CAAP 215-1(2) – Guide to the preparation of Operations ... · CAAP 215-1(1): Guide to the...

CAAP 215-1(1): Guide to the preparation of Operations Manuals A1

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Annex A

Policy and Procedures

This and the other annexes to CAAP 215 provide operators with background information and

examples to assist in the writing of procedures for their Operations Manuals. The annexes should

be read in conjunction with the ‘Explanation of Headings’ in the main CAAP 215 document.

Operators should tailor the information within the annexes to their specific operational situations,

adding any safety critical and additional information as necessary.

APPENDIX A1

How to write Standard Operating Procedures

Standard Operating Procedures (SOPs) take many forms and can be as complex or brief as need

be. Procedures should be based on a broad concept of the user’s application.

In an aviation context, an operator should develop a process were the key personnel oversight the

development of operational policy that directs the operator’s functions. These functions include

the primary functions of flight and line operations, fleet management and continuing

airworthiness control, as well as any functions that support and oversight these operations.

Following the development of policy, the key personnel should develop and implement

appropriate policy and procedures into the applicable volumes of the Operations Manual that

provide appropriate guidance to operational staff.

This hierarchy of policy and procedure development is the primary mechanism for the

development of procedures designed to minimise risk and produce a safe and compliant

operation.

Considerations:

What is the procedure trying to establish?

Who is the target population?

When should the procedure be sequenced?

Where will the procedure be accomplished?

How will the procedure be accomplished?

Why is the procedure required?

The designer of the procedure must list all of the procedure’s objectives.

An example is that many operators SOPs require that a call be made 1 000 feet before assigned

altitude. This may be in the context of a multi-crew or single pilot operation. The purpose of this

call is to increase the crew/pilot awareness prior to an event. For example, levelling-off:

If not conducted properly an adverse effect will follow (altitude deviation).

The most common call is “one thousand to go”.

The objective of this task is not just to level off, but to level off at an assigned altitude.


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Consideration could be given to the two requirements. Some operators have developed a

procedure where the pilot flying will verbalise leaving the altitude one thousand feet prior to the

assigned altitude. For example: “six thousand for seven thousand”.

Tasks require time, attention and cognitive resources and therefore contribute to workload. The

designer should where possible minimise workload and distribute the phases of the tasks in order

to avoid high workload activities.

Implementing Procedures

It is important that after a procedure has been developed key personnel review the suitability of

the procedure. Trialling a procedure is common practice. Aircraft simulators are an effective way

to analyse the effectiveness of a flight crew procedure. Trials limited to a small geographic area

are another example.

The procedure must be documented and clearly communicated to the target audience. If

procedure changes are just sent as an operation manual amendment with no explanations the

implementation rate will be low.

The International Organization for Standardization (ISO) defines the elements of establishing a

procedure.

1. Policy: Company policy in regard to the subject area, in most cases a general policy

statement from the CEO would cover this.

2. Purpose: Purpose for procedure or process.

3. Scope: The extent or limits of the procedure or process.

4. Responsibility: This identifies the person responsible for the procedure or process.

5. References: Refers to other documents or manuals required to undertake the procedure

or process.

6. Records: Identifies any records of forms that need to be completed (e.g. load sheet

technical log).

7. Process or Procedure: explanation or instructions on how to carry out the task to satisfy

the purpose of the process or procedure.

APPENDIX A2

Document Control System

The operator requires a management and control system for documentation as part of the

Operations Manual process. Key elements of the system should include:

a means of identifying the version of operational documents;

a distribution process that ensures availability of the current version of applicable

Operations Manual volumes;

review and revision processes, as required, to maintain currency of information contained

in the manuals;

a method for the retention of documents that permits easy reference and accessibility;

a process for identification and disposal of obsolete documents; and

retention and dissemination strategies for documents received from external sources,

including manual and documents from ICAO, CASA, Airservices Australia and aircraft

and equipment manufacturers.


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If the operator uses an electronic system for the management and control of documents, the

system must provide for a scheduled back up of files that support the Operations Manual.

Content must:

be clear, legible and accurately represented; and

be presented in a usable format that meets the needs of operational personnel.

Control of operational documents

In practice this means the following processes should occur:

retention of master copy;

examination and approval prior to issue;

review and revision;

identification of revision status;

retention of revisions for historical purposes;

identification and retention of source materials are identified for historical purposes;

distribution to appropriate operational personnel;

identification and updating of documents of external origin are done as required; and

the disposal of obsolete documents.

In practice the control of the Operations Manual should include:

the assignment of a responsible person to approve contents;

a title page that identifies the document and operational applicability;

a table of contents and applicable sub-parts;

a preface or introduction outlining the general contents of the manual;

a defined distribution process and identification of the recipients;

a record of revisions, both temporary and permanent;

a list of effective pages within the manual; and

identification of revised content (commonly a vertical line in a margin).

Best practice means:

a centrally controlled system to ensure documents conform to a consistent company;

standard in accordance with the document philosophy, format and presentation;

daily back-up system of electronic files used to produce the Operations Manual;

the look and feel of electronic records are similar to that of paper; and

previous versions of software are retained for retrieval of older documents as required.


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APPENDIX A3

Example Operations Manual document control system

The (NAME OF COMPANY) Operations Manual is authorised and issued by the Head of Flight

Operations.

The instructions, procedures and information contained in the (NAME OF COMPANY)

Operations Manual have been devised to ensure safety and standardisation in our procedures. The

procedures and requirements contained in this Manual must be adhered to by all (NAME OF

COMPANY) Flight Crew.

(NAME OF COMPANY) Flight Crew are also reminded of their obligation to be thoroughly

familiar with, and comply with, the Civil Aviation Act 1988, Civil Aviation Safety Regulations

1998, Civil Aviation Regulations 1988, Civil Aviation Orders, Aeronautical Information

Publication, Jeppesen Airway Manual and other directives and notices as promulgated by CASA

and/or Airservices from time to time.

This (NAME OF COMPANY) Operations Manual is to be read in conjunction with the other

volumes of the XYZ Airlines Operations Manual.

The instructions contained in the (NAME OF COMPANY) Operations Manual are to be regarded

as mandatory by all crew members.

This document is one of a set of documents that make up the company Operations Manual. Each

document in the set has a sponsor nominated for the approval, production, distribution and

amendment of the particular document. The Head of Flight Operations is responsible for the

control and distribution of this document. To achieve that, the Head of Flight Operations shall

ensure all documents reflect the format of the master document and that:

they are serial numbered and identified as controlled documents;

non-serial numbered documents that may be issued are identified as ‘not controlled’ and

therefore not subject to amendment service;

a master distribution list is maintained showing the recipient of each document and the

serial number of the document issued to that person;

copies of the manual, controlled or non-controlled, are reassigned, as appropriate, to new

recipients; and

all amendments are approved by the sponsor before distribution.

The Head of Flight Operations or his/her delegates are the only people who can authorise

revisions to the (NAME OF COMPANY) Operations Manual after such changes have been

formally approved by the appropriate committee. Any XYZ Airlines member of staff can initiate

amendments to the manual using the Flight Operations Controlled Document Change Request

Form attached to this appendix.

