.3
parts meet applicable standards of airworthiness Yes No
Availability/use of necessary technical
data/equipment/tools/material for
Yes No MNT 4.6.2
management/handling of aircraft
parts/components
Adequate storage facilities for aircraft
Yes No MNT 4.6.3
parts/components
Shelf-life program for applicable stored aircraft
Yes No MNT 4.6.4
parts/components
Program for ensuring receiving inspection of
Yes No MNT 4.6.5
incoming aircraft parts/components
Secure quarantine area(s) adequate for rejected
Yes No MNT 4.7.1
aircraft parts/components
Process for segregating serviceable/non-
Yes No MNT 4.7.2
serviceable/non-aircraft parts/components
ESD program in accordance with manufacturer's
Yes No MNT 4.7.3
instructions and Table 4.8
Methods to ensure proper identification/storage
Yes No MNT 4.7.4
of sensitive aircraft parts/components
Process for ensuring aircraft parts/components
Yes No MNT 4.7.5
are shipped in suitable containers

MO-9-CAB: Line Cabin Operations

• Description: Observation of cabin crew activities, procedures, aircraft cabin systems/equipment;
interviews of cabin crew and other relevant personnel.
Note: This checklist contains a listing of ISARPs that are relevant to cabin operations. It is recommended
that this checklist be used by auditors as a memory aid tool for assessing implementation of the ISARPs
during the observation of line cabin operations (it typically will not be possible to accomplish all listed
observations).
Preflight and Preparation
Designation of a cabin crew leader Yes No CAB 3.1.2
Cabin crew has received essential operational
Yes No CAB 1.3.2
information/guidance prior to flight
Procedures for preflight inspection of cabin
Yes No CAB 4.1.1
emergency systems/equipment
Process for cabin crew to report malfunctioning
Yes No CAB 4.1.2
aircraft equipment prior to/after flight
Onboard Manuals and Documentation

OM published in designated common language Yes No CAB 1.6.6
Cabin crew has direct access to parts of OM with
duties/responsibilities relevant to safety/security Yes No CAB 1.6.3
of cabin operations
Cabin crew member OM amendments/revisions
Yes No CAB 1.6.4
are up to date
Onboard accessibility of complete version of OM Yes No CAB 1.6.5
One or more copies of up-to-date practical
manual on board; cabin crew has immediate Yes No CAB 1.6.7
access to practical manual (if applicable)
Cabin Crew Operations (applicable in more than one phase of flight)

Cabin crew communication with flight crew in
Yes No CAB 3.1.3
designated common language
Cabin crew procedure to verify baggage and
cargo packages/passenger items are stowed or Yes No CAB 3.2.3
properly secured
Cabin crew procedures for arming/disarming
Yes No CAB 3.2.4
applicable cabin door slides/slide rafts
Cabin crew seated/safety harness fastened for
Yes No CAB 3.2.5
takeoff/landing, when directed by PIC
Cabin crew seated/safety harness fastened for
Yes No CAB 3.2.6*
taxi operations, except to perform safety duties

Cabin Crew Operations (applicable in more than one phase of flight)

Cabin crew procedures for cabin preparation
Yes No CAB 3.2.7
prior to takeoff/landing
Cabin crew procedures for providing safety
Yes No CAB 3.2.8
instructions to passengers
Movable service carts/trolleys have operative
braking devices; procedures for withdrawal or Yes No CAB 3.2.9
replacement of unserviceable carts/trolleys
Procedures for stowage/securing of movable
Yes No CAB 3.2.10
service carts/trolleys
Cabin crew procedures for engaging braking
devices of carts/trolleys when left unattended in Yes No CAB 3.2.10
cabin aisles
Emergency Procedures
Procedures that specify cabin crew
functions/actions for an emergency, emergency Yes No CAB 3.2.1
evacuation situation
Cabin crew procedures for coordinated/
expeditious cabin evacuation during aircraft Yes No CAB 3.2.2
fueling operations with passengers on board
Cabin-Flight Deck Coordination (applicable in more than one phase of flight)

