CIVIL AVIATION AUTHORITY OF NEPAL

FLIGHT SAFETY STANDARDS DEPARTMENT

AIR OPERATOR CERTIFICATE

INSPECTOR MANUAL

Volume II

OPERATIONS DEMONSTRATIONS,
INSPECTIONS, APPROVALS AND
SURVEILLANCE

Issue 02 Rev 02
October 2023
 AIR OPERATOR CERTIFICATE INSPECTOR MANUAL
VOLUME II

RECORD OF REVISION
S. No. Revision No. & Date Revision Details

1. Issue 01 dated January 2016 Initial Issue

2. Issue 02 dated November 2021 To incorporate necessary changes
3. Issue 02 Rev 01 dated Aug 2023 To incorporate necessary changes
4. Issue 02 Rev 02 dated Oct 2023 To incorporate necessary changes

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REVISION 02: OCTOBER 2023 Page a
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LIST OF EFFECTIVE PAGES

Chapter Page(s) Revision Date
COVER PAGE - Issue 02 November 2021
RECORD OF REVISION a Issue 02 November 2021
FOREWORD b Issue 02 November 2021
LIST OF EFFECTIVE PAGES c to d Issue 02 November 2021
TABLE OF CONTENTS e to j Issue 02 November 2021
Chapter 1A- Surveillance and Inspection A-1 to A-8 Issue 02 November 2021
Chapter 1B- Aviation Safety Inspectors B-1 to B-7 Issue 02 November 2021
Chapter 1- Operator Manual Inspection 1-1 to 1-19 Issue 02 November 2021
Chapter 2- SMS Manual Acceptance 2-1 to 2-10 Issue 02 Rev 01 August 2023
Chapter 3- Approval of Minimum 3-1 to 3-17 Issue 02 November 2021
Equipment Lists (MEL) and Configuration
Deviation Lists (CDL)
Chapter 4- Training Program 4-1 to 4-44 Issue 02 November 2021
Chapter 5- Demonstration (Proving) Flights 5-1 to 5-4 Issue 02 November 2021
Chapter 6- Continuing Safety Oversight- 6-1 to 6-7 Issue 02 November 2021
Surveillance
Chapter 7- Main Base Audit 7-1 to 7-2 Issue 02 November 2021
Chapter 8- Operation Control Inspection 8-1 to 8-12 Issue 02 November 2021
Chapter 9- Operation and Flight (Trip) 9-1 to 9-5 Issue 02 November 2021
Records Inspection
Chapter 10- Fatigue Management Records 10-1 to 10-3 Issue 02 November 2021
Inspection
Chapter 11- Station Facilities Inspection 11-1 to 11-4 Issue 02 November 2021
Chapter- 12 Station Facilities Inspection 12-1 to 12-11 Issue 02 November 2021
Chapter 13- In-Flight Cockpit Inspection 13-1 to 13-10 Issue 02 Rev 02 October 2023
Chapter 14- In-Flight Cabin Inspection 14-1 to 14-8 Issue 02 November 2021
Chapter 15- Ramp Inspection of Nepalese 15-1 to 15-15 Issue 02 November 2021
Air Operators
Chapter 16- Performance- Based 16-1 to 16-4 Issue 02 November 2021
Navigation Approval
Chapter 17- Low Visibility Takeoff, 17-1 to 17-11 Issue 02 November 2021
Category II and III Approval
Chapter 18- Designated Examiner 18-1 Issue 02 November 2021
Approval
Chapter 19- Transportation of Dangerous 19-1 to 19-2 Issue 02 November 2021
Goods Approval
Chapter 20- Reduced Vertical Separation 20-1 to 20-7 Issue 02 November 2021
Minima (RVSM) Operator Approval
Chapter 21- Extended Diversion Time 21-1 to 21-2 Issue 02 November 2021
Operation (EDTO)
Chapter 22- Procedure for Approval of 22-2 Issue 02 November 2021
Electronic Flight Bag
Appendix 1 1 to 4 Issue 02 November 2021
Appendix 2 5 to 9 Issue 02 November 2021
Appendix 3 10 to 18 Issue 02 November 2021
Appendix 4 19 to 23 Issue 02 November 2021
Appendix 5 24 to 25 Issue 02 November 2021
Appendix 6 26 to 31 Issue 02 November 2021
Appendix 7 32 Issue 02 November 2021
Appendix 8 33 Issue 02 November 2021

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Appendix 9 34 to 37 Issue 02 November 2021

Appendix 10 38 to 42 Issue 02 November 2021
Appendix 11 43 Issue 02 November 2021
Appendix 12 44 to 48 Issue 02 November 2021
Appendix 13 49 to 53 Issue 02 November 2021
Appendix 14 54 to 55 Issue 02 November 2021
Appendix 15 56 to 57 Issue 02 November 2021
Appendix 16 58 to 59 Issue 02 November 2021
Appendix 17 60 to 62 Issue 02 November 2021
Appendix 18 63 to 64 Issue 02 November 2021
Appendix 19 65 to 66 Issue 02 November 2021
Appendix 20 67 Issue 02 November 2021
Appendix 21 68 to 69 Issue 02 November 2021
Appendix 22 70 to 72 Issue 02 November 2021
Appendix 23 73 Issue 02 November 2021
Appendix 24 74 Issue 02 November 2021
Appendix 25 75 to 86 Issue 02 November 2021
Appendix 26 87 to 89 Issue 02 November 2021
Appendix 27 90 to 92 Issue 02 November 2021
Appendix 28 93 Issue 02 November 2021
Appendix 29 94 to 95 Issue 02 November 2021
Appendix 30 96 to 100 Issue 02 November 2021
Appendix 31 101 to 102 Issue 02 November 2021
Appendix 32 103 to 105 Issue 02 November 2021
Appendix 33 106 to 107 Issue 02 November 2021
Appendix 34 108 to 110 Issue 02 November 2021
Appendix 35 111 to 117 Issue 02 November 2021
Appendix 36 118 to 120 Issue 02 November 2021
Appendix 37 121 to 123 Issue 02 November 2021
Appendix 38 124 Issue 02 November 2021
Appendix 39 125 Issue 02 November 2021
Appendix 40 126 to 127 Issue 02 November 2021
Appendix 41 128 to 130 Issue 02 November 2021
Appendix 42 131 to 133 Issue 02 November 2021
Appendix 43 134 to 137 Issue 02 November 2021
Appendix 44 138 to 142 Issue 02 November 2021
Appendix 45 143 to 145 Issue 02 November 2021
Appendix 46 146 Issue 02 November 2021
Appendix 47 147 Issue 02 November 2021

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TABLE OF CONTENT

RECORD OF REVISION .................................................................................................................................................... a

FOREWORD ..................................................................................................................... Error! Bookmark not defined.
LIST OF EFFECTIVE PAGES .............................................................................................................................................. c
TABLE OF CONTENT ....................................................................................................................................................... e
1A SURVEILLANCE AND INSPECTION ................................................................................................................. A-1
1A.1 PURPOSE .............................................................................................................................................. A-1
1A.2 BACKGROUND ...................................................................................................................................... A-1
1A.3 OBJECTIVES OF THE CIVIL AVIATION AUTHORITY OF NEPAL SAFETY OVERSIGHT PROGRAM ............. A-1
1A.4 PLANNING AND EXECUTING SAFETY OVERSIGHT PROGRAM .............................................................. A-2
1A.5 GUIDELINES FOR FREQUENCY OF OPERATIONAL INSPECTIONS .......................................................... A-4
1A.6 RISK FACTORS ...................................................................................................................................... A-6
1B AVIATION SAFETY INSPECTORS .................................................................................................................... B-1
1B.1 THE INSPECTOR’S ROLE ........................................................................................................................ B-1
1B.2 THE INSPECTORS’ PRIMARY FUNCTION ............................................................................................... B-1
1B.3 STANDARD TERMS FOR ACTION INSPECTOR ENTRY ............................................................................ B-2
1B.4 AUDITING STANDARDS ........................................................................................................................ B-5
1B.5 APPLICABLE AUDITING STANDARDS .................................................................................................... B-5
1B.6 INFORMAL DISCUSSIONS ..................................................................................................................... B-6
1B.7 INSPECTOR RECOMMENDATIONS ....................................................................................................... B-6
1B.8 PARTY TO NON-CONFORMANCE ......................................................................................................... B-7
1B.9 IMMEDIATE SAFETY OF FLIGHT ISSUES ................................................................................................ B-7
1 OPERATOR MANUAL INSPECTION ................................................................................................................ 1-1
1.1 BACKGROUND AND OBJECTIVES .............................................................................................................. 1-1
1.2 MANUAL ORGANIZATION ........................................................................................................................ 1-1
1.3 GENERAL OPERATIONS MANUAL INSPECTION AREAS ............................................................................. 1-2
1.4 SPECIFIC OPERATIONS MANUAL INSPECTION AREAS .............................................................................. 1-3
1.5 PROCEDURE TO REVIEW THE MANUAL ................................................................................................. 1-16
Attachment A ................................................................................................................................................... 1-17
2 SMS MANUAL ACCEPTANCE ......................................................................................................................... 2-1
2.1 BACKGROUND AND OBJECTIVES .............................................................................................................. 2-1
2.2 GENERAL SMS ACCEPTANCE PRACTICES AND PROCEDURES ................................................................... 2-1
2.3 SPECIFIC SMS ACCEPTANCE REVIEW ........................................................................................................ 2-1
2.4 CONCLUSION OF THE SMS ACCEPTANCE EXERCISE ................................................................................. 2-3
2.5 SMS ASSESSMENT .................................................................................................................................... 2-3
2.6 PROCEDURE FOR VERIFICATION OF AN SMS MANUAL ............................................................................ 2-3

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2.7 PROCEDURE FOR VERIFICATION OF AN SMS IMPLEMENTATION PLAN ................................................... 2-3

Attachment B ..................................................................................................................................................... 2-5
3 APPROVAL OF MINIMUM EQUIPMENT LISTS (MEL) AND CONFIGURATION DEVIATION LISTS (CDL) .......... 3-1
3.1 GENERAL .................................................................................................................................................. 3-1
3.2 MEL APPROVAL PROCESS ......................................................................................................................... 3-4
3.3 MEL USE IN SERVICE ............................................................................................................................... 3-12
3.4 CONFIGURATION DEVIATION LISTS (CDL) .............................................................................................. 3-14
3.5 PROCEDURE FOR THE VERIFICATION AND APPROVAL OF MEL AND CDL .............................................. 3-15
Attachment C ................................................................................................................................................... 3-16
4 TRAINING PROGRAMME .............................................................................................................................. 4-1
PART I — TRAINING MANUAL/PROGRAMME APPROVAL ................................................................................. 4-1
4.1 BACKGROUND AND OBJECTIVES .............................................................................................................. 4-1
4.2 TRAINING MANUAL APPROVAL................................................................................................................ 4-1
4.3 TRAINING PROGRAMME APPROVAL – GENERAL ..................................................................................... 4-3
4.4 SPECIFIC TRAINING PROGRAM ................................................................................................................. 4-4
Attachment D1 ................................................................................................................................................ 4-32
Attachment D2 ................................................................................................................................................ 4-34
Attachment D3 ................................................................................................................................................ 4-35
Attachment D4 ................................................................................................................................................ 4-38
Attachment D5 ................................................................................................................................................ 4-39
Attachment D6 ................................................................................................................................................ 4-41
Attachment D7 ................................................................................................................................................ 4-43
5 DEMONSTRATION (PROVING) FLIGHTS ........................................................................................................ 5-1
5.1 BACKGROUND AND OBJECTIVES .............................................................................................................. 5-1
5.2 SPECIFIC PROCEDURES ............................................................................................................................. 5-2
5.3 EVALUATION AND REPORTING ................................................................................................................ 5-3
Attachment E ..................................................................................................................................................... 5-4
6 CONTINUING SAFETY OVERSIGHT — SURVEILLANCE ................................................................................... 6-5
6.1 GENERAL .................................................................................................................................................. 6-5
6.2 Safety Oversight Program ........................................................................................................................ 6-5
6.3 Planning and Executing Safety Oversight Program .................................................................................. 6-7
Refer to Para 1A.4 for more details. .......................................................................................................................... 6-7
7 MAIN BASE AUDIT ........................................................................................................................................ 7-1
7.1 BACKGROUND AND OBJECTIVES .............................................................................................................. 7-1
7.2 GENERAL INSPECTION GUIDELINES.......................................................................................................... 7-1
7.3 SPECIFIC INSPECTION PROCEDURES AND PRACTICES .............................................................................. 7-2
8 OPERATION CONTROL INSPECTION .............................................................................................................. 8-1
8.1 BACKGROUND AND OBJECTIVES .............................................................................................................. 8-1
8.2 GENERAL INSPECTION PRACTICES AND PROCEDURES ............................................................................. 8-1
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8.3 SPECIFIC INSPECTION PRACTICES AND PROCEDURES .............................................................................. 8-2

Attachment F ..................................................................................................................................................... 8-9
Attachment F (1) .............................................................................................................................................. 8-11
9 OPERATIONS AND FLIGHT (TRIP) RECORDS INSPECTIONS ........................................................................... 9-1
9.1 BACKGROUND AND OBJECTIVES .............................................................................................................. 9-1
9.2 INSPECTION PRACTICES AND PROCEDURES ............................................................................................. 9-1
9.3 TRIP RECORDS INSPECTION AREAS .......................................................................................................... 9-2
Attachment G .................................................................................................................................................... 9-4
10 FATIGUE MANAGEMENT RECORDS INSPECTIONS ...................................................................................... 10-1
10.1 BACKGROUND AND OBJECTIVES........................................................................................................ 10-1
10.2 GENERAL INSPECTION PRACTICES AND PROCEDURES ...................................................................... 10-1
10.3 INSPECTION AREAS ............................................................................................................................ 10-1
10.4 INSPECTION REPORTING PROCEDURES ............................................................................................. 10-2
Attachment H .................................................................................................................................................. 10-3
11 TRAINING AND QUALIFICATION RECORDS INSPECTION............................................................................. 11-1
11.1 BACKGROUND AND OBJECTIVES........................................................................................................ 11-1
11.2 TRAINING AND QUALIFICATION REQUIREMENTS.............................................................................. 11-1
11.3 GENERAL INSPECTION PRACTICES AND PROCEDURES ...................................................................... 11-2
11.4 INSPECTION AREAS ............................................................................................................................ 11-3
11.5 INSPECTION REPORTING PROCEDURES ............................................................................................. 11-3
Attachment I .................................................................................................................................................... 11-4
12 STATION FACILITIES INSPECTION ................................................................................................................ 12-5
12.1 BACKGROUND AND OBJECTIVES........................................................................................................ 12-5
12.2 GENERAL INSPECTION PRACTICES AND PROCEDURES ...................................................................... 12-5
12.3 SPECIFIC INSPECTION AREAS ............................................................................................................. 12-6
12.4 STATION FACILITIES INSPECTION REPORT ......................................................................................... 12-9
Attachment J .................................................................................................................................................. 12-10
13 IN-FLIGHT COCKPIT INSPECTION ................................................................................................................ 13-1
13.1 BACKGROUND AND OBJECTIVES........................................................................................................ 13-1
13.2 GENERAL IN-FLIGHT COCKPIT INSPECTION PRACTICES AND PROCEDURES ...................................... 13-2
13.3 SPECIFIC IN-FLIGHT COCKPIT INSPECTION PROCEDURES .................................................................. 13-3
Attachment K ................................................................................................................................................. 13-10
14 IN-FLIGHT CABIN INSPECTION .................................................................................................................... 14-1
14.1 BACKGROUND AND OBJECTIVES........................................................................................................ 14-1
14.2 CABIN INSPECTION AREAS ................................................................................................................. 14-1
14.3 GENERAL IN-FLIGHT CABIN INSPECTION PRACTICES AND PROCEDURES .......................................... 14-1
14.4 SPECIFIC IN-FLIGHT CABIN INSPECTION PRACTICES AND PROCEDURES ........................................... 14-2
14.5 REPORTING PROCEDURES.................................................................................................................. 14-6
Attachment L ................................................................................................................................................... 14-7
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15 RAMP INSPECTIONS OF NEPALESE AIR OPERATORS .................................................................................. 15-1

15.1 BACKGROUND AND OBJECTIVES........................................................................................................ 15-1
15.2 GENERAL RAMP INSPECTION PRACTICES AND PROCEDURES ............................................................ 15-1
15.3 RAMP INSPECTION AREAS ................................................................................................................. 15-1
15.4 CONDUCTING RAMP INSPECTIONS .................................................................................................... 15-2
15.5 RESOLUTION OF SAFETY DEFICIENCIES .............................................................................................. 15-2
Attachment M.................................................................................................................................................. 15-3
Attachment N ................................................................................................................................................ 15-12
Attachment O ................................................................................................................................................ 15-14
Attachment P ................................................................................................................................................. 15-15
16 PERFORMANCE-BASED NAVIGATION APPROVAL ....................................................................................... 16-1
16.1 BACKGROUND .................................................................................................................................... 16-1
16.2 PBN OVERVIEW .................................................................................................................................. 16-1
16.3 RNAV AND RNP .................................................................................................................................. 16-2
16.4 CAA Nepal PBN OPERATIONAL APPROVAL PROCESS ......................................................................... 16-2
16.5 PROCEDURES ..................................................................................................................................... 16-3
Attachment Q .................................................................................................................................................. 16-4
17 LOW VISIBILITY TAKE-OFF, CATEGORY II AND III APPROVAL ...................................................................... 17-1
17.1 BACKGROUND AND OBJECTIVES........................................................................................................ 17-1
17.2 GENERAL APPROVAL REQUIREMENTS ............................................................................................... 17-1
17.3 SPECIFIC APPROVAL REQUIREMENTS CATGORY II/III ........................................................................ 17-3
17.4 SPECIFIC APPROVAL REQUIREMENTS FOR LOW VISIBILITY TAKE-OFF............................................... 17-8
17.5 ISSUANCE OF OPERATIONS SPECIFICATION ..................................................................................... 17-10
17.6 PROCEDURES ................................................................................................................................... 17-10
Attachment R ................................................................................................................................................. 17-11
18 DESIGNATED EXAMINER APPROVAL .......................................................................................................... 18-1
19 TRANSPORTATION OF DANGEROUS GOODS APPROVAL............................................................................ 19-1
19.1 BACKGROUND AND OBJECTIVES........................................................................................................ 19-1
19.2 INSPECTION PRACTICES AND PROCEDURES ...................................................................................... 19-1
19.3 CHECKLISTS ........................................................................................................................................ 19-2
20 REDUCED VERTICAL SEPARATION MINIMA (RVSM) OPERATOR APPROVAL .............................................. 20-1
20.1 BACKGROUND AND OBJECTIVE ......................................................................................................... 20-1
20.2 RVSM APPROVAL GENERAL ............................................................................................................... 20-1
20.3 CONTENT OF OPERATOR RVSM APPLICATION .................................................................................. 20-2
20.4 MONITORING PROGRAMMES............................................................................................................ 20-3
20.5 ISSUANCE OF OPERATIONS SPECIFICATION ....................................................................................... 20-3
20.6 REMOVAL OF RVSM APPROVAL ......................................................................................................... 20-4
20.7 ENFORCEMENT .................................................................................................................................. 20-4
20.8 PROCEDURES ..................................................................................................................................... 20-4
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Attachment T ................................................................................................................................................... 20-7

21 EXTENDED DIVERSION TIME OPERATIONS (EDTO) ..................................................................................... 21-1
21.1 BACKGROUND AND OBJECTIVES........................................................................................................ 21-1
21.2 PROCEDURES ..................................................................................................................................... 21-2
22 PROCEDURE FOR APPROVAL OF ELECTRONIC FLIGHT BAG ........................................................................ 22-1
APPENDIX 1 ............................................................................................................................................................... - 1 -
APPENDIX 2 ............................................................................................................................................................... - 5 -
APPENDIX 3 ............................................................................................................................................................. - 10 -
APPENDIX 4 ............................................................................................................................................................. - 19 -
APPENDIX 5 ............................................................................................................................................................. - 23 -
APPENDIX 6 ............................................................................................................................................................. - 25 -
APPENDIX 7 ............................................................................................................................................................. - 31 -
APPENDIX 8 ............................................................................................................................................................. - 32 -
APPENDIX 9 ............................................................................................................................................................. - 33 -
APPENDIX 10 ........................................................................................................................................................... - 37 -
APPENDIX 11 ........................................................................................................................................................... - 42 -
APPENDIX 12 ........................................................................................................................................................... - 43 -
APPENDIX 13 ........................................................................................................................................................... - 48 -
APPENDIX 14 ........................................................................................................................................................... - 53 -
APPENDIX 15 ........................................................................................................................................................... - 55 -
APPENDIX 16 ........................................................................................................................................................... - 57 -
APPENDIX 17 ........................................................................................................................................................... - 59 -
APPENDIX 18 ........................................................................................................................................................... - 62 -
APPENDIX 19 ........................................................................................................................................................... - 64 -
APPENDIX 20 ........................................................................................................................................................... - 66 -
APPENDIX 21 ........................................................................................................................................................... - 67 -
APPENDIX 22 ........................................................................................................................................................... - 70 -
APPENDIX 23 ........................................................................................................................................................... - 73 -
APPENDIX 24 ........................................................................................................................................................... - 74 -
APPENDIX 25 ........................................................................................................................................................... - 75 -
ATTACHMENT A to Appendix 25............................................................................................................................. - 77 -
ATTACHMENT B to Appendix 25 ............................................................................................................................. - 78 -
ATTACHMENT C to Appendix 25 ............................................................................................................................. - 79 -
APPENDIX 26 ........................................................................................................................................................... - 88 -
ATTACHMENT A to Appendix 26............................................................................................................................. - 90 -
APPENDIX 27 ........................................................................................................................................................... - 91 -
ATTACHMENT A to Appendix 27............................................................................................................................. - 93 -
APPENDIX 28 ........................................................................................................................................................... - 95 -
APPENDIX 29 ........................................................................................................................................................... - 96 -
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ATTACHMENT A to Appendix 29............................................................................................................................. - 97 -

APPENDIX 30 ........................................................................................................................................................... - 98 -
ATTACHMENT A to Appendix 30........................................................................................................................... - 101 -
APPENDIX 31 ......................................................................................................................................................... - 103 -
ATTACHMENT A to Appendix 31........................................................................................................................... - 104 -
APPENDIX 32 ......................................................................................................................................................... - 105 -
ATTACHMENT A to Appendix 32........................................................................................................................... - 107 -
APPENDIX 33 ......................................................................................................................................................... - 108 -
ATTACHMENT A to Appendix 33........................................................................................................................... - 109 -
APPENDIX 34 ......................................................................................................................................................... - 110 -
ATTACHMENT A to Appendix 34........................................................................................................................... - 112 -
APPENDIX 35 ......................................................................................................................................................... - 113 -
ATTACHMENT A to Appendix 35........................................................................................................................... - 119 -
APPENDIX 36 ......................................................................................................................................................... - 120 -
ATTACHMENT C to Appendix 36 ........................................................................................................................... - 122 -
APPENDIX 37 ......................................................................................................................................................... - 123 -
ATTACHMENT A to Appendix 37........................................................................................................................... - 125 -
APPENDIX 38 ......................................................................................................................................................... - 126 -
APPENDIX 39 ......................................................................................................................................................... - 127 -
APPENDIX 40 ......................................................................................................................................................... - 128 -
ATTACHMENT A to Appendix 40........................................................................................................................... - 129 -
APPENDIX 41 ......................................................................................................................................................... - 130 -
ATTACHMENT A to Appendix 41........................................................................................................................... - 132 -
APPENDIX 42 ......................................................................................................................................................... - 133 -
ATTACHMENT A to Appendix 42........................................................................................................................... - 135 -
APPENDIX 43 ......................................................................................................................................................... - 136 -
Attachment A to Appendix 43 .............................................................................................................................. - 138 -
APPENDIX 44 ......................................................................................................................................................... - 140 -
ATTACHMENT A to Appendix 44........................................................................................................................... - 142 -
APPENDIX 45 ......................................................................................................................................................... - 145 -
ATTACHMENT A to Appendix 45........................................................................................................................... - 147 -
APPENDIX 46 ......................................................................................................................................................... - 148 -
APPENDIX 47 ......................................................................................................................................................... - 149 -

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1A SURVEILLANCE AND INSPECTION

1A.1 PURPOSE
The purpose of this topic on Surveillance and Inspection in AOCI Manual Volume III, is to clearly
define the responsibilities, goals, and methods for surveillance of air operators by CAA Nepal
Flight Operation Inspector. Further details on surveillance policy and procedure is laid on
Surveillance Policy and Procedure Manual.

1A.2 BACKGROUND
FOR-A Para 4.2.1.3 requires that CAA Nepal issue Air Operator Certificates or equivalent
documents to air operators. The issuance of an Air Operator Certificate shall be dependent upon
the operator demonstrating an adequate organization and method of control and supervision of
flight operations, and the continued validity of that certificate shall be dependent upon the
operator's continuing maintenance of the standards which it demonstrated upon original
issuance of the certificate. CAA Nepal must therefore perform surveillance of certificated
operators in order to insure that operators continue to meet certification requirements and has
incorporated provisions in its requirements which permits CAA Nepal to conduct inspections of
air operators.
It is important to make a clear distinction between surveillance and certification activities. Both
are important aspects of an inspector's duties, and one should not take precedence over the
other. Certification activities are required to license, certificate, or otherwise qualify an airmen
or an airline to operate in a prescribed manner. Surveillance, on the other hand, is aimed at
ensuring that the airmen or airline continue to adhere to the standards by which they were
certificated or approved, through regular inspections of various aspects of an airline's operation.

1A.3 OBJECTIVES OF THE CIVIL AVIATION

AUTHORITY OF NEPAL SAFETY OVERSIGHT
PROGRAM
The primary objective of surveillance is to provide the CAA Nepal, by means of a variety of
inspections, with an accurate, real-time, and comprehensive evaluation of the safety status of
the air transportation system. This Safety Oversight Program objective is accomplished by
inspectors performing the following:
 Determining each airline/operator's compliance with regulatory requirements and
safe operating practices
 Detecting changes as they occur in the operational environment.
 Detecting the need for regulatory, managerial, and operational changes.

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 Measuring the effectiveness of previous corrective actions.

1A.4 PLANNING AND EXECUTING SAFETY OVERSIGHT

PROGRAM
Surveillance is an important duty and responsibility of all aviation safety inspectors assigned to
the CAA Nepal. Safety Oversight Program provide a method for the continual evaluation of
operator compliance with CAA Nepal requirements and safe operating practices. Information
generated from safety Oversight Program permits CAA Nepal to Act upon deficiencies which
affect or have a potential effect on aviation safety. For Safety Oversight Program to be effective,
they must be carefully planned and executed. Inspections are specific work activities within a
Safety Oversight Program which should exhibit the following characteristics:
 A specific work activity title
 A definite beginning and a definite end
 Defined procedures
 Specific objectives
 A requirement for a report of findings (either positive, negative, or both)
Planning and executing any type of Safety Oversight Program may reasonably be broken down
into four phases:
 Phase One - Developing a risk-based surveillance plan by determining the types of
inspections necessary and the frequency of those inspections.
 Phase Two - Accomplishing the surveillance plan by conducting the inspections.
 Phase Three - Analyzing surveillance data gathered from inspection reports and
related information from other sources
 Phase Four – Resolution of safety deficiencies.
1A.4.1 Phase One: Developing a risk-based Surveillance Plan: Responsibility for the
development of the annual Safety Oversight Program rests with the Director, Flight Safety
Standards Department upon recommendation of Chief of Flight Operation Divisions. The
safety Oversight program includes detailed surveillance plan for each service provider.
The Safety Oversight Program recognizes the need to conduct routine and ongoing
surveillance, and shall anticipates the possibility of special emphasis surveillance as a
result of certain risk indicators such as accidents, incidents, repeated violations of CAA
Nepal requirements, and evidence of financial problems. When planning a Safety
Oversight Program, the Director, Flight Safety Standards Department must identify the
program objectives, evaluate the resources available, and determine the specific types
and numbers of inspections to be conducted in support of that program. Numbers of
inspections should be established taking into consideration the current operating
environment which the CAA Nepal oversees (such as number of airplanes and variety of
airplane types, number of crewmembers, routes, number and geographic location of
transit stations, and the volume of training being conducted) and the assessment of risk
mentioned above. Previous inspection reports, accident/incident information,
compliance and enforcement information, and public complaints, operators history of
compliance with requirements, co-operation with inspectors will also be considered to

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determine both the types and frequency of inspections to be accomplished during a given
time frame.
1A.4.2 Phase Two: Conducting Surveillance Plan Inspections: During the conduct of the
surveillance plan inspections, accurate and qualitative inspection reporting is essential.
High quality and standardization of inspection reporting is necessary for the effective
accomplishment of the third and fourth phases of a surveillance program. The quality and
standardization of inspection reporting will be enhanced through the use of the
inspection checklists and report forms contained in this manual and other relevant
manuals/procedures/handbook, as applicable.
1A.4.3 Phase Three: Analyzing Surveillance Data: Evaluation of inspection results is a
key phase of any Safety Oversight Program. The primary purpose of evaluating
surveillance data is to identify both negative and positive trends as well as deficiencies
which are not associated with an apparent trend. When deficiencies are observed in the
course of the Safety Oversight Program for a particular operator, the cause shall be
determined, prompt action taken to rectify the deficiency and appropriate follow-up
initiated to determine the effectiveness of the corrective action. Additional inspections
shall be planned and conducted whenever problems in particular areas are repeated.
Evaluation of inspection results is a key phase of any surveillance program. The primary
purpose of evaluating surveillance data is to identify trends as well as deficiencies which
are not associated with an apparent trend. This evaluation of inspection results is also
important in terms of redefining and implementing subsequent surveillance objectives
and inspection activity. Additionally, other related information from incidents, accidents,
enforcement actions and other sources may provide valuable trend information which
may relate to the operator's safety and compliance status. For each air operator,
summary information collected under the surveillance program will be gathered and
maintained current. In coordination with other departments such as Airworthiness, PEL,
the Director, FSSD will evaluate the surveillance data on a quarterly basis and amend the
Safety Oversight Program as required.
1A.4.4 Phase Four: Determining Appropriate Course of action: The Director, Flight
Safety Standards Department must use good judgment when determining the most
effective course of action to be taken as a result of unsatisfactory inspection findings. The
appropriate course of action often depends on many factors, many of which may be quite
subjective. Various options which may be considered are: informal discussion with the
operator; formal written request for corrective action; withdrawal of CAA Nepal approval
for a program, manual, or document; and initiation of an investigation leading to formal
enforcement/disciplinary action. Corrective action which an operator takes
independently of the CAA Nepal should be taken into account.
Should the safety oversight program and related inspection reports reveal that an
operator has failed to meet or is unable to meet or maintain the required standards for
certification or the conditions specified in the AOC and its associated operations
specifications, CAA Nepal inspector responsible for that air operator is to advise the
operator of the deficiency observed and the air operator will be responsible to develop a
corrective action plan which will normally be required within 30 days. If an operator does
not correct a deficiency as required, the Director, Flight Safety Standards Department

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shall inform the Director General CAA Nepal and, if necessary, make a recommendation
that the AOC and its associated operations specifications be restricted, temporarily
withdrawn or permanently withdrawn. When an AOC is suspended or revoked for any
reason, the operator is required to promptly return the AOC to the CAA Nepal.
CAA Nepal must also decide whether or not the results of a specific inspection should
result in a modification of their current safety oversight program. As previously
mentioned, CAA Nepal may elect to conduct further inspections to determine if the
unsatisfactory finding was an isolated incident or part of a trend.
Note: Details on Surveillance Policy and Procedure is laid down in Surveillance Policy and
Procedure Manual.

1A.5 GUIDELINES FOR FREQUENCY OF OPERATIONAL

INSPECTIONS
The minimum numbers of the various types of Inspections which must be accomplished
are as follows:

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Activities covered under Flight Operation Division Inspection Annual Frequency Expertise
Organizational Structure and a. Post holders 1 OPS
Responsibilities b. Operations management 1 OPS
c. Cooperation and communication 1 OPS
d. Delegation 1 OPS
Library and Document a. Regulations 2 OPS
Management and Control b. Operations Manual updates and 2 OPS
distribution
c. Aircraft manufacturer documents 2 OPS
Operational Control a. Dispatcher qualifications and training files 1 OPS
b. Dispatch procedures 1 OPS
c. Documentation 1 OPS
d. Flight crew rostering 2 OPS
e. Flight and duty time management 4 OPS
Flight Preparation and Follow Up a. Route and aerodrome minima 2 OPS
b. Aircraft performance calculation 2 OPS
c. Mass and balance calculation 2 OPS
d. Fuel Calculation 2 OPS
e. Follow-up logs 4 OPS
f. Flight documentation 4 OPS
Flight Deck Route Inspection / a. SOP 4 (per A/C Type) OPS
Aircraft > 5700 Kg b. Flight procedures 4 (per A/C Type) OPS
c. Ramp inspections 4 (per A/C Type) OPS
d. Ground handling 4 (per A/C Type) OPS
e. Aircraft servicing 4 (per A/C Type) OPS
Flight Deck Route Inspection / a. SOP 2 (per A/C Type) OPS
Aircraft < 5700 Kg b. Flight procedures 2 (per A/C Type) OPS
c. Ramp inspections 2 (per A/C Type) OPS
d. Ground handling 2 (per A/C Type) OPS
e. Aircraft servicing 2 (per A/C Type) OPS
Flight Deck Route Inspection / a. SOP 2 (per A/C Type) OPS
Helicopters b. Flight procedures 2 (per A/C Type) OPS
c. Ramp Inspections 2 (per A/C Type) OPS
d. Ground Handling 2 (per A/C Type) OPS
e. Aircraft Servicing 2 (per A/C Type) OPS
Flight Crew Training and Testing a. Ground training monitoring 1 OPS
b. Instructor monitoring 1 OPS
c. Aircraft / simulator training monitoring 1 OPS
d. Instructor monitoring 1 OPS
e. Proficiency check monitoring 1 OPS
f. DCP monitoring 1 OPS
Flight Crew Records a. Flight and Duty times 2 OPS
b. Training records 2 OPS
Cabin Safety- Base Inspection a. General Setups 1 CABIN SAFETY
b. Cabin Crew Records 1 CABIN SAFETY
Cabin Safety- Training Inspection a. Training Curriculums Inspection 1 CABIN SAFETY
b. Training Courseware Inspection 1 CABIN SAFETY
c. Training Facilities and Devices 1 CABIN SAFETY

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d. Instructors and Examiners Proficiency 1 CABIN SAFETY
Cabin Safety- In-flight Inspection a. Aircraft 1 CABIN SAFETY
b. Crew Member 1 CABIN SAFETY
c. Flight Conduct 1 CABIN SAFETY
Dangerous Goods Inspections / a. Information to passengers 1 DANGEROUS GOODS
Operators Not Transporting b. Training monitoring 1 DANGEROUS GOODS
Dangerous Goods
A. Sales and Reservation c. Instructor monitoring 1 DANGEROUS GOODS
section d. Training records 1 DANGEROUS GOODS
B. Passenger Handling section e. Incident/ accident reports 1 DANGEROUS GOODS
C. Ground Handling section
D. Cargo Handling section
E. Flight and
Dangerous Cabin
Goods Crew section
Inspections / a. Information to passengers 1 DANGEROUS GOODS
F. AircraftAuthorized
Operators Maintenanceto and b. Training monitoring 1 DANGEROUS GOODS
Technical
Transport stores section
Dangerous Goods
A. Sales and Reservation c. Instructor monitoring 1 DANGEROUS GOODS
section d. Training records 1 DANGEROUS GOODS
B. Passenger Handling section e. DG handling facilities 1 DANGEROUS GOODS
C. Ground Handling section
f. DG acceptance 1 DANGEROUS GOODS
D. Cargo Handling section
E. Flight and Cabin Crew section g. DG transport documents 1 DANGEROUS GOODS
F. Aircraft Maintenance and h. Incident/ accident reports 1 DANGEROUS GOODS
Technical stores section

Safety Management System a. Safety director/manager duties and 1 SMS- (SMS/AWID/OPS)

(SMS) responsibilities
b. Reporting system 1 SMS- (SMS/AWID/OPS)
c. Report analysis and follow up 1 SMS- (SMS/AWID/OPS)
d. Flight data analysis 1 SMS- (SMS/AWID/OPS)
e. Risk identification and mitigation 1 SMS- (SMS/AWID/OPS)
f. Safety management documentation 1 SMS- (SMS/AWID/OPS)
g. Safety surveys and audits 1 SMS- (SMS/AWID/OPS)
Financial Aspects a. Financial statements 1 OPS FINANCIAL EXPERT
b. Insurance coverage 1 OPS FINANCIAL EXPERT
Sample Aircraft Check (planned Sample Aircraft Check 1 At least 1 aircraft
ramp Check) during audit
Sample Aircraft Check (un- Sample Aircraft Check 1 Two ramp inspections
planned ramp Check) annually on each
aircraft type operated
by an operator
Inspection of Designated Check Sample Inspection Random OPS
Pilot

Note: The frequency indicated in Table includes Initial and follow-up audit

1A.6 RISK FACTORS

One objective of the audit program is to target companies with poor conformance or
safety records for more frequent audits. Accordingly, maximum resources will be directed
at those companies where the risk of compromising aviation safety is the greatest.
Risk indicators are very important when determining whether a company should be
subject to additional special-purpose or more frequent inspections.
A list of these indicators, with an explanation of each is spelt out as follows:

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1A.6.1 Financial Change
The effects of financial difficulties and the subsequent impact on operations and
maintenance actions are potential indicators of safety. Examples could be “cash on
delivery” demands made by suppliers; delays by the company in meeting financial
obligations such as rent, payroll or fuel bills; spare-part shortages; and repossession of
aircraft or other equipment.
1A.6.2 Labour Difficulties
Labour unrest may occur during periods of seniority-list mergers, union negotiations,
strikes, or employer lockouts, and may warrant increased CAA Nepal monitoring.
1A.6.3 Management Practices
Management controls employment, salaries, equipment, training and operational /
maintenance processes. It may be effective or ineffective at ensuring that operations and
maintenance functions are performed in a controlled and disciplined manner.
Management can also determine how quickly problems are solved and weak processes
rectified. These factors all determine the extent of CAA Nepal monitoring required.
1A.6.4 Poor Internal Audit or Quality Assurance Program
Some larger companies and maintenance organizations have adopted internal audit
programs. These are in the form of a formal internal audits. The absence of these program
may influence the frequency of monitoring, inspections or audits.
1A.6.5 Change in Operational Scope
Changes such as a new level of aircraft operations and associated service will require
increased CAA Nepal monitoring.
1A.6.6 Changes in Contracting for Services
Any changes to aircraft handling or maintenance contracts may require increased
monitoring to ensure that the company has conformed to CAA Nepal requirements.
1A.6.7 High Turnover in Personnel
A loss of experienced personnel or lack of employee stability may be the result of poor
working conditions or management attitudes that result in operational inconsistencies or
the inability to meet or maintain CAA Nepal requirements. This situation will require
increased monitoring.
1A.6.8 Loss of Key Personnel
The replacement of key aviation post holders such as operations managers, continuing
airworthiness managers, maintenance managers, chief pilots, quality manager, training
manager or other key personnel will require increased CAA Nepal monitoring to ensure a
smooth transition.
1A.6.9 Additions or Changes to Product Line
Any changes to a product line may require increased monitoring to ensure that
appropriate CAA Nepal requirements have been met.

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1A.6.10 Poor Accident or Safety Record
Incidents or accidents that occur during company operations may be an indicator of the
company’s level of conformance and require additional monitoring, inspection or audits.
1A.6.11 Merger or Takeover
Any merger or change in controlling management may require additional CAA Nepal
monitoring or inspection after initial recertification.
1A.6.12 Regulatory Record
A company’s record of previous inspections and audits, the promptness with which
company has completed its corrective action plan, and its overall conformance history are
indicators that will influence the frequency of monitoring, inspections and audit.

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1B AVIATION SAFETY INSPECTORS

This provides foundation information about the generic role and expectations of aviation
safety inspectors.

1B.1 THE INSPECTOR’S ROLE

a. It is a common mistaken perception that an inspector is personally responsible for the
safety of the aviation community.
b. It is true that inspectors can have significant influence on aviation safety in the areas
where they are assigned if they stay within certain key parameters in their inspector’s
role.
c. But the responsibility for aviation safety rests with the operators of the aircraft.
d. It is the “certificate or licence holder” (Air Operator, Pilot, Engineer, Mechanic,
Dispatcher, and Cabin Crew Member) who must ensure that they are always in
compliance with the applicable requirements and relevant safety practices.
e. CAA Nepal does have a responsibility to ensure that the air operator and other
certificate holders meets the minimum safety requirements before issuing the
certificate authorizing operation and the continuing validation of that certification.
f. All inspectors should be qualified to provide “auditor” and “administration” services
on behalf of the government regarding the certification and continued validation
processes. These roles are critical to the safety oversight system.

1B.2 THE INSPECTORS’ PRIMARY FUNCTION

a. The primary function of an inspector as described by aviation experts is to—
• Audit the aviation community (individuals, organisations and aircraft) for
conformance with the laws; regulations; requirements applicable to
aviation; and
• While doing that task, also audit for conformance to aviation industry relevant
safety practices; and
• Make a technical decision; and
• Make a record of that audit and that decision.
b. The audit tracking database is designed to allow the inspector to make a record of
that audit and the decision through simplified web browser.

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1B.3 STANDARD TERMS FOR ACTION INSPECTOR

ENTRY
The purpose of this section is to discuss the standards terms that will be used by
inspectors during its surveillance.
2.3.1 STANDARDIZED USE OF TERMS
The following terms and their application are defined in this section and should be applied
to all inspector activities—
a. Conformance
It is very important that CAA Nepal inspectors have a standard
b. Evaluation terminology regarding these critical terms. When an inspector
c. Inspection uses these terms, other inspectors and the operators should
d. Investigation interpret the term as defined there. For eg., the term Cabin Crew
e. Certification should be used for conformance with ICAO, instead of Cabin
Attendant or Flight Attendant.
f. Safety issue
2.3.2 AUDIT FOR CONFORMANCE
Conformance is defined as “an action taken by an inspector that compares the manual,
procedures, programme, system, aircraft or an individual’s performance to the
established standard.”
 Conformance Example 1: Comparing a
pilot’s performance for conformance to As an inspector goes through the
the minimum established standards for workday, he is continuously auditing for
the issuance of the licence. conformance in his conversations with
 Conformance Example 2: Comparing the aviation public, on his walks across
the contents of the aircraft technical the ramp, when he visits facilities, etc.
log for conformance with the Nepalese
Civil Aviation Requirements mandated
minimum contents for such a log. Conformance assessments become a
 Conformance Example 3: Comparing way of life for the good inspector.
the contents of an aircraft Minimum Making the technical decision, then
Equipment List for conformance with determining what should be recorded, is
the minimum required contents of the discussed in the safety issue Help
Minimum Equipment List. sections.
 Conformance Example 4: Comparing the
contents of the aircraft maintenance programme (schedule) for conformance with the
manufacturer’s Manufacturer Review Board (MRB) document.
 Conformance Example 5: Walking across the ramp where servicing, fueling and loading
activities are occurring and mentally comparing for conformance with the published
standards.
 Conformance Example 6: Seeing maintenance being performed on the ramp and
stopping to compare the work methodology for conformance with the published
standards.
 Conformance Example 7: Listening to conversations at a party about someone’s flying
exploits and mentally comparing them for conformance to the published regulations/

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requirements.
2.3.3 PRIMARY INSPECTOR AUDITING CATEGORIES
There are 3 primary categories that can be used to describe the auditing functions
performed by an inspector--
 Evaluations;
 Inspections; and
 Investigations
2.3.4 EVALUATIONS
The term, evaluation, is used to describe an
inspector action taken before the document, An “evaluation” is an act of auditing for confor-
procedure, system, aircraft or flight crew is approved mance with a published standard.
for use in aviation operations.
 Evaluation Example 1: Auditing a proposed
aircraft operating checklist before approving it for The list of evaluations in the Action numbers
use by an air carrier for the conduct of flight for each technical specialty is more than 4
operations. times longer than the inspection numbers.

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

approving it as the air carrier timetable for completing maintenance checks.
 Evaluation Example 3: Auditing a proposed aircraft
operations manual before authorizing it for use by
the air carrier’s flight crew members. Evaluations are a key process of
certification and – for the purposes of
 Evaluation Example 4: Auditing the performance of selecting Action numbers – are only
a pilot during a flight check before issuance of the accomplished before issuance of an
licence or rating. authorisation, approval, licence, or certifi-
cate.
 Evaluation Example 5: Auditing the aircraft to
determine that it meets the minimum
requirements for flight operations in the category of the airworthiness certificate to be
issued.
2.3.5 INSPECTIONS
The term, inspection, is used to describe a specific inspector action when evaluating a document,
record, procedure, individual or system that is currently approved for use in aviation.
 Inspection Example 1: Auditing an aircraft operating checklist currently being used by an air
carrier for the conduct of flight operations.
 Inspection Example 2: Auditing a maintenance
programme (schedule) currently being used by an An “inspection” is an act of auditing
air carrier for maintaining an aircraft. for conformance with a published
 Inspection Example 3: Auditing an aircraft standard.
operations manual currently being used by the air
carrier’s flight crew members.
 Inspection Example 4: Auditing the performance
of a licensed pilot during a re-examination flight check after an accident.

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 Inspection Example 5: Auditing the aircraft after  Inspections are primarily accomplished
a flight operation to determine if it met the on an ongoing basis after the certification
minimum requirements for flight operations process has been completed.
for that flight operation.  Inspections are, however, a key part of
 Inspection Example 6: Auditing the crew’s the latter stages of a certification process to
performance on a revenue flight to determine confirm that the individual or organisation is
that they are conforming to the air carrier’s ready for issuance of an authorisation.
procedures.
For Ramp Inspections, Inspectors shall use
CAA Nepal official letter.
For Audit, Inspectors should use the Discrepancy Reporting Form laid down in AOCI
Manual Volume II.
2.3.6 INVESTIGATIONS
The term, investigation, is used to describe
the overall process of inspector actions when An “investigation” usually involves an
individual or organisation that is currently
following up on a reported complaint, operating in aviation.
incident, accident or enforcement case.
Depending on its complexity, an investigation may include both evaluations and
inspections.
An investigation usually involves a series of activities conducted over a period of time.
2.3.7 CERTIFICATION
The term, certification, is used to describe the
overall process of inspector actions to
approve, licence, or certificate an individual, A “certification” usually involves a document,
individual, aircraft or organisation that is
document, procedure, record or organisation. NOT YET APPROVED for operations in
Depending on its complexity, a certification aviation.
may include both evaluations and
inspections.
For example, a certification for an original air operator certificate will include a complex
series of evaluations to approve the documentation and other arrangements, followed
by a battery of inspections before the AOC holder is approved for operations in
aviation.
But the “certification” actions associated with a single revision of a Minimum Equipment
List will probably consist only of evaluations conducted by each of the inspector
technical specialities prior to approval for use in aviation.
C. A certification usually involves a series of activities conducted over a period of time.
2.3.8 SAFETY ISSUE
The term, safety issue, is used to describe a
By definition, there is no safety issue if the
finding or observation made by an document, record, procedure, individual or
inspector as a result of almost any activity system being evaluated is not currently
(except “evaluation”). being used in aviation.
Safety issues can result from inspections,
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aviation public.
But safety issues are not generally associated with evaluations or certifications
accomplished by the technical inspector.
Examples of safety issues primarily focus on the technical inspector’s assessment that an
individual or organisation has failed, either inadvertently or by decision, to—
 Conform to aviation law, regulations and directives issued by the Federal
Democratic Republic of Nepal;
 Conform to relevant industry safety practices; or
 Maintain the required fitness to hold a certificate or licence.
The CAA Nepal will then pursue resolution of those identified safety issues. The priority
of that resolution process will be directly associated with the assessed impact to public
safety.

1B.4 AUDITING STANDARDS

The concept of auditing is based on the establishment of specific standards as the basis
for making an objective evaluation.
 The primary standards that will be applied are the current aviation
regulations/requirements, mandatory technical guidance and other relevant
industry-wide and regional safety standards.
 These regulations/ requirements and other relevant standards are derived from
the ICAO Convention, ICAO Annexes and regional agreements.
 As a signatory State, Nepal has agreed by treaty that those minimum safety
standards will be required.
To implement this, CAA Nepal has published regulations/requirements and guidance
that is applicable to the aviation community.
 The aircraft manufacturer also publish relevant technical standards and practices
in the development of the type certification and maintenance documents during
the original certification of the aircraft. A “certification” usually involves a
document, individual, aircraft or organization that is not yet approved for
operations in aviation. By definition, there is NO safety issue if the document,
record, procedure, individual or system being evaluated is not currently being
used in aviation.
 In addition, there are regional documents published by organizations outlining the
safety standards to be applied during flight in those regions.
 These constitute the standards that will be audited by the inspectors on behalf of
the CAA Nepal.

1B.5 APPLICABLE AUDITING STANDARDS

The creditability of a safety inspector’s audit findings is directly related to the basis for
making such a finding.
 Inspectors should avoid expressing personal opinions to members of the aviation
community.
 This is especially true when the inspector is not sure of the proper answer.

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The basis for making a decision, which will require resolution action by a member of the
aviation community, should be, limited to law, regulations, requirements mandatory
technical guidance, and relevant safety practices.
This is applicable to all certification evaluations and later inspections and surveillance. The
following sources may be used as a basis for evaluation decisions and discussions:
 Law
For inspector auditing purposes, applicable Nepalese law may be used and includes
treaties and other regional agreements to which Nepal is a Signatory State. The
specific law and applicable section should be cited when issuing a written evaluation
decision.
 Safety Regulations/ Requirements
For inspector auditing purposes, applicable Nepalese requirements may be used. The
specific requirements and applicable section/subsection should be cited when issuing
a written evaluation decision.
 Mandatory Technical Information
For inspector auditing purposes, technical information published by the CAA Nepal,
aircraft manufacturer or ICAO State of Design may be used. The specific source and
applicable page/ paragraph should be cited when issuing a written evaluation
decision.
 Relevant Safety Practices
For inspector auditing purposes, relevant safety practices that are published by the
CAA Nepal, ICAO and aircraft manufacturer may be used. The specific source and
applicable page/ paragraph should be cited when issuing a written evaluation
decision.

1B.6 INFORMAL DISCUSSIONS

The previous guidance is also applicable to informal discussions from the standpoint
that inspectors should confine their evaluation discussions and decisions to known
actual requirements.
Inspectors are not expected to memorize the exact source locations of regulatory
requirements.
It is possible that an inspector may make a mistake as to a specific requirement or
source document in an informal discussion. If this does happen, the inspector now has
an obligation to provide the person with the correct information.

1B.7 INSPECTOR RECOMMENDATIONS

It is true that an inspector that has creditability with the aviation community can make
recommendations that are readily accepted. It is critical that inspectors’ understand
that their personal opinions are not usually an acceptable basis for making an audit
finding.
But the acceptability of an individual inspector’s recommendations should not be the
basis for any evaluation decision. If the inspector believes that a specific safety
requirement should be published by the CAA Nepal, that individual should submit his
or her recommendation, including the proposed terminology, to the Director, Flight
Safety Standards Department for consideration.

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Inspector recommendations should be based on the applicable published auditing
standards:
 The inspector is cautioned to refrain from making recommendations based solely
on personal opinion or past experience.
 The members of the aviation community will not be expected to make changes to
their practices based on inspector personal opinions.

1B.8 PARTY TO NON-CONFORMANCE

This is not to suppose that the inspector is to say nothing when they observe non-
conformance with the legislation standards.
 It is a requirement that, as soon as an inspector recognizes that an aviation
operator or its personnel are about to get into a situation that may result in non-
conformance with the standards, the inspector must tell the individuals that they
may be in a non-conformance situation – paraphrasing the applicable legislation.
 If this is not done, the inspector has become “party” to the non-conformance.
Failure to provide this inspector input complicates, or even invalidates subsequent
resolution of the safety issues.
 It is not acceptable for an inspector to knowingly fail to advise the operator or its
individuals when it appears that non-conformance is about to occur or is
occurring.
 On the other hand, the inspector as an auditor has then accomplished his duty.
The inspector should not allow himself to be drawn into further explanations or
argumentative situations.
 Should the operator or individuals continue in the non-conformance situation, it
is not necessary for the inspector to re-emphasize the point.

1B.9 IMMEDIATE SAFETY OF FLIGHT ISSUES

The only time the inspector has an obligation to insist on corrective action is in a situation
involving immediate safety of flight.

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1 OPERATOR MANUAL INSPECTION

1.1 BACKGROUND AND OBJECTIVES

1.1.1 FOR-A para 4.2.3 and FOR-H Section 2, para 2.2.3 require each AOC holder to issue
to crew members and persons assigned operational control functions an Operations
Manual. Furthermore, FOR-A and FOR-H Appendix-1 outline the organization and
contents of the Operations Manual. The Operations Manual shall be reviewed by CAA
Nepal and shall be approved, prior to being provided for the use of personnel. FOR-A para
4.2.3.1 b) and FOR-H Section 2, para 2.2.3.1 b) requires revision of the manual as
necessary to achieve compliance with CAA Nepal requirements.
1.1.2 The objective of CAA Nepal review of the Operations Manual is to ensure that the
policies and procedures contained in the manual:
a. implement the requirements of CAA Nepal and does not conflict with the
requirements of any other State where operations will be conducted;
b. provide clear, complete and detailed operating instructions, policies and procedures
so that operational personnel are fully informed of what is required of them.
Procedures shall be effective, represent sound safety philosophy and be capable of
being accomplished;
c. make provisions for revision to ensure that the information contained therein is kept
up to date;
d. present the necessary guidance and instructions to personnel in a suitable and
convenient format; and
e. outline standardized procedures for all crew member functions.

1.2 MANUAL ORGANIZATION

1.2.1 In order to accomplish the above requirements and effectively organize policy and
instructions, that portion of an operator’s overall manual system which applies
specifically to operations personnel is typically divided into several volumes. The size, as
well as the number of volumes, of the operations manual will depend upon the size and
complexity of the proposed operations. The overall manual system may be organized in
any manner which adequately provides guidance concerning all important aspects of the
operation.
1.2.2 The operations manual shall be organized with the following structure:
a. general;
b. aircraft operating information;
c. area, routes and aerodromes; and
d. training.

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1.3 GENERAL OPERATIONS MANUAL INSPECTION AREAS

Inspectors shall review the air operator’s operations manual or manual system to ensure
that it contains information in sufficient detail to permit all flight operations personnel to
perform their duties safely and efficiently. The following areas shall be evaluated:
a. organization and readability: The manual(s) shall be organized so that information
specific to various employee positions and types of operations is easy to locate, clear,
concise, and unambiguous. Table of Contents shall be detailed enough so that
specific subject areas may be easily and expeditiously located. Type quality,
illustrations, and graphics shall be clear and readable. Each manual shall be
numbered and issued according to a specific distribution list, and each holder made
responsible for its prompt and accurate update. The distribution list shall contain all
operations personnel and others requiring the information therein for proper
performance of their duties. Those parts of the manual required to be carried on
board each aircraft shall be designed for convenient use and all parts shall permit
ready and accurate reference;
b. validity and accuracy: Technical information contained in manuals such as weight
and balance charts, performance charts, limitations, etc. shall accurately reflect data
provided from the manufacturer or have been developed through the use of
accepted and approved methods;
c. continuity: Information presented in the various sections or volumes of a manual
shall be consistent with that presented in other sections;
d. currency and conformity: Information contained in manuals shall reflect current
company organization, equipment, procedures and policies. The manual(s) shall be
easy to update and contain a list of effective pages;
e. distribution and availability: The operator shall have an effective system for
distributing and updating manuals. There shall be no question as to who has
responsibility for entering changes in specific manuals. CAA Nepal must be provided
with copies of all manuals;
f. approvals: FOR-A para 4.2.3.2 a) and FOR-H para 2.2.3.2 require that certain
portions of the Operations Manual be reviewed in detail and approved by CAA Nepal,
while other portions of the Operations Manual are to be acceptable to CAA Nepal.
For aspects of the Operations Manual to be acceptable to CAA Nepal, inspectors shall
conduct a specific evaluation to ensure that the information provided is in
accordance with the applicable requirements and/or CAA Nepal Guidance Material.
Where Nepal is not the State of registry, then inspectors shall ensure the operator
complies with the applicable approvals issued by the State of Registry and/or State
of Design in addition to CAA Nepal requirements;
g. content: The air operator operations manual inspection checklist/report form which
appears at the end of this chapter and the forms FOS-FORM-CL-107-OM and CL-108-
OMCE will be used for all operations manual inspections. The focus of the manual
inspection will be to evaluate the operator’s Operations Manual in the areas listed
above. The “content” area of the form contains a checklist of the minimum subject
areas which shall be adequately addressed in the operator's manual(s). The checklist
items in the “content” area are designed to be used for all operators. Certain items
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may not apply to a particular operator in which case the checklist item shall be
annotated – not applicable. More specific information on each checklist item is
outlined below. In determining the acceptability of the material contained in the
manual(s), inspectors will need to often cross reference against the applicable
requirements and CAA Nepal Guidance Material;
Note— Training subjects are not included in this chapter as they are contained in
Chapter 4 of this volume.