The first issue of the (NAME OF COMPANY) Operations Manual is shown in the footer as

“Initial Issue”; re-issues are shown as v1.0, v2.0, v3.0 and so on. Subsequent amendments are

shown as v1.1, v1.2, v1.3 etc.; or v2.1, v2.2, v2.3 etc. Amendments produced out of the normal

amendment cycle are shown as v1.1.1, v1.2.1, v1.3.1 and so on; or v2.1.1, v2.2.1, v2.3.1 etc.

Amendments are marked with revision bars beside the text and summarised in the Amendment

Record Sheet. The List of Effective Pages shows the current version number and issue date of

each page in the (NAME OF COMPANY) Operations Manual.


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In issuing amendments, the Head of Flight Operations or his/her delegate shall ensure:

each amendment is identified as an approved document;

adequate instructions are provided for incorporation of the amendments;

each amendment has a sequential number (refer above for details), date of issue,

justification and a revised ‘List of Effective Pages’;

a record is maintained of all promulgated amendments; and

CASA is supplied with a copy of each amendment.

Incorporation of amendments is the responsibility of each manual holder. Upon receipt of an

amendment, the manual holder shall incorporate the amendment in accordance with the

instructions and record details of incorporation in the Amendment Record Sheet. Amendments

are by page replacement, addition or deletion.

Replace, add or delete pages as instructed in the Delivery Advice. Then complete the table below,

indicating the version number and its effective date. The person amending the (NAME OF

COMPANY) Operations Manual should write his/her name in the ‘Amended by’ column, sign

the ‘Signature’ column and record the date on which he/she inserted the updated pages.

Sample Amendment Record Sheet

Version

Number

Version

Effective

Date

Amended by Signature Date of

Insertion

NB: Add more rows as

required.


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Sample Change Request Form

Use the flight operations department’s Controlled Document Change Request Form to suggest

changes to the (NAME OF COMPANY) Operations Manual. Photocopy the form on the reverse

side of this page, and complete and send the copy to the address listed below. Do NOT send the

original of this page. Input concerning the structure and layout of this manual or any policies and

procedures detailed in it is encouraged. Please send the completed form via internal mail to:

Head of Flight Operations

XYZ Airlines

XYZ Flight Operations

Controlled Document Change Request Form

Member requesting change: ..............................................................................................................

Position: ................................................................................................................................................

Member’s Phone No. : ...................................... Member’s Fax No. : ..........................................

Doc. No. : ....................................... Doc. Name : ...........................................................................

Volume : ........ Section : ........ Heading No. / Subsection : ...................... Rev. No. : .......

Requested change : ....................................................................

(If more space is needed, please

attach a change request.) Tick here

if a change request is attached :

...................................................................................................................................................................

...................................................................................................................................................................

...................................................................................................................................................................

Reason for change :..............................................................................................................................

...................................................................................................................................................................

...................................................................................................................................................................

...................................................................................................................................................................

Notes : ....................................................................................................................................................

...................................................................................................................................................................

Signature : .................................................. Date : .......... / .......... / .......... Form No. :

XYZ 150 (2/09)


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Sample List of Effective Pages

(COMPANY TITLE)

OPERATIONS MANUAL

CHAPTER 0 CHAPTER 1 CHAPTER 2… etc

Pg Version Date Pg Version Date

1 v1.6 30/11/00 i v1.6 30/11/00

2 v1.6 30/11/00 ii v1.6 30/11/00

3 v1.6 30/11/00 1 v1.6 30/11/00

4 v1.6 30/11/00 2 v1.6 30/11/00

5 v1.6 30/11/00 3 v1.6 30/11/00

6 v1.6 30/11/00 4 v1.6 30/11/00

7 v1.6 30/11/00 5 v1.6 30/11/00

8 v1.6 30/11/00 6 v1.6 30/11/00

9 v1.6 30/11/00 7 v1.7 13/08/01

10 v1.6 30/11/00 8 v1.6 30/11/00

11 v1.7 13/08/01 9 v1.6 30/11/00

12 v1.7 13/08/01 10 v1.6 30/11/00

13 v1.7 13/08/01 11 v1.6 30/11/00

14 v1.7 13/08/01 12 v1.6 30/11/00

15 v1.7 13/08/01 13 v1.6 30/11/00

16 v1.7 13/08/01 14 v1.6 30/11/00

17 v1.7 13/08/01

18 v1.7 13/08/01

19 v1.7 13/08/01

20 v1.7 13/08/01

21 v1.7 13/08/01

22 v1.7 13/08/01

23 v1.7 13/08/01

24 v1.7 13/08/01


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Sample Operations Manual Distribution Sheet

(Company Title)

OPERATIONS MANUAL

Copy No: ______

Copy No: 1 (show person, position or location)

2 CASA

3 etc.

AMENDMENT RECORD

Amendment No.

Part Amended

Amendment Date

Actioned By

Date Actioned

Note: Pages other than originals must be given amendment number and date


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Sample Compliance Acknowledgement Sheet

(Company Title)

OPERATIONS MANUAL

COMPLIANCE REQUIREMENT – SIGNATURE SHEET

The instructions, procedures and information contained in this manual have been devised to

ensure safety and standardisation in the conduct of (Company Name) operations. They are to be

observed by all operating personnel. Personnel are also reminded of their obligation to comply

with the Civil Aviation Act 1988, Regulations and Orders and such other directives, aeronautical

information and notices that CASA and Airservices may publish from time to time.

Where, in the light of operating experience, errors are found in the manual or deficiencies in the

manner in which (Company Name) operations are conducted, recommendations for amendment

action shall be submitted to the chief pilot.

Instructions

1. All flight and operating crew and personnel associated with flight line management must

sign this sheet as evidence of having read, understood and agreed to apply the

procedures and data contained in this Operations Manual.

2. Each member required to sign must do so at intervals not exceeding six months and

when an amendment has been made.

Printed Name Signature Date Printed Name Signature Date


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Operations Manual Bulletins

Bulletins are amendments that are issued out of the normal amendment cycle. Bulletins are

summarised in the Record of Bulletins table shown below.

The Head of Flight Operations or his /her delegates are the only people who can authorise

bulletins to the (NAME OF COMPANY) (Title of Manual) after such changes have been

formally approved by the appropriate committee.

Insert bulletin pages facing the page to which they refer. Then complete the Record of Bulletins

table below, indicating the bulletin details, title and insertion date. An amendment supersedes

bulletins issued during the previous amendment cycle.

Record of Bulletins

Bulletin Detai ls Tit le of Bulletin

Insertion Removal

No. Chap. Page Date Date

/ / / /

/ / / /

/ / / /

/ / / /

/ / / /

/ / / /

/ / / /

/ / / /

/ / / /

/ / / /

/ / / /

/ / / /


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APPENDIX A4

Supervision of Company Operations

Addressing the points in this appendix should help operators develop suitable instructions on

operations supervision for inclusion in their Operations Manual.