Policy/procedures that define sterile flight deck,
Yes No CAB 3.3.1
address cabin-flight crew communication
Policies/procedures for cabin-flight crew that
address locking/use of flight deck entry door, Yes No CAB 3.3.2
cabin crew entry to flight deck
Procedures for cabin-flight crew
communication/coordination to address cabin Yes No CAB 3.3.3
operational situations
Cabin crew procedures for safety notifications to
Yes No CAB 3.3.4
flight crew
Procedures for standardized cabin-flight crew
Yes No CAB 3.3.5
communication
Cabin crew is notified prior to takeoff/
Yes No CAB 3.3.7
descent/landing

Passenger Handling Procedures

Procedures for addressing passengers that
Yes No CAB 3.4.1
require special handling
Procedures that address handling of unruly
Yes No CAB 3.4.2
passengers, crew member interference
Procedures that ensure passengers have ready
Yes No CAB 3.4.3
access to emergency oxygen, as applicable
Procedures for ensuring passengers seated/seat
belt fastened for defined phases of Yes No CAB 3.4.4
flight/conditions
Procedures for ensuring secure infant restraint
Yes No CAB 3.4.5
for defined phases of flight/conditions
Procedures that address passengers seated
Yes No CAB 3.4.6
adjacent to emergency exits
Guidance/procedures that address control of
Yes No CAB 3.4.8
PED usage
Procedures for passenger safety
Yes No CAB 3.4.10
announcements as applicable to the situation
Guidance/procedures to communicate smoking
restrictions to passengers, address compliance Yes No CAB 3.4.11
with fasten seatbelt/no smoking signs
Procedures for passenger are familiar with cabin
Yes No CAB 3.4.12
emergency equipment/systems
Procedures for administration of oxygen from
portable bottles/cabin system as applicable to Yes No CAB 3.4.13
aircraft type
Cabin Systems and Equipment (may be observed by inspection of static aircraft)

Equipped with first aid kits; evenly distributed,
Yes No Table 5.4 (i)
accessible
Equipped with medical kit; secure location Yes No Table 5.5 (i)*
Equipped with universal precaution kit Yes No Table 5.5 (ii)*
Hand-held fire extinguisher installation; evenly
Yes No Table 5.4 (ii)
distributed, accessible
PBE installation Yes No Table 5.4 (iii)
Equipped with life jackets/equivalent flotation
devices; accessible from seats (over-water Yes No Table 5.4 (iv)
aircraft)
Yes No Table 5.4 (vi)
devices (long-range over-water aircraft)
devices with electric illumination (long-range Yes No Table 5.4 (v)
over-water aircraft)

Cabin Systems and Equipment (may be observed by inspection of static aircraft)

Lifesaving rafts installation; contain life-
sustaining/signaling equipment (long-range over- Yes No Table 5.4 (vii)
water aircraft)
Cabin emergency escape path lighting system
Yes No Table 5.4 (viii)
installation
Flashlight/torch installation at required cabin
Yes No Table 5.4 (ix)
crew stations
Seats for all applicable persons, fitted with safety
Yes No Table 5.4 (x)
harness/restraint device
Forward/rearward facing cabin crew seats
installation; near floor-level exits; fitted with Yes No Table 5.4 (xi)
safety harness
Oxygen storage/dispensing apparatus for use by
Yes No Table 5.4 (xii)
cabin crew
Safety information card accessible to each
passenger; contains appropriate Yes No Table 5.4 (xiii)
information/instructions/restrictions
Portable battery-operated megaphone
Yes No Table 5.4 (xiv)
installation; accessible
Equipped with signaling devices/lifesaving
Yes No Table 2.9 (xxvii)
equipment
Lavatory smoke detection system Yes No Table 5.4 (xv)
Built in fire extinguisher for lavatory receptacle
Yes No Table 5.4 (xvi)
for planes  20 pax
Note: Table 5.4 is referred to by CAB 4.2.24, while Table 5.5 is referred to by CAB 4.2.25