1.4 SPECIFIC OPERATIONS MANUAL INSPECTION AREAS

1.4.1 General part/section. The general part or section of the operations manual shall
contain at least the following:
a. Administration and control of operations manual:
1) introduction
i) a statement that the manual complies with all applicable CAA Nepal regulations
and requirements and with the terms and conditions of the applicable Air
Operator Certificate;
ii) a statement that the manual contains operational instructions that are to be
complied with by the relevant personnel in the performance of their duties;
iii) a list and brief description of the various operations manual parts, their contents,
applicability and use; and
iv) explanations and definitions of terms and words used in the manual;
2) system of amendment and revision:
i) an operations manual shall describe who is responsible for the issuance and
insertion of amendments and revisions;
ii) a record of amendments and revisions with insertion dates and effective dates is
required;
iii) a statement that hand-written amendments and revisions are not permitted
except in situations requiring immediate amendment or revision in the interest of
safety;
iv) a description of the system for the annotation of pages and their effective dates;
v) a list of effective pages and their effective dates;
vi) annotation of changes (on text pages and as practicable, on charts and diagrams);
vii) a system for recording temporary revisions;
viii) a description of the distribution system for the manuals, amendments and
revisions; and
ix) a statement of who is responsible for notifying the CAA Nepal of proposed
changes and working with the authority on changes requiring approval;
b. organization and responsibilities:
1) organizational structure: A description of the organizational structure, including the
general company organization and operations department organization. The
relationship between the operations department and other departments of the
company. In particular, the subordination and reporting lines of all divisions,

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departments etc., which pertain to the safety of flight operations shall be shown.
Instructions outlining the responsibilities of operations personnel pertaining to the
conduct of flight operations;
2) responsible manager: The name of each manager responsible for flight operations,
the maintenance system, crew training and ground operations shall be listed. A
description of their function and responsibilities shall be included;
3) responsibilities and duties of operations management personnel: A description of
the duties, responsibilities of operations management personnel pertaining to the
safety of flight operations and with compliance with applicable requirements shall be
listed;
4) duties and responsibilities of a PIC: A statement defining the duties and
responsibilities of the PIC shall be listed;
5) duties and responsibilities of crew members other than the PIC: A statement defining
the duties and responsibilities of all required aircraft crew members shall be listed;
c. operational control and supervision:
1) supervision of the operation by the AOC holder: A description of the system for
supervision of the operation by the AOC holder shall be listed. This description shall
show how the safety of flight operations and the qualifications of personnel involved
in all such operations are supervised and monitored. In particular, the procedures
related to the following items shall be described:
i) specifications for the operational flight plan;
ii) competence of operations personnel; and
iii) control, analysis and storage of records, flight documents, additional information
and safety related data;
2) system of promulgation of additional operational instructions and information: A
description of any system for promulgating information which may be of an
operational nature but is supplementary to that in the operations manual. The
applicability of this information and the responsibilities for its promulgation shall be
included;
3) operational control: A description of the objectives, procedures, and responsibilities
necessary to exercise operational control with respect to flight safety;
d. crew:
1) crew composition: An explanation of the method for determining crew compositions
taking into account of the following:
i) experience (total and on type), recency and qualification of the crew members;
ii) the designation of the PIC and, if required by the duration of the flight, the
procedures for the relief of the PIC or other members of the flight crew; and
iii) the flight crew for each type of operation including the designation of the
succession of command;
2) designation of the PIC: The rules applicable to the designation of a PIC;
3) flight crew incapacitation: Instructions on the succession of command in the event of
flight crew incapacitation;

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e. flight crew, cabin crew, flight operations officer and other operations personnel
qualifications:
1) qualifications: A description of the required licence rating(s),
qualification/competency (e.g., for routes and aerodromes) experience, training,
checking and recency of experience for operations personnel to conduct their duties.
Consideration shall be given to the aircraft type, kind of operation, and composition
of the crew;
2) flight crew: Operation on more than one type or variant;
3) cabin crew:
i) senior cabin crew member;
ii) cabin crew member;
– required cabin crew member;
– additional cabin crew member; and
– cabin crew member during familiarization flights;
iii) operation on more than one type or variant;
4) other operations personnel;
f. flight and duty time:
1) flight and duty time limitations and rest schemes:
i) flight crew;
ii) cabin crew;
g. crew health:
1) crew health precautions: The relevant regulations and guidance for crew members
concerning health including:
i) alcohol and other intoxicating liquor;
ii) narcotics;
iii) drugs;
iv) sleeping tablets;
v) pharmaceutical preparations;
vi) immunization;
vii) self-contained underwater breathing apparatus (SCUBA) diving;
viii) blood donation;
ix) meal precautions prior to and during flight;
x) sleep and rest; and
xi) surgical operations;
h. operating procedures:
1) flight preparation instructions: As applicable to the operation:
i) criteria for determining the usability of aerodromes;
ii) the method for determining minimum flight altitudes;
iii) the method for determining aerodrome operating minima;
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iv) en-route operating minima for visual flight rules (VFR) flights. A description of en
route operating minima for VFR flights or VFR portions of a flight and, where
single-engine aircraft are used, instructions for route selection with respect to the
availability of surfaces which permit a safe forced landing;
v) presentation and application of aerodrome and en-route operating minima;
vi) interpretation of meteorological information. Explanatory material on the
decoding of meteorological (MET) forecasts and MET reports relevant to the area
of operations, including the interpretation of conditional expressions;
vii) determination of the quantities of fuel and oil carried. The specific instructions
and methods by which the quantities of fuel and oil to be carried are determined
and monitored in flight. This section shall also include instructions on the
measurement and distribution of the fluid carried on board. Such instructions shall
take account of all circumstances likely to be encountered on the flight, including
the possibility of in-flight re-planning and of failure of one or more of the aircraft’s
power plants, and possible loss of pressurization. The system for maintaining fuel
and oil records shall also be described;
vii) mass and centre of gravity. The general principles of mass and centre of gravity
including:
– the policy for using either standard and/or actual masses;
– the method for determining the applicable passenger, baggage and cargo
mass;
– the applicable passenger and baggage masses for various types of operations
and aircraft type;
– general instruction and information necessary for verification of the various
types of mass and balance documentation in use;
– last minute changes procedures;
– seating policy/procedures; and
– list of documents, forms and additional information to be carried during a
flight;
i. ground handling arrangements and procedures:
1) fuelling procedures: A description of fuelling procedures, including:
i) safety precautions during refuelling and defueling including when an auxiliary
power-unit (APU) is in operation or when a turbine engine is running and, if
applicable, the propeller brakes are on;
ii) refuelling and defueling when passengers are embarking, on board or
disembarking;
iii) precautions to be taken to avoid mixing fuels; and
iv) method to ensure the required amount of fuel is loaded.
2) aircraft, passengers and cargo handling procedures related to safety: A description
of the handling procedures to be used when allocating seats and embarking and
disembarking passengers and when loading and unloading the aircraft. Further
procedures, aimed at achieving safety whilst the aircraft is on the ramp, shall also be
given. Handling procedures shall include:
i) sick passengers and persons with reduced mobility;
ii) permissible size and weight of hand baggage;

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iii) loading and securing of items in the aircraft;
iv) special loads and classification of load compartments (i.e., dangerous goods, live
animals, etc.);
v) positioning of ground equipment;
vi) operation of aircraft doors;
vii) safety on the ramp, including fire prevention, blast and suction areas;
viii) start-up, ramp departure and arrival procedures;
ix) servicing of aircraft;
x) documents and forms; and
xi) multiple occupancy of aircraft seats;
3) procedures for the refusal of embarkation: Procedures to ensure that persons who
appear to be intoxicated or who demonstrate by manner or physical indications that
they are under the influence of alcohol or drugs, except medical patients under proper
care, are refused embarkation;
4) de-icing and anti-icing on the ground (as applicable): Instructions for the conduct
and control of ground de-icing/anti-icing operations. A description of the de-icing and
anti-icing policy and procedures for aircraft on the ground. These shall include
descriptions of the types and effects of icing and other contaminants on aircraft while
stationary, during ground movements and during take-off. In addition, a description
of the fluid types used shall be given including:
i) proprietary or commercial names;
ii) characteristics;
iii) effects on aircraft performance;
iv) precautions during usage;
j. flight procedures and flight navigation equipment:
1) a description of flight procedures, including:
i) standard operating procedures (SOP) for each phase of flight;
ii) instructions on the use of normal checklists and the timing of their use;
iii) departure contingency procedures;
iv) instructions on the maintenance of altitude awareness and the use of automated
or flight crew altitude call-outs;
v) instructions on the use of autopilots and auto-throttles in instrument
meteorological conditions (IMC);
vi) instructions on the clarification and acceptance of ATC clearances, particularly
where terrain clearance is involved;
vii) departure and approach briefings;
viii) procedures for familiarization with areas, routes and aerodromes;
ix) stabilized approach procedure;
x) limitation on high rates of descent near the surface;
xi) conditions required to commence or to continue an instrument approach;
xii) instructions for the conduct of precision and non-precision instrument approach
procedures;
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xiii) allocation of flight crew duties and procedures for the management of crew
workload during night and IMC instrument approach and landing operations;
xiv) the circumstances in which a radio listening watch is to be maintained; and
xv) instructions and training requirements for the use of head-up-displays (HUD) and
enhanced vision systems (EVS) equipment as applicable;
2) navigation equipment: A list of the navigational equipment to be carried including
any requirements relating to operations where performance-based navigation is
prescribed;
3) navigation procedures: A description of all navigation procedures relevant to the
type(s) and area(s) of operation. Consideration shall be given to:
i) standard navigational procedures including policy for carrying out independent
cross-checks of keyboard entries where these affect the flight path to be followed
by the aircraft;
ii) in-flight re-planning;
iii) procedures in the event of system degradation;
iv) where relevant to the operations, the long range navigation procedures, engine
failure procedure for extended diversion time operation (EDTO) and the
nomination and utilization of diversion aerodromes;
v) instructions and training requirements for the avoidance of controlled flight into
terrain and policy for the use of the ground proximity warning system (GPWS);
vi) policy, instructions, procedures and training requirements for the avoidance of
collisions and the use of the airborne collision avoidance system (ACAS);
vii) information and instructions relating to the interception of civil aircraft including:
– procedures for pilots-in-command of intercepted aircraft; and
– visual signals for use by intercepting and intercepted aircraft;
viii) for aeroplanes intended to be operated above 49 000 ft (15 000 m):
– information which will enable the pilot to determine the best course of action
to take in the event of exposure to solar cosmic radiation; and
– procedures in the event that a decision to descend is taken, covering:
• the necessity of giving the appropriate air traffic services (ATS) unit prior
warning of the situation and of obtaining a provisional descent clearance;
and
• the action to be taken in the event that communication with ATS unit
cannot be established or is interrupted;
4) policy and procedures for in-flight fuel management:
5) adverse and potentially hazardous atmospheric conditions: Procedures for operating
in, and/or avoiding, potentially hazardous atmospheric conditions including:
i) thunderstorms;
ii) icing conditions;
iii) turbulence;
iv) wind shear;
v) jet stream;
vi) volcanic ash clouds;
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vii) heavy precipitation;
viii) sand storms;
ix) mountain waves; and
x) significant temperature inversions;
6) operating restrictions:
i) cold weather operations;
ii) take-off and landing in turbulence;
iii) low-level wind shear operations;
iv) crosswind operations (including tail wind components);
v) high temperature operations;
vi) high altitude operations;
7) incapacitation of crew members: Procedures to be followed in the event of
incapacitation of crew members in flight. Examples of the types of incapacitation and
the means for recognizing them shall be included;
8) cabin safety requirements: Procedures covering:
i) cabin preparation for flight, in-flight requirements and preparation for landing
including procedures for securing cabin and galleys;
ii) procedures to ensure that passengers are seated where, in the event that an
emergency evacuation is required, they may best assist and not hinder evacuation
from the aircraft;
iii) procedures to be followed during passenger embarkation and disembarkation;
iv) procedures for fuelling with passengers on board, embarking, or disembarking;
v) smoking on board; and
vi) use of portable electronic equipment and cellular telephones;
9) passenger briefing procedures:The contents, means, and timing of passenger
briefing;
10) procedures for use of cosmic or solar radiation detection equipment – aeroplanes:
Procedures for the use of cosmic or solar radiation detection equipment and for
recording its readings including actions to be taken in the event that limit values
specified in the operations manual are exceeded. In addition, the procedures,
including ATC procedures, to be followed in the event that a decision to descend or
re-route is taken.
k. all-weather operations;
l. use of the minimum equipment list (MEL) and configuration deviation list (CDL);
m. non-revenue flights. Procedures and limitations for:
1) training flights;
2) test flights;
3) delivery flights;
4) ferry flights;
5) demonstration flights; and
6) positioning flights, including the kind of persons who may be carried on such flights

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n. oxygen requirements: An explanation of the conditions under which oxygen shall be
provided and used
o. dangerous goods and weapons:
1) transport of dangerous goods: Information, instructions and general guidance on the
transport of dangerous goods including:
i) AOC holder’s policy on the transport of dangerous goods;
ii) guidance on the requirements for acceptance, labelling, handling, stowage and
segregation of dangerous goods;
iii) procedures and actions to be taken for responding to emergency situations
involving dangerous goods;
iv) duties of all personnel involved; and
v) instructions on the carriage of the AOC holder’s employees;
2) transport of weapons: The conditions under which weapons, munitions of war and
sporting weapons may be carried;
p. security:
1) security policies and procedures: A description of security policies and procedures for
handling and reporting crime on board such as unlawful interference, sabotage, bomb
threats, and hijacking;
2) security instructions and guidance: Security instructions and guidance of a non-
confidential nature which shall include the CAA Nepal and responsibilities of
operations personnel;
3) preventative security measures and training: A description of preventative security
measures and training;
Note — Parts of the security instructions and guidance may be kept confidential.
q. handling of accidents and occurrences: Procedures for the handling, notifying and
reporting of accidents and occurrences. This section shall include:
1) definitions of accidents and occurrences and the relevant responsibilities of all
persons involved;
2) the descriptions of which company departments, Authorities or other institutions
have to be notified by which means and in which sequence in case of an accident;
3) special notification requirements in the event of an accident or occurrence when
dangerous goods are being carried;
4) a description of the requirements to report specific occurrences and accidents;
5) the forms used for reporting and the procedure for submitting them to the [insert
agency to report accidents and serious incidents] shall also be included; and
6) procedures for pilots-in-command observing an accident;
r. rules of the air: Rules of the air including:
1) territorial application of the rules of the air;
2) the circumstances during which a radio listening watch shall be maintained;
3) ATC clearances, adherence to flight plan and position reports;
4) the ground/air visual codes for use by survivors, description and use of signal aids;
and

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5) distress and urgency signals;
s. safety management system (SMS): Details of the safety management system;
Note — The requirements for acceptance of SMS Manual/Programme are contained in Chapter 2
of this volume.
1.4.2 Aircraft operating information: The part or section containing aircraft operating
information shall contain at least the following:
a) general information and units of measurement: General Information (e.g., aircraft
dimensions), including a description of the units of measurement used for the operation
of the aircraft type concerned and conversion tables;
b) limitations:
1) certification and operational limitations: A description of the certified limitations and
the applicable operational limitations including:
i) certification status;
ii) passenger seating configuration for each aircraft type including a pictorial
presentation;
iii) types of operation that are approved (e.g. IFR/VFR, CAT II/III, flights in known icing
conditions, RVSM, RNP AR etc.);
iv) crew composition;
v) operating within mass and centre of gravity limitations;
vi) speed limitations;
vii) flight envelopes;
viii) wind limits including operations on contaminated runways;
ix) performance limitations for applicable configurations;
x) runway slope;
xi) limitations on wet or contaminated runways;
xii) airframe contamination; and
xiii) post landing;
c) normal procedures: The normal procedures and duties assigned to the crew, the
appropriate checklists, the system for use of the checklists and a statement covering the
necessary coordination procedures between flight and cabin crew. The following normal
procedures and duties shall be included:
1) pre-flight;
2) pre-departure and loading;
3) altimeter setting and checking;
4) taxi, take-off and climb;
5) noise abatement;
6) cruise and descent;
7) approach, landing preparation and briefing;
8) VFR approach;
9) instrument approach;
10) visual approach and circling;
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11) missed approach;
12) normal landing;
13) post-landing; and
14) operation on wet and contaminated runways;
d) specific flight deck procedures:
1) determining airworthiness of aircraft;
2) obtaining flight release;
3) initial cockpit preparation;
4) standard operating procedures;
5) cockpit discipline;
6) standard call-outs;
7) communications;
8) flight safety;
9) push-back and towing procedures;
10) taxi guidelines and ramp signals;
11) take-off and climb out procedures;
12) choice of runway;
13) take-off in limited visibility;
14) take-off in adverse weather;
15) use and limitations of weather radar;
16) use of landing lights;
17) monitoring of flight instruments;
18) power settings for take-off;
19) malfunctions during take-off;
20) rejected take-off decision;
21) climb, best angle, best rate;
22) sterile cockpit procedures;
23) en-route and holding procedures;
24) cruise control;
25) navigation log book;
26) descent, approach and landing procedures;
27) reporting maintenance problems;
28) how to obtain maintenance and service en-route;
e) abnormal and emergency procedures and duties: The manual shall contain a listing of
abnormal and emergency procedures assigned to crew members with appropriate
checklists that include a system for use of the check-lists and a statement covering the
necessary co-ordination procedures between flight and cabin crew. The following
abnormal and emergency procedures and duties shall be included:
1) crew incapacitation;
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2) fire and smoke drills;
3) unpressurised and partially pressurized flight; as applicable;
4) exceeding structural limits such as overweight landing;
5) exceeding cosmic radiation limits; as applicable;
6) lightning strikes;
7) distress communications and alerting ATC to emergencies;
8) engine failure;
9) system failures;
10) guidance for diversion in case of serious technical failure;
11) ground proximity warning;
12) ACAS warning;
13) windshear;
14) emergency landing/ditching;
15) aircraft evacuation;
16) fuel jettisoning (as applicable) and overweight landing;
17) general considerations and policy;
18) fuel jettisoning procedures and precautions;
20) emergency procedures;
21) emergency descent;
22) low fuel;
23) dangerous goods incident or accident;
24) interception procedures;
25) emergency signal for cabin crew members;
26) communication procedures; and
27) radio listening watch;
f) performance data: Performance data shall be provided in a form in which it can be used
without difficulty. Performance material which provides the necessary data to allow the
flight crew to comply with the approved aircraft flight manual performance requirements
shall be included to allow the determination of:
1) take-off climb limits – mass, altitude, temperature;
2) take-off field length limits (dry, wet, contaminated);
3) net flight path data for obstacle clearance calculation or, where applicable, take-off
flight path;
4) the gradient losses for banked climb outs;
5) en-route climb limits;
6) approach climb limits;
7) landing climb limits;
8) landing field length limits (dry, wet, contaminated) including the effects of an in-flight
failure of a system or device, if it affects the landing distance;

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9) brake energy limits; and
10) speeds applicable for the various flight stages (also considering wet or contaminated
runways);
g) supplementary performance data: Supplementary data covering:
1) flights in icing conditions;
2) the maximum crosswind and tailwind components for each aeroplane type operated
and the reductions to be applied to these values having regard to gust, low visibility,
runway surface conditions, crew experience, use of autopilot, abnormal or emergency
circumstances, or any other relevant operational factors;
3) any certified performance related to an allowable configuration, or configuration
deviation, such as anti-skid inoperative, shall be included;
h) other acceptable performance data: If performance data, as required for the appropriate
performance class, is not available in the approved AFM, then other data acceptable to
the CAA Nepal shall be included. Alternatively, the operations manual may contain cross-
reference to the approved data contained in the AFM where such data is not likely to be
used often or in an emergency;
i) additional performance data: Additional performance data where applicable including:
1) all engine climb gradients;
2) drift-down data;
3) effect of de-icing/anti-icing fluids;
4) flight with landing gear down;
5) for aircraft with three or more engines, one engine inoperative ferry flights; and
6) flights conducted under the provisions of a configuration deviation list (CDL).
j) flight planning
1) flight planning data: Specific data and instructions necessary for pre-flight and in-
flight planning including factors such as speed schedules and power settings. Where
applicable, procedures for engine(s) out operations, EDTO and flights to isolated
aerodromes shall be included for the flight plan and the operational flight plan;
2) fuel and oil calculations: The method for calculating fuel needed for the various
stages of flight;
k) mass and balance:
1) calculating mass and balance: Instructions and data for the calculation of mass and
balance including:
i) calculation system (e.g. index system);
ii) information and instructions for completion of mass and balance documentation,
including manual and computer generated types;
iii) limiting mass and centre of gravity of the various versions;
iv) dry operating mass and corresponding centre of gravity or index;
l) loading:
1) loading procedures: Instructions for loading and securing the load in the aircraft;
i) use of aircraft systems and associated controls;
2) loading dangerous goods: The operations manual shall contain a method to notify
the PIC when dangerous goods are loaded in the aircraft (if applicable);
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m) survival and emergency equipment including oxygen:
1) list of survival equipment to be carried:
i) A list of the survival equipment to be carried for the routes to be flown and the
procedures for checking the serviceability of this equipment prior to take-off.
Instructions regarding the location, accessibility and use of survival and
emergency equipment and its associated check list(s) shall also be included;
2) ground – air visual signal: Instructions illustrating the ground-air visual signal code
for use by survivors shall also be included;
3) oxygen usage: The procedure for determining the amount of oxygen required and the
quantity that it available. The flight profile, number of occupants and possible cabin
decompression shall be considered. The information provided shall be in a form in
which it can be used without difficulty;
4) emergency equipment usage. A description of the proper use of the following
emergency equipment, if applicable:
i) life jackets;
ii) life rafts;
iii) medical kits/first aid kits;
iv) survival kits;
v) emergency locator transmitter (ELT);
vi) visual signaling devices;
vii) evacuation slides;
viii) emergency lighting;
n) emergency evacuation procedures:
1) instructions for emergency evacuation: Instructions for preparation for emergency
evacuation including crew co-ordination and emergency station assignment;
2) emergency evacuation procedures: A description of the duties of all members of the
crew for the rapid evacuation of an aircraft and the handling of the passengers in the
event of a forced landing, ditching or other emergency;
o) aircraft systems: A description of the aircraft systems, related controls and indications
and operating instructions.
Note —MEL/CDLs would be contained in a separate document for each aircraft type. Chapter 3
of Volume II contains the detailed procedures for the review and approval of the MEL/CDL.
1.4.3 Route guide: The route guide part or section of the operations manual shall contain at
least the following:
a) the route guide will ensure that the flight crew will have for each flight, information
relating to communication facilities, navigation aids, aerodromes, instrument
approaches, instrument arrivals and instrument departures as applicable for the
operation, and such other information as the operator may deem necessary in the proper
conduct of flight operations;
b) each route guide shall contain at least the following information:
1) the minimum flight altitudes for each aircraft to be flown;
2) aerodrome operating minima for each of the aerodromes that are likely to be used as
aerodromes of intended landing or as alternate aerodromes;

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3) the increase of aerodrome operating minima in case of degradation of approach or
aerodrome facilities;
4) the necessary information for compliance with all flight profiles required by
regulations/requirements, including but not limited to, the determination of:
i) take-off runway length requirements for dry, wet and contaminated conditions,
including those dictated by systems failures which affect the take-off distance;
ii) take-off climb limitations;
iii) en-route climb limitations;
iv) approach climb limitations and landing climb limitations;
v) landing runway length requirements for dry, wet and contaminated conditions,
including systems failures which affect the landing distance; and
vi) supplementary information, such as tire speed limitations.

1.5 PROCEDURE TO REVIEW THE MANUAL

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

Appendix-41 of this volume and Attachment A to Appendix-41 contains the procedure and
checklist to be used to verify Part B of the applicant’s Operations Manual. It shall be used by
inspectors prior to filling the forms of Attachment A as well as FORM-CL-107 and FORM-CL-108.

Appendix-42 of this volume and Attachment A to Appendix-42 contains the procedure and
checklist to be used to verify Part C of the applicant’s Operations Manual. It shall be used by
inspectors prior to filling the forms of Attachment A as well as FORM-CL-107 and FORM-CL-108.

Appendix-43 of this volume and Attachment A to Appendix-43 contains the procedure and
checklist to be used to verify Part D of the applicant’s Operations Manual. It shall be used by
inspectors prior to filling the forms of Attachment A as well as FORM-CL-107 and FORM-CL-108.

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Attachment A
CAA NEPAL OPERATIONS MANUAL INSPECTION CHECKLIST/ REPORT

Operator: Date:

Location: Inspector:

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

 S/U/NA

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

1. Administration and control of operations manual

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

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

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

OVERALL RESULT: Inspector’s

signature:

Satisfactory Name:

Unsatisfactory Date:

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2 SMS MANUAL ACCEPTANCE

2.1 BACKGROUND AND OBJECTIVES

2.1.1 FOR-A para 3.3.3; FOR-H Section 2 para 1.3.3; NCAR Part-M (NCAR M.A.712 (g)) and NCAR
Part-145 (NCAR 145.A.65 (d)) requires an AOC holder, CAMO and AMO to implement a Safety
Management System acceptable to the CAA Nepal that as a minimum:
a) identifies safety hazards;
b) ensures the implementation of remedial action necessary to maintain agreed safety
performance;
c) provides for continuous monitoring and regular assessment of the safety performance; and
d) aims at a continuous improvement of the overall performance of the safety management
system.
2.1.2 Civil Aviation Requirements for SMS (CAR-19) also outline the framework for the
implementation and maintenance of an SMS. Some elements of SMS are quite complex, thus
effective implementation of an SMS by an air operator, CAMO and AMO will typically take several
years. Nevertheless, the framework for the implementation and maintenance of an SMS must be
established and accepted by the CAA Nepal during the initial certification of an air operator,
CAMO and AMO. The objective of this chapter is to provide guidance and direction to inspectors
for the initial acceptance of the air operators, CAMO and AMO safety management system.

2.2 GENERAL SMS ACCEPTANCE PRACTICES AND

PROCEDURES
2.2.1 The acceptance of a SMS is an important part of the overall certification process.
Acceptance Team (hereinafter referred to as the Team) will complete an acceptance exercise on
the applicant organization in accordance with the procedures described in this section. The
acceptance exercise is a two-part process comprising of a documentation review and an on-site
review. Its purpose is to confirm that elements of the SMS are documented, in place and ready
to be used. The exercise does not test the effectiveness of the system. The depth of the on-site
review is at the discretion of the team leader, and may be based on the results of the
documentation review and any information uncovered while on-site. The issuance of an AOC,
CAMO Approval, AMO Approval is dependent on the satisfactory review and acceptance of the
applicant’s SMS.

2.3 SPECIFIC SMS ACCEPTANCE REVIEW

2.3.1 Documentation Review
2.3.1.1 The objective of a documentation review is to identify omissions or deficiencies in the
submitted documentation. It is not intended to establish if the described policies, procedures
and processes are effective. This particular part of the certification is a desktop exercise that does
not involve an on-site visit and is intended to confirm that the applicant has documented their
program in a manner that meets the requirements.

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

2.4 CONCLUSION OF THE SMS ACCEPTANCE EXERCISE

Once the on-site review has been completed satisfactorily, the team leader shall sign the SMS
Review Guide. This does not constitute an acceptance of the referenced documentation, but
rather indicates that all available company documentation was validated on site and the SMS
portion of the organization is acceptable for initial certification of the air operator, CAMO and
AMO.

2.5 SMS ASSESSMENT

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

2.6 PROCEDURE FOR VERIFICATION OF AN SMS MANUAL

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

2.7 PROCEDURE FOR VERIFICATION OF AN SMS

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

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Attachment B
SMS REVIEW GUIDE — ACCEPTANCE
Instructions:
1. Air operators, CAMO and AMO are to complete Part A.
2. Lines that are shaded do not need to be completed. Those questions will be checked by the inspectors during on-
site acceptance review of the SMS.
3. Once Part A is completed, inspectors will review the information provided by the air operator, CAMO and AMO
and complete Part B.
4. The completed review guide will be used by inspectors to plan the on-site acceptance review of the SMS.
PART A PART B
(TO BE COMPLETED BY COMPANY) (TO BE COMPLETED BY CAA NEPAL)
EXPECTATIONS
NO. Document Company CAA Nepal FOD & AWID
reference comment Comment Inspector Sign.
Components and elements
Component 1 — SAFETY POLICY AND OBJECTIVES
Element 1.1 — Management commitment and responsibility
Reference: (CAR-19 Appendix-2 Para 1.1; NCAR Part-145 Appendix-V & NCAR Part-M Appendix-XIV)
1 Is there a safety policy in place?
Does the safety policy reflect senior management commitments
2
regarding safety management?
The safety policy is appropriate to the size, nature and complexity
3
of the organization.
4 The safety policy is relevant to aviation safety.
5 Is the safety policy signed by the Accountable Executive?
Is the safety policy communicated, with visible endorsement,
6
throughout the [organization]?
Is the safety policy periodically reviewed to ensure it remains
7
relevant and appropriate to the [organization]?
Element 1.2 — Safety accountabilities
Reference: (CAR-19 Appendix-2 Para 1.2; NCAR Part-145 Appendix-V &NCAR Part-M Appendix-XIV)
Has the [organization] identified an Accountable Executive who,
irrespective of other functions, shall have ultimate responsibility
1
and accountability, on behalf of the [organization], for the
implementation and maintenance of the SMS?
Does the Accountable Executive have full control of the financial
2 and human resources required for the operations authorized to
be conducted under the operations certificate?
Does the Accountable Executive have final authority over all
3
aviation activities of his organization?
Has the organization identified and documented the safety
4 accountabilities of management as well as operational personnel
with respect to the SMS?
Is there a safety committee or review board for the purpose of
5
reviewing SMS and safety performance?
Is the safety committee chaired by the Accountable Executive or
6 by an appropriately assigned deputy, duly substantiated in the
SMS manual?
Does the safety committee include relevant operational or
7
departmental heads as applicable?

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PART A PART B
(TO BE COMPLETED BY COMPANY) (TO BE COMPLETED BY CAA NEPAL)
EXPECTATIONS
NO. Document Company CAA Nepal FOD & AWID
reference comment Comment Inspector Sign.
Components and elements
Are there safety action groups that work in conjunction with the
8
safety committee? (large/complex organizations as appropriate)
Element 1.3 — Appointment of key safety personnel
Reference: (CAR-19 Appendix-2 Para 1.3; NCAR Part-145 Appendix-V & NCAR Part-M Appendix-XIV)
Has the organization appointed a qualified person to manage and
1
oversee the day-to-day operation of the SMS?
Does the qualified person have direct access or reporting to the
2 Accountable Executive concerning the implementation and
operation of the SMS?
The manager responsible for administering the SMS does not
3 hold other responsibilities that may conflict or impair his role as
SMS manager.
The SMS Manager is a senior management position not lower
4
than or subservient to other operational or production positions
Element 1.4 — Coordination of emergency response planning
Reference: (CAR-19 Appendix-2 Para 1.4; NCAR Part-145 Appendix-V & NCAR Part-M Appendix-XIV)
Does the [organization] have an emergency response/
1 contingency plan appropriate to the size, nature and complexity
of the organization?
Does the Emergency/Contingency plan address all possible or
2 likely emergency/crisis scenarios relating to the organization’s
aviation product or service deliveries?
Does the ERP include procedures for the continuing safe
3 production, delivery or support of its aviation products or services
during such emergencies or contingencies?
Is there a plan and record for drills or exercises with respect to
4
the ERP?
Does the ERP address necessary coordination of its emergency
5 response/contingency procedures with the emergency/response
contingency procedures of other organizations where applicable?
Does the [organization] have a process to distribute and
6 communicate the ERP to all relevant personnel, including
relevant external organizations?
Is there a procedure for periodic review of the ERP to ensure its
7
continuing relevance and effectiveness?
Element 1.5 — SMS documentation
Reference: (CAR-19 Appendix-2 Para 1.5; NCAR Part-145 Appendix-V & NCAR Part-M Appendix-XIV)
There is a top level SMS summary or exposition document which
1 is approved by the Accountable Manager and accepted by the
CAA Nepal.
Does the SMS documentation address the organization’s SMS and
2
its associated components and elements?
Is the organization’s SMS framework in alignment to the
3
regulatory SMS framework?
Does the organization maintain a record of relevant supporting
4 documentation pertinent to the implementation and operation
of the SMS?

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PART A PART B
(TO BE COMPLETED BY COMPANY) (TO BE COMPLETED BY CAA NEPAL)
EXPECTATIONS
NO. Document Company CAA Nepal FOD & AWID
reference comment Comment Inspector Sign.
Components and elements
Does the organization have a SMS implementation plan to
5 establish its SMS implementation process, including specific tasks
and their relevant implementation milestones?
Does the SMS implementation plan address the coordination
6 between the service provider’s SMS and the SMS of external
organizations where applicable?
Is the SMS implementation plan endorsed by the Accountable
7
Executive?

Component 2 — SAFETY RISK MANAGEMENT

Element 2.1 — Hazard identification
Reference: (CAR-19 Appendix-2 Para 2.1; NCAR Part-145 Appendix-V & NCAR Part-M Appendix-XIV)
There is a process for voluntary hazards/threats reporting by all
1
employees.
Is the voluntary hazard/threats reporting simple, available to all
2 personnel involved in safety-related duties and commensurate
with the size of the service provider?
Does the [organization’s] SDCPS include procedures for incident/
3
accident reporting by operational or production personnel?
Is incident/ accident reporting simple, accessible to all personnel
4 involved in safety-related duties and commensurate with the size
of the service provider?
Does the [organization] have procedures for investigation of all
5
reported incident/accidents?
Are there procedures to ensure that hazards/threats identified or
uncovered during incident/accident investigation processes are
6
appropriately accounted for and integrated into the
organization’s hazard collection and risk mitigation procedure?
Are there procedures to review hazards/threats from relevant
7 industry reports for follow up actions or risk evaluation where
applicable?
Element 2.2 — Safety risk assessment and mitigation
Reference: (CAR-19 Appendix-2 Para 2.2; NCAR Part-145 Appendix-V & NCAR Part-M Appendix-XIV)
Is there a documented hazard identification and risk mitigation
1 (HIRM) procedure involving the use of objective risk analysis
tools.
Are the risk assessment reports approved by departmental
2
managers or higher level where appropriate?
Is there a procedure for periodic review of existing risk mitigation
3
records?
Is there a procedure to account for mitigation actions whenever
4
unacceptable risk levels are identified?
Is there a procedure to prioritize identified hazards for risk
5
mitigation actions?
Is there a programme for systematic and progressive HIRM
6 performance of all aviation safety-related operations/ processes/
facilities/ equipment as identified by the organization?

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PART A PART B
(TO BE COMPLETED BY COMPANY) (TO BE COMPLETED BY CAA NEPAL)
EXPECTATIONS
NO. Document Company CAA Nepal FOD & AWID
reference comment Comment Inspector Sign.
Components and elements
Component 3 — SAFETY ASSURANCE
Element 3.1 — Safety performance monitoring and measurement
Reference: (CAR-19 Appendix-2 Para 3.1; NCAR Part-145 Appendix-V & NCAR Part-M Appendix-XIV)
Are there identified safety performance indicators for measuring
1 and monitoring safety performance of the organization's aviation
activities?
Are safety performance indicators relevant to the organization’s
2 safety policy as well as management’s high-level safety
objectives/ goals?
Do the safety performance indicators include alert/target settings
3 to define unacceptable performance regions and planned
improvement goals?
Is the setting of alert levels or out of control criteria based on
4
objective safety metrics principles?
Do the safety performance indicators include quantitative
monitoring of high consequence safety outcomes (e.g., accident
5
and serious incident rates) as well as lower consequence events
(e.g. rate of non-compliance, deviations)?
Are safety performance indicators and their associated
6 performance settings developed in consultation with, and subject
to the aviation authority’s agreement?
Is there a procedure for corrective or follow-up action to be taken
7 when targets are not achieved and alert levels are exceeded/
breached?
8 Are the safety performance indicators periodically reviewed?
Element 3.2 — The management of change
Reference: (CAR-19 Appendix-2 Para 3.2; NCAR Part-145 Appendix-V & NCAR Part-M Appendix-XIV)
Is there a procedure for review of relevant existing aviation safety
related facilities and equipment (including any HIRM records)
1
whenever there are pertinent changes to those facilities or
equipment?
Is there a procedure for review of relevant existing aviation safety
related operations and processes (including any HIRM records)
2
whenever there are pertinent changes to those operations or
processes?
Is there a procedure for review of new aviation safety related
3 operations and processes for hazards/risks before they are
commissioned?
Is there a procedure for review of relevant existing facilities,
equipment, operations or processes (including any HIRM records)
4 whenever there are pertinent changes external to the
organization such as regulatory/industry standards, best
practices or technology?
Element 3.3 — Continuous improvement of the SMS
Reference: (CAR-19 Appendix-2 Para 3.3; NCAR Part-145 Appendix-V & NCAR Part-M Appendix-XIV)
Is there a procedure for periodic internal audit/assessment of the
1
SMS?

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PART A PART B
(TO BE COMPLETED BY COMPANY) (TO BE COMPLETED BY CAA NEPAL)
EXPECTATIONS
NO. Document Company CAA Nepal FOD & AWID
reference comment Comment Inspector Sign.
Components and elements
2 Is there a current internal SMS audit/assessment plan?
Does the SMS audit plan include the sampling of
3
completed/existing safety risk assessments?
Does the SMS audit plan include the sampling of safety
4 performance indicators for data currency and their target/alert
settings performance?
Does the SMS audit plan cover the SMS interface with sub-
5
contractors or customers where applicable?
There is a process for SMS audit/ assessment reports to be
6 submitted or highlighted for the Accountable Manager’s
attention where appropriate.
Component 4 — SAFETY PROMOTION
Element 4.1 — Training and education
Reference: (CAR-19 Appendix-2 Para 4.1; NCAR Part-145 Appendix-V & NCAR Part-M Appendix-XIV)
Is there a program to provide SMS training/familiarization to
1 personnel involved in the implementation or operation of the
SMS?
Has the Accountable Executive undergone appropriate SMS
2
familiarization, briefing or training?
Are personnel involved in conducting risk mitigation provided
3
with appropriate risk management training or familiarization?
Is there evidence of organization-wide SMS education or
4
awareness efforts?
Element 4.2 — Safety communication
Reference: (CAR-19 Appendix-2 Para 4.2; NCAR Part-145 Appendix-V & NCAR Part-M Appendix-XIV)
Does the organization participate in safety information sharing
with relevant external industry product and service providers or
1
organizations, including the relevant aviation regulatory
organizations?
There is evidence of a safety (SMS) publication, circular or
2
channel for communicating safety (SMS) matters to employees.
Are the organization’s SMS manual and related guidance
3 materials accessible or disseminated to all relevant personnel?
[4.3.12; 4.5.4]

On-site Review

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

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

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

SMS Reviewed by,

______________________ _____________________
FOD Inspector AWID Inspector
Date: Date:

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3 APPROVAL OF MINIMUM EQUIPMENT LISTS (MEL)

AND CONFIGURATION DEVIATION LISTS (CDL)

3.1 GENERAL
3.1.1 Background
3.1.1.1 MEL procedures were developed to allow the continued operation of an aircraft with
specific items of equipment inoperative under certain circumstances. For particular situations,
an acceptable level of safety can be maintained with specific items of equipment inoperative for
a limited period of time, until repairs can be made.
3.1.1.2 The Flight Operations Inspector (FOI) is the primary CAA Nepal official responsible for the
overall process of administering, evaluating, and approving an operator’s MEL. It is essential that
the FOI works closely with the airworthiness inspector (AWI) and other individuals or groups
involved in this process.
3.1.2 Definitions
3.1.2.1 The following definitions are used throughout this chapter:
MMEL review board: In conjunction with the certification of each new type of aircraft, a board
should be established to develop and maintain the MMEL for the aircraft and additional models
of that aircraft developed in the future. The board is an advisory body to the State of Design and
should have representation from the flight operations and airworthiness organizations within the
State of Design, as well as from the organization responsible for the type design and air operators.
Note — specific name utilized for the review board will vary amongst the different States of
Design but the function is essentially the same.
Aircraft flight manual (AFM): A manual, associated with the certificate of airworthiness,
containing limitations within which the aircraft rotorcraft is to be considered airworthy and
instructions and information necessary to the flight crew members for the safe operation of the
aircraft.
Note —The State of Registry may either validate the AFM or approve its own which could be
different due to differences in its airworthiness requirements. The AFM should not be less
restrictive than the one approved by the State of Design.
Aircraft maintenance manual (AMM): The AMM is the source document for aircraft
maintenance procedures. The term AMM can apply to either an aeroplane or a rotorcraft
manual. The AMM is developed as part of the aircraft certification process.
Air Transport Association of America (ATA) Specification 100: ATA Specification 100,
Manufacturer’s Technical Data, is an international industry numbering standard developed to
identify systems and components on different aircraft in the same format and manner.
Configuration deviation list (CDL): A list established by the organization responsible for the type
design with the approval of the State of Design which identifies any external parts of an aircraft
type which may be missing at the commencement of a flight, and which contains, where
necessary, any information on associated operating limitations and performance.
Inoperative: Inoperative means that a system or component has malfunctioned to the extent
that it does not accomplish its intended purpose and/or is not consistently functioning normally
within its approved operating limits or tolerances.

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Master minimum equipment list (MMEL): A list established for a particular aircraft type by the
organization responsible for the type design with the approval of the State of Design containing
items, one or more of which is permitted to be unserviceable at the commencement of a flight.
The MMEL may be associated with special operating conditions, limitations or procedures.
Note — The State of Registry may either validate the MMEL or approve its own which could be
different due to differences in its airworthiness requirements. These documents should not be less
restrictive than the one approved by the State of Design.
Minimum equipment list (MEL): A list which provides for the operation of aircraft, subject to
specified conditions, with particular equipment inoperative, prepared by an operator in
conformity with, or more restrictive than, the MMEL established for the aircraft type.
Note —The MEL is derived from the MMEL and is applicable to an individual operator. The
operator’s MEL takes into consideration the operator’s particular aircraft configuration,
operational procedures and conditions. When approved and authorized for use, the MEL permits
operation of the aircraft under specified conditions with certain inoperative equipment.
3.1.3 Purpose of MEL
3.1.3.1 FOR-A para 6.1.3; FOR-H Sec. 2 para 4.1.3 and NCAR Chapter E.8 permit the authorization
of an MEL in that compliance with all the aircraft equipment requirements is not necessary in the
interest of safety for a particular operation. Through the use of appropriate conditions or
limitations, the MEL provides for improved scheduled reliability and aircraft utilization with an
equivalent level of safety. This process is possible because of the installation of additional and
redundant instruments, equipment and/or systems in present transport aircraft. Without an
approved MEL, inoperative equipment would ground the aircraft until repair or replacement of
the non-functioning equipment. An MEL is for a specific make and model of aircraft and is
approved by a letter from the CAA Nepal authorising its use by the operator.
3.1.4 Items listed on the MEL
3.1.4.1 Categories of items: There are three categories of items that may be contained in the
operator’s MEL:
a) MMEL items: The MEL will list all of the items for which the operator seeks relief and that
are appropriate for its operation. The operator, by not listing at its discretion certain items
in its MEL, may be more restrictive than permitted by the MMEL;
b) passenger convenience items: The passenger convenience items, as contained in the
operator's approved MEL, are those related to passenger convenience, comfort or
entertainment such as, but not limited to, galley equipment, movie equipment, in-flight
phones, ashtrays, stereo equipment, and overhead reading lamps. It is incumbent on the
operator and the FOI/AWI to develop procedures to ensure that those inoperative
passenger convenience items are not used. Passenger convenience items do not have
fixed repair intervals. Items addressed elsewhere in the MMEL shall not be authorized
relief as a passenger convenience item. "M" and "O" procedures may be required and
shall be developed by the operator, approved by the FOI/AWI, and included in the air
operator’s appropriate document; and
c) administrative control items: An operator may use an MEL as a comprehensive document
to control items for administrative purposes. In such cases, the operator’s MEL may
include items not listed in the MMEL; however, relief may not be granted for these items
unless conditions and limitations are contained in approved documents other than the
MMEL or meet the regulatory requirements of CAA Nepal. Examples of items considered
to be administrative control items would be cockpit procedure cards, medical kits, de-
laminated windshields and life vests.

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3.1.5 Timely repair of items that are inoperative
a) Operator’s responsibility: The MEL is intended to permit the operation of an aircraft with
certain inoperative items for a limited period of time until repairs can be accomplished.
The operator is responsible for establishing a controlled and effective repair programme.
b) Repair interval: Operators must make repairs within the time period specified by the
MEL. Although the MEL might permit multiple days of operation with certain inoperative
equipment, operators must repair the affected item as soon as possible.
c) Day of discovery: The day of discovery is the calendar day an equipment malfunction was
recorded in the aeroplane technical log or record. This day is excluded from the calendar
days or flight days specified in the MMEL for the repair of an inoperative item of
equipment. This provision is applicable to all MMEL items such as categories “A”, “B”, “C”
and “D”. The operator and the FOI must establish a reference time in which the calendar
day or flight day begins and ends 24 hours later. This reference time is established to
ensure compliance with timely repair of equipment and items.
d) MMEL definitions: More than one set of MMEL definitions exist due to years of evolving
changes during which not all MMELs have been updated to the latest revision of the
definitions. However, only the most up-to-date set of definitions may be used with a
specific MMEL. Only certain portions of the latest definitions may be appropriate for a
specific air operator's MEL.
e) Continuing authorizations: Approval of an MEL authorizes an operator to use a
continuing authorization to approve extensions to the maximum repair interval for
category “B” and “C” items, provided the CAA Nepal is notified within 24 hours of the
operator’s exercise of extension authority. The certificate holder is not authorised to
extend the maximum repair time for category “A” items, as specified in the approved
MEL. Misuse of the continuing authorization may result in the CAA Nepal removing the
operator’s authority to use an MEL.
3.1.6 Record keeping
When an item of equipment becomes inoperative, the operator must report it by making an entry
in the aircraft technical log, as prescribed by NCAR M.A.306.
3.1.7 Multiple items that are inoperative
Individual MEL requirements are designed to provide coverage for single failures en-route. When
operating with multiple inoperative items, the operator shall consider the interrelationships
between those items and the effect on aircraft operation and crew workload, including
consideration of a single additional failure occurring en-route.
3.1.8 Fleet approval
An operator who has a single MEL for multiple aircraft may reflect equipment in its MEL that is
not installed on all aircraft in its fleet. In this case, the item’s title in the operator’s MEL need not
reference any specific aeroplane identification (usually Registration Number) unless the operator
determines that there is need to do so.
3.1.9 Access to MEL
FOR-A and FOR-H requires that the MEL (if applicable) is carried aboard the aircraft or that the
flight crew have direct access to the MEL information prior to flight. Other means of direct access
require approval.
3.1.10 Conflict with other documents approved by the CAA Nepal
The MEL may not conflict with other documents approved by CAA Nepal approved flight manual
limitations and Airworthiness Directives. The operator’s MEL may be more restrictive than the
MMEL, but under no circumstances may the operator's MEL be less restrictive.

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3.1.11 Acceptable sources of MMELs
a) Source MMELs policy: CAA Nepal shall accept MMELs approved by the regulatory
authority of the State of Aircraft Design as published. Operators are to incorporate source
MMEL amendments as soon as they are available. CAA Nepal is to be informed
immediately of subsequent amendment. In addition, CAA Nepal shall establish a system
to be notified by the manufacture or State of Design of any amendment to a MMEL. The
amendment to an operator MEL is to be submitted to CAA Nepal for approval prior to
usage.
b) Third country MMEL: CAA Nepal will not normally accept a MMEL produced by a third
country (an example would be a U.S. MMEL for a European aircraft). However, exceptions
may be made, particularly for older aircraft, if no other source is available or to enable for
an air operator to have a consistent relief for different aircraft types.

3.2 MEL APPROVAL PROCESS

3.2.1 General
This section contains specific direction, guidance, and procedures to be used by operations and
airworthiness inspectors when evaluating and approving MELs. The operator’s MEL is developed
by the operator from the appropriate MMEL, then approved by the CAA Nepal. The approval
process for an MEL follows the general process for approval or acceptance.
3.2.2 MEL acceptability
The general criteria for MEL acceptability are as follows:
a) Equally or more restrictive: The operator’s MEL must not be less restrictive than the
MMEL, FOR, NCAR, operations specifications, the approved flight manual limitations,
certification maintenance procedures, or airworthiness directives (AD).
b) Appropriate: The MEL must be appropriate to the individual aircraft make and model.
c) Specific: The operator’s operations (“O”) and maintenance (“M”) procedures must be
specific to the aircraft and the operations conducted.
d) Applicability: An MEL shall be applicable for the Nepalese CARs under which the operator
is certificated.
3.2.3 Initial phase of MEL approval
a) Phase overview: In this phase of the MEL approval process, the operator shall consult
with the operations inspector (FOI) regarding requirements for either developing an MEL
or for revising an existing MEL. The FOI shall consult with and seek the participation of
the airworthiness inspector (AWI) during the entire approval process. During the review
of the “O” and “M” procedures, the FOI, AWI may consult with the State which approved
the type design as necessary concerning specific procedures.
b) Operator familiarization: In phase one of the MEL approval process, the FOI shall
determine the scope of the task, based on the operator’s experience with MELs. FOIs shall
adapt the discussion to fit the operator’s needs and experience, and shall provide advice
and guidance to the operator as necessary. FOIs must ensure that the operator clearly
understands that MEL document preparation is solely the operator’s responsibility.
c) Required document submittal: FOIs shall advise the operator that, for an MEL to be
approved, the following documents must be submitted:
1) the proposed MEL or MEL changes;

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2) necessary “O” and “M” procedures, which may be based on the aircraft
manufacturer’s recommended procedures, supplemental type certificate (STC)
modifier’s procedures, or equivalent operator procedures;
3) a description of the MEL management programme and its procedures as required by
the operations manual, unless an MEL management programme is already in place;
and
4) any required guidance material developed by the operator, such as training material,
guidance, and deferral procedures for both maintenance and operations personnel.
Note — Several manufacturers have produced manuals of recommended procedures for
operating with inoperative equipment. When a manufacturer’s recommended procedures exist,
operators may use them or may develop alternate procedures. When contract services are used
to develop the operator’s MEL along with acceptable “O” and “M” procedures, the operations
and maintenances shall review the “O” and “M” procedures in light of the type of operations being
conducted and shall ensure the acceptability of the procedures. The inspectors shall ensure that
the developed MEL procedures can be adequately implemented by the operator.
d) Materials provided to the operator: Operators shall obtain a copy of an MMEL for a
specific aircraft in either hard copy or electronic format, along with appropriate guidance
material, from the manufacturer.
e) Document form: The operator may submit MEL draft documents to the CAA Nepal either
on hard copy (printed on paper) or on computer disk, as mutually agreed upon between
the operator and the FOI. The operator and the FOI shall discuss the techniques that will
be used for revising and editing the proposed document. It is important that the operator
understand that when the process is complete, the final proposed MEL must be submitted
on paper unless otherwise approved by the CAA Nepal.
f) MEL format: The MMEL format has been standardized to facilitate the development,
revision, and approval of both master and operator documents. While the master
document contains eight total sections, six of these sections are considered basic for MEL
development and shall be included in each operator’s MEL.
g) Generic single engine MMELs: A generic MMEL for single engine aircraft may have been
developed and published by the State of Design. This MMEL is applicable to all single
engine aeroplanes and single engine helicopters for which a specific MMEL has not been
issued. When an operator is approved to use this generic MMEL, and a specific MMEL for
the individual aircraft type is subsequently issued, the operator’s MEL must be revised
within the specified time frame to conform to the specific MMEL.
3.2.4 Final phase of MEL approval process
a) Phase overview: The final phase begins when the operator formally submits the proposed
MEL or MEL changes to the FOI. The FOI and the AWI shall initially review the operator’s
submittal to verify that it is complete, contains the required elements, and is detailed
enough to permit a thorough evaluation of the MEL.
b) Unacceptable submittal: If the FOI or AWI finds the proposed MEL package to be
incomplete or unacceptable at this time or at any other juncture in the approval process,
the FOI shall contact the operator. If a mutually acceptable correction cannot be
immediately agreed upon, the entire package must be immediately returned to the
operator, or its representative, along with an explanation of the problems found within
the documents.
c) Acceptable submittal: If the FOI or AWI finds the proposed MEL package to be complete
and to contain the required information in an acceptable format, the detailed analysis
begins. During this analysis, the FOI shall continue to coordinate with the AWI to perform
a detailed examination of the proposed MEL document and other supporting documents
and procedures. If the operator does not currently have an MEL programme, its MEL

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management programme must also be reviewed for acceptability. Inspectors shall
examine the technical content and quality of the proposed MEL document and other
supporting documents and procedures as follows:
1) timely review: Inspectors shall promptly address all deficiencies and notify the
operator of any discrepancies or outstanding issues. The FOI/AWI and the operator
may informally coordinate by telephone to clarify minor discrepancies or
misunderstandings;
2) reference material: Inspectors shall use the MMEL and this manual as the primary
reference document when reviewing and approving the MEL. In addition, inspectors
shall use the following references:
i) related CAA Nepal requirements;
ii) advisory circulars/ guidance materials;
iii) approved flight manual;
iv) operator’s operations specification;
v) operator’s manuals; and
vi) other information provided by the State of Design or State of Manufacture as
applicable.
d) MEL evaluation: Inspectors shall compare the operator’s MEL changes against the
corresponding items in the current MMEL for the specific aircraft type. In addition,
inspectors shall verify that the operator’s MEL contains the following sections:
1. cover page: The MEL cover page contains the operator's name and the make and
model of the aircraft to which the MEL applies;
2. table of contents: The table of contents contains a list of all of the pages in the MEL
by title and the corresponding page identification (usually a page number);
3. log of revisions: The log contains the revision identification (usually a number) and
date of the revision. It may also contain a list of the revised pages, a block for the
initials of the person posting the change and additional enhancements for use by the
operator;
4. preamble: The standard MMEL preamble section must be reproduced word for word
in each MEL without modification;
5. definitions: The standard MMEL definitions section must be reproduced word for
word in each MEL without modification; and
6. control page: The control page is used as a method for keeping track of the status of
the MEL and includes a record of the revision status or the date of each page of the
operator’s MEL. It will also be used as a means of conveying CAA Nepal approval of
the MEL. The control page is also referred to as the “List of Effective Pages”.
e) Minimum contents: At a minimum, the control page must contain the following:
1) the operator’s name;
2) a listing of all of the pages in the MEL (including the date of each page and its page
number or revision number);
3) the MMEL revision number on which the MEL is based;
4) a signature block containing space for signature of the FOI;
5) optional contents. The operator may include additional information on the control
page to provide flexibility and additional approval functions; and

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6. highlights of change page (optional). This page contains a synopsis of the changes
made by the operator in each revision.
f) Additional Items: The operator may include additional information sections in excess of
the six sections.
1) Individual Air Transport Association of America (ATA) system page evaluation:
These pages contain a list of individual items of equipment in the aircraft together
with provisions for the operation of the aircraft when the items are inoperative. The
reviewing inspector shall examine the individual ATA system pages, ensuring that the
MEL is at least as restrictive as the MMEL and that operator’s procedures are
adequate and appropriate. The inspector shall also examine the material contained
on these pages for conflict with any CAA Nepal requirements, with the approved flight
manual emergency procedures and limitations, and with the operator’s operations
specification. The following elements are included:
i) the ATA numbering system: Operators shall use the standard ATA numbering
system, similar to the manner used in the MMEL, for numbering individual pages
in this section. An example of this numbering system would be the
communications page: the first page would be 23-1; the second page would be
23-2’.
ii) individual items of equipment: The MMEL contains listed items of installed
equipment that may be inoperative.
2) MMEL items not listed on the operator’s MEL: If items listed on the MMEL are not
listed on the MEL there is no relief.
3) MMEL items listed on the operator’s MEL: Each piece of equipment that is installed
on the aircraft and that is contained in the MMEL, for which the operator seeks relief
and that is appropriate for its operation, shall be listed on the appropriate page of the
operator’s MEL within the associated ATA system. The operator may be more
restrictive than permitted by the MMEL by not listing certain items in its MEL. Each
item title on the operator’s MEL will generally be entered exactly as it is shown on the
MMEL. Exceptions include the following:
i) when the MMEL uses a generic term to address equipment that serves a similar
function when various operators use different names for that equipment; or
ii) when the MMEL lists functions rather than individual pieces of equipment within
that category such as “navigation equipment” or “communications equipment”.
In such cases, the MEL must contain a list of the individual equipment items or
systems within that category that are actually installed on the aircraft such as “VHF
communications transceivers”. When items of this type consist of several
components of a system, the item may be listed as a complete system such as
“VOR navigation system”, consisting of a VOR navigation receiver and its
associated indicator. The inspector shall ensure that the operator has not listed
inappropriate items or items that are listed individually elsewhere in the MMEL.
However, the FOI is authorized to approve generic MMEL relief for navigation or
communication equipment that is appropriate such as ILS, VOR, VHF, HF and GPS.
4) Items listed on the MMEL but not installed on the operator’s aircraft: The FOI may
follow several acceptable methods of dealing with an item of equipment being listed
on the MMEL but not installed on the operator’s aircraft. One method is to simply
omit the item from the MEL altogether, renumbering individual items within an ATA
category as necessary to provide proper continuity. (It should be noted that individual
item numbers on a page are not necessarily ATA code numbers but are simply
sequential item numbers within an ATA category.) Another method is to list the item
as shown on the MMEL and to show the number installed as zero. In this case, the
“number required for dispatch” would also be zero, and the remark “not installed”

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may be noted under “remarks and exceptions”; repair category designators should be
omitted.
5) Triple asterisk symbol (***): The triple asterisk symbol is used in an MMEL to indicate
that an item is not installed on some models of the aircraft. Operators shall not
produce or use this symbol in the MEL.
6) Repair category: Each item of equipment listed in the operator’s MEL, except for
administrative control items and passenger convenience items, must include the
repair category designator for that item as shown on the MMEL. These designators,
categorized as “A”, “B”, “C” or “D” indicate the maximum time that an item may
remain inoperative before repair is made. The actual repair categories corresponding
to these letters are provided in the “notes and definitions” section of the MMEL. The
operator may choose to adopt a more restrictive repair category than the one shown
on the MMEL, but may not relax the requirement. Components or subsystems of
items categorized in the MMEL, such as items of communications or navigation
equipment that are not listed individually in the MMEL, must retain the repair
category shown on the MMEL when listed as separate items on the MEL.
7) Passenger convenience items: Passenger convenience items relate to the
convenience, comfort and entertainment of passengers and must never affect the
airworthiness of the aircraft. These items do not carry a specific repair category;
however, the operator shall make repairs to convenience items within a reasonable
time frame. Normally, the operator lists these items individually in ATA Chapters 25
and 38. Passenger convenience items may be included elsewhere in the MEL if clearly
identified as passenger convenience items. FOIs shall review the proposed MEL to
decide which passenger convenience items are components of an item appearing in
the MMEL. When listing passenger convenience items on the MEL, the operator must
list each item for which the operator wishes relief. Passenger convenience items also
apply to cargo aeroplanes, as appropriate.
8) Administrative control items: “Administrative control item” means an item listed by
the operator in the MEL for tracking and informational purposes. It may be added to
an operator’s MEL by approval of the FOI, provided no relief is granted or provided
conditions and limitations are contained in an approved document (such as structural
repair manual or airworthiness directive). Examples of items that could be considered
administrative control items are cockpit procedure cards, medical kits and life vests.
These items should appear in the appropriate ATA chapter and would not have a
repair category. When the operator chooses this course of action, the FOI must
examine each proposed administrative control item on the operator’s proposed MEL
to ensure that the following conditions are met:
i) no item is included as an administrative control item if it is included elsewhere in
the MMEL;
ii) administrative items are not included as a subsystem of items listed in the MMEL;
iii) administrative items are not granted relief in the MEL unless the release
conditions or limitations are contained in another approved document.
9) Number of items installed: The MEL will normally contain the actual number of items
of particular equipment installed on the aircraft. This number may be either greater
or less than the number shown on the MMEL. The MMEL shows the number of items
installed as the number of those items normally installed on a particular aircraft type.
Individual aircraft operated by an operator may have a different number of items.
Frequently, the MMEL shows a dash in the “number installed” column. This dash
indicates that variable quantities of these items are usually installed on the aircraft. If
the operator has an MEL for a single aircraft or identical aircraft, the actual number
of these items on the particular aircraft must be listed in the MEL. If the operator has
an MEL for multiple aircraft, and the equipment is not installed on all aircraft or there
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is a variable quantity between aircraft, the operator’s MEL will not reference specific
aircraft identifications; the “number installed” column may contain a dash.
10) Number of items required for dispatch: Normally, the number of items required for
dispatch is determined by the State of aircraft design and may be modified in the MEL
in only two cases:
i) when the item is not installed on the aircraft, in which case a zero may be shown
as the number required for dispatch; and
ii) when the item is shown in the MMEL as being a variable number required for
dispatch
Note — In this case, the reviewing inspector shall ascertain that the operator has made a
determination as to the number required for dispatch. There can be several factors that establish
this number. In some cases, it is determined by a reference to specific requirements listed in the
“remarks or exceptions” column of the MMEL. An example would be cabin lights. In this case, the
MMEL may show a variable number installed while the “remarks or exceptions” column might
state that 50 per cent of those items be operable. The number required for dispatch would
therefore be 50 per cent of the number of lights determined to be actually installed on the
individual aircraft. Another case where the MMEL may show a variable number required for
dispatch is when the “remarks or exceptions” column of the MMEL contains the statement “as
required by regulation”. In this case, the number is the minimum quantity of these items that must
be installed for operations under the CAA Nepal requirements.
11) “Remarks or exceptions”: Certain items demand specific relief developed by the
operator as authorized through operations specifications, area of operation and CAA
Nepal requirements. “As required by regulation” is an example of this type of relief.
12) Other items: Other items in which relief has been specifically written to reflect actions
or restrictions to the operation may be changed only when, the State which approved
the aircraft design makes a change to the MMEL. Generally, they contain “O” and “M”
procedures in which the operator develops its company procedures to comply with
the MEL.
13) Evaluation of associated documentation: The inspector shall evaluate the supporting
documentation submitted by the operator to ensure that it is complete and
appropriate.
i) The operator’s manual. Inspectors shall evaluate the operator’s manual to ensure
that it contains adequate guidance for the operator's personnel in conducting
operations using the MEL. Generally, if the operator does not presently have an
MEL programme, the applicable portions of its manual and other guidance
material shall be submitted at the time the MEL is submitted for initial review.
When evaluating the operator’s manual, inspectors shall ensure procedures for
documenting inoperative equipment (in the aircraft technical log) and any
required maintenance procedures are clear. At a minimum, provisions for
recording the following items shall be developed:
– an identification of the item of equipment involved;
– a description of the nature of the malfunction;
– an identification of the person making the entry; and
– the MEL item number for the equipment involved.
14) Flight crew notification: The operator shall establish procedures for advising the
pilot-in-command (PIC) of inoperative items and required procedures such as affixing
placards, alternate operating procedures and instructions for the isolation of
malfunctions. The PIC and the operator are both responsible for ensuring that flights

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are not dispatched or released until all of the requirements of the “O” and “M”
procedures have been met.
15) Flight restrictions: The operator shall establish procedures to ensure that dispatch or
other operational control personnel, as well as the flight crew, are notified of any
flight restrictions required when operating with an item of equipment that is
inoperative. These restrictions may involve maximum altitudes, limitations for the use
of ground facilities, weight limitations or a number of other factors.
16) Training programme material: Inspectors shall ensure that the operator’s flight and
ground personnel training programmes contain adequate instruction for MEL use.
17) MEL management programme: The FOI shall co-ordinate closely with both the AWI
and the operator on the MEL management programme. Operators must develop an
MEL management programme as a comprehensive means of controlling the repair of
items listed in the approved MEL. Operators must include a description of the
programme in their Continuing Airworthiness Management Exposition. The MEL
management plan must include the following:
i) a method for tracking the date and time of deferral and repair;
ii) the procedures for controlling extensions to maximum repair categories;
iii) a plan for co-ordinating parts, maintenance, personnel and aircraft at a specific
time and place for repair;
iv) a review of items deferred due to unavailability of parts;
v) the specific duties and responsibilities of the managers of the MEL management
programme, listed by job title.
g) Terms and conditions of relief: This section contains the terms and conditions of relief
granted to an operator for operating the aircraft with items of installed equipment that
are inoperative. The operator must state the terms and conditions under which
operations may be conducted with inoperative items for the operator’s particular
organization and aircraft. The reviewing inspector must address the following elements
of this section:
1) standard phraseology: When reviewing the MEL, inspectors shall ensure that the
operator generally some uses the phraseology used in the MMEL to ensure clarity and
standardization. In cases modified phraseology is appropriate for the operator’s
specific installation.
2) “as required by regulations”: The general term “as required by regulations”, applies
to ATA Chapters 23 (Communications), 31 (Instruments), 33 (Lights) and 34
(Navigation equipment). When this term appears in the “remarks or exceptions”
section of an MMEL, the operator’s MEL must contain the specific conditions that
apply. The operator usually must research the applicable regulations in detail to
develop the appropriate provisions that apply to that operator’s particular operations.
Note —The operator’s MEL must clearly establish the actual requirement for its operation when
the MMEL stipulates “as required by regulation”. It is not acceptable for the MEL to simply refer
to the regulation.
3) “O” and “M” procedures:
i) “O” and “M” procedures must contain descriptions of the individual steps
necessary to accomplish each process. For example, if the MMEL contains an “M”
symbol with a provision that a valve must be closed, the operator must include
the appropriate procedures to close the valve as part of the operator's manual or
MEL. The reviewing inspector must ensure that the procedure addresses the
following:

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– how the procedure is accomplished;
– the order of accomplishing the elements of the procedure;
– the actions necessary to complete the procedure
ii) For example, if the MMEL contains an “M” symbol with a provision that a valve
must be closed, the operator must include detailed steps and actions for closing
and testing the valve and installing the placard. The actual written procedures may
be contained within the “remarks or exceptions” section of the MEL, in separate
documents, or attached as an appendix. Inspectors shall consult the Guidelines for
“O” and “M” Procedures of the MMEL when evaluating these procedures. The
section about the Guidelines for “O” and “M” Procedures does not have to be
contained within the operator’s MEL. If the “O” and “M” procedures are not
contained within the MEL, the MEL shall include a reference to the location of the
procedures.
Note —While inspectors shall ensure that the procedures are detailed and explicit, it is not
necessary that the operator repeat obvious requirements of the MEL item, of the regulation, or
of other established standards.
iii) “O” procedures: The “(O)” symbol indicates a requirement for a specific operations
procedure that must be accomplished in planning for and/or operating with the
listed item inoperative. Normally, these procedures are accomplished by the flight
crew; however, other personnel may be qualified and authorised to perform
certain functions. The satisfactory accomplishment of all procedures, regardless
of who performs them, is the responsibility of the operator. Appropriate
procedures are required to be published as a part of the operator’s manual or
MEL.
iv) “M” procedures: The “(M)” symbol indicates a requirement for a specific
maintenance procedure, which must be accomplished prior to operation with the
listed item inoperative. Normally these procedures are accomplished by
maintenance personnel; however, other personnel may be qualified and
authorized to perform certain functions. Maintenance personnel shall accomplish
procedures requiring specialized knowledge or skill, or requiring the use of tools
or test equipment. The satisfactory accomplishment of all maintenance
procedures, regardless of who performs them, is the responsibility of the
operator. Appropriate procedures are required to be published as part of the
operator's manual or MEL.
v) Provisos: The “remarks and exceptions” section of the MMEL generally contains
provisos that include specific conditions under which an item of equipment may
be inoperative. These provisos must be carried over either verbatim into the
operator’s MEL or by using equivalent terminology. Provisos are distinct from “O”
and “M” procedures. A procedure is an action that must be performed. A proviso
is a condition that must exist. For a proviso that operations must be conducted
under VFR, an operation under an IFR flight plan is not permitted, regardless of
the weather conditions. When reference is made to visual meteorological
conditions (VMC), operations may be conducted under an IFR flight plan, but only
in VMC.
h) Approval of the MEL: The FOI will coordinate with the AWI on accepting the MEL. The
AWI must ensure that prior to authorizing the use of the approved MEL for an AOC holder
that the MEL management programme is approved. Once the FOI and AWI are satisfied
that all requirements of this chapter have been met the FOI sends the letter of approval
to the operator and stamps the list of effective pages.
Note: Refer to MEL approval procedure in AOCI Manual Vol III Chapter 7 Para 7.2 for
Airworthiness Aspect.