General

The operator shall establish and maintain a method of supervision of flight operations approved

by CASA. The Head of Flight Operations (HFO) is responsible for the overall supervision of

flight operations, and as such co-ordinates and supervises the operational departments and

appoints their managers. During the HFO’s absence, the supervision of the operation must be

delegated to a suitable delegate (e.g. Flight Operations Manager, Senior Base Pilot). Supervision

requires oversight of company personnel, equipment and operations.

Crew licence and qualification validity:

The supervision of licence and qualification validity is ensured by:

Following up qualifications, licences validity, flight activity, duty and rest time of the

crew members and other operations personnel.

Checking that crew members assigned to fly have a valid medical, flight licence, ratings

and endorsements appropriate to company operations.

Each licence entitles its holder to exercise its privilege, as long as it remains valid. It is the

holder’s responsibility to perform the required checks and tests for revalidation, but the operator’s

responsibility to confirm that flight crew remain eligible to carry out company operations.

Flight crew qualifications and recency validity should be checked regularly by the person or

department in charge of rostering to ensure that qualifications remain valid and to schedule timely

training and checking.

Operations personnel competencies are referenced in CAR 208 and CAO 82.3 and 82.5.

Supervision of the competency of operations personnel is achieved by:

Ensuring that the personnel assigned to, or directly involved in, ground and flight

operations are properly instructed and have demonstrated their abilities in their particular

duties.

Ensuring that the personnel can communicate in a common language and that they are

fully conversant with those parts of the Operations Manual which pertain to their duties

and responsibilities.

Monitoring competency:

Monitoring of flight crew members is carried out during proficiency and line check flights

or simulator sessions by the Chief Pilot, Flight Operations Manager, Training Manager or

their delegates, and in some cases by a dedicated Safety Manager.

Monitoring of ground personnel is by appropriate checks conducted by department

managers. For certain positions (e.g. dispatchers), a specific licence or qualification

ensures the required competence is achieved.

Supervision and monitoring of the competence of operations personnel should be used to adapt

their recurrent training.


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Flight operations supervision - referenced under CAR 216

Supervision of flight operations is achieved by:

Ensuring operations comply with the operator’s AOC and any associated conditions.

Ensuring that the aircraft is operated in compliance with the terms of its Certificates of

Airworthiness and within the approved limitations contained in its Approved Flight

Manual.

Setting up operational procedures and instructions for all types of operation both on

ground and in flight which define duty for ground staff and crew members (contained

within the Operations Manual).

Setting up a checklist system to be used by crew members under normal, abnormal and

emergency conditions to ensure that the operating procedures of the Operations Manual

are adhered to.

Checking, analysing and storing flight and maintenance records and pilot and cabin crew

reports for the statutory periods.

Ensuring the Safety Manager and, if necessary, CASA get analysis of flight records

showing deviations from the rules set in the Operations Manual, and implementing

suitable corrective actions and training programs and issuing relevant Operations Manual

Bulletins.


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APPENDIX A5

Operational Control

Operational control is the monitoring of the whole operation and the exercise of authority to carry

out normal operations and to recover from operational irregularities. It also comprises the

exercise of authority over the initiation, continuation, diversion, termination or cancellation of a

flight. The required procedures should be defined in the company Operations Manual.

The Head of Flight Operations is legally responsible for establishing all operational policies,

procedures, instructions and guidance given in the Operations Manual.

For larger organisations the operational control of individual flights lies initially with the dispatch

officer on duty. He or she coordinates with the maintenance department the availability and the

status of the aircraft and supervises the progress of the flight preparation.

Once the flight has commenced, the pilot-in-command becomes responsible for operational

control on acceptance of the aircraft from the dispatch officer and maintenance department.


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APPENDIX 6A

Safety Management System (SMS)

ICAO has mandated that aviation organisations and operators implement satisfactory safety

management systems to deliver a better safety culture and continuing improvements in safety.

This is based on the fact that safety is best achieved through strong interwoven systems, rather

than individual processes or practices. CASA is working with industry to embed a safety

management system culture in Australian aviation.

A safety management system shall clearly define lines of safety accountability throughout an

operator’s organisation, including a direct accountability for safety on the part of senior

management.

The framework below includes four components and twelve elements representing the minimum

requirements for SMS implementation. The framework should be commensurate with the size of

the organisation and the complexity of the services provided.

1. Safety policy and objectives

1.1 Management commitment and responsibility

1.2 Safety accountabilities

1.3 Appointment of key safety personnel

1.4 Coordination of emergency response planning

1.5 SMS documentation

2. Safety risk management

2.1 Hazard identification

2.2 Safety risk assessment and mitigation

3. Safety assurance

3.1 Safety performance monitoring and measurement

3.2 The management of change

3.3 Continuous improvement of the SMS

4. Safety promotion

4.1 Training and education

4.2 Safety communication

Detailed information on developing and administering an SMS is set-out in relevant CAAPs as

referenced in the body of CAAP 215.


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APPENDIX A7

Crew Health Information

Any air crew member should commence flight duty in good physical and mental condition, so

that the tiredness which will accumulate during the assigned duty period will not affect the safety

of the flight. The pilot-in-command has an overall responsibility for ensuring that all of the crew

is fit for duty, even if a report of sickness is not received.

Flight duty is prohibited when a crew member’s capacity for work is reduced because of illness

or general physical condition. Decrease of fitness includes the effects of disease, injury, alcohol,

drugs, fatigue etc. Decrease of fitness under the influence of mental stress may also occur. It is

the responsibility of the crew member to decide whether or not he/she is fit for flight duty in such

circumstance.

Crew members should not operate knowing that they have a physical deficiency or mental

condition that would render them unable to meet the requirements of the current medical

certificate, to discharge the responsibilities to a safe standard or could endanger the safety of the

aircraft or its occupants.

Crew members should not undertake flying duties whilst under the influence of alcohol,

narcotics, drugs or any medicine that was not approved by the medical department for use for

crew members like sleeping tablet.

Incapacitation

Incapacitation of crew members is defined as any condition which affects the health of a crew

member during the performance of duties which renders them incapable of performing the

assigned duties. Incapacitation is a real air safety hazard which occurs more frequently than many

of the other emergencies which are the subject of routine training. Incapacitation can occur in

many forms varying from obvious sudden death to subtle, partial loss of function. It occurs in all

age groups and during all phases of flight and may not be preceded by any warning.

The critical operational problem is early recognition of the incapacitation. The keys to early

recognition of incapacitation are:

routine monitoring and cross-checking of flight instruments, particularly during critical

phases of flight, such as take- off, climb out, descent, approach, landing and go-around.

flight crew members should have a very high index of suspicion of a “subtle

incapacitation”:

if a crew member does not respond appropriately to two verbal communications; or

if a crew member does not respond to a verbal communication associated with a

significant deviation from a standard flight profile;

If you don’t feel well, say so and let the other pilot fly.

Other symptoms of the beginning of an incapacitation can present as follows:

incoherent speech;

strange behaviour;

irregular breathing;


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pale fixed facial expression; and

jerky motions that are either delayed or too rapid.

Action

The recovery from a detected incapacitation of the handling pilot shall follow the sequence

below:

The fit pilot must assume control and return the aircraft to a safe flight path; and

The fit pilot must take whatever steps are possible to ensure that the incapacitated pilot

cannot interfere with the handling of the aircraft. This may include involving cabin crew

to restrain the incapacitated pilot.