MO-10-GRH: Load Control Operations

• Description: Observation of load control activities, processes, procedures, records; interviews of load
control and other relevant ground operations personnel.
Note: This checklist contains a listing of ISARPs that are relevant to the load control process. It is
the ISARPs during the observation of load control operations.
Load control system includes functions
necessary to address aircraft load,
Yes No GRH 3.3.1
weight/balance calculation, production of final
loadsheet
Load control system includes process to ensure
weight/balance data are current/accurate, taking Yes No GRH 3.3.2
into account applicable limitations
Load control system includes procedures to
identify/address passenger loads outside Yes No GRH 3.3.3*
conventional aircraft load allowances
Load control system includes process/method
for providing applicable dangerous goods Yes No GRH 3.3.4
information to PIC
Load control system includes procedures that
ensure Identification/communication of load Yes No GRH 3.3.6*
items that exceed normal weight allowances
Load control system includes process for
providing applicable dangerous goods Yes No GRH 3.3.8
information to operational control personnel

MO-11-GRH: Passenger/Baggage Handling Operations

• Description: Observation of passenger/baggage handling activities, procedures, equipment, facilities;
interviews of passenger/baggage handling and other relevant ground operations personnel.
Note: This checklist contains a listing of ISARPs that are relevant to passenger and baggage handling. It is
the ISARPs during the observation of passenger/baggage handling operations (it may not be possible to
accomplish all listed observations).
Supervisors are assigned to all
passenger/baggage handling operational Yes No GRH 3.2.1
activities
Notification system that ensures information on
dangerous goods forbidden on the aircraft is Yes No GRH 3.1.1
communicated to all passengers.
Process for reporting cases of prohibited
dangerous goods found in the possession of Yes No GRH 3.1.2
passengers
Policy/procedures for preflight acceptance of
Yes No GRH 3.1.5
passengers that require special handling

MO-12-GRH: Aircraft Loading Operations

• Description: Observation of aircraft loading activities, procedures, equipment; interviews of aircraft
loading and other relevant ground operations personnel.
Note: This checklist contains a listing of ISARPs that are relevant to aircraft loading. It is recommended that
this checklist be used by auditors as a memory aid tool for assessing implementation of the ISARPs during
the observation of aircraft loading operations.
Supervisors are assigned to all aircraft loading
Yes No GRH 3.2.1
operational activities
Aircraft loaded in accordance with loading
Yes No GRH 3.4.1
instructions/weight/balance requirements
Qualified individual is responsible for
loading/securing dangerous goods on board the Yes No GRH 3.4.2
aircraft
Procedures for loading/securing dangerous
goods on board an aircraft that prevents
Yes No GRH 3.4.3
damage/provides separation/prevents
movement
Procedures for addressing dangerous goods
packages/shipments that appear to be leaking or Yes No GRH 3.4.4
damaged

MO-13-GRH: Aircraft Ground Handling Operations

• Description: Observation of aircraft ground handling activities, procedures, equipment; interviews of
aircraft ground handling and other relevant ground operations personnel.
Note: This checklist contains a listing of ISARPs that are relevant to aircraft ground handling. It is
the ISARPs during the observation of aircraft ground handling operations (it may not be possible to
accomplish all listed observation activities).
Supervisors are assigned to all aircraft ground
Yes No GRH 3.2.1
handling operational activities
Implementation of safety procedures for aircraft
Yes No GRH 3.2.2
ground handling operational activities
Door opening/closing procedures that require
Yes No GRH 3.2.6
GSE positioned outside open cabin access door
Aircraft Ground Movement Operations

Implementation of safety procedures for
arrival/departure aircraft ground movement Yes No GRH 3.2.3
operations
Aircraft/adjacent airside areas inspected prior to
arrival/departure aircraft ground movement Yes No GRH 3.2.4
operations
Aircraft inspected immediately prior to departure
Yes No GRH 3.2.5
to identify external ground damage
GSE Operations
Implementation of safety practices/procedures
Yes No GRH 3.5.1*
for operation of GSE
GSE operated by qualified/authorized personnel Yes No GRH 3.5.2*
GSE is serviceable/in good mechanical
Yes No GRH 3.5.3
condition; completed maintenance recorded