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3.3 MEL USE IN SERVICE

3.3.1 General
This section contains specific direction, guidance, and procedures for operations and
airworthiness inspectors on the revision, administration, and policy application for administering
MELs that have been approved for use by operators operating under the provisions of the
Nepalese Civil Aviation Regulations.
3.3.2 Revision procedures
a) Revisions to an MEL: Either the operator or the CAA Nepal may initiate revisions to an
operator’s MEL. Operator initiated revisions may be equal to or more restrictive than the
MMEL. It is not necessary for an operator to submit an entire MEL when requesting the
approval of a revision. The minimum submission would consist of only the affected pages;
the approval by the operations inspector (FOI) may only consist of specific items. These
items are approved within a controlled process, and the operator will produce the final
MEL document. If the revision results in individual pages either being added or deleted, a
revised table of contents page is also required.
b) MEL revision initiated by an operator: An operator initiated MEL revision will normally fit
into one of the following three categories:
1) items not requiring an MMEL change: Operators may propose changes to an MEL
that are equal to, or more restrictive than, the MMEL. These revisions are approved
by the FOI using the same procedures, as those required for an original MEL approval;
2) items requiring an MMEL change: Operators may request changes to an MEL that are
less restrictive than the MMEL. However, the MEL cannot be revised until the MMEL
has been revised to permit the proposed MEL change. The most common instance of
a revision request of this type occurs when an operator installs additional equipment
on an aircraft and provisions for that equipment are not included on the current
MMEL; or
3) major aircraft modifications: Major aircraft modifications, such as a supplemental
type certificate (STC), a major alteration or a type certificate (TC) amendment, may
invalidate the MEL for that aircraft. Operators shall review the MEL to assess the
impact of any planned modification and shall immediately notify the FOI of these
modifications and the impact on the MEL. The FOI should obtain guidance from the
State of Design, as applicable, to determine if a revision to the MMEL is required.
c) MEL revisions initiated by the CAA Nepal: When the CAA for the State of Design revises
an MMEL, operators, manufacturers, receive notification by printed or electronic means.
i) Non-mandatory revision: Some MMEL revisions only provide additional relief that
are less restrictive than the operator's MEL may be ignored by the operator. An
example of a non-mandatory revision is when the MMEL has been revised to
provide for optional equipment normally not installed on all aircraft of a particular
type, such as logo lights. Operators that operate aircraft with logo lights may
choose to revise the MELs, while operators operating without logo lights would
not.
ii) Global change: A global change is another type of non-mandatory revision. A
global change generally applies to items of equipment that are required to be
installed by a new regulatory requirement, such as a cockpit voice recorder (CVR).
Items affected by State of Design CAA policy decisions are also global changes. The
global change does not replace the normal MMEL revision process. When a
standard revision to an MMEL is issued, it will include all global changes issued to
date. However, since the process for revising the MMEL can be lengthy and the
operator’s MEL must be based on the MMEL, a global change will allow an
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operator to revise its MEL prior to the change in the MMEL. The FOI has the
authority to approve the operator’s MEL revision on the basis that the global
change is an approved addendum to the existing MMEL provided that the global
changes is in conformance with the applicable Nepalese Civil Aviation Regulations
and CAA Nepal policy.
Note — Not all States of Design utilize a Global Change process.
iii) Mandatory revisions: Mandatory changes, which are more restrictive and may
remove relief from the current MMEL, are reflected by the next successive change
to the basic MMEL revision number itself. Any MMEL changes that are more
restrictive than the operator’s MEL will be implemented by the operator as soon
as possible. In some cases when relief is removed from the MMEL, there will be a
specific date for compliance or guidance for an acceptable date to be negotiated
between the FOI and the operator.
iv) FOI or AWI initiated revision: A FOI or AWI may initiate an MEL revision that is not
based on a revision to the MMEL. The FOI shall make such a request to the
operator in writing, stating specific reasons why the revision is necessary. A FOI or
AWI initiated revision may be made upon the discovery that an operator has
modified an aircraft or that faulty maintenance or operations procedures exist.
The FOI or AWI shall work closely with the operator and make every effort to
resolve the matter in a mutually agreeable manner. The operator shall be given a
reasonable time period to make the required changes depending on whether
safety of flight is affected.
d) Modifications within a fleet: If an operator has been granted approval to use the MEL
for a fleet, and the operator installs a new piece of equipment in one or more aircraft, the
operator may continue to operate that aircraft under the provisions of the currently
approved MEL. The operator may not defer repair of the new item until an appropriate
revision to the MEL has been approved.
3.3.3 Tracking of revision status
FOIs and AWIs shall maintain a copy of the current MEL for each assigned operator’s aircraft type.
The FOI and AWI shall track the revision status of the operator’s MEL, to ensure it is current with
the revision status of the MMEL (except for non-mandatory amendments).
3.3.4 Availability of MEL for flight crew members
Flight crew members must have direct access to the MEL, which is a part of the Flight Safety
Documentation System, at all times prior to flight. Although not required, the easiest method of
compliance with this requirement is for the operator to carry the MEL aboard each aircraft. The
operator may choose to use some system of access to the MEL other than the MEL document.
The critical element in approving an alternate form of access is whether or not the flight crew
has a direct means of access to the appropriate information in the MEL, specifically “O” and "M"
procedures. Direct access shall not be construed to mean access through telephone or radio
conversations with maintenance or other personnel. If the operator chooses to provide the flight
crew with access to the MEL by other than printed means, the method must be approved in the
operator's MEL programme.
3.3.6 Discrepancies discovered during flight
Use of the MEL is not applicable to discrepancies or malfunctions that occur or are discovered
during flight. Once an aircraft moves under its own power, the flight crew must handle any
equipment failure in accordance with the approved flight manual. A flight is considered to have
departed when the aircraft moves under its own power for the purpose of flight. Discrepancies
occasionally occur between the time the flight departs and the time it takes off. If the flight
manual contains procedures for handling that discrepancy, or if the PIC deems that the
discrepancy does not affect the safety of flight, the flight may continue. The discrepancy must be
addressed prior to the next departure. For those operators who are required to use a dispatch or
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flight release, the PIC must handle a discrepancy that occurs after the issuance of the release, but
before the flight departs, in accordance with the MEL. The PIC must obtain a new or amended
dispatch or flight release, as well as any required airworthiness release. This new or amended
release must contain any applicable flight restrictions necessary for operation with any item of
equipment that is inoperative.
3.3.7 Documentation of discrepancies
Provisions of the MMEL preamble require that an airworthiness release be issued or an entry be
made in the aircraft technical log prior to conducting any operations with items of equipment
that are inoperative.
3.3.8 Conflict with airworthiness directives (ADs)
Occasionally an AD may apply to an item of equipment that may be authorized to be inoperative
under the MEL. The item may not simply be deferred under the MEL in order to avoid or delay
compliance with the AD or a CAA Nepal approved alternate means of compliance with the AD. In
all cases, when an AD has been issued, the operator must comply fully with the terms of the AD
or a CAA Nepal approved alternate means of compliance with the AD. In other cases, the
provisions of an AD may allow operation of the aircraft on the condition that certain items of
installed equipment be used or be operable. In those cases, the affected items must be operable
even though the MEL may provide for deferral of repair.
3.3.9 Interrelationships of inoperative components
When the MEL authorizes a component of a system to be inoperative, only that component may
be affected. When a system is authorized to be inoperative, individual components of that system
may also be inoperative. Any warning or caution systems associated with that system must be
operative unless specific relief is authorized in the MEL. The operator must consider the
interrelationship of inoperative components. This consideration must include the following:
a) the interrelationship of one piece of equipment on another;
b) the crew workload;
c) the operation of the aircraft; and
d) the flight restrictions.
3.3.10 Repair categories
When an item of equipment becomes inoperative, and repair is deferred under an MEL, the
operator must make repairs as specified by the associated repair category designator (“A”, “B”,
“C” or “D”) and the operator’s MEL management system. In the event that more items are
installed then those that are required for normal operation, the “C” repair category may be used.
For example, if one altitude alerting system is required and the associated repair category is “B”,
but there are two such systems installed, failure of the first system could be deferred as specified
for a “C” category item (10 days). Failure of the remaining system would limit at least one system
to the repair category for the “B” category item (3 days). See the definitions section of the MMEL
for an explanation of repair categories.

3.4 CONFIGURATION DEVIATION LISTS (CDL)

3.4.1 General
This section contains information for operations and airworthiness inspectors concerning the
development and approval processes of configuration deviation lists (CDL). Transport aircraft
may be approved for operations with missing secondary airframe and engine parts. Approval for
operating with these parts missing would be authorised by the State of Design. Evaluation and
approval of CDLs are functions of the State of Design.

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3.4.2 Development and approval of CDL
An aircraft manufacturer develops a proposed CDL for a specific aircraft type. Engineering
specialists submit the proposed CDL to the responsible CAA office for approval. The responsible
CAA office will then co-ordinate with, aircraft evaluation group (AEG) (or other similar forum) to
resolve any problems and discrepancies prior to approving the CDL. The CDL, once approved, is
often incorporated into the limitations section of the aeroplane flight manual (AFM) as an
appendix. For some manufacturers, the CDL may be a stand-alone document and part of the
structural repair manual or another manufacturer’s document. Some operators may choose to
attach a copy of the CDL to their MEL for easy and ready reference by flight crews.
3.4.3 Use of a CDL
Operators must follow the CDL limitations when operating with a configuration deviation.
Operators are required to observe the following:
a) the limitations in the CDL when operating with certain equipment missing (except as
noted in the appendix to the approved flight manual);
b) the flight operations, restrictions or limitations that are associated with each missing
airframe and engine part;
c) any placard(s) required by the CDL describing associated limitations, which must be
affixed in the cockpit in clear view of the pilot in command (PIC) and other appropriate
crew members.
3.4.4 CDL approval
CAA Nepal shall ensure that operators comply with any applicable approvals issued by the State
of Registry and/or State of Design. The operations inspector (FOI) must ensure that the operator
has developed appropriate procedures for the PIC and, if appropriate, procedures for notifying
dispatch of the CDL missing parts by an appropriate notation in the aircraft technical logbook or
other acceptable means. For aircraft for which Nepal is the State of Registry, the CAA Nepal will
validate/approve the CDL.

3.5 PROCEDURE FOR THE VERIFICATION AND

APPROVAL OF MEL AND CDL
The inspector shall follow the procedures as mentioned in Appendix 32 (AOC-PROC-07) by using
checklist FOD-FORM-CL-214 when reviewing an applicant’s MEL and Appendix 40 (AOC-PROC-
14) for verification on approval of CDL using checklist FOD-FORM-CL-219 along with Attachment
C-Joint Review Checklist (for airworthiness and Operations) at the end of this chapter. On
airworthiness aspects, Airworthiness Inspectors will also refer to AOCI Manual VOL III Chapter 7
Para 7.2 and Attachment 5.

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Attachment C
JOINT OPS/AWI MEL REVIEW Job Aid

File reference: Date of inspection:

Operator:

Aircraft Make/Model:

Air Operator Contact: MMEL

Revision
#:

CAA Nepal OPS and

AWID Inspector name:

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

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

2. Contains the ATA Table of Contents

3. Contains the Preamble

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

5. Contains list of effective pages

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

If no, include explanation:

7. Items have been added

If so, include description:

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

10. Describes the procedure for recording discrepancies:

11. Describes the procedure for clearing discrepancies:

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

13. Remarks or exceptions specific relief developed:

14. Flight Crew notification procedures established

15. MEL Management Program has been established

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16. MEL training program
Remarks:
(a) OPS INSPECTOR:

(b) AWI INSPECTOR:

OVERALL RESULT: OPS and AWI

Inspector’s
signature:

Satisfactory Names of OPS

and AWI
Inspectors:

Unsatisfactory Date:

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4 TRAINING PROGRAMME

PART I — TRAINING MANUAL/PROGRAMME APPROVAL

4.1 BACKGROUND AND OBJECTIVES

4.1.1 FOR-A para 4.2.4.1 and FOR-H Sec. 2 para 2.2.4.1 require an AOC holder to ensure that all
operations personnel are properly instructed in their duties and responsibilities and the
relationship of such duties to the operation as a whole. The AOC holder shall have a training
program manual approved by CAA Nepal containing the general training, facilities and record
keeping policies. Furthermore, training program for instructors who provide training to
operations personnel shall also have the approval of CAA Nepal.
4.1.2 This chapter outlines the procedures and job aids that CAA Nepal inspectors will utilize
prior to providing the approval of an air operators training program for the purpose of qualifying
a crew member, or person performing operational control functions, for duties in commercial air
transport.

4.2 TRAINING MANUAL APPROVAL

4.2.1 The training program shall be described in detail either in the operations manual or in a
training manual which, whilst it will form part of the operations manual, will be issued as a
separate manual. The choice will generally depend upon the extent of the operations and the
number and types of aircraft in the operator’s fleet.
Note: If the training program is details in Operations Manual Part D, refer to “Appendix-43
Procedure for verification of Operations Manual Part D” FOD Procedure (AOC-PROC-17) and
Attachment A to Appendix 43 Operation Manual Part D verification checklist FOD-Checklist
(FOD-FORM-CL-222) of this manual for verification of operation manual Part D in along with this
procedure.
4.2.1.1 Most applicants find it convenient to set forth their training program in a training manual
of one or more volumes to facilitate easy application and updating. Depending on the scope and
complexity of the proposed operation, the training program required by CAA Nepal requirements
may be carried out under the direct control of the air operator or conducted by other training
facilities under contract or a combination thereof.
4.2.1.2 The applicant shall also submit, where available, the Flight Crew Training Manual (FCTM)
of the type provided by the manufacturer. The Inspector shall provide approval of the Training
Program/Manual of the applicant based upon the FCTM provided.
4.2.2 Training syllabi and checking program for all operations personnel assigned to operational
duties in connection with the preparation and/or conduct of a flight shall be developed to meet
the respective requirements of CAA Nepal. An AOC holder may not use, nor may any person serve
in a required crewmember capacity or operational capacity unless that person meets the training
and currency requirements established by CAA Nepal for that respective position.
4.2.3 Flight Crew. The training syllabi and checking program for flight crew members shall
include:
a) a training program acceptable to the CAA Nepal that provides for basic indoctrination,
initial, transition, difference and recurrent training, as appropriate, for flight deck crew
members for each type of aircraft flown by that crew member. This training program shall
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include both normal and emergency procedures training applicable for each type of
aircraft flown by the crew member;
b) adequate ground and flight training facilities and properly qualified instructors required
to meet training objectives and needs;
c) a current list of approved training materials, equipment, training devices, simulators and
other required training items needed to meet the training needs for each type and
variation of aircraft flown by the AOC holder; and
d) a record system acceptable to the CAA Nepal to show compliance with appropriate
training and currency requirements.
4.2.4 Cabin crew. The training syllabi and checking program for cabin crew members shall
include:
a) basic initial ground training covering duties and responsibilities;
b) appropriate CAA Nepal rules and regulations;
c) appropriate portions of the AOC holder’s operating manual;
d) appropriate emergency training as required by the CAA Nepal and the AOC holder’s
operating manual;
e) appropriate flight training;
f) appropriate recurrent, upgrade, or difference training, as required, to maintain currency
in any type and variance of aircraft the crew member may be required to work in;
g) adequate training facilities and properly qualified instructors required to meet training
objectives and needs;
h) a current list of approved training materials, equipment, training devices, simulators and
other required training items needed to meet the training needs for each type and
variation of aircraft flown by the AOC holder; and
i) maintain a training record system acceptable to the CAA Nepal to show compliance with
all required training;
4.2.5 All crew members. A training program shall be developed for all crew members in the
emergency procedures appropriate to each make and model of aircraft flown in by the crew
member. Areas shall include:
a) instruction in emergency procedures, assignments and crew co-ordination;
b) individual instruction in the use of on-board emergency equipment such as fire
extinguishers, emergency breathing equipment, first aid equipment and its proper use,
emergency exits and evacuation slides and the aircraft’s oxygen system including the use
of portable emergency oxygen bottles. Flight crew members shall also practice using their
emergency equipment designed to protect them in case of a cockpit fire or smoke;
c) training shall also include instruction in potential emergencies such as rapid
decompression, ditching, fire-fighting, aircraft evacuation, medical emergencies,
hijacking and disruptive passengers; and
d) scheduled recurrent training to meet CAA Nepal requirements.
4 2.6 All operations personnel. The training syllabi and checking program for all operations
personnel shall include:
a) training in the safe transportation and recognition of all dangerous goods to a depth
sufficient to ensure that an awareness is gained of the hazards associated with dangerous
goods, how to identify them and what requirements apply to the carriage of such goods
by passengers. Training shall include: general philosophy; limitations on dangerous goods
in air transport; package marking and labeling; dangerous goods in passengers baggage;
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emergency procedures; and a method of providing any required notification of an
accident or incident involving undeclared dangerous good;
Note — The requirements for training outlined here are for air operators who are not authorized
to carry dangerous goods. The requirements for the initial approval and continuing safety
oversight of air operators that do carry dangerous goods are extensive. Therefore, the Dangerous
Goods Inspector Handbook has been established as a separate handbook and the procedures and
job aids/checklist in this document will be utilized by CAA Nepal inspectors for the approval
(including training) and oversight of air operators who may wish to be approved to carry
dangerous goods.
b) all appropriate security training required by CAA Nepal.
Note —Procedures for the review of the security training programmes are not contained in this
handbook as this review will be completed by the Directorate, AVSEC Department.
4.2.6 Operations personnel other than crew members. For operations personnel other than
crew members (e.g., flight operations officer, handling personnel, etc.), a written training
programme shall be developed that pertains to their respective duties. The training programme
shall provide for initial, recurrent and any required upgrade training.
4.2.7 Procedures for training and checking. These are procedures to be applied in the event
that personnel do not achieve or maintain the required standards.
4.2.8 Document retention. These are procedures for retention of documentation as required
by CAA Nepal regulations/ requirements.

4.3 TRAINING PROGRAMME APPROVAL – GENERAL

4.3.1 An applicant for an air operator certificate (AOC) is required to develop a training
programme for crew members, dispatchers and instructors. An existing operator may need to
revise its training programme when purchasing new equipment, operating in a new environment,
obtaining new authorizations, or when new CAA Nepal requirements are specified. Each operator
must obtain CAA Nepal approval of curriculums used for training crew members, instructors,
examiners and dispatchers. The operator is responsible for ensuring that its training programme
is complete, current and in compliance with CAA Nepal guidance. (Unless otherwise specified in
this chapter, the term “operator” applies equally to an applicant for a certificate and an existing
certificate holder).
4.3.2 CAA Nepal inspectors will carry out a thorough analysis and inspection of all phases of the
applicant’s ground and flight training programmes. This analysis and inspection will establish
whether the training methods, syllabi, training aids/devices, training standards, related facilities
and record keeping are adequate. The qualifications of ground and flight instructor personnel
and their effectiveness evaluated.
4.3.3 Factors to be considered in the assessment and inspection of an applicant’s training
programme are:
a) the completeness of the training syllabus and adequacy of facilities, aids, equipment and
related training material. These items shall satisfactorily provide for the particular type of
training required and be utilized in such a manner as to achieve the desired training
standards and objectives. Particular attention shall be given to the availability of approved
flight simulation training devices appropriate to the flight training syllabus;
b) the adequacy and effectiveness of audio-visual training systems that use computer-based
instructions, slides, videos and/or films for presenting instructions on aircraft systems,
aerodrome qualifications and other related subjects;

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c) the existence of provisions to obtain the necessary training material and to instruct
personnel whenever new types of operations, new aircraft and/or equipment, or new or
revised maintenance methods or procedures are introduced; and
d) the competency of the applicant’s instructors and training supervisors or training
organizations to which the applicant intends to contract training.
4.3.4 In assessing the scope, quality and effectiveness of the training programme, CAA Nepal
inspector shall observe a sampling of actual training or instruction being given so that it can be
determined that:
a) the applicant adheres to the prescribed syllabus;
b) the applicant’s ground and flight instructors are competent; and
c) training personnel are able to recognize and appropriately deal with weak or
unsatisfactory trainees;
4.3.5 During the inspection of the training programme, the applicant’s plan for the
maintenance of pilot qualifications, for conversion and pilot upgrading, shall also be reviewed to
ensure that:
a) the training and associated qualification checks are carried out in a conscientious manner
by properly qualified and authorized personnel;
b) in flight training, no manoeuvre that might result in an accident is prescribed, taking into
account the aircraft involved and the experience and qualifications of the pilot in training
and also of the instructor or check pilot;
c) initial and recurrent training and checking is conducted in a systematic manner and in
accordance with the training syllabus, without undue reliance upon the individual skill or
preferences of the instructor or check pilot; and
d) simulation of abnormal or emergency situations is not permitted when passengers or
cargo are carried.
4.3.6 CAA Nepal inspector will approve the applicant’s training programme in discrete
self-contained sections such as initial training, recurrent training, transition training, conversion
training and upgrading training, which can then be further divided into subsections such as
ground training, simulator training and flight training. Should any section or subsection of the
training programme not meet the required standards, it shall be referred back to the applicant
with a detailed explanation of its deficiencies and of the corrective action necessary. When all
requirements for the training programme have been fully met, the applicant shall be notified
officially that the training programme has been approved. Any subsequent change to the training
programme will require the approval of CAA Nepal.

4.4 SPECIFIC TRAINING PROGRAM

4.4.1 Crew Resource Management training: Flight operations officers and all aircraft crew
members shall have CRM training as part of their initial and recurrent training requirements. CRM
training shall include an initial indoctrination/awareness segment, a method to provide recurrent
practice and feedback, and a method of providing continuing reinforcement. Curriculum topics
to be contained in a CRM training course include:
— communications processes and decision behaviour
— internal and external influences on interpersonal communications
— barriers to communication
— listening skills
— decision-making skills
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— effective briefings
— developing open communications
— inquiry, advocacy, and assertion training
— crew self-critique
— conflict resolution
— team building and maintenance
— leadership and follow-ship training
— interpersonal relationships
— workload management
— situational awareness
— how to prepare, plan and monitor task completions
— workload distribution
— distraction avoidance
— individual factors
— stress reduction
4.4.2 Emergency equipment training: The training programme shall require each aircraft crew
member to complete emergency equipment training during the specified training periods, using
those items of installed emergency equipment for each type of aircraft in which he or she is to
serve. During initial training, each aircraft crew member shall be required to perform the
following one-time emergency drills:
a) protective breathing equipment (PBE)/fire-fighting drill:
i) locate source of fire or smoke (actual or simulated fire);
ii) implement procedures for effective crew co-ordination and communication,
including notification of flight crew members about fire situation;
iii) don and activate installed PBE or approved PBE simulation device;
iv) manoeuvre in limited space with reduced visibility;
v) effectively use the aircraft’s communication system;
vi) identify class of fire;
vii) select the appropriate extinguisher;
viii) properly remove extinguisher from securing device;
ix) prepare, operate and discharge extinguisher properly; and
x) utilize correct fire-fighting techniques for type of fire;
b) emergency evacuation drill:
i) recognize and evaluate an emergency;
ii) assume appropriate protective position;
iii) command passengers to assume protective position;
iv) implement crew coordination procedures;
v) ensure activation of emergency lights;
vi) assess aircraft conditions;

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vii) initiate evacuation (dependent on signal or decision);
viii) command passengers to release seatbelts and evacuate;
ix) assess exit and redirect, if necessary; to open exit, including deploying slides and
commanding helpers to assist;
x) command passengers to evacuate at exit and run away from aircraft;
xi) assist special-need passengers, such as handicapped, elderly and persons in a state
of panic; and
xii) actually exit aircraft or training device using at least one of the installed emergency
evacuation slides;
Note — The training programme shall require crew members to either observe the aeroplane
exits being opened in the emergency mode and the associated exit slide/raft pack being deployed
and inflated, or perform the tasks resulting in the accomplishment of these actions.
The training programme shall require each aircraft crew member to accomplish additional
emergency drills during initial and recurrent training, including actual performance of the
following emergency drills:
c) emergency exit drill:
i) correctly pre-flight each type of emergency exit and evacuation slide or slide raft (if
part of cabin crew member’s assigned duties);
ii) disarm and open each type of door exit in normal mode;
iii) close each type of door exit in normal mode;
iv) arm each type of door exit in emergency mode;
v) open each type of door exit in emergency mode;
vi) use manual slide inflation system to accomplish or ensure slide or slide raft inflation;
vii) open each type of window exit; and
viii) remove escape rope and position for use;
d) hand-held fire extinguisher drill:
i) pre-flight each type of hand-held fire extinguisher;
ii) locate source of fire or smoke and identify class of fire;
iii) select appropriate extinguisher and remove from securing device;
iv) prepare extinguisher for use;
v) actually operate and discharge each type of installed hand fire extinguisher;
Note 1 — Fighting an actual or a simulated fire is not necessary during this drill.
Note 2 — The discharge of halon extinguishing agents during fire-fighting drills in not
appropriate, unless a training facility is used that is specifically designed to prevent harm to the
environment from the discharged halon. When such facilities are not used, other fire extinguishing
agents that are not damaging to the environment should be used during the drills.
vi) utilize correct fire-fighting techniques for type of fire;
vii) implement procedures for effective crew co-ordination and communication,
including notification of flight crew members about the type of fire situation;
e) emergency oxygen system drill:
i) pre-flight and operation of portable oxygen devices;

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ii) actually operate portable oxygen bottles, including masks and tubing;
iii) verbally demonstrate operation of chemical oxygen generators or installed oxygen
supply system;
iv) prepare for use and operate oxygen device properly, including donning and
activation;
v) administer oxygen to self, passengers and to those persons with special oxygen
needs;
vi) utilize proper procedures for effective crew coordination and communication;
vii) manually open each type of oxygen mask compartment and deploy oxygen masks;
viii) identify compartments with extra oxygen masks;
ix) implement immediate action decompression procedures;
x) reset oxygen system, if applicable;
xi) pre-flight and operation of PBE; and
xii) activate PBE;
f) flotation device drill:
i) pre-flight flotation device, if appropriate;
ii) don and inflate life vests;
iii) remove and use flotation seat cushions, as installed; and
iv) demonstrate swimming techniques using a seat cushion, as installed;
g) ditching drill, if applicable:
Note — During a ditching drill, students shall perform the “prior to impact” and “after impact”
procedures for ditching, as appropriate, to the specific operator’s type of operation.
i) implement crew coordination procedures, including briefing with captain to obtain
pertinent ditching information and briefing cabin crew members;
ii) coordinate time frame for cabin and passenger preparation;
iii) adequately brief passengers on ditching procedures;
iv) ensure cabin is prepared, including the securing of carry-on baggage, lavatories and
galleys;
v) demonstrate how to properly deploy and inflate slide raft;
vi) demonstrate how to properly deploy and inflate life rafts, if applicable;
vii) remove, position and attach slide rafts to aircraft;
viii) inflate rafts;
ix) use escape ropes at over wing exits;
x) command helpers to assist;
xi) use slides and life vests or seat cushions as flotation devices;
xii) remove appropriate emergency equipment from aircraft;
xiii) board rafts properly;
xiv) initiate raft management procedures (i.e., disconnecting rafts from aircraft, applying
immediate first aid, rescuing persons in water, salvaging floating rations and

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equipment, deploying sea anchor, tying rafts together, activating or ensuring
operation of emergency locator transmitter);
xv) initiate basic survival procedures (i.e., removing and utilizing survival kit items,
repairing and maintaining raft, ensuring protection from exposure, erecting canopy,
communicating location, providing continued first aid, providing sustenance);
xvi) use heaving line to rescue persons in water;
xvii) tie slide rafts or rafts together;
xviii) use life line on the edge of slide- or life-raft as a handhold; and
xix) secure survival kit items.
The training programme shall require each aircraft crew member to accomplish additional
emergency drill requirements during initial and recurrent training including observing the
following emergency drills:
h) life raft removal and inflation drill, if applicable.
i) removal of a life raft from the aircraft or training device; and
ii) inflation of a life raft;
i) slide raft transfer drill:
i) transfer of each type of slide raft pack from an unusable door to a usable door;
ii) disconnect slide raft at unusable door;
iii) redirect passengers to usable slide raft; and
iv) installation and deployment of slide raft at usable door.
j) slide and slide raft deployment, inflation and detachment drill:
i) engage slide girt bar in floor brackets, if applicable;
ii) arm slide for automatic inflation;
iii) inflate slides with and without quick-release handle (manually and automatically);
iv) disconnecting slide from the aircraft for use as a flotation device;
v) arm slide rafts for automatic inflation; and
vi) disconnecting slide raft from the aircraft.
k) emergency evacuation slide drill:
i) open armed exit with slide or slide raft deployment and inflation; and
ii) egress from aircraft via the evacuation slide and run away to a safe distance.
4.4.3 Flight crew initial aircraft ground training
4.4.3.1 The initial aircraft ground training curriculum for the flight crew shall be applicable to
their duties, the type of operations conducted and aircraft flown. Instructions shall include at
least the following general subjects:
a) AOC holder’s dispatch, flight release or flight locating procedures;
b) principles and methods for determining mass and balance and runway limitations for
take-off;
c) AOC holder’s operations specifications, authorizations and limitations;
d) adverse weather recognition and avoidance, and flight procedures which shall be
followed when operating in the following conditions:

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

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

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— rain removal systems
— anti-icing and/or de-icing system(s) affecting flight controls, engines, pitot static and
other probes, fluid outlets, cockpit windows and aircraft structures
k) equipment and furnishings:
— exits
— galleys
— water and waste systems
— lavatories
— cargo areas
— crew member and passenger seats
— bulkheads
— seating and/or cargo configurations
— non-emergency equipment and furnishings
l) navigation equipment:
— flight directors
— horizontal situation indicator
— radio magnetic indicator
— navigation receivers (GPS, ADF, LDA, VOR, RNAV, marker beacon, DME) as required
for the flight operations to be conducted.
— inertial systems (INS, IRS)
— functional displays
— fault indications and comparator systems
— aircraft transponders
— radio altimeters
— weather radar
— cathode ray tube or computer generated displays of aircraft position and navigation
information
m) auto flight system:
— autopilot
— autothrottles
— flight director and navigation systems
— automatic approach tracking
— autoland
— automatic fuel and performance management systems
n) flight instruments:
— panel arrangement
— flight instruments (attitude indicator, directional gyro, magnetic compass, airspeed
indicator, vertical speed indicator, altimeters, standby instruments)
— instrument power sources and instrument sensory sources (e.g., pitot static pressure).
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o) display systems:
— weather radar
— other cathode ray tube (CRT) or computer generated displays (e.g., checklist, vertical
navigation or longitudinal navigation displays)
p) communication equipment:
— VHF/HF/SAT COM radios
— audio panels
— inflight interphone and passenger address systems
— voice recorder
— air/ground passive communications systems (ACARS)
q) warning systems:
— aural, visual, and tactile warning systems (including the character and degree of
urgency related to each signal)
— warning and caution annunciator systems (including airborne collision avoidance,
ground proximity and take-off configuration warning systems)
r) fire protection:
— fire and overheat sensors, loops, modules or other means of providing visual and/or
aural indications of fire or overheat detection
— procedures for the use of fire handles, automatic extinguishing systems and
extinguishing agents
— power sources necessary to provide protection for fire and overheat conditions in
engines, APU, cargo bay/wheel well, cockpit, cabin and lavatories
s) oxygen:
— passenger, crew and portable oxygen supply systems
— sources of oxygen (gaseous or solid)
— flow and distribution networks
— automatic deployment systems
— regulators, pressure levels and gauges
— servicing requirements
t) lighting:
— cockpit, cabin and external lighting systems
— power sources
— switch positions
— spare light bulb locations
u) emergency equipment:
— fire and oxygen bottles
— first aid and medical kits
— liferafts and life preservers
— crash axes

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

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— control positions and relevant annunciators, lights or other caution and warning
systems
4.4.4 Flight Crew initial aircraft flight training
4.4.4.1 The pilot initial flight training includes at least the following training and practice
in procedures related to the carrying out of pilot duties and functions. This training and practice
may be accomplished either in flight or in a flight simulation training device (FSTD), as appropriate
to the category and class of aircraft and as approved by the CAA Nepal. If available, an FSTD must
be utilized for training on turbo-jet aircraft and all large turbo-prop aircraft training.
Note — The flight training events for pilots listed below are generic in nature for a type-rated
aeroplane training curriculum conducted in an FSTD. All of the events may not apply to all aircraft.
Additional training events may need to be added, changed or deleted for aircraft based on aircraft
category or class.
a) Preparation:
— aircraft pre-flight done by external walk around, unless the use of pictorial display is
authorised by CAA Nepal
— pre-taxi procedure
— performance limitations
— surface operation
— pushback
— powerback taxi, if applicable to the type of operation to be conducted
— starting
— taxi
— pre-take-off checks
b) Takeoff:
— normal
— crosswind
— rejected
— power failure after V1
— lower than standard minimum, if applicable to the type of operation to be conducted
c) Climb:
— normal
— one-engine inoperative during climb to en-route altitude
d) En-route:
— steep turns
— approaches to stalls (takeoff, en route, and landing configurations)
— inflight powerplant shutdown
— inflight powerplant restart
— high speed handling characteristics
e) Descent:
— normal

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— maximum rate
f) Approaches:
— VFR procedures
— visual approach with 50 per cent loss of power of available powerplants
— visual approach with slat/flap malfunction
— IFR precision approaches (ILS normal and ILS with one-engine inoperative)
— IFR non-precision approaches (NDB normal and VOR normal)
Note 1 — Non-precision approach with one engine inoperative may include LOC backcourse
procedures, LDA, GPS and circling approach procedures, as applicable to the operator’s
authorizations.
Note 2 — Simulator shall be qualified for training/checking on the circling manoeuvre.
— missed approach from precision approach
— missed approach from non-precision approach
— missed approach with powerplant failure
g) Landings:
— normal with a pitch mistrim (small aircraft only)
— normal from precision instrument approach
— normal from precision instrument approach with most critical engine inoperative
— normal with 50 per cent loss of power of available powerplants
— normal with flap/slat malfunction
— rejected landings
— crosswind
— manual reversion/degraded control augmentation
— short/soft field (small aircraft only)
— glassy/rough water (seaplanes only)
— auto-rotation (helicopter only)
h) After landing:
— parking.
— emergency evacuation
— docking, mooring and ramping (seaplanes only)
i) Other flight procedures during any airborne phase:
— airborne collision avoidance system (ACAS): use and avoidance maneuvers
— holding
— ice accumulation on airframe
— air hazard avoidance
— windshear/mircoburst
j) Normal, abnormal and alternate systems procedures during any phase:
— pneumatic/pressurization

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— air conditioning
— fuel and oil
— electrical
— hydraulic
— flight controls
— anti-icing and de-icing systems
— autopilot
— flight management guidance systems and/or automatic or other approach and
landing aids
— stall warning devices, stall avoidance devices and stability augmentation systems
— airborne weather radar
— flight instrument system malfunction
— communications equipment
— navigation systems
k) Emergency systems procedures during any phase:
— aircraft fires
— smoke control
— powerplant malfunctions
— fuel jettison
— electrical, hydraulic, pneumatic systems
— flight control system malfunction
— landing gear and flap system malfunction
4.4.5 Flight Engineer flight training: The flight engineer flight training shall include at least the
following training and practice in procedures related to the carrying out of flight engineer duties
and functions. This training and practice may be accomplished either in flight or in a flight
simulation training device (FSTD), as approved by CAA Nepal.
Note —The flight training events for flight engineers listed below are generic in nature for a type-
rated aeroplane training curriculum. Additional training events may need to be added, changed
or deleted. The events listed are typically conducted in an FSTD, except as noted, and may be
conducted in aircraft when appropriate,
a) Preparation:
— airplane pre-flight
— logbook procedures
— safety checks
— cabin/interiors
— exterior walk-around
— servicing/de-icing
— use of oxygen
b) Ground operations:
— performance data
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• TO/LND data
• airport analysis
• mass and balance
— use of checklist
• panel setup
— starting
• external power
• external air
• APU
— communications
• station procedures
• ACARS
— taxi
c) Take-off:
— powerplant control
— flaps/landing gear
— fuel management
— other systems operation
— aircraft performance
— checklist completion
d) Climb
— powerplant control
— fuel management
— pressurization
— electrical system
— air conditioning
— flight controls
— other systems
e) En-route
— powerplant operation
— fuel management
— performance management
— high-altitude performance
— other systems operation
f) Descent
— powerplant operation
— other systems operation

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— performance management
g) Approach
— landing data
— landing gear operation
— flat/slat/spoiler operation
— approach monitoring
h) Landings
— powerplant operation
— aircraft configuration
— system operation
emergency evacuation
i) Procedures during any ground or airborne phase
— cockpit equipment
— flap slats/gear
— powerplant
— pressurization
— pneumatic
— air conditioning
— fuel and oil
— electrical
— hydraulic
— flight controls
— anti-icing and de-icing
— other checklist procedures
4.4.6 Aircraft differences training: Aircraft differences training for flight operations officers are
required when the operator has aircraft variances within the same type of aircraft, which includes
at least the following:
— operations under adverse weather phenomena conditions, including clear air turbulence,
windshear, and thunderstorms.
— mass and balance computations and load control procedures
— aircraft performance computations, to include take-off mass limitations based on
departure runway, arrival runway and en-route limitations as well as engine-out
limitations
— flight planning procedures, to include route selection, flight time and fuel requirements
analysis
— dispatch release preparation
— crew briefings
— flight monitoring procedures
— flight crew response to various emergency situations, including the assistance the aircraft
flight operations officer can provide in each situation
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— MEL and CDL procedures
— manual performance of required procedures in case of the loss of automation capabilities
— training in appropriate geographic areas
— ATC and instrument procedures, to include ground hold and central flow control
procedures
— radio/telephone procedures
— emergency procedures – actions taken to aid the flight crew
— emergency procedures – AOC holder and CAA Nepal notification
4.4.7 Pilot recurrent training
4.4.7.1 The recurrent training program for all flight crew shall be relevant to the type or variant
of aircraft on which he or she is certified to operate and for the crew member position involved.
The flight crew member recurrent ground training includes at least the following:
a) general subjects:
— flight locating procedures
— principles and method for determining mass/balance and runway limitations
— meteorology to ensure practical knowledge of weather phenomena including the
principles of frontal system, icing, fog, thunderstorms, windshear and high altitude
weather situations
— ATC systems and phraseology
— navigation and use of navigational aids
— normal and emergency communication procedures
— visual cues before descent to MDA
— accident/incident and occurrence review
— other instructions necessary to ensure the pilot’s competence
b) aircraft systems and limitations:
— normal, abnormal, and emergency procedures
— aircraft performance characteristics
— engines and, if applicable, propellers
— major aircraft components
— major aircraft systems (i.e., flight controls, electric, hydraulic and other systems as
appropriate)
c) ground icing and de-icing procedures and requirements
d) emergency equipment and drills
e) every 12 months:
— location and use of all emergency and safety equipment carried on the aeroplane.
— the location and use of all types of exits
— actual donning of a lifejacket where fitted
— actual donning of protective breathing equipment
— actual handling of fire extinguishers

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f) every 3 years:
— operation of all types of exits
— demonstration of the method used to operate a slide, where fitted
— fire-fighting using equipment representative of that carried in the aeroplane on an
actual or simulated fire
Note — With Halon extinguishers, an alternative method acceptable to CAA Nepal may be used.
— effects of smoke in an enclosed area and actual use of all relevant equipment in a
simulated smoke-filled environment.
— actual handling of pyrotechnics, real or simulated, where fitted
— demonstration in the use of the life-raft(s), where fitted
— an emergency evacuation drill
— a ditching drill, if applicable
— a rapid decompression drill, if applicable
g) crew resource management:
— decision-making skills
— briefings and developing open communication
— inquiry, advocacy and assertion training
— workload management
— situational awareness
h) dangerous goods:
— recognition of and transportation of dangerous goods
— proper packaging, marking and documentation
— instructions regarding compatibility, loading, storage and handling characteristics
i) security:
— hijacking
— disruptive passengers
4.4.7.2 The pilot recurrent flight training shall include at least the following:
Note — Flight training may be conducted in an appropriate aircraft, adequate flight simulation
training device (FSTD), or in a combination of aircraft and FSTD, as approved by the CAA Nepal.
Recurrent training shall be conducted in an FSTD for all turbo-jet and large turbo-prop aircraft.
a) preparation:
— visual inspection (use of pictorial display authorised)
— pre-taxi procedures
b) ground operation:
— performance limitations
— cockpit management
— securing cargo
— pushback
— powerback taxi, if applicable
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— starting
— taxi
— pre-takeoff checks
c) take-off:
— normal
— crosswind
— rejected
— power failure after V1
— powerplant failure during second segment
— low visibility take-off operations
d) climb:
— normal
— one-engine inoperative climb to en-route altitude
e) en-route:
— steep turns
— approaches to stalls (take-off, en-route and landing configurations)
— inflight powerplant shutdown
— inflight powerplant restart
— high-speed handling characteristics
f) descent:
— normal
— maximum rate
g) approaches:
— VFR procedures
— visual approach with 50 per cent loss of power of available powerplants
— visual approach with slat/flap malfunction
— IFR precision approaches (ILS normal and ILS with one-engine inoperative)
— IFR non-precision approaches (NDB normal and VOR normal)
— non-precision approach with one engine inoperative (LOC backcourse, SDF/LDA, GPS,
TACAN and circling approach procedures)
Note — A Flight Simulation Training Device shall not be used for training/checking on the circling
manoeuvre unless it has been qualified for circling manoeuvres. The operator must be approved
to conduct circling manoeuvres by CAA Nepal to participate in that training and checking.
— missed approach from precision approach
— missed approach from non-precision approach
— missed approach with powerplant failure
h) landings:
— abnormal with a pitch mistrim (small aircraft only)

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— abnormal from precision instrument approach
— abnormal from precision instrument approach with most critical engine inoperative
— abnormal with 50 per cent loss of power of available powerplants
— abnormal with flap/slat malfunction
— rejected landings
— crosswind
— short/soft field (small aircraft only)
— glassy/rough water (seaplanes only)
— auto-rotation (helicopter only)
i) after landing:
— parking
— emergency evacuation
— docking, mooring and ramping (seaplanes only)
j) other flight procedures during any airborne phase:
— airborne collision avoidance system: use and avoidance maneuvers
— holding
— ice accumulation on airframe
— air hazard avoidance
— windshear/microburst
k) normal, abnormal and alternate systems procedures during any phase:
— pneumatic/pressurization
— air conditioning
— fuel and oil
— electrical
— hydraulic
— flight controls
— anti-icing and de-icing systems
— flight management guidance systems and/or automatic or other approach and
landing
— stall warning devices, stall avoidance devices and stability augmentation systems
— airborne weather radar
— flight instrument system malfunction
— communications equipment
— navigation systems
— autopilot
— approach and landing aids
— flight instrument system malfunction
l) emergency systems procedures during any phase:
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— aircraft fire
— smoke control
— powerplant malfunctions
— fuel jettison
— electrical, hydraulic, pneumatic systems
— flight control system malfunction
— landing gear and flap system malfunction
4.4.8 Flight engineer recurrent: The flight engineer recurrent flight training includes at least
the flight training specified in Para 4.4.5.
4.4.9 Initial aircraft ground training – Cabin crew: The initial ground training curriculum for
cabin crew members shall be applicable to the type of operations conducted and aircraft flown,
including at least the following general subjects, if applicable:
a) aircraft familiarization:
— aircraft characteristics and description
— flightdeck configuration
— cabin configuration
— galleys
— lavatories
— stowage areas
b) aircraft equipment and furnishings:
— cabin crew member stations
— cabin crew member panels
— passenger seats
— passenger service units and convenience panels
— passenger information signs
— aircraft markings
— aircraft placards
— bassinets and bayonet tables
c) aircraft systems:
— air conditioning and pressurisation system
— aircraft communication systems (call, interphone and passenger address)
— lighting and electrical systems
— oxygen systems (flight crew, observer and passenger)
— water system
— entertainment and convenience systems
d) aircraft exits:
— general information
— exits with slides or slide rafts (pre-flight and normal operation)

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— exits without slides (pre-flight and normal operations)
— window exits (pre-flight)
e) crew member communication and coordination:
— authority of PIC
— routine communication signals and procedures
— crew member briefing
f) routine crew member duties and procedures:
— crew member general responsibilities
— reporting duties and procedures for specific aircraft
— pre-departure duties and procedures prior to passenger boarding
— passenger boarding duties and procedures
— prior to movement on the surface duties and procedures
— prior to take-off duties and procedures applicable to specific aircraft
— inflight duties and procedures
— prior to landing duties and procedures
— movement on the surface and arrival duties and procedures
— after arrival duties and procedures
— intermediate stops
g) passenger handling responsibilities:
— crew member general responsibilities
— infants, children and unaccompanied minors
— passengers needing special assistance
— passengers needing special accommodation
— carry-on stowage requirements
— passenger seating requirements
— smoking and no smoking requirements
4.4.9.1 Initial ground training for Cabin Crew members: The initial ground training curriculum
for cabin crew members shall be applicable to the type of operations conducted and aircraft
flown, including at least the following aircraft specific emergency subjects, if applicable:
a) emergency equipment:
— emergency communication and notification systems
— aircraft exits
— exits with slides or slide rafts (emergency operation)
— slides and slide rafts in a ditching
— exits without slides (emergency operation)
— window exits (emergency operation)
— exits with tailcones (emergency operation)
— cockpit exits (emergency operation)

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— ground evacuation and ditching equipment
— first aid equipment
— portable oxygen systems [oxygen bottles, chemical oxygen generators, protective
breathing equipment (PBE)]
— fire-fighting equipment
— emergency lighting systems
— universal precaution kits
— automated external defibrillators
— additional emergency equipment
b) emergency assignments and procedures:
— general types of emergencies specific to aircraft, including crew coordination and
communication
— emergency communication signals and procedures
— rapid decompression
— insidious decompression and cracked window and pressure seal leaks
— fires
— ditching
— ground evacuation
— unwarranted evacuation (i.e., passenger initiated)
— illness or injury
— abnormal situations involving passengers or crew members
— hijacking and acts of unlawful interference
— bomb threat
— turbulence
— other unusual situations including an awareness of other crew members’ assignments
and functions as they pertain to the cabin crew member’s own duties
— previous aircraft accidents and incidents
c) aircraft specific emergency drills:
— emergency exit drill
— hand fire extinguisher drill
— emergency oxygen system drill
— flotation device drill
— ditching drill, if applicable
— life raft removal and inflation drill, if applicable
— slide raft pack transfer drill, if applicable
— slide or slide raft deployment, inflation and detachment drill, if applicable
— emergency evacuation slide drill, if applicable
4.4.10 Recurrent normal and emergency training – Cabin crew: Each cabin crew member shall
undergo recurrent training in evacuation and other appropriate normal and emergency
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procedures and drills relevant to his or her assigned positions and the type(s) and/or variant(s)
of aircraft on which he or she operates every twelve months in at least the following:
a) emergency equipment, as applicable:
— emergency communication and notification systems
— aircraft exits
— exits with slides or slide rafts (emergency operation)
— slides and slide rafts in a ditching
— exits without slides (emergency operation)
— window exits (emergency operation)
— exits with tailcones (emergency operation)
— cockpit exits (emergency operation)
— ground evacuation and ditching equipment
— first aid equipment
— portable oxygen systems (oxygen bottles, chemical oxygen generators, protective
breathing equipment (PBE))
— fire-fighting equipment
— emergency lighting systems
— additional emergency equipment
b) emergency procedures:
— general types of emergencies specific to aircraft
— emergency communication signals and procedures
— rapid decompression
— insidious decompression and cracked window and pressure seal leaks
— fires
— ditching
— ground evacuation
— unwarranted evacuation (i.e., passenger initiated)
— illness or injury
— abnormal situations involving passengers or crew members
— turbulence
— other unusual situations
c) emergency drills
d) every twelve months:
— location and use of all emergency and safety equipment carried on the aeroplane
— the location and use of all types of exits
— actual donning of a lifejacket where fitted
— actual donning of protective breathing equipment (PBE)
— actual handling of fire extinguishers

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e) every three years:
— operation of all types of exits
— demonstration of the method used to operate a slide, where fitted
— fire-fighting using equipment representative of that carried in the aeroplane on an
actual or simulated fire
Note — With Halon extinguishers, an alternative method acceptable to CAA Nepal may be used.
— effects of smoke in an enclosed area and actual use of all relevant equipment in a
simulated smoke-filled environment
— actual handling of pyrotechnics, real or simulated, where fitted
— demonstration in the use of the life-raft(s), where fitted
— an emergency evacuation drill
— a ditching drill, if applicable
— a rapid decompression drill, if applicable
f) Crew Resource Management:
— decision-making skills
— briefings and developing open communication
— inquiry, advocacy and assertion training
— workload management
g) dangerous goods:
— recognition of and transportation of dangerous goods
— proper packaging, marking and documentation
— instructions regarding compatibility, loading, storage and handling characteristics
h) security:
— hijacking
— disruptive passengers
4.4.11 Initial aircraft ground training – Flight Operations Officer: The initial aircraft ground
training for flight operations officers that include instruction in at least the following subjects:
a) general dispatch subjects:
— appropriate regulations
— operations manual of the AOC holder
— operations specifications of the AOC holder
— weather reports: interpretation, available sources, actual and prognostic, seasonal
variations
— communications, to include normal and emergency
— meteorology, to include effects on radio reception
— adverse weather
— notices to airmen
— navigational charts and publications
— joint dispatcher/pilot responsibilities
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— ATC coordination procedures
— familiarization with operations area, including classes of airspace and special areas of
navigation
— characteristics of special aerodromes
b) aircraft characteristics:
— aircraft specific flight preparation
— aircraft operating and performance characteristics
— navigation equipment, including peculiarities and limitations
— instrument approach and communication equipment
— emergency equipment
— AFM or RFM provisions applicable to the aircraft duties
— MEL/CDL
— applicable equipment training
c) operations procedures:
— adverse weather phenomena (wind-shear, clear air turbulence and thunderstorms)
— mass and balance computations and load control procedures
— aircraft performance computations, to include take-off weight limitations based on
departure runway, arrival runway, and en-route limitations and also engine-out
limitations
— flight planning procedures, to include route selection, flight time and fuel
requirements analysis
— dispatch release preparation
— crew briefings
— flight monitoring procedures
— MEL and CDL procedures
— manual performance of all required procedures in case of the loss of automated
capabilities
— training in appropriate geographic areas
— ATC and instrument procedures, ground hold and central flow control procedures
— radio/telephone procedures
d) abnormal and emergency procedures:
— assisting flight crew in an emergency
— alerting of appropriate governmental, company and private agencies
e) crew resource management
f) dangerous goods
g) security
h) differences training

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4.4.12 Recurrent training – Flight Operations Officer
4.4.12.1 The recurrent training programme, to be completed every twelve months shall be
relevant to the type(s) and/or variant(s) of aircraft and the operations conducted by the AOC
holder.
4.4.12.2 The training programme shall ensure that each flight operations officer receives
recurrent training in the subjects required for initial training listed in Para 4.4.10 in sufficient
detail to ensure competency in each specified area of training. Operators may choose to provide
in-depth coverage of selected subjects on any one cycle of training. In such cases the operator’s
training programme must cover all the subjects to the detail required for initial qualification
within three years.
4.4.13.1 Flight crew instructor training: The initial ground training for flight instructors
shall include the following:
— flight instructor duties, functions and responsibilities
— applicable regulations and the AOC holder’s policies and procedures
— appropriate methods, procedures and techniques for conducting the required
checks
— proper evaluation of student performance including the detection of:
• improper and insufficient training
• personal characteristics of an applicant that could adversely affect safety
— appropriate corrective action in the case of unsatisfactory checks
— approved methods, procedures and limitations for performing the required
normal, abnormal and emergency procedures in the aircraft
— except for holders of existing flight instructor licences:
• the fundamental principles of the teaching-learning process
• teaching methods and procedures
• the instructor-student relationship
For transition training the programme shall include the approved methods, procedures, and
limitations for performing the required normal, abnormal, and emergency procedures applicable
to the aircraft to which the flight instructor is in transition.
4.4.13.2 The initial and transition flight training for flight instructors shall include the
following:
— safety measures for emergency situations that are likely to develop during instruction
— potential results of improper, untimely or non-execution of safety measures during
instruction
— for pilot flight instructor (aircraft):
• in-flight training and practice in conducting flight instruction from the left and right
pilot seats in the required normal, abnormal and emergency procedures to ensure
competence as an instructor
• the safety measures to be taken from either pilot seat for emergency situations that
are likely to develop during instruction
— flight training requirements for flight instructors can be completed in full or in part in
flight or in a flight simulation training device, as appropriate
— initial and transition flight training for flight instructors (flight simulation training device)
shall include the following:
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• training and practice in the required normal, abnormal and emergency procedures to
ensure competence to conduct the flight instruction required by this part. This
training and practice shall be accomplished in full or in part in a flight simulation
training device.
• training in the operation of flight simulation training devices, to ensure competence
to conduct the flight instruction required
4.4.14 Cabin crew instructor training: The initial ground training for the cabin instructors shall
include the following:
— cabin instructor duties, functions and responsibilities
— applicable regulations and the AOC holder’s policies and procedures
— appropriate methods, procedures and techniques for conducting the required
checks
— proper evaluation of student performance including the detection of:
• improper and insufficient training
• personal characteristics of an applicant that could adversely affect safety
— appropriate corrective action in the case of unsatisfactory checks
— approved methods, procedures and limitations for performing the required
normal, abnormal and emergency procedures in the aircraft, as applicable
— except for existing cabin instructors:
• fundamental principles of the teaching-learning process
• teaching methods and procedures
• the instructor-student relationship
For transition ground training for cabin instructors the training programme shall include the
approved methods, procedures and limitations for performing the required normal, abnormal
and emergency procedures applicable to the aircraft, as appropriate to which the cabin instructor
is in transition.
4.4.15 Flight Operations Officer instructor training shall include the following:
— flight operations officer instructor duties, functions and responsibilities
— applicable regulations and the AOC holder’s policies and procedures
— appropriate methods, procedures and techniques for conducting the required
checks
— proper evaluation of student performance including the detection of:
• improper and insufficient training
• personal characteristics of an applicant that could adversely affect safety
— appropriate corrective action in the case of unsatisfactory checks
— approved methods, procedures and limitations for performing the required
normal, abnormal and emergency procedures for the aircraft or position involved
— except for holders of existing flight operations officer instructor licences:
• the fundamental principles of the teaching-learning process
• teaching methods and procedures
• the instructor-student relationship

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Transition ground training for Flight Operations Officer instructors shall include the approved
methods, procedures and limitations for performing the required normal, abnormal and
emergency procedures applicable to the aircraft or position involved to which the Flight
Operations Officer instructor is in transition.
4.4.16 Report procedures
The appropriate training manual/program checklist/report form [Form # D1 to Form # D7]
included at the end of this chapter shall be used for recording the results of the review of the
applicable training manual/program.

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Attachment D1
TRAINING PROGRAMME MONITOR INSPECTION CHECKLIST/REPORT

Company: Date:

Location: Inspector:

Type of training program inspected:

S = Satisfactory; U = Unsatisfactory
 S/U
A. TRAINING CURRICULUM
1. Appropriate title(s)
2. List of effective pages
3. Record of revisions
4. CAA Nepal approved
5. Sufficient detail
6. Training hours specified
7. Objective (s) stated
8. Currency
9. Conformity
B. INSTRUCTOR COURSEWARE
1. Title
2. Detail
3. Usability/practicality
4. Consistency
5. References
6. Validation
C. STUDENT COURSEWARE
1. Consistency
2. Detail
3. Validation
D. TRAINING FACILITIES AND ENVIRONMENT
1. Classroom space
2. Storage space
3. Instructor areas
4. Lighting
5. Noise and temperature
E. GROUND INSTURCTORS
1. Training
2. Knowledge
3. Instructional technique and delivery
4. Adherence
F. FLIGHT INSTRUCTORS
1. Training
2. Knowledge
3. Proficiency
4. Instructional technique and delivery

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

OVERALL RESULT: Inspector’s

signature:

Satisfactory Name:

Unsatisfactory Date:

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Attachment D2
EMERGENCY EQUIPMENT TRAINING CHECKLIST/REPORT

Company: Date:

Location: Inspector:

Type of training program inspected:

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

OVERALL RESULT: Inspector’s

signature:

Satisfactory Name:

Unsatisfactory Date:

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Attachment D3
FLIGHT CREW TRAINING CHECKLIST/REPORT

Company: Date:

Location: Inspector:

Type of training program inspected:

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

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b) Flight planning
c) Display systems
d) Navigation and communications systems
e) Auto-flight/flight directors
f) Cockpit familiarization
B. FLIGHT CREW/PILOT INITIAL AIRCRAFT FLIGHT TRAINING
a) Preparation
b) Take-off
c) Climb
d) En-route
e) Descent
f) Approaches
g) Landings
h) After landing
i) Other flight procedures
j) Normal, abnormal and alternate systems procedures
k) Emergency systems procedures
C. PILOT RECURRENT TRAINING
1. Flight crew member recurrent ground training
a) General subjects
b) Aircraft systems and limitations
c) Ground icing and de-icing procedures
d) Emergency equipment and drills
e) Every 12 months:
- location and use of all emergency and safety equipment
- the location and use of all types of exits
- actual donning of a lifejacket where fitted
- actual donning of protective breathing equipment
- actual handling of fire extinguishers
f) Every 3 years:
- operation of all types of exits
- demonstration of the method used to operate a slide, where fitted
- fire-fighting drill re
- use of all relevant equipment in a simulated smoke-filled environment.
- actual handling of pyrotechnics, real or simulated, where fitted
- demonstration in the use of the life-raft(s), where fitted
- an emergency evacuation drill
- a ditching drill, if applicable
- a rapid decompression drill, if applicable
g) Crew resource management
h) Dangerous goods
i) Security
2. Pilot recurrent flight training
a) Preparation
b) Ground operation
c) Take-off
d) Climb
e) En-route
f) Descent
g) Approaches
h) Landings
i) After landing

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j) Other flight procedures
k) Normal, abnormal and alternate systems procedures
l) Emergency systems procedures
Remarks:

OVERALL RESULT: Inspector’s

signature:

Satisfactory Name:

Unsatisfactory Date:

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Attachment D4
FLIGHT ENGINEER TRAINING CHECKLIST/REPORT

Company: Date:

Location: Inspector:

Type of training program inspected:

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

OVERALL RESULT: Inspector’s

signature:

Satisfactory Name:

Unsatisfactory Date:

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Attachment D5
CABIN CREW TRAINING CHECKLIST/REPORT

Company: Date:

Location: Inspector:

Type of training program inspected:

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

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 S/U

OVERALL RESULT: Inspector’s

signature:

Satisfactory Name:

Unsatisfactory Date:

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Attachment D6
FLIGHT OPERATIONS OFFICER TRAINING CHECKLIST/REPORT

Company: Date:

Location: Inspector:

Type of training program inspected:

S = Satisfactory; U = Unsatisfactory
 S/U
A. INITIAL AIRCRAFT GROUND TRAINING
1. General dispatch subjects
2. Aircraft characteristics
3. Operations procedures
4. Abnormal and emergency procedures
5. Crew resource management
6. Dangerous goods
7. Security
8. Differences training
B. RECURRENT TRAINING
Each flight operations officer receives recurrent training in the subjects above in sufficient
detail to ensure competency in each specified area of training. Operators may choose to
provide in-depth coverage of selected subjects on any one cycle of training. In such cases
the operator’s training program must cover all the subjects to the detail required for initial
qualification within three years.
C. AIRCRAFT DIFFERENCES TRAINING
1. Operations under adverse weather phenomena conditions, including clear air
turbulence, windshear, and thunderstorms.
2. Mass and balance computations and load control procedures
3. Aircraft performance computations, to include take-off mass limitations based on
departure runway, arrival runway and en-route limitations as well as engine-out
limitations
4. Flight planning procedures, to include route selection, flight time and fuel requirements
analysis
5. Dispatch release preparation
6. Crew briefings
7. Flight monitoring procedures
8. Flight crew response to various emergency situations, including the assistance the
aircraft flight operations officer can provide in each situation
9. MEL and CDL procedures
10. Manual performance of required procedures in case of the loss of automation
capabilities
11. Training in appropriate geographic areas
12. ATC and instrument procedures, to include ground hold and central flow control
procedures
13. Radio/telephone procedures
14. Emergency procedures – actions taken to aid the flight crew
15. Emergency procedures – AOC holder and CAA Nepal notification

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Remarks:

OVERALL RESULT: Inspector’s

signature:

Satisfactory Name:

Unsatisfactory Date:

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Attachment D7
INSTRUCTOR TRAINING CHECKLIST/REPORT

Company: Date:

Location: Inspector:

Type of training program inspected:

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

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 S/U
• personal characteristics of an applicant that could adversely affect safety
5. Appropriate corrective action in the case of unsatisfactory checks
6. Approved methods, procedures and limitations for performing the required normal,
abnormal and emergency procedures in the aircraft, as applicable
7. Except for existing cabin instructors:
• fundamental principles of the teaching-learning process
• teaching methods and procedures
• the instructor-student relationship
C. FLIGHT OPERATIONS OFFICER INSTRUCTOR TRAINING
1. Flight operations officer instructor duties, functions and responsibilities
2. Applicable regulations and the AOC holder’s policies and procedures
3. Appropriate methods, procedures and techniques for conducting the required checks
4. Proper evaluation of student performance including the detection of:
• improper and insufficient training
• personal characteristics of an applicant that could adversely affect safety
5. Appropriate corrective action in the case of unsatisfactory checks
6. Approved methods, procedures and limitations for performing the required normal,
abnormal and emergency procedures for the aircraft or position involved
7. Except for holders of existing flight operations officer instructor licences:
• the fundamental principles of the teaching-learning process
• teaching methods and procedures
• the instructor-student relationship
Remarks:

OVERALL RESULT: Inspector’s

signature:

Satisfactory Name:

Unsatisfactory Date:

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5 DEMONSTRATION (PROVING) FLIGHTS

5.1 BACKGROUND AND OBJECTIVES

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

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b) Positioning flights. Positioning flights approved by the CAA Nepal may be credited
towards demonstration flight requirements.
c) Training flights. With the approval of the CAA Nepal training flights may be credited
towards demonstration test requirements, provided that a CAA Nepal inspector observes
each flight.