If the cockpit door is locked, the assisting cabin crew will apply the relevant procedure to unlock

the door (entering a code on the code pad and depressing the requested button - Refer to the

Flight Crew Operating Manual (FCOM)

The fit pilot must land as soon as practicable after considering all pertinent factors; and

Arrange medical assistance after landing giving as many details about the condition of the

affected crew member as possible.

Drugs, alcohol, medication and any pharmaceutical preparations

Note that CASR Part 99 provides for drug and alcohol management plans and testing for persons

involved in ‘safety sensitive aviation activities’.

Any crew member should not undertake flying duties while under the influence of any drug that

may adversely affect their performance.

Some medications obtained over the counter at pharmacies, or through prescription, may contain

ingredients that are the same or similar to targeted substances in a drug test. If you are taking

these substances and you provide a sample for a drug test, the test may indicate that the sample is

positive for a targeted substance either on-site or through laboratory analysis.

This is one of the reasons CASA requires, by regulation, a MRO to examine all positive results

following laboratory analysis. MROs have the necessary knowledge and experience to determine

whether in fact a positive sample may be the result of consumption of over-the-counter or

prescription drugs.

There are a range of over-the-counter or prescription drugs that may result in a positive sample,

and as a member of the Australian aviation workforce subject to a drug testing regime you should

always seek the advice of your doctor, other prescribing health professional or pharmacist before

using any medications or therapeutic substances.

Some over-the-counter or prescription drugs may result in a positive sample, for example:

preparations that contain codeine can test positive for opiates (e.g. Panadeine, Codis, Codral Cold

and Flu, Nurofen Plus); as can preparations containing morphine (e.g. MS Contin) preparations

containing dexamphetamine can test positive for amphetamine-type stimulants some preparations

used during ear/nose/throat surgery can also test for cocaine.


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This is not intended to be an exhaustive list of substances that could result in a positive sample.

As a result of taking over-the-counter or prescribed drugs, the best way to inadvertently avoid a

positive sample is to speak with your doctor, prescribing health professional or pharmacist. Your

doctor, prescribing health professional or pharmacist are in the best position to authoritatively

determine whether a substance contains an ingredient which may result in you returning a

positive sample and they can recommend alternative options.

Further information on alcohol and drug management can be found on the CASA website at

http://casa.gov.au/aod/.

Antihistamines

Histamines are natural chemicals produced by the body in response to allergic reactions or injury.

Antihistamines are drugs that are designed to block the effects of histamine release. They are

used for the treatment of hay fever, runny nose, sneezing, insect bites and stings, nausea and

vomiting, travel sickness and allergies. They may be used by illicit drug users when other drugs

are not available or to block withdrawal symptoms.

Antihistamines and safety

Antihistamines may cause drowsiness and/or dizziness, which could potentially impact on safety.

The effects of antihistamine use may impair the user’s ability to react appropriately in safety-

sensitive situations, and they may also fail to notice something that they would have noticed if

not for the effect of the antihistamines.

Long-term and short-term effects of antihistamine: Even in low to moderate doses, antihistamine

use may cause:

Drowsiness;

dizziness;

loss of concentration;

impaired motor coordination;

lassitude (weariness or disinterest in exerting oneself);

sedation or insomnia;

mild euphoria;

blurred vision;

ringing in the ears; and

tremors.

Users may report palpitations and headaches, and experience reduced blood pressure, heart rate

and depression. There may be gastric discomfort, loss of appetite and a physical feeling of

heaviness. High doses can be hallucinogenic.

When overdose occurs, a period of hyper-excitability, including delirium and convulsions, may

occur. This may end in severe central nervous system depression and death from respiratory

arrest and/or cardiovascular collapse. Prior to this, coma may occur. Generally, death results from

a combination of antihistamines and other drugs.


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Alcohol

The alcohol in alcoholic beverages is ethanol or ethyl alcohol. The alcoholic content is different

for different types of alcoholic drinks. Alcohol can be measured in terms of standard drinks. A

standard drink differs in size according to the type of drink, as shown below:

Figure 1: Standard Drink Sizes

Using standard drinks makes it possible to predict what a person’s blood alcohol concentration

(BAC) will be, based on the number of drinks they have had.

Short-term effects of alcohol

The short-term effects of alcohol are different depending on the amount someone has had to

drink, their drinking experience and a number of other factors. The likely effects are described in

the table below in terms of a person’s blood alcohol concentration (BAC).


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Table B1 – Likely effects of different concentrations of blood alcohol

BAC (g/100ml) Effects

< .05 Experience increased confidence

Feel more relaxed

Talk more than usual

0.05-0.08 Talk more than usual

Act more confidently

Become less inhibited

Become less co-ordinated

Make poor decisions

0.08-0.15 Slur their speech

Have slower reflexes

Problems with balance and co-ordination

Nausea

Over 0.15 Loss of memory

Sleepiness

Loss of bladder control

Inability to stand

The emotional and behavioural effects of alcohol intoxication include:

Aggression.

Risk taking - due to poor decision making and a lack of inhibition.

Unpredictable emotion - although when they start drinking alcohol may appear to make

people happier, continued drinking can lead to experience of strong negative emotions.

Alcohol is known to have a number of effects on abilities necessary for safe work practices and

likely to affect performance of safety sensitive tasks. These are summarised below.

Alcohol – effects on performance

Performance on a number of tasks is affected as soon as a person’s blood alcohol concentration

(BAC) rises above zero.

Performance on most tasks is affected by the time a person’s BAC reaches 0.05 g/100ml.

The amount of alcohol consumed affects task performance but this effect varies according to the

specific task that is being undertaken. Performance on complex tasks is more likely to be affected

by low doses of alcohol compared to performance of simple tasks.

A comprehensive review of the effects of different doses of alcohol on various mental and

physical tasks demonstrated that some tasks tend to become impaired when a person’s blood

alcohol concentration (BAC) rises above zero. Those tasks include:

Driving;

Flying; and

Divided attention (attending to two sources of information at the same time).


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At a BAC of 0.05 g/100ml, most of the studies reported alcohol induced impairment. Tasks

affected at 0.05 g/100ml BAC include:

Vigilance (paying attention to something for a long time);

Reaction time;

Perception;

Processing of visual information;

Skills combining mental and physical tasks;

‘Tracking’ or following movement; and

Purely mental tasks.

Given the wide range of tasks that can be affected by alcohol, even at a low BAC, safety sensitive

tasks, particularly those that are complex (e.g. monitoring various sources of information, tasks

that require adequate decision making and cognitive input, and tasks that require coordinated

motor functions such as driving a vehicle, or flying an aircraft) should be avoided after

consuming alcohol.

Cannabis

Cannabis is also known as: Hash, hemp, weed, marijuana, dope, grass, pot, and ganja. Cannabis

is a plant that is used to produce hemp fibres for clothing, paper, rope, and other materials, while

its flower and leaf are the most commonly used illicit drug in the world.