Aircraft Fueling Operations

Establishment of ground-aircraft communication
Yes No GRH 4.1.2
link during aircraft fueling operations
Implementation of procedures for addressing
Yes No GRH 4.1.3
fuel spill during aircraft fueling operations
Implementation of procedures for establishing
fueling safety zone during aircraft fueling Yes No GRH 4.1.4*
operations
Implementation of area safety procedures during
Yes No GRH 4.1.5
aircraft fueling operations
Implementation of equipment/environmental
safety procedures during aircraft fueling Yes No GRH 4.1.6*
operations
Implementation of procedures for addressing fire
Yes No GRH 4.1.7
during aircraft fueling operations

MO-14-CGO: Cargo Acceptance Operations

• Includes observation of cargo acceptance activities, procedures, documentation, records; interviews of
cargo acceptance and other relevant cargo operations personnel.
Note: This checklist contains a listing of ISARPs that are relevant to the cargo acceptance process. It is
the ISARPs during the observation of cargo acceptance operations (it may not be possible to accomplish all
listed observations).
General Cargo Acceptance
Process for ensuring cargo shipments comply
Yes No CGO 3.1.1
with applicable requirements
Process for ensuring accuracy of scales used to
Yes No CGO 3.1.3
weigh cargo shipments
Acceptance processes for verifying the security
status of known cargo, ensuring application of Yes No CGO 3.7.4
screening/security controls for unknown cargo
Acceptance of Dangerous Goods Cargo

Availability/accessibility of DGR or Technical
Instructions where dangerous goods cargo is Yes No CGO 1.6.2
accepted or handled
Dangerous goods acceptance checklist reflects
all applicable requirements and identifies the Yes No CGO 3.2.1
person(s) that performed the checklist
Use of dangerous goods acceptance checklist to
verify package marking/labeling, documentation Yes No CGO 3.2.2
compliance
Procedures for retention of applicable
information associated with dangerous goods Yes No CGO 3.2.3
shipments
Procedures for inspection of dangerous goods
Yes No CGO 3.2.4
shipments prior to acceptance
Procedures for ensuring ULDs containing
dangerous goods are tagged in accordance with Yes No CGO 3.2.5
applicable requirements
Process for retention of documentation for
dangerous goods shipments not accepted due to Yes No CGO 3.2.6
error/omission by shipper
Process for replacement of lost/illegible/
Yes No CGO 3.2.8
detached dangerous goods labels
Transport documents/markings for dangerous
goods shipments in English and language Yes No CGO 3.2.9
required by State of Origin
Display of dangerous goods notices Yes No CGO 3.2.11

Acceptance of Other Special Cargo

Live animal/perishable cargo acceptance/
Yes No CGO 3.3.1
handling in accordance with OM
Live animal cargo acceptance/handling in
accordance with LAR; acceptance checklist is Yes No CGO 3.3.2*
utilized
Perishable cargo acceptance/handling in
accordance with PCR/other applicable Yes No CGO 3.3.3*
requirements
Acceptance procedures that ensure live animal
cargo shipments have shipper's Yes No CGO 3.3.4*
certification/other required documents
Procedures that ensure human remains/
valuable/fragile/outsized/heavy cargo Yes No CGO 3.4.1
acceptance/handling in accordance with OM