5.2 SPECIFIC PROCEDURES

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

5.3 EVALUATION AND REPORTING

The routine portion of the applicant’s operational performance during the series of
demonstration test flights will be evaluated using the Inflight Cockpit Inspection Checklist form
along with the criteria contained in AOCI Manual Volume II, Chapter 13; the Inflight Cabin
Inspection Checklist form along with criteria contained in AOCI Manual Volume II, Chapter 14;
and the Station Facility Inspection Checklist form along with the criteria contained in AOCI
Manual Volume II, Chapter 12 (as applicable). These will be attached to the demonstration flight
report form which will also be completed.

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Attachment E
AIR OPERATOR DEMONSTRATION FLIGHT REPORT

1. Air operator:

2. Aircraft type:

3. Flight information:

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

4. Emergency/abnormal scenarios (List)

5.Results: Satisfactory: Unsatisfactory:

Remarks: (continue on back if necessary)

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

Inspector’s signature:

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6 CONTINUING SAFETY OVERSIGHT — SURVEILLANCE

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

6.2 Safety Oversight Program

6.2.1 In the first few months of a new operation, CAA Nepal inspectors shall be particularly alert
to any irregular procedures, evidence of inadequate facilities or equipment, or indications that
management control of the operation may be ineffective. They shall also carefully examine any
information that may indicate a significant deterioration in the operator's financial condition.
Examples of trends which may indicate problems in an operator's financial condition are:
a) significant lay-offs or turnover of personnel;
b) delays in meeting payroll;
c) reduction of safe operating standards;

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d) decreasing standards of training;
e) withdrawal of credit by suppliers;
f) inadequate maintenance of aircraft;
g) shortage of supplies and spare parts;
h) curtailment or reduced frequency of revenue flights; and
i) sale or repossession of aircraft or other major equipment items.
6.2.2 When possible financial difficulties are identified, CAA Nepal inspectors will increase
technical surveillance of the operation with particular emphasis on the maintenance of safety
standards.
6.2.3 During the certification process, CAA Nepal inspector will have determined the methods,
systems or procedures that the operator intended to use to ensure compliance with the
applicable regulations/requirements, the AOC and its associated operations specifications and
the operator’s operation manual. A prime objective of the safety oversight program is is to
confirm that such methods, systems or procedures are being followed and are effective in the
demonstration of operator compliance and achievement of safety objectives.
6.2.4 Aircraft leases and contractual arrangements entered into by the operator for training,
etc. need to be thoroughly reviewed and a determination made of whether these arrangements
are producing satisfactory results as far as the maintenance of safety standards and regulatory
compliance are concerned.
6.2.5 The operator’s training programme must be closely monitored during oversight to ensure
that the training standards, which were demonstrated when the programme was initially
approved, are being maintained. If there are indications that the training provided is not
achieving the desired training objectives, or has resulted in a high failure rate on various tests or
examinations, CAA Nepal inspectors need to make certain that the operator revises the training
programme to ensure that trainees will reach the required level of competence.
6.2.6 The performance of flight crew authorized as Designated Check Pilots needs to be
observed and evaluated during the course of the surveillance. This evaluation should be
conducted, where possible, by an inspector qualified on the specific type of aircraft utilized by
the operator. The procedures for approval and surveillance of Designated Check Pilots are
contained in Chapter 18 of Volume II.
6.2.7 The oversight function will be accomplished on a continuing basis, planned and
performed at specified times or intervals such that all significant aspects of the operator's
procedures and practices are evaluated and appropriate inspections, commensurate with the
scale and scope of the operator’s activities, conducted at least once every 12 months.
6.2.8 The safety oversight program of an operator shall:
a) establish that the operator has conducted, and is likely to continue to conduct, operations
in accordance with good operating practices, the AOC's operations specifications,
operations manual and in all respects in compliance with CAA Nepal requirements;
b) ensure that all changes in the applicable operating regulations and rules, in any
amendments to the AOC or associated operations specifications, or otherwise any
improvements in operating procedures, are put into practice and reflected in appropriate
amendments to the operations manual;
c) keep the CAA Nepal informed of the competency, current operating practices and record
of compliance of the operator, including service providers to whom the operator may
have outsourced services;
d) afford CAA Nepal the opportunity to recommend regulatory or policy changes if the safety
oversight inspections indicate such action would result in improvements in operating
safety standards in general; and
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e) establish whether the exercise of the privileges of an AOC and the associated operations
specifications by a particular operator should be continued, made the subject of further
operating limitations, or be suspended or revoked.

6.3 Planning and Executing Safety Oversight Program

Refer to Para 1A.4 for more details.

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7 MAIN BASE AUDIT

7.1 BACKGROUND AND OBJECTIVES

A main base audit shall be performed at the operator’s principal base of operations, sub-bases,
and the purpose of the inspection is to assess the suitability of the operator’s organization,
management, facilities, equipment, manuals, personnel and training records. The operations
portion of main base audit will be accomplished in six increments as follows:
• operations manual;
• operational control;
• operations and flight (trip) records;
• flight and duty time records;
• training program; and
• training and qualification records.

7.2 GENERAL INSPECTION GUIDELINES

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

7.3 SPECIFIC INSPECTION PROCEDURES AND PRACTICES

Detailed guidance regarding the conduct of the six types of inspections listed in 7.1 above, along
with inspection checklists/report forms, are contained in Chapter 4 and Chapters 8 through 12
of this volume.
Base Audit for Issuance of AOC is carried out through AOCI Manual Volume II Appendix-5 form
FOS FORM CL-118-BA and Base audit for renewal of AOC is carried out through latest FOD Audit
Checklist.
Summary of audit procedure laid down in AOCI Manual Volume II Appendix-47.
Findings raised during audit are issued as Discrepancy Reporting Form laid down in AOCI Manual
Volume II Appendix-1.
Audit Entry Meeting and Exit Meeting are documented in Audit In-Brief Form and Audit Exit-
Brief Form laid down in AOCI Manual Volume II Appendix-1.
Operators shall submit the corrective action plan of each finding in Corrective Action Form laid
down in AOCI Manual Volume II Appendix-1.

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8 OPERATION CONTROL INSPECTION

8.1 BACKGROUND AND OBJECTIVES

8.1.1 Operational control refers to the exercise, by the operator, of responsibility for the
initiation, continuation, termination or diversion of a flight. Flight dispatch procedures are the
means by which the control and supervision of flight operations will be achieved. FOR-A para
3.1.4 and FOR-H Sec.2 para 1.1.5 require air operators to have an approved system for the control
and supervision of flight operations. The air operator is required to demonstrate that there are
sufficient qualified flight dispatchers in place to ensure adequate operational control. The
operational control system shall have an approved flight following system adequate for the
proper monitoring of each flight considering the operations to be conducted. Responsibility for
operational control is delegated jointly to the pilot-in-command and the flight dispatcher.
8.1.2 To make an evaluation of the overall effectiveness of the operational control organization,
the FOI must evaluate the following factors:
• responsibility for operational control is clearly defined;
• an adequate number of operational control personnel are provided;
• applicable manuals contain adequate policy and guidance to allow operational control
personnel and flight-crews to carry out their duties efficiently, effectively and with a high
degree of safety;
• operational control personnel are adequately trained, knowledgeable and competent in the
performance of their duties;
• flight control personnel and flight-crews have been provided with the necessary information
for the safe planning, control and conduct of all flights;
• the operator provides adequate facilities for flight control functions;
• the operator performs all operational control functions required by the requirements;
• the operator performs all functions necessary to provide adequate operational control in the
environment in which operations are conducted;
• adequate emergency procedures and contingency plans have been formulated.

8.2 GENERAL INSPECTION PRACTICES AND

PROCEDURES
8.2.1 FOIs conduct operational control inspections through systematic manual reviews, records
inspections, observations and interviews.
a) Inspector preparation and manual review: Before starting an operational control
inspection, the inspector must become familiar with the operational control provisions
contained in the operations manual. This manual review is both the first step in the
inspection process and preparation for subsequent steps. Its purpose is to examine
operations control policy and guidance in depth in order to ensure that approved
procedures are being followed. The operations manual shall specify the following:
1) the responsibilities and functions assigned to flight dispatchers related to the
approved method of control and supervision of flight operations; and

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

8.3 SPECIFIC INSPECTION PRACTICES AND PROCEDURES

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

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

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

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

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2) Engine out performance analysis shall be complete and accurate.
3) When possible, multiple ETP's shall be provided for overwater flights and EDTO
operations.
4) Adequate guidance shall be available for drift down computations and fuel dump
requirements.
r) Emergency procedures:
1) Emergency action procedures and checklists shall be published and readily available
to operations control personnel for the following emergencies:
i) in-flight emergency;
ii) crash;
iii) overdue or missing aircraft;
iv) bomb threat;
v) hijacking.
2) Operator shall have available lists containing information on the emergency and
survival equipment carried aboard its airplanes.
s) Change-over procedures:
1) During shift changes, an adequate overlap shall be provided for dispatchers and other
flight operations control personnel to brief their oncoming counterparts,
t) Communications and reports: Provisions shall be made concerning the following:
1) the procedures to be used to notify flights regarding hazardous conditions relating to
aerodromes or navigation aids, etc., are adequate;
2) notices to airmen (NOTAMs) will be made available to flight crew personnel in a timely
manner;
3) emergency communications procedures and facilities are adequate;
4) flight dispatchers are able to establish rapid and reliable voice communications with
the flight crew at the gate;
5) communications between the operational control centre and appropriate ATS
facilities are adequate;
6) air-ground communications and point-to-point circuits used for flight safety messages
are adequate and are reasonably free of congestion to ensure rapid and reliable
communications throughout the geographical area of operations;
7) flight dispatchers are familiar with all facets of operations within their geographical
areas of responsibility and are properly authorized and qualified in the use of all
communications channels required by the approved method of control and
supervision of flight operations;
8) the necessary emphasis is placed on the timely receipt of messages both in the aircraft
and at the operational control centre or en-route stations; and
9) facilities for the communication of weather information to en-route stations and to
aircraft are adequate.
8.3.1.2 Dispatchers and meteorologists
a) Qualification:
1) All dispatchers shall be certified in accordance with CAA Nepal requirements.
2) Dispatchers shall have successfully completed a competency check annually.
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3) Dispatchers shall have completed route familiarization on an annual basis.
4) Any meteorologists who are employed by the operator shall be qualified according to
Nepalese regulations and operator policy.
b) Knowledge of weather: Dispatchers shall be:
1) knowledgeable about the following weather conditions:
i) surface (fronts, fog, low ceilings, etc.);
ii) upper air (tropopause, jet streams);
iii) turbulence (pressure and temperature gradients);
iv) severe (low-level wind-shear, microburst, icing, thunderstorms);
v) able to read terminal reports, forecasts, various weather depiction charts and
upper air charts and interpret the meanings.
c) Knowledge of the area: Dispatchers shall be:
1) able to immediately recognize the aerodrome identifiers for the aerodromes in the
area they are working;
2) generally familiar with the aerodromes in the area they are working (number and
length of runways, available approaches, general location, elevation, surface
temperature limitations);
3) aware of which aerodromes in the areas they are working in are special aerodromes,
with regard to crew qualifications;
4) aware of the terrain surrounding the aerodromes in the areas they are working;
5) aware of dominant weather patterns and seasonal variations of weather in the area;
and
6) aware of route segments limited by drift down.
d) Knowledge of aircraft and flight planning: Dispatchers shall have knowledge of:
1) the general performance characteristics of each airplane with which they are working
(such as average hourly fuel burn, holding fuel, engine out, drift down height, effect
of wind and lower altitude on fuel burn, crosswind limits, maximum takeoff and
landing weights, required runway lengths); and
2) all of the elements contained in the operational flight plan and ATC flight plan.
e) Knowledge of policy: Dispatchers shall be:
1) knowledgeable regarding CAA Nepal requirements and authorizations regarding such
items as weather minimums; and
2) aware of the provisions of the operators manual regarding all policies and procedures
discussed in this section.
f) Knowledge of responsibilities: Dispatchers shall be:
1) knowledgeable of their responsibilities under CAA Nepal requirements (such as
briefing PIC; canceling, re-scheduling, or diverting for safety; inflight monitoring; in-
flight notification to PIC);
2) knowledgeable of their responsibilities under the operator's manual.
g) Proficiency: Dispatchers shall be:
1) competent in the performance of their assigned duties; and
2) alert for potential hazards.

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

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Attachment F
AIR OPERATOR OPERATIONAL CONTROL INSPECTION CHECKLIST/REPORT

Operator: Date:

Location: Inspector:

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

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

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 S/U/NA
2. Conduct of competency checks
D. FACILITIES AND STAFF
1. Adequacy of facilities
2. Pertinent information
 Comprehensive
 Disseminated
 Available
 Current
3. Management
4. Workload
Remarks:

OVERALL RESULT: Inspector’s

signature:

Satisfactory Name:

Unsatisfactory Date:

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Attachment F (1)
AERODROME OPERATING MINIMA INSPECTION CHECKLIST

Operator: Date:

Location: Inspector:

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

Flight Operations Requirements (A)
4.2.8 Aerodrome Operating Minima
4.2.8.1 An operator shall establish Aerodrome Operating Minima for each aerodrome to be used in operations,
and shall obtain approval of CAA Nepal for the method of determination of such minima. Such minima shall not
be lower than any that may be established for such aerodromes by the State in which the aerodrome is located,
except when specifically approved by that State.
POLICIES AND PROCEDURES S/U/NA REMARKS

1. The type, performance and handling characteristics of the aeroplane

2. The composition of the flight crew, their competence and experience
3. The dimensions and characteristics of the runways which may be
selected for use
4. The adequacy and performance of the available visual and non-visual
ground aids
5. The equipment available on the aeroplane for the purpose of navigation
and/or control of the flight path during the approach to landing and
the missed approach
6. The obstacles in the approach and missed approach areas and the
obstacle clearance altitude/height for the instrument approach
procedures
7. The means used to determine and report meteorological conditions
8. The obstacles in the climb-out areas and necessary clearance margins
9. Is RVR information provided for Category II and Category III instrument
approach and landing operations?
10. For instrument approach and landing operations, aerodrome operating
minima below 800 m visibility shall not be authorized unless RVR
information is provided.
11. IFR departure minimums shall be consistent with CAA Nepal regulations
and specific CAA Nepal approvals.
12. Take-off alternates shall be named in the operational flight plan when
flights are released with the departure aerodrome below landing
minimums, and shall meet the requirements of local State regulations.
13. Destination weather minimums shall be clearly defined.

14. Destination alternates shall be named in the operational flight plan.

15. Flights shall not be continued toward the aerodrome of intended landing
unless the latest available information indicates that operating minima
can be complied with.

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Remarks:

OVERALL RESULT: Inspector’s

signature:

Satisfactory Name:

Unsatisfactory Date:

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9 OPERATIONS AND FLIGHT (TRIP) RECORDS

INSPECTIONS

9.1 BACKGROUND AND OBJECTIVES

9.1.1 FOR-A para 4.3 and FOR-H Sec. 2 para 2.3.1 require that a flight shall not be commenced
until flight preparation forms have been completed certifying that the pilot-in-command is
satisfied that:
a) the aeroplane is airworthy and Certificate of Release to Service as been issued;
b) the instruments and equipment for the particular type of operation to be undertaken, are
installed and are sufficient for the flight;
c) the mass of the aeroplane and centre of gravity location are such that the flight can be
conducted safely, taking into account the flight conditions expected;
d) any load carried is properly distributed and safely secured;
e) a check has been completed indicating that the performance requirements of FOR-A
Chapter 5 and FOR-H Sec. 2 Chapter 3 can be complied with for the flight to be
undertaken; and
f) the operational flight plan and flight release requirements as required by FOR-A para 4.3.3
and FOR-H Sec. 2 para 2.3.3 have been complied with.
9.1.2 FOR-A para 4.3.2 and FOR-H Sec. 2 para 2.3.2 requires that completed flight preparation
forms are retained by the operator for a period of three months. Examples of common flight
preparation forms meeting these requirements are: the load manifest, the flight release
(normally combined with the operational flight plan), the operational flight plan including
weather and NOTAMs and the Certificate of Release to Service.
9.1.3 The primary objective of operations and flight records inspections is to ensure that
operators comply with established procedures and CAA Nepal requirements. Inspectors can
evaluate trip records to reconstruct a particular flight or a series of flights by the operational
flight plan, flight release, loading and weight documents, weather documents, and other related
flight information retained by the operator.

9.2 INSPECTION PRACTICES AND PROCEDURES

9.2.1 Trip records inspections are normally conducted at the operator’s principal base of
operations. Operators shall have established a system where transit stations forward all trip
records information to one central location where the information is retained for the required
time period. Subject to CAA Nepal approval, operators may store some or all trip records in an
electronic format.
9.2.2 Inspectors shall contact the appropriate air operator manager and advise them that an
inspection shall be conducted. Upon arriving at the record keeping location, the inspector shall
properly identify himself and request records for a specific series of trips completed within the
past three months. This ensures that the operator has an effective means of storing records and
is capable of retrieving specific trip information at CAA Nepal inspector’s request. Inspectors shall
also request space at the operator’s facility to conduct the inspection. Inspectors should not
remove trip records from the operator's facility.

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9.2.3 Before conducting the actual inspection, inspectors shall familiarize themselves with the
operator’s trip records procedures, formats and means of disseminating information to flight
crews.
9.2.4 During the conduct of the actual inspection, inspectors shall examine all of the available
documents for each flight and cross check the information between the trip records. For example,
the fuel load on a flight release should agree with the fuel load on the load manifest, the
operational flight plan, and the fuel slip (if available).
9.2.5 Inspectors shall use the Operations and Flight Records Inspection Checklist/Report form
[Form # Attachment G] included at the end of this chapter to record the results of this inspection.

9.3 TRIP RECORDS INSPECTION AREAS

Operations and flight (trip) records are divided into five inspection areas as follows:
9.3.1 General inspection area: This inspection area refers to those inspection elements that
are common to all trip records. Inspectors shall evaluate such items as record availability,
practicality, currency, legibility, completeness and security as they relate to required record
keeping requirements. Inspectors shall ensure that each trip record package they examine
contains all of the required information and that it is related to the actual flight it represents.
Each document shall include a date, flight number and an aircraft registration number which
clearly identifies the applicable flight.
9.3.2 Operational flight plan/flight release inspection area: This inspection area refers to the
operational flight planning requirements. Inspectors shall evaluate operational flight plan
content. Many operators incorporate the operational flight plan and the flight release into one
document. This is acceptable and reduces the duplication of information that may be required
by both documents. The operational flight plan/flight release shall contain or have attached the
following information:
a) air operator name;
b) make, model, and registration number of the aircraft being used;
c) flight number, and date of flight;
d) name of the PIC and of each flight crew member;
e) departure aerodrome, destination aerodromes, alternate aerodromes and route;
f) minimum fuel supply ;
g) a statement of the type of operation (e.g., IFR, VFR, EDTO);
h) the latest available weather reports and forecasts for the destination aerodrome and
alternate aerodromes; and
i) any additional available weather information that the PIC considers necessary.
9.3.3 Fuel computation procedures inspection area: The objective of this portion of the
inspection is to determine whether the applicant’s aircraft will be dispatched with adequate fuel
loads calculated in accordance with CAA Nepal regulations and the operations manual.
9.3.3.1 To make this determination, inspectors shall review the fuel computation requirements
and sample operational flight plans. The inspection sample selected must include a variety of
flights dispatched from different bases on routes and route sectors calling for wide differences in
fuel requirements. The sample shall include sectors on which aircraft fuel capacity is critical. The
fuel carried shall be validated against expected aircraft performance, with appropriate
corrections for wind conditions and flight levels en-route.

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

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Attachment G
AIR OPERATOR OPERATIONS AND FLIGHT RECORDS CHECKLIST/REPORT

Operator: Date:

Location: Inspector:

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

 S/U/NA
A. GENERAL
1. Availability
2. Practicality
3. Currency
4. Legibility
5. Completeness
6. Secure
B. OPERATIONAL FLIGHT PLAN/ FLIGHT RELEASE
1. Contains the following elements:
 Air operator name
 Type/model of aircraft
 Aircraft registration No.
 Flight No.
 Date
 Name of flight crew member and PIC
 Point of departure
 Proposed route
 Point of intended landing
 Amount of fuel on board
 Minimum fuel required
 Alternate aerodrome
 Appropriate signatures
C. FUEL COMPUTATIONS
1. Adequate fuel load
2. Adequate fuel for en-route emergencies
D. LOAD MANIFEST
1. Contains the following individual weight
 Aircraft
 Fuel and oil
 Cargo and baggage
 Passengers
 Crew
2. Contain maximum allowable mass in consideration of:
 Runway limit
 Climb limits
 En-route performance
 Landing weight limits
 Alternate distance
3. Mass and center of gravity limitations
4. Limitations on load distribution
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 S/U/NA
5. Dangerous goods loading (if applicable)
E. MAINTENANCE RELEASE
1. Certify following conditions have been met
 Maintenance release
 Defect deferral procedures
 MEL compliance
 Aircraft is airworthy and required equipment serviceable
F. OTHER REQUIRED DOCUMENTS
1. Weather reports, forecasts, summaries and depictions
2. Fuel slips
3. NOTAMs
4. Special route or airspace requirements
5. Other
Remarks:

OVERALL RESULT: Inspector’s

signature:

Satisfactory Name:

Unsatisfactory Date:

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10 FATIGUE MANAGEMENT RECORDS INSPECTIONS

10.1 BACKGROUND AND OBJECTIVES

10.1.1 FOR-A para 9.6.1 and FOR-H Sec. 2 para 7.6.1.4 require an AOC holder to manage fatigue
through the establishment of flight time, flight duty period, duty period and rest period
limitations that are within the limits prescribed.
10.1.2 FOR-A para 4.10 also permit the CAA Nepal to approve a special flight duty scheme for an
AOC holder on the basis of a risk assessment provided by the operator that provides an
equivalent level of safety as would be achieved through the prescribed limits eg. FRMS.
10.1.3 FOR-A para 9.10.1 and FOR-H para 7.6.2 require an air operator to maintain records for
all its flight and cabin crew members of flight time, flight duty periods, duty periods and rest
periods for six-months and twelve-months period respectively.
10.1.4 The primary objective of the inspection of fatigue management records is to ensure that
operators comply with operations manual and appropriate CAA Nepal regulations/requirements
relating to flight time, duty period, flight duty period and rest period limitations.

10.2 GENERAL INSPECTION PRACTICES AND

PROCEDURES
10.2.1 Prior to arriving at the air operator facility, inspectors shall review in detail the specific
fatigue management requirements as contained in the air operator operations manual. When
reviewing the operations manual the inspector shall verify that it complies with FOR-A para 9.6
and FOR-H Sec. 2 para 7.6. At the commencement of the inspection at the air operator facility,
the inspectors shall receive a briefing from operator staff regarding their fatigue management
record keeping system in its entirety. The system must ensure that all limitations for
management of fatigue as described in the operations manual are not exceeded.
10.2.2 The system shall also record as duty all tasks carried out at the behest of the operator.
Persons are considered to be on duty if they are performing any tasks on behalf of the AOC
holder, whether scheduled, requested or self-initiated.
10.2.3 FOR-A para 9.6.2.4 and FOR-H Sec. 2 para 7.6.4 regulations permit limitations to be
exceeded due to circumstances such as adverse weather conditions or adverse situations beyond
the control of the AOC holder. Inspectors shall review any such instances to ensure that the flight
duty period was planned within the allowable limits and the circumstances were actually beyond
the control of the operator.
10.2.4 The inspector shall then review a sufficient number of records for individual crew
members to ensure that regulatory requirements are being met. Figures which are used in flight
time summaries (cumulative totals) to track required time intervals shall be checked against
original flight logs or similar records, to ensure that times for specific flights are being accurately
recorded and totaled. Similarly, flight times which appear on flight logs and summaries may be
checked against maintenance or payroll records for consistency.

10.3 INSPECTION AREAS

The record-keeping system shall have the following attributes:

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10.3.1 Adequacy: The record-keeping system which the operator uses is adequate for recording
all essential information to demonstrate full compliance with CAA Nepal requirements.
10.3.2 Accessibility and security: Data regarding flight and duty time shall be readily accessible
to personnel who have responsibility for scheduling and monitoring compliance with various time
intervals. Records shall be secure from tampering or other unauthorized access.
10.3.3 Currency: Data available to personnel responsible for ensuring that individual crew
members do not exceed regulatory requirements shall be updated expeditiously. The system
used by the operator shall provide that schedulers and/or flight control personnel are made
aware in a timely manner when daily totals may be exceeded. Flight time totals from written
crew logs must be expeditiously transmitted to the scheduling or flight control office, so that
weekly and monthly totals, where required, may be promptly updated.
10.3.4 Accuracy: The system shall faithfully track daily flight and duty time and rest periods for
crew members and accurately reflect totals for longer prescribed time intervals.
10.3.5 Conformity: The records shall reflect conformance with regulatory flight and duty time
limitations.

10.4 INSPECTION REPORTING PROCEDURES

The Air Operator Fatigue Management Inspection Checklist/Report [Form # Attachment H]
which appears at the end of this section reflects the areas discussed in paragraph 10.3 above and
shall be used for all such inspections. Inspectors shall indicate in the comments section of the
report form the scope of their records inspections (i.e. number of individual crew member
records inspected, time interval covered, cross-checks with other records, etc.).

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Attachment H
AIR OPERATOR FATIGUE MANAGEMENT RECORDS INSPECTION CHECKLIST/REPORT

Operator: Date:

Location: Inspector:

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

2. Practicality
Comments:

3. Accessibility and security

Comments:

4. Currency
Comments:

5. Accuracy
Comments:

6. Conformity
Comments:

OVERALL RESULT: Inspector’s

signature:

Satisfactory Name:

Unsatisfactory Date:

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11 TRAINING AND QUALIFICATION RECORDS

INSPECTION

11.1 BACKGROUND AND OBJECTIVES

11.1.1 AOCR para 6.1.3.8.2, 6.1.3.8.3 and 6.1.3.8.4 requires an AOC holder to maintain records
of the qualifications and training for each crew member and flight dispatcher. The records shall
have sufficient detail to enable CAA Nepal to determine that the personnel meet the experience
and qualification for duties in commercial air transport operations. The air operator is required
to retain such records until twelve months after the crew member or flight dispatcher has left
the employment of the operator.
11.1.2 The primary objective of training and qualifications records inspections is to confirm that
operators have a system in place to ensure that crew members and flight dispatchers are fully
qualified in accordance with CAA Nepal regulations/requirements, and that they have received
the training required as approved in the operations manual.

11.2 TRAINING AND QUALIFICATION

REQUIREMENTS
11.2.1 Each record of a training or qualification event in an individual file shall contain the
following as a minimum:
a) employee’s name;
b) employee’s position;
c) specific type of training or qualification conducted – the terminology employed shall
reflect that contained in the operator’s approved training program, (e.g. “A-330 Pilot
Recurrent Ground Training”);
d) total time and date(s) on which training was conducted;
e) results of training or qualification – complete or incomplete, satisfactory or
unsatisfactory;
f) instructor or examiner’s name and signature.
11.2.2 Specific information that must be contained in training and qualification records is as
follows:
a) flight crew member records:
1) full name;
2) current assignment;
3) flight crew member licence – State issuing the licence and, if appropriate, the
validation or conversion, licence type, number and ratings, including instrument
rating and the language proficiency endorsement;
4) medical assessment and date;
5) company procedures indoctrination training;

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6) initial and recurrent emergency equipment and procedures training;
7) initial, recurrent, conversion training and/or upgrading (as appropriate);
8) record of last proficiency and instrument rating check;
9) initial and recurrent dangerous goods;
10) initial and recurrent human factors including threat and error management;
11) recency of experience (90 days);
12) area, route and aerodrome qualifications for pilot-in-command;
13) special authorizations training.
b) cabin crew member records:
1) full name;
2) current assignment;
3) qualification and expiration date;
4) initial training, including dangerous goods, general indoctrination and aircraft
emergency procedures training;
5) recurrent training, including dangerous goods, emergency and evacuation procedures
training on specific aircraft; and
6) competency check every twelve months.
c) flight dispatcher:
1) full name;
2) certification that the dispatcher is suitably in accordance with ICAO Annex 1;
3) company procedures indoctrination;
4) aircraft qualifications;
5) route or area qualification initially and every 12 months;
6) maintenance of competency;
7) recurrent training every 12 months;
8) competency check every 12 months.

11.3 GENERAL INSPECTION PRACTICES AND

PROCEDURES
11.3.1 While training and qualification requirements are generally outlined above, there will be
some variations in the training requirements for each air operator. Prior to the inspection the
inspector must review in detail the specific air operator’s crew and flight dispatcher training and
qualification requirements as contained in the operations manual.
11.3.2 Computer systems are often used to track qualifications and training events. If so, the
data contained in these systems must be based on either hard copy documentation or electronic
records containing the information outlined above. The inspector conducting the records
inspection must also verify the accuracy of computer-based records by comparison against a
sample of the original written records.
11.3.3 Inspectors will randomly select a sample of files to review for each specialty and
determine that the crew member or flight dispatched has received the required training and was
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fully qualified. If an employee was unqualified for a specific period, the inspector should cross-
check other records such as fatigue management records or scheduling records, to ensure that
the unqualified employee was not scheduled.

11.4 INSPECTION AREAS

Records shall be examined to determine the following:
• Adequacy: The record-keeping forms which the operator uses are adequate for recording
essential information which is required by CAA Nepal.
• Practicality: The forms are easy to fill out and to understand.
• Accessibility and Security: Records are easily accessible to the operator’s staff that are
required to use them and secure from tampering by unauthorized individuals.
• Accuracy: Details of individual training events are properly recorded by instructors and
examiners.
• Currency: Individual files have been expeditiously updated following completion of a training
or qualification event.
• Conformity: Employees are properly licensed and rated, have received all required training
and checks, and were fully qualified to be used in their specific crew member or operations
control positions.

11.5 INSPECTION REPORTING PROCEDURES

Specific training courses which meet the requirements listed in paragraph 11.3 above may vary
widely between operators. The Air Operator Training Records Inspection Checklist/Report
[form # Attachment I] which appears at the end of this section contains the areas listed in
paragraph 11.3 above, and will be used for all such inspections. Inspectors should clearly identify
on the form the types of training and/or qualification records which were examined (e.g. “Cabin
crew recurrent training”, “B-737-400 initial training”, etc.).

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Attachment I
AIR OPERATOR TRAINING AND QUALIFICATION RECORDS CHECKLIST/REPORT

Operator: Date:

Location: Inspector:

Type of records inspected:

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

2. Practicality
Comments:

3. Accessibility and security

Comments:

4. Currency
Comments:

5. Accuracy
Comments:

6. Conformity
Comments:

OVERALL RESULT: Inspector’s

signature:

Satisfactory Name:

Unsatisfactory Date:

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12 STATION FACILITIES INSPECTION

12.1 BACKGROUND AND OBJECTIVES

12.1.1 FOR-A para 4.1, para 4.2.1.3 and FOR-H Sec. 2 para 2.1.1, para 2.2.1.3 require air
operators to arrange for ground handling facilities at each aerodrome to ensure the safe servicing
and loading of its flights. Station facility operations are defined as those support activities
required to originate, turn around, or terminate a flight. A station facilities inspection includes
both the operations and the facilities required to conduct them. Approval of a particular
aerodrome may be granted without inspection by CAA Nepal if the operator evaluates the facility
as adequate for its operations, using an acceptable documented process and establishes
operating minima and appropriate procedures.
12.1.2 Stations may vary from a large facility with a permanently assigned station manager,
numerous employees, and various departments, to a facility consisting of one employee and a
counter. Inspectors will encounter a wide range of situations and operational conditions. A
station facilities inspection may be conducted to provide for an overall view of the operator's
operation or it may be focused on a specific area of interest. Whenever possible, inspections
should be conducted when actual departure or arrival operations are in progress, in order to
assess the operation of the station and the effectiveness of the equipment, services, procedures
and personnel utilized. The direction and guidance provided in this section is general in nature,
not all of which may be appropriate in a given situation.

12.2 GENERAL INSPECTION PRACTICES AND

PROCEDURES
12.2.1 When planning for a station facilities inspection, the inspector shall review previous
inspection reports and review any previously identified discrepancies along with the corrective
actions that were required. Inspectors should normally coordinate with the station manager
ahead of time to establish a date and time for conducting the inspection. (Note —The normal
practice of providing advance notification does not prevent a no-notice inspection if this is
necessary to address a safety concern.) Station facilities inspections at small or remote locations
will normally be conducted in conjunction with in-flight inspections.
12.2.2 Before beginning the inspection, the inspector should request that the station manager
provide a briefing on the facility operation, including assigned personnel and operational
procedures. The inspector should explain the purpose and scope of the inspection to the
manager and staff. This explanation should include:
a) purpose of the facility inspection;
b) the specific areas to be inspected;
c) inspection authority (Civil Aviation Regulations 2002, Rule 84);
d) the proposed time and place of the exit briefing.
12.2.3 The actual inspection should begin after the briefing with a tour of the facility. The tour
should provide the inspector with an overview of the operation and the location of individual
sections. The inspector should introduce himself to section supervisors and other employees
during the facility tour in order to become familiar with each section or unit. The tour shall include
those areas of the facility that are used by the flight and cabin crews for dispatch, briefing, and
flight planning and also those areas used for passenger loading, cargo loading, weight and
balance preparation and ramp areas.
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12.3 SPECIFIC INSPECTION AREAS

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

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12.3.3 Records: Records which are required to be kept at the transit base or are kept at the
discretion of the operator should be inspected. These may include:
a) crew and duty time records;
b) trip records; and
c) communications (ground to aircraft) records.
12.3.4 Training: The inspector shall review the training conducted for the various classifications
of station personnel. Personnel shall receive both initial and recurring training in assigned job
functions. Depending on the specific air operator’s training programme approved by the CAA
Nepal, this training may be formal classroom training and/or on the job training. Specific areas
to consider:
a) duties and responsibilities;
b) dangerous goods;
c) passenger handling and protection;
d) load planning and weight and balance procedures;
e) manual back-up procedures in case of computer or communications equipment failures;
f) aircraft servicing and ramp operations;
g) first aid and emergency actions; and
h) communications procedures,
Note — Depending upon operator procedures, training records might be held only at the main
base. In this case this portion of the inspection will be completed when conducting during the
training records inspection at the main base.
12.3.5 Facility/equipment/surface: The operator’s facilities must be adequate to provide safe
operating conditions for both aircraft and personnel. The inspector shall conduct an evaluation
to ensure the following:
a) ramp areas. Ramp areas shall be clean and clear of foreign objects. In northern climates,
adequate arrangements must be in place for snow removal.
b) passenger movement. Employees and passengers must be protected from jet or prop
blast. Inspectors should evaluate passenger handling procedures and facilities and give
particular attention paid to the movement of passengers across ramps. The operator
should have established procedures for assisting restricted mobility passengers,
especially if boarding ramps are not used.
c) lighting. To ensure that adequate lighting is available and is being used for safe ground
operations, inspections should include observations during night operations.
d) hazards and obstacles. Station manager responsibility usually includes surveillance of the
aerodrome and reporting aerodrome hazards and any new obstructions. Inspectors
should determine what responsibilities have been assigned to the station manager and
how those responsibilities are being discharged.
12.3.6 Conformance. In each area to be inspected, inspectors should evaluate the operator’s
procedures for compliance with provisions of the applicable CAA Nepal requirements. In
addition, the operator’s employees must comply with the operator's directives as provided for in
the operator's manuals.
12.3.7 Flight control: The inspection of a station's flight control function should be conducted
at a time when actual arrival or departure operations are in progress. This allows the inspector
to get an overall view of the effectiveness of the operation and assigned personnel.

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

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spills, bomb threats, hijacking, severe weather and dangerous goods spills. Station
personnel shall know the location of these plans. Plans should contain emergency
notification checklists and procedures for suspending or canceling operations. Emergency
telephone listings should be posted in obvious locations and be clearly legible.
12.3.10 Security. Security procedures shall be observed with regard to passenger and cargo
screening, integrity of sterile areas, and access to ramp and other restricted areas.
12.3.11 Aerodrome. Operations inspectors shall be alert for obvious deficiencies in aerodrome
facilities and condition, such as rescue and firefighting equipment and services, medical services
and ramp and vehicle control. Other areas, such as marking, lighting, obstructions, navigation
facilities, approach aids, etc. are more properly observed in the course of conducting other types
of inspections such as in-flight cockpit inspections.

12.4 STATION FACILITIES INSPECTION REPORT

The Air Operator Station Facilities Inspection Checklist/Report [form # Attachment J] at the end
of this chapter shall be used. It is organized around the same inspection areas which are covered
in paragraph 12.3 of this chapter. When completing the report form, discrepancies observed
during the inspection shall be documented along with any on the spot corrective action taken by
the operator. Any recommended corrective actions shall also be noted on the report.

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Attachment J
AIR OPERATOR STATION FACILITY INSPECTION CHECKLIST/REPORT
Operator: Date:

Location: Aircraft type:

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

Inspector:
S = Satisfactory; U = Unsatisfactory; NO = Not observed
 S/U/NO
A. PERSONNEL
1. Adequacy of staffing
2. Competence
B. MANUAL
1. Available
2. Current
3. Adequate Information
• Refueling procedure
• Aircraft towing/ movement
• Weight and balance
• Operation of GSE
• AFM and performance
• Training requirements
• Emergency phone list
• Accident/incident procedures
• Security
• Severe weather
• Carry-on baggage
• Dangerous goods
• Contract services
• Trip records disposition
C. RECORDS
1. Trip
2. Crew and duty time
3. Communications
D. TRAINING
1. Duties and responsibilities
2. Passenger handling
3. Load planning
4. Aircraft servicing
5. First aid and emergency actions
6. Communications
E. FACILITY EQUIPMENT AND SURFACE
1. Ramp area
2. Passenger movement
3. Lighting
4. Hazards/obstructions
F. CONFORMANCE
1. CAA Nepal requirements

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

OVERALL RESULT: Inspector’s

signature:

Satisfactory Name:

Unsatisfactory Date:

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13 IN-FLIGHT COCKPIT INSPECTION

13.1 BACKGROUND AND OBJECTIVES

13.1.1 The primary objective of inflight cockpit inspections is to observe and evaluate the in-
flight operations of a certificate holder within the total operational environment of the air
transportation system. Inflight inspections are an effective method of accomplishing air
transportation surveillance objectives and responsibilities. These inspections provide CAA Nepal
with an opportunity to assess elements of the aviation system that are both internal and external
to an operator.
13.1.2 Elements of the aviation system which are internal to the operator and can be observed
during inflight cockpit inspection include:
• crew members;
• operator manuals and checklists;
• use of MELs and CDLs;
• operational control functions (dispatch and flight-following);
• use of checklists, approved procedures and safe operating practices;
• crew coordination/cockpit resource management;
• cabin safety;
• aircraft condition and servicing; and
• training programme effectiveness.
13.1.3 Elements of the aviation system which are external to the operator and can be observed
during in-flight inspections include:
• airport surface areas;
• ramp/gate activities;
• airport condition and construction;
• aircraft and vehicle movements;
• ATC and airway facilities;
• ATC and airspace procedures;
• instrument approach procedures (IAPs), SIDs and STARs;
• navigational aids; and
• communications
 Special Operations (RVSM; PBN, LVO, CPDLC, EFB, EDTO; Dangerous Goods), where
applicable

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13.2 GENERAL IN-FLIGHT COCKPIT INSPECTION

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

13.3 SPECIFIC IN-FLIGHT COCKPIT INSPECTION

PROCEDURES
13.3.1 Once situated in the cockpit, the PIC or a designated crew member should offer to give
the inspector a safety briefing. If the PIC does not make such an offer, the inspector should
request a briefing. The inspector shall check the jumpseat oxygen and emergency equipment (if
applicable) and connect the headset to the appropriate interphone system. It is important that
the inspector monitor all radio frequencies being used by the flight crew to properly evaluate
ATC procedures, flight crew compliance, transmission clarity, and radio phraseology. The
monitoring of these frequencies also ensures that the inspector does not inadvertently interfere
with any flight crew communications.
13.3.2 The inspection is divided into four categories. Inspectors should consider all inspection
areas, both internal and external to the operator, to be of equal importance:
• crew members;
• flight conduct;
• airport; and
• ATC/airspace.
The Air Operator In-flight Inspection Checklist/Report form [form # Attachment K] which
appears at the end of this chapter shall be used to conduct in-flight inspections.
13.3.2.1 Crew members: This inspection area applies primarily to flight crew members, but cabin
crew members may also be observed in certain areas such as coordination with the flight crew.
Inspectors should evaluate such items as flight crew member knowledge, ability and proficiency
by directly observing crew members performing their duties and functions. The checklist/report
form provides a list of items which should be observed in the crew member inspection area.
Note —The list provided on the checklist/report form is not all-inclusive but is representative of
the types of items which are common to several phases of flight and which inspectors should
evaluate during a typical cockpit in-flight inspection. Inspectors may also include other items that
they observe.
a) Licenses – valid as follows:
• proper ratings and endorsements for the positions occupied; and
• medical certificate or endorsement appropriate and current.
b) Knowledge – demonstrated knowledge in the following specific areas:
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• AOM/FCOM/POH – Specific aircraft limits, systems, equipment, procedures, and flight
profiles;
• Operations Manual (OM) or equivalent - General company policy and procedures
related to crew conduct and type of operation;
• CAA Nepal requirements appropriate to the type of operation conducted;
• route and aerodrome manual – Interpretation and application of approach plates,
STARS, SIDS, airport and line station information, communications, etc.;
• MEL/CDL – Familiarization to the extent that specific items can be expeditiously
located and information properly interpreted and applied;
• checklists – Cockpit flow and responses to challenges in normal checklists, knowledge
of where to locate and an understanding of the philosophy behind abnormal and
emergency procedures; and
• general – body of aviation knowledge commensurate with assigned crew member
position and experience: ATC, weather, aerodynamics, powerplants, etc.
c) Proficiency – skill in applying the above knowledge to specific phases of flight and in
manipulating aircraft controls and systems at the assigned crew member position.
d) Situational awareness – related to proficiency but refers to apparent or demonstrated
awareness (particularly in critical phases of flight) of such factors as traffic flow, weather,
position and configuration of airplane, airspeed, altitude, rate of descent, etc.
e) Conformity – to provisions of AOM, OM, other company bulletins and instructions, CAA
Nepal requirements, ATC practices and specific instructions, MEL/CDL, and route and
aerodrome manual. Attention should be given to:
• Remaining at duty stations per regulatory guidance
• Use of seatbelts and safety harnesses
• Use of oxygen
• Use of corrective lenses (glasses) when required by medical certificate
f) Manuals – available, current, and adequate (information regarding latest changes can be
obtained from the operator prior to the inspection).
g) Coordination – between cockpit crew members (cockpit resource management) and
between cockpit and cabin crew members (crew resource management).
h) Use of checklists – prompt and consistent use of required checklists during appropriate
phase of flight
i) Required equipment – flashlight, cockpit key, and other such personal items which may
be required by CAA Nepal requirements or company policy.
13.3.2.2 Flight conduct: This inspection area is the largest and most complex. It relates to
specific phases of flight which can be observed during an in-flight inspection. The checklist/report
form contains a list of the items that should be evaluated by inspectors during these phases of
flight. These items are not all-inclusive and in some cases may not be applicable to the flight
conducted. Inspectors are, however, encouraged to observe, evaluate, and report on as many of
these items as possible. In all cases the Inspector must be alert to assess the actions against the
operator’s SOPs.
a) Pre-flight. Inspectors should determine that the flight crew has all the necessary flight
information including the appropriate weather, flight-release information, operational
flight plan, NOTAM’s and weight and balance information. Aircraft defects should be
resolved in accordance with the operator’s MEL and appropriate maintenance

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procedures. If possible, the inspector should observe the flight crew performing
appropriate exterior and interior pre-flight duties in accordance with the operator’s
procedures.
b) Pre-departure. Inspectors should observe the flight crew accomplishing all pre-departure
checklists, take-off performance calculations and required ATC communications. If a flight
management system (FMS) is installed, setup and data entry should be observed. Flight
crew should verify fuel quantity indications against amount delivered. The flight crew
should use coordinated communications (via hand signals or the aircraft interphone) with
ground personnel. Crew should properly monitor engine starts.
c) Taxi. The following areas should be observed during taxi:
• adherence to taxi clearances;
• control of taxi speed and direction;
• observance of taxiway signs and markings;
• cockpit setup and checklist;
• conduct of a pre-take-off briefing in accordance with the operator's procedures;
• awareness of other ground movement (aircraft and vehicles); and
• use of appropriate checklists.
When weight and balance information is transmitted to the aircraft by company radio or
ACARS during the outbound taxi, the flight crew should follow the operator's procedures
specifying which crew member receives the information and completes the final takeoff
performance calculations and which crew member monitors the ATC frequency.
d) Take-off. Inspectors should observe and evaluate the following items or activities during
the take-off phase:
• aircraft centerline alignment;
• application of power to all engines;
• take-off power settings;
• use of crosswind control techniques;
• flight crew call-outs and coordination;
• adherence to appropriate takeoff or V speeds;
• rate and degree of initial rotation;
• use of flight director, autopilot and auto-throttles (FMS if applicable);
• gear and flap retraction schedules and limiting airspeeds; and
• use of radar and weather avoidance if applicable.
e) Climb. Inspectors should observe and evaluate the following items and activities during
the climb phase of flight:
• compliance with the ATC departure clearance or with the appropriate published
departure;
• adherence to proper climb profile;
• airspeed/mach control;
• navigational tracking/heading control;
• powerplant control;

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• use of radar and weather avoidance, if applicable;
• use of auto-flight systems;
• pressurization procedures, if applicable;
• sterile cockpit procedures;
• cockpit vigilance and traffic awareness; and
• after-take-off checklist.
f) Cruise. Inspectors should observe and evaluate the following areas during the cruise
phase of flight:
• adherence to RVSM procedures;
• cruise mach/airspeed control;
• navigational tracking/heading control;
• use of radar, if applicable;
• turbulent air procedures, if applicable;
• monitoring operational flight plan (actual vs. planned fuel consumption and flight
time);
• awareness of mach buffet and maximum performance ceilings;
• coordination with cabin crew;
• compliance with oxygen requirements, if applicable;
• vigilance – proper visual lookout and crew members at stations except to attend to
physiological needs; and
• compliance with ATC clearances and instructions.
g) Descent. Inspectors should observe and evaluate the following areas before and during
the descent phase of flight:
• descent planning;
• weather/ATIS check;
• crossing restriction requirements;
• navigational tracking/heading control;
• use of radar, if applicable;
• awareness of Vmo/Mmo speeds and other speed restrictions;
• compliance with ATC clearance and instructions;
• use of auto-flight systems including FMS as applicable;
• pressurization control, if applicable;
• weather considerations;
• altimeter settings;
• briefings, as appropriate;
• coordination with cabin crew;
• sterile cockpit procedures;
• vigilance; and

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• descent checklist.
h) Approach. Inspectors should observe and evaluate the following areas during the
approach phase of flight:
• approach checklists;
• approach briefings, as appropriate;
• compliance with ATC clearances and instructions;
• navigational tracking/heading and pitch control;
• airspeed control, Vref speeds;
• flap and gear configuration schedule;
• use of flight director, autopilot, auto-throttles and FMS if installed;
• compliance with approach procedure;
• stabilized approach in the full landing configuration;
• sink rates;
• flight crew call-outs and coordination; and
• transition to visual segment, if applicable.
i) Landing. Inspectors should observe and evaluate the following areas during the landing
phase of flight:
• before-landing checklist;
• powerplant control land engine spool-up considerations;
• threshold crossing height (TCH);
• aircraft centerline alignment;
• Use of crosswind control techniques;
• sink rates to touchdown;
• powerplant control/engine spool-up considerations;
• touchdown and rollout;
• thrust reversing and speedbrake procedures;
• use of autobrakes, if applicable;
• use of nosewheel steering;
• braking techniques;
• diverting attention inside the cockpit while still on the runway; and
• after-landing checklist.
j) Arrival. Inspectors should evaluate crew use of visual parking aids and/or parking directors,
parking speed and accomplishment of after-landing checklists, ground crew parking and
passenger deplaning procedures.
k) Post-arrival. Inspectors should observe and evaluate the flight crew complete post-flight
duties such as post-flight checks, aircraft logbook entries and flight trip paperwork
completion and disposition.

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13.3.2.3 Airports: This inspection area pertains to the various elements of airports which may be
observed during flights such as runways, taxiways, ramps and aircraft ground movements.
Inspectors should observe and evaluate as many of these elements as possible:
a) condition of surface areas such as ramp and gate areas, runways, and taxiways (cracks,
depressions, weeds, overgrowth, etc.);
b) lighting of runways, taxiways, ramp and other traffic areas;
c) taxiway signs, markers, sterile areas and hold lines;
d) ramp vehicles, equipment, movement control;
e) aircraft servicing, parking and taxi operations;
f) obstructions, construction and surface contaminants (such as ice, slush, snow, fuel spills,
rubber deposits);
g) foreign object (FO);
h) snow control, if applicable;
i) security and public safety; and
j) navaids, approach lighting and communications.
13.3.2.4 ATC/Airspace: The ATC/airspace inspection area pertains to the various elements of air
traffic control and national or international airspace systems. These elements should be observed
and evaluated by inspectors during in-flight inspections. From an operational standpoint, these
evaluations are a valuable information source which can be used not only to enhance safety with
respect to air traffic control and the airspace system, but also to enhance the effectiveness of in-
flight and terminal facilities and procedures. During cockpit in-flight inspections, inspectors have
the opportunity to observe and evaluate ATC operations and airspace procedures from the
vantage point of the aircraft cockpit. Inspectors may observe and evaluate the following areas
from the cockpit:
a) radio frequency congestion, overlap or blackout areas;
b) controller phraseology, clarity and transmission rate;
c) ATIS validity, clarity, etc.;
d) departure and approach instructions;
e) clearance deliveries for responsiveness and acceptable, safe clearances;
f) aircraft separation standards; and
g) controller situational awareness – traffic flow, conflicts, aircraft flight characteristics,
priorities, etc.
13.3.2.5 Special Operations: The Inspectors should observe Special Operations (RVSM; PBN, LVO,
CPDLC, EFB, EDTO; Dangerous Goods) procedures during in-flight inspections as applicable.
Inspectors should pay particular attention on serviceability of required equipment, competency
of crews, flight preparation and adherence to SOP.
13.3.3 Although these four general inspection areas cover a wide range of items, they are not
the only areas that can be observed and evaluated during cockpit in-flight inspections. Inspectors
may have the opportunity to evaluate many other areas, such as line station operations and flight
control procedures. Such functions can often be observed before a flight begins, at in-flight stops,
or at the termination of a flight. Inspectors should include any remarks regarding such areas in
the comments section of the checklist.
13.3.4 Inspectors will advise the company chief pilot of the results of the in-flight cockpit
inspection and follow-up to ensure that the corrective action is taken to rectify and of the findings

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from the inspection. For possible findings external to the air operator such as possible ATC and/or
aerodrome deficiencies, the inspector will pass these to the appropriate CAA Nepal inspectors
for review and follow-up.

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Attachment K
AIR OPERATOR IN-FLIGHT COCKPIT INSPECTION CHECKLIST/REPORT
Operator: Flight No.: Date:

From: To:

Aircraft type: Registration:

Captain: License No.:

Other flight
First officer:
crew:

Senior flight
Inspector:
attendant:

S = Satisfactory; U = Unsatisfactory; NO = Not observed; NA = Not applicable

 S/U/NA  S/U/NA
A. CREW MEMBERS • Vigilance
1. Licences • ATC compliance
2. Knowledge 7. Descent
• AOM • Planning
• FOM • Weather and ATIS checks
• CAA Nepal Requirements • Speed awareness
• Airway Manual • ATC compliance
• MEL/CDL • Pressurization control
• Checklists • Altimeter settings
• General • Briefings
3. Proficiency • Weather consideration
4. Situational Awareness • Coordination with cabin
5. Conformity • Sterile cockpit
6. Manuals • Checklist
7. Coordination • Vigilance
8. Use of Checklists 8. Approach
9. Required Equipment • Approach checklist
B. FLIGHT CONDUCT • Briefing
1. Pre-flight • ATC compliance
• Flight plan • Airspeed monitor
• Dispatch release • Gear and flap extension
• Weather • Approach procedure
• NOTAMs • Call-outs/coordination
• Load information • Transition to landing
• MEL items 9. Landing
• Ext and int aircraft Inspection • Before-landing checklist
2. Pre-departure • Power-plant control
• Checklists • Standard call-out
• Performance calculations • Power control
• ATC communications • Touchdown and rollout
• Ground crew coordination • Speedbrake/thrust reverse
• Pushback • Touchdown and rollout

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• Engine start • Speedbrake/thrust reverse
3. Taxi • Braking/monitoring
• Taxi clearance compliance • Nosewheel steering
• Taxiway signs and markings • Vigilance
• Cockpit setup/checklist • After landing checklist
• Pre-take-off briefing 10. Arrival
• Awareness of other traffic • Taxi
4. Take-off • Parking
• Power application • Ground crew coordination
• Power settings 11. Post- arrival
• Callouts/coordination • Post-flight checks
• V speeds monitoring • Logbooks/paperwork
• Gear/flap retraction C. AIRPORTS AWARENESS
• Weather monitoring 1. Surface condition
5. Climb 2. Lighting/ approach lighting
• ATC compliance 3. Signs/markings
• Climb profile 4. Ramp vehicle control
• Airspeed/mach control 5. Aircraft movement
• Navigation monitor 6. Obstructions/construction/
contaminants
• Powerplant control 7. Foreign Object
• Radar/weather avoidance 8. Snow control (as applicable)
• 5000 interval scan checks 9. Security and public safety
• Pressurization procedures 10. Navaids & communication
• Sterile cockpit D. AIR TRAFFIC CONTROL
• Vigilance 1. Radio Frequencies
• After take-off checks 2. ATIS
6. Cruise • Clarity
• RVSM procedures • Currency
• Mach/airspeed control 3. Departure and approach
instructions
• Turbulence procedures E. Special Operations
• Flight plan/fuel monitoring 1. Adherence to RVSM, PBN, LVO, EFB,
CPDLC, DG Procedures
• Performance awareness 2. Serviceability of required
equipment
• Coordination with cabin 3. Competency of Crew
Remarks:

OVERALL RESULT: Satisfactory ___________________ Unsatisfactory ______________________

Inspector’s signature: Name: Date:

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14 IN-FLIGHT CABIN INSPECTION

14.1 BACKGROUND AND OBJECTIVES

14.1.1 In-flight cabin inspections are conducted to assess the effectiveness of cabin safety
procedures by the direct observation and evaluation of operations conducted in the aircraft
cabin. Cabin inspections provide CAA Nepal inspectors with information concerning the
effectiveness of cabin crew training program, operator procedures and the condition and
maintenance of aircraft emergency equipment and furnishings.
14.1.2 Inspectors must have a good understanding of the specific operator procedures, which
are to be designed to ensure that cabin in-flight operations are conducted in accordance with
CAA Nepal requirements. A wide variation may exist, however, in the manner in which different
operators meet these requirements. CAA Nepal inspector shall review the operator’s Cabin Crew
Manual or other similar document prior to the inspection in order that he is aware of the
particular procedures.

14.2 CABIN INSPECTION AREAS

Areas which are examined during cabin inspections may be grouped into three broad categories
as follows:
14.2.1 Aircraft: The aircraft inspection area applies to the general airworthiness of the aircraft
and the condition, required complement, serviceability and accessibility of aircraft cabin safety
equipment.
14.2.2 Crew member: The crew member inspection will be applicable to all cabin crew carried
on board the aircraft during the inspection. Inspectors shall evaluate crew member knowledge,
ability and proficiency by directly observing cabin crews performing their respective safety duties
and functions including coordination with the fight deck.
14.2.3 Flight conduct: The flight conduct inspection area refers to items which relate to a
particular phase of the flight such as passenger briefings, turbulent air procedures and stowage
of carry-on baggage.

14.3 GENERAL IN-FLIGHT CABIN INSPECTION

PRACTICES AND PROCEDURES
14.3.1 The inspector shall make prior arrangements with the operator, in accordance with
established procedures, for occupying a passenger seat on revenue flights. The inspector should
meet the cabin crew in the cabin crew dispatch meeting area to observe the pre-flight briefing
and to be able to question cabin crew as outlined below. If this is not possible, the inspector
should board the aircraft before passengers are boarded in order to allow adequate time to
inspect the aircraft's emergency equipment, furnishings, cabin crew manuals and to discuss
duties, responsibilities and normal and emergency procedures with cabin crew members as time
permits. The inspector should first introduce himself using official credentials to both the captain
and the cabin crew in-charge to inform them that an in-flight cabin inspection is being conducted.
14.3.2 Cabin crew should be questioned regarding their familiarity with the location and use of
various types of emergency equipment (e.g., life rafts, ELT, medical kits and first aid kits) and
their specific duties in the event of an emergency such as a ditching or an emergency evacuation.
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The interviews with cabin crew members provide an opportunity for CAA Nepal inspector to
assess the effectiveness of their training. Inspectors should make a careful distinction between
inadequate knowledge on the part of the crew member and a deficient operator procedure.
Inadequate knowledge may reflect a deficiency in training. Some examples for assessing
knowledge and procedures include:
a) how to remove a fire extinguisher or portable oxygen bottle, its method of operation,
how to determine its maintenance and inspection status and how to stow the
extinguisher or oxygen bottle correctly into its restraint mechanism;
b) the procedure for dealing with lavatory or galley fires;
c) the type of fire extinguisher should be used on galley (grease/electrical) fires, cabin
furnishings fires (seats or floor), lavatory or galley waste container fires (paper or plastic);
d) the procedures for documenting (in aircraft or cabin logbooks, when available) the need
for items of cabin equipment to be repaired, adjusted, or replaced;
e) how to manually deploy a passenger service unit, including how to ensure adequate
oxygen flow;
f) normal and emergency procedures for communications with the flight deck;
g) normal and emergency procedures for opening/deploying exit doors and slides or
sliderafts, including how to deal with adverse conditions such as wind, fire, or an
unleveled aircraft (for example, in a collapsed landing gear situation);
h) the procedures in the event of a rapid depressurization;
i) the “brace for impact” position and the appropriate flight deck signal to assume the
position;
j) the procedures during operations in turbulent air, including securing galley service carts,
keeping passengers seated, flight deck coordination;
k) knowledge on dangerous goods including emergency drills; and
l) the procedures during a hijacking, bomb threat, or other potential security problem
including the company’s specific procedures for notifying the flight deck.
14.3.3 An inspector shall be cordial and non-confrontational with the crew members being
evaluated. Inspectors shall avoid interfering with the crew member’s assigned duties, particularly
during passenger loading. Inspectors may make useful observations, such as evaluating the gate
agent’s or cabin crew’s actions concerning carry-on baggage and oversized items.
14.3.4 Operators require cabin crews to accomplish a pre-flight check of at least some of the
safety equipment in the cabin. The inspector shall observe the cabin crew checking the
equipment. Inspectors shall not examine items such as exits, slide pressure gauges, fire
extinguishers, or portable oxygen bottles etc. in view of passengers as this may cause alarm.
14.3.5 Inspectors shall evaluate cabin crew performance of duties and the fulfillment of
responsibilities for requiring passengers to comply with their instructions and CAA Nepal
requirements. When the flight has ended, the inspector shall thoroughly debrief the cabin crew
in-charge and if possible, the captain, of all pertinent observations and of any deficiencies noted
during the inspection.

14.4 SPECIFIC IN-FLIGHT CABIN INSPECTION

PRACTICES AND PROCEDURES
14.4.1 Aircraft. The aircraft emergency equipment and furnishings shall be inspected before
passenger boarding as time permits, including:
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a) cabin logbooks (for open discrepancies, carry-over items and items of cabin equipment
needing repair or replacement);
b) required placards and signs (exit signs; seat belt/no smoking signs; emergency/safety
equipment placards; seatbelt/flotation equipment placards at seats; weight restriction
placards; no-smoking placards; door-opening instruction placards; etc.);
c) fire extinguishers (for correct type, number and location; if properly serviced, tagged, and
stowed);
d) portable oxygen bottles (for correct number and location; if properly serviced, tagged,
and stowed; for condition of mask, tubing, and connectors);
e) protective breathing equipment (if installed) for correct location, properly stowed and
sealed;
f) first aid kits and emergency medical kits (for correct number and location; if properly
tagged and stowed);
g) megaphones (for correct number and location; if operable and properly stowed);
h) passenger briefing cards (if at each passenger seat position; if appropriate to aircraft; if
they contain the necessary information including emergency exit location and operation,
slides, oxygen use, seatbelt use, brace positions, flotation devices; appropriate pictorials
for extended overwater operations including ditching exits, life preservers, and liferaft or
slideraft location);
i) passenger seats (if not blocking emergency exits; if seat cushions are intact; for latching
mechanism on tray tables; if seatbelts are operational – not frayed or twisted; presence
and condition of life preservers if required);
j) passenger oxygen service units (if closed and latched without any extended red service
indicators or pins);
k) cabin crew station (for seat retraction/restraint system operation – if retracts and is
properly secured; if seatbelts are not frayed or twisted and inertial reel retracts; seat
cushions intact; for correct position of headrest; if PA system and interphone are
operable; for aircraft-installed flashlight holders);
l) galleys (for latching mechanisms (primary and secondary); tie-downs; condition of
restraints; padding; proper fit of cover and lining of trash receptacles; hot liquid restraint
systems; accessibility and identification of circuit breakers and water shut-off valves; non-
skid floor; debris or corrosion of girt bar; "clean" stationary cart tie-downs (mushrooms);
if galley carts in good condition and properly stowed; lower lobe galley (if applicable)
emergency cabin floor exits should be passable and not covered by carpeting);
m) galley personnel lift (if applicable) (should not move up or down with doors open; for
safety interlock system; for proper operation of activation switches);
n) lavatories (for smoke alarm, no-smoking placards; for proper fit of cover and lining of
trash receptacles; for automatic fire extinguisher system);
o) stowage compartments (for weight restriction placards; for restraints and secondary
latching mechanisms; for compliance with stowage requirements; for accessibility to
emergency equipment; for carry-on baggage provision);
p) crew baggage (if properly stowed);
q) emergency lighting system (for independence from main system; if operable; for floor
proximity escape path system); and
r) exits (for general condition; door seals; girt bar and brackets; handle mechanisms; signs
and placards; slide or slideraft connections and pressure indications; lights).