Different parts of the cannabis plant are used and have varying levels of delta-9-

tetrahydrocannabinol (THC), the psychoactive ingredient of cannabis. There is evidence that the

concentration of THC in cannabis plants has increased since the 1980s due to improved methods

of cultivation, harvesting and preparation.

The most common methods of use for cannabis are smoking or eating it as an ingredient added to

food.

In general the psychological effects of cannabis include:

Feelings of euphoria, a “high”;

Greater tendency to be amused;

Loss of inhibitions;

Increased sociability;

Enhanced sensory perception of sounds and colours;

Feelings that one’s imagination is enhanced; and

The passage of time appears to slow down.

A cannabis user may or may not experience all of these effects at the same time or every time

they use cannabis.

The physical effects of cannabis use include:

Blood-shot eyes;

Dry mouth;

Relaxation;

Increased appetite;

Increased heart rate; and

Bronchodilation (widening of the large airways in the lungs).


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At lower concentrations of THC, cannabis can enhance sexual responses and sensations.

At higher concentrations of THC, cannabis can depress sexual arousal.

There are a number of adverse effects associated with cannabis use. Negative short-term effects

include:

Mild paranoia;

Confusion; and

Hallucinations.

Cannabis is known to have a number of effects on abilities necessary for safe work practices and

likely to affect performance of safety sensitive tasks.

Cannabis – Effects on performance

Cannabis is a commonly used illicit drug in Australia. Its main active component is delta-9 THC

and it is often used to achieve relaxation and euphoria. Receptors in the brain that respond to

cannabis use are found in regions including those associated with memory, motor control

(i.e. muscular control), and brain circuits concerned with the experience of reward. Due to the

range of brain regions cannabis influences, it can be expected that effects other than those desired

will occur. Along with acute negative consequences such as bad reactions to the drug and side

effects, changes in the ability to perform many every day and work-related tasks can be expected.

Although there are some exceptions, the majority of experimental studies looking at the effects of

cannabis on task performance have found cannabis leads to poorer performance on a number of

physical and mental tasks.

Cannabis use can lead to:

Learning and memory (particularly short-term memory) related difficulties;

Slowed reactions and difficulty preventing inappropriate responses;

Impaired attention (including divided attention – attending to two sources of information

at the one time), increased tendency to get distracted, and slowed ‘tracking’ or the ability

to follow movement;

Slowed sensory information processing (particularly in chronic cannabis users);

Reductions in verbal fluency (the ability to produce words);

Impaired performance on driving tasks involving vehicle control and car following; and

Impaired mental and self-monitoring function.

It has been suggested that cannabis users, particularly experienced users, can overcome some of

the negative effects of cannabis on some mental and physical tasks by making extra effort.

However, this is not the case for all tasks. In addition, the ability to use extra effort may not be

possible in complex tasks that already require extra effort, including complex multi-tasking. For

example, when driving under the influence of THC, drivers may drive in a more cautious manner

to reduce risks but this behaviour is unlikely to outweigh the impairments caused by the THC.


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Does combining cannabis with other drugs lead to greater impairment?

A great concern regarding cannabis use is the increased risk associated with combining THC and

other drugs. Studies which have looked at the effects of THC in combination with other drugs

such as alcohol have consistently found an additive effect of the two drugs, leading to relatively

severe performance impairment even in relatively low concentrations of the drugs.

These findings suggest that cannabis should be avoided while completing safety sensitive tasks,

and particularly when used in combination with other drugs such as alcohol.

Are the effects of cannabis use on task performance relevant to safety?

With the range of effects cannabis has on mental and physical performance, even at low doses, it

can be expected that safety sensitive tasks will be affected. Complex tasks such as the ability to

drive a motor vehicle safely, pilot an aircraft or operate heavy machinery may be compromised.

Simulator studies and on-road studies have found that cannabis leads to impaired vehicle control

and response to changes in the road environment, which may lead to road crashes. The doses of

THC in these studies were relatively low compared to what may be consumed by a typical

cannabis user.

Additionally, as THC has a dose-related effect on performance (i.e. greater effects with greater

doses), it can be expected that the performance on safety-sensitive tasks will be further reduced

with greater THC intake.

Tranquilliser, Antidepressants and Psychotic Drugs

All these types of drugs preclude a crew member from flight duties because of the underlying

condition for which they are being used as well as the possible side effects resulting from them.

Flight duties should not be resumed until treatment with these types of drugs has been

discontinued and until the effects of the drugs have entirely worn off. This can take several days

in some instances.

Antibiotics

The underlying condition for which antibiotics are being taken may prevent a pilot from flying.

However, most antibiotics are compatible with flying. Obviously, where any hypersensitivity is

feared, the suspect antibiotic must not be used. A pilot should have previous experience of the

antibiotic prescribed, or, alternatively, have a trial of it for at least twenty four hours on the

ground before using it during flight duties.

Analgesics (Pain killers)

With a lot of analgesics and anti-inflammatory agents, there is risk of gastric irritation or

haemorrhage. Ideally doctor’s advice should be sought before using them.

Steroids (Cortisone etc.)

Use of steroids, with few exceptions, precludes flight duties.

Anti-malarial

Most anti-malarial preparations used for prevention and taken in recommended dosage are

considered safe for flight duties.


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Anti-diarrhoeas

As a lot of medications used in treating symptoms of gastritis and enteritis (diarrhoea) may cause

sedation, blurring of vision etc. great care must be exercised in their usage by crew members. In

most cases grounding for a time may be necessary.

Appetite Suppressants

These preparations can affect the central nervous system and should not be taken during flight

duties.

Anti-hypertensives (Drugs for treating blood pressure)

Certain therapeutic agents are compatible with flying activity. They should be prescribed only by

a doctor experienced in aviation medicine, and sufficient time must be allowed to assess

suitability and freedom from side effects before resumption flight duties.

Immunisation

Medical advice is to be sought concerning the period to be observed before returning to flying

duties following immunisation

All crewmembers are responsible for the validity of their vaccination certificates. All data

concerning the period of validity of a vaccination are given in the respective document. All

crewmembers shall present their vaccination certificates to the appropriate authorities when

required to do so.

Deep diving

Flying in pressurised aircraft after deep diving can result in the bends (decompression sickness).

A crew member should not practice deep diving to a depth exceeding 10 metres within 48 hours

before a flight assignment.

Blood donation

Following a blood donation the volume of blood lost is made up in a matter of some hours but the

cellular content can take some weeks to return to the previous level. Crew members should not

volunteer as blood donors whilst actively flying.

A crew member should not donate blood within 24 hours before a flight assignment.

Meal precautions prior to and during flight:

Cases of acute food poisoning in the air continue to occur sporadically and surveys of

incapacitation of flight crew in flight show that of these cases, gastro-intestinal disorders pose by

far the commonest threat to flight safety.

No other illness can put a whole crew out of action so suddenly and so severely, thereby

immediately and severely endangering a flight, as food poisoning.

Any food, which has been kept in relatively high ambient temperatures for several hours after

preparation, should be regarded with extreme suspicion. This applies particularly to the cream or

pastry, which is commonly part of a set aircraft meal. The re-heating process usually used in

aircraft for the main course of a meal rarely destroys food poisoning organisms and the toxins

they produce. These toxins are tasteless and cause no unpleasant odours.