MO-15-CGO: Cargo Handling Operations

• Description: Observation of cargo handling activities, procedures, equipment, facilities; interviews of
cargo handling and other relevant cargo operations personnel.
Note: This checklist contains a listing of ISARPs that are relevant to cargo handling. It is recommended that
this checklist be used by auditors as a memory aid tool for assessing implementation of the ISARPs during
the observation of cargo handling operations (it may not be possible to accomplish all listed observations).
General Cargo Handling
Implementation of access control measures at
cargo facilities in accordance with applicable Yes No CGO 3.7.1
security requirements
Procedures that ensure persons/vehicles with
access to cargo facility are subjected to security Yes No CGO 3.7.2
controls
Availability/accessibility of ULDR or OM with
equivalent content where cargo operations are Yes No CGO 1.6.4
conducted and ULDs are utilized
Procedures that ensure ULD-related operations
conducted in accordance with W/B Yes No CGO 3.5.1
manual/ULDR/other applicable requirements
Procedures for ensuring ULD cargo
loading/securing in accordance with applicable Yes No CGO 3.5.2
safety requirements
Process for ensuring accuracy of scales used to
Yes No CGO 3.1.3
weigh cargo shipments
Processes that ensure post-acceptance
protection of known cargo from unauthorized Yes No CGO 3.7.6
interference
Process to verify appropriate screening/security
Yes No CGO 3.7.7
controls have been applied to transfer cargo
Handling of Dangerous Goods Cargo

Availability/accessibility of DGR or Technical
Instructions where dangerous goods cargo is Yes No CGO 1.6.2
accepted or handled
Procedures for ensuring ULDs containing
dangerous goods are tagged in accordance with Yes No CGO 3.2.5
applicable requirements
Process for replacement of lost/illegible/
Yes No CGO 3.2.8
detached dangerous goods labels
Transport documents/markings for dangerous
goods shipments in English and language Yes No CGO 3.2.9
required by State of Origin
Procedures that ensure dangerous goods
separation from other cargo in accordance with Yes No CGO 3.2.10
published restrictions

Handling of Dangerous Goods Cargo

Procedures that address damaged/leaking ULDs
Yes No CGO 3.2.12
that contain dangerous goods
procedures that ensure shipments with “Cargo
Aircraft Only” labels are transported on cargo
Yes No CGO 3.2.13
aircraft in accordance with applicable
requirements
Procedures that ensure dangerous goods cargo
information is communicated to appropriate Yes No CGO 3.2.14
person(s) in load control system
Handling of Other Special Cargo

Live animal/perishable cargo acceptance/
Yes No CGO 3.3.1
handling in accordance with OM
Live animal cargo acceptance/handling in
accordance with LAR; acceptance checklist is Yes No CGO 3.3.2*
utilized
Perishable cargo acceptance/handling in
accordance with PCR/other applicable Yes No CGO 3.3.3*
requirements
Procedures that ensure human remains/
valuable/fragile/outsized/heavy cargo Yes No CGO 3.4.1
acceptance/handling in accordance with OM
Existence of facilities for storage of dangerous
Yes No CGO 3.1.4
goods and other special cargo shipments

MO-16-SEC: Passenger/Baggage Security

• Description: Observation of passenger/baggage handling activities, procedures, equipment, facilities;
interviews of security and relevant passenger/baggage handling personnel.
Note: This checklist contains a listing of ISARPs that are relevant to passenger and baggage security. It is
the ISARPs during the observation of passenger/baggage handling operations (it may not be possible to
accomplish all listed observations).
Originating passengers/cabin baggage are
Yes No SEC 3.4.1
subjected to screening prior to aircraft boarding
Supernumeraries/personal belongings are
subjected to screening or other security controls Yes No SEC 3.4.2
prior to aircraft boarding (if applicable)
Process for protecting passengers/cabin
baggage from unauthorized interference after Yes No SEC 3.4.5
screening until boarding aircraft
Originating hold baggage is subjected to
screening prior to being loaded onto an aircraft Yes No SEC 3.6.1
for an international flight
Originating hold baggage is subjected to
screening prior to being loaded onto an aircraft Yes No SEC 3.6.2*
for a domestic flight (if applicable)
Process for protecting hold baggage from
unauthorized interference after screening or
Yes No SEC 3.6.3
acceptance by the operator until loaded onto an
aircraft
Process for ensuring passenger-baggage
Yes No SEC 3.6.6
reconciliation for international flights
Secure areas are used for holding mishandled
Yes No SEC 3.6.8
baggage until forwarded, claimed or disposed of
Process for ensuring transfer hold baggage has
been screened/protected from unauthorized
SEC 3.6.10
interference prior to being loaded onto an aircraft Yes No
for an international passenger flight
Process for ensuring transfer hold baggage has
been screened/protected from unauthorized
SEC 3.6.11*
interference prior to being loaded onto an aircraft Yes No
for a domestic passenger flight

A 36 ISM Ed. 11, September 2017

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What is the purpose of the IOSA Standards Manual?