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14.4.2 Crew members. The inspector shall determine if the required number of cabin crew are
aboard. When evaluating cabin crew knowledge and competency, inspectors should ask clear
and concise questions that are related primarily to the use of emergency equipment and
operational duties and responsibilities. At least one [cabin crew manual] should be reviewed for
currency and for determining the manual’s accessibility when cabin crews are performing
assigned duties.
14.4.3 Flight conduct. Inspectors shall evaluate the cabin crew during each phase of flight. This
evaluation shall include noting the cabin crew’s adherence to the procedures outlined in the
cabin crew manual as well as adherence to CAA Nepal requirements. The evaluation of the
various phases of flight will be accomplished as follows.
a) Pre-departure. An inspector shall observe cabin crews accomplishing tasks such as
supervising the boarding of passengers and properly stowing carry-on baggage. As
required by FOR-A para 4.8 and FOR-H para 2.7, the passenger-loading door shall not be
closed until a required crewmember verifies that each piece of carry-on luggage is
properly stowed. Items that cannot be stowed shall be processed as checked baggage.
Additionally, carry-on baggage shall not cover, or in any way interfere with, aircraft
emergency equipment in the overhead compartments. Persons seated at emergency
exits would be able to understand and perform the functions necessary to open an exit
and to exit rapidly.
The departure briefing may be given any time before take-off, provided the cabin crew
have sufficient time to take their assigned positions and to secure their restraint systems.
The quality, clarity and volume level of the PA system shall be evaluated by the inspector
during the briefing. Passenger briefings shall contain the following areas of information:
1) smoking. No smoking when the no-smoking signs are illuminated; requirement for
passenger compliance with lighted signs and posted placards; prohibited in lavatories
including a statement regarding prohibition against tampering with, disabling, or
destroying any smoke detector in an airplane lavatory;
2) exit locations. The preferred method is to physically point out exits in a meaningful
way;
3) seatbelt use. Including instructions on how to fasten and unfasten seatbelts;
4) flotation devices. Including the location and use of the means of flotation;
5) tray tables and seatbacks. Position for takeoff and landing;
6) baggage. How to be properly stowed for takeoff and landing;
7) oxygen use. Shall point out the location of and demonstrate the use of the oxygen
mask (if applicable);
8) overwater operations. Including the location, donning and use of life preservers, life
rafts (or slide rafts) and other means of flotation;
9) passenger briefing card; and
10) special passenger briefings (if applicable) for persons who have restricted mobility or
who otherwise require special attention and for the individuals assisting them. If
someone requires the assistance of another person in an emergency evacuation, both
persons shall be briefed by a cabin crew on the location and path to the exits and on
the most appropriate manner for assisting the person so as to prevent pain or injury.
Inspectors shall refer to the cabin crew manual for company policy and procedures
for the handling of these persons.
b) Taxi and take-off. During taxi operations and before take-off, cabin crews should remain
seated and shall perform only those duties that are safety-related and that require
movement around the cabin. Items or activities which should be evaluated during taxi
and take-off include:
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1) each exit is closed and locked with the girt bars properly attached (if applicable);
2) all stowage compartments are properly secured and latched closed;
3) the galley is secured with no loose items; all serving carts are properly restrained in
the proper floor attachment points; the flight deck door is secure;
4) passenger seatbelts and shoulder harnesses, if installed, are secured;
5) compliance with operator procedures for ensuring passengers are seated before the
aircraft is moved;
6) compliance with company procedures concerning the use of portable electronic
devices (PEDs);
7) during the actual take-off, each cabin crew is seated with restraint systems properly
fastened; any unoccupied cabin crew seat is properly secured for takeoff; signal from
flight deck to cabin crews is properly given;
8) after take-off, and either before or immediately after the seatbelt illumination is shut
off, it is recommended that an announcement is made that passengers should keep
their seatbelts fastened, even when the seatbelt sign is turned off;
c) En-route/cruise procedures. During the en-route phase of flight, several areas may be
evaluated by the inspector to note whether they conform to requirements and to safe
operating practices:
1) signs (monitoring of seatbelt and no-smoking signs to ensure passenger compliance);
2) crew coordination (for flight crew and cabin crewmember communications – routine
and/or emergency);
3) turbulent air procedures (including the proper restraint of serving carts, galley
furnishings and equipment, passenger seatbelts fastened, and instructions from the
flight deck being followed);
4) passenger handling (including not serving alcoholic beverages to intoxicated
passengers; handling abusive or disruptive passengers; handling handicapped or ill
passengers; and handling those passengers who for other reasons require special
attention);
d) Approach and landing. During the approach and landing phases of flight, cabin crews shall
prepare the cabin for arrival by performing at least the following actions:
1) ensuring carry-on baggage is stowed and all seat backs and tray tables are upright and
stowed respectively;
2) removing all food, beverages, or tableware from each passenger seat location;
3) observing "sterile flight deck" procedures;
4) ensuring that passenger seatbelts are fastened; and
5) being seated before landing at assigned duty positions, with appropriate restraint
systems fastened, for a uniform distribution among the floor level exits to provide the
most effective egress of passengers in the event of an emergency evacuation.
e) Landing/arrival. After landing, the cabin crew shall prepare the aircraft for arrival by
performing duties such as the following:
1) before the captain has turned off the seatbelt sign, observing operator procedures for
ensuring passengers remain in their seats with seatbelts fastened;
2) upon arrival at the gate and after the seatbelt sign has been turned off, preparing the
exits for deplaning; and

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3) ensuring the appropriate complement of cabin crews remain onboard the aircraft at
en route stops (when passengers remain onboard the aircraft to proceed to another
destination).

14.5 REPORTING PROCEDURES

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

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Attachment L
AIR OPERATOR IN-FLIGHT CABIN INSPECTION CHECKLIST/ REPORT
Operator: Flight No.: Date:

From: To:

Aircraft
Register No.:
type:

Captain: In-charge CC:

Inspector:

S = Satisfactory; U = Unsatisfactory; NO = Not observed; NA = Not applicable

 S/U/NA  S/U/NA
A. AIRCRAFT EQUIPMENT • Ash trays
1. Required signs and placards • Seatbelts/tray tables
2. Logbooks • Life preservers
• Open items 9. PAX O2, service units
• Carryovers • Operational
• Cabin items • Service pins
3. Fire extinguishers 10. F/A station
• Correct type • Retracts
• Number • Seatbelts/inertial locks
• Location • PA and interphone
• Serviced 11. Galleys
4. Megaphones • Latch mechanisms
• Number • Restraints, tie-downs, covers
• Location • Cleanliness/corrosion
• Tested • Lifts/elevators
5. Portable O, bottles • Water quality
• Number 12. Lavatories
• Service • Signs/lights
• Location • Smoke alarms
• Condition mask/hoses • Trash containers
6. PBE • Extinguishers
• Properly stowed 13. Stowage areas
• Sealed • Latch mechanisms
7. PAX briefing cards • Access to equipment
• At each seat 14. Emergency lighting
• Required information • Tested/operable
8. PAX seats • Floor/escape path
• Emergency exits 15. Exits
• Condition • Controls/seals
• Girt bar and brackets • Rafts/lanyards
• Signs/symbols • Door arming
B. FLIGHT ATTENDANTS • Report to flight deck
1. Crew compliment • Emergency exit row passenger
• Initial boarding 2. Pre-departure briefings
• En-route stops • Smoking
2. Coordination with flight deck • Exit locations
3. Knowledge • Seatbelt use

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

OVERALL RESULT: Inspector’s

signature:

Satisfactory Name:

Unsatisfactory Date:

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15 RAMP INSPECTIONS OF NEPALESE AIR OPERATORS

15.1 BACKGROUND AND OBJECTIVES

15.1.1 Ramp inspections provide an opportunity for an overall evaluation of the effectiveness of
air operator’s procedures during actual operations. Ramp inspections allow inspectors to observe
and evaluate the routine methods and procedures used by an operator’s personnel during the
period immediately before or after a flight and to determine the operator’s compliance with
requirements and safe operating practices.

15.2 GENERAL RAMP INSPECTION PRACTICES AND

PROCEDURES
15.2.1 A ramp inspection may be conducted any time an aircraft is at a gate or a fixed ramp
location, provided the inspection is conducted when the crew and ground personnel are
performing the necessary preparations for a flight or when they are performing post-flight tasks
and procedures.
15.2.2 The operator does not have to be given advance notice that a ramp inspection is going to
be conducted. In fact, some ramp inspections shall be conducted as no notice inspections.
Inspectors must conduct inspections in a manner that does not unnecessarily delay
crewmembers and/or ground personnel in the performance of their duties.
15.2.3 Inspection activities should be timed so that they do not delay or interfere with passenger
enplaning or deplaning and servicing or catering. In addition, inspectors should be aware of the
aircraft departure time and the time when passenger boarding will take place.

15.3 RAMP INSPECTION AREAS

15.3.1 During a ramp inspection an inspector may observe, in a short period of time, many of
the areas which are also examined during the more time-consuming station facility inspections,
in-flight cockpit inspection and in-flight cabin inspection. Ramp inspections customarily involve
the aircraft and its crew, line station operations, servicing and maintenance and the ramp and
gate area condition and activity. Areas which may be observed and evaluated during ramp
inspections fall into five different categories:
a) crew member. Refers to the evaluation of crew member preparation for flight and
compliance with post-flight procedures as applicable. This area includes evaluations of
crew member manuals and any required flight equipment, flight crew flight planning,
flight crew licenses, crew member disposition of trip paperwork and other items that
relate to crew member responsibilities;
b) station operations. Refers to the various methods and procedures used by the operator
to support the flight such as flight release, flight planning material, passenger handling,
boarding procedures and carry-on baggage screening;
c) aircraft. Refers to the aircraft’s general airworthiness, logbook entries, MEL compliance,
defect deferrals and required items of emergency and cabin safety equipment;
d) ground handling, servicing and maintenance. Applies to any ongoing maintenance and
servicing, such as fueling, [de-icing], or catering;

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e) ramp and gate condition and activity. Refers to taxi and marshaling operations, ramp or
parking area surfaces, any apparent contamination or debris, vehicle operations and the
condition and use of support equipment.

15.4 CONDUCTING RAMP INSPECTIONS

15.4.1 While ramp inspections may be conducted by one inspector, it is desirable to conduct
them with a team of inspectors. Normally, this would consist of one operations and one
airworthiness inspector. For large aircraft, a third inspector could be utilized to conduct the cabin
safety inspection. Prior to the inspection, a determination is to be made on the distribution of
tasks and the time to be allocated to each task.
15.4.2 Where a team of inspectors cannot be utilized it might not be possible to cover all the
desired elements in the time available. Also, the inspector may not have the expertise to conduct
inspections in all areas. For this reason, the inspector should vary the areas of emphasis over
several inspections and describe in their reports how the inspection was limited in scope. The
elements of the checklist in Attachment N and O marked with an asterisk (*) are minimum items
that should be addressed in a ramp inspection.
15.4.3 When an inspector makes direct contact with a crew member, the inspector shall provide
an official but courteous introduction, offer appropriate identification for the crew member to
inspect and inform the crew member that a ramp inspection is being conducted. Upon
completion of the inspection, the inspector shall provide a verbal debriefing of the results of the
inspection to the aircraft captain or, if he is not available, another crew member.
15.4.4 All ramp inspections will be conducted with reference to the Guidance for Ramp
Inspections found in Attachment M of this chapter and recorded in the appropriate checklist
contained in Attachment N and O and/or P of this chapter.
15.4.5 Special-purpose ramp inspections focused on a particular air operator may be conducted
where previous inspections have indicated a high level of non-conformances to requirements. In
addition, reports from air traffic services, aerodrome staff and/or incident reports may also result
in a requirement for special-purpose ramp inspections.

15.5 RESOLUTION OF SAFETY DEFICIENCIES

15.5.1 Inspector action resulting from deficiencies noted during ramp inspections will depend
on the seriousness of the safety finding. In the case of a serious deficiency such as aircraft not
being airworthy or unqualified flight crew, the inspector is authorized, in accordance with the
Civil Aviation Regulations 2002, Rule 84 Para 4 , to take such steps as are necessary to detain the
aircraft.
15.5.2 In the other cases where there is not an immediate threat to safety, the air operator will
be advised of the results of the ramp inspection in writing and requested to advise the CAA Nepal
within 30 days of the corrective action that has or is to be taken to rectify any deficiencies noted.
Inspectors will follow up as required to ensure that corrective action is both effective and has
been completed.
15.5.3 Further disposition and analysis of the ramp inspections findings shall be in accordance
with AOCI Manual Volume II, Chapter 6 – Continuing Safety Oversight – Surveillance.

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

GENERAL

A.1 General condition

Instructions: Check cleanliness, tidiness and general condition
References: Nil
A.2 Emergency exit
Instructions: Check if in compliance with ICAO Standards and Recommended Practices
References: Annex 8, 4.1.7 – Emergency landing provisions
A.3 Equipment
Instructions: Check for the presence of the following equipment where required:
a) two sensitive pressure altimeters with counter drumpointer or equivalent presentation (IFR
operations);
b) airborne collision avoidance system (ACAS);
c) cockpit voice recorder (CVR) and flight data recorder (FDR);
d) emergency locator transmitter (ELT);
e) ground proximity warning system (GPWS); and
f) where a flight management computer (FMC) is provided – valid database
References: Altimeters: Annex 6, Part I, 6.9.1. c)
ACAS II: Annex 6, Part I, 6.18
CVR and FDR: Annex 6, Part I, 6.3; and Part III, Section II, 4.3
GPWS: Annex 6, Part I, 6.15
ELT: Annex 6, Part I, 6.17 and Part III, Section II, 4.7

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Database: Annex 6, Part I, 7.4.2
FOR-A para 6.3, 6.9.1, 6.15, 6.17, 6.18
FOR-H Chapter 4
DOCUMENTATION

A.4 Manuals. All required manuals

Instructions: Check for presence. Check if manuals are up-to-date and accepted or approved as required. Flight
manual data may be included in the operations manual which may itself be in several parts, some
of which are dealt with in A5, 6 and 7 below.
References: Flight manual: Annex 6, Part I, 6.2.3, 11.1; and Part III, Section II, 4.2.3, 9.1
Operations manual: Annex 6, Part I, 4.2.2, 6.2.3 and Appendix 2; and Part III, Section II, 2.2.2, 4.2.3
and Attachment H
Aircraft operating manual: Annex 6, Part I, 6.1.4 and Appendix 2, 2.2; and Part III, Section II, 4.1.4
and Attachment H, 2.2.
FOR-A para 6.2.3
FOR-H para 4.18
A.5 Checklists
Instructions: a) Confirm checklists are available and up to date. Check if their content is in compliance with
the requirement. Normal, non-normal and emergency checklists are sometimes combined in
a “Quick Reference Handbook”
b) Check the availability of an aircraft search procedure checklist; and
c) Confirm availability of the checklist of emergency and safety equipment.
References: Flight crew checklists: Annex 6, Part I, 4.2.5, 6.1.4 and Appendix 2, 2.2.2; and Part III, Section II,
2.2.5, 4.1.4 and Attachment H, 2.2.10
Aircraft search procedure checklist: Annex 6, Part I, 13.3; and Part III, Section II, 11.1
Checklist of emergency and safety equipment: Annex 6, Part I, Appendix 2, 2.2.10; and Part III,
Attachment H, 2.2.8
FOR-A Para 4.2.5
FOR-H Para 2.2.5
A.6 Route guide
Instructions: Check if a route guide, including charts, is available, suitable and up-to-date.
References: Annex 6, Part I, 6.2.3 and Appendix 2, 2.3.1; and
Annex 6, Part III, Section II, 4.2.3 and Attachment H, 2.3.1
FOR-A para 6.2.3
FOR-H para 4.18
A.7 Minimum equipment list (MEL) - which is a part of the AFM
Instructions: Check if the MEL is available, up-to-date and approved.
References: Annex 6, Part I, 6.1.3, Appendix 2, 2.2.9 and Attachment G; and
Annex 6, Part III, Section II, 4.1.3, Attachment E and Attachment H, 2.2.7
FOR-A para 6.1.3; 6.2.3
FOR-H para 4.1.3; 4.18
NCAR Chapter E.8
A.8 Documents required to be carried on board
a) Certificate of registration:
Instructions: Check for presence and accuracy and format.
References: Convention on International Civil Aviation, Article 29
Annex 7, 7
NCAR Chapter B.5; FOR-A para 6.2.3; FOR-H para 4.18
b) Identification plate:
Instructions: Check presence and location.
References: Annexes 7 and 8

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NCAR Chapter B.5
c) Certificate of Airworthiness:
Instructions: Check that the Certificate of Airworthiness of the aircraft is on board and valid.
References: Convention on International Civil Aviation, Articles 29 and 31
Annex 8, Part II, Chapter 3
NCAR Chapter B.2; FOR-A para 6.2.3; FOR-H para 4.18
d) Crew member licenses:
Instructions: Check valid in: date; type rating; instrument rating; competency check; language proficiency
endorsement; medical assessment; and format (see also item E 3 below).
References: Convention on International Civil Aviation, Article 29
Annex 1, 1.2.1, 1.2.5.1, 1.2.9, 2.1.3, 2.1.7 and Chapter 5;
Annex 6, Part I, 9.4.4; and
Annex 6, Part III, Section II, 7.4.4
FOR-A para 9.4.4; 6.2.3
FOR-H para 7.4.4; 4.18
e) Journey log book or technical log and voyage report:
Instructions: Check entries up to date, validity of maintenance release. Check number of deferred defects
(specify in the report where necessary). Check that defect deferments include time limits and
comply with the stated time limits. Where applicable, check compliance with the aircraft MEL
References: Convention on International Civil Aviation, Article 29
Annex 6, Part I, 4.3.1 and 11.4; and
Annex 6, Part III, Section II, 2.3.1 and 9.4
FOR-A para 4.3.1; 6.2.3
FOR-H para 2.3.1; 4.18
NCAR M.A.306
f) Radio Mobile licence:
Instructions: Check available and up to date.
References: Convention on International Civil Aviation, Articles 29 and 30
Annex 6, Part I, 7.1; and
Annex 6, Part III, Section II, 5.1
FOR-A para 7.1; 6.2.3
FOR-H para 5.1; 4.18
NCAR Chapter C.13
g) Noise certification document or statement, where applicable:
Instructions: Check available and valid.
References: Annex 6, Part I, 6.13; Part III, Section II, 4.11; and
Annex 16, Volume I, Parts I and II
FOR-A para 6.13; 6.2.3
FOR-H para 4.11; 4.18
NCAR Chapter B.1
h) Air Operator Certificate (certified true copy) and Operations Specifications (copy):
Instructions: Check available, applicable and valid.
References: Annex 6, Part I, 4.2.1, 6.1.2, Appendix 5, 7 and Appendix 6; and
Annex 6, Part III, Section II, 2.2.1, 4.1.2, Appendix 1, 7 and Appendix 3
FOR-A para 4.2.1; 6.2.3
FOR-H para 2.2.1; 4.18
i) Only relevant parts of the operations manual that pertain to flight operations;
References: FOR-A para 6.2.3
FOR-H para 4.18
j) the current Certificate of Release to Service issued in relation to that aeroplane;
References: NCAR 145.A.50
k) a copy of the Air Traffic Control flight plan, if applicable;
References: FOR-A para 6.2.3
FOR-H para 4.18

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l) Aeroplane search procedure checklist
Checklist of the procedures to be followed in searching for a bomb in case of suspected sabotage. The checklist
shall be supported by guidance on the course of action to be taken should a bomb or suspicious object be found
and information on the least-risk bomb location specific to the aeroplane. It should be in a sealed envelope or
pack duly signed by the Flight Safety Officer of the operator.
References: FOR-A para 6.2.3
FOR-H para 4.18
m) Standard Operating Procedures
References: FOR-A para 6.2.3
FOR-H para 4.18
FLIGHT PREPARATION
A.9 Operational flight plan

Instructions: Check for presence, accuracy and signature(s) and for adequate fuel and oil reserve planning and
supply on-board.
References: Annex 6, Part I, 4.3.3 and Appendix 2, 2.1.16; and
Annex 6, Part III, Section II, 2.3.3 and Attachment H, 2.1.15
FOR-A para 4.3.3; 6.2.3
FOR-H para 2.3.3; 4.18
A.10 Mass and balance sheet (load/trim sheet)

Instructions: Check for presence of load sheet and accuracy.

References: Annex 6, Part I, 4.3.1 and Appendix 2, 2.1.14; and
Annex 6, Part III, Section II, 2.3.1 and Attachment H, 2.1.13
FOR-A para 4.3.1; 6.2.3
FOR-H para 2.3.1; 4.18
A.11 Aircraft performance limitations using current route, airport obstacles and runway analysis data
Instructions: Check for availability of aircraft performance information including limitations and runway
performance analysis based on current airport data.
References: Annex 6, Part I, 5.1, 5.2 and 5.3; and
Annex 6, Part III, Section II, 3.1 and 3.2
FOR-A Chapter 5
FOR-H Chapter 3
A.12 Passenger manifest and, if applicable, Cargo manifest

Instructions: Check for availability of completed passenger manifest and, if required, cargo manifest.
References: Annex 9, 2.12, 2.13 and 4.12 and Appendices 2 and 3
A.13 Pre-flight inspection

Instructions: Check for presence of pre-flight inspection or preparation forms (landing documents, air traffic
service flight plan).
References: Annex 6, Part I, 4.3; and
Annex 6, Part III, Section II, 2.3
FOR-A Para 4.3; 6.2.3
FOR-H Para 2.3; 4.18
A.14 Weather reports and forecasts

Instructions: Check for availability of weather reports and forecasts adequate for the flight.
References: Annex 6, Part I, 4.3.5.2; and
Annex 6, Part III, Section II, 2.3.5.2
FOR-A para 4.3.5.2
FOR-H para 2.3.5.2
A.15 NOTAM (Notice to Airman)

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

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References: Annex 15, Chapter 1 – Definitions
SAFETY EQUIPMENT
A.16 Portable fire extinguishers

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

References: Annex 6, Part I, 6.2.2 b);
Annex 6, Part III, Section II, 4.2.2 b);
FOR-A para 6.2.2 b);
FOR-H para 4.2.2 b)
A.17 Life jackets/flotation devices

Instructions: Check for presence, condition and where applicable expiry date.
References: Annex 6, Part I, 6.5; and
Annex 6, Part III, Section II, 4.3
FOR-A para 6.5
FOR-H para 4.3
A.18 Safety harness

Instructions: Check for presence, condition and quantity.

References: Annex 6, Part I, 6.2.2; and
Annex 6, Part III, Section II, 4.2.2
FOR-A para 6.2.2 c)
FOR-H para 4.2.2 c)
A.19 Oxygen equipment

Instructions: Check for presence, quantity and condition.

References: Annex 6, Part I, 4.3.8; and
Annex 6, Part III, Section II, 2.3.8
FOR-A para 4.3.8
FOR-H para 2.3.8
A.20 Emergency flashlight

Instructions: Check for appropriate quantities of emergency flashlight. Check their condition if possible.
References: Annex 6, Part I, 6.10; and
Annex 6, Part III, Section II, 4.4.2
FOR-A para 6.10
FOR-H para 4.4.2
B. CABIN/SAFETY
B.1 General condition
Instructions: Check for cleanliness, tidiness and general condition.
References: Annex 8, Part III, 8.3
B.2 Cabin crew seats and safety harness
Instructions: Check for presence and compliance with the requirement.
References: Annex 6, Part I, 6.16; and
Annex 6, Part III, Section II, 4.12
FOR-A para 6.16
FOR-H para 4.12
B.3 First aid kit/emergency medical kit
Instructions: Check for presence, condition, location and expiry date if available.
References: Annex 6, 6.2.2.; and
Annex 6, Part III, Section II, 4.2.2
FOR-A para 6.2.2
FOR-H para 4.2.2

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B.4 Portable fire extinguishers
Instructions: Check for presence, number, condition and expiry date if available.
References: Annex 6, Part I, 6.2.2; and
Annex 6, Part III, Section II, 4.2.2
FOR-A para 6.2.2
FOR-H para 4.2.2
B.5 Life jackets/flotation devices
Instructions: Check for presence, condition and expiry date as applicable.
References: Annex 6, Part I, 6.5; and
Annex 6, Part III, Section II, 4.5
FOR-A para 6.5
FOR-H para 4.5.2
B.6 Seat belts
Instructions: Check for presence and condition.
References: Annex 6, Part I, 6.2.2; and
Annex 6, Part III, Section II, 4.2.2
FOR-A para 6.2.2 c)
FOR-H para 4.2.2
B.7 Emergency exit lighting and marking, emergency flashlights
Instructions: Check for presence of emergency exit signs, lighting and marking and emergency flashlights (one
per cabin crew member). Where possible, check condition of floor path lighting/marking and of
flashlights.
References: Annex 6, Part I, 6.10;
Annex 6, Part III, Section II, 4.4.2;
Annex 8, Part III A, 4.1.7.3 and Part IIIB, D.6.3
FOR-A para 6.10
FOR-H para 4.4.2
B.8 Slides/life rafts and pyrotechnical distress signalling devices (as required)
Instructions: Check bottle gauge, slide bar and slide expiry date. Check presence of life raft, when required.
References: Annex 6, Part I, 6.5 and 6.6;
Annex 6, Part III, Section II, 4.5.and 4.6;
Annex 8, Part III A, 4.1.7 (and Part III D.6.2 to D.6.4)
FOR-A para 6.5 and 6.6
FOR-H para 4.5 and 4.6
B.9 Oxygen supply – cabin crew and passengers

Instructions: Check for presence and condition where applicable.

References: Annex 6, Part I, 4.3.9 and 6.7; and
Annex 6, Part III, Section II, 2.3.8 and 4.8 and Section III, 2.9 and 4.5
FOR-A para 4.3.9 and 6.7
FOR-H para 2.3.8 and 4.8
B.10 Emergency briefing cards

Instructions: Check for presence and accuracy.

References: Annex 6, Part I, 4.2.12.1 and 6.2.2; and
Annex 6, Part III, Section II, 2.2.10 and Section III, 2.3
FOR-A para 4.2.12.1, 6.2.2 d) and 12.8
FOR-H para 2.2.11.1 and 12.0
B.11 Cabin crew members

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

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FOR-A para 12.1
FOR-H para 10.1
B.12 Access to emergency exits

Instructions: Check that appropriate access to emergency exits is provided and that it is not impeded.
References: Annex 8, Part III A, 4.1.7 (and Part III D.6.2 and D.6.3)
B.13 Safety of cabin baggage

Instructions: Check that the crew and the passengers do not carry oversized hand baggage for the stowage
capacity of the aircraft. Check proper stowage of cabin baggage.
References: Annex 6, Part I, 4.8; and
Annex 6, Part III, Section II, 2.7
FOR-A para 4.8
FOR-H para 2.7
B.14 Seating capacity

Instructions: Check that the number of persons boarding does not exceed the number permitted (number of
seats normally, except specific circumstances).
References: Annex 6, Part I, 6.2.2; and
Annex 6, Part III, Section II, 4.2.2
FOR-A para 6.2.2 c)
FOR-H para 4.2.2 c)
B.15 Security of the flight crew compartment door (if applicable)

Instructions: Check that the flight crew compartment door, if provided, is lockable. Where applicable, check
that the flight crew compartment door is penetration resistant.
References: Annex 6, Part I, 13.2
FOR-A para 13.2
C. AIRCRAFT EXTERNAL CONDITION
C.1 General condition

Instructions: Check general condition of the airframe: apparent corrosion; cleanliness; presence of ice, snow,
frost; legibility of markings, etc.
References: For markings: Annexes 7, 3, 4 and 5
C.2 Doors and hatches

Instructions: Check for passenger and cargo door condition, external markings, seals, operating instructions
and condition of hatches.
References: Nil
C.3 Wings and tail

Instructions: Check wings, vertical and horizontal stabilizers, including all flight control surfaces. Check for
obvious damage, corrosion, disbonding, evidence of lightning strikes, dents, looseness of fittings,
missing static discharges, etc.
References: Nil
C.4 Wheels, brakes and tires

Instructions: Inspect for damage, wear and signs of tire under inflation.
References: Nil
C.5 Undercarriage

Instructions: Visual inspection. Focus on lubrication, leakage & corrosion and wear on door fittings and
hinges.
References: Nil
C.6 Wheel well

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

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References: Nil
C.7 Intake and exhaust nozzle
Instructions: Visual inspection. Focus on damage, cracking, dents and loose/missing fasteners (intake) and LPT
blades (where visible), obvious damage to sensors, jet pipe nozzle, exhaust, thrust reversers, etc.
References: Nil
C.8 Fan blades (if applicable)
Instructions: Visual inspection. Check for foreign object damage, cracks, cuts, corrosion, erosion etc.
References: Nil
C.9 Propellers (if applicable)
Instructions: Visual inspection. Check for corrosion, looseness of blades in hub, erosion, stone damage,
anti/de-icing system, etc.
References: Nil
C.10 Previous structural repairs
Instructions: Visual inspection. Note any previous repairs – check condition and verify compliance to standard
practices.
References: Nil
C.11 Obvious damage
Instructions: Visual inspection. Note unassessed and unrecorded damage including corrosion, lightning strike
damage and bird strikes etc.
References: Annex 8, Part II, 3.6
C.12 Leakage
Instructions: Visual inspection: fuel, oil, hydraulic leaks. Inspect for toilet leaks at service locations.
References: Nil
D. CARGO

D.1 General condition of cargo compartment and containers

Instructions: Check for cleanliness and general condition of cargo compartment and containers. Check
damage to compartment liners and condition of fire protection, detection and extinguishing
system (if appropriate). Check condition of container locking devices.
References: Ni
D.2 Dangerous goods
Instructions: If dangerous goods are on board, check that the pilot has received appropriate notification.
Check that the operations manual includes relevant information as required by ICAO Annex 18.
References: Annex 6, Part I, Appendix 2, 2.1.35;
Annex 6, Part III, Attachment H, 2.1.28; and
Annex 18, 9.1 and 9.2
FOR-A APPENDIX 1 para 2.1.35
FOR-H APPENDIX 1 para 2.1.28
D.3 Safety of cargo on board
Instructions: Check that loads are properly distributed and safely secured.
References: Annex 6, Part I, 4.3.1; and
Annex 6, Part III, Section II, 2.3.1
FOR-A para 4.3.1 e)
FOR-H para 2.3.1 e)
E. GENERAL
E.1 Additional remarks

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

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References: Nil
E.2 Refuelling

Instructions: Check that the procedures relating to refuelling with passengers on board are complied with.
References: Annex 6, Part I, 4.3.8; and
Annex 6, Part III, Section II, 2.3.7
FOR-A para 4.3.8
FOR-H para 2.3.7
E.3 Language for communication

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

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Attachment N
RAMP INSPECTION AIRWORTHINESS CHECKLIST
Aircraft make
Date: Handling agent:
and model:

Airframe Maintenance
Operator: support:
serial no.:

Route from: Reg. marks: Station:

Route to: Flight no:

S = Satisfactory U = Unsatisfactory N = Not check

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

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

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CHECK
ITEM REMARK(S)
(S/U/N)
1 Additional remarks
2 Refuelling

Inspected by: Operator

Rep.:

Note 1: The elements of the list that are marked with an asterisk (*) are minimum items that should be addressed in
a ramp inspection. Time permitting, the remaining items should also be addressed to constitute a complete
ramp inspection.
Note 2: If inspection is carried out as a team (airworthiness, cabin safety and flight operations), coordination between
the inspectors is required to avoid duplication.

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Attachment O
RAMP INSPECTION FLIGHT OPERATION CHECKLIST
Aircraft make
Date: Captain:
and model:
Airframe F/O:
Operator:
serial no.:

Route from: Reg. marks: Other:

Handling
Route to:
agent:

Flight no: Station:

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

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

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

Inspected by: Operator

Rep:

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Attachment P
RAMP INSPECTION CABIN SAFETY CHECKLIST
Aircraft make In-flight
Date:
and model: Supervisor
Airframe
Operator:
serial no.:

Route from: Reg. marks: Station:

Route to: Flight no:

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

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

B. Cabin/safety

1 General condition
2 Cabin crew’s seat and harness
3 First aid kit/emergency medical kit
4 Portable fire extinguishers
5 Life jackets/flotation device
6 Passenger seat belts
7 Emergency exit lighting and marking, emergency flashlights
Slides/life-rafts and pyrotechnical signalling devices (as
8
required)
9 Oxygen supply (cabin crew and passengers)
10 Emergency briefing cards
11 Cabin crew members
12 Access to emergency exits
13 Safety of cabin baggage
14 Seating capacity
15 Security of flight crew compartment door
16 Universal Precautionary Kit (UPK)
17 Automated External Defibrillator (AED)
18 Survival Kit
19 Manual Release Tool (MRT)
20 Portable Breathing Equipment (PBE)
21 Emergency Medical Kit (EMK)
22 Portable Emergency Locator Transmitter (ELT)
Inspected by: Operator
Rep:

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16 PERFORMANCE-BASED NAVIGATION APPROVAL

[Note — ICAO has developed a Performance-based Navigation (PBN) Operational Approval
Manual (Doc 9997) which provides detailed guidance on the operational approval process in the
context of performance-based navigation. The guidance outlines the specific requirements for
each navigation specification and includes detailed job aids. CAA Nepal has adapted this Doc and
has published the PBN Operational Approval Manual 2021. This chapter provides a brief overview
of PBN and outlines the CAA Nepal policy which is to adopt the guidance and job aids outlined in
Doc 9997 and the PBN Operational Approval Manual 2021 as the methodology for air operator
approval of PBN].

16.1 BACKGROUND
16.1.1 FOR-A 7.2.2 requires operators to be authorized prior to conducting flights in defined
portions of airspace or any routes where a navigation specification for performance-based
navigation is prescribed. In addition, the aircraft must be equipped with navigation equipment in
accordance with the navigation specification and flight crews provided with appropriate training.
This chapter outlines the CAA Nepal procedures for providing authorization where a navigation
specification is prescribed.
16.1.2 Conventional navigation is dependent upon ground-based radio navigation aids. It has
been the mainstay of aviation for the last seventy years and pilots, operators, manufacturers and
air navigation service providers are all familiar with the associated technology, avionics,
instrumentation, operations, training and performance.
16.1.3 Performance-based navigation (PBN) detailed in the ICAO Performance-based Navigation
(PBN) Manual (Doc 9613) is based upon area navigation principles. While various methods of
area navigation have been in existence for many years, the widespread use of area navigation as
a primary navigation function is a more recent phenomenon. The PBN concept is intended to
better define the use of area navigation systems and is expected to replace much of the existing
conventional navigation routes within the next twenty years.
16.1.4 The fundamentals of PBN operations are relatively straightforward and operational
approval need not be a complicated process for either applicant or CAA Nepal. However, the
transition to new technology, new navigation and new operational concepts and the dependence
on data driven operations requires careful management. Concerning this matter, ICAO has
developed Performance-based Navigation (PBN) Operational Approval Manual (Doc 9997) to
provide guidance on the operational approval process in the context of performance-based
navigation (PBN). It is intended for inspectors and others involved in the requirement of PBN
operations. CAA Nepal PBN Operational Approval Manual 2021 is prepared based on of the ICAO
Doc 9997. CAA Nepal Inspectors are required to refer to this manual for approval of PBN
operations.

16.2 PBN OVERVIEW

16.2.1 Area navigation systems evolved in a manner similar to conventional ground-based routes
and procedures. The early systems used very high-frequency omnidirectional radio range (VOR)
and distance measuring equipment (DME) for estimating their position in domestic operations
and inertial navigation systems (INS) were employed in oceanic operations. In most cases, a
specific area navigation system was identified and its performance was evaluated through a
combination of analysis and flight testing. In some cases, it was necessary to identify the
individual models of equipment that could be operated within the airspace concerned. Such
prescriptive requirements resulted in delays to the introduction of new area navigation system

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capabilities and higher costs for maintaining appropriate certification. The PBN concept was
developed with globally-applicable performance requirements, detailed in accompanying
navigation specifications, in order to avoid these high costs and delays.
16.2.2 The PBN concept requires that the aircraft area navigation system performance is defined
in terms of the accuracy, integrity, availability, continuity and functionality necessary to operate
in the context of a particular airspace concept. Appropriate positioning sensors are also
identified. These may include VOR/DME, DME/DME, GNSS and/or INS. The performance is
detailed in a navigation specification at sufficient a level of detail to facilitate global
harmonization. The navigation specification not only lays out the aircraft system performance
requirements but also the requirements in terms of flight crew procedures and training, as well
as any appropriate maintenance requirements, such as the provision of navigation databases.

16.3 RNAV AND RNP

16.3.1 RNAV specifications have been developed to support existing capabilities in aircraft
equipped with area navigation systems which, in the general case, were not designed to provide
on-board performance monitoring and alerting. RNAV specifications are similar to RNP
specifications but do not require an on-board performance monitoring and alerting capability.
16.3.2 RNP specifications have been developed from a need to support operations that require
greater integrity assurance, where the pilot is able to detect when the navigation system is not
achieving, or cannot guarantee with appropriate integrity, the navigation performance required
for the operation. Such systems are known as RNP systems. RNP systems provide greater
assurance of integrity and, hence, can offer safety, efficiency, capacity and other operational
benefits.

16.4 CAA Nepal PBN OPERATIONAL APPROVAL

PROCESS
16.4.1 CAA Nepal will issue authorization to operators, where a navigation specification for
performance-based navigation is prescribed, provided that the operator can demonstrate
compliance with the applicable requirements. A list of available navigation specifications is
outlined in Attachment Q to this chapter.
16.4.2 The requirements and guidance provided in CAA Nepal PBN Operational Approval Manual
2021 will be utilized by CAA Nepal staff for the review of PBN applications by Nepalese air
operators and subsequent issuance of PBN approvals as follows:
a) air operators requesting authorization for a particular performance-based navigation
specification shall make application providing the information as outlined in Annex D of
Doc 9997;
b) the Job Aid for the requested navigation specification(s) as contained in CAA Nepal PBN
Operational Approval Manual 2021, Part 3 JOB AIDS will be completed by the air operator
and the CAA Nepal inspector as appropriate. The actions recommended for the inspector
and the operator contained in the Job Aid will be mandatory for CAA Nepal inspectors
and operators; and
c) upon completion of the job aid confirming that all requirements have been met for the
particular navigation specification, CAA Nepal will issue the appropriate operations
specification. Examples of operations specification entries as outlined in Annex B of Doc
9997 will be utilized.

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16.5 PROCEDURES
Refer to Appendix 33 and 34 of AOCI Manual Volume II for the detailed procedures on
acceptance, verification and approval of Special Operations authorization in addition to
procedure laid down in CAA Nepal PBN Operational Approval Manual 2021, Part 3 JOB AIDS. For
airworthiness aspects, also refer to procedure laid down in AOCI Manual Vol III Chapter 7 Para
7.4.

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Attachment Q
1.4 NAVIGATION SPECIFICATIONS
1.4.1 The navigation specifications in Table 1-1 have been published to date.
Table 1-1. Navigation specifications published to date
Flight Phase
En-route Approach
Navigation oceanic/ En-route
specification remote continental Arrival Initial Intermediate Final Missed Departure
RNAV 10 10
RNAV 5a 5 5
RNAV 2 2 2 2
RNAV 1 1 1 1 1 1b 1
RNP 4 4
RNP 2 2 2
Advanced RNPf 2 2 or 1 1 1 1 0.3 1b 1
RNP 1 1d 1 1 1b 1d
RNP 0.3e 0.3 0.3 0.3 0.3 — 0.3b 0.3
RNP APCH 1 1 0.3g 1b or
0.3c
RNP AR APCH 1-0.1 1-0.1 0.3- 1-0.1f
0.1
Notes:
a) RNAV 5 is an en-route navigation specification which may be used for the initial part of a STAR
outside 30 NM and above MSA.
b) Applies only once 50 m (40 m Cat H) obstacle clearance has been achieved after the start of
climb.
c) RNP APCH is divided into two parts. This value applies during the initial straight-ahead
segment in RNP APCH Part B (SBAS LPV) approaches.
d) Beyond 30 NM from the airport reference point (ARP), the accuracy value for alerting becomes
2 NM.
e) The RNP 0.3 specification is primarily intended for helicopter operations.
f) If <RNP 1 is required in the missed approach, the reliance on inertial to cater for loss of GNSS
in final means that accuracy will slowly deteriorate and any accuracy value equal to that used
in final can be applied only for a limited distance.
g) RNP APCH is divided into two parts. RNP 0.3 is applicable to RNP APCH Part A. Different
angular performance requirements are applicable to RNP APCH Part B only.

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17 LOW VISIBILITY TAKE-OFF, CATEGORY II AND III

APPROVAL

17.1 BACKGROUND AND OBJECTIVES

17.1.1 FOR-A PARA 4.2.8.3 and NCAR Chapter C.19. require air Operators to be authorized prior
to conducting Low Visibility Take-off (LVTO) and CATEGORY II and III Operations. Furthermore,
the requirements prescribe ground and aircraft equipment, crew training and authorization, and
the establishment of CATEGORY II AND/OR CATEGORY III operating procedures. Operating
procedures can be contained in the operations manual 0or in separate manual. This chapter
outlines the CAA Nepal procedures for providing authorization to air operators for LVTO;
CATEGORY II AND/OR CATEGORY III operations.
17.1.2 Depepnding on variety of factors, an operator may be granted approval to conduct the
following categories of approaches to the limits specified.
Decision Height Runway Visual Range
Category (DH) (Meters)
CAT II 100 ft 300 m
CAT III No DH or <100 ft 175 m
CAT III No DH or <50 ft 175 m to ≥ 50 m

17.1.3 Low visibility take-off requirements are outlined in 17.4 of this chapter.

17.2 GENERAL APPROVAL REQUIREMENTS

17.2.1 There are five elements involved in the approval of an LVP operation as follows:
a) authorization of the aeroplane and its equipment;
b) authorization of the use of the aerodrome;
c) authorization of the flight crew;
d) authorization of the operation; and
e) authorization of minima.
17.2.1.1 Authorization of the aeroplane and its equipment. These are indicated by appropriate
entries in the Aircraft Flight Manual.
Note — Detailed requirements outlined in 17.3.
17.2.1.2 Authorization of the use of the aerodrome. Air operators are responsible for
determining the facilities available at the aerodrome meet the requirements of the FOR-A
Appendix 6 Chapter 8 Airport Requirements and shall ensure the following:
a) the State of the Aerodrome authorizes use of the facilities and services only if they meet
the relevant ICAO specifications;
b) the appropriate OCA/H is published by the State of the Aerodrome; and
c) where the State of the Aerodrome has established an aerodrome operating minima policy
and published landing and take-off minima in the AIP, the minima authorized for the use

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of an operator by the CAA Nepal will not be lower than the former, except where
specifically authorized by the State of the Aerodrome.
17.2.1.3 Authorization of the flight crew. Flight crews will be qualified to operate to the
applicable aerodrome operating minima as follows:
a) the pilot-in-command and co-pilot each hold a valid instrument rating and meet the
requirements for recent experience established by the FOR-A;
b) flight crew members are qualified and trained for take-off, instrument approaches and
operations for Low Visibility Take-Off, Category II and/or Category III operations, as
applicable;
c) flight crew members have completed all required proficiency checks, including
demonstration of proficiency for Low Visibility Take-Off and using the relevant types of
instrument approaches; and
d) the pilot-in-command has the necessary experience in the aeroplane type with restricted
(higher) minima before being authorized to use the lowest approved minima;
e) the operator maintains a system of records to ensure that the necessary qualifications of
the flight crew members are being met on a continuing basis.
Note —Detailed requirements outlined in 17.3.
17.2.1.4 Authorization of the operation. Before granting such an authorization, inspectors shall
ensure that the operator has established a system to ensure that:
a) applicable Aerodrome Operating Minima for the use of flight crews for all types of
approaches to all aerodromes to be used in the operations have been determined;
b) the proficiency of flight crews have been determined;
c) required operating procedures have been established;
d) an operations manual with instructions appropriate to the intended operation and that
reflect the mandatory procedures and/or limitations contained in the Aircraft Flight
Manual; and
e) that sufficient experience has been gained by the air operator in operational service in
weather minima higher than those proposed.
Note —Detailed requirements outlined in 17.3.
17.2.1.5 Authorization of minima. FOR-A para 4.2.8.1 require an air operator establishing
Aerodrome Operating Minima to have its method for determining such minima approved by CAA
Nepal. Approval may be granted provided the operator’s method for determining
Aerodrome-Operating Minima accurately accounts for:
a) the type, performance and handling characteristics of the aircraft;
b) the composition and experience of the flight crew;
c) the dimensions and characteristics of the runways selected for use;
d) aircraft equipment used for navigation and aircraft control during the approach to landing
and the missed approach;
e) obstacles in the approach and missed approach areas and the obstacle clearance
altitude/height for the intended instrument approach procedures;
f) the means used to determine and report meteorological conditions;
g) the obstacles in the climb out areas and the necessary clearance margins; and
h) the adequacy and performance of the available visual and non-visual ground aids.

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17.3 SPECIFIC APPROVAL REQUIREMENTS CATGORY

II/III
17.3.1 Aeroplane and its equipment
17.3.1.1 The instruments and equipment for Category II and III operations shall comply
with the airworthiness requirements of the State of Registry of the aeroplane. In addition,
aeroplane performance shall enable a missed approach to be carried out with an engine
inoperative and without outside visual reference, from any height down to the decision height in
Category II operations and down to touchdown in Category III operations, while remaining clear
of obstacles. The instruments and equipment appropriate to various precision approach
operations are outlined in FOR-A Appendix 6, Chapter 6. The MEL shall reflect the equipment
required for low visibility operations.
17.3.1.2 The target level of safety and the acceptable frequency of missed approaches due
to airborne equipment performance, in conjunction with the intended operating minima,
determine the airborne equipment design requirements with regard to:
a) system accuracy;
b) reliability;
c) characteristics in case of failures;
d) monitoring procedures and equipment; and
e) degree of redundancy.
17.3.1.3 A reporting system shall be implemented to enable continual checks and periodic
reviews during the operational evaluation period before the operator is authorized to conduct
Category II and III operations. Furthermore, the reporting system will be used for a two-year
period after the authorization has been given to ensure that the required standards of
performance are maintained. The reporting system shall cover all successful and unsuccessful
approaches, with reasons for the latter, and include a record of system component failures.
17.3.1.4 For Category II operations, air operators will differentiate between successful and
unsuccessful approaches and provide a questionnaire to be completed by the flight crew to
obtain data on actual or practice approaches which were not successful. As a minimum, the
following data will be gathered to evaluate a Category II operation:
a) the aerodrome and runway used;
b) weather conditions;
c) time;
d) reason for failure leading to an aborted approach;
e) adequacy of speed control;
f) trim at time of automatic flight control system disengagement;
g) compatibility of automatic flight control system;
h) flight director and raw data; and
i) an indication of the aeroplane’s position relative to the ILS centre line and glide path when
descending through 30 m (100 ft).
The number of approaches made during initial operational evaluation will vary depending on the
capabilities of the aircraft and the operator’s experience. A minimum of ten simulated
approaches shall be completed to demonstrate that the performance of the system in
commercial service is such that an adequate approach success rate will result. When determining
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the success rate, failures due to external factors, such as ATC instructions or ground equipment
faults, should be taken into account.
17.3.1.5 Air operators shall have a one-year experience with Category II operations prior
to being authorized for Category III. Similar but more stringent demonstration procedures will be
followed. Use may be made of recording equipment such as a sophisticated flight data recorder
to obtain the necessary data. Any landing irregularity will be fully investigated using all available
data to determine its cause. Failure to positively identify and correct the cause of any landing
reported to be unsatisfactory may jeopardize the future of the particular operation. A minimum
of 20 simulated approaches will be conducted prior to approval being granted.
17.3.1.6 Aircraft manufactures design and certificate aircraft having CAT II and III
operational capability. The automatic systems concept is described in type-certification
requirements, including requirements for minimum system performance and failure conditions,
flight demonstration during certification and information to be included in the aeroplane flight
manual. Inspectors will confirm that the authorization being sought by the air operator is within
the operational capability as outlined in the aircraft flight manual. Additional considerations for
the certification of the aeroplane as a whole for approach and landing in restricted visibility must
be included in the operators program (e.g. experience and operational demonstration of
performance).
17.3.1.7 The operator shall establish a maintenance program to ensure that the airborne
equipment continues to operate in service to the required performance level. This program shall
be capable of detecting any deterioration in the overall level of performance as described in
17.3.1.3 to 17.3.1.6. The following areas shall be emphasized:
a) maintenance procedures;
b) maintenance and calibration of test equipment;
c) procedure for monitoring the initial and recurrent training of maintenance staff; and
d) recording and analysis of airborne equipment failures.
17.3.1.8 Maintenance program shall be established consistent with the aeroplane
manufacturer’s recommendations. Aeroplane system design and architecture and the
manufacturer’s maintenance philosophy can introduce significant variation between aeroplane
types for failure detection, annunciation and return-to-service methods.
17.3.2 Operating procedures
17.3.2.1 Low weather minima operations require special procedures and instructions to be
included in the operations manual, but it is desirable that any such procedures should also be
used as the basis for all operations in order to provide the same operating philosophy for all
categories of operations. These procedures cover all foreseeable circumstances so that flight
crews are fully informed as to the correct course of action which should be followed. This is
particularly true for the last part of the approach and landing where limited time is available for
decision making. Possible modes of operation include:
a) manual take-off;
b) manual approach and landing;
c) coupled approach down to DA/H, manual landing thereafter;
d) coupled approach to below DA/H, but manual flare and landing;
e) coupled approach followed by auto-flare and auto-landing; and
f) coupled approach followed by auto-flare, auto-landing and auto-roll-out.
17.3.2.2 The precise nature and scope of procedures and instructions shall be a function of
the airborne equipment used and the flight deck procedure applied. The duties of flight crew
members during take-off, approach, flare, roll-out and missed approach are to be clearly

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delineated in the operations manual. Particular emphasis shall be placed on flight crew
responsibilities when transitioning from non-visual conditions to visual conditions and on
procedures to be used in deteriorating visibility or when failures occur. Special attention should
be paid to the distribution of flight deck duties to ensure that the workload of the pilot making
the decision to land or to execute a missed approach enables the pilot to concentrate on
oversight and decision-making.
17.3.2.3 The following areas are to be addressed in the operations manual:
a) checks for satisfactory functioning of equipment, both on the ground and in flight;
b) effects on minima caused by changes in the status of the ground installations;
c) use and application of RVR reports from multiple runway positions and sensors;
d) pilot assessment of aircraft position and monitoring of the performance of the automatic
flight control system, the effects of the failure of any required portion of the automatic
flight control system or instruments used with the system and action to be taken in the
event of inadequate performance or failure of any portion of either the system or the
associated instruments;
e) actions to be taken in the case of failures, such as engines, electrical systems, hydraulics
and flight control systems;
f) allowable aeroplane equipment deficiencies;
g) precautions necessary when making practice approaches where full ATC procedures to
support Category III operations are not in force or when ILS ground equipment of a lower
standard is used for Category II or III practice operations;
h) operating limitations resulting from airworthiness certification; and
i) information on the maximum deviation allowed from the ILS glide path and/or localizer
from the region of the DA/H down to touchdown, as well as guidance regarding the visual
reference required.
17.3.2.4 Air operators will establish procedures for the gradual introduction of low weather
minima operations. The procedures shall implement reduced visibility operations through a
gradual reduction in meteorological criteria commensurate with experience. Such procedures
will ensure the following:
a) the practical evaluation of airborne equipment before commencing actual operations as
outlined in Para 17.3.15 and Para 17.3.1.6;
b) accumulation of experience with the procedures discussed above before commencing
actual operations and, if necessary, the adjustment of those procedures;
c) accumulation of operating experience using Category II operations minima before
proceeding to Category III operations minima;
d) providing, for analysis purposes, a means of pilot reporting on ground and airborne
system performance;
e) accumulation of flight crew experience; and
f) accumulation of experience in the maintenance of particular equipment.
Note — Procedures and limitations for all weather operations may be contained in the operations
manual or in a separate manual.
17.3.3 Flight crew qualification and training
17.3.3.1 Before conducting Category II or III operations, the flight crew shall complete an
approved program of training and education. The approved program of training will be related
to the aeroplane type and the operating procedures adopted, as outlined in Para 17.3.2. For

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

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m) significant factors in the determination of decision height;
n) effect of specific aeroplane malfunctions (e.g. engine failure) on auto-throttle, auto-pilot
performance;
o) procedures and precautions to be followed while taxiing during limited visibility
conditions; and
p) the existence and effects of visual illusions.
17.3.3.5 Each member of the flight crew shall be trained to carry out the duties appropriate
to the particular airborne system and subsequently demonstrate their ability to carry out the
duties, as a member of the flight crew, to an acceptable level of competency before being
authorized to engage in the particular category of operations. Additionally, before a pilot is
authorized to operate to Category II or III minima, the pilot shall have gained experience as
outlined in Para 17.3.2.4 in using the appropriate procedures in meteorological conditions above
the relevant minima. Flight crews shall be given practical training and tests in the use of
applicable systems and associated procedures in conditions of the lowest minima to be
authorized.
17.3.3.6 Training may only be carried out in an approved FSTD with a suitable visual system
qualified for LVTO, CAT II and/or CAT III as applicable. It is important that the visibility simulated
for both static and dynamic visual scenes is a correct reflection of the RVR intended. The specific
type of training will depend upon the particular airborne system and on the operating procedures
adopted. The initial training shall at least include:
a) approaches with all engines operating, and with an engine inoperative, using the
appropriate flight guidance and control systems installed in the aeroplane down to the
appropriate minimum height, without external visual reference, followed by transition to
visual reference and landings;
b) approaches with all engines operating, and with an engine inoperative, using the
appropriate flight guidance and control systems installed in the aeroplane down to the
appropriate minimum height, followed by missed approaches, all without external visual
reference;
c) approaches utilizing the automatic flight control and landing system, followed by
reversion to manual control for flare and landing after disconnecting the automatic
system at low level, if appropriate;
d) approaches utilizing the automatic flight control and landing system with automatic flare,
automatic landing and, where appropriate, automatic roll-out;
e) procedures and techniques for reversion to instrument flight and the execution of a
missed approach from DA/H, including obstacle clearance aspects; and
f) go-around from a height below decision height which may result in a touchdown on the
runway in cases of a go-around initiated from a very low altitude, e.g. such as to simulate
failures or loss of visual reference prior to touchdown.
17.3.3.7 The flight training programme shall provide practice in handling system faults,
particularly those which have an effect on the operating minima and/or subsequent conduct of
the operation. However, the frequency of system malfunctions introduced shall not be such so
as to undermine the confidence of flight crews in the overall integrity and reliability of the
systems used in low minima operations.
17.3.3.8 In conjunction with normal pilot proficiency checks at regular intervals, a pilot
shall demonstrate the knowledge and ability necessary to perform the tasks associated with the
authorized category of operation. The use of an approved FSTD for recurrent training, proficiency
checking and renewal of authorizations is mandatory.
17.3.3.9 Air operators shall ensure that pilots use procedures developed for Category II or
III operations during normal service, regardless of the weather conditions, when the necessary
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ground facilities are available and traffic conditions permit. This practice ensures flight crew
familiarity with the procedures, builds confidence with the equipment and ensures appropriate
maintenance of the Category II and III related systems. The flight crew shall conduct one
simulated or actual CAT II and CAT III landing as applicable every two months to maintain their
qualification. The pilot will annotate the pilot logbook to this effect.
17.3.3.9 When a flight crew member becomes fully qualified for Category II or III operations, the
operator shall document these qualifications by either an endorsement in the pilot logbook or
the issuance of a qualification card which shall contain evidence of recurrent checks.

17.4 SPECIFIC APPROVAL REQUIREMENTS FOR LOW

VISIBILITY TAKE-OFF
17.4.1 Take-off minima are usually stated as visibility or RVR limits. Where there is a specific
need to see and avoid obstacles on departure, take-off minima may include cloud base limits.
Where avoidance of such obstacles may be accomplished by alternate procedural means, such
as use of climb gradients or specified departure paths, cloud base restrictions need not be
applied.
17.4.2 While the State of the Aerodrome may establish standard take-off minima, low visibility
take-off (LVTO) minima may also be established for aerodromes based on the availability of
specified facilities and aerodrome procedures. CAA Nepal may authorize the use of LVTO minima
based on the following factors:
a) flight characteristics and cockpit instrumentation typical of multi-engine turbine aircraft;
b) comprehensive programmes for crew qualification which address use of the specified
minima;
c) comprehensive programmes for airworthiness, with any necessary equipment
operational (MEL);
d) availability of specified facilities for the respective minima, including programmes for
assurance of the necessary reliability and integrity;
e) availability of air traffic services to ensure separation of aircraft and timely and accurate
provision of weather, NOTAM and other safety information;
f) standard runway and airport configurations, obstruction clearance, surrounding terrain,
and other characteristics typical of major facilities serving scheduled international
operations;
g) routine low visibility weather conditions (e.g. fog, precipitation, haze, wind components)
which do not require special consideration; and
h) availability of alternate courses of action in the event of emergency situations.
17.4.3 Air operators requesting authorization for LVTO at aerodromes where these may be
available may make application to CAA Nepal. The application will be approved provided the air
operator can adequately demonstrate that each of the factors outlined above has been
addressed.
17.4.4 The air operator may be authorized to the LVTO minima outlined in 17.4.5 below provided
these minima are authorized by the State of the Aerodrome for that particular aerodrome.
17.4.5 Approved take-off minima commercial transport aeroplanes:

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FACILITIES RVR/VIS1
Adequate visual reference (day only)2 500 m/1 600 ft
Runway edge lights or runway centre line markings3 400 m/1 200 ft
Runway edge lights and runway centre line markings3 300 m/1 000 ft
Runway edge lights and runway centre line lights 200 m/600 ft
TDZ 150 m/500 ft
Runway edge lights and runway centre line lights MID 150 m/500 ft
and relevant RVR information4 Stop-end 150
m/500 ft

TDZ 125 m/400 ft

High intensity runway edge lights and runway centre line lights
(spacing 15 m or less) and relevant RVR information4 MID 125 m/400 ft
Stop-end 125
m/400 ft
High intensity runway edge lights and runway centre line lights TDZ 75 m/300 ft
(spacing 15 m or less), approved lateral guidance system and MID 75 m/300 ft
relevant RVR information4
Stop-end 75 m/300
ft
1 The TDZ RVR/VIS may be assessed by the pilot.
2 Adequate visual reference means that a pilot is able to continuously identify the take-off surface
and maintain directional control.
3 For night operations at least runway edge lights or centre line lights and runway end lights are
available.
4 The required RVR is achieved for all relevant RVRs.

17.4.5 Take-off minima, which are relevant to the take-off maneuver itself, should not be
confused with weather minima required for flight initiation. For flight initiation, departure
weather minima at an aerodrome shall not be less than the applicable minima for landing at that
aerodrome unless a suitable take-off alternate aerodrome is available. The take-off alternate
aerodrome shall be located within the following distances of the aerodrome of departure:
a) aeroplanes with two engines: one hour of flight time at a one-engine-inoperative cruising
speed, determined from the aircraft operating manual, calculated in ISA and still-air
conditions using the actual take-off mass; or
b) aeroplanes with three or more engines: two hours of flight time at an all-engine operating
cruising speed, determined from the aircraft operating manual, calculated in ISA and still-
air conditions using the actual take-off mass; or
c) aeroplanes engaged in extended diversion time operations (EDTO): where an alternate
aerodrome meeting the distance criteria of a) or b) is not available, the first available
alternate aerodrome located within the distance of the operator’s approved maximum
diversion time considering the actual take-off mass.

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17.5 ISSUANCE OF OPERATIONS SPECIFICATION

17.5.1 Operations and airworthiness inspectors will review the air operator’s submission utilizing
Job Aid LVO-001. Once all requirements of this chapter have been met for the authorization
requested, inspectors shall authorize the operations through the issue of operations
specifications for low visibility operations. The operations specification will include the applicable
precision approach category (CAT II, III, or III) and minimum RVR in metres and decision height in
feet. For low visibility take-off the operations specification will include the approved minimum
take-off RVR in metres.

17.6 PROCEDURES
Refer to Appendix 33 and Appendix 34 for detailed procedure of acceptance, verification and
approval of Special Operations authorization. Refer to Attachment R-Job AID Low Visibility
Operations. For airworthiness aspects, also refer to procedure laid down in AOCI Manual Vol III
Chapter 7 Para 7.5.

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

Acknowledgement/signature (as applicable)

______________________
Flight Operation Inspector

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18 DESIGNATED EXAMINER APPROVAL

[Note – For Designated Examiner Approval, refer to CAA Nepal Designated Check Pilot Manual.]

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19 TRANSPORTATION OF DANGEROUS GOODS

APPROVAL

19.1 BACKGROUND AND OBJECTIVES

19.1.1 Dangerous Goods Handling Requirements Para 1.7 and 3.1 require that air operators be
authorized by the CAA Nepal to carry dangerous goods. In addition, CAA Nepal requirements
require that the carriage of dangerous goods be in accordance with the Technical Instructions for
the Safe Transport of Dangerous Goods by Air (Doc 9284) issued by ICAO, with the CAA Nepal
Dangerous Goods Handling Requirements and any variations to those instructions that the CAA
Nepal may mandate and provide notification of to ICAO.
19.1.2 While the requirements for air operators to be authorized to carry dangerous goods are
extensive, air operators who do NOT carry dangerous goods are also required by Dangerous
Goods Handling Requirements Chapter 14, Table 14.2 to meet certain requirements.