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Since the most acute forms of food poisoning frequently come on suddenly 1-6 hours after

contaminated food is eaten, common sense rules should be observed as far as practicable in

respect of meals taken within six (6) hours of a flight.

For any crew member, before and during flight it is essential to avoid eating easily perishable

foods as well as foods and drinks served cold. This is most important with milk and cream

products, mayonnaise, sauces, salads, meat pies and other meat products.

In order to eliminate, as far as possible, the risk of food poisoning, the captain and first officer

should not partake of the same dishes before or during a flight.

Symptoms and treatment of poisoning

The character and severity of the symptoms depend on the nature and dose of the toxin and the

resistance of the patient. Onset may be sudden. Malaise, anorexia, nausea, vomiting, abdominal

cramps, intestinal gurgling, diarrhoea and varying degree of prostration may be experienced. Bed

rest with convenient access to bathroom, commode or bedpan is desirable. Severe cases should be

hospitalised. Treatment is mostly symptomatic and all cases should be seen by a medical doctor.


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APPENDIX A8

Accidents and Incidents - handling and reporting

An immediately reportable matter is a serious transport safety matter that covers occurrences

such as accidents involving death, serious injury, destruction of, or serious damage to aircraft or

property or when an accident nearly occurred. Under section 18 of the TSI Act, immediately

reportable matters must be reported to a nominated official by a responsible person as soon as is

reasonably practical. The reason for such a requirement is the need for ATSB investigators to act

as quickly as possible. This is often paramount in order to preserve valuable evidence and thus to

determine the proximal and underlying factors that led to a serious occurrence.

The list of immediately reportable matters for each mode of transport is contained in the TSI

Regulations. There is also a list of routine reportable matters.

What is a routine reportable matter?

A routine reportable matter is a transport safety matter that has not had a serious outcome and

does not require an immediate report but transport safety was affected or could have been

affected. Under section 19 of the TSI Act a responsible person who has knowledge of a routine

reportable matter must report it within 72 hours with a written report to a nominated official.

The list of routine reportable matters is contained in the TSI Regulations. Routine reportable

matters only exist for aviation and would include a non-serious injury or the aircraft suffering

minor damage or structural failure that does not significantly affect the structural integrity,

performance or flight characteristics of the aircraft and does not require major repair or

replacement of the affected components.

Written Reports:

A report must be written and contain the following information:

Name and contact details of the person making the report.

The person’s role in relation to the aircraft concerned.

They type, model, nationality, registration marks and flight number (if any) of the aircraft.

The name and owner of the aircraft.

The name and contact details of the operator of the aircraft.

If the aircraft was under hire when the reportable matter occurred, the name of the hirer.

The name and nationality of the pilot, and the type and licence number of the licence held

by the pilot.

The name and nationality of each other flight crew member (if any), and the type and

licence number of the licence held by each of them.

The day and local time when the reportable matter occurred.

If, when the reportable matter occurred the aircraft was in flight:

The place where the flight started;

The place where the flight ended, or was intended to end; and

The purpose of the flight;

Unless the reportable matter is at an airport, the location of the aircraft immediately after

the occurrence of the reportable matter, including the geographical coordinates of that

location.

The number of persons on board the aircraft when the reportable matter occurred.


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The nature of the reportable matter, including:

Its outcome or effect on the flight of the aircraft;

The phase of the aircraft’s flight when the matter occurred;

The weather conditions;

The airspace designation;

The altitude at which the matter occurred;

If the matter occurred at, or in relation to, an airport, the name of the airport, and if it

occurred on, or in relation to, a runway, the runway number;

If the matter involved a collision with an animal, including a bird – the nature of the

collision;

The causes of the occurrence (if known), including any human performance issues;

Any safety action carried out to prevent a recurrence of the matter; and

The nature and extent of any damage to the aircraft;

The physical characteristics of the area where the reportable matter occurred (e.g. terrain,

vegetation cover, and existence and location of any buildings, runways or aerodromes).

The flight rules under which the aircraft was operating at the time of the reportable matter.

The type of aircraft operation the aircraft was engaged in at the time of the reportable

matter.

If the matter resulted in a fatality or serious injury, and the aircraft carried an emergency

locator transmitter:

the manufacturer and model of the emergency locator transmitter;

whether it was fixed or portable;

its location in the aircraft; and

whether it was deactivated;

If the pilot has died:

the pilots date of birth; and

the pilots total flying hours on all aircraft and flying hours on the same type of

aircraft;

If any crew members have died or been seriously injured as a result of the reportable

matter, how many, and their names and nationalities.

If any passengers have died or been seriously injured as a result of the reportable matter,

how many, and their names and nationalities.

If any other persons have died or been seriously injured as a result of the reportable

matter, how many, and their names and nationalities.

Accident procedures

The pilot-in-command/crew post-accident procedures:

Immediately after an accident and following the evacuation of any passengers from the aircraft

the pilot-in-command, senior crew member or delegated passenger must carry out the following

duties subject to safety considerations and the prevailing situation:

The aircraft must be secured in as safe a condition as possible;

A headcount must be made to account for all persons on board the aircraft;

The needs of any injured persons must be attended to;


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The remains of any deceased persons should be decently set apart and covered; and

If people, dwellings or communications facilities are close to the accident site, efforts to

obtain assistance must be made, having regard to the local situation.

The wreckage of the aircraft must be preserved and unauthorised persons should not be allowed

access to it. An authorised person is any person nominated by the accident investigation authority

or regulatory authority, and usually includes police, fire and rescue services.

Preservation, production and use of flight data

Following an accident, the operator must attempt to preserve all Flight Data Recorder and

Cockpit Voice Recorder data and make it available to the investigating authority.

Aircraft incident procedures

Example procedures following an incident

It is the pilot-in-command’s responsibility to initiate the incident reporting procedure.

The incident report must be raised within 48 hours by the aircraft pilot-in-command to the

company.

The appropriately appointed position in the organisation will:

Assess the severity and implications of the incident on information received;

If required, contact all concerned management staff (or their proxies).

Correlate and disseminate all relevant information;

Ensure that all appropriate documentation is collected and completed within a reasonable

time frame;

Ensure that all requirements are being addressed if any responsibilities have been

delegated;

Ensure that adequate communication is established and maintained with the aircraft pilot-

in-command; and

Ensure that all DFDR and CVR data is preserved should it be required for internal or

external investigation.

Ground Safety Incidents

When safety violations by ground service personnel occur (e.g. opening of cargo doors with

engines running, ramp manoeuvring traffic violations, misuse of ground support equipment etc.)

the Ramp Services Manager will assume the principal role in any investigation and follow-up.

In order to instigate appropriate action, aircraft pilot-in-commands are requested to:

Inform ATC if the incident is subject to Ground Movement Control;

Complete an Aviation Accident or Incident Notification Form; and

Inform Flight Operations as soon as possible by the most expeditious means.

Crew debrief and support

Conduct a debrief with the crew on the circumstances of the event as soon as possible:

If there is a Company policy in relation to providing professional counselling services.