What is the purpose of the IOSA Standards Manual?

What are some of the sources used to develop the IOSA standards and recommended practices (ISARPs)?

What are some of the sources used to develop the IOSA standards and recommended practices (ISARPs)?

IOSA Standards Manual

Effective 1 September 2017

© International Air Transport Association. All

Senior Vice President

IOSA Standards Manual, 11th edition

ISM Eleventh Edition ...................................................................................................................... DOC 1

Introduction ......................................................................................................................................... INT 1

1 Purpose ................................................................................................................................... INT 1

2 Structure .................................................................................................................................. INT 1

3 Sources for IOSA Standards and Recommended Practices (ISARPs) ....................................INT 1

4 Applicability of ISARPs ............................................................................................................ INT 1

5 Explanation of ISARPs............................................................................................................. INT 2

6 Guidance Material.................................................................................................................... INT 4

7 Operational Audit ..................................................................................................................... INT 4

8 Safety Management Systems (SMS)....................................................................................... INT 6

9 IOSA Documentation System .................................................................................................. INT 6

10 English Language .................................................................................................................... INT 6

11 Manual Revisions .................................................................................................................... INT 7

12 Modification Status .................................................................................................................. INT 7

13 Conflicting Information ............................................................................................................. INT 7

14 Definitions and Abbreviations .................................................................................................. INT 7

15 IOSA Documents and Forms ................................................................................................... INT 7

Section 1 — Organization and Management System (ORG) ..........................................ORG 1

1 Management and Control ...................................................................................................... ORG 1

1.1 Management System Overview............................................................................................. ORG 1

1.2 Management Commitment .................................................................................................... ORG 5

1.3 Accountability, Authorities and Responsibilities ....................................................................ORG 7

1.4 Communication ..................................................................................................................... ORG 9

ISM Ed. 11, September 2017 TOC 1

1.5 Management Review........................................................................................................... ORG 10

1.6 Provision of Resources........................................................................................................ ORG 12

1.7 (Intentionally open).............................................................................................................. ORG 14

1.8 Operational Planning........................................................................................................... ORG 14

2 Documentation and Records ............................................................................................... ORG 15

2.1 Documentation System ....................................................................................................... ORG 15

2.2 Records System .................................................................................................................. ORG 18

3 Safety Management ............................................................................................................ ORG 19

3.1 Safety Risk Management .................................................................................................... ORG 19

3.2 Safety Assurance ................................................................................................................ ORG 23

3.3 Flight Safety Analysis Program ........................................................................................... ORG 25

3.4 Quality Assurance Program................................................................................................. ORG 31

3.5 Quality Control of Outsourced Operations...........................................................................ORG 41

3.6 Product Quality Control ....................................................................................................... ORG 43

4 Emergency Response ......................................................................................................... ORG 44

4.1 Emergency Response Plan ................................................................................................. ORG 44

Table 1.1–Documentation System Specifications ..................................................................................ORG 51

Section 2 — Flight Operations (FLT) .........................................................................................FLT 1

1 Management and Control........................................................................................................ FLT 1

1.1 Management System Overview .............................................................................................. FLT 1

1.2 State Requirements ................................................................................................................ FLT 2

1.3 Accountability, Authorities and Responsibilities ......................................................................FLT 4

1.4 Communication and Coordination ........................................................................................... FLT 8

1.5 Provision of Resources ......................................................................................................... FLT 10

1.6 Documentation System ......................................................................................................... FLT 13

1.7 Operations Manual................................................................................................................ FLT 16