19.2 INSPECTION PRACTICES AND PROCEDURES

19.2.1 Air operators NOT transporting dangerous goods as cargo
19.2.1.1 Air operators NOT transporting dangerous goods are required by DG Handling
Requirements to meet the following requirements:
a) establish an approved dangerous goods training program that meets the requirements of
DG Handling Requirements;
b) established dangerous goods policies and procedures in its Operations Manual which
would allow operator personnel to:
1) identify, reject and report undeclared dangerous goods, including COMAT classified
as dangerous goods within 72 hours of the discovery; and
2) report dangerous goods accidents and incidents to CAA Nepal and the State in which
the accident or incident occurred within 72 hours of the discovery.
19.2.1.2 The training program as outlined in Para 19.2.1.1 shall ensure that:
a) staff who are engaged in general cargo handling have received training to carry out their
duties in respect of dangerous goods which covers, as a minimum, the areas identified in
Column I of Table 1 to a depth sufficient to ensure that an awareness is gained of the
hazards associated with dangerous goods and how to identify such goods; and
b) crew members, passenger handling staff; security staff and other staff (as applicable)
employed by the AOC holder who deal with the screening of a passengers and their
baggage have received training which covers, as a minimum, the areas as specified in the
DGHR Chapter 14 to a depth sufficient to ensure that an awareness is gained of the
hazards associated with dangerous goods, how to identify them and what requirements
apply to the carriage of such goods by passengers.
19.2.2 Operators transporting dangerous goods as cargo
19.2.3.1 The requirements for the initial approval and continuing safety oversight of air operators
carry dangerous goods are extensive. Therefore, the Dangerous Goods Inspector Manual has
been established as a separate manual and the procedures and job aids/checklist in this particular

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document will be utilized by CAA Nepal inspectors for the approval and oversight of air operators
who may wish to carry dangerous goods.
[Note — Many air operators may not wish to carry dangerous goods due to the costs incurred for
training of staff. If air operators do not carry dangerous goods, there is no need then to develop
a separate procedure]

19.3 CHECKLISTS
19.3.1 Inspectors shall use the Checklists provided in the CAA Nepal DG Inspector Manual and
AOCI Manual as applicable.

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20 REDUCED VERTICAL SEPARATION MINIMA (RVSM)

OPERATOR APPROVAL

20.1 BACKGROUND AND OBJECTIVE

20.1.1 FOR-A para 7.2.4 and NCAR Chapter C.20 prohibits the operation of an aircraft within
RVSM airspace unless authorization has been received from CAA Nepal. CAA Nepal requirements
prescribe the requirements that must be met prior to issuing such authorization. Further
guidance to operators is provided in FOR-A para 7.2.5, 7.2.6 and Appendix 12.
20.1.2 RVSM refers to a vertical separation minimum of 300 m (1 000 ft) between FL 290 and
FL 410 inclusive. This chapter provides guidance for evaluating an application for an operator to
conduct flights in airspace where RVSM is applied and, once applicable requirements are met,
for issuing operations specifications. Guidance is also provided on the on-going monitoring of the
RVSM approval such as reports from incidents and the Regional Monitoring Agency (RMA).
20.1.3 All operators that operate or intend to operate in airspace where RVSM is applied are
required to participate in the RVSM monitoring program. The Monitoring Requirements Table
below, addresses requirements for monitoring in accordance with requirements defined in ICAO
Standards, Annexes 6 and 11. In accordance with the ICAO Standards, operators must satisfy the
requirements in Monitoring Requirements Table every 2 years. In their application to CAA Nepal
for RVSM approval, operators must show a plan for meeting the applicable monitoring
requirements. Monitoring should be completed as soon as possible but not later than 6 months
after the issue of RVSM approval and thereafter as directed by the RMA.
20.1.4 Update of Monitoring Requirements Table And Website. As significant data is obtained,
monitoring requirements for specific aircraft types may change. When the Monitoring
Requirements Table is updated, a letter will be distributed by the Regional Monitoring Agencies
(RMAs) to the States concerned. The updated table will be posted on the RMA website being
maintained by the International Civil Aviation Organization (ICAO). The secure website address
is: http://portal.icao.int. The inspector should check the update regularly to ensure it the most
current one.
20.1.5 Monitoring Prior To The Issue of RVSM Operational Approval Is NOT A Requirement.
Operators should submit monitoring plans to the CAA Nepal and the RMA that show how they
intend to meet the requirements specified in the Monitoring Requirements Table below.
Monitoring will be carried out in accordance with this table.
20.1.6 Monitoring of Airframes That Are RVSM Compliant On Delivery. If an operator adds new
RVSM compliant airframes of a type for which it already has RVSM operational approval and has
completed monitoring requirements for the type in accordance with the attached table, the new
airframes are not required to be monitored. If an operator adds new RVSM compliant airframes
of an aircraft type for which it has NOT previously received RVSM operational approval, then the
operator should complete monitoring in accordance with the attached table.

20.2 RVSM APPROVAL GENERAL

20.2.1 Where RVSM is applied, the specific aircraft type or types that the operator intends to
use will need to be approved by CAA Nepal. RVSM approval will encompass the following
elements:
a) airworthiness approval (including continued airworthiness). Airworthiness inspectors
shall ensure the aircraft is approved as meeting the requirements for operation in RVSM
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airspace and that the aircraft altimetry and height-keeping equipment is maintained in
accordance with approved procedures and servicing schedules; and
b) operational approval. Air operators will be required to establish procedures for
operations in RVSM airspace and incorporate these procedures into their training
programme for flight crew.
20.2.2 RVSM approval issued for one region is valid globally provided that operating procedures
specific to a given region are outlined in the operations manual. If the air operator wishes to
conduct RVSM flights outside of ICAO APAC region, they shall ensure that information for RVSM
procedures in other applicable regions is made available to flight crews.
20.2.3 CAA Nepal, Flight Safety Standards Department shall be responsible for confirmation of
the approval status of an aircraft/operator and shall apply the following measures:
a) maintaining a comprehensive record of all approvals granted for operations in RVSM
airspace for each registered aircraft;
b) providing the approvals records in Para 4.2.3, a) to the Regional Monitoring Agency (RMA)
for inclusion in its regional RVSM-approvals database;
c) reviewing the RVSM approval status of aircraft/operators when conducting routine
inflight cockpit inspections; and
d) reviewing the RVSM approval status of aircraft identified in reports received from the
RMA as not complying with required height-keeping performance or having had damage
that may affect the height-keeping performance.
20.2.4 All approvals will be applicable to an individual aircraft or to a group of aircraft, as defined
in Para 4.2.5, that are nominally identical in aerodynamic design and items of equipment
contributing to height-keeping accuracy.
20.2.5 For aircraft to be considered as part of a group for the purposes of airworthiness
approval, the following conditions shall be satisfied:
a) the aircraft shall have been constructed to a nominally identical design and shall be
approved on the same Type Certificate (TC), TC amendment or Supplemental TC, as
applicable;
b) the static system of each aircraft shall be nominally identical. The Static Source Error (SSE)
corrections shall be the same for all aircraft of the group; and
c) the avionics units installed on each aircraft to meet the minimum RVSM equipment
criteria shall comply with the manufacturer’s same specification and have the same part
number.
Note — Aircraft that have avionics units which are of a different manufacturer or part number
may be considered part of the group if it can be demonstrated that this standard of avionics
equipment provides equivalent system performance.
20.2.6 Granting of RVSM approval – MAAR Form F2 shall be completed and submitted to MAAR
immediately by CAA Nepal or the State of Registry when the RVSM approval is granted to an
aircraft intended to operate (or continue to operate) in the RVSM airspace.

20.3 CONTENT OF OPERATOR RVSM APPLICATION

20.3.1 The following information is required to be provided to CAA Nepal from an air operator
applying for RVSM authority at least 60 days prior to the intended start of RVSM operations.
a) Airworthiness documents and a maintenance program. The applicant shall provide
documentation to confirm that each aircraft is certificated for RVSM operations. An RVSM
maintenance program shall be submitted to CAA Nepal for approval.

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b) Description of aircraft equipment. The applicant shall provide a configuration list that
details all components and equipment relevant to RVSM operations.
c) Operations manuals and checklist. The appropriate manuals and checklists shall be
revised to include information/guidance on standard operating procedures as outlined in
Chapter 4, Section 4.2 of the ICAO’s Manual on Implementation of a 300 m (1 000 ft)
Vertical Separation Minimum Between FL 290 and FL 410 Inclusive (Doc 9574).
d) Operations training program. AOC holders shall submit training syllabi to CAA Nepal to
show that the RSVM operating and contingency procedures, and any items related to
RVSM operations are incorporated in initial and, where warranted, recurrent training
program. Training for flight dispatchers shall also be included. [Note — Assumes flight
dispatchers have responsibilities for operational control in addition to the aircraft PIC.]
Note — Certain items may already be adequately standardized in existing operator training
program and operating practices. If this is found to be the case, then the intent of this
guidance can be considered to be met.
e) Minimum equipment list (MEL). A MEL amendment to include items pertinent to
operating in RVSM airspace. Note— The MEL may already include this information.
f) Plan for participation in monitoring program. The operator shall provide a plan for
participation in the regional monitoring program.

20.4 MONITORING PROGRAMMES

20.4.1 As outlined in FOR-A para 7.2.7, a program to monitor or verify aircraft height-keeping
performance is a necessary element of RVSM approval. Monitoring program have the primary
objective of observing and evaluating aircraft height-keeping performance to validate crew
procedures, aircraft performance and maintenance procedures. Each aircraft or group of aircraft
is required to meet height-keeping performance monitoring approval as soon as possible, but no
later than six months after receiving the approval.
20.4.2 Subsequently, a minimum of two aeroplanes of each aircraft type grouping of the operator
will have their height-keeping performance monitored, at least once every two years or within
intervals of 1000 flight hours per aeroplane, whichever period is longer. If an operator aircraft
type grouping consists of a single aeroplane, monitoring of that aeroplane shall be accomplished
within the specified period.
20.4.3 The Regional Monitoring Agency will provide other information concerning aircraft
grouping and monitoring requirements.

20.5 ISSUANCE OF OPERATIONS SPECIFICATION

20.5.1 Operations and airworthiness inspectors will review the air operator’s application utilizing
Job Aid RVSM-001 and Attachment 6 of AOCI Manual Vol III. If all requirements have been met
the operations specification for RVSM shall be issued. In the operations specification specific
approval column, list the aircraft group or specific aircraft type as applicable.
20.5.2 CAA Nepal shall provide the Regional Monitoring Agency (Monitoring Agency for Asia
Region [MAAR], Thailand) Tel: +662-287-8154, Fax: +662-287-8155, [[email protected]] with
information concerning the aircraft RVSM approval by completion of the Record of Approval to
Operate in RVSM Airspace form (available on the Regional Monitoring Agency website:
http://www.aerothai.co.th/maar/. CAA Nepal operations inspectors will follow-up to ensure that
within six months the height-keeping performance monitoring requirements have been
completed by the air operator and subsequently as outlined in 4.4.1 above.

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20.6 REMOVAL OF RVSM APPROVAL

20.6.1 The operator shall report any altitude errors when operating in RVSM airspace to CAA
Nepal within 72 hours with initial analysis of causal factors and measures to prevent further
events. Errors that shall be reported and investigated are any vertical deviation equal to or
greater than 90 m (300 ft), for any reason, from cleared levels whether the deviation causes an
incident or not.
20.6.2 Height-keeping errors fall into two broad categories: errors caused by malfunction of
aircraft equipment and operational errors. An operator who consistently commits errors of either
variety may lose its approval for RVSM operations. If a problem is identified that is related to one
specific aircraft, then RVSM approval may be removed from the operator for that specific aircraft.
20.6.3 CAA Nepal or the State of Registry must use the MAAR Form F3, which is available in the
MAAR website in Excel format, when an operator’s RVSM approval has been withdrawn and
submit it to MAAR immediately.

20.7 ENFORCEMENT
20.7.1 Where the CAA Nepal is advised that an air operator has operated in RSVM airspace
without approval, enforcement action will be taken in accordance with FOR-A para 7.2.8 and CAA
Nepal Aviation Enforcement Policy and Procedure Manual.

20.8 PROCEDURES
Refer to Appendix 33 and 34 for detailed procedures on Special Operations authorization.
Attachment-T Job Aid for RVSM approval shall also be used. For airworthiness aspects, also refer
to procedure laid down in AOCI Manual Vol III Chapter 7 Para 7.3.

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MONITORING REQUIREMENTS TABLE

MONITORING IS REQUIRED IN ACCORDANCE WITH THIS TABLE

MONITORING PRIOR TO THE ISSUE OF RVSM APPROVAL IS NOT A REQUIREMENT
MINIMUM OPERATOR
MONITORING FOR
CATEGORY AIRCRAFT GROUP
EACH AIRCRAFT
GROUP

GROUP A124, A300, A306, A310-GE, A310-PW, A318, A320, A330,

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

Other group aircraft other than those listed above

including:

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

Aircraft types for which no generic compliance method

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

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RVSM APPROVAL FLOW
Operator CAA Nepal MAAR
RVSM Approval
Procedures

Apply for RVSM Yes

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

Meet the Minimum Monitoring Coordinate with operator

Requirement (MMR) and LTHM by and/or State CAA to obtain
participating in an HKPM program: the RVSM approval record
1. Undergo GMU HKPM, or
2. Be in level flight within the No
Height Monitoring Requirement Procedures

coverage of a ground –based

monitoring system Has valid RVSM
approval record?
Apply for HKPM Submit Monitoring Application
to MAAR
OR Yes

Request for Monitoring Result in

case the a/c operates within any HKPM Monitoring
certified ground-based monitoring Submit Monitoring Result Retrieval using OR Result
systems. Form to MAAR EGMU Retrieval

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

Submit a copy to the operator

*F2 = MAAR Approval Issuance Form

RVSM Approval Flow Chart

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Attachment T
Job Aid RVSM-001
FOI OR AWI DATE
DATE REFERENCE
SUBJECT SIGNATURE APPROVED/
SUBMITTED DOCUMENT
(AS APPLICABLE) ACCEPTED
A. Airworthiness documentation review
1. Aircraft or group of aircraft certified for RVSM and
inspected as required
2. Maintenance program for RVSM
3. List of RVSM Equipment and Components
4. Review of MEL
B. Operations Documentation Review
1. Operations manuals and checklists revised for RVSM
2. For operators conducting RVSM flights outside the
ICAO ASIAPAC region, operational procedures for other
applicable regions are made available to flight crew in
the operations manual
3. Initial and recurrent RVSM training program for flight
crew
4. RVSM training provided to flight crews
5. RVSM Flight Dispatcher training program (if applicable)
6. RVSM training provided to flight dispatchers (if
applicable)
7. MEL amendment for RVSM operations

8. Plan for Monitoring program submitted

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

Acknowledgement/signature (as applicable)

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

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21 EXTENDED DIVERSION TIME OPERATIONS (EDTO)

21.1 BACKGROUND AND OBJECTIVES

21.1.1 FOR-A Chapter 4.7 and NCAR Chapter C.21 requires an AOC holder to be approved by CAA
Nepal to operate an aeroplane with two turbine engines or more over a route which contains a
point further from an adequate aerodrome than the distance flown in 60 minutes at the one-
engine-inoperative cruise speed.
21.1.2 In order to be approved to conduct operations beyond the threshold distance as outlined
in Para 21.1.1, the air operator shall meet the following requirements.
21.1.2.1 Aeroplanes
a) For all aeroplanes:
i) the most limiting EDTO significant system time limitation, if any indicated in the
Aeroplane Flight Manual (directly or by reference) and relevant to that particular
operation is not exceeded; an
ii) the additional fuel required by FOR-A para 4.7.2.4 shall include the fuel necessary to
comply with the EDTO critical fuel scenario as established by CAA Nepal.
b) For aeroplanes with two turbine engines, the aeroplane is EDTO certified and following
has been verified:
i) Airworthiness certification of the aircraft type specifically permits operations beyond
the threshold time (EDTO Operations).
ii) Maturity and reliability of the propulsion system.
iii) Air operator must demonstrate the ability to maintain the level of reliability required
for approval of EDTO.
iv) Necessary special maintenance requirements included as part of the maintenance
programme.
21.1.2.2 A Safety Risk Assessment has been completed which demonstrates how an
equivalent level of safety will be maintained, taking into account the following:
a) capabilities of the operator;
b) overall reliability of the aeroplane;
c) reliability of each time limited system;
d) relevant information from the aeroplane manufacturer; and
e) specific mitigation measures.
Note 1 — EDTO may be referred to as ETOPS in some documents.
Note 2 — The new provisions for EDTO are based on best practices and lessons learned from
extended range operations by twin-engined aeroplanes (ETOPS) to ensure that all operators and
new entrants operate at the same level of safety in order to maintain the current track record of
long-range operations. The EDTO requirements established by ICAO through Amendment 36 to
Annex 6 are being implemented through amendment to the FORs.

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21.2 PROCEDURES
Refer to Appendix 33 and 34 for detailed procedures on Special Operations authorizations. For
airworthiness aspects, also refer to procedure laid down in AOCI Manual Vol III Chapter 7 Para
7.6.

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22 PROCEDURE FOR APPROVAL OF ELECTRONIC

FLIGHT BAG
The complete electronic flight bag (EFB) approval procedure is described in Electronic Flight Bag
(EFB) Approval Procedure Manual.

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Appendices

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APPENDIX 1
[Air Operator Name]
CAAN Discrepancy Reporting Form

Civil Aviation Authority of Nepal

Kathmandu

Audit Ref # Audit Date

Organisation Follow-up

Audit Type Scope

Audit Area
Auditee Team Initial Audit Follow up Audit

Audit Team

Regulatory Corrective
Due Date of Signature
No / Exposition Finding Level Action /
Date Completion of QA
Reference Reference

Name and Designation Signature Date

Inspector(s)

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CORRECTIVE ACTION FORM
Company Name:

Base Location: Date(dd-mm-yy):

System of Process of Interest (Worksheet) Associated Finding Number: File:

Factual Review of the Findings

Identify what happened, how widespread it is, where it occurred within your operations, and what type of problem it is

Refer Guidance on root cause analysis and corrective action process to address CAA Nepal findings of non-compliance para 5.1(1)

Root cause Analysis

Identify what type of analysis was used, how it was used to derive root causes resulted from the analysis

Refer Guidance on root cause analysis and corrective action process to address CAA Nepal findings of non-compliance para 5.1(2)

Proposed Corrective Action

1. Short Term Corrective Action

Refer Guidance on root cause analysis and corrective action process to address CAA Nepal findings of non-compliance para 5.1(3)

2. Long Term Corrective Actions (Including an assessment of any induced hazards or risks associated to the implementation of the
corrective action(s)

Refer Guidance on root cause analysis and corrective action process to address CAA Nepal findings of non-compliance para 5.1(4)

Timeline for implementation of all Corrective Actions

Refer Guidance on root cause analysis and corrective action process to address CAA Nepal findings of non-compliance para 5.1(5)

Managerial Approval/Name/Signature: Date(dd-mm-yy):

Refer Guidance on root cause analysis and corrective action process to address CAA Nepal findings of non-compliance para 5.1(6)

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AUDIT IN-BRIEF FORM

Civil Aviation Authority of Nepal

Kathmandu

Audit Ref #  Initial Audit

 Follow Up Date
Organisation Approval
No.
Audit Type Scope
Areas to be
Audited
CAAN AUDIT TEAM ORGANIZATION TEAM
Name Designation Signature Name Designation Signature
1. 1.
2. 2.
3. 3.
4. 4.
5. 5.

1. The organization was briefed about purpose of audit and scope of audit.
Meeting
Agendas 2. The organization was briefed about the audit procedure and audit checklist.
3. The organization was briefed about sample documents that will be reviewed by audit team.
4. The organization was briefed about sample aircraft check

An audit in-brief meeting was held between CAAN personnel and organization’s representative.
Sign: Place:
Date:

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AUDIT EXIT-BRIEF FORM

Civil Aviation Authority of Nepal

Kathmandu

Audit Ref #  Initial Audit

 Follow Up Date
Organisation Approval
No.
Audit Type Scope
Areas
Audited
CAAN AUDIT TEAM ORGANIZATION TEAM
Name Designation Signature Name Designation Signature
1. 1.
2. 2.
3. 3.
4. 4.
5. 5.

Findings Observed in Significant Areas

Acceptance: The raised findings by CAA Nepal auditors are understood and are accepted.

Organization Representative: Signature: Place: Date:

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APPENDIX 2
ORGANIZATION AND CONTENTS OF AN OPERATIONS MANUAL CHECKLIST
FOS FORM CL-107-OM
Operator’s Name:
For CAA Nepal
FOR OPERATION MANUAL REFERENCE
use
Sat/Unsat.
1 GENERAL Inspector’s
Initials
1.1 Instructions outlining the responsibilities of
operations personnel pertaining to the conduct of
flight operations.
1.2 (a) Rules limiting the flight time and flight
duty periods and providing for adequate rest periods
for flight crewmembers and cabin crew.
(b) Policy and documentation pertaining to FRMS.
1.3 A list of the navigational equipment to be carried
including any requirements relating to operations
where Performance Based Navigation is prescribed.
1.4 Where relevant to the operations, the long-range
navigation procedures, engine failure procedure for
ETDO and the nomination and utilization of diversion
aerodromes.
1.5 The circumstances in which a radio listening
watch is to be maintained.
1.6 The method for determining minimum flight
altitudes.
1.7 The methods for determining aerodrome
operating minima.
1.8 Safety precautions during refuelling with
passengers on board.
1.9 Ground handling arrangements and procedures
1.10 Procedures for pilots-in-command in observing
an accident.
1.11 The flight crew for each type of operation
including the designation of the succession of
command.
1.12 Specific instructions for the computation of the
quantities of fuel and oil to be carried, having regard
to all circumstances of the operation including the
possibility of the failure of one or more engines while
en-route.
1.13 The conditions under which oxygen shall be
used and the amount of oxygen determined in
accordance with the FOR requirements.
1.14 Instructions for mass and balance control.

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1.15 Instructions for the conduct and control of
ground de-icing/anti-icing operations.
1.16 The specifications for the operational flight
plan.
1.17 Standard operating procedures (SOP) for each
phase of flight.
1.18 Instructions on the use of normal checklists and
the timing of their use.
1.19 Departure contingency procedures.
1.20 Instructions on the maintenance of altitude
awareness and the use of automated or flight crew
altitude call-out.
1.21 Instructions on the use of autopilots and auto
throttles in IMC.
1.22 Instructions on the clarification and acceptance
of ATC clearances, particularly where terrain
clearance is involved.
1.23 Departure and approach briefings.

1.24 Procedures for familiarization with areas, route

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

1.28 Instructions for the conduct of precision and

non-precision instrument approach procedures.

1.29 Allocation of flight crew duties and procedures

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

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1.33 For aeroplanes intended to be operated above
15 000m (49 000 ft):
a) information which will enable the pilot to
determine the best course of action to take in the
event of exposure to solar cosmic radiation; and
b) procedures in the event that a decision to descend
is taken, covering:
1) the necessity of giving the appropriate ATS
unit prior warning of the situation and of obtaining
a provisional descent clearance; and
2) the action to be taken in the event that
communication with the ATS unit cannot be
established or is interrupted.

1.34 Details of the Safety Management System.

1.35 Information and instructions on the carriage of

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

1.36 Security instructions and guidance.

1.37 The search procedure checklist

1.38 Instructions and training requirements for the
use of Head Up Display (HUD) and Enhanced Visual
System (EVS) equipment as applicable.
1.39 Instructions and training requirements for the
use of Electronic Flight Bags (EFB).
Part B of the Operations Manual is mainly a combination of all
2 AIRCRAFT OPERATING INFORMATION manufacturer supplied documents relating to that particular
aircraft type. Eg, AFM, FCOM, MEL, CDL, SOP, QRH etc.
2.1 Certification limitations and operating
limitations.
2.2 The normal, abnormal and emergency
procedures and checklists to be used by the flight
crew
2.3 Operating instructions and information on climb
performance with all engines operating
2.4 Flight planning data for pre-flight and in-flight
planning with different thrust/power and speed
settings.
2.5 The maximum crosswind and tailwind
components for each aeroplane type operated and
the reductions to be applied to these values having
regard to gusts, low visibility, runway surface
conditions, crew experience, use of autopilot,
abnormal or emergency circumstances, or any other
relevant operational factors.
2.6 Instructions and data for mass and balance
calculations.

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2.7 Instructions for aircraft loading and securing of
load.
2.8 Aircraft systems, associated controls and
instructions for their use
2.9 The minimum equipment list and configuration MEL & CDL is part of AFM
deviation list for the aeroplane types operated and
specific operations authorized, including any
requirements relating to operations where
Performance Based Navigation is prescribed.
2.10 Checklist of emergency and safety equipment
and instructions for its use.
2.11 Emergency evacuation procedures, including
type specific procedures, crew coordination,
assignment of crew’s emergency positions and the
emergency duties assigned to each crew member.
2.12 The normal, abnormal and emergency
procedures to be used by the cabin crew, the
checklists relating thereto and aircraft systems
information as required, including a statement
related to the necessary procedures for the
coordination between flight and cabin crew.
2.13 Survival and emergency equipment for different
routes and the necessary procedures to verify its
normal functioning before take-off, including
procedures to determine the required amount of
oxygen and the quantity available.
2.14 The ground-air visual signal code for use by
survivors.

3 ROUTES AND AERODROMES

3.1 A route guide to ensure that the flight crew will Jeppesen Manuals
have, for each flight, information relating to
communication facilities, navigation aids,
aerodromes, instrument approaches, instrument
arrivals and instrument departures as applicable for
the operation, and such other information as the
operator may deem necessary for the proper
conduct of flight operations.
3.2 The minimum flight altitudes for each route to be Jeppesen Enroute Charts
flown.
3.3 Aerodrome operating minima for each of the
aerodromes that are likely to be used as
aerodromes of intended landing or as alternate Jeppesen Approach Charts
aerodromes.
3.4 The increase of aerodrome operating minima in
case of degradation of approach or aerodrome Jeppesen Approach Charts
facilities.

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3.5 Instructions for determining aerodrome
operating minima for instrument approaches using
HUD and EVS.
3.6 The necessary information for compliance with
all flight profiles required by regulations, including
but not limited to, the determination of:
(a) take-off runway length requirements for dry,
wet and contaminated conditions, including
those dictated by system failures which affect
the take-off distance;
(b) take-off climb limitations;
(c) en-route climb limitations;
(d) approach climb limitations and landing climb
limitations;
(e) landing runway length requirements for dry,
wet and contaminated conditions, including
systems failures which affect the landing
distance; and
(f) supplementary information, such as tire speed
limitations.
4 TRAINING

4.1 Details of the flight crew-training program.

4.2 Details of the cabin crew duties training program.

4.3 Details of the flight operations officer/flight

dispatcher training program when employed in
conjunction with a method of flight supervision
Note: Guidance materials for flight operations /
flight dispatcher training program are contained in
5.3 of FOS FORM CL-108-OMCE
Declaration by applicant
I declare that the information given in this application form is true in every respect.

__________________________ ________________________
Name & Position Signature & Date

For CAA Nepal Use

Contents checked against Operation Manual: *SAT / NOT SAT

COMMENTS:

_________________________________ ___________________________________
Operations Inspector POI) Signature & Date

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APPENDIX 3
CHECKLIST ON THE CRITICAL ELEMENTS OF AN OPERATIONS MANUAL
FOS FORM CL-108-OMCE

Operator’s Name:
Operations
Information provided in the Operations Manual Manual or For CAA Nepal
Section of manual
other manual use
(specify)
Sat./ Unsat.
1. General Inspector’s
Initials
1.1 A statement that the operations manual complies with
Operations
applicable laws and AOC conditions and the
Manual - Part A
corresponding Operations Specifications.
1.2 A list and a summarized description of the different parts
Operations
of the manual, their contents, applicability and
Manual
utilization.
1.3 A statement that the operations manual contains
Operations
operating instructions which are required to be complied
Manual
with by all personnel.
1.4 A registration sheet for the amendments and revisions Operations
with the dates of registration and validity. Manual
1.5 A list of effective pages. Operations
Manual
1.6 Amendment and revision changes indicated by marks or Operations
signals in text, graphics and diagrams. Manual
1.7 Updating and implementing any changes made in the Operations
Flight Manual. Manual
1.8 Instructions outlining the responsibilities of management
and operations personnel pertaining to the conduct of
flight operations ensuring duties, responsibilities,
Operations
functional tasks, lines of reporting and authorities are
Manual
clearly defined (covering but not limiting to safety
management, quality assurance management and
emergency management)
1.9 Provision of flight time limits, flight duty periods and for Operations
the provision of rest periods for crew members. Manual
1.10 Responsibilities for operational control and developed
Operations
related policies, processes, standards and procedures as
Manual
per FOR (A) 4.2.1.3 and FOR (H) 2.2.1.3.
1.11 Require that a certified true copy of the AOC and
Operations
corresponding OPSPECS including leased aircraft is
Manual
carried on board at all times.
1.12 Operational limitations in accordance with the AFM in Operations
the operating manual. Manual
1.13 Aircraft operating information contains an approved
Operations
MEL/CDL for the aeroplane types operated and specific
Manual
operations authorized.

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1.14 An organization and management system for the
operational control of all flights in accordance with Operations
specific operating regulations applicable to aircraft Manual
operations.
1.15 Adequate procedures for the preparation and
dissemination of NOTAM and information contained in Operations
the AIP, AIC, maps and charts and AIRAC to flight crew Manual
and operations personnel

2. Standard Operating Procedures (SOP)

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

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

Safety policy outlines the principles, processes and

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

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SMS Component 2. Safety risk management.

Service providers should ensure that the safety risks

encountered in aviation activities are controlled in order
to achieve their safety performance targets.
4.2
This process is known as safety risk management and
includes hazard identification, safety risk assessment and
the implementation of appropriate remediation
measures.
SMS Component 3. Safety assurance.
Safety assurance consists of processes and activities
undertaken by the service provider to determine
whether the SMS is operating according to expectations
and requirements.

The service provider continually monitors its internal

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

Such changes or deviations may then be addressed

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

A positive safety culture is characterized by values,

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

Senior management provides the leadership to promote

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

This exercise provides an opportunity to identify any gaps

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

An overview of the system description and its

accountability and reporting structure should be
included in the SMS documentation.

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Phased implementation approach
The reasons for a phased approach to SMS
implementation include:
a) the provision of a manageable series of steps to
follow in implementing an SMS, including allocation
of resources;
b) the need to allow implementation of SMS framework
4.6
elements in various sequences, depending upon the
results of each service provider’s gap analysis;
c) the initial availability of data and analytic processes
to support reactive, proactive and predictive safety
management practices; and
d) the need for a methodical process to ensure effective
and sustainable SMS implementation.
Flight Data Analysis Program
a) A post holder responsible for the development and
establishment of the FDAP and his/her functions and
responsibilities are clearly defined and documented in
4.7
the Flight Safety Documents System.
b) Flight data analysis program is non punitive and
contains adequate safeguards to protect the source(s)
of the data.
5.1 Training Program (Flight Crew)
5.1.1 The training manual covering training program and Part D
syllabi for initial, recurrent, transition (conversion), re-
Operations
qualification, upgrade, recency of experience,
Manual
familiarization, differences, safety management and/or
other specialized training.
5.1.2 Instructions and training requirements for the avoidance Operations Part D
of controlled flight into terrain (CFIT) and policy for the Manual
use of the ground proximity warning system (GPWS).
5.1.3 Establish an ACAS training program on ACAS equipped Operations
Part D
aircraft for its pilots. Manual
5.1.4 Address the following, as applicable:
1. Training policies and directives.
2. Administrative support of air operator.
3. List of designated instructors and line check airmen.
4. Comprehensive syllabi, including lesson plans for
approved training.
5. Procedures for the conduct of examinations and
manoeuvre tolerances.
Operations
6. Procedures to require that flight crew members are
Manual
properly trained and examined on abnormal and
emergency conditions.
7. Procedures for remedial training and subsequent
examination of flight crew unable to achieve or
maintain required standards.
8. A process to obtain authority’s approval for
subsequent changes to the training manual.

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Training provided and flight documentation used are
correctly reflected in the operators’ flight safety
documents system.
Note : If a separate training organization is approved to
5.1.5
provide crew training, the training provided and flight
documentation used correctly reflect the operator’s flight
safety documents system
Adequate ground and flight training facilities, simulators
and/or cockpit procedures, training devices (fixed-base
simulator [FBS] computer-based training [CBT], etc.) and
5.1.6
syllabus materials including the listing of approved
training facilities / approved flight simulator training
devices and training programs.
5.2 Training Program (Cabin Crew)
5.2.1 Details of the cabin crew duties training program. Operations Part D
Manual
5.2.2 Basic indoctrination in the different functions, duties and
responsibilities of cabin crew members to cover:
1. Introduction to aircraft systems and limitations.
2. Aircraft emergency evacuation, life-safety
equipment and related information to passengers.
3. Cabin crew members’ assignment, coordination and
two-way communication.
4. Knowledge and skills related to the transport of
dangerous goods.
5. Security procedures.
6. Recurrent training program including an
examination to determine competence.
7. Formulated rules to limit flight duty periods and for
the provision of adequate rest periods for all its crew
members.
5.2.3 Is the initial Cabin Crew Training Program defined?
5.2.4 Are the following Cabin Crew Training Programs defined:
a. Recurrent
b. Requalification
c. Recency of experience
d. Conversion
e. Upgrade
5.2.5 Is the Emergency Evacuation Drill defined?
Are the following training programs defined?
a. First Aid
b. Fire fighting
5.2.6 c. Human factors
d. CRM
e. SMS
f. Unlawful interference and bomb threat
Are training programs for Cabin Crew Instructors and
Examiners established to ensure that they
5.2.7
possess/maintain the required knowledge, skills and
qualifications?

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Adequate ground and flight training facilities, cabin
mock-ups and/or simulators, training devices (computer-
based training [CBT], etc.) and syllabus materials
5.2.8
including the listing of approved training
facilities/approved cabin mock-ups and/or simulators,
training devices and training programs.
Training provided and flight documentation used are
correctly reflected in the operators’ flight safety
documents system.
5.2.9 Note: If a separate training organization is approved to
provide crew training, the training provided and flight
documentation used correctly reflect the operator’s flight
safety documents system
5.3 Training Program (Flight Dispatcher)
5.3.1 Training program to include:
1. Flight dispatch/flight operations officer
2. Aviation indoctrination
3. Use of operations manual
4. Aircraft performance
5. Navigation
6. Flight planning and monitoring
7. Rules of the air, communication and air traffic
management
8. Meteorology
9. Mass and balance control
10. Use of MEL/CDL
11. Transport of dangerous goods by air
12. Security procedures
13. Emergency response plan
14. Flight observation
15. Recurrent training program
Recurrent training of the knowledge, skills and
5.3.2 qualifications of flight dispatch/flight operations officers
and ground instructors.
Details of the flight operations officer/flight dispatcher
5.3.3 training program when employed in conjunction with a
method of flight supervision.
5.3.4 Adequate ground training facilities, training devices
(computer-based training [CBT], etc.) and syllabus
materials including the listing of approved training
centres, training devices and training programs.
Training provided and flight documentation used are
correctly reflected in the operators’ flight safety
documents system.
Note: If a separate training organization is approved to
5.3.5
provide Flight Dispatcher (Flight Operations Officer)
training, the training provided and flight documentation
used correctly reflect the operator’s Flight Safety
Documents System
6. SECURITY

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Security training program has been established covering:
6.1 1. Security of the flight crew compartment
2. Aircraft search procedure checklist
3. Determination of the seriousness of any occurrences:
PTI (Positive Target Identification)
4. Crew communication and coordination
5. Appropriate self-defence responses
6. Use authorized by the CAA Nepal of non-lethal
protective devices assigned to crew members
7. Understanding of behaviour of terrorists
8. Live situational training exercises regarding various
threat conditions
9. Post-flight concerns for the crew
Procedures to enable cabin crew to discreetly
6.2 communicate to flight crew in the event of suspicious
activity or security breaches in the passenger cabin.
Procedures in relation to the flight crew compartment
6.3 access.
Procedures in relation to a bomb threat or warning, Operations Part D
6.4 when the aircraft is on the ground or in flight. Manual
Develop a supplement to the checklist on aeroplane
6.5 search procedures with guidance on the appropriate
course of action to be taken in case a bomb or suspicious
object is found.
7. GROUND HANDLING
7.1 Training requirements, subcontracting policies, handling Part A
Operations
processes, procedures and practices for all aircraft
Manual
ground handling operations.
Organizational structure which includes the
7.2 responsibilities and authority for the management of all
ground handling functions.
7.3 The line of responsibilities is clearly defined for ground
handling functions and associated with the following,
when applicable:
1. Ramp operations
2. Passenger services
3. Baggage services
4. Cabin services
5. Weight and balance control
6. Ground support equipment
7. Fuel services
7.4 Air operator ground handling responsibility is Part A
permanently maintained, when all or part of the
functions and tasks related to ground handling services
have been contracted to a service provider.
8. OPERATOR INTENDING TO CARRY DANGEROUS GOODS

Detailing the functions and responsibilities of personnel

8.1
for the carriage of Dangerous Goods.

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Acceptance Checklist to prevent acceptance of
dangerous goods for transport by air unless they are
accompanied by a completed dangerous goods transport
8.2
document and their marking, package, overpack or
freight container have been inspected in accordance with
the acceptance procedure contained in the TI.
Procedures for loading of Dangerous Goods eg.
8.3 Appropriate loading, segregation and inspection for
damage or leakage.
Provision of NOTOC to the PIC and the personnel (job title
or function) with responsibilities for operational control
of the aircraft when Dangerous Goods are carried and
8.4 retaining the NOTOC on the ground and readily
accessible to the aerodromes of last departure and next
scheduled arrival for each of its flights on which
dangerous goods are carried.
Dangerous Goods Initial and Recurrent Training Program
for company staff involved in transport of dangerous
8.5
goods eg. Flight and Cabin Crew, Check-in staff, cargo
acceptance staff, ground handling staff.
In-flight procedures for emergency response for aircraft
8.6
incidents involving dangerous goods.
Dangerous Goods Procedures and Training Program
incorporated in either the Operations Manual or a
8.7
separate document as part of the Flight Safety
Documentation System.
Inflight procedures to convey information to emergency
services and to appropriate authorities in the event of an
8.8
incident or accident on an aircraft carrying dangerous
goods.
Procedures to ensure passengers are warned as to the
8.9 types of Dangerous Goods that are prohibited or
restricted from transporting aboard an aircraft.
Procedures for reporting incidents and accidents
involving Dangerous Goods. This includes undeclared,
8.10
mis-declared and unintentional release of Dangerous
Goods.
Provision to subcontractors with appropriate dangerous
8.11 goods documents and manuals covering handling
procedures and responsibilities.
9. OPERATOR NOT INTENDING TO CARRY DANGEROUS GOODS
Initial and recurrent training program for ground and
9.1 flight personnel to recognize and refuse dangerous
goods.
Policy not to transport spare parts for maintenance
9.2 purposes that should be categorized as dangerous goods
(COMAT).
Procedures to report incidents/accidents involving
9.3
dangerous goods.

10. COMMUNICABLE DISEASE

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Established a procedure for the crew to evaluate a
traveller with a suspected communicable disease, based
10.1
on the presence of a fever and certain other signs or
symptoms.
Established procedures in the operations manual for the
pilot-in-command to report promptly to air traffic control
(ATC) a suspected communicable disease, with
transmission of the following information:
a) Aircraft identification;
10.2 b) Departure aerodrome;
c) Destination aerodrome;
d) Estimated time of arrival;
e) Number of persons on board;
f) Number of suspected case(s) on board; and
g) Nature of the public health risk, if known.

Declaration by applicant

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

__________________________ ________________________
Name & Position Signature & Date

For CAA Nepal Use

Contents checked against Operation Manual: SATISFACTORY/ NOT SATISFACTORY (delete where appropriate)

Exchange of letter with applicant – YES / NO / NOT APPLICABLE (delete where appropriate)

_________________________________ ___________________________________
Principal Operations Inspector (POI) Signature & Date

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APPENDIX 4
FLIGHT SAFETY DOCUMENTATION SYSTEM CHECKLIST
FOS FORM CL-109-FSDS
Operator’s Name:
INFORMATION PROVIDED

1. INTRODUCTION
The following material provides guidance on the organisation and development of an operator’s Flight Safety
Documents System. It should be understood that the development of a flight safety documents system is a complete
process, and changes to each document comprising the system may affect the entire system.
1.1 Guidelines applicable to the development of operational documents have been produced by government and industry
sources and are available to operators. Nevertheless, it may be difficult for operators to make the best use of these
guidelines, since they are distributed across a number of publications.
Furthermore, guidelines applicable to operational documents development tend to focus on a single aspect of
documents design, for example, formatting and typography.
Guidelines rarely cover the entire process of operational documents development. It is important for operational
1.2 documents to be consistent with each other, and consistent with regulations, manufacturer requirements and Human
Factors principles.
It is also necessary to ensure consistency across departments as well as consistency in application. Hence the emphasis
on an integrated approach, based on the notion of the operational documents as a complete system.
The following matters address the major aspects of an operator’s Flight Safety Documents System development
process, with the aim of ensuring compliance with FOR A-Chapter 3, 3.3.8 and FOR H-Chapter 1.3.7 “An operator shall
establish a Flight Safety Documents System, for the use and guidance of operational personnel, as part of its Safety
1.3
Management System”. The guidelines are based not only upon scientific research, but also upon current best industry
practices, with an emphasis on a high degree of operational relevance.
Inspectors may use additional pages if necessary, when using this checklist.
Comments Verified by
Information Provided
Ops Manual Reference CAA Nepal*
2. Organization
A Flight Safety Documents System should be organized according to criteria which:
(i) ensure easy access to information required for flight and ground operations
2.1 contained in the various operational documents comprising the system and
(ii) which facilitate management of the distribution and revision of operational
documents.
Information contained in a Flight Safety Documents System should be grouped
according to the importance and use of the information, as follows:
(a) time critical information, i.e, information that can jeopardise the safety of
operation if not immediately available.eg.- aircraft checklists, NOTAMs
(b) time sensitive information, i.e., information that can affect the level of safety
or delay the operation if not available in a short time period. eg.- flight orders,
2.2
PIREPs
(c) frequently used information eg. Operations Manual, Training Programs
(d) reference information, e.g., information that is required for the operation but
does not fall under (b) or (c) above
(e) information that can be grouped based on the phase of operation in which it
is used. –eg. Standard Operating Procedures

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Comments Verified by
Information Provided
Ops Manual Reference CAA Nepal*
Time critical information should be placed early and prominently in the Flight
2.3
Safety Documents System.
The following information should be placed in cards and quick-reference guides:
(i) Time critical information,
2.4 (ii) time sensitive information, and
(iii) frequently used information

3. VALIDATION

(i) The Flight Safety Documents System should be validated before deployment,
under realistic conditions.
(ii) Validation should involve the critical aspects of the information use, in order
3.1
to verify its effectiveness.
(iii) Interactions among all groups that can occur during operations should also be
included in the validation process.

4. DESIGN
A Flight Safety Documents System should maintain consistency in terminology and
4.1
in the use of standard terms for common items and actions.
(i) Operational documents should include a glossary of terms, acronyms and their
standard definition, updated on a regular basis to ensure access to the most
4.2 recent terminology.
(ii) All significant terms, acronyms and abbreviations included in the Flight
Documents System should be defined.
(i) A Flight Safety Documents System should ensure standardisation across
document types, including writing style, terminology, use of graphics and
4.3 symbols, and formatting across documents.
(ii) This includes a consistent location of specific types of information, consistent
use of units of measurement and consistent use of codes.
A Flight Safety Documents System should include a master index to locate, in a
timely manner, information included in more than one operational document.
4.4 Note - The master index must be placed in the front of each document and consist
of no more than three levels of indexing. Pages containing abnormal and
emergency information must be tabbed for direct access.
A Flight Safety Documents System should comply with the requirements of the
4.5
operator’s quality system, if applicable.

5. DEPLOYMENT

(i) Operators should monitor deployment of the Flight Safety Documents System,
to ensure appropriate and realistic use of the documents, based on the
characteristics of the operational environment and in a way which is both
5.1
operationally relevant and beneficial to operational personnel.
(ii) This monitoring should include a formal feedback system for obtaining input
from operational personnel.

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(i) Location: The documents that consist of the FSDS may not necessarily be
located in one office but may be spread across a variety of departments or
divisions located far from each other. Nevertheless, it is assumed that the main
5.2
base will have a copy of all the documents that compose the FSDS.
(ii) The Flight Safety Department should maintain a Master Index of where each
document is located.
6. AMENDMENT

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

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

_______________________ _______________________
Name & Position Signature & Date

For Official Use

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Contents checked against Operation manual: *SAT / NOT SAT

_________________________________ ___________________________________
Principal Operations Inspector (POI) Signature & Date

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

FLIGHT SAFETY DOCUMENTATION SYSTEM

TIME SENSITIVE INFORMATION

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

FREQUENTLY USED INFORMATION

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

REFERENCE INFORMATION

AIP; FOR; CAA Nepal ACTS & REGS.; AOCR; NCAR;

PELR; AFM

INFORMATION THAT CAN BE GROUPED BASED ON THE PHASE OF

OPERATION IN WHICH IT IS USED
Standard Operating Procedures

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APPENDIX 5
BASE AUDIT FOR ISSUANCE OF AOC
FOS FORM CL-118-BA
Operator: Operating Base:

CEO / Accountable Manager: Aircraft Type(s):

Date of last audit: Date of audit:

SAT/ SAT/
ITEM ITEM
UNSAT UNSAT
A. FOLLOW UP OF LAST AUDIT F. PUBLICATIONS AND DOCUMENT CONTROL
1.Review of audit findings 1.Effectives of amendment service
2.Review of audit recommendations 2.Operations Manual
B. MANAGEMENT AND STAFFING 3.Quality System documentation
1. Organisation / management structure 4.NOTAMs
2.Terms of reference of Key Appointment Holders 5.Retention of records
3.Adequacy / supervision of staff 6.Flight guide /Route Manual
4.Competency of post holders 7.Crew notices
5.Quality Assurance System 8.AIC’s and information propagation
6.Service Provider – management structure /
responsibilities and authority for ground handling 9.AIP and information propagation
functions
7.Service Provider- Training requirements,
10.Flight Operations Notices/Circulars
subcontracting policies
8.Service Providers- Quality Assurance Process 11.Exemptions / permissions log and record of use
12.Records kept- training / FTL / returned flight
9.Operational Control
documentation
10.Staffing G. FLIGHT, DUTY AND REST PERIOD CONTROL
11.Accommodation (Office Space) 1.Approved Flight Time Limitation Scheme
C. FLIGHT DESPATCH OPERATIONS 2.Rostering Procedures
1.Validity and update of Operations Manual 3.Flying and Duty Hours records
2.Operations Manual Library at Operations Control
4.Commander’s discretion report
Centre
3.Preparation of Computerized Flight Plan (CFP) 5.Tracking system for FTL
4.Flight Dispatcher – Qualifications and Recency H. SAFETY MANAGEMENT SYSTEM
D. FLIGHT PLANNING, PERFORMANCE AND LOADING 1.Safety Risk Management
1.Performance Planning 2.Safety Assurance
2.Fuel Policy 3.Safety Training and Communications
3.Loading Procedures, including loadsheet compilation 4.Emergency Management
E. LOAD CONTROL I. FLIGHT SAFETY DOCUMENTATION SYSTEM
1.Loadsheet preparation 1.Organisation
2.Qualification and Recency of Loader dispatchers 2.Validation
3.Centralised Load Control (as applicable) 3.Design
4.Load data Reconciliation 4.Deployment
5.Amendment

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SAT/ SAT/
ITEM ITEM
UNSAT UNSAT
J. FLIGHT SAFETY N. TRAINING - GROUND STAFF
1.Mandatory Occurrence Reports, including numbers per 1.Training Manuals, including approval of training
aircraft type courses
2.Trends 2.Training Facilities
3.Rectification Action 3.Training Staff / Qualification and recency
4.Investigation Reports 4.Recurrent Training, including training records
5.Flight Data Analysis Program O. FINANCIAL ASSESSMENT YES/NO
6.Safety Program (part of SMS) 1.Significant lay-offs or turnover of personnel
2.Reduction of safe operating standards or evidence of
K. TRAINING - PILOTS
“cutting corners”
1.Training Manuals, including approval of training
3.Decreasing standards of training
courses
4.Demands for “cash on delivery” by suppliers who
2.Flight and Ground Training Facilities
formerly granted the operator credit
3.Training Staff/Instructors/ Qualification and Recency 5.Inadequate maintenance of aircraft
4.Conversion Training, including training files 6.Shortage of supplies and spare parts
5.Emergency Procedures Training (SEP) 7.Curtailment or reduced frequency of revenue flights
8.Sale or repossession of aircraft or other major
6.Route and Airfield Competency
equipment items

L.TRAINING - CABIN CREW P. DANGEROUS GOODS

1.Training Manuals, including approval of training

1.Training Program
courses

2.Flight and Ground Training Facilities 2.Training Records

3.Training Staff/instructors / Qualification and Recency 3.Carriage of Dangerous Goods Documentation

4.Conversion Training, including training files 4.Dangerous Goods Manual (Update)
5.Recurrent Training, including training records
M. TRAINING – FLIGHT DISPATCHERS
1.Flight and Ground Training Facilities
2.Training Staff/Instructors / Qualification and Recency
3.Recurrent Training, including training records

COMMENTS / ADDITIONAL INFORMATION

ACTION TAKEN

______________________________ _____________________________
CAA Nepal Inspector Signature & Date

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APPENDIX 6
EMERGENCY RESPONSE PLANNING CHECKLIST
FOS FORM CL-200-ERP
Operator’s Name:
INFORMATION PROVIDED

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

CONTENTS SAT/UN-SAT REMARKS

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An emergency response plan (ERP) would normally be documented in the
format of a manual. It should set out the responsibilities and roles and
actions for the various agencies and personnel involved in dealing with
specific emergencies. An ERP should take account of such considerations
3.1 as:
a) Governing policies. The ERP should provide direction
for responding to emergencies, such as governing laws
and regulations for investigations, agreements with local
authorities, company policies and priorities.
b) Organization. The ERP should outline management’s
intentions with respect to the responding organizations
by:
1) designating who will lead and who will be assigned to
the response teams;
2) defining the roles and responsibilities of personnel
assigned to the response teams;
3) clarifying the reporting lines of authority;

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

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

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d) Initial response. Depending on the circumstances, an
initial response team may be dispatched to the accident
or crisis site to augment local resources and oversee the
organization’s interests. Factors to be considered for
such a team include:
1) Who should lead the initial response team?
3.4 2) Who should be included on the initial response team?
3) Who should speak for the organization at the accident
site?
4) What would be required by way of special equipment,
clothing, documentation, transportation,
accommodation, etc.?
e) Additional assistance. Employees with appropriate
training and experience can provide useful support
during the preparation, exercising and updating of an
organization’s ERP. Their expertise may be useful in
3.5 planning and executing such tasks as:
1) acting as passengers or customers in exercises;
2) handling survivors or external parties;
3) dealing with next of kin, authorities, etc.
f) Emergency management centre (EMC). An EMC
(normally on standby mode) may be established at the
organization’s headquarters once the activation criteria
have been met. In addition, a command post (CP) may be
established at or near the crisis site. The ERP should
address how the following requirements are to be met:
1) staffing (perhaps for 24 hours a day, 7 days per week,
during the initial response period);
2) communications equipment (telephones, facsimile,
Internet, etc.);
3) documentation requirements, maintenance of
3.6 emergency activity logs;
4) impounding related company records;
5) office furnishings and supplies; and
6) reference documents (such as emergency response
checklists and procedures, company manuals,
aerodrome emergency plans and telephone lists).
The services of a crisis centre may be contracted from an
airline or other specialist organization to look after the
service provider’s interests in a crisis away from home
base. Company personnel would normally supplement
such a contracted centre as soon as possible.
g) Records. In addition to the organization’s need to
maintain logs of events and activities, the organization
will also be required to provide information to any State
3.7 investigation team. The ERP should address the following
types of information required by investigators:
1) all relevant records about the product or service
concerned;
2) lists of points of contact and any personnel associated
with the occurrence;

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3) notes of any interviews (and statements) with anyone
associated with the event;
4) any photographic or other evidence.
h) Accident site. For a major accident, representatives
from many jurisdictions have legitimate reasons for
accessing the site: for example, police; fire fighters;
medics; aerodrome authorities; coroners (medical
examining officers) to deal with fatalities; State accident
investigators; relief agencies such as the Red Cross and
even the media. Although coordination of the activities
of these stakeholders is the responsibility of the State’s
police and/or investigating authority, the service
provider should clarify the following aspects of activities
at the accident site:
1) nominating a senior company representative at the
accident site if:
— at home base;
3.8 — away from home base;
— offshore or in a foreign State;
2) management of surviving victims;

3) the needs of the relatives of victims;

4) security of the wreckage;

5) handling of human remains and personal property of
the deceased;
6) preservation of evidence;
7) provision of assistance (as required) to the
investigation authorities;
8) removal and disposal of the wreckage; etc.
i) News media. How the company responds to the media
may affect how well the company recovers from the
event. Clear direction is required regarding, for example:
1) what information is protected by statute (FDR data,
CVR and ATC recordings, witness statements, etc.);
2) who may speak on behalf of the parent organization at
head office and at the accident site (public relations
manager, chief executive officer or other senior
3.9 executive, manager, owner);
3) prepared statements for immediate response to
media queries;
4) what information may be released (what should be
avoided);
5) the timing and content of the company’s initial
statement;
6) provisions for regular updates to the media.
j) Formal investigations. Guidance for company
3.10 personnel dealing with State accident investigators and
police should be provided.

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k) Family assistance. The ERP should also include
guidance on the organization’s approach to assisting
crisis victims or customer organizations. This guidance
may include such things as:
1) State requirements for the provision of assistance
services;
2) travel and accommodation arrangements to visit the
crisis site;
3.11
3) program coordinator and point(s) of contact for
victims/customers;
4) provision of up-to-date information;
5) temporary assistance to victims or customers.
Note — ICAO Circular 285, Guidance on Assistance to
Aircraft Accident Victims and their Families, provides
further guidance on this subject.
l) Post-occurrence review. Direction should be provided
to ensure that, following the emergency, key personnel
3.12 carry out a full debrief and record all significant lessons
learned which may result in amendments to the ERP and
associated procedures.
4.0 CHECKLISTS
CHECKLIST CONCEPT and IMPLEMENTATION SAT/UN-SAT REMARKS/REFERENCE
Everyone involved in the initial response to a major
aviation event will be suffering from some degree of
disorientation. Therefore, the emergency response
process lends itself to the use of checklists. These
4.1 checklists can form an integral part of the company’s
Operations Manual or Emergency Response Manual. To
be effective, checklists must be regularly:
a) reviewed and updated (for example, currency of call-
out lists and contact details); and
4.2 b) tested through realistic exercises.

5.0 TRAINING AND EXERCISES

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

TRAINING. An ERP is a paper indication of intent.
Hopefully, much of an ERP will never be tested under
actual conditions. Training is required to ensure that
5.1
these intentions are backed by operational capabilities.
Since training has a short “shelf life”, regular drills and
exercises are advisable.
EXERCISES. Some portions of the ERP, such as the call-
out and communications plan, can be tested by
“desktop” exercises. Other aspects, such as “on-site”
5.2 activities involving other agencies, need to be exercised
at regular intervals. Such exercises have the advantage of
demonstrating deficiencies in the plan, which can be
rectified before an actual emergency.

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COMMENTS:

________________________________________________________________________________________
Overall Result  Acceptable  Unacceptable

Name of Inspector Signature Date

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APPENDIX 7
RESERVED

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APPENDIX 8
PASSENGER HANDLING INSPECTION CHECKLIST
FOS FORM CL-202-PH

DATE: MAINT. REP.:

OPERATOR: ACFT. REGN. NO.:
STATION: P-I-C:
MGMT REP.: INSPECTOR:
SAT./
No. AREA OF INSPECTION REMARKS
UNSAT.
1 PASSENGER HANDLING IN TERMINAL

1.1 Acceptable procedures for identification and seat allocation

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

1.4 Appropriate system for control of loose articles in the cabin

(carry-on baggage?
2 PASSENGER RAMP SAFETY
2.1 Air bridge/directions to board

2.2 Proper positioning of steps?

2.3 Staff in attendance with passengers?

2.4 Protection from jet blast?

2.5 Clearance from propellers?
2.6 Clear of taxiing aircraft?
2.7 Clear of moving vehicles?
2.8 Positioning of service vehicles?
2.9 Are there safety routes available for emergency evacuation?
3 CREW COORDINATION WITH LOAD CONTROL
3.1 Are passengers occupying their assigned seats?
3.2 Was a head count compared to load manifest for accuracy?

Inspector’s Signature Air Operator’s Rep. Signature

Question No. Remarks

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APPENDIX 9
STATION AND GROUND HANDLING INSPECTION CHECKLIST
FOS-FORM-CL-203-STA/GH
DATE: MAINT. REP.:
OPERATOR: ACFT. REGN. NO.:
STATION: P-I-C:
MGMT REP.: INSPECTOR:
SAT./
No. AREA OF INSPECTION REMARKS
UNSAT.
1 CONFORMANCE WITH RELEVANT STANDARDS

Were all personnel and documents in conformance with

1.1
aviation law and regulations?
Were the operations found to be in conformance with ICAO
1.2
Standards?
Were there any practices that did not conform to published
1.3
relevant safety practices?
2 STATION STAFF (INCLUDING SERVICE PROVIDERS)
Is there adequate staff to handle the required support
2.1
functions?
Did all staff demonstrate competent performance in their
2.2
function?
Did the staff follow the proper procedures for the functions
2.3
they performed?
Did the company and service provider training and
2.4 qualification records show that all personnel were
adequately trained for their functions?
3 EQUIPMENT & FACILITIES
Were there adequate facilities and equipment for the
3.1 complexity and functions performed?
Have mobile equipment to be utilized in the operation such
as Fuelling Vehicles, Ground Power Units, Oxygen and
Compressed Gas Servicing Equipment, Towing Tugs, Cargo
3.2 and Baggage Handling Equipment, Catering Vehicles,
Sanitary Servicing Trucks, De-Icing Equipment, etc. been
inspected with primary emphasis on adequacy, suitability
and the safety aspects of its use?
4 PASSENGER HANDLING

Were adequate guidance and procedure manuals available

4.1
for the persons per- forming this function?
Were qualified personnel available to accomplish this
4.2
function for each flight?
Were the passenger ticketing and baggage acceptance
4.3
performed satisfactorily?
Were the passengers and baggage weighed before
4.4
emplaning?
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Was the handling of passenger enplaning and deplaning
4.5
performed satisfactory?
4.6 Were the passenger security measures satisfactory?
If a jetway was not used, was a designated walk route with
4.7 adequate guide persons available to ensure passenger ramp
safety?
5 AIRCRAFT MOVEMENT ON RAMP
Were adequate guidance and procedure manuals available
5.1
for the persons per- forming this function?
Were qualified personnel available to accomplish this
5.2
function for each flight?
5.3 Was the marshalling of aircraft performed satisfactorily?
Were the ramp and gate areas properly marked for towing,
5.4
taxiing and parking position?
Was the aircraft parking area clear of carts and other vehicles
5.5
during the parking of the aircraft?
5.6 Was the towing of the aircraft performed satisfactorily?
Were security measures for identification of all ramp
5.7
personnel clearly available?
If a service provider was used to perform this function, were
5.8 the arrangements, guidance and qualification of personnel
acceptable?
6 AIRCRAFT SERVICING
Were adequate guidance and procedure manuals available
6.1
for the persons per- forming functions involved?
Were qualified personnel available to accomplish these
6.2
functions for each flight?
6.3 Was the servicing of aircraft performed satisfactorily?
6.4 Was the fueling of aircraft performed satisfactorily?
6.5 Was the loading of aircraft performed satisfactorily?
6.6 Was the deicing of aircraft performed satisfactorily?
Was the equipment used to perform these functions
6.7 operational, adequate for the task, and operated
knowledgeably by the personnel involved?
Were security measures for identification and monitoring of
6.8
all servicing personnel satisfactory?
If service providers were used to perform these functions,
6.9 were the arrangements, guidance and qualification of
personnel acceptable?
7 AIRCRAFT OVERNIGHT PARKING
Were adequate guidance and procedure manuals available
7.1
for the persons per- forming this function?
Were qualified personnel available to accomplish this
7.2
function for each flight?
Was the aircraft properly lighted and identifiable as required
7.3
for the parking location?

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7.4 Was the aircraft “guarded” by assigned persons at all times?
If a service provider were used to perform these functions,
7.5 were the arrangements, guidance and qualification of
personnel acceptable?
8 MASS, BALANCE & PERFORMANCE COMPUTATIONS
Were adequate guidance and procedure manuals available
8.1
for the persons per- forming this function?
Were qualified personnel available to accomplish this
8.2
function for each flight?
Were the correct procedures for passenger loading, count
8.3
and communication of the positioning followed?
Were specific passenger seat assignments used to ensure a
8.4
safe C.G. for flight?
Were the correct procedures for cargo loading, and
8.5
communication of positioning followed?
Were the correct procedures for dangerous goods loading,
8.6
and communication of positioning (e.g. NOTOC) followed?
Were the mass and balance calculations and procedures
8.7
satisfactory?
Were the last-minute mass and balance revisions due to
8.8
passengers or cargo handled correctly?
Were the takeoff and landing performance calculations
8.9
performed correctly?
9 FLIGHT PLANNING
Were adequate guidance and procedure manuals available
9.1
for the persons per- forming this function?
Were qualified personnel available to accomplish this
9.2
function for each flight?
Was the weather acquisition (including selection of
9.3
alternates) and briefing of crews performed correctly?
Was the NOTAM acquisition and briefing of crews performed
9.4
correctly?
Was the operational flight plan (including fuel loading)
9.5
calculations and procedures performed correctly?
If a service provider were used to perform one or more of
9.6 these functions, were the arrangements, guidance and
qualification of personnel acceptable?
10 COMMUNICATIONS

Were adequate guidance and procedure manuals available

10.1
for the persons per- forming this function?
Were qualified personnel available to accomplish this
10.2
function for each flight?
Was there adequate communications capability with main
10.3 base operations and maintenance functions, including relay
of information?
10.4 Were flight following procedures performed correctly?