If the incident may have been caused by negligence, careless or in attention to duty –

suspension from duty policy pending investigation.


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Accidents and incidents involving Dangerous Goods

Dangerous goods accident means an event involving dangerous goods that occurs in the course

of the goods being carried, or consigned for carriage, on an aircraft and results in:

(a) a fatal or serious injury to a person; or

(b) serious damage to the aircraft or any cargo carried on the aircraft.

Dangerous goods incident means an event (other than a dangerous goods accident) involving

dangerous goods that occur in the course of the goods being carried, or consigned for carriage, on

an aircraft and that:

(a) results in:

(i) the escape of smoke or flames from the container or package in which the goods

are contained; or

(ii) breakage of the container or package in which the goods are contained; or

(iii) any escape of the goods or part of them from the container or package in which

they are contained; or

(iv) leakage of fluid or radiation from the container or package in which the goods are

contained; or

(b) seriously jeopardises, or is likely to seriously jeopardise, the aircraft or its occupants.

Dangerous Goods accidents and incidents should be reported according to the procedures for

reporting other accidents and incidents.


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APPENDIX A9

Security Instructions and Guidance - Examples

Identification cards

Each employee must wear their ASIC and company identification card (ID card) for the duration

of their duty.

The ID card must not be lent to anyone or disposed of in any manner. If the card is lost it must be

immediately reported to the Administration Manager or Base Manager, as appropriate, and a

replacement card obtained. The identification card is to be worn in a visible position at all times

when on duty or when entering areas requiring the wearing of an ASIC.

Crew baggage security

All crew baggage should normally carry an identification label giving full name and rank of the

crew member. Crew members must not leave their baggage unattended at any time.

Crew members must not accept for carriage sealed parcels from third parties. Any sealed package

belonging to a crew member shall at all times be carried by the crew member concerned onto the

aircraft personally and shall not be entrusted to any other crew members.

The individual crew member is responsible for the handling and security of his or her personal

baggage. Adherence to the following procedures is required:

Keep your bags locked when you are not using them.

Maintain security of all your carry-on baggage.

Before leaving your hotel, make sure all items in your bags belong to you and have not

been tampered with.

Keep your bags in view at all times in public areas such as lobbies, boarding lounges,

restaurant, restrooms, hotel or terminal buildings.

Never accept anything for carriage, including letters or envelopes, given by strangers,

fellow employees or acquaintances.

Disorderly passengers

Individual passengers or groups of passengers with the potential to behave in a disorderly manner

generally fall into the following categories;

apparently intoxicated or under the influence of drugs or alcohol to the extent of physical

incompetence;

engage in disorderly or offensive conduct to the discomfort or distress of other passengers

and flight attendants;

are violent to the extent that there is a possibility of injuries to passengers or flight

attendants or damage to the aircraft;

are apparently of unsound mind;

are known or suspected of being in possession of firearms; and

fail to adhere to instructions by Company personnel.


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Airport handling

Airport staff will prevent the boarding of any passengers or group of passengers whose behaviour

displays the above characteristics.

Flights attendants observing disorderly conduct, in accordance with the above characteristics,

during embarkation will immediately advise the appropriate airport staff and the pilot-in-

command. If necessary, the offending passenger(s) is to be disembarked. Assistance from airport

police or security staff should be enlisted, if required.

In flight

The handling of disorderly passengers in flights is at the discretion of the pilot-in-command in

co-ordination with the senior cabin crew member.

This discretionary action could range from a member of the cockpit crew talking to the disorderly

passenger(s), the refusal of flight attendants to serve alcohol, or to the physical restraint of the

passenger.

After landing

In the case of a serious incident with disorderly passenger(s) the pilot-in-command will request

airport police, or security staff, to meet the aircraft on arrival and, if necessary, charge the

passenger(s) with an offence.

Reporting procedure

In the situation where a passenger(s) is denied embarkation or behaves in a disorderly manner in

flight, a written report is to be submitted by the pilot-in-command. A report from an independent

non-Company witness should accompany the report.

Such a report should be forwarded to the Head of Flight Operations as soon as possible.

Bomb or sabotage threats

It is important that all staff develop a “security conscious” approach with respect to the company

aircraft and other assets. All flight crew members should be vigilant in ensuring that unauthorised

persons are denied access to aircraft and areas where there is the potential for sabotage or

damage.

Bomb and other sabotage threats

Threats against an aircraft or a particular flight number may be received by the company or

handling agent/airline office. Bomb threat calls will be evaluated, by appropriate personnel, as

either genuine or hoax.

Threats which involve a number of flights, carriers, or other vague information, indicating a high

probability of the threat being a hoax, normally require no action, but all should be reported and

documented.

The treatment of bomb or sabotage threats varies from country to country both with respect to the

handling of the aircraft after landing and in the subsequent investigation of the threat by local

authorities.

The pilot-in-command of the aircraft will be advised of the receipt of any genuine threat against

the aircraft. The situation is to be treated as an emergency in accordance with the following:


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Aircraft is on the ground:

summon senior cabin crew member to the cockpit and advise the nature of the threat

against the aircraft;

make the following PA announcement:

“Ladies and gentlemen this is Captain (name)....speaking. I regret to advise that there

will be an interruption to this flight. We have received a message that an explosive

material may have been loaded on to the aircraft. In the interest of your safety we are

going to make a thorough search of the aircraft. Instead of taking off, we shall taxi the

aircraft to a suitable area. The flight attendants will supervise your disembarkation and

accompany you to a safe position. Arrangements for your comfort while the aircraft is

being searched will be advised after disembarkation”;

disembark the passengers either at the gate or at a suitable area nominated by ATC. If the

aircraft is away from the gate, disembarkation is to be via external/internal stairs rather

than escape slides, unless there is a reason to believe that an explosion and/or aircraft

damage is imminent;

in a controlled disembarkation via stairs or a jetway, passengers and crew should take all

cabin baggage; this requirement should be reflected in a PA announcement by cabin crew

member;

if an evaluation via the slides is required passengers and crew should leave all cabin

baggage on board the aircraft; and

flight attendants and ground personnel will be responsible for moving passengers to a safe

location.

Aircraft is in flight:

immediately proceed to the nearest suitable airport;

summon the senior cabin crew member to the cockpit and advise the nature of the threat

against the aircraft;

make the following PA announcement:

“Ladies and gentlemen this is Captain (name)....speaking. We have been advised by Air

Traffic Control that the safety of the aircraft may have been compromised. In the interests

of your safety we are returning to (name).....airport (or diverting to (name).....airport) and

I will give you more details after landing”;

after landing make the following PA announcements;

“Ladies and gentlemen this is Captain (name)......speaking. I regret to

advise that we have received a message that an explosive material may

have been loaded on to the aircraft. In the interest of your safety we are

going to make a thorough search of the aircraft. The flight attendants will

supervise your disembarkation and accompany you to a safe position.