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10.5 Were emergency response procedures performed correctly?
10.6 Were accident/incident procedures performed correctly?
Were the correct numbers for telephone and/or fax
10.7
notifications associated with emergency response available?
If a service provider were used to perform one or more of
10.8 these functions, were the arrangements, guidance and
qualification of personnel acceptable?
11 MAINTENANCE
Were adequate maintenance guidance and procedure
11.1 manuals available for the level of maintenance to be
performed?
Were qualified maintenance personnel available to
11.2
accomplish the level of maintenance to be performed?
Was the performance and recording of routine maintenance
11.3
satisfactory?
Was the performance and recording of deferred maintenance
11.4
satisfactory?
If a service provider was used to perform this function, were
11.5 the arrangements, guidance and qualification of personnel
acceptable?
12 RECORDS RETENTION & ACCURACY
Were the flight preparation and other official records up-to-
12.1
date and correctly filed?
Was there adequate file retention security for official
12.2
records?
Air Operator’s
Inspector’s Signature Rep. Signature

Question No. Remarks

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APPENDIX 10
FLIGHT OPERATIONS OFFICER MANUAL INSPECTION CHECKLIST
FOS-FORM-CL-204-FOOM
AIR OPERATOR:
S. No. INTRODUCTION
Annex 6, Part I, and Part III, Section II, requires an operator to establish and maintain a method of
control and supervision of flight operations that is approved by CAA Nepal.

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

In such a system, the flight operations officer/flight dispatcher is assigned to duty in the company
operations control centre and is responsible, while on duty, for carrying out the operational control
procedures and policies specified in the operations manual. The flight operations officer/flight
dispatcher may be licensed or not depending upon the requirements of CAA Nepal.
The operations manual should specify the responsibilities and functions assigned to flight operations
officers/flight dispatchers. The actual responsibilities assigned are part of the approved method of
0.2 control and supervision of flight operations. Annex 6, Part I, and Part III, Section II, gives information
on the duties of flight operations officers/flight dispatchers. The duties assigned will be very similar for
all such operations personnel, whether licensed or unlicensed.
The responsibilities of a flight operations officer/flight dispatcher include the provision of assistance to
the pilot-in-command in flight preparation; completion of operational and ATS flight plans; liaison with
the air traffic, meteorological and communication services; and the provision to the pilot-in-command
during flight of information necessary for the safe and efficient conduct of the flight.
0.3
Flight operations officers/flight dispatchers should also be responsible for monitoring the progress of
each flight under their jurisdiction and for advising the pilot-in-command of company requirements for
cancellation, re-routing or re-planning, should it not be possible to operate as originally planned. In
connection with the foregoing, it should be understood that the pilot-in-command is the person
ultimately responsible for the safety of the flight.
Operators may mark as “Not Applicable” in those areas which are not relevant to the type of operations
0.4
currently being conducted.
OPERATOR DOC. FOR CAA Nepal USE
1.0 AUTHORISED OPERATIONS
REF. SAT/UNSAT
Are the operations that may and may not be conducted
1.1 according to the Ops. Specs. (including areas of
operation) clearly specified?
Are there clear definitions of domestic, international
and supplemental operations?
1.2
Are there clear definitions of the rules under which each
of these operations is conducted?
Are the applicable regulations identified and the
1.3 operator’s policies applicable to each type of operation
clearly stated?
2 MANUALS
Is there a section of the Ops Manual, Part A in which the
2.1 policy and guidance for operational control has been

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collected for the guidance of flight crews and
dispatchers?
2.2 Are the topics listed on this job aid adequately covered?
(Is the applicable section of the Ops Manual, Part A
2.3
readily available to dispatchers and flight crews while
they perform their duties?
Is the copy of the operator’s Ops Manual, Part A that is
2.4
available to dispatchers or flight crews current?
3 ORIGINAL RELEASE
Are the conditions clearly stated under which a flight
3.1
may and may not be dispatched?
Are the conditions stated under which a flight must be
3.2
re-routed, delayed, or cancelled?
3.3 Does the flight release contain all required elements?
3.4 Are limitations required in the remarks of the release?
Is a written copy of weather reports and forecasts
3.5
(including PIREPs) and NOTAMs attached to the release
and provided to the flight crew?
4 RESPONSIBILITY FOR PRE-DEPARTURE FUNCTIONS
Are the responsibility and procedures for accomplishing
4.1
the following functions clearly specified?
4.2 Crew assignment?
4.3 Load planning
4.4 Flight planning
4.5 Release of the aircraft from maintenance
4.6 Control of MEL and CDL limitations
4.7 Weight and balance
Have adequate procedures for crosschecking and
4.8
verifying these activities been established?
4.9 Is each of these procedures effective?
What means has the operator established for the PIC
4.10 and dispatcher to ensure that each of these functions
has been satisfactorily accomplished before the aircraft
departs?
5 DISPATCHER BRIEFING
How do the operator’s procedures provide for briefing
5.1
of the PIC by the dispatcher?
5.2 Is the minimum content of the briefing specified and
adequate?
6 DUAL RESPONSIBILITY
How are the signatures of both the PIC and the
6.1
dispatcher on the dispatch release accomplished?

6.2 Is the PIC’s obligation to operate the flight according to

the release, or to obtain an amended release, clearly
stated?
7 FLIGHT-FOLLOWING

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7.1 Are the dispatcher’s flight-following requirements and

procedures clearly stated?
Is policy and guidance provided to flight crews and
7.2
dispatchers for monitoring fuel en route?
7.3 Are flightcrew reporting requirements and procedures
clearly stated?

7.4 Are there specified procedures for dispatchers to follow

when a required report is not received?
7.5 Is a record of communication made and retained?
8 INABILITY TO PROCEED AS RELEASED
Is a policy stated concerning the PIC’s latitude to
8.1
deviate from a dispatch release without obtaining a
new release?
Is there specific and adequate direction and guidance
8.2 to PICs and dispatchers for the actions to take when a
flight cannot be completed as planned (such as
destinations or alternates below minimums, runways
closed or restricted)?
Are there procedures to follow in case of diversion or
8.3
holding specifically and clearly stated?
9 Weather

Does the operator obtain weather reports from an

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

10.1 Is release under VFR authorized by CAA Nepal?

If so, has the forecast and actual weather allowed VFR
10.2 flight to destination on those flights so released?
10.3 Have turbojet aircraft been released under VFR?
10.4 Are IFR departure minimums authorized by CAA Nepal?
When flights are released with the departure airport
10.5 below landing minimums, are takeoff alternates named
on the dispatch release?
10.6 Are destination weather minimums authorized by CAA

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Nepal?
Weather minimums for “high minimums” captains
10.7
followed?
When a flight is released to a destination below CAT I
10.8 minimums, is that aeroplane type authorized at CAT II or
CAT III operations at that location?
When destination alternates are required, are they
10.9 named on the dispatch release?
Is the weather at the named alternate airport equal or
10.10 better than that required by regulation?
Is “marginal” defined for the designation of two
10.11 alternates on the dispatch release?
10.12 Are two alternates designated when required?
Are dispatchers made aware of these limitations before
10.13
dispatching a flight?
Do weather forecasts from the trip records show that
10.14 these limits have been complied with for dispatch?
11 SELECTION OF ALTERNATES
Is policy, direction, and guidance provided for the
11.2
selection of alternates?
Is terrain and engine-out performance considered in the
11.3
alternate selection?
12 NOTAMs
Is the required NOTAM information provided (Class I,
12.1
Class II, and Local)?
13 INFORMATION
What provisions does the operator make for supplying
13.1 airport and navigation information?
What means does the operator use to comply with the
13.2 requirement for an airport data system? Is it adequate?
Are flight crews provided with written flight plans for
13.3 monitoring flight progress and fuel burn?
How does the operator provide data to dispatchers on
13.4 takeoff and landing minimums at each airport?
13.5 Do dispatchers have immediate access to such data?
Are provisions made for nonstandard operations, such as
13.6 inoperative centerline lighting?
14 FUEL

Are all the required increments of fuel provided (start

and taxi, takeoff to arrival at destination, approach and
14.1 landing, missed approach, alternate fuel, 45 minutes of
reserve, and contingency fuel)?
Are the operator’s policies concerning contingency fuel
14.2 adequate for the environment in which operations are

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conducted?
Are there minimum fuel procedures specified for both
14.3
dispatchers and PICs?
When aircraft are dispatched without an alternate, is
adequate contingency fuel carried for unforecast winds,
14.4 terminal area delays, runway closures, and
contingencies?
15 EMERGENCY PROCEDURES
Are emergency action procedures and checklists
15.1 published and readily available for the following
emergencies?
15.2 In-flight Emergency
15.3 Crash

15.4 Overdue or missing aircraft

15.5 Bomb threat

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

17.1 Are the required trip records carried to destination?

17.2 Are trip records retained for 30 days?

Overall assessment – SAT/ UNSAT

Inspector’s Name and Signature Date

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APPENDIX 11
Checklist for Simulator User Approval
Refer to FOR (A) Chapter 15.22 Flight Simulation Training Devices (FSTD) USER APPROVALS

FSTD USER: __________________________________

ADDRESS: ___________________________________
AIRCRAFT TYPE: ______________________________
Date: _____________
S. SUBMITTED
ITEM REMARKS
NO. YES/NO
1. Application from the AOC holder/individual
2. Copy of the original certificate of approval issued by the State where the
Simulator is located
3. Copy of the certificate of the approval of the Training Organization issued by
the State where the Training Organization is located
4. Current FSTD Qualification
Verify whether UK CAA, FAA, EASA or other qualified
5. Verify whether FFS or FTD.
If FFS, verify Identification Code and Qualification Level
6. User Approval Form filled and submitted as per FOR (A) Appendix 5
7. Report of the AOC holder’s Chief Pilot or Chief of Training Dept. on the
performance of the simulator.
8. A declaration made by the AOC holder in respect of the differences between the
FSTD and the aircraft for which training is being undertaken on that FSTD.
Additional information concerning identified differences and training mitigation
must be submitted with the application where appropriate.
9. Verify the differences, if any, between the Operator’s aircraft and the simulator
being used and identify any significant risk factors due to the differences
10. Verify the parts of a Pilot Proficiency Check that may be performed in the
simulator. Refer FOR (A) note 1 – para 9.4.4.1
11. Fee as per CAA Nepal Fee Schedule
12. Report of the CAA Nepal Inspector (based on paras 7, 8 and 9)

Prepared By_________________________________ Verified by______________________

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APPENDIX 12
EVALUATION OF SIMULATOR TRAINING & CHECKING GUIDE
Appendix 13 contains the FSTD Evaluation Checklist

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

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

B. SIMULATOR MAINTENANCE ARRANGEMENTS

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

C. SIMULATOR TESTING PROVISIONS

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

D. GENERAL IMPRESSION OF SIMULATOR

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

E. COMPARISON TO OPERATOR’S AIRCRAFT

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

F. PRE-START & GROUND OPERATIONS

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

G. TAKEOFF & CLIMB OPERATIONS

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

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

I. VISUAL AND INSTRUMENT APPROACHES

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

J. LANDING & TAXING TO GATE

1. Visual landing from DH possible using visual cues and procedures
2. Rejected landing just prior to touchdown requires realistic configuration and thrust settings
for proper completion?
3. Landing in visual conditions with maximum cross-wind component provides realistic
approach and landing requirements?
4. Engine-out landing from an Category I precision approach can be completed in accordance
with profile?
5. If approved for the operator, Category II or III hand-flown touchdown and rollout realistically
possible with visual cues?
6. If approved for the operator, Category III Autoland functions properly throughout the
touchdown and rollout with landing?
7. Taxi to the gate possible in visual conditions?
8. If approved for operator, taxi to the gate possible in lowest visibility minima approved?

K. ABNORMAL AND EMERGENCY EVENT REPLICATION

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

L. REPLICATION OF AERODYNAMIC CONTROL FORCES

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

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

N. REPLICATION OF SENSORY PERCEPTIONS

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

O. REPLICATION OF AIRCRAFT MOTION

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

P. REPLICATION OF VISUAL CUES

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

Q. AVAILABLE OPERATOR DOCUMENTATION

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

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

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APPENDIX 13
FLIGHT SIMULATION TRAINING DEVICE (FSTD) EVALUATION CHECKLIST
FOS-FORM-CL-205-FSTD
Operator File Ref: Name of Operator:
SIM Address: SIM Owned By:
Aircraft Type: SIM Level:
SIM Approving Agency (ID): SIM Approving CAA Authority (ID):

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

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

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D. COMPUTER BASED TRAINING FACILITY
1. Equipment/Audio/Audio Visual arrangement adequate?
2. Panel Layouts as per the operator’s aircraft?
3. Lesson Plan/Execution as per the operator’s training policy?
4. Response to Switches/Levers adequate?
5. Instrument Adequacy?
6. System Accuracy
7. Communication Procedure adequate?
8. Instruction Adequacy by SFIs/TRIs
9. Safety & Security Arrangements adequate?
10.Any Other
E. SIMULATOR MAINTENANCE ARRANGEMENTS
1. Is the daily preflight documentation easily accessible for review?
2. The simulator’s maintenance records do NOT show a pattern of recurring
failures?
3. Does the simulator owner provide adequate personnel to correct simulator
deficiencies during the periods of time the operator’s personnel will be
engaged in simulator training and checking?
F. SIMULATOR TESTING PROVISIONS
1. Is there a means for quickly and effectively testing simulator programming
and hardware?
2. Is there documentation that the control feel dynamics and relative
integrated sensory cues were tested in the last CAA approval?
3. Is there a means of recording the visual response time for visual systems?
4. Were the demonstration of surface resolution confirmed by calculations in
the statement of compliance?
5. Do the test procedures confirm that the visual system colour, RVR, focus,
intensity, level horizon, and attitude adequately replicate those experienced
during operation of the aircraft?
6. Did the visual system meet all standards during the validation of functions
and subjective tests?
G. GENERAL IMPRESSION OF SIMULATOR
1. Is the overall condition and cleanliness of simulator acceptable?
2. Does the simulator cockpit consist of all the aircraft cockpit space forward of
a cross section of the fuselage?
3. Are the required crew member duty stations and required bulkheads aft of
the pilots' seats, (considered part of the cockpit) a replication of the flight
deck of the operator’s aircraft?
4. Are there observer seats available for the check airman/examiner and
inspector?
5. Are the instructor controls adequate to control all required system variables
and insert abnormal or emergency conditions necessary for the prescribed
procedures and maneuvers?
H. COMPARISON TO OPERATOR’S AIRCRAFT
1. Is the simulator cockpit a full scale replica of the operators aircraft cockpit?
2. Does the simulator replicate the actual instrumentation and switch location
of the operator’s aircraft?
3. Are the direction of movement of control and switches identical to that in
the aircraft?
4. Are circuit breakers properly located and functionally accurate?
5. Are all differences identified and acceptable?
I. PRE-START & GROUND OPERATIONS
1. Cockpit preparation checklist accomplished with normal check indications?
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2. Start checklist accomplished with normal start indications?
3. Representative sample of abnormalities possible using instructor control
panel?
4. Taxi for takeoff in visual conditions adequately simulated and possible?
5. If low visibility taxi operations, taxi for takeoff in low RVR adequately
simulated and possible, including taxiway lighting and markings?
6. Pre-takeoff checklist accomplished with realistic indications?
J. TAKEOFF & CLIMB OPERATIONS
1. Normal maximum gross weight takeoff realistically simulated?
2. Normal visual takeoff with maximum cross-wind component realistically
simulated?
3. Low visibility (minimum RVR approved for operator) maximum gross weight
takeoff realistically simulated, including visual cues?
4. Low visibility (minimum RVR approved for operator) maximum gross weight
abort just prior to V1 realistically simulated, including visual cues?
5. Low visibility (minimum RVR approved for operator) maximum gross weight
takeoff with engine failure at V1 and climb profile realistically simulated,
including visual cues?
K. INFLIGHT MANUEVERS
1. Warnings for approach to stall in a climb configuration conform to the
expected sequence and approximate airspeeds, with realistic recovery
profile possible?
2. Warnings for approach to stall in a landing configuration conform to the
expected sequence and approximate airspeeds, with realistic recovery
profile possible?
3. Wind shear profiles provide realistic indications, with escape configuration
possible?
4. Steep turns are possible, with realistic power and attitude configurations?
5. Engine-out drift-down and level flight possible in conformance with
published performance for weight, temperature and altitude?
6. Navigation simulation appropriate to the type of navigation and RNP
requirements?
7. If approved for ETOPS route checking, the necessary route and alternate
possibilities are included in simulator software?
L. VISUAL AND INSTRUMENT APPROACHES
1. Maneuvering for landing in visual conditions provide adequate visual cues?
2. Category I precision approach can be made to prescribed minimums?
3. Engine-out Category I precision approach can be made to prescribed
minimums
4. If approved for the operator, Category II precision approach can be made to
prescribed minimums?
5. If approved for the operator, Category III precision approach can be made to
prescribed minimums?
6. Non-precision approaches (approved for the operator) are possible using
Nav-aids available in the simulator?
7. Precision approach visual references necessary to land (from lowest
approved visibility) are adequate for landing from DH. (Freeze simulator at
DH and review)?
8. Non-precision visual references necessary to land (from lowest approved
visibility) are adequate for landing from MDA. (Freeze simulator at MDA and
distance and review)?
9. Circle-to-land maneuvering possible from an instrument approach using
visual references. (Freeze simulator prior to turning final and review)?

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

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3. Do the visual cues adequately replicate deck angle and sink rate required for
depth perception during takeoffs and landings?
4. Dusk scene to enable identification of visible horizon and terrain
characteristics?
5. Visual landing cues for daylight, dusk and night adequate for recognition of
airport, terrain and major landmarks and accomplishment of landing?
T. AVAILABLE OPERATOR DOCUMENTATION
1. Is the operator’s approved condensed checklist available for use during
training and checking activities in the simulator?
2. Is the operator’s quick reference abnormal and emergency checklist
available for use during training and checking activities in the simulator?
3. Is the operator’s aircraft operating manual containing expanded normal,
abnormal and emergency procedures and aircraft limitations available for
use during training and checking activities in the simulator?
4. Is the operator’s manual for aircraft systems function and operation
available for use during training and checking activities in the simulator?
5. Is the operator’s manual for runways analysis and aircraft performance
available for use during training and checking activities in the simulator?
6. Is the operator’s approved minimum equipment list available for use during
training and checking activities in the simulator?
7. Are the operator’s instrument departure, en-route and approach charts
available for use during training and checking activities in the simulator?
U. ARRANGEMENTS FOR INSTRUCTOR/CHECK PERSONNEL
1. Have the operator’s training and checking personnel been trained on the use
of the simulator to adequately recreate required scenarios?
2. If training instructors are provided by simulator operator, are there records
of the training of these persons?
3. If checking personnel are provided by simulator operator, are there records
of the orientation of these persons by the Authority?
4. Does the simulator control panel allow the instructor/check airman to
conduct realistic scenarios of flight with this simulator?
5. Does instructor has developed lesson plans and scenarios for the
accomplishment of the training with this simulator?
6. Does instructor have developed lesson plans for realistic LOFT scenarios that
provide for a normal line flight operation of the aircraft?
7. Does designated check airman/examiner have developed realistic real-time
proficiency check scenarios that provide for all required check events and
maneuvers to be accomplished in reasonable time?
V. LIST OF DOCUMENTS ATTACHED
1. Training Centre Certificate No.
2. License Documents of the Instructors and Examiners.
3. Simulator Approval Certificate No.

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APPENDIX 14
LOSA PROGRAMME EVALUATION GUIDE

CAA Nepal Inspectors shall take the assistance of the following guidelines for the LOSA Program
Evaluation of an operator:

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

B. LOSA OBSERVER TRAINING

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

C. FLIGHT CREW PARTICIPATION & INTERACTION

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

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

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

F. EFFECTIVENESS OF CHANGE STRATEGIES

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

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APPENDIX 15
FDA PROGRAMME EVALUATION GUIDE

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

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

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

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

D. FDA PROGRAMME IMPLEMENTATION

1. Has the operator established a baseline of operational parameters against which changes can
be detected and measured?
2. Are non-standard, unusual or basically unsafe circumstances compared to the baseline margins
of safety and the observed changes quantified?
3. Are unsafe trends identified and the inherent risks assessed to determine the need for
mitigation actions?

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4. When unacceptable risk are identified, appropriate risk mitigation actions are decided and
implemented?
5. Once a remedial action has been put in place, its effectiveness is monitored, confirming that it
has reduced the identified risk and that the risk has not been transferred elsewhere?

E. REGULAR ANALYSIS AND FOLLOWUP

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

F. DATABASE ARCHIVE & ANALYSIS

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

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APPENDIX 16
INFORMATION GATHERING AND ANALYSIS GUIDE
Pursuant to Volume I, Chapter 12 Incident Reporting System, CAA Nepal Inspectors shall take the
assistance of the following guidelines for Information Gathering and Analysis:

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

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

C. USE OF SAFETY DATA

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

D. VERIFYING STATISICAL DATA

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

E. SAFETY ANALYSIS PRACTICES

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

F. PROTECTION OF SAFETY DATA

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

G. SAFETY DATABASE CAPABILITIES

1. Log safety events under various categories?
2. Link events to related documents (e.g. reports and photographs)?
3. Monitor trends?
4. Compile analyses, charts and reports?
5. Check historical records?
6. Data-share with other organizations?
7. Monitor event investigations?
8. Apply risk factors?
9. Flag overdue action responses?
10. Ensure action taken to avoid reoccurrence?

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APPENDIX 17
MULTI-PILOT/CREW PROFICIENCY CHECK GUIDE

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

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

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

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

D. ABNORMAL AND EMERGENCY PROCEDURES

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

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9. Special emergency procedure required by AFM?

E. INSTRUMENT FLIGHT PROCEDURES

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

F. MISSED APPROACH PROCEDURES

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

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

H. ALL WEATHER OPERATIONS

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

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

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APPENDIX 18
TRAINING IN PROGRESS INSPECTION GUIDE

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

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

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

C. TRAINING & PROCEDURES MANUAL

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

D. CURRICULUM & LESSON PLANS

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

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

F. CHECKING PERSONNEL
1. Adequate staffing/availability for range of checking?

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2. Checking personnel records are available?
3. Checking personnel records up-to-date?
4. Appropriate “O” checklist for evaluation of checking person performance completed?
5. Appropriate “O” checklist for evaluation of checking person records completed?

G. EVALUATION & DEBRIEFINGS

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

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

I. CLASSROOMS & TRAINING AREAS

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

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

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

K. DOCUMENTS & HANDOUTS

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

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

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

A. QUALIFIED DISPATCHERS
1. Are all dispatchers certified?
2. Have all dispatchers successfully completed a competency check within the eligibility period?
3. Have all dispatchers completed route familiarization within the preceding 12 calendar months?
4. How does the operator ensure that dispatchers are currently familiar with the areas in which
they work?

B. KNOWLEDGE OF WEATHER
1. Are dispatchers knowledgeable about the following weather conditions?
2. Surface (fronts, fog, low ceilings, etc.)
3. Upper air (tropopause, jet streams)
4. Turbulence (pressure and temperature gradients)
5. Severe (low-level windshear, microburst, icing, thunderstorms)
6. Can dispatchers read a terminal report, forecast accurately, and interpret the meanings?
7. Can dispatchers read various weather depiction charts and interpret the meanings?
8. Can dispatchers read upper-air charts and interpret the meanings?

C. KNOWLEDGE OF THE AREA

1. Do dispatchers immediately recognize the airport identifiers for the airports in the area in
which they are working?
2. Are dispatchers generally familiar with the airports in the area in which they are working
(number and length of runways, available approaches, general location, elevation, surface
temperature limitations)?
3. Are dispatchers aware of which airports, in the areas in which they
4. are working, are special airports, and why?
5. Are dispatchers aware of the terrain surrounding the airports in the
6. areas in which they are working?
7. Are dispatchers aware of dominant weather patterns and seasonal
8. variations of weather in the area?
9. Are dispatchers aware of route segments limited by drift-down?

D. KNOWLEGE OF AIRCRAFT USED

1. Are dispatchers aware of the general performance characteristics of each airplane with which
they are working (such as average hourly fuel burn, holding fuel, engine-out, drift-down
height, effect of an additional 50 knots of wind, effect of a 4,000-foot lower altitude, crosswind
limits, maximum takeoff and landing weights, required runway lengths)?
2. Can dispatchers read and explain all the items on the operator’s flight plan?

E. KNOWLEDGE OF POLICY

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1. Are dispatchers knowledgeable of the Ops Specs, particularly such items as authorised
minimums?
2. Are dispatchers aware of the policies and provisions of the operator’s manual as discussed
under policies and procedures?

F. KNOWLEDGE OF RESPONSIBILITIES
1. Are dispatchers knowledgeable of their responsibilities under the FORs (such as briefing PIC;
canceling, rescheduling, or diverting for safety; in-flight monitoring; in-flight notification to
PIC)?
2. Are dispatchers knowledgeable of their responsibilities under the operator’s manual?
3. Are dispatchers aware of their obligations to declare emergencies?

G. PROFICIENCY
1. Are dispatchers competent in the performance of their assigned duties?
2. Are dispatchers alert for potential hazards?

H. DUTY TIME
1. Are the regulatory duty time requirements being complied with?

I. SUPERVISORS
1. Are supervisors qualified and current as dispatchers?
2. Are competency checks appropriate, thorough, and rigorous?

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APPENDIX 20
DISPATCH FACILITIES AND SUPPORT INSPECTION GUIDE

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

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

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

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

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

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

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APPENDIX 21
MODEL AGREEMENT BETWEEN STATES ON THE IMPLEMENTATION OF ARTICLE 83 BIS OF THE
CONVENTION

Model Agreement between [State 1] and [State 2] on the Implementation of Article 83 bis of the
Convention

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

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

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

WHEREAS, with reference to the relevant Annexes to the Convention, this Agreement organizes
the transfer from [State 1] to [State 2] of responsibilities normally carried out by the State of
Registry, as set out in Sections 3 and 4 below;
The Government of [State 1], represented by its [Civil Aviation Authority], and The Government
of [State 2], represented by its [Civil Aviation Authority], Hereinafter referred to as “the Parties”,
have agreed as follows on the basis of Articles 33 and 83 bis of the Convention:

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

ARTICLE II—TRANSFERRED RESPONSIBILITIES

Section 3. Under this Agreement, the Parties agree that [State 1] transfers to [State 2] the
following functions and duties, including oversight and control of relevant items contained in the
respective Annexes to the Convention:
Annex 1 — Personnel Licensing, issuance and validation of licenses.

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

ARTICLE III—NOTIFICATION
Section 5. Responsibility for notifying directly any States concerned of the existence and contents
of this Agreement pursuant to Article 83 bis b) rests with [State 2] as the State of the Operator,
as needed. This Agreement, as well as any amendments to it, shall also be registered with ICAO
by [State 1] as the State of Registry or [State 2] as the State of the Operator, as required by Article
83 of the Convention and in accordance with the Rules for Registration with ICAO of Aeronautical
Agreements and Arrangements (Doc 6685).
Section 6. A certified true copy [in each language] of this Agreement shall be placed on board
each aircraft to which this Agreement applies.
Section 7. A certified true copy of the air operator certificate (AOC) issued to [operator] by [State
2], in which the aircraft concerned will be duly listed and properly identified, will also be carried
on board each aircraft.

ARTICLE IV—COORDINATION
Section 8. Meetings between [State 1-CAA] and [State 2-CAA] will be held at [three-] month
intervals to discuss both operations and airworthiness matters resulting from inspections that
have been conducted by respective inspectors. For the sake of enhanced safety, these meetings
will take place for the purpose of resolving any discrepancies found as a result of the inspections
and in order to ensure that all parties are fully informed about the [operator’s] operations. The
following subjects will be among those reviewed during these meetings:
A. Flight operations
B. Continuing airworthiness and aircraft maintenance
C. Operator’s MCM procedures, if applicable
D. Flight and cabin crew training and checking
E. Any other significant matters arising from inspections
Section 9. Subject to reasonable notice, [State 1-CAA] will be permitted access to [State 2-CAA]
documentation concerning [operator] in order to verify that [State 2] is fulfilling its safety
oversight obligations as transferred from [State 1].

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Section 10. During the implementation of this Agreement, and prior to any aircraft subject to it
being made the object of a sub-lease, [State 2], remaining the State of the Operator, shall inform
[State 1]. None of the duties and functions transferred from [State 1] to [State 2] may be carried
out under the authority of a third State without the express written agreement of [State 1].

ARTICLE V—FINAL CLAUSES

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

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

[Signature] [Signature]

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

Attachments:
Attachment 1 — Aircraft Affected by this Agreement
Attachment 2 — Responsibilities of [State 1] and [State 2] Regarding Airworthiness

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APPENDIX 22
CHECKLIST ON THE APPROVAL OF HUD, SVS or CVS
(Reference to FOR (A) para 6.23)
FOS-FORM-CL-206-HUD/SVS/CVS
Air Operator:
OPERATOR’S
Satisfactory/
SUBJECT DOCUMENT REMARKS
Unsatisfactory
REFERENCE
1. HUD TRAINING
HUD training should address all flight operations for which the HUD is designed and operationally
approved. Some training elements may require adjustments based on whether the aeroplane has a single
1.1
or dual HUD installation. HUD training should include the following elements as applicable to the intended
use:
an understanding of the HUD, its flight path,
energy management concepts and
symbology. This should include operations
1.1.1 during critical flight events (e.g. ACAS traffic
advisory/resolution advisory, upset and
wind shear recovery, engine or system
failure);
HUD limitations and normal procedures,
including maintenance and operational
checks performed to ensure normal system
1.1.2 function prior to use. These checks include
pilot seat adjustment to attain and maintain
appropriate viewing angles and verification
of HUD operating modes;
HUD use during low visibility operations,
including taxi, take-off, instrument
approach and landing in both day and night
1.1.3
conditions. This training should include the
transition from head-down to head-up and
head-up to head-down operations;
failure modes of the HUD and the impact of
1.1.4 the failure modes or limitations on crew
performance;
crew coordination, monitoring and verbal
call-out procedures for single HUD
installations with head-down monitoring for
1.1.5
the pilot not equipped with a HUD and
head-up monitoring for the pilot equipped
with a HUD;
crew coordination, monitoring and verbal
call-out procedures for dual HUD
1.1.6 installations with use of a HUD by the pilot
flying the aircraft and either head-up or
head-down monitoring by the other pilot;
consideration of the potential for loss of
situational awareness due to “tunnel vision”
1.1.7
(also known as cognitive tunnelling or
attention tunnelling);

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any effects that weather, such as low
1.1.8 ceilings and visibilities, may have on the
performance of a HUD;
1.1.9 HUD airworthiness requirements;
Training should include contingency
1.1.10 procedures required in the event of head-up
display degradation or failure.
2. VISION SYSTEMS
Training should address all flight operations for which the vision system is approved. Training for
situational awareness should not interfere with other required operations. Training for operational credit
2.1
should also require training on the applicable HUD used to present the enhanced visual imagery. Training
should include the following elements as applicable:
an understanding of the system
2.1.1
characteristics and operational constraints;
normal procedures, controls, modes and
system adjustments (e.g. sensor theory
2.1.2
including radiant versus thermal energy and
resulting images);
operational constraints, normal procedures,
2.1.3
controls, modes and system adjustments;
2.1.4 limitations;
2.1.5 airworthiness requirements;
vision system display during low visibility
operations, including taxi, take-off,
2.1.6 instrument approach and landing; system
use for instrument approach procedures in
both day and night conditions;
failure modes and the impact of failure
modes or limitations upon crew
2.1.7
performance, in particular, for two-pilot
operations;
crew coordination and monitoring
2.1.8 procedures and pilot call-out
responsibilities;
transition from enhanced imagery to visual
2.1.9
conditions during runway visual acquisition;
rejected landing: with the loss of visual cues
2.1.10 of the landing area, touchdown zone or
rollout area;
any effects that weather, such as low
2.1.11 ceilings and visibilities, may have on the
performance of the vision system;
effects of aerodrome lighting using LED
2.1.12
lights;
training should include contingency
2.1.13 procedures required in the event of system
degradation or failure.
3. OPERATIONAL PROCEDURES
The operational procedures associated with the use of a HUD, vision systems and hybrid systems should
3.1
be included in the Operations Manual. The instructions in the Operations Manual should include:

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any limitation that is imposed by the
3.1.1
airworthiness or operational approvals;
3.1.2 how operational credit affects:
flight planning with respect to destination
3.1.2a
and alternate aerodromes;
3.1.2b ground operations;
flight execution, e.g. approach ban and
3.1.2c
minimum visibility;
Crew Resource Management that takes into
account the equipment configuration, e.g.
3.1.2d
the pilots may have different presentation
equipment;
Standard Operating Procedures, e.g. use of
autoflight systems, call-outs that may be
3.1.2e
particular to the vision system or hybrid
system, criteria for stabilized approach;
3.1.2f ATS flight plans and radio communication.
4 SAFETY MANAGEMENT SYSTEM
4.1 Operator’s Safety Risk Assessment
Note 1 — “Vision systems” is a generic term referring to the existing systems designed to provide images, i.e.
enhanced vision systems (EVS), synthetic vision systems (SVS) and combined vision systems (CVS).
Note 2 — Operational credit can be granted only within the limits of the design approval.
Note 3 — Currently, operational credit has been given only to vision systems containing an image sensor providing a
real-time image of the actual external scene on the HUD.
Remarks:

OVERALL RESULT: Inspector’s

signature:

Satisfactory Name:

Unsatisfactory Date:

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APPENDIX 23
Reserved

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APPENDIX 24
GROUND INSTRUCTOR AUTHORIZATION CHECKLIST
For Initial and Renewal
Reference to FOR-H para 13.4 and FOR-A para 15.4
FOS-FORM-CL-208-GIA
AIR OPERATOR: Date:
REMARKS (For CAA
Nepal use)
S. CAA Nepal REFERENCE/
DESCRIPTION ATTACHMENTS Acceptable/
No. REGULATIONS
Unacceptable/
Not Applicable
Qualification:
 Pilot
1.  Engineer
 FOO
 Cabin Crew
2. State type of license held:
 CPL (for single-engine and
Helicopters)
 ATPL
 AMT or Engineering Degree
 FOO
3. Instructor Course attended?
What certificates held?
4. Is the Company Training
Program Approved?
5. CAA Nepal FEE
6. Ground Course conducted in
presence of CAA Nepal
Observer
7. For renewal, evidence of
having conducted at least one
class in the past year.

Overall assessment – SAT/UNSAT

Inspector’s Name and Signature Date

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APPENDIX 25
Procedure for the preparation and conduct of a pre-certification meeting
FOD-PROCEDURE [AOC-PROC-01]
PURPOSE:
To prepare for the conduct of a pre-certification meeting with an AOC applicant and to conduct
the meeting.
CIRCUMSTANCES OF USE:
Whenever a prospective applicant to an AOC has submitted a Prospective Operator Pre-
Assessment Statement (POPS).
NOTE: It is also appropriate to use appropriate elements of this procedure when an air operator
intends to add a new aircraft type to the AOC or obtain additional operations specifications.
REFERENCE CRITERIA:
AOCI Manual
COORDINATION:
Flight operations, airworthiness, cabin safety, Dangerous Goods and Ground handling inspectors
as appropriate.
TASK TO PERFORM:
FSSD management establishes a certification team composed of inspectors having the
appropriate expertise to cover all aspects of the plan operation mentioned in the POPS;
Note- in the case of addition of a new type of the same category of aircraft, POPS form shall not
be required.
FSSD management nominates a certification project manager (team leader);
The certification team reviews the POPS to determine the pre-certification (preliminary) meeting
preparation details;
The team determines the time required to prepare for the meeting and sets a tentative meeting
date;
The project manager assigns specific preparatory tasks to each team member;
The project manager verifies the availability of an adequate meeting room and makes the
necessary reservation;
The project manager drafts a letter of invitation and a meeting agenda along the lines of the
document outlined in Appendix 1 to this procedure;
Team members assigned to prepare the certification information package to be handed over to
the applicant during the meeting. The package should at least include:
 The applicable regulations;
 The Air Operator Certificate Requirements (AOCR);
 The Flight Operations Requirements (FOR)
 The Nepalese Civil Airworthiness Requirements (NCAR);
 The Air Operator Certificate Guidance Material (AOC GM);
 The Air Operator Certificate Inspector Manual (AOCI);

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 All forms to be completed and submitted;
 A schedule of events format and content example; and
 An initial statement of compliance format and content example.
Team members will be assigned responsibilities for the preparation and delivery of specific
speaking points based on the generic pre-certification speaking points template provided in
ATTACHMENT B to this procedure.

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

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

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

[FSSD signature block]

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ATTACHMENT B to Appendix 25
______________________________________________
[NAME OF PROSPECTIVE APPLICANT]

PRE-CERTIFICATION MEETING

________________________
[insert meeting location]

___________________________
[insert meeting start time]

AGENDA

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

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ATTACHMENT C to Appendix 25
PRELIMINARY CERTIFICATION MEETING – [insert applicant name]
[Identify meeting place and date]
SPEAKING POINTS

NOTE 1: This template is intended to guide in the preparation of a preliminary meeting. Each
presenting team member will need to expand his or her assigned section to have a detailed list of
speaking points so as to prepare for presenting the subject during the meeting.
NOTE 2: The completed speaking points document shall also be used during the meeting as a
team member reminder while presenting the topics and as a checklist to ensure that all listed
topics and aspects have been addressed.

Introduction aspects
1. Welcome and introduction presented by [insert CAAN official name]
i. Opening the meeting and welcome participants
ii. Explain that the meeting is intended to provide information and answer any question
the applicant might have in relation to certification.
iii. Introduction of meeting participants
a) Certification team members
b) Applicant team members
iv. Review of the meeting agenda
a) Read the agenda
b) Ask for comments suggestions
c) Suggest leaving other business open
d) Set break times as appropriate
POPS review and confirmation
2. POPS review and validation presented by [insert CAAN certification team member
name]
i. ask for confirmation of each information provided
ii. Note changes provided by applicant
b) Assess the impact of the changes made affecting the:
i. Certification information package
ii. Identified regulations and requirements
iii. Composition of the certification team
c) Decide upon
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i. Continuation of the meeting
ii. Rescheduling of the meeting
Certification process
3. Explanation of the 5 phase certification process presented by [insert CAAN certification
team member name]
a) Phase 1 Preliminary phase
i. This meeting is the main aspect of phase 1
b) Phase 2 formal application phase
c) Phase 3. Document evaluation phase
i. Perhaps the most time consuming phase
d) Phase 4 inspection and demonstration phase
e) Phase 5 certification phase
f) Time required for the completed certification process is expected to be
6 months if there are no problems encountered during the process.
Presentation of the relevant certification package content
4. information by [CAAN certification team member]
a) Outline of Operations and regulations, requirements and guidance
material applicable to the intended operation:
i. .[expand and detail as necessary]
ii. . [expand and detail as necessary]
iii. . [expand and detail as necessary]
iv. . [expand and detail as necessary]
v. . [expand and detail as necessary]
vi. . [expand and detail as necessary]

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

and required contents:
i. Show and explain form samples

 [list all required forms]

 Explain how to fill each form

ii. Schedule of events

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iii. Initial compliance statement
iv. Etc.
c) Identification of non-applicable OPS regulatory provisions based on the
POPS information
i. . [expand and detail as necessary]
ii. . [expand and detail as necessary]
iii. . [expand and detail as necessary]
iv. . [expand and detail as necessary]
v. . [expand and detail as necessary]
vi. . [expand and detail as necessary]
vii. . [expand and detail as necessary]
5. Outline of applicable AIR regulation and guidance material presented by [insert CAAN
certification team member]
a) Listing of applicable AIR regulation, requirements and guidance
material
i. . [expand and detail as necessary]
ii. . [expand and detail as necessary]
iii. . [expand and detail as necessary]
iv. . [expand and detail as necessary]
b) Explanation of airworthiness forms to be used outlining intended use
and required contents
i. Show and explain form samples
 List all required forms
 Explain how to fill each form
ii. Schedule of events
iii. Initial compliance statement
iv. Etc.
c) Identification of non-applicable AIR regulatory provisions based on the
POPS information
i. . [expand and detail as necessary]
ii. . [expand and detail as necessary]
iii. . [expand and detail as necessary]

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iv. . [expand and detail as necessary]
v. . [expand and detail as necessary]
vi. . [expand and detail as necessary]
6. Outline of applicable cabin safety regulation and guidance material presented by [insert
CAAN certification team member name]
a) Listing of applicable cabin safety regulation, requirements and guidance
material
i. . [expand and detail as necessary]
ii. . [expand and detail as necessary]
iii. . [expand and detail as necessary]
iv. . [expand and detail as necessary]
b) Explanation of cabin safety forms to be used outlining intended use and
required contents
i. Show and explain form samples
 List all required forms
 Explain how to fill each form
ii. Schedule of events
iii. Initial compliance statement
iv. Etc.
c) Identification of non-applicable cabin safety regulatory provisions based
on the POPS information
i. . [expand and detail as necessary]
ii. . [expand and detail as necessary]
iii. . [expand and detail as necessary]
iv. . [expand and detail as necessary]
v. . [expand and detail as necessary]
vi. . [expand and detail as necessary]

7. Outline of applicable dangerous goods regulation and guidance material presented by

[insert CAAN certification team member name]
a) Listing of applicable dangerous goods regulation, requirements and
guidance material

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i. . [expand and detail as necessary]
ii. . [expand and detail as necessary]
iii. . [expand and detail as necessary]
iv. . [expand and detail as necessary]
b) Explanation of dangerous goods forms to be used outlining intended use
and required contents
i. Show and explain form samples

 List all required forms

 Explain how to fill each form

ii. Schedule of events
iii. Initial compliance statement
iv. Etc.
c) Identification of non-applicable dangerous goods regulatory provisions
based on the POPS information
i. . [expand and detail as necessary]
ii. . [expand and detail as necessary]
iii. . [expand and detail as necessary]
iv. . [expand and detail as necessary]
v. . [expand and detail as necessary]
vi. . [expand and detail as necessary]

Detailed explanation of the formal application preparation and submission

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

 Format of application

 Content of formal application

ii. Nominated post holders

 Format content of nomination

 Required supporting documents

a) Licences
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b) Certificates
c) CV
d) Etc.
iii. Schedule of events

 Intended use

 Format

 Required contents
a) When is training planned (not earlier than 30 days
after submitting a complete Operations Manual Part
D)
b) When will the facilities be available for inspection
c) When will aircraft be available for inspection and
procedure demonstration
d) When will aircraft be available for demonstration
flights
e) Other details and elements agreed with CAAN
iv. Other specific elements as applicable
b) Required Airworthiness forms and supporting documentation presented
by [insert CAAN certification team member name]

i. . [expand and detail as necessary]

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

9. Operations Manual and other required guidance and procedure manuals or documents
to be submitted as part of the formal application presented by [insert CAAN certification
team member name]
i. General outline of Operations manual Part A structure and
contents with the possible adjoining manuals such as:

 Mass and balance control manual

 Ground handling manual

 Dispatch manual

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 Dangerous goods handling manual
ii. General outline of Operations manual Part B structure and
contents with the possible adjoining manuals such as:

 MEL

 AOM / FCOM

 QRH

 SOP

 Cabin crew manual

iii. General outline of Operations manual Part C structure and
contents with the possible adjoining manuals such as:

 Routes charts

 Aerodromes charts

 Instrument approach charts

 Runway analysis charts

 Etc.
iv. General outline of Operations manual Part D structure and
contents with the possible adjoining manuals such as:

 Training program
a) Flight crew
b) Cabin crew
c) Flight operations officers /dispatchers
d) Training centres to be used
e) Instructor qualifications
v. General outline of other required manuals such as:

 Safety Management Manual

 Quality Management Manual

 Security Manual

 Etc.

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10. Airworthiness documents and Maintenance Manuals presented by [insert CAAN
certification team member name]
i. Maintenance control manual
i. . [expand and detail as necessary]
ii. . [expand and detail as necessary]
iii. . [expand and detail as necessary]
iv. Etc.
ii. Maintenance program
i. . [expand and detail as necessary]
ii. . [expand and detail as necessary]
iii. . [expand and detail as necessary]
iv. Etc.
11. Specific OPS elements absolutely essential for having a formal application accepted by
CAAN presented by [insert CAAN certification team member name]:
1) Operations Manual Part A with a complete structure and at least
containing all administrative and organizational and aspects
2) Nomination of post holders with required supporting
documentation meeting the requirements with supporting
documentation
3) Operations Manual Part D
4) Schedule of events
5) Initial compliance statement
12. Specific AIR elements absolutely essential for having a formal application accepted by
CAAN presented by [insert CAAN certification team member name]:
1) . [expand and detail as necessary]
2) . [expand and detail as necessary]
3) . [expand and detail as necessary]
4) [expand and detail as necessary]
5) Etc.
13. Formal application review for acceptability by CAAN. Presented by [insert CAAN
certification team member name]
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The formal application and submitted documentation will be reviewed to ensure that:
i. All forms previously discussed submitted and adequately completed
ii. All required supporting documentation submitted and complete
iii. Letter of nomination for each post holder are submitted with complete required
supporting documentation (Id, CV and evidence of qualification)
iv. All submitted manuals structure and content meet the requirements
v. The initial compliance statement contains all required information
vi. The schedule of events covers all the essential points mentioned earlier and
whatever is intended to be submitted at a later date.
14. Other business
Address any remaining topic, unanswered question or item added as other business
throughout the meeting
i. [expand and detail as necessary]
ii. [expand and detail as necessary]
iii. [expand and detail as necessary]
iv. Etc.
15. Meeting closing by CAAN official [insert CAAN official name]
a) Confirm the respective CAAN and applicant contact focal point
coordinates;
b) Reiterate the application processing time indicating that any response
delay from the applicant would be added to the processing time;
c) Thank all participants
d) Outline availability of team members to answer any question and to
provide advice as required.

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APPENDIX 26
Procedure for the review and acceptance of a formal AOC application
FOD-PROCEDURE-[AOC-PROC-02]
PURPOSE:
Ensure the applicant’s formal application is acceptable.
NOTE1:| During initial certification this is an assessment on determining whether the applicant is
able to meet the requirements of the AOCR as mentioned under ‘Formal Application Phase.
NOTE2: During the AOC amendment application such as addition of new aircraft type or special
operation use only the applicable elements related to manual amendments, training program and
schedule of events. There might be cases where new or replacement of post holder might be
required.
CIRCUMSTANCES OF USE:
During initial certification when an applicant submits a formal application
REFERENCE CRITERIA:
AOCR Chapter 3
AOCI Manual, (Volume I, Chapter 5)
AOC Guidance Material, Chapter 3
COORDINATION:
OPS; AIR; PEL; DG; CC; AVSEC
TASK TO PERFORM:
Review the documents submitted with the application.
For initial certification, the entire certification team (OPS; AIR; PEL; DG; CC) will review the formal
application package. The certification team will, based on the applicable criteria, verify that the
applicant has submitted all required documents and certificates as mentioned in the Formal
Application Phase Job Aid AOC-002;
 At minimum, the following documents must be submitted:
o First chapter of the Operations Manual, Part A depicting the management
structure and the post holders responsibilities;
o The letter of nomination of all post holders
o The CV of each individual post holder
o A schedule of events indicating:
 When the remaining manuals or parts thereof will be submitted;
 The date at which the facilities will be available for inspection;
 The date at which each aircraft will be available for inspection;
 The date at which aircraft will be available for demonstration;
 The date when the flight crew training will begin;
 The date at which the maintenance crew training will begin; and
 The date when the cabin crew training will begin.

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o If the training is planned to begin within less than ninety (90) days of the formal
application date, the Operations Manual Part D; and
o The initial statement of compliance covering the manuals submitted with the
formal application.
1. The certification team will review the proposed organizational structure and the
nominated post holders qualifications and verify:
a. Individual post holder CV against the qualification and experience requirements
to verify that each nominated post holder meets can be accepted to occupy the
nominated post (Use the post holder acceptance procedure);
b. That the organizational chart reflects the nominated posts and post holders and
that the hierarchic links comply with the requirements;
c. That the nominated post holder responsibilities are outlined the Manual.
2. The certification team will perform a summary review of the submitted manuals and
verify that each manual:
a. Is properly identified;
b. Is structured in accordance with the requirements
c. Has a foreword or introduction;
d. Has a table of contents;
e. Provides a record of amendment page;
f. Provides a list of effective pages;
g. Provides amendment instructions;
h. Provides interpretation of abbreviations and symbols;
i. Provides definitions and abbreviations;
3. The certification team will note any identified discrepancy and decide whether the
application can be accepted as submitted or not.
4. If the application is rejected, a letter indication the reasons substantiating the non-
acceptability of the application will be prepared.
5. A meeting with the applicant will be held to explain the decision and the corrections to
be made for the application to be considered acceptable. The letter mentioned in 5 above
can be handed out at the end of the meeting.
6. If the application is considered acceptable, a meeting will be held with the applicant to
confirm the acceptability of the formal application, to explain the next steps to be taken
and to revise and agree on the proposed schedule of events.

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ATTACHMENT A to Appendix 26
Verification checklist for the review and ACCEPTANCE of a formal AOC application
FOD-CHECKLIST [FOD-FORM-CL-209]
Date: __________________
Applicant / Air Operator: __________________________________ File No.: _____________
[Insert object of verification]: _______________________
[Insert additional information as required]: _______________________________
No. Requirement S U N/A Observations remarks
1 Management structure ☐ ☐ ☐
2 Post holders responsibilities ☐ ☐ ☐
3 Post holders nomination letters ☐ ☐ ☐
4 Post holder CV ☐ ☐ ☐
5 Schedule of events ☐ ☐ ☐
6 Training program (Part D) ☐ ☐ ☐
Each submitted manual satisfies the 9
7 ☐ ☐ ☐
verification points
Inspector comments:

Recommendation:

Inspector Signature: FOD Signature:

Date: Date:

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APPENDIX 27
Procedure for the verification of Operations Manual Part A
FOD Procedure [AOC-PROC-03]
PURPOSE:
Ensure manual compliance with regulatory requirements and manual consistency and clarity
CIRCUMSTANCES OF USE:
During initial certification phase III, manual verification; and
Whenever reviewing an amendment to an Operations Manual Part A.
REFERENCE CRITERIA:
Civil Aviation Regulation 2058 (2002)
Air Operator Certificate Requirement (AOCR Appendix X when approved)
Flight Operations Requirements (FOR) (FOR Appendix 1)
Air Operator Certificate Inspector Manual (AOCI)
Air Operator Certificate Guidance Material (AOC GM)
LEAD INSPECTOR
Flight operations inspector
COORDINATION:
Specific chapters of the manual will require coordination with Airworthiness, AVSEC, Cabin
Safety, Dangerous Goods, and the authorized CAAN Medical Officer.
TOOLS TO USE
AOCI Manual, Volume II, Chapter 1 paragraphs 1.2, 1.3 and 1.4.1
AOCI Manual Volume II, Attachment A, Operation Manual Inspection Checklist
A copy of AOCR Appendix X (OM Part A) to be used as a checklist.
Sticky paper notes to flag identified need for correction
Manual evaluation from (preferably soft copy with computer)
Paper to note parallel comments and findings
TASK TO PERFORM:
Use a printed copy of the Appendix as a detailed checklist while performing the task. Read each
paragraph of the manual to:
 Compare the paragraph read with all applicable requirements
 Compare paragraph and requirements with the content of FOR Appendix 1 (AOCR Appendix
X when approved) and note any discrepancy on a separate piece of paper;
o Ensure all required aspects are addressed;
o Ensure that the text is clear and sufficiently detailed to provide guidance, is logical and
consistent with other paragraphs or manuals and complies with the applicable regulatory
requirements;
 Identify any inconsistency deficiency or non-compliance between the manual and the
requirements;
 Flag the paragraph in the Manual with a sequentially numbered sticky note;
 Note your observation on the Manual Evaluation Form in a manner sufficiently clear for the
operator to understand the issue and the expected correction;

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 Once an applicable topic identified in the FOR Appendix 1 (AOCR Appendix X when approved)
has been reviewed, annotate your copy of the Appendix with your remarks;
 Note flagged discrepancies, on the Manual Evaluation form as they are identified;
 Once a chapter of the manual has been completed, indicate the overall assessment of the
chapter subject on the attached checklist [insert check list number]. A single point in the
chapter being flagged would justifies an unsatisfactory assessment.
Note - Use Appendix 28 FSSD Manual Evaluation Form to note discrepancies when evaluating
Manuals/Documents.

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ATTACHMENT A to Appendix 27
Operations Manual Part A Verification checklist
FOD-CHECKLIST [FOD-FORM-CL-210]

Date: __________________
Applicant / Air Operator: __________________________________ File No.: _____________
Operations Manual Part A: _______________________
Subordinate Manual _________________________________
NOTE: This checklist reflects the draft Operations Manual Part A content provided in the revised Appendix X to the
AOCR or the FOR. Therefore, the inspector should be careful in using the checklist as some of the items are not
reflected in the current FOR Appendix 1.
No. Requirement S U N/A Observations remarks
1 Format and presentation ☐ ☐ ☐
2 Structure of the manual ☐ ☐ ☐
3 Introduction to the manual ☐ ☐ ☐
4 Amendments, distribution and control ☐ ☐ ☐
5 Flight Safety Document System ☐ ☐ ☐
6 Authorized operations ☐ ☐ ☐
7 Organizational structure ☐ ☐ ☐
8 Nominated post holders ☐ ☐ ☐
Responsibilities and duties of operations
9 ☐ ☐ ☐
management personnel
Authority, duties and responsibilities of the
10 ☐ ☐ ☐
commander
11 Supervision of the operation by the operator ☐ ☐ ☐
System of promulgation of additional
12 ☐ ☐ ☐
operational instructions and information
13 Operational control. ☐ ☐ ☐
14 Powers of the Authority. ☐ ☐ ☐
15 Crew qualification requirements ☐ ☐ ☐
16 Quality System ☐ ☐ ☐
17 Crew Composition ☐ ☐ ☐
18 Qualification requirements ☐ ☐ ☐
19 Crew health precautions ☐ ☐ ☐
20 Flight preparation ☐ ☐ ☐
21 Ground handling instructions ☐ ☐ ☐
22 Flight procedures ☐ ☐ ☐
23 All weather operations ☐ ☐ ☐
24 EDTO (ETOPS) ☐ ☐ ☐
25 Use of MEL and CDL ☐ ☐ ☐
26 Non-revenue flights ☐ ☐ ☐
27 Oxygen requirements ☐ ☐ ☐
28 Flight and duty times ☐ ☐ ☐
29 Dangerous Goods and weapons ☐ ☐ ☐
30 Security ☐ ☐ ☐
31 Occurrence reporting ☐ ☐ ☐
32 Rules of the air ☐ ☐ ☐
33 Safety Management System ☐ ☐ ☐

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Inspector comments:

Recommendation:

Inspector Signature: FOD Signature:

Date: Date:

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APPENDIX 28
FSSD MANUAL EVALUATION FORM

FSSD Form [FOD-FORM-CL-211]

Name of operator / AMO / ATO: ___________________________________________________________ File number: __________________

Manual verified: _______________________________________________________Evaluation from: __________________to ______________

Inspectors: __________________________________________________________________________________________________________________

MANUAL EVALUATION FORM

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

01

02

03

04

05

06

Insert additional rows as necessary

GENERAL OBSERVATIONS AND CONCLUSIONS

Verification of corrections
Initial review of the manual Signature of inspectors:
Signature of inspect

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APPENDIX 29
Procedure for the approval / acceptance of air operator manuals
FOD-procedure [AOC-PROC-04]
PURPOSE:
To notify an air operator that a manual or a manual amendment has been approved and provide
guidance on how to proceed to complete the approval process before the approved manual or
amendment is distributed.
CIRCUMSTANCES OF USE:
When notifying an operator of the approval of one of his developed manual or manual
amendment.
CRITERIA:
N/A
COORDINATION:
N/A
TASK TO PERFORM:
Prepare a letter using the letter template to inform the operator that the manual is considered
satisfactory and is being approved as of ............[date of the letter].
Use one letter for each manual or for each amendment.
Use only the paragraph applicable to the approved document either an amendment or a manual
and delete the bold and italic notes and the non-relevant paragraph from the form letter.
When the manual or manual amendment contains provisions requiring specific approval, use the
specific approval paragraph identifying the specifically approved provision.
If there is no specific provision requiring approval delete the paragraph from the letter.
In case of accepted manuals or manual amendments, use the guidance provided above and
simply replace the words approval / approved by the words acceptance / accepted.

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ATTACHMENT A to Appendix 29
Sample FOD Form Letter [Insert form letter identification number]

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

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

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

[Authorized person signature block]

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APPENDIX 30
Procedure for the verification of an SMS manual
FOD-PROCEDURE [AOC-PROC-05]
PURPOSE:
To verify and accept an air operator SMS manual
NOTE: it may be appropriate for an operator to submit a safety manual which will be growing to
full completion as the SMS plan is implemented.
The manual content reflecting the implemented elements and components of the SMS should be
quite detailed. It might therefore be appropriate to initially only have sketchy information
covering the yet to be implemented components as outlined in the implementation plan.
Therefore, verification of the manual might require several reviews to be conducted throughout
the growth of the manual

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

REFERENCE CRITERIA:
FOR;
SMS Requirements
AOCI;
ICAO SMM (Doc 9859)
NCAR Part-145 and NCAR Part-M

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

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

Verify whether the manual contains:

 An appropriate safety policy endorsed by the Accountable Manager;
 A safety management structure commensurate to the operation, including:
o A Safety Committee or a Safety Action Group involving operational managers;
o A review board or equivalent;
 Assigned safety responsibilities to individual managers ;
 Details of safety communication processes and procedures;
 Details of safety training programme for personnel commensurate to their safety
responsibilities;

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 A description on how the SMS is coordinated with the emergency response plan;
 A description of the documentation process and record keeping, including archiving and
the progressive development of the Safety Management Manual;
 A description of how the incident and occurrence reporting systems works;
 A description of the incident and occurrence investigation and analysis process;
 A description of how the voluntary hazard reporting systems works;
 A description of the safety risk management procedure, including risk analysis and
assessment criteria;
 Risk mitigation development process;
 A description of how effectiveness of risk mitigation measures is monitored;
 A description of how ineffective mitigation measures are corrected;
 A description of how the confidential reporting systems works;
 A description of the report followed up and feedback process in relation to each
established reporting system;
 A description of the safety data collection system,
 A description of safety data processing and analysis system, including how high
consequences outcomes are addressed;
 A description of the process to identify measurable high consequence Safety Performance
Indicators (SPI) appropriate to the operation;
 A description of the identified high consequence SPIs;
 A description of the high consequence SPI targets and associated alerts;
 A description of the management of change procedure, including the associated risk
analysis;
 A description of the established internal quality audit programme;
 A description of the established external quality audit programme;
 A description of the disciplinary policy and procedures with a clear distinction between
unintentional errors or mistakes and deliberate or gross violations;
 A description of the process to amalgamate hazards identified from occurrence
investigation reports with those identified from the voluntary hazard reporting system;
 A description of how hazard identification and risk management procedures of the
subcontractor’s or customer’s SMS where applicable are integrated in the operator SMS;
 A description of safety data processing system of low consequences events;
 A description of the process to identify measurable low consequence Safety Performance
Indicators (SPI) appropriate to the operation;
 A description of the identified low consequence SPIs;
 A description of the low consequence SPI targets and associated alerts;
 A description of the SMS audit program (or how they are integrated with existing internal
and external audit program);
 A description of other operational SMS review/survey program where appropriate;
 A description of how safety information is shared and exchanged internally;
 A description of how safety information is shared and exchanged externally; and

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 A description of the process to to review and analyse hazards/threats information
received from relevant external sources and reports;
As the review is performed, complete the FOD-CHECKLIST [FOD-FORM-CL-212] with the
appropriate verification results.
Inform the applicant or the operator of the elements to be either completed or added if any are
missing.
When the manual is deemed complete and adequate in light of the implementation plan, inform
the operator of the acceptance or partial acceptance of the manual.

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ATTACHMENT A to Appendix 30
Verification checklist for an SMS manual
FOD-CHECKLIST [FOD-FORM-CL-212]
Date: __________________
Applicant / Air Operator: __________________________________ File No.: _____________
[Insert object of verification]: _______________________
[Insert additional information as required]: _______________________________
No. Requirement S U N/A Observations remarks
1 Manual structure
2 Safety Policy
3 Safety Management Structure
4 safety responsibilities
5 safety communication processes
6 Safety Training Program
7 Coordination with the Emergency Response Plan
8 Safety Management Documentation process
9 incident and occurrence reporting systems
10 incident and occurrence investigation and analysis
11 Voluntary Hazard Reporting Systems
12 Safety Risk Management procedure
13 risk mitigation development
14 risk mitigation measures monitoring
15 ineffective mitigation measures correction process
16 Confidential Reporting Systems
17 report followed up and feedback process
18 Safety Data Collection System
19 safety data processing and analysis system
20 Identification of high consequence (SPI)
21 description of the identified high consequence SPI
description of the high consequence SPI targets
22
and associated alerts
23 management of change procedure
24 internal quality audit program
25 external quality audit program
26 disciplinary policy and procedures
Amalgamation of identified hazards from
27
investigation reports and reporting system
hazard identification and risk management
28 procedures of the subcontractor’s or customer’s
SMS
safety data processing system of low
29
consequences events
30 Identification of low consequence SPI
31 identified low consequence SPI
32 description of the SMS audit program
description of other operational SMS
33
review/survey program
description of internal safety information sharing
34
and exchange
description of external safety information sharing
35
and exchange

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description of the hazards/threats review
36 information received from relevant external
sources

Inspector comments:

Recommendation:

Inspector Signature: FOD Signature:

Date: Date:

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APPENDIX 31
Procedure for the verification of an SMS implementation plan
FOD-PROCEDURE [AOC-PROC-06]

PURPOSE:
To verify and accept an air operator SMS implementation plan.
CIRCUMSTANCES OF USE:
Whenever an air operator or AOC applicant prepares and submits an SMS implementation plan
REFERENCE CRITERIA:
FOR;
SMS Requirements
AOCI;
ICAO SMM (Doc 9859)
COORDINATION:
Flight operations SMS inspector with SSP Division, as appropriate.
TASK TO PERFORM:
Verify whether the operator has performed a GAP analysis to identify elements already in place
which can be used and those missing or requiring adaptation;
Verify that the GAP analysis has considered all the the points outlined in the SMS requirements
and Chapter 5, Appendix 7 of the ICAO Safety Management Manual (Doc. 9859);
Verify to proposed implantation plan to determine whether:
 The Accountable Manager has approved the plan;
 The plan addresses all identified GAPs;
 SMS implementation management responsibilities have been assigned;
 The plan is managed by a qualified individual;
Verify that the plan:
 Implemented with the support of adequate resources;
 Is structured in a phased approach;
 Is coordinated with external organizations where applicable;
 Involves managers having operational responsibilities;
 Assigns specific responsibilities for each task to be performed;
 Provides timelines for each task to be performed;
 Provides milestones;
 Addresses all required components and elements; and
 Can be adjusted as necessary considering the progress made.
As the review is performed, complete the FOD-CHECKLIST [FOD-FORM-CL-213] with the
appropriate verification results.
Inform the applicant or the operator of the elements to be either completed or added if any are
missing. When the plan is deemed complete and adequate, inform the operator of the
acceptance of the plan.

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ATTACHMENT A to Appendix 31
Verification checklist for an SMS Implementation Plan
FOD-CHECKLIST [FOD-FORM-CL-213]
Date: __________________
Applicant / Air Operator: __________________________________ File No.: _____________
[Insert object of verification]: _______________________
[Insert additional information as required]: _______________________________
No. REQUIREMENT S U N/A OBSERVATIONS / REMARKS
1 GAP analysis performed ☐ ☐ ☐
2 Accountable manager approval ☐ ☐ ☐
3 All identified GAPs addressed ☐ ☐ ☐
Implementation management
4 ☐ ☐ ☐
responsibilities
5 Qualified implementation manager ☐ ☐ ☐
6 Phased approach structure ☐ ☐ ☐
7 External coordination ☐ ☐ ☐
8 Operational managers involvement ☐ ☐ ☐
9 Task responsibilities assigned ☐ ☐ ☐
10 Task timelines ☐ ☐ ☐
11 Milestones ☐ ☐ ☐
12 All components and elements included ☐ ☐ ☐
13 Plan adjustment possibilities ☐ ☐ ☐
Inspector comments:

Recommendation:

Inspector Signature: FOD Signature:

Date: Date:

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APPENDIX 32
Procedure for the verification and approval of a Minimum Equipment List
FOD Procedure [AOC-PROC-07]
PURPOSE:
Perform a joint airworthiness and flight operation review of an MEL to ensure all requirements
are met before granting approval
CIRCUMSTANCES OF USE:
When an operator submits an MEL for approval
When the operator submits a revision to the MEL
REFERENCE CRITERIA:
Master MEL (MMEL) issued by the type certificate holder, at the latest approved revision
AOCR
FOR
NCAR Chapter E.8
Air operator approved Operations Specifications
Aircraft file with installed equipment and configuration information
COORDINATION:
Flight operations and airworthiness
TOOLS
MEL review Check list
Note pad
Stickers
TASK TO PERFORM:
NOTE: The flight operations and the airworthiness inspector will review the MEL independently
after which they will perform a joint review and establish a report. Each inspector will make use
of the checklist which will be the basis for the review report.
Obtain a copy of the latest MMEL revision;
Verify that the below elements are identical to that of the MMEL:
 MMEL date and revision number used for the development of the MEL;
 Table of contents;
 Definitions & abbreviations;
(Pay particular attention to repair interval categories)
 Preamble.

Proceed line by line to verify:

 That the ATA numbers match those of the MMEL;
 That the nomenclature description is the same as in MMEL;
 That the number installed matches both the MMEL and is reflecting the aircraft
configuration;
Verify that number required for dispatch is not less restrictive than that of the MMEL;
For any item indicated “as required by regulations” in the MMEL, verify that the operator has
indicated the number required by the AOCR, the FOR, the NCAR or other applicable regulation.
(This could influence the number installed and the number required).
Verify the repair interval category are no less restrictive that those of the MMEL
Verify the remarks column

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 Special conditions
o As required by regulations (See above);
o Combination of defects;
o Etc.
 “O” procedures
o As in MMEL if there is one;
o In accordance with the authorized Operations Specifications requirements;
o In accordance with the operator applicable approved procedures;
 “M” procedures
o As required in MMEL if a procedure is specified;
o Reflects the approved operator specific maintenance procedures for the intended
operation;

Verify that the MEL does not contain elements not covered in the MMEL
Verify the LEP is complete and accurate after all other elements have been assessed as
satisfactory

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ATTACHMENT A to Appendix 32
MEL Verification checklist [Insert object of verification]
FOD –Checklist [FOD-FORM-CL-214]
Date: __________________
Air Operator: __________________________________ File No.: _____________
MEL of Type Aircraft: _______________________
No. Requirement S U Observations remarks
MEL revision status matches the latest MMEL
1 ☐ ☐
revision
2 MEL preamble matches that of the MMEL ☐ ☐
3 Table of contents matches that of the MMEL ☐ ☐
Definitions & abbreviations match that of the
4 ☐ ☐
MMEL
5 ATA numbers match those of the MMEL ☐ ☐
The nomenclature description is the same as
6 ☐ ☐
in MMEL
The number installed matches the MMEL
7 ☐ ☐
and aircraft
the number required is not less restrictive
8 ☐ ☐
than MMEL
Repair interval category are no less
9 ☐ ☐
restrictive than MMEL
10 Special conditions ☐ ☐

11 “O” procedures ☐ ☐

12 LEP ☐ ☐

FOD Signature:
Date:

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APPENDIX 33
Procedure for the ACCEPTANCE of a Special Operation authorization application (Operations
Specification)
FOD-PROCEDURE [AOC-PROC-08]
PURPOSE:
To determine the acceptability of a new application for an operations specification.
CIRCUMSTANCES OF USE:
Whenever an air operator submits an application to add an operation specification to the AOC
REFERENCE CRITERIA:
FOR, NCAR
COORDINATION:
The application will be jointly reviewed by Flight operations and Airworthiness inspectors
TASK TO PERFORM:
Verify the application package to ensure that it contains:
 Evidence of the aircraft capability as indicated in the aircraft certification documents and
aircraft manuals;
 Amendment proposals relevant parts of the CAMO exposition manual and Maintenance
programme appropriate to support the intended additional operation;
 The maintenance technician training programme, if applicable;
 Amendment proposals relevant parts of the operations manual for the addition of
appropriate operating procedures;
 The flight crew training programme, if applicable;
 Amendment proposal to the dispatch procedures, if applicable;
 Amendment proposal to the flight dispatcher training programme, if applicable; and
 Flight Operation Safety Assessment (FOSA) if applicable.
If one or more required elements has not been submitted, FSSD will, in writing, inform the
applicant that (1) the submitted package is incomplete and (2) cannot be processed until the
complete application package is submitted;

If the package is complete, FSSD will acknowledge reception of the package in writing indicating
that the application has been accepted and will be processed;

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ATTACHMENT A to Appendix 33
Verification checklist for the ACCEPTANCE of a Special Operation authorization application
(Operations Specification)
FOD-CHECKLIST [FOD-FORM-CL-215]
Date: __________________
Applicant / Air Operator: __________________________________ File No: _____________
Insert additional information as required]: _______________________________
No. Requirement S U N/A Observations remarks
1 Aircraft capability ☐ ☐ ☐
2 CAME ☐ ☐ ☐
3 Maintenance program ☐ ☐ ☐
4 Maintenance technician training program ☐ ☐ ☐
5 OM amendment ☐ ☐ ☐
6 Flight crew training program ☐ ☐ ☐
7 Dispatch procedures ☐ ☐ ☐
8 Dispatch training program ☐ ☐ ☐
9 Flight Operation Safety Assessment ☐ ☐ ☐
Inspector comments:

Recommendation:

Inspector Signature: FOD Signature:

Date: Date:

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APPENDIX 34
Procedure for the verification and APPROVAL of special operation authorization application
(Operations Specifications)
FOD-PROCEDURE [AOC-PROC-09]
PURPOSE:
To assess whether the applicant has satisfied all the requirements applicable to the OPS SPEC
applied for.
NOTE: This is a general procedure and there might be cases where the applicable requirements
outline additional elements not covered in this procedure. In such a case, inspectors are
responsible to verify those additional elements and to report them manually in the associated
checklist.
CIRCUMSTANCES OF USE:
Whenever an air operator submits an application to add an operation specification to the AOC.
REFERENCE CRITERIA:
FOR
NCAR
COORDINATION:
Flight operations and Airworthiness
TASK TO PERFORM:
Verify each document submitted by the operator against the applicable regulation or
requirement to ensure compliance with all applicable requirements.
The verification will be performed for each of the following documents according to their
applicability in relation to the authorization sought:
 Aircraft capability evidence;
 CAME manual amendment;
 Maintenance program amendment;
 Maintenance technician training programme;
 Operations Manual Part A amendment;
 Operations Manual Part B amendment
 MEL amendment
 Operations Manual Part C amendment;
 Operations Manual Part D amendment;
 Dispatch Manual or procedures amendment;
 Dispatcher training program;
 Flight Operation Safety Assessment, etc.;
 When there is a specific procedure to verify a document or a procedure, the specific
procedure shall be used to assess that document or procedure and the assessment results
indicated on the corresponding check list.
 The assessment results recorded on specific checklists shall be summarized in the
appropriate field of the checklist [FOD-FORM-CL-216] associated with this procedure.
 Special operation (Operation specification) approval

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 While some of the submitted elements might be deemed satisfactory and other not, FSSD
will not issue independent approval of such individual package elements. An approval will
be granted only when all elements have been deemed satisfactory.
 However, in the case of training programmes, FSSD could issue a provisional approval of
individual training programme allowing for the training to take place. Training programme
approval may be conditional to satisfactory monitoring report but in any case should be
included with the OP SPEC approval.
 The approval of the request will be all inclusive and granted only when all requirements
are complied with and after a satisfactory assessment of all applicable elements;
 The approval will be granted through a letter indicating specific approval of each required
element with the attached amended AOC operations specification document.

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ATTACHMENT A to Appendix 34
Verification checklist APPROVAL of special operation authorization application (Operations
Specifications)
FOD-CHECKLIST [FOD-FORM-CL-216]
Date: __________________
Applicant / Air Operator: __________________________________ File No: _____________
[Insert additional information as required]: _______________________________
No. Requirement S U N/A Observations remarks
1 Aircraft capability ☐ ☐ ☐
2 CAME manual amendment ☐ ☐ ☐
3 Maintenance program amendment; ☐ ☐ ☐
4 Maintenance technician training program ☐ ☐ ☐
5 Operations Manual Part A amendment; ☐ ☐ ☐
6 Operations Manual Part B amendment ☐ ☐ ☐
7 MEL amendment ☐ ☐ ☐
8 Operations Manual Part C amendment; ☐ ☐ ☐
9 Operations Manual Part D amendment; ☐ ☐ ☐
10 Dispatch Manual or procedures amendment ☐ ☐ ☐
11 Dispatcher training program; ☐ ☐ ☐
12 Flight Operation Safety Assessment; ☐ ☐ ☐
Inspector’s Comments:

Recommendations:

Inspector Signature: FOD Signature:

Date: Date:

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APPENDIX 35
Procedure for the conduct of a multi-disciplinary flight inspection
FSSD-Procedure [AOC-PROC-10]
PURPOSE:
To prepare for a multi-disciplinary flight inspection
CIRCUMSTANCES OF USE:
Whenever an air operator is required to perform a demonstration or proving flight or when an operator
will conduct an initial flight to a new destination.
REFERENCE CRITERIA:
AOCR
FOR
DGR
AOCI
CCTM
COORDINATION:
Flight operations (FOI), airworthiness (AI), cabin safety (CSI), Ground handling (GHI) and Dangerous
Goods (DGI) inspectors as appropriate
TASKS TO PERFORM:
INSPECTION PREPARATION
a) The air operator POI and the FOD Manager will
 Identify the nature of the flight;
 Identify the expertise required to perform the inspection;
 Appoint the necessary inspection team; and
 Identify and assign the tasks to be performed.
b) The inspection team members, each in his or her area of expertise, will review the air operator
manuals and documents submitted with the addition of new sector application to:
 Become familiar with the operation to be inspected;
 Ensure that the necessary manual and procedure amendments, if any is required, have been
Approved or accepted as required;
 Identify and note the specific critical aspects to verify;
ACTUAL INSPECTION
OUTBOUND FLIGHT
1. Flight crew training or familiarization (FOI)
a. Verify that the assigned crew has received:
i. The required familiarization for the intended route and aerodrome;
ii. The required training in the case of a difficult aerodrome
iii. The information on who and how the following services will be provided at
destination:
1. Passenger handling
2. Aircraft servicing;
3. Line maintenance;
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4. Aircraft loading
5. Dispatch and flight planning services;
6. Load control;
2. Dispatch or Operations Control Centre (OCC) system (FOI)
a. Verify that the dispatchers have been trained and qualified to:
i. Obtain the required overflight authorizations;
ii. Adequately plan and release the intended flight;
iii. Perform appropriate flight following along the intended route.
b. Monitor dispatcher flight preparation:
i. Weather
ii. NOTAMs
iii. Contingency measures
iv. Overflight authorizations
v. MEL
vi. Fuel requirements
vii. Performance limitations
viii. Mass and balance
ix. Operational flight plan
x. ATC flight plan.
3. Monitor flight crew preparation (FOI)
a. Dispatcher briefing with review of:
i. Weather;
ii. NOTAMs;
iii. Aircraft status;
iv. Mass and balance;
v. Required fuel;
vi. Contingency plans;
vii. Performance;
viii. Facilities and services available at destination, including points of contact;
ix. Other aspects relevant to the flight.
b. Monitor flight crew review and discussion of the documents and briefing points;
4. Ground handling at departure (GHI, AI)
a. Verify that the air operator ground handling procedures are effectively implemented:
i. Inspect the area around the aircraft to determine whether markers at the wings
and tail to prevent vehicle from damaging the aircraft;

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ii. Monitor cargo/baggage loading and securing in the cargo holds (DGI as
appropriate);
iii. Monitor service vehicles approaching the aircraft (Cargo / baggage carts, catering
units, fuel bowsers /pumps, passenger buses, Etc.
iv. How vehicles are guided to prevent damage.
5. Aircraft servicing (AI)
a. Verify maintenance aircraft release (CRS) procedure, if applicable;
b. Monitor maintenance physical aircraft inspection;
c. Verify Log book entries;
d. Verify deferred maintenance action items.
6. Monitor fuelling procedures (AI, CSI, FOI)
a. Ground line to earths and bowser
i. Connect and disconnect sequence
b. Communications between aircraft and fuelling crew (Most important when passengers
are on embarking, board, or deplaning);
7. Monitor embarking passenger movement on the ramp (GHI, CSI, AI)
6) Monitor how disembarking passenger circulation on the ramp is controlled and
monitored to prevent passengers:
a) Being injured;
b) Accessing unsafe areas;
c) Getting close to the aircraft in areas other than the access stairway
8. Cabin crew Inspection (CSI)
NOTE: Use the Air operator in-flight cabin inspection checklist/report (AOCI Attachment L).
Fill the first information “block a” on the checklist on the ground after the cabin crew
briefing from the Captain; and
Although not indicated on the checklist, verify and note all cabin crew members’ identity
and licences on the back of the check list.
a. Proceed to the aircraft with the cabin crew and monitor:
i. Briefing from captain
ii. Briefing from in charge or lead cabin crew
iii. Cabin verification and preparation
iv. All equipment verification and specific questions (all aspects of the checklist
sections A and B) are to be covered before passenger boarding;
v. Catering delivery and handling in the galleys;
b. From passenger boarding, quietly observe the cabin crew performance without
interfering or making any intervention unless there is an immediate safety concern;

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NOTE: Record your observations and remarks to be discussed during the debriefing after the return
flight.
9. Flight crew inspection (FOI)
NOTE: Use the Air operator in-flight cockpit inspection checklist/report (AOCI Attachment K)
Fill the first information block and item A-1 on the checklist on the ground after the
dispatch briefing;
B-1 first 6 items can be completed while monitoring the dispatch briefing;
Aircraft documents and manuals are to be verified either when entering the flight deck or
during flight (Item A-6);
a. Proceed to the aircraft with the flight crew;
i. Monitor the flight deck preparation in accordance with operator procedures:
1. Documents
2. Safety and emergency equipment;
ii. Observe the flight crew member performing the outside aircraft inspection (walk
around) in accordance with operator procedures;
b. From the flight deck preparation and configuration (last point in B-1), monitor quietly the
flight crew performance and observe all aspects contained in the remaining parts of the
Attachment K checklist.
OTE: Record your observations and remarks to be discussed during the debriefing after the return
flight.
10. Monitor disembarking passenger movement on the ramp (GHI, CSI, AI), if applicable
7) Monitor how passenger circulation on the ramp is controlled and monitored to prevent
passengers:
a) Being injured;
b) Accessing unsafe areas;
c) Getting close to the aircraft in areas other than the access stairway
INBOUND FLIGHT
11. Ground handling at new destination (GHI, AI)
a. Verify that the air operator ground handling procedures are effectively implemented:
i. Inspect the area around the aircraft to determine whether markers at the wings
and tail to prevent vehicle from damaging the aircraft;
ii. Monitor cargo/baggage loading and securing in the cargo holds (DGI as
appropriate);
iii. Monitor service vehicles approaching the aircraft (Cargo / baggage carts, catering
units, fuel bowsers /pumps, passenger buses, Etc.
iv. How vehicles are guided to prevent damage.
12. Aircraft servicing (AI)
a. Verify maintenance aircraft inspection;

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b. Verify maintenance release procedure, if applicable;
c. Monitor maintenance physical aircraft inspection;
d. Verify Log book entries, as applicable;
e. Verify new deferred maintenance action items, if applicable.
13. Monitor fuelling procedures (AI, CSI, FOI)
a. Ground line to earths and bowser
i. Connect and disconnect sequence
ii. Communications between aircraft and fueling crew (Most important when
passengers are on embarking, board, or deplaning);

14. Dispatch and flight preparation (FOI)

a. Verify that dispatch and flight preparation are performed in accordance with the air
operator procedures and the documents submitted with the application flight
preparation and how the crew receives/obtain necessary information and briefings
concerning:
i. Weather
ii. NOTAMs
iii. MEL
iv. Fuel requirements
v. Performance limitations
vi. Mass and balance
vii. Operational flight plan
viii. ATC flight plan
ix. Other relevant aspects.
15. Cabin crew Inspection (CSI)
NOTE: Use another copy of the Air operator in-flight cabin inspection checklist/report (AOCI
Attachment L) to record your observations concerning the inbound flight.
a. Monitor catering delivery and handling in the galleys;
b. Monitor cabin cleaning (as applicable)
i. How cabin crew or other air operator staff supervise cleaning;
c. Monitor cabin check performed after passengers left the aircraft and before passengers
embark;
d. From passenger boarding, quietly the cabin crew performance without interfering or
making any intervention unless there is an immediate safety concern
NOTE: Record your observations and remarks to be discussed during the debriefing after the
flight.
16. Flight crew inspection (FOI)
NOTE: Use another copy of the Air operator in-flight cockpit inspection checklist/report (AOCI
Attachment K) from the last point in B 1.
a. Proceed to the aircraft with the flight crew;
i. Monitor the flight deck preparation in accordance with operator procedures:

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ii. Observe the flight crew member performing the outside aircraft inspection (walk
around) in accordance with operator procedures;
b. From the last point in B-1 of Attachment K, monitor quietly the flight crew performance
and observe all aspects contained in the remaining parts of the checklist.
NOTE: Record your observations and remarks to be discussed during the debriefing after the
flight.
17. Flight debriefing (FOI, AI, CSI, GHI, DGI)
a. Under the guidance of the team leader, each inspector will present the observations
made, but to address only those elements directly related to what the flight and cabin
crew could correct or change with a brief overview of the observations or findings to be
directed at the company through the report.
18. Checklist completion
a. Each team member is to provide the team leader with a copy of their respective
completed checklist.
b. The team leader will complete the checklist [FOD-FORM-CL-217] and others as
appropriate] based on the information and checklists provided by the team members.
19. Inspection report
a. Each participant will prepare an inspection report highlighting the following points:
i. Description of the tasks performed;
ii. Findings requiring corrective actions
1. For each finding, indicate, based on the finding category, a timeframe,
within which corrective actions is required to be implemented.
iii. Positive points observed; and
iv. General conclusion.
b. The inspection team leader will consolidate all inputs and prepare the all-inclusive
inspection report.
c. The consolidated inspection report will be reviewed and validated by the inspection team;
and
d. The inspection report will be sent to the operator and a copy kept in the operator file.

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ATTACHMENT A to Appendix 35
Multi-disciplinary Flight Inspection checklist
FOD-CHECKLIST [FOD-FORM-CL-217]
Date: __________________
Applicant / Air Operator: __________________________________ File No.: _____________
[Insert object of verification]: _______________ [Insert additional information as required]: _________________
N/
No. Requirement S U Observations remarks
A
OUTBOUND segment
1 Flight crew training or familiarization ☐ ☐ ☐
2 Dispatch or OCC system ☐ ☐ ☐
3 flight crew preparation ☐ ☐ ☐
4 Ground handling ☐ ☐ ☐
5 Aircraft servicing ☐ ☐ ☐
6 Fuelling procedures ☐ ☐ ☐
7 Embarking passenger movement ☐ ☐ ☐
8 Cabin inspection ☐ ☐ ☐
9 Flight deck inspection ☐ ☐ ☐
10 Disembarking passenger movement ☐ ☐ ☐
INBOUND segment
11 Dispatch or OCC system ☐ ☐ ☐
12 flight crew preparation ☐ ☐ ☐
13 Ground handling ☐ ☐ ☐
14 Aircraft servicing ☐ ☐ ☐
15 Fuelling procedures ☐ ☐ ☐
16 Embarking passenger movement ☐ ☐ ☐
17 Cabin inspection ☐ ☐ ☐
18 Flight deck inspection ☐ ☐ ☐
Team leader inspector comments:

Recommendation:

Team leader inspector Signature: FOD Signature:

Date: Date:
AWID Signature:
Date:

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APPENDIX 36
Procedure for the verification of organization Corrective Action Plan
FOD-Procedure [AOC-PROC-11]
PURPOSE
Review and determine acceptability of corrective action plan submitted by an Organization.

CIRCUMSTANCES OF USE
To be used whenever organization submits a corrective action plan to address audit or inspection
findings.

REFERENCE CRITERIA
Inspection or audit report findings
Regulatory and requirements provisions applicable to the inspection or audit report findings;

COORDINATION
Coordination with the expertise having participated in the audit or inspection. It may include
Flight operation division, cabin safety, dangerous goods, personnel licensing as appropriate to
the findings.

TASK TO PERFORM
Review each proposed corrective action against the findings;
Determine whether the proposed corrective action:
a) addresses the finding;
b) identify root causes of the identified discrepancy (Refer Guidance on root cause analysis and
corrective action process to address CAA Nepal findings of non-compliance).
c) addresses all elements of the finding
d) is sufficient to correct the identified discrepancy
If the determination related to either points a), b) or c) above is not completely satisfactory, note
the reason supporting the unsatisfactory determination. The supporting reasons will be used
when preparing the formal communication to the organization concerning the proposed
corrective action plan.
If the determinations related to points a), b), and c) are completely satisfactory, assess whether
the proposed target completion date is adequate to:
a) take short term corrective action to mitigate safety risks; and
b) have medium and/or long term implementation plan to completely address the finding.
If the proposed actions are not resolving the safety concern in a reasonable short period or if the
medium / long term appears unreasonable, note the reason supporting the unsatisfactory
assessments. The supporting reasons will be used when preparing the formal communication to
the operator concerning the proposed corrective action plan.
Once the entire corrective action plan has been reviewed, verify that all findings have been
addressed and identify remaining outstanding issues before preparing the formal letter to be
sent to the operator.
The letter should, for each proposed corrective action, indicate whether the proposed corrective
action has been determined being satisfactory or not and whether the proposed completion
target date has been considered adequate or not. In addition, for each unsatisfactory
determination and for each inadequate proposed target date, the letter should indicate the
reasons supporting the unsatisfactory determination or assessment.
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FOD Form Letter

Date: __________________

[Name and address of Accountable Manager or Operation Director]

[Applicant / Operator name]
[Applicant / Operator address]

Subject: Review of Corrective Action Plan

Dear [Sir/title/name]
While reviewing the Corrective Action you have submitted on [date], we have identified that
some of the proposed actions did not completely address the related finding or did not provide
a proper completion target date.
The missing elements or dates are outlined in the attached document with the identification and
subject of the finding allowing you to update the identified incomplete actions in a timely
manner.
You are hereby requested to submit the updated actions no later than [date]
[Usual closing formula]

[Authorized person signature block]

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ATTACHMENT C to Appendix 36
FOD corrective action plan deficiencies list form
Name of operator: ______________________________________ File number: ________________________

Audi Date___________________ Inspection Date_____________________

Corrective action plan submission date ________________________________________________________

FINDING FINDING / CORRECTIVE ACTION

Observations / Comments
NUMBER SUBJECT

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APPENDIX 37
Procedure for the addition of a new destination on the AOC
FOD-Procedure [AOC-PROC-12]
PURPOSE:
To verify that the operator has performed the necessary preparation work before conducting an
initial flight to a new destination.
CIRCUMSTANCES OF USE:
When an Air Operator applies to have a new destination added to an existing AOC
REFERENCE CRITERIA:
AOCR
AOCI
COORDINATION:
Flight operations, airworthiness, cabin safety and Ground handling inspectors.
TASK TO PERFORM:
1. Review the characteristics of the route to be flown and of the destination airport;
Review the Operations Manual Part A to determine whether the current procedures are
adequate for the new route and destination or whether there is a need to amend them;
2. If an amendment is necessary, request an amendment proposal to be submitted for
review, and review the amendment proposal to determine whether it is adequate for the
new route and destination;
3. Review the flight crew route and aerodrome familiarization or training as required by the
level of difficulty associated with the new route and destination;
4. Review the Operator Dispatch or OCC Manual to determine whether the current
procedures are adequate for the new route and destination or whether there is a need to
have the procedures amended and specific training;
5. If an amendment is necessary, request an amendment proposal to be submitted for
review, and review the amendment proposal to determine whether it is adequate for the
new route and destination;
6. Review the operator plans to address the following aspects at the new destination:
 Passenger handling;
 Security;
 Aircraft servicing;
 Line maintenance;
 Aircraft refuelling;
 Load with mass and balance control;
 Dispatch, flight planning and flight release;
7. When the operator opts for using a local service provider, obtain and review the
applicable contractual service agreement(s) the operator has entered to determine
whether all aspects of point are well covered and are consistent with the operator’s
procedures;

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8. Determine whether the operator retains the entire responsibility over the sub-contracted
tasks; and
9. Determine whether the operator quality system has established and implemented
provisions to review and ensure the conformity of the sub-contracted services provided.
10. Prepare for the conduct of a multi-disciplinary flight inspection of the inaugural flight.

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ATTACHMENT A to Appendix 37
Verification checklist [Insert object of verification]
FOS-FORM [FOD-FORM-CL-218]
Date: __________________
Applicant / Air Operator: __________________________________ File No.: _____________
[Insert object of verification]: _______________________
[Insert additional information as required]: _______________________________
NO. REQUIREMENT S U N/A OBSERVATIONS REMARKS
1 Operations Manual Part A procedures ☐ ☐ ☐
2 Operations Manual Part A amendment ☐ ☐ ☐
Dispatch / OCC Manual procedures and
3 ☐ ☐ ☐
training
Dispatch / OCC Manual Amendment
4 ☐ ☐ ☐
(procedures and training)
Sub-contract service agreement
5 ☐ ☐ ☐
(AWID/FOD)
6 Passenger Handling ☐ ☐ ☐

7 Security; ☐ ☐ ☐

8 Destination Aircraft servicing; (AWID) ☐ ☐ ☐

9 Destination Line maintenance; (AWID) ☐ ☐ ☐

10 Destination Aircraft refueling; (AWID) ☐ ☐ ☐

Destination Load with mass and balance
11 ☐ ☐ ☐
control;
Destination Dispatch, flight planning and
12 ☐ ☐ ☐
flight release;
Operator retaining responsibility
13 ☐ ☐ ☐
(AWID/FOD)
14 QA system (AWID/FOD) ☐ ☐ ☐
Inspector comments:

Recommendation:

Inspector Signature: FOD Signature:

Date: Date:
AWID Signature AWID Signature
Date: Date;

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APPENDIX 38
Procedure for the review of a method to establish Aerodrome Operating Minima
FOD-PROCEDURE [AOC-PROC-13]
PURPOSE:
Review verify and approve the methodology used by an air operator to establish aerodrome
operating minima for take-off, approach and landing.
CIRCUMSTANCES OF USE:
When performing initial verification of an air operator operations manual;
When reviewing an amendment to flight operation manual having an effect on operating minima
such as the addition of an operation specification allowing for lower minima; or
When the operator makes a change to the method of establishing Aerodrome Operating Minima.
REFERENCE CRITERIA:
FOR, section 4.8;
CAAN Manual for the Determination and Approval of the Aerodrome Operating Minima (AOM);
ICAO Manual of All-Weather Operations (Doc 9365);
ICAO PANS-OPS, Volume II, Construction of visual and instrument flight procedures (Doc 8168)
COORDINATION:
Flight operations and procedure design specialist as required.
TASK TO PERFORM:
1. Verify the intended method the operator has opted for and determine whether the
operator is:
a. Using the operating minima developed by the State of the aerodrome and
published in that State AIP appropriate for the aircraft category operated;
b. Using the operating minima developed by the State of the aerodrome and
appropriate for the aircraft category operated but published by a commercial
publisher such as Jeppesen, LIDO, or by other similar publisher; or
c. Developing his own aerodrome operating procedures and operating minima;
2. In the case of a) or b) above, verify that the air operator has indicated that the Aerodrome
Operating Minima will be those provided by the State of the aerodrome and published
either in the State of the aerodrome AIP or published by a commercial publisher such as
Jeppesen, LIDO, or other provider.
3. In the case of c), verify that the operator has described the entire process used to
establish Aerodrome Operating Minima to ensure adequate obstacle clearance during
take-off, approach and missed approach phase of flights applicable to each category of
aircraft operated;
4. With the assistance of a qualified approach procedures design expert, verify that the
method described by the operator ensures that the Aerodrome Operating Minima
provide adequate obstacle clearance.
5. Once the inspector is satisfied that the operator methodology will provide for adequate
obstacle clearance during take-off, approach and missed approach phase of flights
applicable to each category of aircraft operated, the inspector will draft a specific letter
of approval.

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APPENDIX 39
Element requiring specific approval

Applicable
Approved

Approved
Not

Not
Approval Means of
Element requiring specific approval
Date Approval
Select appropriate
one
1 The method for establishing minimum flight altitudes; Letter
The method of determining Aerodrome Operating
2 Letter
Minima;
Additional requirements for single pilot operations
3 OPS SPEC
under the instrument flight rules (IFR) at night;
4 Flight time, flight duty periods and rest periods; Letter
5 Specific extended range operations; OPS SPEC
Additional requirements for operations of single-
6 engine turbine-powered aeroplanes at night and/or in OPS SPEC
instrument meteorological conditions (IMC);
7 Aircraft-specific minimum equipment list (MEL); Letter

8 Performance-based navigation operations; OPS SPEC

9 MNPS operations; OPS SPEC

10 RVSM operations; OPS SPEC
11 LVO OPS SPEC
12 All Training Programs Letter
13 Carriage of Dangerous Goods OPS SPEC

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APPENDIX 40
Procedure for the verification and acceptance of an air operator Configuration Deviation List
CDL -AID / FOD Procedure [AOC-PROC-14]
DEFINITION:
A list established by the organization responsible for the aircraft type design, with the approval
of the State of Design, which identifies any external parts of an aircraft type that may be missing
at the commencement of a flight, and which contains, where necessary, any information on
associated operating limitations and performance correction.
PURPOSE:
Perform a joint airworthiness and flight operation review of a CDL to ensure all requirements are
met.
CIRCUMSTANCES OF USE:
When an operator submits a CDL.
When the operator submits a revision to the CDL
REFERENCE CRITERIA:
AOCR, FOR, NCAR, Aircraft type AFM, FCOM, Aircraft Manufacturer CDL; AOCI Manual Vol III
Chapter 7
COORDINATION:
Flight operations and airworthiness
TOOLS
CDL review Checklist
Note pad
Stickers
TASK TO PERFORM:
The flight operations and the airworthiness inspector will review the CDL independently;
Each inspector to verify the latest manufacturer revision of the CDL;
Each inspector will compare the operator submitted CDL with the latest revision of the
manufacturer CDL;
The content of the operator CDL needs to replicate the content of the latest manufacturer CDL
revision;

Each inspector will complete the CDL verification checklist [FOD-FORM-CL-219]

Both inspectors will jointly review the CDL and confirm each other evaluation;
Both inspectors will complete a joint verification checklist [FOD-FORM-CL-219] and submit their
recommendations;
In case of discrepancy between the operator CDL and the latest revision of the manufacturer CDL;
the inspectors will draft a letter to be sent to the operator requiring corrections

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ATTACHMENT A to Appendix 40
CDL Verification checklist
FOD / AID –Checklist [FOD-FORM-CL-219]
Date: __________________
Air Operator: __________________________________ File No.: _____________
Type of aircraft: _______________________
No. Requirement S U Observations remarks
Operator CDL is based on the latest
1 ☐ ☐
revision of the manufacturer CDL
Operator CDL format is identical to the
2
latest manufacturer CDL revision format ☐ ☐
Operator CDL content is identical to the
3 content of the latest manufacturer CDL ☐ ☐
revision
Inspector comments:

Recommendation:

Airworthiness Inspector Signature: FOD Inspector Signature:

Date: Date:

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APPENDIX 41
Procedure for the verification of Operations Manual Part B
FOD Procedure [AOC-PROC-15]
PURPOSE:
Ensure manual compliance with regulatory requirements and aircraft flight manual.
CIRCUMSTANCES OF USE:
During initial certification phase III, manual verification; and
Whenever reviewing an amendment to an aircraft flight manual requiring an amendment to
Operations Manual Part B.
REFERENCE CRITERIA:
Civil Aviation Regulation 2058 (2002)
Air Operator Certificate Requirement (AOCR Appendix X when approved)
Flight Operations Requirements (FOR) (FOR Appendix 1)
Air Operator Certificate Inspector Manual (AOCI)
Air Operator Certificate Guidance Material (AOC GM)
Aircraft manufacturer Aircraft Flight Manual AFM, Flight Crew Operating Manual (FCOM) or
similar manual relevant to the aircraft type
LEAD INSPECTOR
Flight operations inspector
COORDINATION:
Specific chapters of the manual might require coordination with Cabin Safety.
TOOLS TO USE
AOCI Manual, Volume II,
A copy of FOR Appendix 1 (AOCR Appendix X, OM Part B, when approved) to be used as a
checklist;
Aircraft manufacturer AFM;
Sticky paper notes to flag identified need for correction
FSSD Manual Evaluation Form (preferably soft copy with computer)
Paper to note parallel comments and findings
TASK TO PERFORM:
Use a printed copy of the Appendix 1 (AOCR Appendix X when approved) as a detailed checklist
while performing the task;
Verify the latest edition and revision number of the aircraft manufacturer manuals applicable to
the aircraft type;
Verify that the aircraft manufacturer documentation used as part of the manual or used to
develop the manual is up to the latest revision issued by the aircraft manufacturer;
Verify the manual structure and composition to determine whether it is in compliance with the
content of FOR Appendix 1 (AOCR Appendix X when approved);
Verify that all aspects have been addressed;
Identify any inconsistency deficiency or non-compliance between the manual and the
requirements;
Flag the page or provision of the Manual containing a discrepancy with a sequentially numbered
sticky note;
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Note your observation of any discrepancy on the FSSD Manual Evaluation Form [FOD-FORM-CL-
211] in a manner sufficiently clear for the operator to understand the issue and the expected
correction;
Annotate your copy of FOR Appendix 1 (AOCR Appendix X when approved) with your remarks;
Review the operator CDL using the CDL verification procedure and checklist [AOC-PROC-14 and
FOD-FORM-CL-219];
Record the overall results of the CDL verification on the Operations Manual Part B checklist [FOD-
FORM-CL-220];
Review the operator MEL using the MEL verification procedure and checklist [AOC-PROC-07 and
FOD-FORM-CL-214];
Record the overall results of the MEL verification on the Operations Manual Part B checklist [FOD-
FORM-CL-220];
Have the Cabin Safety inspector review the cabin crew procedures with the use of the
appropriate procedure and checklist [AOC-PROC-18 and FOD-FORM-CL-223];
Record the overall results of the cabin crew procedures manual review on the Operations Manual
Part B checklist [FOD-FORM-CL-220];
Write your overall comment and observations on the checklist; and
Draft a letter to inform the operator of the identified discrepancies requiring corrections.

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ATTACHMENT A to Appendix 41
Operation Manual Part B verification checklist
FOD-Check List [FOD-FORM-CL-220]
Date: __________________
Applicant / Air Operator: __________________________________ File No.: _____________
Operations Manual Part B: _______________________
Subordinate Manual(s) __________________________________________________________________
NOTE: This checklist reflects the draft Operations Manual Part B content provided in the revised Appendix X to the
AOCR or the FOR. Therefore, the inspector should be careful in using the checklist as some of the items are not
reflected in the current FOR Appendix 1.
No. Requirement S U N/A Observations remarks
1 Format and presentation ☐ ☐ ☐
2 Structure of the manual ☐ ☐ ☐
3 Introduction and management of the manual ☐ ☐ ☐
4 Air operator specific limitations ☐ ☐ ☐
5 General information and units of measurement ☐ ☐ ☐
6 Limitations ☐ ☐ ☐
7 Aircraft systems ☐ ☐ ☐
8 Normal procedures ☐ ☐ ☐
9 Normal, abnormal and emergency procedures ☐ ☐ ☐
10 Performances ☐ ☐ ☐
11 Flight planning ☐ ☐ ☐
12 Mass and balance ☐ ☐ ☐
13 Loading ☐ ☐ ☐
14 CDL ☐ ☐ ☐
15 MEL ☐ ☐ ☐
16 Survival and emergency equipment ☐ ☐ ☐
17 Emergency evacuation procedures ☐ ☐ ☐
18 Cabin crew procedures ☐ ☐ ☐
Inspector comment:

Recommendation:

Inspector Signature: FOD Signature:

Date: Date:

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APPENDIX 42
Procedure for the verification of Operations Manual Part C
FOD Procedure [AOC-PROC-16]

PURPOSE:
Ensure manual compliance with regulatory requirements and route and aerodrome information.
CIRCUMSTANCES OF USE:
During initial certification phase III, manual verification; and
Whenever reviewing an amendment to an aircraft flight manual requiring an amendment to
Operations Manual Part C.
REFERENCE CRITERIA:
Civil Aviation Regulation 2058 (2002)
Civil Aviation Requirements (CAR 2)
Air Operator Certificate Requirement (AOCR Appendix X when approved)
Flight Operations Requirements (FOR) (FOR Appendix 1)
Air Operator Certificate Inspector Manual (AOCI)
Air Operator Certificate Guidance Material (AOC GM)
State of the aerodrome AIP, (or other document publishing State AIP information)
Air operator manual, method to establish aerodrome and route operating minima.
LEAD INSPECTOR
Flight operations inspector
COORDINATION:
None required.
TOOLS TO USE
AOCI Manual, Volume II,
A copy of FOR Appendix 1 (AOCR Appendix X, OM Part C, when approved) to be used as a
checklist;
Sticky paper notes to flag identified need for correction
Manual evaluation from (preferably soft copy with computer)
Paper to note parallel comments and findings
TASK TO PERFORM:
Use a printed copy of the Appendix 1 (AOCR Appendix X Part C when approved) as a detailed
checklist while performing the task;
Verify the latest edition and revision number of the State of the aerodrome AIP;
Verify the manual structure and composition to determine whether it is in compliance with the
content of FOR Appendix 1 (AOCR Appendix X Part C when approved);
Verify that all aspects mentioned in the FOR Appendix 1 (AOCR Appendix X Part C when approved)
have been addressed;
Identify any inconsistency deficiency or non-compliance between the manual, the requirements
and the AIP;
Flag the page or provision of the Manual containing a discrepancy with a sequentially numbered
sticky note;

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Note your observation of any discrepancy on the FSSD Manual Evaluation form [FOD-FORM-CL-
211] in a manner sufficiently clear for the operator to understand the issue and the expected
correction;
Annotate your copy of FOR Appendix 1 (AOCR Appendix X Part C when approved) with your
remarks;
Record the overall results of the cabin crew procedures manual review on the Operations Manual
Part C checklist [FOD-FORM-CL-221];
Write your overall comment and observations on the checklist; and
Draft a letter to inform the operator of the identified discrepancies requiring corrections.

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ATTACHMENT A to Appendix 42
Operation Manual Part C verification checklist
FOD-Check List [FOD-FORM-CL-221]
Date: __________________
Applicant / Air Operator: __________________________________ File No.: _____________
Operations Manual Part C: _______________________
Subordinate Manual(s) used: _____ [such as Jeppesen, Lido,Etc.]__________________________________
NOTE: This checklist reflects the draft Operations Manual Part C content provided in the revised Appendix X to the
AOCR or the FOR. Therefore, the inspector should be careful in using the checklist as some of the items are not
reflected in the current FOR Appendix 1.
No. Requirement S U N/A Observations remarks
1 Format and presentation ☐ ☐ ☐
2 Structure of the manual ☐ ☐ ☐
Introduction and management of the
3 ☐ ☐ ☐
manual
System to keep information and charts
4 ☐ ☐ ☐
updated
5 System to distribute information ☐ ☐ ☐
6 Aerodrome categorization ☐ ☐ ☐
7 Aerodrome instructions and information ☐ ☐ ☐
8 Route information ☐ ☐ ☐
Inspector comments:

Recommendation:

Inspector Signature: FOD Signature:

Date: Date:

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APPENDIX 43
Procedure for the verification of Operations Manual Part D
FOD Procedure [AOC-PROC-17]

PURPOSE:
Ensure manual compliance with air operator training program regulatory requirements.
CIRCUMSTANCES OF USE:
During initial certification phase III, manual verification; and
Whenever reviewing an amendment to an air operator training program.
REFERENCE CRITERIA:
Civil Aviation Regulation 2058 (2002)
Flight Operations Requirement (FOR);
Flight Operations Requirements FOR Appendix 1;
Personnel Licensing Requirements (PELR);
Air Operator Certificate Inspector Manual (AOCI)
Air Operator Certificate Guidance Material (AOC GM)
LEAD INSPECTOR
Flight operations inspector
COORDINATION:
Cabin Safety inspector, OCC inspector, Dangerous Goods inspector
TOOLS TO USE
AOCI Manual, Volume II,
A copy of FOR Appendix 1 (AOCR Appendix X, OM Part C, when approved) to be used as a
checklist;
Sticky paper notes to flag identified need for correction
Manual evaluation from (preferably soft copy with computer)
Paper to note parallel comments and findings.
TASK TO PERFORM:
Use a printed copy of the Appendix 1 (AOCR Appendix X Part D when approved) as a detailed
checklist while performing the task;
Verify the manual structure and composition to determine whether it is in compliance with the
structure and format of FOR Appendix 1 (AOCR Appendix X Part C when approved);
Verify that all aspects mentioned in the FOR and FOR Appendix 1 (AOCR Appendix X Part D when
approved) have been addressed;
Flag the page or provision of the Manual containing a discrepancy with a sequentially numbered
sticky note;
Note your observation of any discrepancy on the FOD Manual evaluation form [Insert form
identification number] in a manner sufficiently clear for the operator to understand the issue and
the expected correction;
Annotate your copy of FOR Appendix 1 (AOCR Appendix X Part C when approved) with your
remarks;
Record the overall results of the cabin crew procedures manual review on the Operations Manual
Part D checklist [FOD-FORM-CL-222];

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Write your overall comment and observations on the checklist; and
Draft a letter to inform the operator of the identified discrepancies requiring corrections.

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Attachment A to Appendix 43
Operation Manual Part D verification checklist
FOD-Check List [FOD-FORM-CL-222]
Date: __________________
Applicant / Air Operator: __________________________________ File No.: _____________
Operations Manual Part D: _______________________
Subordinate Manual(s)_______________________________________________________________
NOTE: This checklist reflects the draft Operations Manual Part D content provided in the revised Appendix X to the
AOCR or the FOR. Therefore, the inspector should be careful in using the checklist as some of the items are not
reflected in the current FOR Appendix 1.
No. Requirement S U N/A Observations remarks
1 Format and presentation ☐ ☐ ☐
2 Structure of the manual ☐ ☐ ☐
3 Introduction and management of the manual ☐ ☐ ☐
GENERAL TRAINING
4 Company indoctrination ☐ ☐ ☐
5 Human factors ☐ ☐ ☐
6 Crew resource management (CRM) ☐ ☐ ☐
7 Security training ☐ ☐ ☐
8 SMS training ☐ ☐ ☐
FLIGHT CREW TRAINING
9 Initial aircraft type ground training ☐ ☐ ☐
10 Initial aircraft/simulator training ☐ ☐ ☐
11 Safe aircraft training policy and practices ☐ ☐ ☐
12 Aircraft type recurrent training ☐ ☐ ☐
13 Remedial training ☐ ☐ ☐
14 Regaining recency or competency ☐ ☐ ☐
15 Upgrade training ☐ ☐ ☐
16 Line indoctrination ☐ ☐ ☐
17 STOL training ☐ ☐ ☐
18 Instructor qualifications ☐ ☐ ☐
19 Check Pilot (DCP) qualifications ☐ ☐ ☐
20 Pilot proficiency checks ☐ ☐ ☐
21 Low visibility operations (LVO) ☐ ☐ ☐
22 Performance Based Navigation (PBN) ☐ ☐ ☐
23 Reduced Vertical Separation Minima (RVSM) ☐ ☐ ☐
Controlled Flight Into Terrain (CFIT)
24 ☐ ☐ ☐
prevention training
25 Runway incursion prevention training ☐ ☐ ☐
26 Emergency procedures training ☐ ☐ ☐
27 Conversion training ☐ ☐ ☐
28 ACAS training ☐ ☐ ☐
29 Upset Prevention Recovery training ☐ ☐ ☐
CABIN CREW TRAINING
30 Cabin crew initial aircraft type training ☐ ☐ ☐
31 Cabin practical initial training and drills ☐ ☐ ☐
32 Cabin crew aircraft type recurrent training ☐ ☐ ☐
33 Recurrent proficiency check ☐ ☐ ☐
34 Remedial training ☐ ☐ ☐

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35 Regaining recency or competency ☐ ☐ ☐
36 Upgrade training ☐ ☐ ☐
37 Line indoctrination ☐ ☐ ☐
38 Instructor qualifications ☐ ☐ ☐
39 Check cabin crew qualifications ☐ ☐ ☐
40 Cabin crew proficiency check ☐ ☐ ☐
41 Emergency procedures training ☐ ☐ ☐
DISPATCHER/FLIGHT OPERATION OFFICER TRAINING
42 Initial general training ☐ ☐ ☐
43 Initial specific aircraft type training ☐ ☐ ☐
44 Aircraft type familiarization ☐ ☐ ☐
45 Recurrent aircraft type training ☐ ☐ ☐
46 Remedial training ☐ ☐ ☐
47 Regaining recency or competency ☐ ☐ ☐
48 Instructor qualifications ☐ ☐ ☐
49 Check dispatcher qualifications ☐ ☐ ☐
50 Dispatcher proficiency check ☐ ☐ ☐
51 Emergency response plan training ☐ ☐ ☐
Inspector comments:

Recommendation:

Inspector Signature: FOD Signature:

Date: Date:

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APPENDIX 44
Procedures for the Verification and Approval of Cabin Crew issues of Operations Manual- Part
B
FOD Procedure [AOC-PROC-18]

DEFINITION AND SCOPE

“Cabin Crew Procedures” refers to cabin operation requirements and procedures to be
established by an operator through its Operation Manual and/or through a separate volume
known as Cabin Crew Manual. It includes both the normal and abnormal procedures as applicable
to the operation type. It may also cover general rules and regulations and most importantly
training and competency requirements of the cabin crew.
PURPOSE:
To ensure cabin crew procedures/manual of the operator is in compliance and consistent with
regulatory requirements.
CIRCUMSTANCES OF USE:
During initial certification, and whenever reviewing an amendment to the cabin crew procedures
or the content of the manual
REFRENCE CRITERIA:
Air Operator Certificate Requirement (para 6.1.3.5; 6.1.3.6; 6.1.3.8.2 b)
Flight Operations Requirements (FOR) (FOR Chapter 12, Chapter 15 para 15.6 and Appendix 1)
Personnel Licensing Requirements Chapter 12
Air Operator Certificate Inspector Manual (AOCI Vol I 1.4)
Air Operator Certificate Guidance Material (AOC GM)
Cabin Crew Training Manual, 2015
LEAD INSPECTOR
Cabin Safety Inspector(s)
COORDINATION:
This Procedure (AOC-PROC-18) will require coordination with Aircraft Flight Manual,
Manufacturer’s Cabin Crew Operating manual, Operator’s Operation Manual Part A, B, and D,
AVSEC, Dangerous Goods, and Safety Management System and CAAN’s requirements.
TOOLS TO USE
AOCI Manual, Volume II, Chapter 1; Para 1.4.1
AOCI Manual Volume II, Attachment A, Operation Manual Inspection Checklist
AOCI Manual Volume II Attachment A to Appendix 44, Cabin Crew Procedures Verification
Checklist
Sticky paper notes to flag identified need for correction
Manual evaluation from (preferably soft copy with computer)
Paper to note parallel comments and findings
TASK TO PERFORM:
Use a printed copy of the Appendix as a detailed checklist while performing the task;
Read each paragraph of the manual to:
 Compare the paragraph read with all applicable requirements

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 Compare paragraphs and requirements with the content of AOCR, FOR, PELR, CCTM
and/or the operator’s other manuals and note any overlapping discrepancy on a separate
piece of paper;
o Ensure all required aspects are addressed;
o Ensure that the text is clear and sufficiently detailed to provide guidance is logical and
consistent with other paragraphs or manuals and complies with the applicable
regulatory requirements;
 Identify any inconsistency deficiency or non-compliance between the manual and the
requirements;
 Flag the paragraph in the Manual with a sequentially numbered sticky note;
 Note your observation on the Manual Evaluation Form in a manner sufficiently clear for
the operator to understand the issue and the expected correction;
 Note flagged discrepancies, on the Manual Evaluation form as they are identified;
 Once a chapter of the manual has been completed, indicate the overall assessment of the
chapter subject on the attached checklist. A single point in the chapter being flagged
would justify an unsatisfactory assessment.

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ATTACHMENT A to Appendix 44
Cabin Crew Procedures Verification Checklist
FOD-Check List [FOD-FORM-CL-223]

Date: __________________
Applicant / Air Operator: __________________________________ File No.: _____________
Cabin Crew (Procedures) Manual: _______________________
NOTE: This checklist reflects Cabin Crew Procedures in general that an operator has to establish as applicable to its
operation. Therefore, the inspector should be well aware of the operator’s specific requirements.
No. Requirement S U N/A Observations remarks
1. General
i. Format and presentation ☐ ☐ ☐
ii. Structure of the manual ☐ ☐ ☐
iii. Introduction to the manual ☐ ☐ ☐
iv. System of Amendments, distribution and control ☐ ☐ ☐
v. Organization Chart
vi. Nominated post holders ☐ ☐ ☐
vii. Terminologies and Definitions
Eligibility, Qualification, and duties and
viii. responsibilities and operations management personnel ☐ ☐ ☐
such as cabin crew post holders
Cabin Crew Eligibility and Qualification
Requirements
ix.  Cabin crew ☐ ☐ ☐
 In-charge cabin crew
 Instructor/Examiner Cabin Crew
Supervision of the operation and system of
x. ☐ ☐ ☐
promulgation of information
xi. Powers of the Authority ☐ ☐ ☐
xii. Chain of command ☐ ☐ ☐
Crew Composition
 Minimum Complement
xiii.  Normal Complement ☐ ☐ ☐
 Procedures in case of operation with reduced
number of Cabin Crew
xiv. Crew health precautions ☐ ☐ ☐
xv. Flight time, duty time, and rest scheme ☐ ☐ ☐
xvi. Flight Safety Documentation System ☐ ☐ ☐
xvii. Operator’s Safety Management System ☐ ☐ ☐
xviii.Dangerous Goods Policy and Procedures ☐ ☐ ☐
Company Security Procedures
xix. ☐ ☐ ☐
(Aircraft Search Checklist)
2. Cabin Crew Standard Operating Procedures/Safety Emergency Procedures (SOP/SEP)
Standard Operating Procedures
 Cabin Crew Pre-flight, In-flight and Post flight
duties
☐
i.  Classification of passengers and Handling ☐ ☐
 Cabin Baggage and PED policy
 Passenger Information and Safety Briefings
 Flight Deck security
ii. Cabin Crew Safety / Emergency Procedures: ☐ ☐ ☐
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 Cabin Safety Requirements
 Safety Procedures
- Turbulence
- Refuelling/Defueling when Passengers on
board/embarking or disembarking
- Passenger Service on ground
- Surface Contamination and reporting
- Ramp Hazards and Safety Procedures
- Unlawful Interference and Security Issues
- Dangerous Goods Incidents
- Aviation first aid procedures
 Emergency Procedures
- Fire and Smoke
- Decompression
- Pilot/ Cabin Crew Incapacitation
- Emergency Landing/Ditching
- Cabin Preparation and Evacuation Procedures
(Land/Water)
- Cockpit-cabin Information and phraseology
- Flight Crew actions
- Post Evacuation Procedures and Survival
Techniques
- Ground to Air Signals
3. Aircraft Type Specific
Aircraft General Description
 Aircraft type, model, manufacturer, general
feature
 Cabin Layout, Configuration and Seating: Flight
Deck, Galleys, Lavatories, Closets, Baggage
Compartments, Overhead Bins, Passenger
seats, PSUs, LSUs, Cockpit/ Cabin crew seats
i. and harness, Cabin Crew Stations etc. ☐ ☐ ☐
 Safety Emergency Equipments: Location,
Description, Operation and Limitation
 Minimum Equipment List
 Doors and Windows: Normal and Emergency
Operating Mechanism of all doors and
emergency windows,
 LBRL
Aircraft Systems
 Air-conditioning and Pressurization
 Cabin Lighting: Normal and Emergency
Lightings
ii. ☐ ☐ ☐
 Communication and Intercom System: Cockpit-
cabin-cockpit, Cabin to Cabin, Passenger Call,
Lavatory Call, Emergency Alert, Passenger
Address System

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 Attendant Call Panels and Indications
 Oxygen System
 Water Supply and Waste Management
4. Training Requirements
i. Training Syllabus/ Courseware and Duration ☐ ☐ ☐
ii. Training Devices and Facilities ☐ ☐ ☐
iii. Training and Evaluation procedures ☐ ☐ ☐
Training Types
 Initial Training
 Recurrent Training (Annual/Biennial)
 Requalification/Refresher Training
 Remedial Training
 Aircraft Type Training
 Line Indoctrination Training
 Conversion Training
iv. ☐ ☐ ☐
 Upgrade/In-charge Training
 Human Factor Training
 Crew Resource Management Training
 Dangerous Goods Handling Training
 First Aid/Aviation Medicine Training
 Safety Management System Training
 Security Training
 Company Indoctrination Training
Attachments
 Passenger Safety Briefing Cards for each aircraft
type
 Sample of Training Certificate
v.  Competency Check form ☐ ☐ ☐
 Competency Certificates
 Medical Certificate
 Emergency Announcements (Texts)

Inspector comments:

Recommendation:

Inspector Signature: FOD Signature:

Date: Date:

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APPENDIX 45
Procedure for the verification of nominated post holder acceptability
FOD-PROCEDURE [AOC-PROC-20]
PURPOSE:
Ensure nominated post holders meet established requirements
CIRCUMSTANCES OF USE:
During initial certification and when an operator submits a new nominee.
REFERENCE CRITERIA:
FOR, Appendix 1, 2.1.1 c) names of post holders;
AOCR 4.2.3; 4.3.1, and Appendix 4, post holder qualifications
AOCI Manual, Volume I, Chapter 5, Para. 5.1.3 d) and 5.2.4
AOC Guidance Material Appendix 4
Airworthiness Inspector Handbook Part-II Section IV Chapter 26 “Procedure for the acceptance of
nominated post holders”
COORDINATION:
OPS; AIR; PEL; DG; CC; AVSEC
Note 1: During certification this is a group assessment with the entire team.
Note 2: Refer to appropriate chapter of Airworthiness Inspector Handbook Part-II Section IV
Chapter 26 “Procedure for the acceptance of nominated post holders”
Note 3: For post holder replacement nominee, coordinate as appropriate.
TASK TO PERFORM:
For each nominated post holder,
The inspector will, based on the applicable criteria, verify that the nominated post holder:
 Has submitted all required documents and certificates;
o C.V;
o Citizenship certificate
o Diplomas;
o Licences;
o No objection certificate;
 Possesses the required experience;
 Possesses the required qualifications;
The inspector will verify that the nominated post holder has no other activity impeding the
performance of the post duties and responsibilities.
Report to results of the verification on the checklist FOS-FORM CLST-101-AOC and note your
comments and observations as appropriate.
For initial certification:
Complete Section B of the Air Operator Certification Job Aid-AOC 003;
If all requirements are met satisfactorily, the completed checklist is to be handed over to the
certification project manager with the completed part B for review and insertion in the
appropriate air operator certification file.
If some requirements are not met satisfactorily, the issue must be coordinated with the project
manager and the applicant formally advised in writing of the non-satisfactory assessment and to
take appropriate action such as submitting missing documentation or proposing another
nominee.

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Alternatively, when a nominee does not meet the requirements in full, the certification team and
project manager may exceptionally require the nominee to demonstrate skill and knowledge
acceptable to CAAN that he will have the ability to perform effectively the functions associated
with the post commensurate with the scale of the intended operation.

For AOC holder nominating a new post holder:

If all requirements are met satisfactorily, the completed checklist is to be handed over to the FOD
Chief with a draft letter of approval for review and insertion in the appropriate air operator file
to be forwarded to FSSD Director for signature.
If some requirements are not met satisfactorily, the issue must be coordinated with the FOD
Chief, and the operator formally advised in writing of the non-satisfactory assessment and
requested to take appropriate action such as submitting missing documentation or proposing
another nominee.
Alternatively, when a nominee does not meet the requirements in full, the FOD inspectors and
FOD Chief, with the concurrence of FSSD Director may exceptionally require the nominee to
demonstrate skill and knowledge acceptable to CAAN that he will have the ability to perform
effectively the functions associated with the post commensurate with the scale of the intended
operation.

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ATTACHMENT A to Appendix 45
Verification checklist - nominated post holder acceptability
FOS-FORM CLST-101-AOC
Date: __________________
Applicant / Air Operator: _________________________________ File No.: _____________
Nominated Post: _______________________ Nominated Person: _______________________________
No. Requirement S U N/A Observations remarks
1 Knowledge ☐ ☐ ☐
2 SMS ☐ ☐ ☐
3 ATPL / CPL/ AMTL ☐ ☐ ☐
4 Flight experience ☐ ☐ ☐
5 Management experience ☐ ☐ ☐
6 Training experience ☐ ☐ ☐
7 Service record ☐ ☐ ☐
8 Accident record ☐ ☐ ☐
9 Serious infraction history ☐ ☐ ☐
10 Technical experience ☐ ☐ ☐
11 Background ☐ ☐ ☐
12 A/C qualifications ☐ ☐ ☐
13 Recent experience ☐ ☐ ☐
14 AVSEC Management ☐ ☐ ☐
15 Quality Management ☐ ☐ ☐
16 QMS ☐ ☐ ☐
17 FOQA Management ☐ ☐ ☐
Inspector comments:

Recommendation:

Inspector Signature: FOD Signature:

Date: Date:

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APPENDIX 46
Manual Revision Form

Operator Name: .......................................................... Aircraft Type: ................................

Manual Ref: .......................... Issue No: ...................... Issue Date: ....................................
Revision No: .......................... Revision No date: ............................

ITEM Action to be taken Justification for amendment/Revision CAA Nepal Remark

1. Replace with new page Revision due to introduction of new CAA

Introduction dated…………………………… Nepal requirement.
Page A
2. Replace with new page Introduction of addition of new
Introduction dated…………………………… procedure to address CAA Nepal
Page B findings.
3. Page 45- Replace with new page Revision due to changes in procedure.
Item E12 dated……………………………

COMPLIANCE STATEMENT: This [Manual Name; Issue number; Issue date; Revision number; Revision date]
complies with all applicable CAA Nepal requirements after incorporation of the changes introduced though
this revision.

Signed: ............................... Position: ............................... Date: ...................................

Organization Name: ........................................

The above requested amendments are approved,

with the exception of:

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

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

Signed on behalf of CAA Nepal: ................................................... Date: ....................................

Note: When completed this form should be submitted to Flight Operation Division, Flight Safety Standards
Department, CAA Nepal, Sinamangal, Kathmandu, Nepal along with revision copy of the manual.

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APPENDIX 47
Summary of Audit Procedure
S/N Audit Process Timeline Forms to be used Responsibility Remark
1. Internal preparation 1-2 days before audit ----- Audit Team For CAMO- OPS and AWID
Audit team member
For AMO- AWID Audit team
members
For ATO- AWID/ LED audit
team members
2. Audit Entry Meeting 1st day of Audit Audit In-Brief Audit Team
Form Leader
3. Audit conduct No. of days depending on Audit checklist Audit Team
scope; complexity and
size of the organization
4. Audit Exit Meeting last day of Audit Audit Exit- Audit Team
Brief Form Leader
5. Preparation of audit report (along with For level 1: Immediately Discrepancy Audit Team
Level of Finding i.e. Level 1 and Level 2) For Level 2: Within 7 days Reporting
of audit Form
6. Deadline to submit the Corrective For Level 1: Immediately Corrective Operator Refer: Guidance on root
Action Plan (CAP) along with Root For Level 2: Within 30 Action Form cause analysis and
Cause Analysis days from audit report corrective action process to
publication date address CAA
Nepal findings of non-
compliance
7. Preparation of Audit Finding Tracking After preparation of Audit Finding Audit Team
Software Audit Report within 7 Tracking Leader
days Software
8. Monitoring of CAP submission due Up to 3 days before CAP Audit Finding Audit Team If not send, remind QM of
date Submission due date Tracking Leader the organization to submit
Software the CAP within deadline
9. Review of Root Cause Analysis and For Level 1: Immediate Corrective Audit Team If satisfied, send CAP
Acceptance of Corrective Action Plan For Level 2: 7 days of Action Form Leader acceptance letter.
(CAP) Submission of CAP by If not satisfied. Send letter
Operator to operator notifying CAP is
not acceptable and
resubmission of CAP.
10. Update Audit Finding Tracking Within 7 days of Audit Finding Audit Team
Software with Root Cause Analysis and acceptance of Root Tracking Leader
CAP Cause Analysis and CAP Software
11. Monitoring of Audit Finding Up to 15 days before Audit Finding Audit Team Plan for Follow-up which
rectification due date Audit Finding Tracking Leader needs to be conducted
rectification due date Software within Audit finding
Rectification Due Date
12. Follow up Audit Preparation Repeat the process from top

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THE END