Arrangements for your comfort while the aircraft is being searched will be

advised after disembarkation";

if an immediate evacuation appears warranted order an emergency evacuation

immediately after the aircraft has been brought to a stop after landing;


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in the event that an immediate evacuation is not considered necessary, disembark the

passengers either at a gate or at a suitable area nominated by ATC. If the aircraft is away

from the gate, disembarkation is to be via external/internal stairs rather than escape slides,

unless there is every reason to believe that an explosion and/or aircraft damage is

imminent;

in a controlled disembarkation via stairs or an jetway, passengers and crew should take all

cabin baggage; this requirement should be reflected in a PA announcement by cabin crew;

if an evacuation via the slides is required passengers and crew should leave all cabin

baggage on board the aircraft; and

flight attendants and ground personnel will be responsible for moving passengers to a safe

location.

Located bomb on board

If a bomb is located in the aircraft, in addition to the previous procedures, the emergency “Bomb

on board” procedure as detailed in this section of the Operations Manual must be applied.

Hijacking/unlawful seizure of an aircraft

As the circumstances surrounding a hijacking/unlawful seizure of an aircraft are highly variable it

is not possible to provide specific information to flight crews. However, the safety of the aircraft

and its occupants must be the paramount consideration and any occurrence must be dealt with in

accordance with the pilot-in-command’s judgement of the prevailing circumstances.

Unlawful seizure or interference with an aircraft in service is a crime wherever it occurs and as

such will be dealt with by the police or security forces in the same manner as any crime of

violence. The pilot-in-command should anticipate that the police or security forces, which have

the necessary powers of arrest and entry to premises and property without warrant, will begin to

exercise their powers and their authority to control the future course of events as soon as the

incident is reported. The responsibility of the pilot-in-command begins to diminish at this point

and he becomes subject to the instructions of the relevant authorities.

Until this point is reached, the pilot-in-command is solely in command and his actions should be

conditioned by the requirements of the hijacker in a manner which does not exacerbate the

situation or increase risks to the passengers and crew. It is the pilot-in-command’s responsibility

to adhere to the lawful instructions of the police or security forces to the extent that he or she

considers this to be consistent with the safety of the passengers and crew.

Hijacker profile

Some hijackers may harbour a desire to die under spectacular circumstances. They may seem to

be confused. They may fail or refuse to name a destination or persist in ordering the flight to a

destination that it is impossible to reach. They may create highly unstable situations, changing

orders as the flight progresses.

The crew should attempt to determine the hijacker’s intended destination. A hijacker with no firm

destination or a clearly impossible destination in mind may be considering suicide. This person

creates a high-risk situation. A hijacker with a firm, reasonable destination in mind probably

creates a situation of less immediate risk.


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Guidelines in dealing with hijackers

If information is received that a suspected or declared hijacker is on board before take-off, the

aircraft should be returned to the terminal. The crew will not attempt to evaluate or search

suspicious persons. This will be done by trained security personnel.

Once the hijacker(s) has made his intentions known the flight attendant should endeavour to keep

him from entering the cockpit.

The senior cabin crew member should immediately advise the pilot-in-command on the

interphone system of a hijacker(s) presence in the cabin by using the international hijack code

words "Captain I must come to the cockpit immediately" or by using dedicated pushbuttons (if

installed).

The hijacker should be kept out of the cockpit if possible.

If the hijacker(s) is in the cockpit, crew should endeavour to communicate the situation to ATC.

Generally, hijackers are aware of the need for communication although they may be suspicious

and demand that communications are monitored. They should be informed that no resistance will

be offered, although they should be instructed not to touch any aircraft controls, systems or

instruments.

If the hijacker(s) requests are unreasonable and will place the flight in danger the consequences

of such actions should be explained in a manner which does not aggravate the situation.

Full account should be taken of the probability of the hijacker(s) being in a highly emotional state

of mind. Pilots are advised to refrain from unnecessary conversation or actions which may irritate

the hijacker(s).

The pilot-in-command should endeavour to land the aircraft as soon as possible, perhaps using

the pretext of fuel, weather etc. as a reason.

Crew members should not disagree with the hijacker(s); rather every endeavour should be made

to relieve his anxiety in order to maintain an effective dialogue.

It is important to try and establish that the hijacker(s) does in fact have a weapon. Some

hijackings have been attempted without a weapon.

Crew members should not attempt to use force unless it is certain that such action will be

successful.

After landing, the pilot-in-command should attempt to stall for time and try to negotiate the

disembarkation of the passengers and flight attendants.

Communication procedures

Where possible an attempt should be made to transmit to ATC a description of the

hijacking/unlawful seizure of the aircraft. ATC will maintain normal responses to the aircraft

without any reference to the emergency and will immediately activate the appropriate emergency

procedures.

When circumstances prevent clear and concise radio transmissions, if possible, the following

discrete communications message/procedure may be used.

VHF communication is set up as follows:

The captain:

ensure the captain’s speaker is off;


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use his headset; and

monitor emergency frequency 121.5 on No.2 transceiver;

The first officer:

monitor ATC on No.1 transceiver; and

place the first officer’s speaker ON to give the hijacker the impression that he is

receiving all communications.

Discrete code transponder is set as follows:

Situation: Aircraft being hijacked or subjected to unlawful interference.

Signal: Transponder to code 7500

Cover Message: Transponder seven five zero zero

Situation: In the air, when the situation is grave and immediate assistance is

required.

Signal: Transponder to code 7700

Cover Message: Transponder seven seven zero zero

A pilot, having selected Code 7500 and subsequently requested to confirm this code by ATC

shall, according to circumstances, either confirm this or not reply at all. The absence of a reply

from the pilot will be taken by ATC as an indication that the use of Code 7500 is not due to an

inadvertent false code selection.

Other preventive security measures and training

Other preventative security measures may be kept confidential or subject only to oral briefings.

Security from sabotage

Pilots are to ensure that Company aircraft are secured at the completion of each flight, with the

aircraft to be locked and the appropriate anti-theft device fitted.

All covers/blanks provided for aircraft apertures should be installed whenever the aircraft is to be

parked for other than a very short time. In particular, turbine engine intake covers should be

installed to assist in deterring deliberate sabotage.

Where aircraft are parked overnight, the following guidelines would apply as far as practicable:

Park in the best lit area available.

Park away from areas easily accessible to the general public.

Park away from high aircraft traffic areas.

Ensure the aircraft is properly secured with control locks, covers and stays as appropriate.

It is important to report any threats against Company aircraft or operations to airport security staff

or licensee and to the Company Chief Pilot as soon as practicable.

At aerodromes where the Company does not normally operate, aircraft must be locked when left

overnight.

All staff should be aware of the security and safety dangers of unauthorised personnel on airports.

Any unauthorised person on or near Company aircraft should be challenged and politely but

firmly directed to public areas.


DRAFT July 2012

Security from vandalism

All aircraft parked for any period of time, including overnight, should be positioned well away

from low boundary fences and locked securely. Any acts of vandalism should be reported

immediately to the Chief Pilot.

When overnighting at an aerodrome with nil security, the aircraft, where possible, should be

positioned in an illuminated area and locked.

Security from unauthorised entry

Whenever an aircraft is to be left unattended, particularly at an unattended or outback aerodrome,

it is to be securely locked.

If unauthorised entry has taken place, the Chief Pilot should be notified immediately for

consideration of further action.

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